[JLMounce]

The primary winter upgrade I'm undertaking on my '69 bird is removing the TH400 and installing the 4L60e I had built this past summer.

The transmission was built as such:
-Removable bell housing case
-Sonax input drum
-Beast Shell
-Kevlar Band
-Corvette Servo
-Sonax 6 pinion planet (2.84 first)
-Kolene steels
-Redline frictions

The EPC pressure has been modified and the 1-2 accumulator has been flipped.

Mating this transmission to my 455 (as cast KRE -D's, 232/238/112 hyd roller) is billet TSP converter. I opted for the triple kevlar discs to allow WOT lockup operation.

I'll be controlling the whole thing with a US Shift Quick 4.

The goal is to make it out to Rocky Mountain Drag Week this year. Those of you that utilize lockup while racing, how are you generally managing this?

Given my power level, I'm assuming I can and probably should lock this up after the 1-2 shift, unlock for the upshift and lock it back up in 3rd.

Or, is it going to be better to let the converter do it's job until high gear, then lock it up towards the big end?

I will obviously have to do some testing to see what the car likes/wants, but having a good idea of how others are using the function can help build a baseline transmission tune.

Appreciate any feedback!

[Half-Inch Stud]

I like the 3 friction disk deal, where Factory had 1 friction.
Good Question & looking to learn here..