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There are 11 messages in this issue.
Topics in this digest:
1. Re: torqueflite trans.
From: "elmer tuuri" <eltuuri@xxxxxxxxxxx>
2. Master Cylinder Idea
From: "Frank Bakanau" <FBAKANAU@xxxxxxxxxxxxxxxx>
3. Weather Report?
From: Redwoodlse@xxxxxxx
4. 68 300 owners...
From: mwl1967@xxxxxxx
5. torqueflite trans.
From: William Huff <whuff@xxxxxxxxxx>
6. Re: torqueflite trans.
From: "Steve Galezowski" <stevenlulu@xxxxxxxxxxxx>
7. a/c heads
From: George McKovich <george@xxxxxxxxxxxxx>
8. a/c problems
From: "Antonello Jelitro" <mopar@xxxxxx>
9. 57 A/C question
From: john_nowosacki@xxxxxxxxxxx
10. Re: torqueflite trans.
From: "elmer tuuri" <eltuuri@xxxxxxxxxxx>
11. Carlisle Hotel Registration - Time Running Out
From: moparpjf@xxxxxxx
________________________________________________________________________
________________________________________________________________________
Message: 1
Date: Thu, 05 Jun 2003 13:25:34 +0000
From: "elmer tuuri" <eltuuri@xxxxxxxxxxx>
Subject: Re: torqueflite trans.
Excellent article William! But no one mentioned kickdown adjustment
[throttle pressure] With
minimum pressure, it should shift to high between 23-28 mph. I prefer 25-28,
but never over 30.
If you install a shift kit, there is also an adjustmant in the
throttle-body. I use B+M Transpak.
After installing one, I just used adjustments from kit for my other
cars.[street-adjustment]
Elmer Tuuri
Lively Ont. Canada
Been a terrible spring
>From: William Huff <whuff@xxxxxxxxxx>
>To: Chrysler300@xxxxxxxxxxxxxxx
>CC: classiccars64@xxxxxxxxxxx
>Subject: [Chrysler300] torqueflite trans.
>Date: Wed, 04 Jun 2003 00:18:10 -0500
>
>Even though the transmission may not automatically downshift into second as
>a passing gear, if you are still within the torque and HP range of your
>engine, it is usually possible to manually downshift. At 60-70 MPH I would
>think that at full throttle you could still down shift without over revving
>the engine. I would use full throttle to avoid a severe jolt from the
>mismatch in engine and transmission output speed. I threw together some
>real rough and ready figures using a lot of assumptions to see what might
>have happened if the tranny did downshift or if you manually did so.
>
>I know post '62 727 aluminum torqueflites use a final drive ratio of
>1.00:1 and a second gear ratio of 1.45:1. I can't find the gear ratios for
>the cast iron torqueflite, but the second gear is probably very close to
>that of the later tranny. If we assume two different tires for a
>comparison, 235R75 x 15 and 225R70 x 15 we find the 235-75 series has a
>diameter of about 28.9" and the 225-70 series a diameter of about 27.4".
>
>Assuming a rear end ration of 3.23:1, at 70 MPH and in third gear, the
>engine would be turning 2638 RPM with the 235 tires and 2773 RPM with the
>225 tires.
>
>A downshift to second at 70 MPH with a 1.45 second gear ratio would lead to
>3825 RPM with the 235 tires and 4020 RPM with the 225 tires. I believe the
>standard 413 in the "F" developed 375 HP at 5000 RPM and the higher
>performance engine developed 400 HP at 5,200 RPM. It appears to me as
>though the engine would not be over revving.
>
>Since maximum torque develops at 2800 for the 375 HP engine and at 3600 RPM
>for the 400 HP engine, looks like you were sort of caught right in the
>middle, beyond the torque band and not really in the HP range for the
>standard 375 HP engine. I sort of feel that if you have the 400 HP
>engine, it must have been an unusually fast car to pass on by like that.
>
>Next time, slip it into second right when you think something exciting
>might develop and be sure to start accelerating earlier. You have to have
>a MUCH faster car to overcome the momentum gathered by a long head
>start. It is easy for another car to be going 20 MPH or more faster than
>you when they come even, if you wait till they are almost there to
>accelerate,...well, you know.
>
>If you do want to manually bring the engine to it's peak, I recommend an
>accurate tachometer, new valve springs are quite helpful as well.
>
>That's my Monday morning quarterback take on the situation from a few
>thousand miles away.
