Clutch / Torque Converter: Torque Converter

[Rick P]

I finally found a 2004R at a local transmission shop that they are willing to build for me for my 1962 Hawk. I will be replacing my Dana 27 with 3.73 gears with a Dana 44 with 3.54 gears. The question I have for everyone is what torque converter to use? The person I have doing the conversion suggests using a 2500 lock up and the shop building the trans suggests an 1800-2000 lock up. I have 215/75/15 tires on the car.

I want to keep the column shifter. What indicator window should I use and what will need to be done to keep the neutral safety switch and the backup lights working?

Thanks for your help.

[rkapteyn]

I believe that a Jeep indicator window is correct

[StudeRich]

/Cut/The question I have for everyone is what torque converter to use? The person I have doing the conversion suggests using a 2500 lock up and the shop building the trans suggests an 1800-2000 lock up. I have 215/75/15 tires on the car./Cut/
Thanks for your help.

I would ask what vehicle these two RPM range converters were used on, to get an idea of the type of usage and weight of vehicle they were designed for.

What little I know about GM Transmissions, I always thought it was Speed governed, not RPM.
The "Stall Speed" IS RPM governed, a whole different thing.

Thinking about it though, it is more likely controlled by Speed and RPM, but THE most important consideration would be: what Axle ratio you are running, tires not as much.

[Warren Webb]

I have seen the 60's Jeeps use the same shift indicator bezel as on Studebaker's but have yet to find a place to buy a replacement lens. Other than that the detent would need to be modified too to accommodate the prndl pattern.

[rkapteyn]

This is available

[mbstude]

The Jeep shift dial uses the same chrome mounting bezel as Studebaker, but old Jeeps never came with OD Automatic transmissions.

Even without the "OD" spot on the dial, it would be more accurate than the Stude PNDLR dial.

https://www.jeepsterguru.com/columns-shift-indicator-1972-73-jeep-commando/

[rkapteyn]

https://duckduckgo.com/?q=Jeep+shift+indicater+lens&t=osx&ia=images&iax=images&iai=https%3A%2F%2Fwranglertjforum.com%2Fattachments%2Fshifter-bracket-3d-jpg.298739%2F

[Rick P]

The Jeep shift dial uses the same chrome mounting bezel as Studebaker, but old Jeeps never came with OD Automatic transmissions.

Even without the "OD" spot on the dial, it would be more accurate than the Stude PNDLR dial.

https://www.jeepsterguru.com/columns-shift-indicator-1972-73-jeep-commando/

Thank You, I ordered one.

[PackardV8]

In a technical description, correct terminology is a necessity.

Stall speed is the engine RPM, if the vehicle isn’t moving by the time the torque converter reaches the stall speed, either it will start to move, or the engine RPM will no longer increase. In other words, stall speed is the engine RPM at which the torque converter transfers the power of the engine to the transmission.

Lock-up RPM is the engine speed at which the clutch inside the torque converter locks up and from there to engagement, engine speed and road speed are directly related.

FWIW, for fifty years, the SBC never had main bearing problems. When the overdrive automatic became standard and primative computer controls of EFI and spark allowed torque converter lockup at 1500 - 1800 RPM, main bearing wear became a thing.

It will take careful tuning of distributor vacuum and centrifugal advance and carburetor main jetting for a Stude V8 to function well at sub-2,000 RPM lockup. An alternative is a manual unlock button, used when in a hard pull without requiring a full throttle downshift.

All the above assumes you have a stock 225hp engine. An R1 definitely needs the 2500 lockup.

jack vines

[Rick P]

In a technical description, correct terminology is a necessity.

Stall speed is the engine RPM, if the vehicle isn’t moving by the time the torque converter reaches the stall speed, either it will start to move, or the engine RPM will no longer increase. In other words, stall speed is the engine RPM at which the torque converter transfers the power of the engine to the transmission.

Lock-up RPM is the engine speed at which the clutch inside the torque converter locks up and from there to engagement, engine speed and road speed are directly related.

FWIW, for fifty years, the SBC never had main bearing problems. When the overdrive automatic became standard and primative computer controls of EFI and spark allowed torque converter lockup at 1500 - 1800 RPM, main bearing wear became a thing.

It will take careful tuning of distributor vacuum and centrifugal advance and carburetor main jetting for a Stude V8 to function well at sub-2,000 RPM lockup. An alternative is a manual unlock button, used when in a hard pull without requiring a full throttle downshift.

All the above assumes you have a stock 225hp engine. An R1 definitely needs the 2500 lockup.

jack vines

Thanks Jack. I will be getting a 2500 lockup converter. It is the stock engine. Trans should be done this week, adapter plate is on order and engine should be coming out in the next week or two to be gone through. Maybe add R3 intake valves and an R1 cam.