I am buying a new built trans with a trans go shift kit for $1039. When i went to the shop the guy asked if i want a lock up or a non lock up this car is my daily driver and it gets lots of highway use so i need to know what would be better for me a lock up or a non lock up thanks for the help guys .

 

lock-up...that is what the stock 700 is and the main reason is for fuel economy if i am not mistaking.

 

definetely lockup. i got a switch with my transmission that goes under the brake pedal and to a switch on the tranny. it controls lockup.

 

what is lockup exactly? And where should I get a new auto trans from? I have a 91 350 tpi with a stock 700r4, but i believe 3rd gear is shot. Not exactly sure what is wrong with the trans besides the fact it lost power in shifts a few months back, and driving on the highway i suddnely lost almost all power and i was running at really high rpms at low speeds.

 

i cant answer the lockup question. i just know it helps with fuel economy. everyone on this sight seems to like the probuilt trannys. i cant say anything about them, but i like my bowtieoverdrives tranny. excellent cust. servive and quality product.

 

How do you like the stage 2 from bowtie? Also how much was your total cost with shipping and install? Also, have u noticed better shifts on the street and the track?

 

There are 2 vanes in a torque converter that pump fluid from one side to the other. There is a certain amount of slippage that occurs from this fluid transfer. The slippage reduces efficience and builds heat. A lock up converter locks these two vanes together to eliminate the slippage. This results in a couple of mpg (or more), longer life and less heat built. For a street car lock up is all good in my opinion.

 

He's got it right, but still confusing to some who dont know that much. A auto trans connects to the engine with a torque convertor, which is like a metal donut sorta. If you ever took like 2 plastic fans and put one in front of the other, and blew on it, the front one spins and the 2nd one spins, but the 1st goes faster than the 2nd. That difference in speed is what allows a auto trans to take the abuse of things like neutral drops and whatnot, if there was a solid connection between the wheels and motor, if something drastic happened like stopping the wheels, the motor would stall out. A lockup trans (its the torque convertor they are refering to) will at highway speed, lock the 2 fan blades together so that they spin the same speed. This allows for better gas mileage, reduces internal heat of the trans, and thus improves lifespan. I hope this helps out a bit.

 

i love my level 2 from bowtie. it shifts hard from 1-2 and 2-3 at wot. i installed it myself on my gravel driveway so it isnt hard to do. the hardest part was getting the car up high enough. they sent step by step instructions. i had to buy everything since i was going from 5 speed to auto . it was about $1800 and that was lines, lockup switch,holley bracket and all the other little things. during the install i called them with what was probably stupid questions and they were happy to answer them. when you are done with install you call them to give them the pressures so that you and them know everything is ok. if something isnt ok, as in my case, they tell you exactly how to remedy the problem.

 

Not to mention that a lockup will lower your cruising RPMs, eh?

 

So the lockup is part of the torquer converter? Maybe I'll buy as new torque converter while im at. I dont wanna spend $700 on one though. Any ideas?

 

I have been running a stock vette converter for years. Expect to pay about $125 for a remanufactured unit.

 

Yes, Taking the two fan blades anology...the two blades are inside the convertor--- one bolted to the flywheel, the other splined to the input shaft of the transmission. When "lock-up" occurs, a TCC (Torque Converor Clutch) is activated through a hydraulic circuit and this clutch locks the two fan blades together, thus coupling the motor directly with the input shaft of the transmission.