Looking for advice on converter and clutch pack choice for 46rh heavy duty rebuild. Trans is going behind a 440 in a 10,000lb RV that will be towing another 5k behind it. Advice on any other parts or improvements recommended is appreciated as well.

Anyone have experience with Transstar converters, looking at this one:

https://www.transtar1.com/products/...46RE-46RH-Heavy-Duty-Converter-with-Bill

TRANSTAR PART NUMBER: CR94L-S1
Dodge Ram 46RE/46RH Heavy Duty Converter with Billet Cover
With the addition of a billet cover, this converter is ready to work when you are. Reduced deflection of the friction surface during apply allow this billet cover converter to transmit torque through the drivetrain more efficiently. This converter has a lower stall optimized for the 5.9L V8 trucks, and can be used in 5.2L and 5.9L gas applications with a 90 degree bolt pattern.




Also considering these Raysbetos GPZ clutches:

https://www.rockauto.com/en/moreinfo.php?pk=12283761&cc=1391385&pt=12199&jsn=495


GPZ Forward, Direct, Overdrive Clutch Pack® Module
Raybestos Powertrain GPZ friction clutch plates greatly increase transmission performance and durability. This state-of-the-art friction material far exceeds OE material to withstand high stress, high temperatures and repeated cycling. GPZ's outstanding performance benefits are perfect for heavy-duty vehicles and high-stress driving. Testing of GPZ revolutionary friction material shows that it outperforms OE materials by as much as 20%. Plus, its performance improves as the power increases.
Features:
Enhanced shift feel
Withstands high horsepower
Greater torque capacity
Maintains piston travel
Optimum performance
Higher heat resistance
Made In USA
Recommended Use: Heavy-duty vehicles, commercial vehicles and high-stress driving

Since it looks like you'll be in the Cummins area for load, check out Goerend Transmission and SunCoast Performance. They specialize in the build and pieces for the 47 and 48 trans so that they'll live under high torque and loads. Also there may be someone in your area that caters to the Cummins trucks with auto trannies, ask around. You could also get in touch with A&A out of Indiana.

Build the internals to diesel specs, this especially goes for the OD unit, it has more clutches in the Diesel/V10 application vs. a gas job. The OD unit I have behind my Cummins Ram has more 2 clutches/steels in it vs. the standard diesel/V10, this requires a step in the thick plate.

The only negative I can see for that convertor is the stall speed might not be what is optimum for your 440?

With the intended usage, engine combo etc, you'll be best to get a custom converter built. Rebuilt stocker would not be a good idea.

The converter I linked is a long way from stock. Lower stall, billet steel cover, bigger lock up clutch and better material, etc. I have seen it for sale as low as $300, and also seen it for sale on other trans parts websites that claim the super duper best of everything that want $900 for the exact same part.

I don't mind spending money for value. I do want to make sure I get the best parts I can for the money spent though.

I have messages in with Suncoast, Precision, and a couple others to get their two cents. Thanks to everyone for your input.

that convertor is for use behind a small block that is whay I don't think it's the right convertor for your 440 in a towing type application .

Since you want to buy quality part, it seems, and you are going to have to get an adapter of some kind to fit the smallblock trans behind the big block, have you considered building a 727 and putting a gear vendors behind it?

I understand what you are saying. Just a guess but if the converter stalls at 2100or 2200 behind a 5.9 then I am guessing it will stall 2500-2600 behind the 440. With a lock up converter up to the task the extra stall will help get the beast moving, then be direct on lock up.

I actually have a gear vendors divorced unit that is a .78 ratio. It won't get me to the cruise rpms I want though without a gear change. I am probably going to be running it in addition to the 518 for gear splitting and double o/d. This would allow me to cruise level ground at 60 to 65 at about 1800 to 1900 rpm.

I already have an ultrabell to use to mate to the 440. I have been watchig for a 47rh for a core for internals like higher capacity drums and steel planets.