Non-lockup converter in Daily Driver...opinions?

[mark_123456]

I am thinking about buying a built transmission from a friend that has a 3200 stall non-lockup converter.

My combo is GT6152 turbo, 42.5 lb. injectors, alky, tubotweak chip, powerplate and all the supporting mods.

I am currently running the stock converter, and of course, it is very laggy. My options are to add a higher stall to my perfectly working (56K miles) stock transmission or to buy the low mileage built tranny from my friend.

The cost would be the same either way. I would trade my stock transmission and some parts for his transmission.

Is a non-lockup converter ok for use in my daily driver? Opinions please.

Thanks,

Mark

 

[Red Regal T]

I bought a TE-61 turbo lately. I have an Art Carr transmission with a 9", 3000 stall, non-lockup converter. It's pretty laggy. I thought it would work good with the 61. My other car has a 44 with a D-5 and if I had it to do over, I would have bought another 44. So, what I'm saying is, you may swap and still be in the same boat you're in now.

 

[bruce]

I am thinking about buying a built transmission from a friend that has a 3200 stall non-lockup converter.
My combo is GT6152 turbo, 42.5 lb. injectors, alky, tubotweak chip, powerplate and all the supporting mods.

I am currently running the stock converter, and of course, it is very laggy. My options are to add a higher stall to my perfectly working (56K miles) stock transmission or to buy the low mileage built tranny from my friend.

Is a non-lockup converter ok for use in my daily driver? Opinions please.

A non-lock up is almost always slipping, the RPM drop when a TCC shows you the amount. That slippage, just puts an excesive amount of heat into the fluid. Heat shortens tranny life.

Short term a non-lock-up is cheaper, and if you were racing then the advantage of being lighter might be something to consider. IMO, for a street car, it's worth the money to get a good lock-up converter.

I'm running a Yank SS, and really like it.

 

[bruce]

I bought a TE-61 turbo lately. I have an Art Carr transmission with a 9", 3000 stall, non-lockup converter. It's pretty laggy.

I have a 62, with a Yank SS 2,800 stall and it's nice.

Some converters are soooo lose down low, the car just doesn't seem to want to go, then all of sudden at 3K start to *grab* and then go. The Yank, pulls right off idle, like a stocker at low throttle openings, and gets progressively racier, depending on how much you press on the pedal.


The only real way to choise the right converter, IMO, is getting out and driving as many cars with differenct converters as you can...

 

[mark_123456]

I have driven my friends car with this transmission in it, and it really felt like my stocker until I got into the gas.

It is an Art Carr tranny and converter.

Bruce,

The transmission and converter are available to me as a package, it is a better tranny than my stock unit, with nice shifting.

My question really is if it would be a better move to get his transmission converter combo, or get a new, higher stall lockup converter for my stock transmission.

 

[VadersV6]

I'm not positive that mine is a 3800 (sig) stall, but I was able to brake it up to about 3200 with my crappy brakes. Its a non lock, (about 8" diameter) and I climb through a small mountain range on the way to work and back. It seems to be around 3000 rpm all the time at about 75mph. The mileage sucks bad. I get about 15-16mpg. I wish someone could tell me what exactly I'll have to do to the tranny to switch it over to a D5 I bought. It seems like people use different methods. Mine had the purple wire taken out of the connector (one that goes to TCC), so i'm thinking they simply disabled the lockup electrically. But, I hooked it back up, and its been that way for months. Nothing has blown up and the fluid looks ok. Dont know if I'm going to need a different pump or what. I wouldnt be surprised if I got 10 more mpg by switching to the D5 and being able to use lockup. If you depend on good mileage, dont get a non lock. Find a converter with the best of both worlds. High stall/lockup ability.

 

[QUIP'6']

hey mark how is that 6152 thinking of getting one i have a stocker. how does it compare 18# of boost and under to a stocker also is it a limited or precision housing?

 

[bruce]

My question really is if it would be a better move to get his transmission converter combo, or get a new, higher stall lockup converter for my stock transmission.

I'd go higher stall, lock-up, and a smaller design, ie something like a 10".

And try to get a ride or drive a few other cars with different converters, if at all possible.

 

[TurboJim]

A non-lock up is almost always slipping, the RPM drop when a TCC shows you the amount. That slippage, just puts an excesive amount of heat into the fluid. Heat shortens tranny life.

Egggzactly. Lots of guys say they'll be fine, but I agree with Bruce here. LU not only saves gas, but cools the trans. I'd go with the trans, sell the non lock and buy a lockup converter. Put the LU circuit back in the pump and go from there. Bruce loves his yank, and I love my Vigilante. Prolly cant go wrong with either. PATS is another nice less expensive alternative, but you get what you pay for in most cases.

You might get by with a mondo cooler, but I'd go back to lockup if it were me.