I actually prefer the hydralic lockup setup better than the electrical... it's less work and functions pretty well. However, if one has the electric lockup function the best way to connect it (in my opinion) is via a throttle switch with a manual override. You definitely want the lockup to kick out in high-throttle conditions such as passing, and the manual override would allow you to lock it out during heavy loads like towing if you're inclined to doing such things. Simply running it through a manual toggle only would work but if you forget to flip that switch when you stand on it, you will damage the converter. You might not break it, but you're one step closer to doing so every time that happens.
Of course, none of this applies if you have a several-thousand-dollar multiplate-clutch billet converter. They are out there, most easily found through diesel suppliers like SunCoast (you really don't want their standard ultra-low stall ratios, though). Prepare to open your wallet as wide as, or wider than, you did when you bought the whole car. :eusa_doh:
On the cylinder heads, I was initially thinking "Man, that seems like a lot of effort just to maintain the crappy stock intake port window," but then I went downstairs and looked at my J heads: NASCAR guides, 5/16" intake stems, 11/32" exhaust, titanium valves/locks/retainers, "bad homegrown" Comp/Lunati double valvesprings w/dampers, etc. and decided this really wasn't much effort at all. :icon_biggrin:
Of course, none of this applies if you have a several-thousand-dollar multiplate-clutch billet converter. They are out there, most easily found through diesel suppliers like SunCoast (you really don't want their standard ultra-low stall ratios, though). Prepare to open your wallet as wide as, or wider than, you did when you bought the whole car. :eusa_doh:
On the cylinder heads, I was initially thinking "Man, that seems like a lot of effort just to maintain the crappy stock intake port window," but then I went downstairs and looked at my J heads: NASCAR guides, 5/16" intake stems, 11/32" exhaust, titanium valves/locks/retainers, "bad homegrown" Comp/Lunati double valvesprings w/dampers, etc. and decided this really wasn't much effort at all. :icon_biggrin:
