Need help with n/l & lockup converter decision

[gordyzx9r]

I want to get a torqe converter, but I'm not sure whether I want/need a non-lockup or lockup. I'm fairly certain a 3,000 stall will be sufficient. I'm getting confused as to what does what for you. Does the lockup automatically lock up, or does it through a switch through the ALDL, or at a certain RPM &/or MPH? This car is for street, not strip so I want some longevity in the transmission.

I've done searches here & on tb.com, but I haven't been able to find one that puts the difference between n/l or lockup in easy to understand terms for us mechanically challenged types. From what I have read the PTS & Yanks sound like winners, my friends who run F bodies use Yanks and love them. The man who set my car up for me said to go with a n/l 3,000 stall, but from what I've read the n/l converters aren't receptive to street driving. Granted, this isn't a daily driver; 5,000 miles in six years.

[jmidolo]

For starters, if you have a ta49, I would not waste the money on a higher stall TC. Stock TC with a proper tuning and chip is the way to go. If you have a bigger turbo than in your sig, I'd think about a TC. But to get to your question...it locks up automatically through the chip. You can manually force it to lock up by jumping out the A&F pins of the ALDL connector if you're racing etc... For a street car I would stay with LU. I have a 3200 stall 9x11 which is a lockup tc and like it very much. I also run a larger turbo which you need the higher stall...with a 49, I would not waste the money IMO.

[Jim A.]

Mike Smith posted this comparison a while back on one of the boards:

"Lockup vs. Non
(this has been discussed many times)

Lockup Advatages:
a. Better fuel economy.
b. Lock up at the track will give about 2mph. But remember when
locking the convertor at the track, your putting a high amount of
HP (average TR) on a small clutch AND it takes pump
pressure/volume to apply that clutch (which takes from the
clutches and bands.

NON Lockup Advatages:
a. Lighter weight. This means alot, especially on the crankshaft.
Light rotating mass equals more HP and quicker rev

A NON lockup will reduce MPG by about 2mpg. As far as heat goes,
I run a Art Carr 9" and the trans temp fluid has NEVER went over
150 degrees, even under a 1/4 launch.

As with every transmission, you should include a external cooler.

The only two convertors I (which means me personally) would
recomend over stock is the Art Carr 9" and the Precision Industries
Vigilate. Both are fully streetable, can go easy 10's and you can
drive them everyday."

------------------
<><
Mike Smith
TurboMike.Com
trbomike@hotmail.com

[gordyzx9r]

Thanks for the info guys, I think I understand now why Ragland wants me to go with a n/l.

[Intercooler]

If you go N/L you leave some dyno proven HP on the table. I saw cars at Bill Andersons shop netting 20 RWHP on the dyno with locking the converter. That's a decent amount! Part of the reason I switched back! I run a Pat's 10" lock-up with 3500 stall and love it! Having the lock-up on the highway and cruising makes the trans and me happy. Pat's also makes N/L's if that is the direction you want to go: www.patsperformanceconverters.com

[Jim A.]

Intercooler---What turbo do you run with the 3,500 stall?

[Intercooler]

Limit Engineering LT-70 P-trim, .85 PTE housing, 60-1 3.5" compressor cover. Nice street turbo!

[Recklessrob]

I'd stay with the lockup converter.You might gain a little
with the raised stall, but probably not much. If your
running a larger than stock cam with the TA-49, you'll
want the higher stall IMO. :albert:

[Taffy]

One of the HUGE advantages that the lock up TCs have is that you can run high 3500+ stall and not have to worry about long trips. I am a proponant of high stall to get your big turbo spooled. I also like to take LONG road trips (1000+ miles).

I would not want to run a 3500 stall converter in the heat in Las Vegas. I like to take weekend trips to Vegas just for the heck of it.

[FlyinGN]

I went from an AC non LU 3000 to a Pats LU 2800 and never looked back. The lu will also lower cruising temps on the highway almost 10 degrees. When I lock mine on th ehighway I watch the temp of the coolant drop instantly.. Ill never go back to a non lu.. My gas mileage was a lot better too..

[turbodave]

I don't for the life of me understand why anyone would recommend a N/L TC for a car that is exclusively street driven. You stated no racing.
You have absolutely no need for a N/L TC, and ever reason to run a Locking converter!!!!!