I got this idea....

Some people (especially GN guys) are using a switch to lockup the TCC in 2nd and 3rd gears to improve ET.

My idea is to use a Microswitch at the throttle so that at WOT the switch locks the TCC in 2nd and 3rd, but only at WOT.

What do you guys think of this???

I may be trying it out today and will let you know what happened.



------------------
Mike L.


1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**

 

Your idea is sound, but....

1)
You've got to be putting out a LOT of power in order to see an improvement in E/T's by locking the converter and

2)
There is only one lockup converter on the market that is designed to be done so at WOT -- the MULTI-DISC Vigilante. By locking up any other converter including the "standard" Vigilante, will cause premature failure.

------------------
Willie

Supercharged 1987 305 IROC-Z, Daily-Driver, Emissions-Legal.
Former Paxton (6-psig): 12.57 @ 111 mph.
Former Paxton (6-psig) & former 50-hp nitrous: 12.04 @ 114 mph.
Current ATI D1SC (Initially 10-psig): Projecting high 11's.
Future ATI D1SC (15-psig): Gotta catch them pesky 26-psig boosted TTA's!!

http://willie.camaro-firebird.org/

1987 "20th Anniversary Commemorative Edition" Z28 Convertible -- Super Chevy Show Class Winner, 1998.

 

Thanks Willie for the input. I hear from a few different people that it will make a improvement in ET without doing any major damage to the transmission.

I shouldn't try this, your saying

If you really know that it will create problems, please elaborate so I don't do anything stupid.

Thanks again



------------------
Mike L.


1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**

 

Lockup type converters were never made to be locked up under acceleration, much less WOT. When I owned a high stall Pro Torque converter, I asked Joe Rivera, owner of Pro Torque if I can "safely" lock up his converter at WOT. His reply was, "If you burn a bulb twice as bright, it will last half as long." That's when I knew the answer was a definite NO. This answer would apply to all but the multi-disc Vigilante, which the GN guys are running.

Yes, some guys have seen a slight improvement in E/T's by locking up manually (while other guys have not), but you've got to decide if it's worth possible premature failure of the converter. After Joe made his statement, I decided not to risk it and bought a five-disc Vigilante -- the same unit the GN boys run.

Note: Manually locking up at WOT does not cause any direct harm to the transmission. Only when the converter explodes when locking up is there danger of doing harm to the tranny (and engine and your legs and feet and ....).

If you're curious about how a manual lockup switch works, try it. See if your E/T's improve. But personally, I would use it very sparingly, if at all.

Willie

[This message has been edited by Willie (edited May 28, 2001).]

 

Thanks again Willie.

I'm gonna give it a try. Just rig up a temporary switch and go take it for a ride.

I'll let you know what happens.




------------------
Mike L.

"If it feels good - stay in it "

1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**

 

Mike,

Try locking up the converter at mid to high rpm's and under acceleration. Otherwise, it will feel like you're bogging the engine (big time) because the rpm's will drop signficantly, much more than the rpm drop experienced in the 2-3 shift.

Willie

 

Willie,

I took my car for a ride today (without the switch, not yet)and realized something. My trans has had this problem for a year now and I never addressed it.

I figured I'd ask before trying the lockup switch:

I get a REAL LATE if any 2-3 shift while at WOT. If I let off the throttle ever so slightly it shifts fine and firm. I have tried cable adjustment and had no luck. I reset the cable the correct way (all the way in, ratchet out at WOT). It has done this since the last overhaul. Someone said it could be a governor seal

Anyways...thanks for all the advice.



------------------
Mike L.

"If it feels good - stay in it "

1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**

 

With my 2.8l V6 and my TCC lockup switch, I lost 0.18 off my 1/4 time, and gained 1.7 mph. The details are here: https://www.thirdgen.org/messgboard/...ML/000417.html


------------------
-Tom P (Hot rodded 1986 Firebird 2.8l) from http://www.f-body.net/mailbag/3rd/3rd_mailbag.html message boards
---Think your car could be pic of the week? Visit http://www.f-body.net for details!

 

Thanks TomP.

I am going to try it, but I need to hear from Willie first to see if I'm in trouble with my 2-3 shift problem.


Willie




------------------
Mike L.

"If it feels good - stay in it "

1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**

 

Hey willie, i was drivin one day, about three weeks ago, thats how long my car has been sittin here, anyways, like the drop of a hat, there was a loud clickin noise from the tranny, and it felt very mushy when it shifted, if at all. It would stay in gear until i let off the gas totally and it would shift very, very slowly. Would this be the converter. I wasa told that the converter gernaded. But i want to be sure so dont go blow money on it, and it isn't the problem. The tranny has been rebuilt 3000 kms ago,but i went cheap on the converter, I think summit 1800 to 2200 stall refab. give me some ideas brother cause im in need. thanks.

 

If the converter blew up the car would eventually stop moving.

Just my unasked for .02


------------------
Mike L.

"If it feels good - stay in it "

1987 IROC Z TPI 350 A4 3.27 Borg-Warner.

Mods: 2300-2500 Stall Converter, Shift Kit(GM parts), TPI Specialties Stage 3 PROM, Modified Airbox w/ K&N's, Relocated MAT sensor, Gutted MAF, Accel 8mm Wires, bypassed TB coolant, Flowmaster 3 chamber single 3" in/out muffler, airfoil, Random Tech Hi-Flow Converter (soon to go byebye!). ALL STOCK otherwise.
http://www.MichaelLasiuta.home.att.net

**BOYCOTT LAPEER DRAGWAY**