>
>Regards,
>
>Bill Huff
>
>
>
>
>
>
>I believe it depends on how the transmission is set up which in turn
>depends
>on your motor's torque curve & rpm capability and your axle ratio. If you
>have a stock 413 with a 3.23? rear gear, then you wouldn't want it to
>downshift over 70 mph or you are likely to over rev the motor.
>
>Steve Galezowski
>
>----- Original Message -----
>From: "thomas powers" <classiccars64@xxxxxxxxxxx>
>To: <chrysler300@xxxxxxxxxxxxxxx>
>Sent: Tuesday, June 03, 2003 9:07 PM
>Subject: [Chrysler300] torqueflite trans.
>
>
> >
> > Hello.
> > I have a question what speeds can a torqueflite transmission
>downshift
> > cause i was going 60 or 70 m.p.h. in my 60 300F and a car tried to
>pass
>me
> > when he was way back to start with then i hit the gas and it would not
> > downshift so i could get ahead and the car eventually got right by me
>and
> > passed me.But it would not have happened if the transmission would have
>went
> > into passing gear whats wrong thank you tom.
> >
> > _________________________________________________________________
> > STOP MORE SPAM with the new MSN 8 and get 2 months FREE*
> >
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Message: 2
Date: Thu, 5 Jun 2003 07:49:08 -0700
From: "Frank Bakanau" <FBAKANAU@xxxxxxxxxxxxxxxx>
Subject: Master Cylinder Idea
On the subject of old cars and master cylinders, does anyone know of a
device that splits the front/rear lines ala dual modern systems. I envision
a "Tee" fitting that is off the outlet port. It has a "detented" ball that
would block off one side if there was a sudden drop in pressure. While this
would not prevent a M/C fasilure, it would save the day if a line, hose or
wheel cylinder went south. Any such device, or am I gunna be rich??
Frank in 90 deg Eugene C-300 and Honda Insight for an average 35mpg
________________________________________________________________________
________________________________________________________________________
Message: 3
Date: Thu, 5 Jun 2003 13:24:33 EDT
From: Redwoodlse@xxxxxxx
Subject: Weather Report?
For the upcoming Wheatieville Meet next week, what sort of weather should we
expect?
Larry W Jett
950 Woodside Road Suite 4
Redwood City CA 94061
650 368 3966
[Non-text portions of this message have been removed]
________________________________________________________________________
________________________________________________________________________
Message: 4
Date: Thu, 5 Jun 2003 14:07:19 EDT
From: mwl1967@xxxxxxx
Subject: 68 300 owners...
My recently aquired 300K is wearing a really nice set of '68
wheelcovers. Just $50 for the set to the first clubmember who will give them a good
home. Will send photos upon request... shipping from Phoenix. E-mail me
directly.
Thanks
Mike Laiserin
________________________________________________________________________
________________________________________________________________________
Message: 5
Date: Thu, 05 Jun 2003 15:11:12 -0500
From: William Huff <whuff@xxxxxxxxxx>
Subject: torqueflite trans.
Hi,
It is true that the kickdown adjustment can change the shifting
characteristics of the transmission. However, an improperly adjusted or
missing kickdown adjustment can materially shorten the life of the
transmission, leading to early failure. Governor pressure is another
measure of shifting points and quality.
I have also put the transpak in several of my torqueflites over the years,
but I have never had a cast iron torqueflite apart, and I don't know what
is available for adjustment in the valve body. I do not believe the
transpak or other kit was available for the cast iron tranny (could be
wrong, I was in high school when they were last made and was driving cars
from the '40s and early '50s.) Yep, those were some fast flat head six
cylinders, even had a couple of straight 8s. :^).
I really wouldn't recommend moving far from factory adjustment on any
portion of the transmission without some research. I had spoken to some
people at J.W. Performance Transmissions a few years ago, they are close to
where I live, pioneered the Ultrabell bellhousing and are torqueflite
experts. I think they said that they could make the cast iron transmission
a pure manual shift that could live under some real horsepower, but they no
longer do high performance streetable auto shift torqueflites of any kind
due to the problems associated with the throttle adjustment. Someone would
put a tall manifold on the engine and the transmission would be back in the
shop a short time later due to improper kickdown adjustment causing failure.
Regards,
Bill Huff
Excellent article William! But no one mentioned kickdown adjustment
[throttle pressure] With minimum pressure, it should shift to high between
23-28 mph. I prefer 25-28, but never over 30.
If you install a shift kit, there is also an adjustmant in the
throttle-body. I use B+M Transpak.
