The only loss will be some on the fuel mileage.

 

 

I know this is an old thread, but I just ran across it. I am in the process of having a 700r4 installed, and just like you, the builder recommended no lockup. I am also considering an electronically controlled transmission like a 4L60E or 4L80E. I am trying to decide what to do. Obviously the electronically controlled option is more expensive. Did you end up installing the 700r4 with no lockup?, and if so, were you happy with it?

 

Yeah, so I ended up doing the non-locking 700r4. Donor from a 1993 Camaro that I had rebuilt locally. I have had no issues with it after over 10yrs, about 17k miles and a bunch of 1/4 mile passes. I don't do much highway driving, but I have done some decent trips (like 1.5-2hrs round trip). It's fine on the highway (at least as fine as it can be with 3.90s lol) I am very comfortable at 75-80mph. Runs about 2500rpm.

 

If you want to do any highway driving I would recommend the lockup (I have the 200R4) engaging the lockup is like having a 5th gear.

 

Thanks. That's good to know. I have 3.70 gears, so it sounds like I should be fine. I don't plan on doing any 1/4 mile passes. Just a fun cruiser, but I do want to be able to take it on the highway.

 

it will be fine without Lockup , I prefer Lockup myself but as long as he corrected the Cooler Flow from eliminating the TCC you'll be fine, to convert back you will have to install a TCC valve in the Pump, undo what he did and a Lockup converter

 

I think I would prefer lockup as well. However, the builder says the aftermarket lockup switches for this type of application never really function that well. The vehicles that came from the factory with a 700r4 had a computer control for the lockup. He says when you put a 700r4 in an older muscle car and use an aftermarket switch to control lockup, the engine tends to bog when downshift from overdrive occurs. If I were to go with a 4L60E, that would address the lockup issue, but it also adds a lot to the bottom line. If the 700r4 without lockup will perform reliably without sacrificing performance (other than a little less gas mileage and a few extra RPMs at highway speed), I really need to consider that as oppossed to the extra expense and complexity of a 4L60E or 4L80E.

 

I’m using the factory non computer Lockup system for my 1980 L82 with a Turbo 350C originally that now has a 700R4 .
The factory system consists of a brake switch, vacuum sensor , 4th gear pressure switch and Temperature sensor and works good with my 700R4 .1980 is the only year done this way .

The brake switch can stop the TCC because it’s the power supply of the system.

The temperature switch doesn’t let the TCC activate unless engine is somewhat warmed up by enabling the vacuum supply

Vacuum switch receives voltage from the brake switch if the brake is not applied and receives ported vacuum from the temperature switch if engine is warm enough.

Vacuum switch applies voltage to the to the 4th gear pressure sensor for TCC if conditions are met such as power from the brake switch, a vacuum signal from the temperature switch and engine vacuum falls between 7 to 3.5 inches of vacuum then it sends the voltage to the 4th gear pressure sensor, if the transmission is in 4th gear the pressure sensor will sends the voltage to the TCC solenoid and activate the Lockup Torque Converter. It sounds like a lot of stuff but it’s really a simple system and non computer. My 1980 has all the apparatus there from the T350C so hooking up the 700 was easy.
Not having lockup is not the end of the world but it’s nice when it’s all hooked up

 

old, but has discussion, leaving open.

 

I put a 200 4R non-lockup in mine with a 383 and 3.70 gears. I daily drive it in the summer with about 10 miles of highway each way. I am at about 2500 rpm cruising with traffic and it is great. I did the non lockup to keep it simple and I didn’t think the lockup wiring was worth it. I’m very happy. I did add a tranny cooler over this last winter, but I never had any problems with the tranny being too hot; I was putting in electric fans anyway so figured I would add it. Also, my torque converter was specifically a non lockup version. Not sure if it matters but probably does or you should at least make sure one way or another. Cheers.

 

The torque converter they are using is a non-lockup style. It does not have a clutch. I have the same setup as you: A brand new 383 crate motor and 3.70 gears, so I'm glad to get good reports from a couple of people that the non-lockup configuration works well. Now I can stop worrying if I made the right decision :-) Also, the builder said if I am not happy with it, he will covert it to lockup if I want. I should get the car back in a week or so. Can't wait to drive it!