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#1
08-07-2007, 09:12 AM
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lock up for racing?
with all the threads lately about how important converter slip is on the big end would it be a bad idea to use a lock up converter with an activation switch or maybe on a full throttle switch so that there is NO slip? I cant imagine with our 455s and torque that the motor would bog or would it? or would activating lockup under such power probably destroy the converter clutch in the converter? im freshing up my 7004r this winter and thought about changing it back over to lock up for fuel economy purposes anyway.
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71 grand prix SJ 4280# 462 new for 2008 - 8.7:1 , 98cc 6Xs 246/209, 342 12bolt , BW S475 turbo JGS 50mm WG 56mm BOV. 600hp the easy way! |
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#2
08-07-2007, 11:14 AM
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I think the lsx guys have been doing it for a while fwiw...
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#3
08-07-2007, 11:31 AM
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But unless the LSx guys are taking control of their trans with some sort of onboard controller im pretty sure lockup wont come on under full throttle. i know its programmed to come off under passing gear. Im just using the logic of stick shifts. they're locked on the entire time but also have to leave at 4000 RPMs
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71 grand prix SJ 4280# 462 new for 2008 - 8.7:1 , 98cc 6Xs 246/209, 342 12bolt , BW S475 turbo JGS 50mm WG 56mm BOV. 600hp the easy way! |
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#4
08-07-2007, 11:47 AM
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The Buick Turbo guys have been doing that since the 2004R. Lock up immediatly after launch worth quite a bit in ET. The combo then was a 9 inch convertor mated up with an 11" clutch convertor from Kenne Bell. Dont know who made it for him back then.
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#5
08-07-2007, 01:07 PM
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i can have steve at pats do anything with my converter. currently i have a 10 inch 3000 stall would i need to go looser for launch or will the motor be fine on its own? i initially was going to have them tighten it up to say 2500 ish and go with lock up.
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71 grand prix SJ 4280# 462 new for 2008 - 8.7:1 , 98cc 6Xs 246/209, 342 12bolt , BW S475 turbo JGS 50mm WG 56mm BOV. 600hp the easy way! |
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#6
08-07-2007, 02:35 PM
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Having the TCC apply as soon as the trans shift to second gear is an excellent idea, and easy to set up. However, the TCC is simply a single lining of friction material bonded to an apply piston inside the converter, which pushes against the back side of the housing. The apply piston is splined directly to the turbine, which is splined to the turbine shaft. Anytime the TCC applies, it's direct drive straight from the engine, which immediately ceases all torque multiplication.
The TCC's just don't have enough friction surface area, and the parts aren't tough enough to hold up long with big torque engines running locked up at full throttle. The aftermarket has answered the problem with HD housings and multiple disk TCC assemblies. They are very expensive, most cost as much or more than a good OD transmission!.....Cliff
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If you can read this, thank a teacher. If you can read this in English, thank a Veteran! https://cliffshighperformance.com/ 73 Ventura, SOLD 455, 3740lbs, 11.30's at 120mph, 1977 Pontiac Q-jet, HO intake, HEI, 10" converter, 3.42 gears, DOT's, 7.20's at 96mph and still WAY under the roll bar rule. Best ET to date 7.18 at 97MPH (1/8th mile), |
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#7
08-07-2007, 04:00 PM
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The KB unit I mentioned was like 900 bucks in the early 90's. They were making lots of torque in those Turbo motors, even back then 10 second Regals werent uncommon.
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