Mechanical lock up torque converters

[Nacho-RT74]

Thinking on this, which should be a straight replacement for any non lock up tranny, why not are these available either in stock Replacement or Performance world for the non lock up trannies ?

New for 1978 was a new lockup torque converter system for the TorqueFlite automatics, which, like its Packard and Studebaker predecessors, replaced the normal fluid interface in the transmission with a mechanical one. That saved gasoline and increased usable power while running the engine at a lower speed to reduce noise and wear, and has been a feature of transmissions ever since. The lockup feature took effect at speeds greater than 30 mph.

Chrysler published this description: "When accelerating from a stop, TorqueFlite continues to use the torque converter for power and smoothness until road speed reaches about 27 miles an hour for V-8 engines and 31 miles an hour for sixes-then, as the transmission upshifts from 2nd to 3rd gear, the new clutch locks up the torque converter so there is a direct mechanical drive through the transmission. Normal slippage in the converter is eliminated, engine speed is reduced and fuel economy is improved."

When upshift occurs at lower road speeds (below 27 mph for V-8s and 31 mph for sixes) the lock-up clutch engages when the drive shaft reaches about 850 rpm for V-8's and 1100 rpm for sixes.

When upshift occurs at higher road speeds the lock-up clutch engages simultaneously with the upshift.

The lock-up clutch disengages automatically under part-throttle downshift, full-throttle downshift, and the drive shaft reaches 850 rpm with V-8 engines and 1100 rpm with sixes while slowing down.

In 1978, most TorqueFlites had the lock-up torque converter except with the 440 V-8 engine, and those ordered for areas above 4,000 feet altitude, California slant sixes and 440s. It was also not available with the Super Six, or with models equipped with the Heavy-Duty Package.

Original is at The legendary torqueflite automatic transmission http://www.allpar.com/mopar/torqueflite.html#ixzz2rWW9kqoS
Follow us: @allparcom on Twitter | allparcom on Facebook




also will keep cooler the fluid

[Nacho-RT74]

http://myweb.tiscali.co.uk/jensenmondayclub3/lockup727/lockup727.htm

[fy469rtse]

Nacho, have at look at the set up for lock conversion at PATC performance automatic tansmission centre
Something along the lines of what your talking about,
It's in the back of my mind also, but I think it's to do with the 518 overdrives , but then again 4 speed then lock up converter  1 better, have a read and see what you think

[John_Kunkel]

1978 saw the first lockup Torqueflites but also was the last year of the big block. There was only one big block lockup trans made (4028824) and most were recalled and replaced with non-lockups.

For small blocks, installing a lockup trans in an earlier car is a simple direct swap but it isn't so easy for the big block because the lockup transmission case is unique, it has added room inside for the special lockup valve body; this means that, to add lockup to a big block, you'd need that one-year only case and they're not readily available. (only installed in a few 400-2 station wagons)

One other way to add lockup to a big block would be to install an Ultrabell bellhousing on a lockup small block 727.

[fy469rtse]

Your the man John , knew you would clear this up, what's the setup for then at patc site, ? Partial electronic setup to lock converter, ?

[John_Kunkel]

Don't know what PATC product you're talking about, probably their controller for the 518 electric lockup/OD...the 727 lockup needs no electric power.

[Nacho-RT74]

so the trans is diff too ?

[Nacho-RT74]

Nacho, have at look at the set up for lock conversion at PATC performance automatic tansmission centre

can't find

[Nacho-RT74]

found it ( I think )

http://www.transmissioncenter.net/SwapInformation.htm

[Cooter]

Ever driven a big cammed 440 big block in OD with lock up?
me neither, but I know a straight drive with 5th gear OD is a Mutha, and actually gets worse mpg due to below powerband of camshaft.
short duration cams would benefit though.

Btw: many of  the Tranny failures we see today are mainly due to the lock up torque converters clutch material coming apart and clogging up the cooler...therefore, burning the Trans up due to starvation.
many trannies today don't just 'click' the lock up in and that's it. Today, what used to be a valve in The valvebody that moved one time, is now 'pulsed', and actually wears out the valve bores in the valve body itself.

[fy469rtse]

Thanks John , hadn't read it in a while , so 518 is just a 4 speed 727 or should I say 3 gears with an overdrive , so that's a conversion to add a lock up converter to the 518 ? , need to do On my way! More reading

[Nacho-RT74]

mmm. I won't change the tranny... I thought it could be posible to add a mechanical lock up inside a TC activated by inertia, or something like that. Sorry, some ignorance.

Althought I still think is doable, somehow

[fy469rtse]

Wasn't shaffi at keisler working on a modern auto to fit our cars ? 6speeds I think,

[John_Kunkel]

The OP is about lockup converters, not OD transmissions like the 518 (which could be either lockup or non-lockup).

As I mentioned earlier, upgrading a SB to lockup is as easy as swapping in a lockup 727/904 transmission. Doing the same to a BB requires either the dedicated '78 727 case or an Ultrabell on a SB lockup case.

There is no way to add lockup to a non-lockup trans.

[fy469rtse]

Thanks John , I feel like I just got my fingers smacked in class , detention young man , you weren't paying attention in my earlier classes