Lock-up, Nonlock-up converter...what's the difference?

90LxDroptop · 07-18-2002, 01:46 AM

heyo..I'm ordering my converter sometime this week hopefully, and well, I need to know, what's the difference between the two? Also, what stall speed would work best for what I have right now? I was thinking maybe 2,800? not sure tho. let me know!!!

-Suave

7-UP BILL · 07-18-2002, 12:29 PM

If you don't already have or plan to install a solid input shaft specifically for the non-lockup converter your question dosen't matter. You can't install a non lockup with a lockup input shaft. To answer the question, a lockup converter "locks-up" in OD to give you better gas mileage and theoretically makes the trans like a clutch activated setup. Non lock-up allows the converter to multiply torque in every gear including OD. 2800 stall converters on a stock motor will stall higher once you start doing work to the motor. So, after heads, cam, intake etc, that converter could then be stalling at 3300-3400. You're going to get real tired of that fast.

Rethink your plan so you don't buy parts twice and have double the labor costs. I've seen too many people without a plan wonder why their cars run like crap, and they spend twice what they need to.

90LxDroptop · 07-18-2002, 01:04 PM

That's why I asked.

So what stall do you suggest?

silver_pilate · 07-18-2002, 01:44 PM

Beg to differ....

PI 2800 non lock-up on my stock input-shafted AOD for 2 an 1/2 years now.

--nathan

silver_pilate · 07-18-2002, 01:47 PM

Also...2800 rpm stall speed refers to the actual true stall speed of the converter. Most stock or midly modded 302's will flash stall such a converter to 2400-2600 or so. Massively more amounts of power may give you that kind of stall on a 2800 converter, but for most heads/intake/exhaust cars out there, 2800 rpm converters work great. Especially if your power band doesn't kick in until 2500-3000 rpm.

--nathan

Mudslinger · 07-18-2002, 09:05 PM

I've had a PI non lockup 2800 stall in my car for 10,000 miles. The tranny is stock except a shift kit. If you go with the Precision Industries converter I think that there's one free stall adjustment. Even if you have to pay for stall adjustment it should be your last converter.

mikew88gt · 07-18-2002, 09:32 PM

When deciding which converter is ideal for your set-up & driving preference you really should call up the manufacturers. Most everyone here is real accurate with advise (and it's good info too). Just check in with the manufacturers for your final decision.

90LxDroptop · 07-18-2002, 11:41 PM

Thanx a lot guys. Hopefully I'll have this thing ordered by the end of the week! thanx!

-Suave

07-18-2002, 01:46 AM	#1
90LxDroptop Registered Member Join Date: Jun 2001 Location: Arlington Hts. IL Posts: 315	Lock-up, Nonlock-up converter...what's the difference? heyo..I'm ordering my converter sometime this week hopefully, and well, I need to know, what's the difference between the two? Also, what stall speed would work best for what I have right now? I was thinking maybe 2,800? not sure tho. let me know!!! -Suave __________________ 90 LX Convertible 5.0 AOD 3.73 Gears, Underdrive Pulleys, TransGo shift kit, A servo, Subframe Connectors, o/r h-pipe, 2 chamber flows, Pony Wheels

07-18-2002, 12:29 PM	#2
7-UP BILL Registered Member Join Date: Aug 2000 Location: Burlington, NJ USA Posts: 21	If you don't already have or plan to install a solid input shaft specifically for the non-lockup converter your question dosen't matter. You can't install a non lockup with a lockup input shaft. To answer the question, a lockup converter "locks-up" in OD to give you better gas mileage and theoretically makes the trans like a clutch activated setup. Non lock-up allows the converter to multiply torque in every gear including OD. 2800 stall converters on a stock motor will stall higher once you start doing work to the motor. So, after heads, cam, intake etc, that converter could then be stalling at 3300-3400. You're going to get real tired of that fast. Rethink your plan so you don't buy parts twice and have double the labor costs. I've seen too many people without a plan wonder why their cars run like crap, and they spend twice what they need to. __________________ 1990 7-UP Mustang S-Trim,Edelbrock,GT-40, Isky roller cam,Tremec,Torsen diff 31 splines,4 wheel disc and a whole bunch more...

07-18-2002, 01:04 PM	#3
90LxDroptop Registered Member Join Date: Jun 2001 Location: Arlington Hts. IL Posts: 315	That's why I asked. So what stall do you suggest? __________________ 90 LX Convertible 5.0 AOD 3.73 Gears, Underdrive Pulleys, TransGo shift kit, A servo, Subframe Connectors, o/r h-pipe, 2 chamber flows, Pony Wheels

07-18-2002, 01:44 PM	#4
silver_pilate DURKA DURKA!! Join Date: Sep 1997 Location: Lubbock, TX...(TX panhandle) Posts: 1,418	Beg to differ.... PI 2800 non lock-up on my stock input-shafted AOD for 2 an 1/2 years now. --nathan __________________ '91 GT, Coast 347, 9.5:1 compression, full intake, Wolverine 1087 cam, exhaust, Keith Craft ported Windsor Jr. Irons (235 cfm intake, 195 cfm exhaust), AOD, PI 3500 converter, Lentech valve body, 3.73's (4.10's in the works), and Yokohama ES100's out back. Daily Car: '04 Infiniti G35 Sedan 6MT

07-18-2002, 01:47 PM	#5
silver_pilate DURKA DURKA!! Join Date: Sep 1997 Location: Lubbock, TX...(TX panhandle) Posts: 1,418	Also...2800 rpm stall speed refers to the actual true stall speed of the converter. Most stock or midly modded 302's will flash stall such a converter to 2400-2600 or so. Massively more amounts of power may give you that kind of stall on a 2800 converter, but for most heads/intake/exhaust cars out there, 2800 rpm converters work great. Especially if your power band doesn't kick in until 2500-3000 rpm. --nathan __________________ '91 GT, Coast 347, 9.5:1 compression, full intake, Wolverine 1087 cam, exhaust, Keith Craft ported Windsor Jr. Irons (235 cfm intake, 195 cfm exhaust), AOD, PI 3500 converter, Lentech valve body, 3.73's (4.10's in the works), and Yokohama ES100's out back. Daily Car: '04 Infiniti G35 Sedan 6MT

07-18-2002, 09:05 PM	#6
Mudslinger Registered Member Join Date: Jan 2002 Posts: 1	I've had a PI non lockup 2800 stall in my car for 10,000 miles. The tranny is stock except a shift kit. If you go with the Precision Industries converter I think that there's one free stall adjustment. Even if you have to pay for stall adjustment it should be your last converter.

07-18-2002, 09:32 PM	#7
mikew88gt Registered Member Join Date: Jul 1999 Location: New York State Posts: 242	When deciding which converter is ideal for your set-up & driving preference you really should call up the manufacturers. Most everyone here is real accurate with advise (and it's good info too). Just check in with the manufacturers for your final decision. __________________ Your basic carbed 302 with Edelbrock Performer heads, Performer RPM intake and 650 Speed Demon. My 1988 Mustang GT

07-18-2002, 11:41 PM	#8
90LxDroptop Registered Member Join Date: Jun 2001 Location: Arlington Hts. IL Posts: 315	Thanx a lot guys. Hopefully I'll have this thing ordered by the end of the week! thanx! -Suave __________________ 90 LX Convertible 5.0 AOD 3.73 Gears, Underdrive Pulleys, TransGo shift kit, A servo, Subframe Connectors, o/r h-pipe, 2 chamber flows, Pony Wheels

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