Does anybody know if there are lock up and non-lock up torque converters that go into a 700r4?

I bought a Summit part number SUM-G2704-12 torque converter and am just now noticing that it says it is not a lock up converter.

I thought lock up was controlled by the TCC, not the torque converter?

Please help, I want to maintain my lock up.

Thanks

 

the torque converter clutch plate is inside the torque
converter and is actuated by hydralic pressure sent
through the input shaft.
I have heard that in order to make room for the clutch
plate,GM compromised the design of the stator vanes
-reducing efficiency of the converter some.
With the TCC clutch plate omitted,possibly a better
design stator can be used..

 

Send it back and get the lockup version.

 

Thanks guys!

 

Ok - so now I am confused. I called Summit and they checked the vendor part and confirmed it is a lock up converter.

So what else would control this lockup? I checked and made sure that the connector on the trans is on correct. How is the lockup controlled electronically? What sends a signal to the leads that go into the electrical plug for the trans? Is that were the lockup signal is? How do I test it?

Any and all info would be great!

 

Also - I don't know if this matters, but this is a 1988 transmission that I have installed on a 1983 Trans Am

 

The ECM controls the lockup;when all the right operating
conditions are met-speed,engine temp,throttle position,
ETC the ECM will send power through the electrical plug
on the tranny to the TCC solenoid in the tranny.
Often the lockup is barely noticable(it's when it is not
working properly that you notice it)
If you suspect it is not working,you can test to see if
the solenoid is getting power at the tranny plug when
all the "lockup"criteria is met.
I beleve there are no electrical differences between '83
and '88 trannys,but i don't know for sure

 

Thanks everyone for the help. I discovered the brake/vacuum switch was coming out of the mount at the brake pedal and the dip switch was completely out at all times which would open the switch and not allow power to the lock up switch in the trans.

A note to all - it appears that someone may have installed the brake/vacuum switch with the steering column unbolted and resting down on the driver seat.

When the brake/vacuum switch was installed before re-mounting the steering column the headlight bright switch on the column would hit the brake/vacuum switch and push it out of alignment when I remounted the steering column.

When I mounted the switch with the vacuum line side up and the electrical connector down and installed it after the column was put back in place there was enough clearance and the brake/vacuum switch stayed in place.

Not sure if this has happened to a lot of the folks that are having problems with no lock up, but maybe this advice will help a few.

Thanks!