After installing one, I just used adjustments from kit for my other
cars.[street-adjustment]
Elmer Tuuri
Lively Ont. Canada
Been a terrible spring
[Non-text portions of this message have been removed]
________________________________________________________________________
________________________________________________________________________
Message: 6
Date: Thu, 5 Jun 2003 16:30:50 -0400
From: "Steve Galezowski" <stevenlulu@xxxxxxxxxxxx>
Subject: Re: torqueflite trans.
That's what happened to me (ie kickdown adjustment problems not transmission
failure). I don't know the technicalities but I had the tranny rebuilt to
high performance specs. and at the same time installed an aftermaket
manifold and carb. with different linkage connecting points. When the tranny
was reinstalled the kickdown was screwed up. It took a lot of fussing by my
mechanic to get it right. But now its great. The tranny shifts firmer than
stock and it holds a gear longer before upshifting and as mentioned in a
previous e-mail the full throttle upshift is at 78 mph which is also the
speed over which the kickdown does not engage. So it was a bit of a headache
but worth it especially with a beefed-up motor.
Steve Galezowski
65 300L
----- Original Message -----
From: "William Huff" <whuff@xxxxxxxxxx>
To: <Chrysler300@xxxxxxxxxxxxxxx>
Cc: <eltuuri@xxxxxxxxxxx>
Sent: Thursday, June 05, 2003 4:11 PM
Subject: [Chrysler300] torqueflite trans.
> Hi,
>
> It is true that the kickdown adjustment can change the shifting
> characteristics of the transmission. However, an improperly adjusted or
> missing kickdown adjustment can materially shorten the life of the
> transmission, leading to early failure. Governor pressure is another
> measure of shifting points and quality.
>
> I have also put the transpak in several of my torqueflites over the years,
> but I have never had a cast iron torqueflite apart, and I don't know what
> is available for adjustment in the valve body. I do not believe the
> transpak or other kit was available for the cast iron tranny (could be
> wrong, I was in high school when they were last made and was driving cars
> from the '40s and early '50s.) Yep, those were some fast flat head six
> cylinders, even had a couple of straight 8s. :^).
>
> I really wouldn't recommend moving far from factory adjustment on any
> portion of the transmission without some research. I had spoken to some
> people at J.W. Performance Transmissions a few years ago, they are close
to
> where I live, pioneered the Ultrabell bellhousing and are torqueflite
> experts. I think they said that they could make the cast iron
transmission
> a pure manual shift that could live under some real horsepower, but they
no
> longer do high performance streetable auto shift torqueflites of any kind
> due to the problems associated with the throttle adjustment. Someone
would
> put a tall manifold on the engine and the transmission would be back in
the
> shop a short time later due to improper kickdown adjustment causing
failure.
>
> Regards,
>
> Bill Huff
>
>
>
>
> Excellent article William! But no one mentioned kickdown adjustment
> [throttle pressure] With minimum pressure, it should shift to high between
> 23-28 mph. I prefer 25-28, but never over 30.
> If you install a shift kit, there is also an adjustmant in the
> throttle-body. I use B+M Transpak.
> After installing one, I just used adjustments from kit for my other
> cars.[street-adjustment]
>
> Elmer Tuuri
> Lively Ont. Canada
> Been a terrible spring
>
>
> [Non-text portions of this message have been removed]
>
>
>
> To send a message to this group, send an email to:
> Chrysler300@xxxxxxxxxxxxxxx
>
> For list server instructions, go to
http://www.chrysler300club.com/yahoolist/inst.htm
>
> To unsubscribe from this group, send an email to:
> Chrysler300-unsubscribe@xxxxxxxxxxxxxxx
>
>
>
> Your use of Yahoo! Groups is subject to http://docs.yahoo.com/info/terms/
>
>
________________________________________________________________________
________________________________________________________________________
Message: 7
Date: Thu, 5 Jun 2003 13:10:43 -0600
From: George McKovich <george@xxxxxxxxxxxxx>
Subject: a/c heads
Does anyone in the group have a picture of a right hand (passenger) side head with the correct tapped holes in the front of it for mounting the 1957 300C factory air contditioning compressor?? I have a factory unit and want to mount it correctly.
Thanks
George
[Non-text portions of this message have been removed]
________________________________________________________________________
________________________________________________________________________
Message: 8
Date: Thu, 5 Jun 2003 23:17:43 +0200
From: "Antonello Jelitro" <mopar@xxxxxx>
Subject: a/c problems
Hello everybody
have some problems with the factory a/c system in my 58 Chrysler.
Today I had the system charged, with about 3 lbs of good old R12, but the air from the vents is still warm. The valve on the pass side inner fender is cold , but the hose going to the firewall remains warm. I connected the a/c compressor wire direct to the positive side of the battery, and it's ok, but still no cold.If I move the lever on the heater panel, nothing happens , the clutch in the compressor doesn't engage. Any suggestion?
