Lock-up vs. Non-lock Up.

[blackshoebox]

Ok..I know this topic has been beaten like a dead horse, but I need to know a few things, and which one will suit my purpose best.

First off, I am looking at either a A/C NL 4000 stall vs. a comparable LU converter to spool, a PT70-1 GT serious turbo. Cam will probably be a webber 212/206. Car also has champion port irons, and all the other goodies.

My questions is which converter will

A. Keep me in my power band better
B. Last longer and put less were and tear on the tranny
C. And what is the genernal difference between the two different types of converter.
D. If you can, give me examples of TSM guys or 10 sec. cars with the converter(lu or N/l) depending on which you think will work best.

Car will be seeing minimum street use, maybe the occasional friday/sat night cruise.

TIA,
Alex

 

[GNVAIR]

I think you will be very impressed with the 9x11 especially since there isnt much price difference between it and the Art Carr convertor. Red's has been into the 10.40's@ over 130 with his 9x11 and 70 turbo.
I have a 9x11 in my own car with a TE45a and it drives around like it is stock. The convertor doesnt feel like a typical "loose" high stall unit.Around town it feels just like the stock D5 until you put your foot in it. Even from a dead stop with the TE45a it is pretty nasty when you nail it.

 

[blackshoebox]

Originally posted by GNVAIR
I think you will be very impressed with the 9x11 especially since there isnt much price difference between it and the Art Carr convertor. Red's has been into the 10.40's@ over 130 with his 9x11 and 70 turbo.
I have a 9x11 in my own car with a TE45a and it drives around like it is stock. The convertor doesnt feel like a typical "loose" high stall unit.Around town it feels just like the stock D5 until you put your foot in it. Even from a dead stop with the TE45a it is pretty nasty when you nail it.

What kind of stall do you have on your 9x11?

 

[GNVAIR]

I was quoted that it would be approximately 3500.
I have noted the following while holding it on the brakes:
0 = 2800 rpms
5lbs = ~3200 rpms
10lbs = ~3600 rpms
15lbs = ~4200 rpms
I am very pleased with mine. I wanted to keep the lock up as I drive this car EVERYWHERE and I didnt want to heat up the trans with a loose convertor.

 

[blackshoebox]

Originally posted by GNVAIR
I was quoted that it would be approximately 3500.
I have noted the following while holding it on the brakes:
0 = 2800 rpms
5lbs = ~3200 rpms
10lbs = ~3600 rpms
15lbs = ~4200 rpms
I am very pleased with mine. I wanted to keep the lock up as I drive this car EVERYWHERE and I didnt want to heat up the trans with a loose convertor.

Sounds sweet.

Anyone else with opnions on this subject??

 

[T- Type Tim]

I have a 10" art carr nl 2800 stall kind of loose but temps stay around 160-180 with a super coller on it.

 

[CalgaryGN]

I am kind of wondering the same question what is the difference in performance between the two as well ??

Also what are the differences if you run a non-lock up vs lock up inide the tranny ?? I have the chance to buy a really built up 200r4 and think it ran a non-lock up converter and am wondering if I need to add anything insie the tranny to make it a lock up one again ??

Thanks

 

[T- Type Tim]

Run a search using the word "lockup" you will find quite a bit out of the members feelings on the lockup vs non lockup debate.

 

[RickWI]

OK, I have run both an Art Carr (set up when the old man was still around) with billet non lock up and now a Bruce tranny with a 9X11 lock up. I have run both trannies at the strip. The Art Car converter was stall rated at 2500 and the 9X11 (I think) was speced about 3000.

I like(ed) both trannies very much. I thought for the price that the Art Carr was a hell of a deal but was concerned with the internals if I decided to run sticky tires and hit the nitrous off the line.

As for the converter there is no doubt the 9X11 hits much harder, either due to the dif in stall or design, can't say. When it flashes and hits, IT HITS HARD. I really like that and so do the folks that drive around with me.

As for cruising around both were just fine. The 9X11, even with a bit higher stall is just as streetable as the 2500 Art Carr.

As for track times, I'd have to say I didn't notice any significant difference. Not being anal about my track days I don't take notes on temps and baro but I know the first time at the track with the new 9X11 it was much hotter than the previous time with the Art Carr and times were similar on top end and ET. So I might have gained a .10th or two, correcting for weather. I don't lockup on the strip.

To sum up, I'd say the 9X11 hits much harder, has slightly better day to day street manners, and the lockup is worth the price of admission on the hwy.

 

[litz]

I have run both L/U and N/L/U, when crusiing the highway as a daily driver I can only say L/U is the way to go, especially when running 80-90 mph for any duration. Heat builds up fast even with an exernal race cooler. if it is a daily driver, consider it as such, enjoy the speed and power, but set it to be successful at getting you where you want to go ever day. My Non L/U was an Art Carr, cooked it. L/U has better street manners.