I need to know if my stall converter is a lock-up or a non-lockup...
I've looked on the website and i've read the box.. i couldnt find out
Anyone know how i can tell??
I need to know if my stall converter is a lock-up or a non-lockup...
I've looked on the website and i've read the box.. i couldnt find out
Anyone know how i can tell??
lock up
See my truck data in the "My Garage" section here... http://www.ls1truck.com/forums/my-ga...tml#post191709
Ask Greg.
lol
<div class='quotetop'>QUOTE(RedHeartbeat @ Jun 7 2007, 09:02 PM) [snapback]95981[/snapback]</div>lock up
[/b]
Hey Red, not to question your vast amounts of knowledge, but how did you know? I had heard that anything with a 4l60E later than 1996(?) or so has to be a lock-up. Is that true?
2004 Silverado Crew Cab, forged iron 5.7, STS w/MP turbo, 10+ psi, FMIC, Tial 50mm BOV, Vic Jr, Snow performance meth, MTI Stealth cam .220/.220 .581/.581 115lsa, Comp chromoly pushrods, Yank TT3000 stall, LS1 Efans, 160 tstat, Trucool 40k trans cooler, 60# injectors, Walbro fuel pump, Patriot springs, Built 4l65E w/billet input & output shafts, Eaton posi, SD tuned...all installed by Klein North Automotive
The 4L60Es have a torque convertor clutch (internal to the convertor) which defines lockup vs. non-lockup. If you want non-lockup, just cut the wire that supplies ground or power to the TCC circuit.
Also, as far as I know, all GM transmissions with a lockup convertor will have an o-ring groove on the input shaft.
See my truck data in the "My Garage" section here... http://www.ls1truck.com/forums/my-ga...tml#post191709
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