[Scott65]

I'm working (early stages) on a 4L80E for my 65 Tempest. I'd like some input from those that have done this conversion. I'm especially interested in hearing about torque converters, specifics, including manufacturer. (Will be looking for 3500-4000 stall range) I will use a lockup. I'm interested in hearing about any experience with triple disk lockups behind Pontiac engines. I feel like being able to lock up the converter in 3rd gear under full power is a capability not to be overlooked. Any details regarding the mounting arrangement (3 bolt or 6 bolt etc) Also interested in hearing from any who've incorporated a brake, electronically controlled. My obvious 1st choice for a controller would at face value seem like the microsquirt that connects via can bus and integrates with my MS3 engine controls. HOWEVER, I do not get 100% warm fuzzies about the microsquirt. So any experience with a controller that works with a brake is welcome too.
Any experience related to the the physical swap is welcome too. Crossmember, cooling line space issues, adapter plate used etc. Using a 1994 model front cooling line version for the record.
What is NOT welcome in this discussion is people saying a 4L80E can't live behind the torque of a Pontiac. That's hogwash. Also not interested in any 2004R or 700R4 discussion. I have the 4L80E already(by choice), it came with the brake, (whether I use it or not is another story) and it will receive the necessary upgrades to live a long life at my power level. It will get the dual feed mod, and a rollerized rear bearing at a minimum, 3 4 accumulators deleted with the valve body I have. Also considering a 4340 or 300M input shaft, due to weight with passengers. The transmissions increased weight will push me to approximately 3900 pounds with just me in the car... 3 adult passengers, and 4400 wouldn't be a stretch.
Let me hear your input.

[Sirrotica]

I don't know if you've read this install thread before or not, 4L80E in 68 GTO. Some of the items are covered that you asked about:

http://forums.maxperformanceinc.com/...d.php?t=823023

[Scott65]

I've seen that. I'm looking more for electronically controlled, aftermarket converter, early A body type details.

[Half-Inch Stud]

I too aimed for an Aftermarket TQ Converter, HOWEVER the plan was to VERIFY my Manual build with the GM gas Converter.

Well, the GM Converter play waaay too well unlocked with the 455+060, that i havn't even thought about spending for an Aftermarket converter.

[Scott65]

Are you able to lock the stock converter at WOT (not OD) without destruction? My cam is not gonna be happy with a stock stall anyway...

[Half-Inch Stud]

Originally Posted by Scott65

Are you able to lock the stock converter at WOT (not OD) without destruction? My cam is not gonna be happy with a stock stall anyway...

Well, cruisinghighway at 75 MPH shows 2500 rpm unlocked, and 2525 locked, I have no need to lock it. Runs cool.

1/4 mile ETs at 12.0-12.0 show no need to lock-it-up at the big end. TQ multiply is somewhere north of 1.1x engine TQ, wich is little but better than locked. 60' is advantaged with unlock.

Street use for lock/unlock with the GM Clutch Pedal (original 4-Speed 68 GTO) is cute function, yet certainly not a needful ting for every time i gotta jump-in and go. The GM gas Converter plays like a performance converter ideal for Street/ Strip.