Variable hydraulic lifters for 440 engine
Nice detective work.
Unfortunately I cannot answer any of those questions. Hopefully someone who can will chime in.
So the only difference between Park and Neutral are that in Park there is a pressure bleed off and the ratchet lock is engaged.
Additionally, the flow to the TC is reduced, resulting in very low pressure in there, and very little energy transfer from the engine to the trans.
The thing about a TC is it's Torque Multiplying ability. This varies with rpm and with load, and is greatest with the vehicle stopped. The TC has an internal hydraulic ratio that can vary by as much as 2.0 to as little as 1.0 and change.
So at zero mph, lets say the typical performance ratio is 1.8 then whatever torque comes into the TC, at stall, will be multiplied by that 1.8, then by the trans low gear (2.45) then by the rear end, 4.10 in your case; so the total multiplier is 18.081 ! this is a crazy high number. If at 3000rpm/WOT your 440 had the ability to generate say 380 ftlbs torque, then your tires would be trying to deal with 6870 ftlbs. Of course they would lose that battle instantly.
So now the rpm is rising and the tires are spinning. The TC is dropping ratio because of the loss of resistance due to the spinning tires.
So lets say you just keep the rpm at 3000,which can no longer be at WOT, so say putting down 200ftlbs,and say the TC ratio has fallen to 1.4, so then;
200x1.4x2.45x4.1=2810, and the tires keep right on spinning.
So say the car is accelerating with spinning tires, and you eventually reach peak torque of say 440 ftlbs, and the TC is down to 1.1, so
440x1.1x2.45x4.1=4860, so those loser tires keep right on spinning.
So say you eventually get to max power, and that might be 450@5500 so that would then calculate to 280ftlbs. Ok,then
280x1.1x2.45x4.1=3100 ftlbs and the tires are still spinning. The roadspeed is 44mph with 28" tires.
So that's getting to the end of first gear.
Now, the point I'm trying to make is that, this is about how it should be working. I guessed at you torque numbers so the actual values are just best guesses. But don't overlook the big picture that The TC is constantly changing it's ratio, in response to the rpm and load.
If the stator-clutch quits locking,and spins backwards, then the TC will never do the Torque Multiplying. So at zero mph the torque coming out of it will be same as going in, less whatever slippage occurs, so, again at zero-mph, say;
380x0.9x2.45x4.10=3435, still enough to spin the tires with that 440 and the 4.10s; but now it takes full throttle to maintain the spin, as there is no more TM occurring in the TC.
If the TC is designed for a low stall application, the angle of the fins will be different, and the unit will want to start transmitting torque sooner; and the stator angle could be different as well. The result of all that could be a higher TM ratio. But if it is engineered for 300 ftlbs, and you pump 440 into it, then the flash-stall could rise due to deformation of the case resulting in internal slippage.
I mean the TC is a fabulous invention; simply built, but almost unfathomably complicated in operation. It can fail catastrophically, or subtly.
Not long ago a FABO member had his TC fail internally to the point that the engine would nearly stall when the trans was put into gear, and the car would accelerate very poorly. Once moving and cruising it seemed fine. A new TC gave his combo a whole new personality.
