Please explain how a lockup converter works as apposed to a regular converter.

Thank You

Ok, so I found an explanation on utube by summit.

Its pretty simple really... you have 3 gears
on the normal trans then you you go to lock
up then to OD.. the clutch in the converter
is probably what you dont think of.. I run a
OD trans(it has a clutch in the trans but I
dont run a OD conv so I only get 1,2,3,OD..
thats with a 518 trans
EDIT
I could have lock up and the direct backwards(I
do a lot of times
but there is another clutch in the conv (but
I love my OD)

Any auto trans with a converter pressurizes the converter to keep it filled. In a non-lockup TF the converter fluid enters and exits through the reaction shaft support but on the lockup TF, in the unlocked mode, the fluid enters the converter through the hollow input shaft and flows between the lockup piston and the front cover then exits through the reaction shaft support. This flow forces the clutch piston away from the front cover.

In the lockup mode, the input shaft feed shuts off and the converter pressurizes like the non-lockup; pressure in the converter acts on the lockup clutch piston to apply it.

Basically its a clutch inside the lock-up converter that when applied takes out all normal converter slippage and gives direct drive through the converter in full lock-up. It must unlock at idle or it would be like coming to a stop in a stick car and not pushing the clutch in. As was said when it applies lock-up it basically reverses the fluid flow in the converter so instead of keeping the clutch off it will apply the piston for the lock-up clutch on. The first one Mopar used was in the late 70's I believe and were hydraulic controlled as most newer years are still hydraulicly applied but are controlled by the electronics. Ron

So is there a valve/lever to push/pull to activate the converter to lockup mode?

There is a valve - in the valve body - that moves - when the electronics close the lockup solenoid. When Chrysler first started using lockup this valve was hydraulically controlled without electronics - but that was the first design - going to electronics allowed the lockup event to be more precisely controlled by using several inputs, temp, vehicle speed and throttle angle are a few.

how reliable are high stall lock up converters, and how much more expensive are they compared to regular high stall converters ? i realize a $300 converter is not in the same league as a $700-800 converter.

Not current information, but: the 518 clutch won't hold WOT with a big engine.

Correct.. if you put even a fair amount
of power to it it will slip.. thats why I
dont run a lock up conv.. Just the OD trans
to get the milage.. there are companies that
make a LU conv but you have to space the trans
back because the conv is thicker and they are
pricey.. I was looking at one but the price
killed that($1800)

My 92 D150 with a 518 has a lock up converter, I talked to Lenny at Ulitimate about it , he said he could redo it, he did and I am very happy with the results: my 60 ft times dropped from high 2. teens-low 2.20s to 2.00s with a best of 2.03 running low 15s ( 4.10 sure grip rear)

thanks for that info guys ! i never gave the space-back a thought.