Stall guys...when do you want Lockup??
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From: Scottsdale, AZ
Stall guys...when do you want Lockup?? Curious...some of you have lockup switches, or lockup tuned in to your computers. I do a lot of highway fun runs, and wouldnt mind my converter locking up before the end of the 1320. Where did you guys decide to have yours locked up?
ok todd is asking for a manual lock up switch. you need to lock up the convertor at around 6000 rpms, no lower. if you do lower, you will bog the motor down which will lose the race or if you are on nitrous, create a REAL mess with an intake backfire. most guys gain an additional 15-17 rwhp on aftermarket convertors. stock convertors dont gain anything. also be sure if you make a lot of power to check if your clutches in the convertor can handle being locked up under a load.
At the track i lock up in third at 5000, to 5500 that works well for me.On the street i lock up alot sooner just to get the car to hook. locking on the street vs track is two total diffrent animals. And i do have a manual lockup switch.
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Verdad Gallardo I think your better off with a manual switch to lock up your convertor. Hell i can't even get my shift points right. At the track it short shifts. That's why i'm going to a manual valve body.
Colonel mentioned he has his lock at 6000RPM I
think. Idea being, when you lock it up the RPMs
drop and you get to spend that much more time
in gear, going faster and more efficiently. If you
can stay in 3rd to the end of the 1/4 it's a bonus.
I'd say that you should look at the delivered RWT
curve, once you're on the flat top and there is
no torque multiplication and no further improvement
in slip, you might as well lock (if your lockup clutch
is worth spit under high power output anyway).
think. Idea being, when you lock it up the RPMs
drop and you get to spend that much more time
in gear, going faster and more efficiently. If you
can stay in 3rd to the end of the 1/4 it's a bonus.
I'd say that you should look at the delivered RWT
curve, once you're on the flat top and there is
no torque multiplication and no further improvement
in slip, you might as well lock (if your lockup clutch
is worth spit under high power output anyway).
I'd consider locking up at or just past peak HP. That way you stay very close to peak HP. Your best point will vary by converter and where it couples up as that impacts its efficency.