what is the difference? and what does it do? benefits??
thanks

<small>[ June 22, 2002, 12:13 PM: Message edited by: The Emperor Of Darkness ]</small>

 

ttt

hehe <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

 

as far as i know unlock is when you feel the converter stalling up around town(u know that feeling trust me)

locking is when it locks up and goes into OD(back to normal driving)

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by The Emperor Of Darkness:
<strong>what is the difference? and what does it do? benefits??
thanks</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">The torque converter sits between the crankshaft ot the engine and the input to the transmission. An ulocked torque converter allows slippage - the engine can turn faster than the input shaft on the tranny. When stopped at a red light, my engine is running 500 rpm, and my transmission input shaft is running 0 rpm. This is what lets autos idle in gear with out stalling. The disadvantage to having an unlocked torque converter all the time is efficiency. Even at hiqhway speeds, an ulocked converter will slip - your engine might run 2000 rpm and your transmission input shaft might run 1800 rpm for instance. This reduces gas mileage and generates excess heat which is not good. Our cars come with lockup converters that have clutches built in that when activated by the computer will "lock" the crankshaft to the transmission input shaft - no slippage. This is good for gas mileage.

The fact that the unlocked converter slips is actually a huge advantage for high stall converters - they will let the engine slip into it's powerband much faster, in addition they multiply torque.

The most basic answer to your question is that a "unlocked" converter allows the engine output and the transmission input to turn at different speeds, a "locked" converter behaves as if you had welded the crankshaft to the transmission input shaft - great for efficiency, but not so good when you have to stop at a red light. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" />
A lockup torque converter is sort of the best of both worlds, it remains unlocked a idle / low speeds / high acceleration to a) allow to stop in gear and b) provides torque multiplication when accelerating hard, and locks up at high speed / low acceleration to provide better gas mileage and less heat generated.

 

so that means there are different kinds of TC's?
A lockup is one of them, what are the others?
I see on the forum they use the term, locked, and unlukced TC HP! so does that mean you can do it manually???
Thanks for the good info man... looking for more <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" />

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by The Emperor Of Darkness:
<strong>so that means there are different kinds of TC's?
A lockup is one of them, what are the others?
I see on the forum they use the term, locked, and unlukced TC HP! so does that mean you can do it manually???
Thanks for the good info man... looking for more <img border="0" title="" alt="[Big Grin]" src="gr_grin.gif" /> </strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Yes, we can lock our verters manually with a lockup switch (you tap into the PCM w/a switch). Locked HP is when you manually lock the converter to prevent slipping. Unlocked is when the converter isn't locked (switch isn't flipped).

 

thank you guys!

<small>[ June 24, 2002, 05:43 PM: Message edited by: The Emperor Of Darkness ]</small>

 

Red2000SS or whoever,

My car will be a street car. My ARE 436 should dyno at about 460 RWHP/460 RWTQ N/A (according to Nick). I will be using a 3000 stall.

Should I be a lock-up or unlocked set up?

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Quickin:
<strong>Red2000SS or whoever,

My car will be a street car. My ARE 436 should dyno at about 460 RWHP/460 RWTQ N/A (according to Nick). I will be using a 3000 stall.

Should I be a lock-up or unlocked set up?</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I guess it depends. when you are cruising around you should lock it so it will be nice and smooth driving, when you are racing you should unlock it to allow slipping to give you more TQ==> the reason for having TC!
I hope I helped here <img border="0" alt="[Burnout]" title="" src="graemlins/burnout.gif" />

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Quickin:
<strong>Red2000SS or whoever,

My car will be a street car. My ARE 436 should dyno at about 460 RWHP/460 RWTQ N/A (according to Nick). I will be using a 3000 stall.

Should I be a lock-up or unlocked set up?</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">As far as I know ALL aftermarket torque converters for LS1 engines are the lockup kind - you can't buy a converter that doesn't provide lockup. The lockup is controlled by the PCM.

What torque converter are you buying?

 

PYE 3000, I believe that's what the shop is putting in.