Long story as short as possible......

Bought a 700r4 about a year ago (from a company i won't name right now) to go behind a 383 in my 79 Corvette. This is a Sunday driver and occasionally gets a workout at the drag strip.

About a week after I installed it I broke the band anchor. Instead of shipping it back I elected to replace the anchor and get back on the street. (of course that voided the warranty)

I replaced the anchor and all has been well since last year. Recently I took a road trip (about 500 miles) and found that the converter clutch (when locked) is slipping under moderate throttle in 4th gear. Note: I have the ECU programmed to allow lockup in 4th gear only.

I pulled the transmission over the weekend and the internals look fine, reenforcing my belief the the TCC is to blame for the slippage.

NOW, today as I was looking at the input shaft I noticed that the check ball capsule is NOT installed in the pocket on the shaft. It is my experience that this is done in NON lockup transmissions. (along with a plug in the pump body IIRC)

I'm guessing that they sold me a non lockup transmission with a locking converter.

Any of you 700r4 guys want to weigh in on this one?

Ken

 

Welcome to the forum.

Hopefully someone w/ 700R4 experience will chime in.

 

Thank you Sir!

I'll just hang out here for a while in hopes that a 700r4 guru wanders by. At which time I shall pounce on him with the gusto of a hound dog!!

Ken

 

Some builders will leave out the checkball but leave the capsule housing itself in place for minimal restriction. This will produce much firmer shifts! No capsule at ALL, would be too much of a hit. So, it could be lock up or non-lock up? And, alot of the mass production torque converter companies sell the "versatile" torque converter! It's actually a lock-up converter but, they will work in either. The only way you'll know for sure is visually inspect the TCC valve in the pump itself. Good luck, John.