convertor lockup in a NL ??4l60 debate

[gn4u2c]

can you run a lockup convertor in a non lock unit, or a non lock in a lock unit ??
We are having this argument and I say if is a lockup trans you need a lockup converter,and if its a non lock trans you need a non lock conv. I am being told you can run either convertor But if you use a non lock convertor in a lockup trans you will not have lockup but it will work ?? this sound a little hokie to me ...

 

[bison]

can you run a lockup convertor in a non lock unit, or a non lock in a lock unit ??
We are having this argument and I say if is a lockup trans you need a lockup converter,and if its a non lock trans you need a non lock conv. I am being told you can run either convertor But if you use a non lock convertor in a lockup trans you will not have lockup but it will work ?? this sound a little hokie to me ...

I dont see why a lock up unit wouldnt work in a NL configured trans. You wont have lockup of course and your spinning a heavier converter for nothing. You would have to leave the o ring off the input though. You cant cruise with a NL converter in a LU configured trans or it will overheat. Same goes for a LU unit that is cruised for a long time unlocked. If you run a NL converter all you need to do is remove the o-ring and replace the converter LU valve and springs for a NL valve. About $30. So dont believe everything you read on forums. Cruising in a LU configured trans unlocked is going to do damage if done long enough.

 

[blackplague]

Neither option is a good idea

because the way the fluid flows thru the converter in a lock up type set up or non-lock type set up.

1. if you put a lock up converter in a trans that has the non-lock up style valve in it, the car will stall when you put it into gear ( even with the o-ring off) because the back side of the converter is draining thru the nose of the input shaft bringing on the lock up disc.

2. If you put a non-lock up converter in a lock-up style configured trans, you run a serious risk of an overheated converter and trans, because the flow of fluid is backwards to convertional non-lock up design.

 

[bison]

because the way the fluid flows thru the converter in a lock up type set up or non-lock type set up.

1. if you put a lock up converter in a trans that has the non-lock up style valve in it, the car will stall when you put it into gear ( even with the o-ring off) because the back side of the converter is draining thru the nose of the input shaft bringing on the lock up disc.

2. If you put a non-lock up converter in a lock-up style configured trans, you run a serious risk of an overheated converter and trans, because the flow of fluid is backwards to convertional non-lock up design.

In situation one you may be ok if you cut the lockup pilot pilot off the input. But i see no sense in trying.