From my own experience, for '95 940s the AW71L is on the B230FT rather than the B230F. Similarly for '89 740s, plus there was the re-geared AW72L version of the AW71L for the B234F.

My impression is that torque lockup was paired with the more powerful engines a) to improve the EPA highway mileage rating of the higher power cars and b) because the high power engines would still have some response when locked up at highway speeds. In lockup at 50 mph doing little more than 2300 rpm (barely above a fast idle for some people) there's too much of a torque deficiency between the B230F and the more powerful variants.

Lockup kicks in and out for 4th gear around 45-50 mph no matter what load is on the engine. On the highway it's great on the flat stretches (and the pocket book), but can be irritating on hills if you're driving right around the shift point. Kick down from 4th+lockup always takes you straight to 3rd. As soon as you regain speed you jump back up to 4th+lockup. With these rather abrupt changes in rpm I often prefer to drive the hills with 4th gear (what some call "overdrive") locked out in order to disable lockup. A lockup torque converter lockout switch would have been nice, but alas it would probably have required another solenoid on the tranny and another relay in need of occasional resoldering. A shifter knob with a lockout switch on one side, a lockup switch on the other side and maybe buttons on top for high beam flash and horn -I like it. Of course I'd have to stop tapping my fingers on the knob with my favourite tunes.
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Dave -not to be confused with a real expert, just goofing around at this