speedfreaker

i need a new converter and im lookin to get a higher stall what should i go with 1500rpm 2000rpm i have the 305 with some mods also what is the spline 4 the converter when i buy one and what about lockup and non lockup i dont know anything about this stuff????

thanks

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CHRIS
1983 firebird transam
edelbrock performer rpm intake 360*k&n intake 160 theroostat gitting trans raced up and lots and lots of plans 4 the future

83CrossfireBomb

looking at your signature, i'd have to say a converter wouldnt do you much good with your current mods, i may be wrong, but if you plan to do future mods after getting a converter for your current mods you will find yourself with buying another coverter.

generally your converter selection is based on your power curve, where ever your engine starts making power is where you want your converter stall speed at.

the general things that decide your power curve would be cam, heads. then take into account your vehicles weight and rear end gearing.

as far as splines, they are the number of teeth on the input shaft that connects the inner hub of the converter to the input shaft. this is usually determined by the year of the tranny, i believe yours, like mine, is a 26 or 27 spline, later years used a higher spline count, i know that, making our older trannys a tad weaker, but i think it wont matter much unless your making some serious power.

converter lock up - your tranny doesnt spin at the same speed as your engine at anytime because there is no "solid link" between the two, just pressurized fluid. a lock up coverter provides that solid link and allows the tranny to spin the same number of RPM's as the engine, when my coverter locked up it felt like i was hitting another gear.

im no tranny expert but i do a lot of reading, maybe some of the other guys on the board could clear a few things up.

P.S. the number of splines i posted were for the output shaft. im not sure what the input shaft would have on it.

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former 305 crossfire fuel injection
350 cubes
hooker headers
750 vac secondary
700r4 with shift kit
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"no man with a good car needs to be justified."

[This message has been edited by 83CrossfireBomb (edited October 06, 2001).]

speedfreaker

so the lock up is a good thing right more power to the wheels????

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CHRIS
1983 firebird transam
edelbrock performer rpm intake 360*k&n intake 160 theroostat gitting trans raced up and lots and lots of plans 4 the future

Mark A Shields

I don't think the lock up gives you more power but I may be wrong. It really helps mpg and also you won't have to worry about replacing the clutch I think it is in it as soon as a non-lockup.

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"Rice burners are like tampons...Every pu$$y has to have one"
'86 IROC
T-TOPS, TINTED WINDOWS, BRAKE LIGHT BLACKOUTS
GM GOODWRENCH 350
EDELBROCK TES HEADERS
3" Hooker CatBack w/Aero Chamber muffler
EDELBROCK 600CFM CARB.
KN AIRFILTER
ACCEL HEI DISTRIBUTOR
160* Stat
3:73 Posi
Rebuilt 700R4
B&M Megashifter, 5" Autometer Tach w/shift lite

Red T-top 305

I asked a similar question a few posts down and got a fantastic answer, check it out.
It's called '200C 3 speed (or4)'.
I have had my car for almost 20 years, and just realized it had the lockup ability within the last two weeks!
For some reason, Chevy put a switch behind the dash, and after it was on, my tranny started locking up, and the MPG has gone way up. It seems to shift all gears a little smoother, too.

I have discovered that 1982 was the only year for the 200C, and I am beginning to think that is a good thing! Half of these posts for help are from 700r4 owners (well, it was *the* auto tranny for 90% of 3rd gens).

Is it true that they put 200C's in Chevettes? *cringe*

speedfreaker

im seeing all these diff sizes 4 torque converters what would be the best 4 me and what are the differences

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CHRIS
1983 firebird transam
edelbrock performer rpm intake 360*k&n intake 160 theroostat gitting trans raced up and lots and lots of plans 4 the future

91'firebrd

Think of the torque converter kind of like a clutch in a manual so if you have a 3500 stall it would be like riding the clutch until you reach 3500 rpm before fully releasing the clutch.
Cars that make all their power upstairs run with "loose" converters that allow the engine spin faster, like holding the clutch in before forcing the wheels to spin. For the strip high stalls are fine but they suck on the street cause it feels like your tranny is slipping all the time.

Another thing to consider is you want your tranny to lock up when cruising around or your tranny will get too hot. So if you cruise around most of the time at 1800-2000 rpm and get a 2500 rpm stall it will never lockup and you will fry it.

Don't worry about it until you have a problem and then get the best one you can afford. IMHO you get what you pay for with after market torque converters and the stock one is better then some of the aftermarket units.

EvilCartman

iTrader: (1)

Only problem is, the 200C slips like a mother if you're running any power over stock hehehe... mine takes a long time to shift to second after running up to about 6,000 rpm. Third is starting to get kinda bad even while driving like a granny Think I'm getting close to buying me a Pro-built stage 3 700 R4 I know the stock unit wont handle the new motor, well maybe for about 3 seconds