What the function of the solenoid valve on the firewall near the master cylinder? Why is connected to the valve cover? Can be bypassed if not working?
Please help, in this part of the world is impossible to find someone who can work on a/c systems on old cars,
and reading the shop manual didn't help me at all.
Thank you
Antonello Jelitro, from hot and humid Italy
[Non-text portions of this message have been removed]
________________________________________________________________________
________________________________________________________________________
Message: 9
Date: Thu, 5 Jun 2003 15:50:46 -0600
From: john_nowosacki@xxxxxxxxxxx
Subject: 57 A/C question
Does anyone on the list know where I can get detailed photos/descriptions of how and where the a/c lines are supposed to run on a 57 Chrysler?
I have all the lines and hoses (I think) but they were in the trunk of the car, not installed, and there are only a few pictures in the manual showing glimpses of lines, but not the whole system. I'd like to put them on in the right places, not just however I make them fit.
If someone with an a/c car lives relatively close to Boston, I would welcome the chance to travel and take pictures of your system.
Thanks,
John
________________________________________________________________________
________________________________________________________________________
Message: 10
Date: Thu, 05 Jun 2003 21:38:37 +0000
From: "elmer tuuri" <eltuuri@xxxxxxxxxxx>
Subject: Re: torqueflite trans.
Kick-down must be working-It must have throttle-pressure-or transmission is
toast in no time!!
It is a trial and error thing to get it right.--Return spring should be
sufficient. I bought a car once
with too weak a spring. it took me a day or two to figureout, after
adjusting did not help
Elmer Tuuri
>From: William Huff <whuff@xxxxxxxxxx>
>To: Chrysler300@xxxxxxxxxxxxxxx
>CC: eltuuri@xxxxxxxxxxx
>Subject: [Chrysler300] torqueflite trans.
>Date: Thu, 05 Jun 2003 15:11:12 -0500
>
>Hi,
>
>It is true that the kickdown adjustment can change the shifting
>characteristics of the transmission. However, an improperly adjusted or
>missing kickdown adjustment can materially shorten the life of the
>transmission, leading to early failure. Governor pressure is another
>measure of shifting points and quality.
>
>I have also put the transpak in several of my torqueflites over the years,
>but I have never had a cast iron torqueflite apart, and I don't know what
>is available for adjustment in the valve body. I do not believe the
>transpak or other kit was available for the cast iron tranny (could be
>wrong, I was in high school when they were last made and was driving cars
>from the '40s and early '50s.) Yep, those were some fast flat head six
>cylinders, even had a couple of straight 8s. :^).
>
>I really wouldn't recommend moving far from factory adjustment on any
>portion of the transmission without some research. I had spoken to some
>people at J.W. Performance Transmissions a few years ago, they are close to
>where I live, pioneered the Ultrabell bellhousing and are torqueflite
>experts. I think they said that they could make the cast iron transmission
>a pure manual shift that could live under some real horsepower, but they no
>longer do high performance streetable auto shift torqueflites of any kind
>due to the problems associated with the throttle adjustment. Someone would
>put a tall manifold on the engine and the transmission would be back in the
>shop a short time later due to improper kickdown adjustment causing
>failure.
>
>Regards,
>
>Bill Huff
>
>
>
>
>Excellent article William! But no one mentioned kickdown adjustment
>[throttle pressure] With minimum pressure, it should shift to high between
>23-28 mph. I prefer 25-28, but never over 30.
>If you install a shift kit, there is also an adjustmant in the
>throttle-body. I use B+M Transpak.
>After installing one, I just used adjustments from kit for my other
>cars.[street-adjustment]
>
>Elmer Tuuri
>Lively Ont. Canada
>Been a terrible spring
>
>
>[Non-text portions of this message have been removed]
>
_________________________________________________________________
Help STOP SPAM with the new MSN 8 and get 2 months FREE*
http://join.msn.com/?page=features/junkmail
________________________________________________________________________
________________________________________________________________________
Message: 11
Date: Thu, 5 Jun 2003 21:10:46 EDT
From: moparpjf@xxxxxxx
Subject: Carlisle Hotel Registration - Time Running Out
Hi Group:
We still have 3 rooms left at the Radisson Hotel in Camp Hill for the
Carlisle show. The hotel will hold them until June 10th at the $92.00 rate
for the club members. Any questions, please let me know.
Pete Fitch
________________________________________________________________________
________________________________________________________________________
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