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

[Mark Price <markprice242@xxxxxxxxxxxx>]

hmmm. 3:08 gears, high stall and lockup. Sounds like fun!
--
Mark Price
markprice242ATadelphia.net
Morgantown, WV


---- Keleigh Hardie <keleigh3000@xxxxxxxxx> wrote: 
>   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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