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FNG here.....Wasn't sure where to make the first post.

Got some good news. Engine is currently getting gone through. No need to punch it. Just a hone, new rings, and new bearings. Can’t wait to get it back so I can slam it in the Jimmy!

Probably end of this week or next week.

Going to get it back paint it all up Chevy orange and assemble.
 
i had a quiet gear drive setup on a 400 sbc years ago . it was cool but you couldn't hear much of any engine problems until it was to late .
 
I like the sound of the engine as is anyways.

Clear coating all my bare iron and alumini parts so they won’t oxidize and rust like they did.
 
Oh, I got that. Its the FNG in the title that stuck. That's how I remember stuff, whether I want to or not. Its all good, just some friendly banter.
 
Haha for sure. I have a mind like that too. It’s kinda why I said it. Because it’s funny and lots of people say crap like that while at work ya know? Haha
 
I got a question:

My transmission is a 700r4 it has a monster transmission 2500 converter and lock up kit. If I don’t lock up the converter it’s very sluggish off the line. Is this normal? I really don’t like it that much. I seem to have to flip the converter at every stop or else when braking it jolts as you slow down kinda bogging. If it flipped it stays at high rpm. Not really sure what to do. I figured since the engine is out I could address this as well. Is this how it’s supposed to act? Wonder if it’s even wired correctly....
 
lockup is for when your cruising and or in the correct power area .

NOT for taking off and it has to be unlocked when brakes are used or it can stall a engine and you loose power brakes and steering assist .

this much i know . see if @Greg Ducato chimes in to give you a few good pointers .
 
sweetk30 said:
lockup is for when your cruising and or in the correct power area .

NOT for taking off and it has to be unlocked when brakes are used or it can stall a engine and you loose power brakes and steering assist .

this much i know . see if @Greg Ducato chimes in to give you a few good pointers .
Click to expand...

It just seems like it’s not kicking into overdrive which kills the fuel economy. So at highway speeds I unlock it so it kicks into overdrive. Is this how the lock up is supposed to be used? Just super annoying to have to flip that switch in order for it to do so. What is the advantages of having this set up? I’m not really understanding why it’s a thing. Seems like it would be really easy to burn the tranny up if you didn’t flip it into OD at highway speeds. Maybe I’m wrong and could use a good teaching on this subject.
 
over drive is mechanical in the selection of gears and if the parts are correct to let it go in to o.d.

lockup is electric this drops 200-300 rpm of convt slippage to let the engine be coupled 1:1 with the trans . also no slipping convt = less heat build up .

sounds like you got some funky stuff going on . best wait for greg to chime in or others that play with 700r4 a lot . i dont . i do know thay can be fussy to set the t.v. cable and not burn up stuff .
 
sweetk30 said:
over drive is mechanical in the selection of gears and if the parts are correct to let it go in to o.d.

lockup is electric this drops 200-300 rpm of convt slippage to let the engine be coupled 1:1 with the trans . also no slipping convt = less heat build up .

sounds like you got some funky stuff going on . best wait for greg to chime in or others that play with 700r4 a lot . i dont . i do know thay can be fussy to set the t.v. cable and not burn up stuff .
Click to expand...

Maybe I have my lock up and unlocked switch direction backwards in my mind. There isn’t a label on the switch. It does go to the brake switch. But it doesn’t seem like it does anything when I hit the brakes.

When it bogs at stop and accelerate is the converter locked up? If so that’s when it runs good at high way speed but not good through traffic.
 
That’s why it’s odd to me. I feel like it should unlock at lower speeds when I hit the brakes.
 
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