Just installed a high stall 904 with a lockup converter built from FTI. I'd say the stall is around 2600. From a stop and with normal to light accel. 1-2 shift is at 18 mph 2-3 shift 25-28 mph lockup comes in at 30-31 mph. Slowing down lockup comes out at 22ish.
Under hard accel the lockup still comes in at 30-31 mph and my 1-2 shift happens about at the same time. The converter loses its stall and the engine really drops the rpms a lot. Is the lockup still suppose to engage at full throttle? If I shift manually does this effect the lockup procedure?
Normal driving around town its perfect. Hammer on it from a stop and it'll tear the tires off... until 1-2 shift and lockup happens.

Is this what I have to live with if I am wanting to have and eat my cake too?

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

Lock-up should only happen in 3rd gear,check your kickdown linkage adjustment.also you might still have air bubbles in the hyd. system, causing weird lock-up problems like you describe.see if it clears up in 25-50 miles.

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V8?? We don't need no stink'n V8!!

Agreed, lock-up should only happen in "drive". (3rd gear)
May-be what you feel is the trans "short shifting" into 3rd and then it goes right into lock-up?

Give it more throttle pressure and see how it feels.
Do you have a long slot where the throttle pressure linkage attaches to the carb. or is it a fixed length rod?

A slot allows you to set the amount of "start-off" throttle pressure, for off-idle and light throttle driving. Basically, the T.P. rod on my cars just sits at a pre-set place, until I get deep into the throttle, (about 1/2 throttle) and then the carb post bottoms in the slot and applies additional T. pressure.
DD

Looks like the lockup happens at the 2-3 shift at 30-31 mph very light throttle. Lockup is only delayed if the 2-3 shift is also delayed with your foot in it. This seems normal. My problem is that I also have a GearVendor overdrive and it engages at 39-40 mph. If lockup is engaged the overdrive really slams when it engages. The convertor is not offering any "squish" when locked up. I'd like the lockup to hold off untill 41-42 mph. If my math is correct the real lockup will happen at 53ish mph (.78 overdrive). That'll work for me.
I was told there used to be a spring kit available for adjusting the lockup engagment point. Anybody heard of this and where to get it?

Also what is Pat Blis? Email (trans guy)

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

I have been looking for the same kit so if you find some, let me know or buy 2... I will take one.

I have a few extras of the stock lock-up valve spring... and will send you one if needed. I have tried streching the stock spring, hoping to increase tha lock-up point but all I got was 1, may-be a 2 MPH increase from a lot of spring streching.

From the homework I have done, the higher lock-up point spring kit increases L-up by 10 MPH so the spring in the kit must be really stiff, in order to increase the L.-up point by that amount.
DD

What's involved in this spring change? Simple deal. Any gaskets needed other than pan gasket?

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

There is 2 guys on Moparts that really know their trannies. John Kunkel is one of them.

Try a post over there you silly V-8 pig dog!

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'72 Duster 198 stock cam, 3:23's Hookers on jack stands for 8 years in the driveway
'79 Maxivan 360 Offy Qjet Comp RV cam/rusting in the driveway.
93 D350 160HP Cummins Auto Dually Clubcab needs a injector pump
2005 Golden Couch Buick

The pan comes-off and you have to drop the valve body down to get access to the L-up shift valve.

That means that the shift and K-down selector levers need to be removed.
Once you can get access to the valve, the spring is easy to change... except when you have streched the heck out of the stock spring... having a longer spring makes it harder to get the cover plate back-on.

Over-all, it is not a super-difficult job but it is really messy... with ATF dripping on you the whole time.
DD

My '85 904 uses a spring to time lockup engagement. I understand that the 86-89? 904s use an electric solenoid to turn on and off lockup. Whats involved in converting my older style? I have a speed sensor coming from the Gear Vendors OD and should beable to use that signal to trip a circuit to engage the lockup. Anybody know if its and easy convertion and if there are any aftermarket switching circuits available that are speed signal based?

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir

Doc, Bren67cuda904... I made copies of TSB on this. There is one kit and 3 different springs. If you pm your address Ill send TSB for 1978 and 1980. Plus spring for 1980 Matv91

http://board.moparts.org/ubbthreads/sho ... er=2957285
One of our members sent me this. I thought I'd forward it on.
http://www.superior-transmission.com/pr ... /tf-tc.htm
This too.
One of the adds talks about an adjustment tool included. I am wondering how that would work for a spring setup.

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67Cuda,FAST EZEFI,340cu,CR=10.25,RollerCam&Rocker (XR268HR,#20-810-9)(#1622-16)(EddyRPM#60779,#7576), (MSD6AL,#6425) A904, GearVendorsOD, 8 1/4,3.55:1, ClassicAir