Lock-up Converter Question

When the Converter is lock-up in 4th...(2004r) does being locked up put any more stress on the thrust bearing as opposed to have the slip when not locked up?

 

The clutch engagement pushes the clutch forward in the converter. That would in itself put more pressure against the thrust bearing. Thats been SOP for years though.

 

Thanks, was just curious as my prior trans/converter caused a wiped thrust bearing. My new trans and TQ work great, was just curious as when its is lock-up in 4th, it can lug, and I was not not sure the "lug" when you press or depress the throttle contributes to the crank moving for and aft. I run my lock-up on a switch, so I only turn it on when on the highway

 

Back in the 80's I was at the GM training center for a 700r4 transmission class. We were told that on any OD transmission, the TCC needs to work because in 4th, the input shaft is turning slower than the output shaft. This makes the oil pump turn slower and can reduce lube oil. It won't destroy a transmission quickly, but it will cause more wear over time. You may want to rethink using a manual switch. Anytime that you are at 40MPH, the TCC engages. This is a lot slower than highway speeds.

 

You are correct the oiling system is setup to be locked during extended driving. Modifications in the trans can be made to allow for a non lockup converter, Art Carr talks about this as his 1000HP rated 200 have this feature.

The best setup I’ve found is the TCI vacuum switch and a toggle switch to over ride the lockup when you don’t want it locking. Be careful not to let it lockup when under high torque or HP because the tiny clutches in the converter will burn up ruining the trans. Unless of course you have a triple disk lockup like I run.

 

Mine is set up like that. Vac switch, but I added a toggle switch at the suggestion of the trans/converter builder because sometimes when its locked, and I cruise to a stop, it will lug a bit hard right before it unlocks at the stop