[Cliff R]

The key to success is to use a good converter with efficient characteristics.

Folks also tend to associate stall speeds with coupling efficiency, thinking that a 3200 stall speed converter will slip excessively at rpm's lower than that for "normal" driving.

This is true if you buy "low end" off the shelf stuff. The Continental 10" units that we use are very, very efficient for normal operation. They act and drive much like stock converters. There is very little slippage at light throttle and light load conditions.

Even on the brakes the 10" unit in my car will start spinning the tires at apprx 1800rpm's. Yet is flashes to near 3500rpms on full throttle starts at the track. We have used and provided scores of non-LU converters for applications where the cruising rpm's in OD was quite low, and have had ZERO complaints or issues related to transmission failure from overheating.

I've come to dislike using a TCC for retrofitting, unless the needed time and funds are spent to make sure that it operates much like factory set-ups.

This requires the solenoid be grounded on a 4th gear pressure switch, and the voltage to the solenoid routed thru a vacuum switch hooked up to ported vacuum. The insures that the TCC can only apply in high gear at part throttle. Any coasting, heavy/full throttle, etc, will lower the vacuum enough to disengage the TCC. This insures that the clutch doesn't get overloaded, and the engine doesn't "lug" at heavy throttle openings/low vehicle speeds in OD.

I've seen a lot of units set up with direct wiring, toggle switches, sometimes using a 4th gear pressure switch, sometimes routed thru a brake pedal switch, etc. The LAST thing one should have to do is look for a switch to operate the TCC, especially in todays driving situations.

The TCC needs to be set-up to lock and unlock under a variety of situations, just like factory units. If not, it can/will lug the engines, or overwork the clutch.

As mentioned earlier, I ran my 67 Impala SS both ways, and came to quickly HATE the TCC. After going to a non-LU converter, we enjoyed over 35,000 miles of trouble free operation from the transmission and converter, and didn't use any cooler other than the one in the factory radiator.

We've set up plenty of these transmissions over the years, and in almost all cases use a TCC if the vehicle came that way from the factory. For all retrofitting, we go non-LU, and help the customer choose the correct rear gearing, tire diamter, etc, in addition to providing a correctly prepared transmission with a good torque converter......Cliff