looking to install the torque converter lockup switch need to clear up a few things regarding the tranny....im aware that the stall speed is around 2400 rpm so totally out of the ball park for proper torque transfer...im not atranny expert though so does this mean that torque multiplication doesnt occur till stall speed is reached?? or does multiplication occur before stall speed is reached? if before then we're getting plenty of power to the ground in first gear no?
but we're not! installing the switch will create lockup in all gears except first correct??

so in essence all my gears will be almost direct transfer of power but first will remain slushy huh

AND also increasing the line pressures will help keep the converter locked up right?

justa few lil things now cause i wanna learn as much as i can.....lets say i "attempt" (just for the sake of this question) to move 40 000lbs i will basically not move a single inch until i rev up to like 2400rpm where stall occurs and then i'll actually transfer power correct?.....so the lock up switch wont help me move anythign better from a dead start but will definitely be noticable in 2 through 4th?

by the way the power is stock and the tranny is stock...truck has been babied since i got it never towed anything besided a dresser and beer coolers

thanx guys

 

and can you guys explain to me the difference between how the stock tranny behaves and how it will feel when shifting with it locked up??..

if i understand the stock tranny right now..its slush bucket first shifts to slush bucket2nd shifts to slush bucket 3rd THEN locks up....then u can turn off the overdrive button it unlocks...then shifts to overdrive and then locks.....correct???

and then with the lock up switch how will it behave?

 

mr T,


Welcome aboard! You are right the stock tranny is very slushy. I will add though that I don't think the lock up switch would be a good idea for shifting stock. You can add the switch and use it for smoother operation in either 3rd. or 4th. gear though to keep the converter locked or unlocked. If you plan on keeping the truck mostly stock, some guys have just added a shift kit and been happy. Another aproach is to add a 3gsk and then the truck will atleast not defuel before hitting the stall range of the stock converter, it is said to be the best mod for our trucks. Another good point is that it only costs about $125 and takes just a few hours to install.
Using the search method will be a great way to learn about alot of the stuff that you are thinking about right now. Spend some time doing research before going head over heals because their are people on this sight that have done almost everything. Just my .002.

good-luck

 

I wouldn't recommend shifting while locked. It'll kill your torque converter pretty quick. Upping your line pressures will help the converter hold to some extent, but is only a bandaid. It will also make it shift a hair earlier, not really noticable. I would recommend sticking stock until you get some bombs or your tranny starts to give you problems, then bomb the tranny. When you shift lock to lock, the tranny internals have to absorb all of the shock. When it shifts normally, the torque converter absorbs most of the shock, and allows for differentation which makes it smooth.

 

I highly dought that the stall speed on your torque is 2400 RPM because your motor develops its peak torque at around 1700 rpm. Torque converters for diesel generally low stall. One way to see where yours stalls at is to apply the breaks put in drive step on the gas and see where it stalls at but BE CAREFUL!!! don't hold it there for long things will heat up quick.

As for the lockup switch, If your talking about where you bypass the relay and tie into the PCM I have one on my truck and its only effective in 3rd overdrive off or 4th overdrive on because if you turn the switch on from a stop and take off it shifts from 1st to 3rd or 4th lockup and the whole truck shudders as if you were going from 1st to 3rd or 4th with a manual trans.

Go to the ATS site, they have a better solution for locking up the toque converter.
http://www.atsdiesel.com/

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1996 Dodge 2500 with 4” exhaust, K&N air filter, #8 cam plate and a built stage V auto trans.