AOD converters, thoughts, brands, recommendations

[Beagle]

I am looking for a converter for a 3400 pound car, probably a 3.27 or 3.55 , behind something like a mild 347 and wanting I'm thinking about a 2500 stall, it's an AOD and I'd love to keep the lockup.

Let's say I want to upgrade at some point and the converter should be able to hold around 500 pound feet... what I'm looking for in a converter is?

Do any of you guys have a kinda low stall converter and what suggestions would you have given the admittedly brief information?

edit - hp to tq

[CDMBill]

Both Lentech who built my AOD and TCI sell higher stall converters that retain lock up capabilities. My recollection is that the upper limit for the lock up versions is around 450 LB/FT. I understand the desire to retain lock up capacity for mileage. Its not a performance benefit though as with the higher stall you typically have valve body modifications to limit the lock apply under full power. The lock up versions cost quite a bit more than non-lock up versions. So, you'll want to weigh cost versus savings.

There are number of real trans experts on BS so hopefully they'll pitch in.

[SpiderGearsMan]

weight is the issue , if you eliminate tcc ..clutches must be added to o/c

[squirrel]

I thought the AOD lockup didn't use a clutch in the converter, it's inside the transmission itself, and there's another input shaft that connects the converter housing to the geartrain...????

at least that's what the exploded view shows

[nesabo]

I have a 3500 stall converter non lockup from Roadrunnner converters. I had a 2800 was way to tight behind my 302, are you sure you want a 2500 behind a 347?

[squirrel]

he said it's a mild 347, so 2500 should be about right.

[TC]

One other question, under WOT acceleration doesn't the lockup disengage??

[Beagle]

An AOD won't lock up or stay in OD at WOT if I remember correctly.

The lockup is for cruise, I'm not addicted to a lockup but thought it might help take some heat out at cruise? The torque limit I didn't think about, thanks Bill.

The car is kinda fat so I'm guessing it's going to flash a little higher than it would in a lighter car. Part two of that is I am looking at a single 60mm turbo with a pretty small turbine a/r, so more torque down low will impact the stall too?

[milner351]

The split input shaft of the AOD makes the lock up function less criticial IMHO. The small input shaft directly engages the flywheel side of the converter in OD - hence the "clunk" feel at 43ish mph when you back out of the throttle a bit to engage OD.

more torque = higher stall all else being equal, right? for streetability - I would lean toward the conservative side on stall - if you're only going to drive it on the street between tracks on drag week, not much the rest of the year - put a huge cooler on it and go for a test run before DW to make sure it's enough to keep it cool. electric fans?

[JeffMcKC]

The Converter in a AOD is a binding lock up its part bound in 3rd too if I remember right. I would not use a lock up converter myself for many reasons, plus its only going to net maybe 1 MPG. But it will lug the crap out of the engine.

[TC]

The Converter in a AOD is a binding lock up its part bound in 3rd too if I remember right. I would not use a lock up converter myself for many reasons, plus its only going to net maybe 1 MPG. But it will lug the crap out of the engine.

Not sure I would agree with that........I find having a lockup with a 3800 stall makes the car a pleasure to drive, but then it might depend how you have your lockup setting programmed.......As for lugging, that's something I haven't seen, my car accelerates pretty quickly when the lockup is engaged, and as soon as you hit WOT the lockup will disengage anyway......I also find that the car tracks better going down the road with the lockup engaged.......

[JeffMcKC]

Not sure I would agree with that........I find having a lockup with a 3800 stall makes the car a pleasure to drive, but then it might depend how you have your lockup setting programmed.......As for lugging, that's something I haven't seen, my car accelerates pretty quickly when the lockup is engaged, and as soon as you hit WOT the lockup will disengage anyway......I also find that the car tracks better going down the road with the lockup engaged.......

TC, you are no where near riding the limits of bouncing off a Camshaft still at 3800, plus the limit of compression and loading a motor at 3800 and listen to the pistons try to switch holes yet on tip in to climb a hill or switch lanes. A AOD is not a computer trans. a AODE is.

We are not talking about engines on the same Planet here.

[DanStokes]

I think Jeff hit the nail on the head - it depends on usage. But I think the original inquiry was for a pretty mild SB and the lock-up should work fine. I'd call Len Bertrand at LenTech. He was VERY helpful on my set-up. I gave him all the info I could and he made a recommendation that was in line with my goals, along with his valve body that allows you to switch out the OD/lock up functions (2 different functions, 1 switch) so you won't kill that trans on the strip. Mine works great.

Anyhow, it'll cost you a phone call to Canada but it's worth it. Len REALLY knows his stuff.

Dan

[CDMBill]

As before X2 on Lentech. My trans has been great for years, but it's about everything they do with the one piece 300M input shaft and the o/d lock out. No trans brake though, it's manual only then which wouldn't be street car right.

However, I switched to an Edge converter after '07 as they are right here in SoCal and have been great on service and price. Non-lock up though, no issues driving with 5500 stall or even the too high 6500 last year. Call them and talk to Andre.

Might have to get the trans brake this year as its just slow reacting on a pro tree.