This is an old thread, but I just found it, and would like to add something about the electric lock up. If the vehicle does not have a computer (lean burn) it will not have an electric lockup. The trans would be a mechanical/hydraulic LU. If the vehicle does have the computer, the vehicle might still have the wire for the electric LU, but it may not be connected at the trans. My 88 Diplomat 318/904 with lean burn does not have the electric LU. The wiring is there, but the trans does not have the connector at the rear of the trans. It is hydraulic LU. The same for my 88 D-150 with a 360/727. Which is a non lockup trans, but the LU wire is there, just not connected. I personally have never seen a slant six electric LU trans. I have seen small block electric LU 904 trans.
PS: I plan on seeing if the electric LU system (in the trans) can be added to the mechanical/hydraulic trans, and be controlled with a switch.

edit PS: My D-150 360/727 does not have a computer from the factory. It has a 4 bbl Q-jet.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Interesting stuff.

I have never worked on the later J-M Bodies or trucks to ever see an Electric Lockup 904 or 727.

Greg

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http://www.youtube.com/hyperpack

You can install an electric-lockup trans in a vehicle not originally equipped, with parts and technique like this.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Those parts are for use with the A-500 or A-518 OD transmissions. I am talking about the A-904/998/999 LU 3 speed trans.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

…and they will also work with the 3-speed lockup transmissions. Even says so, right in the text at the linked link.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

But as you are fond of saying: "Looks like a solution looking for a problem". Don't need any thing that elaborate, or expensive.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

How would you wire up an electric lockup instead, in a car not originally equipped? Earlier, you said: So does that mean you'd just have a switch on the dashboard to turn the lockup on and off? Because that would make problems and nuisances and safety hazards. Or did you mean something more complex than just an on/off switch spliced into the lockup wire?

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

All that is needed is a switch on the shifter, to control 12 volts to the trans. Why problems and safety hazards? What would be the difference between that and a "clutch pedal" with a stick car to disconnect the driveline from the engine when not needed. "Kiss theory", Keep It Simple Sam.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

With a manual trans, clutching and shifting is a constant part of driving, and the clutch is foot-operated, leaving the other foot free for the brake and both hands free for emergency steering. There's a good reason for automatic control of auxiliary transmission functions that can cause this kind of situation. Before it was lockup TCCs, it was electric overdrives; they had an override switch on the carburetor or throttle linkage to disengage the overdrive without the driver having to hit the switch.

Sounds like you think you'd always remember to unlock the TCC whenever it should be. You'd probably be more or less right enough about that, until the time you forget, or the time your hands are suddenly too busy avoiding a crash to hit the switch. Then the truck bucks and stalls, or you can't accelerate fast enough, either of which can easily get you in a crash (or a worse one).

Accidents happen instantly. Making one more likely seems unwise, especially when doing it more appropriately is inexpensive and easy. ¯\_(ツ)_/¯

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

It's just a matter of learning how to use what you have. When I first learned to drive I had trouble remembering to push in the clutch when coming to a stop. But I learned. I also learned how to use a directional signal switch (which now seems to be a lost art ).
It wouldn't be a big deal to add a pressure switch to the transmission governor port to unlock the converter below a certain speed, regardless of the toggle switch position, or even have some type of RPM counter to block LU below a certain RPM. You could even install a solid state device to control the lock/unlock automatically. But that's not my desire.
PS: Not nit picking, But on the BW electric OD the switch on the carb was for full throttle "kickdown" out of OD to conventual. The governor on the trans controlled the road speed at which the OD was engaged or disengaged. I would actually like to find one of those setups for a Mopar. I have one here somewhere with a GM Saginah (sp) trans. I have worked on many GM's, some Fords, But have never seen a Mopar in person. Plus the electric OD"S did not have any engine breaking below about 35 MPH (freewheeling). Imagine going downhill, freewheeling, when you lose all your brake fluid with your single pot master cyl.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Dan, You have valid points, and we could keep on debating this. However I know what I want to do. If I ever get around to doing it, that is how I will start (with just the toggle sw.). I just may wind up adding other features. We will see.
The main reason I'm considering this is, my 64 Valiant is a non syncro first gear stick. I had been considering swapping to the newer 3 speed trans, or a A-833OD, but I am finding my left ankle is no longer happy pushing in a clutch pedal. By swapping in a LU 904 I won't hurt the fuel milage too bad. But I don't like the idea of a hydraulic LU trans with a 170 engine, the way it is built. I think the calibrations in the hydraulic LU trans will be all wrong, and I don't feel like playing around with changing governor setting and spring in the valve body, on a trial-and-error basis.
At this point I'm not even sure I can convert the slant six 904 to electric LU.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

I couldn't make you do any differently. It's all you.
Agree. It wasn't all that right even with the intended engines.

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一期一会
Too many people who were born on third base actually believe they've hit a triple.