Re: [Amc-list] Re; 998 Lock up Torque Converter etc.

[Keleigh Hardie <keleigh3000@xxxxxxxxx>]

  Thanks John. Your sugested setup sounds like what I'm looking for. 
Besides working, there's a lot of mountains around here, and it wouldn't 
do to have it locking and unlocking all the time, but I would want it to 
lock up on the freeway, especially with my 3.08 gears...

Keleigh

John Elle wrote:
>  
> Keleigh
> Snip
> I finally got a trans for my Eagle. It's another Eagle 998, but
> " unlike my current trans, it has a lockup converter. I'll probably like
> " this, if it helps the mileage and noise on trips, but it means my
> " current converter won't fit, and it didn't come with one. Should I
> just
> " get a rebuilt stock one, or since I may have to pay a core charge
> should
> " I step up and get an aftermarket one? I figured since it locks up, a
> " higher stall one with more torque for towing and stuff would be nice.
> " Does anyone make an RV type converter w lockup for the AMC 998? BTW,
> " it's got an injected 4.0 in it, FWIW.
> Snip
> I put my 904 lock up transmission together in 1999. I had it rebuilt by
> a qualified re-builder as I do not fell that I am one of those. It is a
> 1980 Lock up torque converter 904. 
> Whether you run a lock up or not is up to you. I personally think that
> it is a good idea for me and for what I have read for your Eagle
> applications I think it is a good idea for you too! 
> There were two lock up torque converters stock available in 1999. An OEM
> equivalent low and high stall torque converter. I do not know the
> recommended applications as to why there were two converters available
> but I chose the low RPM lock up unit. The reason was that I was building
> a street car and I wanted as little slip as possible for the purpose of
> fuel economy. It locks up just off of idle. I really don’t like it. More
> later. 
> I also have a completely stock 1980 AMX with the higher stall torque
> converter in it. I like the standing start performance better with it
> than I do the one that  I chose for my Spirit. 
> In addition I have the lock up speed changed in my Spirit by putting a
> spring in the valve the controls the lock up that is weaker than stock.
> The lock up occurs at 55 mph rather than the 37 or so miles per hour my
> AMX does. This gives me an equivalent of a poor mans 4 speed automatic
> as the rpms come down at high way speeds by (or should anyway) about 500
> rpm. The AMX does about a 500 rpm shift when the transmission lock up
> takes place and you can see it on the tachometer. 
> My Spirit on the other hand with the “tight” torque converter is pretty
> much as tight as it is going to get by 30 mph and when the lock up takes
> place at 55 you can barely see any rpm change what so ever. 
> Which brings up the reason I do not like the low rpm or tight torque
> converter I chose. When I switched from a carburetor to fuel injection I
> lost measurable power between idle and 2000 rpm. With the torque
> converter as tight as it is, (a low stall oem equivalent) I can not get
> the engine up to the point where it develops power from a dead stop. It
> there for is a decided slug until it gets up to 2000 rpm. As the lock up
> function by the transmission only takes place in 3rd gear and is
> dependant on accelerator pressure as determined by the kick down rod or
> cable as the case may be the lack of grunt due to the tight converter is
> felt in the lower gears. 
> A drag strip comparison between my 1980 AMX and my 1980 fuel injected
> Spirit makes my Spirit a half a second slower than the AMX, and a full
> second slower than it was with a carburetor. 
> However with the fuel injection if we were running ½ mile drags I could
> pass a 16 second car with my Spirit some where beyond the ¼ mile point.
> Where the AMX is a bit poopy and getting poopier at 80 the Spirit is
> just catching it’s breath and beginning to run well. 
> Both cars have the 2.56:1 rear axle. 
> Thus I am in the market for a 2000 rpm stall torque converter which was
> available after market for the AMC 904. I have not checked recently. 
> As your Eagle is some what of a working car I would recommend the high
> stall OEM equivalent torque converter and putting a weaker spring in
> valve the controls the lock up function. 
> If you have an old timy transmission guy to talk to he would remember
> the kits that were available in the 70’s and 80’s to change the lock up
> point of the torque converter to a higher road speed to avoid the
> irritating hunting tendency transmissions of those years had. That would
> be your best bet at the present time. 
> If you want to eliminate the lock up, put a BB in the valve under the
> spring to shut of fluid through it. But that is not what I would do. 
> I have not read through the rest of the AMX files postings so maybe you
> already have your answer, but this is my 2 cents for what it is worth. 
> John. 
>  
>  
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