Bellhousing is part of the casting. You can't change it, and the 47RE won't bolt to the V-8s. Basically, the kit under consideration here, upgrades the 46RE, to a fair few of the 47RE internals..... which is really what you want anyway. I don't think I have seen a trans case failure here yet.

 

Other than the case differences, the planetaries and frictions in DD clutch are the internal differences between 46 and 47. I have not looked at the kits offered by PATC, but I suspect that and billet accumulators may be part of this.

Take a good look at what the kit includes. I was in a similar position about a year ago, so opted for more of MonteC's suggestion and upgradec based on some of his suggestions. I have not had much time but I will look at the PATC kits you referenced to see what it includes. I would suggest that you upgrade as much as you can afford on the tranny. Building a good engine and still having a weak transmission is not gling to lead to a better outcome by any means. Have to be able to get the torque and HP to the rear end. Investing in a trans that will last you is money well spent.

+1.....

 

Aren't people putting 48re stuff into 46re cases as well? That might be worth looking into...

 

I do believe so. I think the cases are fairly similar, as far as internals go..... although, it appears that most failures are band/torque converter related, or simply old age...... I haven't seen many with thrashed drums etc.....

 

Just had this put in:
http://www.cascadetransmissionparts....kit2000up.aspx

Also had bands adjusted as they were very loose.

I did this because trans seemed to be slipping and also seemed to be confused as to what gear to be in. It drives much better now.

 

Yes, and Yes. Such as six gear planetary set, and VB upgrades. Also the additional frictions in Direct Drum was either a 47 or a 48 change. Can't remember......

 

I actually saw on either horsepower or muscle or something on spike where they cut a bellhousing off like a 4l80e and put an adapter kit on. Doubt they make one for a Chrysler though.

 

I wouldn't be at all surprised to learn that some place like advance adapters makes something..... Would have to deal with changed drive shaft lengths though.

 

It used to be, well, maybe still is, a practice to machine the integral bellhousing off to change the front pump and use a flywheel and clutch rather than a torque convertor in a stick bellhousing. 727's were a candidate for this because of they're strength. Do a search, might be someone still selling the stuff to do this with.

Infinite Stall

 

Doh! I must have been thinking that since manuals have options, similarly autos did too.

Thanks for clarifying my err0r.

The swapping of 47re internals to 46re is probably best bet for what I'm envisioning.