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Chrysler first offered the lock-up torque
converter in 1978. I owned a 1978 Monaco Btougham, 318-V8 4-bbl, with that
transmission. Never had a problem with it. The lock-up gave the
impression to many a passenger that the transmission was a 4-speed. The
lock-up was far more noticable than on my 1981 Imperial, but was still very
smooth.
And it was offered with the B and RB
engines. The 1978 Chrysler Newport and New Yorker Brougham offered
that transmission, and neither of those models came with a slant six or LA block
engine. Both series offered the 400-cid engine as standard and
the 440 as optional equipment.
Although Chrysler was the first of the big
three to offer a lock-up torque converter, the idea is an old.one.
Packard's Ultramatic transmission introduced for 1949 had a lock-up torque
converter, as did Studebaker's Automatric in 1950. (Studebaker's
transmission was built for them by the Detroit Gear Division of Borg-Warner, and
after Studebaker dropped it for 1956, B-W shipped the tooling to the UK where
the transmission was offered by such firms as Jaguar, Daimler, Humber, and
British Ford (in their 6 cylinder models). Packard's Ultramatic was
dropped at the end of 1956 with the shift of production to the Studebaker plant
in Siuth Bend.
And the idea was used before that on bus
automatic transmissions.
Bill
Vancouver, BC
----- Original Message -----
Sent: Saturday, December 16, 2006 3:07
AM
Subject: IML: 727 torqueflite and stall
speed
I used to have a 1978 Cordoba with the 400 BB and a lock-up torque
converter (very noticeable when I had a broken motor mount). I
believe Chrysler was the first of the Big 3 to offer the lock-up torque
converter, debuting in 1978.
----- Original Message -----
Sent: Friday, December 15, 2006 1:56
PM
Subject: Re: IML: overdrive torqueflite
and stall speed
cordova or magnum I think
----- Original Message -----
Sent: Friday, December 15, 2006 6:42
AM
Subject: Re: IML: overdrive
torqueflite and stall speed
Thats interesting, what car used it? I can't find any referance to
it. Dave
--------------
Original message --------------
From: "MIKE CINDY BECKER" <mikeandcindyb@xxxxxxx>
There were big block 400's that came with a lock-up converter at
the end, probably hard to find now. mike becker
----- Original Message -----
Sent: Thursday, December 14, 2006
3:40 PM
Subject: Re: IML: overdrive
torqueflite and stall speed
David, Thanks for the exchange, the lock-up converter was never
offered for a B727 (Big block), as the big block ended in 78,(cars)
there were some after that, for truck, and motor-home applications,
but no lock-ups were used. The only way to get there is the 518, with
modifications to fit a big block.
Its true, you would have to drive a lot to see the pay-back.One
thing that could be done, if your looking for ALL small improvements,
if your in the trans. for any reason see if a lower stall speed
converter can be had. That could be worth 5-10% ,at high-way
speeds, especially if you have one thats 25 plus years
old.I think the thoughts, the concerns, and the wishes, are great, but
the fact is you have to accept the basic laws of physics, realize the
limitations and ENJOY the moment!Ya'll have a nice day,
Dave.
--------------
Original message --------------
From: David Whitney
<hazegreen66@xxxxxxxxx>
Thanks for the clarification. Yes, it is the converter
that slips and not the trans. That's what converters do by
design, making automatic transmissions possible.
My point was not to recommend adding a lock-up converter to an
older 727. It was to recommend using the late model 727s for
which a lock-up converter is available (78 and up, but memory
may be failing me) if you are going to do the GV thing or a
tranny that comes with a lock-up converter if you are going to do
the 518 thing. As previously noted, no way are you going to be
able to do this without some aftermarket parts and you will probably
have to do some chassis modification in addition to shortening the
drive shaft.
Considering the gas savings vs. the expense, over 6 or so years
you'll recoup your money if you drive the bejesus out of your
Imperial. For a Sunday driver, there is no recouping and the
satisfaction is in having it and showing it
off.
Happy motoring,
David
'91
K-Imperial driver
'66 LeBaron dual air and every option known to
man
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