torque converter 46RE

[Snowmanak406]

I am in the midst of rebuilding my transmission and running into an area where i am brand new to the science of; torque converters. I have swapped and removed transmissions before(usually on chevy's nothing against chevy but they are cheaper so people are more swap happy) but never was my own vehicle, or when it was, i had a manual trans. i am having a hard time nailing down the stall speed from factory, i am seeing anywhere from 1500-1600 being low to 1700-1800 being low stall.
this truck as of right now is pretty much stock, that i know of. it does have a tb spacer and that i know of that is it.
i found 2 torque converters that i think are the closes match. the one that was pulled out of the truck is a Precision New Hampshire "5444LS" which is a 1500-1600 stall speed.
Note: i was never able to drive it with this torque converter.
i found a PRO-King brand CR94L wich is a medium stall 1900-2400 rpm. (strange how wide of a curve that is imo)
any input on either brand or stall preference?
i don't plan on rodding the truck hard, mainly as a daily driver and if i need to haul some furniture. or maybe a small trailer.

any help is greatly appreciated

 

[EvilSpirit]

Torque converters are a fluid coupling, with no solid mechanical path from the case to the input shaft. To over-simplify, stall ratings are an estimate at what RPM the converter will quit slipping and "lock up" under a rated torque, based on the companies past experiences setting up converters. An engine with more lower RPM torque, like a big block, will stall the same converter at a higher RPM than a lesser torque rated small block. The converter spec'ed at 1500-1600 may be listed with a 325 ft/lb 5.9 as it's only application, and they can get a pretty tight estimate of stall speed. The one listed with the broader 1900-2400 rating may list it's fitment from a 195 ft/lb 3.9 V6 all the way to the 325 ft/lb 5.9 - the low torque 3.9 would lock up at 1900, and a 5.9 would lock the same converter up at 2400.

Other factors also influence stall speeds, such as vehicle weight and axle ratios - a light car with a 4.56 gear will stall a converter at a lower speed than a 5500 lb truck with 3.21 gears. So again - the tighter rated converter may be spec'ed specifically for a 5.9 Ram, and the wider rated one may be more of a universal application.

You didn't really say what your intended usage of the truck would be, or any info on it - both are mandatory to make sound advice.

 

[Snowmanak406]

Oops sorry it's a 97 ram 1500 5.9L 360. More or less a daily driver with some off-roading. Mods so far are minimal, just the Tb spacer. eventually going to get new heads/cam, headers, cold air intake, kegger mod. Cam/heads are going to be always down the road though. The rest are hopefully sooner. Not going for insane power out of it, but want enough when I need it. At the moment the truck is on 33" tires, Plan on staying about that size but wouldn't be out of the question to put it on as low as 31"s down the road.

 

[EvilSpirit]

Personally I would think the Pro-King is a little on the loose side for a street truck. As to engine mods - there are several open posts with no shortage of opinions on how to make "power" with a Mag engine. You can spend a lot of time and money just to make the same power as a Hemi.

 

[Snowmanak406]

i had been leaning towards the PNH converter because that was the same as removed in the first place, but i never drove it when it was driving correctly anyway. i know these are a power house by any means, without sinking a lot of money into them. was kind of curious on a 5.9L>5.7L swap. though in that case swapping a Hemi engine with PCM harness, adapter plate (if necessary to trans) and electric swap over, might be about the same to build up a 5.9L with similar results.

 

[EvilSpirit]

Given the 5.9 engine is designed for low end torque I would think a 1500-1600 converter would work fine. My main concern would be the durability of the "rebuilders grade" converters - not a lot of parts getting changed in a shop line converter. You also never mentioned axle ratio - as I said earlier, axle ratio can affect stall speeds.

There are several open posts about engine mods, with varied opinions about the kegger mods, or that intake in general. No real need to start another one here. A lot of good advice can be picked out of them.

Pick a realistic H/P goal based on your budget and abilities and stick to it. Many of the parts suited perfectly for a 300-325 H/P build are not suited for 375-400 H/P - don't buy or spend money twice.

While a 375/400 H/P Mag in a 2nd gen is entirely doable, there are a couple things to consider. First, it will likely be a premium fuel engine with borderline daily driver manners. You also will have a 375 H/P engine in a 265 H/P driveline, suspension, and braking truck. You may have to spend more money to upgrade the truck. A 375 H/P Hemi truck runs on pump regular and already has the better chassis and driveline to go with it.

 

[Snowmanak406]

Good info, I know almost nothing about this truck including rear end gear ratio, have not been able to try to get a build sheet on it, though I dont know if a build sheet would be accurate to what it is now, could give me a starting point though. Yes I have been looking through a few forums on mods and what ones work, or what ones are null. I just wanted to figure out torque converters for these. 300-325hp for now is more what I am going for. When i get enough for heads/cam etc. I would most likely be swapping for a nv3500/nv4500.

 

[EvilSpirit]

I think the standard axle for extended cab 5.9 Rams was a 3.55. I know the original owner spec'd a 3.92 sure grip when he ordered mine. I think a 3.21 might have been offered, too.

 

[Snowmanak406]

Ah, I decided to go with what was pulled out of it, it's the precision new Hampton 5444ls so it is low stall. Thank you for the info though helped pick what I wanted.