It would really be neat to find a way to get a lockup convertered transmission coupled to the 1100. The Bow Tie brand model 700 I put in my S10 is awesome! Would you believe I can get 25 mpg if I'm careful with the throttle and use lockup? That's with a 412 ci V8.
Made a believer out of me.

 

'84 Nissan Pulsar A/T

TH180 GT owner here. Yes there are TH180 lock-up torque converters - some Chevettes and Suzuki Models used them BUT it is not as simple as just bunging in a lock-up converter as there are the hydraulic control passages to be considered. Internally the Lock-up TH180 is considerably different to the nonlock-up type. Also wee four cylinder motors get a bit stressed with lock-up converters as a bit of slip cushions them from severe rev changes when up-down hill transitions take place.

THe TH180 is already one of the most efficient GM auto transmissions as far a losses are concerned - it was used extensively in Australian Holdens as the "Tri-matic" so I have a wee bit of experience with this trans.

I own an '84 Pulsar (long story . . . my "airport car") with an auto in it that was available BOTH ways, lockup converter (sold in US only) and non-lockup converter (sold in Japan and Asia). Had to replace my tranny due to shifting problems with one from Japanese used parts importer here, that's how I know. The ONLY difference between these two transmissions was the torque converter, all else was identical. I own an FSM for this car and it specifically mentions this in the A/T section, as well. Hmmmm . . . got me to wondering . . . again!

 

So what is it, are lockup torque converters available for the Opel autos, and whats involved with changing them? Or are they not available? I feel that if I go to a VW diesel (custom tranny adapter) that a non lockup torque converter could be a problem. Or am I way off base here? Torque converters allow a transmission to operate at a lower RPM correct? I have never worked on nor have I consistently driven an automatic equipped car, so thats where part of my ignorance is. Also, the torque converter for my tranny is rusted beyond repair (laying in the leaky backseat all those years ya know)

 

As Jim has stated .. It is a trans. with a lockup converter.
The lockup trans. has a different input shaft and passage.
Also there is a control circuit in the valve body to control the lockup converter .
The Trans. with this standard lockup was supposed to save aboult 10% on fuel . Lockup was above 30mph and all opel engs. could use a lockup converter ( if some one wanted to use one ) . When in lockup there is no strain on the eng. ( It's the same as a std. trans. & clutch setup with 1 to 1 lockup ) HTH

 

a torque converter is a system to transfer drive through a fluid medium instead of a friction clutch , a lock up converter stops doing the transfer in its normal way and "locks up " the impellers (turbine and pump) so there is no power loss or slip as with a standard coupling when there is an input to tell it the gear box is in high gear(used to be only in top when they were just hydraulic controlled but can now be in more than one gear with computer control)

 

Okay, you hurt my head more than helped it, but its not your fault. So, my factory Opel transmission is a TH 180? And the valve body and everything inside needs some other parts/passages to work with a lockup converter. I'm sorry, I always seem to make everything about Opels harder than it really is. :crying:

 

no its made different from the start i dont think it is a thing that can be done as an add on

 

Yes , Thats it.HTH

 

thats what I needed, thanks guys, I told you all I would make it more difficult than it really is! Time for some more digging around on here then.

 

Not to bring up a dead thread.. But might as well.

ANYONE had any luck with this..? I rebuilt my TH180 so know whats involved.

The valve body, etc.. does come out. So is it possible to swap the guts..? OR how far off bolt pattern wise is a Chevette Trans pattern verse the Opel one..?

Any idea how much RPM drop there is on the highway.. ? once it locks up..?

Also never thought of this.. BUT is the Opel bolt hole pattern in the multi-pattern bellhousings that GM used in the 70s ?

Those Bell housings were designed to fit Chevy motors, Pontiac, Buick, Olds, and Caddy motors..

Also fits 4 and 6 cylinders.. So curious if the CIH pattern is hidden in there.

 

At a glance, the 4 blue ones and the bottom green ones(one on each side) seem to be in about the right places.

 

I am tempted to get one just to see.. It would make sense.