46RE with a non-lockup high stall converter?

Quite simply, can I use a non-lockup converter in a later moder 46RE? I am going to let the Holley Terminator X run it, so I should be able to simply not activate lockup, but would I cause any other problems? I know, usually people want to go lockup for mileage. I want to use my 3200 stall converter.

It won't work. The lockup spline count is different than the non lockup.

I do love simple answers...

It's not a drop in if that is what the question is ... BUT ... if you stuff the front half of the 727 into your 46RE , input shaft and hub assembly , front drum? , pump with stator support, you will be able to use the convertor. Since is electronically controlled I see no reason why just leaving the circuit unenergized would cause an issue with it and all it's valves just being there since they will just dead end where the 727 parts have no passage to send the fluid during lockup. What are you going to do aboutthe govenor pressure circuit , will this be a manual shift valve body ?

What you need to swap can depend on the years of the two transmissions. You would be miles ahead if you used a 46RH instead. Swap the pump with reaction shaft, rear drum with input shaft and front drum from the 727 into the 46RH.

would you use the full spring count in both drums ?
if so, refresh my feeble noggin' as to what the extra [full count] springs will do. [faster release of the clutch pack, or extra clamping force with the hydraulic assist ?]
it's hell to get old and forget stuff you have known for years !

I would say faster release but softer, slower apply with the full complement of springs. I don't worry about the rear drum as it has a Belleville spring and is applied in all forward speeds.

is that good or bad ?
i see a couple of differing opinions over the years........

Depends on what you want, comfy street cruiser, more springs, turned up pressure with a transbrake, more springs, race full manual valvebody, probably less springs, but you can use that as part of the 2/3 shift timing tuning also.

I always run 15 springs in the race stuff. Along with inner and outer relaese springs in the front servo. This is with Turbo action valve bodies. Other valve bodies could vary. But if you are getting 2/3 shift overlap you don't want to remove any springs. from either of these two spots.
Doug

I would use whatever the current spring count is if the trans is working fine before changing parts.

Might try looking for an early 518 90 model or so as they were non lockup from the factory.

i believe the non lockup units only have a two wire plug, while a lockup unit has three wires.

The 91.5-93 Diesel A518 is also non lockup, same with the early V10 truck.