This is related to the previous post, I didn't want to butt in.

I always though when the TC is locked it is engaged, and when it was unlocked it was disengaged?? But after reading that post in am confused. One person said that the wanted to keep the tc disengaged for 1/4 purposes?? I am running ARAP now, are the TC parms too steep for everyday driving? I also didn't like the feel of the converter with arap values, I am burning a arap with stock 89 tc values to see how it feels. What are your guys thoughts...

 

Again, there two sets of data to work with on TCC operation: constants and tables. The constants are used as sort of baseline values at low TPS. The tables are like kickdown tables that release (and re-engage) the converter when mashing the go pedal above these baseline speeds.

I don't like the values in the ARAP tables, either. I like and have been running the stock '88 tables. I have looked at stock '89 (APYU)values and they look good, too. I will try them very soon.

As far as the lock/unlock constants are concerned, the car feels better if you delay the lockup to a higher minimum speed. When it locks up at lower speeds (as while putting around town) the engine feels a little "luggy". Also, you might feel the TCC locking and releasing quite a bit which can be annoying. Some bump the lock/unlock speeds to the 30's or 40's. I like 52/49. You can do whatever you like. The TCC must be engaged when on the highway, though. You must try several settings to see which you prefer.

You should not prevent lockup in 4th gear, but some like to prevent it in the lower gears. Refer to my post in the other thread for one way to accomplish this.

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'87 IROC 5.7l TPI - original owner!

 

But doesn't having the TC unlocked at lower TPS values make the acceleration soggy? Well until you hit that TPS%?

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1988 IROC 350
Vette heads, SLP headers/Y-pipe,No EGR.