Lockup vs Non lockup (4L60)
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From: So Cal lower desert
Car: 14 & 96 Camry's, 68 C10,70 Z28
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Transmission: Also depends which vehical
Axle/Gears: Also depends on vehical
Lockup vs Non lockup (4L60)
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Thread Starter
Junior Member
Joined: Nov 2016
Posts: 89
Likes: 6
From: So Cal lower desert
Car: 14 & 96 Camry's, 68 C10,70 Z28
Engine: Depends what vehical I'm driving
Transmission: Also depends which vehical
Axle/Gears: Also depends on vehical
Re: Lockup vs Non lockup (4L60)
Whats the difference?
Last edited by mjgord51; Mar 8, 2018 at 02:41 PM.
Joined: Feb 2001
Posts: 8,494
Likes: 411
From: Sophia, NC
Car: 2016 Camaro SS + 1986 Z28
Re: Lockup vs Non lockup (4L60)
GM changed the name of the 700r4 to 4L60 sometime in the early 90s. I think the 91-92 cars got the 4L60 name, but it's the same transmission. The 4th gen cars got the 4L60E, which is electronically controlled, and a little different. Most guys just refer to the 3rd gens as having the 700 and the 4th gens as having the 4L60, BUT.....as I mentioned, technically that's not correct.
Regardless, your 92 has a 700r4/4L60, unless someone changed it out with something newer and added electronic control. ....and ....ALL of them are designed to operate with a lock up TC.
Easiest way to explain it is to imagine a slipping clutch. Kinda how a TC works, only it's hydraulic pressure. A rotating impeller uses fluid to drive a turbine. Similar to a flywheel turning a clutch disk. Old non lock ups had no mechanical joining of the two halves. At speed, they used only a fluid coupling. The two halves are basically the same speed, but no mechanical connection. Always a slight loss of efficiency. Lock up TCs as the name suggests, mechanically locks the two in 3rd or 4th gear while cruising. ....try this....get out on the highway....count the gears as it shifts up into 4th/OD....pay attention, and after a few seconds at cruising speed, you'll feel a very small drop in RPMs as the TC locks up. THEN....very lightly apply the brake. Pressing the pedal sends a signal to unlock the TC. You'll feel a very slight increase in RPMs as a small amount of slipping is introduced. Now come off the brake and a few seconds later....it'll lock back up.
I've never used one of these, but if the vehicle has no way to control the lock up (which a 68 wouldn't have), you can buy a controller. Maybe something like this?
http://www.bmracing.com/products/702...ue-converters/
...I think you COULD get a non lock up TC...I think....but if yours IS designed to lock, which it would be if its stock out of a 92 bird, then it'll burn it up without ever locking.
Regardless, your 92 has a 700r4/4L60, unless someone changed it out with something newer and added electronic control. ....and ....ALL of them are designed to operate with a lock up TC.
Easiest way to explain it is to imagine a slipping clutch. Kinda how a TC works, only it's hydraulic pressure. A rotating impeller uses fluid to drive a turbine. Similar to a flywheel turning a clutch disk. Old non lock ups had no mechanical joining of the two halves. At speed, they used only a fluid coupling. The two halves are basically the same speed, but no mechanical connection. Always a slight loss of efficiency. Lock up TCs as the name suggests, mechanically locks the two in 3rd or 4th gear while cruising. ....try this....get out on the highway....count the gears as it shifts up into 4th/OD....pay attention, and after a few seconds at cruising speed, you'll feel a very small drop in RPMs as the TC locks up. THEN....very lightly apply the brake. Pressing the pedal sends a signal to unlock the TC. You'll feel a very slight increase in RPMs as a small amount of slipping is introduced. Now come off the brake and a few seconds later....it'll lock back up.
I've never used one of these, but if the vehicle has no way to control the lock up (which a 68 wouldn't have), you can buy a controller. Maybe something like this?
http://www.bmracing.com/products/702...ue-converters/
...I think you COULD get a non lock up TC...I think....but if yours IS designed to lock, which it would be if its stock out of a 92 bird, then it'll burn it up without ever locking.
Last edited by Abubaca; Mar 8, 2018 at 10:11 PM.
Thread Starter
Junior Member
Joined: Nov 2016
Posts: 89
Likes: 6
From: So Cal lower desert
Car: 14 & 96 Camry's, 68 C10,70 Z28
Engine: Depends what vehical I'm driving
Transmission: Also depends which vehical
Axle/Gears: Also depends on vehical
Re: Lockup vs Non lockup (4L60)
GM changed the name of the 700r4 to 4L60 sometime in the early 90s. I think the 91-92 cars got the 4L60 name, but it's the same transmission. The 4th gen cars got the 4L60E, which is electronically controlled, and a little different. Most guys just refer to the 3rd gens as having the 700 and the 4th gens as having the 4L60, BUT.....as I mentioned, technically that's not correct.
Regardless, your 92 has a 700r4/4L60, unless someone changed it out with something newer and added electronic control. ....and ....ALL of them are designed to operate with a lock up TC.
Easiest way to explain it is to imagine a slipping clutch. Kinda how a TC works, only it's hydraulic pressure. A rotating impeller uses fluid to drive a turbine. Similar to a flywheel turning a clutch disk. Old non lock ups had no mechanical joining of the two halves. At speed, they used only a fluid coupling. The two halves are basically the same speed, but no mechanical connection. Always a slight loss of efficiency. Lock up TCs as the name suggests, mechanically locks the two in 3rd or 4th gear while cruising. ....try this....get out on the highway....count the gears as it shifts up into 4th/OD....pay attention, and after a few seconds at cruising speed, you'll feel a very small drop in RPMs as the TC locks up. THEN....very lightly apply the brake. Pressing the pedal sends a signal to unlock the TC. You'll feel a very slight increase in RPMs as a small amount of slipping is introduced. Now come off the brake and a few seconds later....it'll lock back up.
I've never used one of these, but if the vehicle has no way to control the lock up (which a 68 wouldn't have), you can buy a controller. Maybe something like this?
http://www.bmracing.com/products/702...ue-converters/
...I think you COULD get a non lock up TC...I think....but if yours IS designed to lock, which it would be if its stock out of a 92 bird, then it'll burn it up without ever locking.
Regardless, your 92 has a 700r4/4L60, unless someone changed it out with something newer and added electronic control. ....and ....ALL of them are designed to operate with a lock up TC.
Easiest way to explain it is to imagine a slipping clutch. Kinda how a TC works, only it's hydraulic pressure. A rotating impeller uses fluid to drive a turbine. Similar to a flywheel turning a clutch disk. Old non lock ups had no mechanical joining of the two halves. At speed, they used only a fluid coupling. The two halves are basically the same speed, but no mechanical connection. Always a slight loss of efficiency. Lock up TCs as the name suggests, mechanically locks the two in 3rd or 4th gear while cruising. ....try this....get out on the highway....count the gears as it shifts up into 4th/OD....pay attention, and after a few seconds at cruising speed, you'll feel a very small drop in RPMs as the TC locks up. THEN....very lightly apply the brake. Pressing the pedal sends a signal to unlock the TC. You'll feel a very slight increase in RPMs as a small amount of slipping is introduced. Now come off the brake and a few seconds later....it'll lock back up.
I've never used one of these, but if the vehicle has no way to control the lock up (which a 68 wouldn't have), you can buy a controller. Maybe something like this?
http://www.bmracing.com/products/702...ue-converters/
...I think you COULD get a non lock up TC...I think....but if yours IS designed to lock, which it would be if its stock out of a 92 bird, then it'll burn it up without ever locking.
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