RE: {Chrysler 300} Torque-Flite Trans 1956

["Rich Barber" <c300@xxxxxxx>]

When I received my lightly-restored '55 C300. The rear transmission mount support brace had been reversed--putting the U-joints at improper angle.  My mechanic unbolted the rear mount and drilled new holes in the brace rather than R&R the exhaust pipes   Looking at the drivetrain from underneath, the drivetrain and tunnel offset was quite apparent.  I think this offset of front-engine-rear drive vehicles.  It was very noticeable in our Chev HD RV as the engine cover was between the bucket seats, leaving only a tiny space for the passenger.

I always believed the offset was partially for weight distribution and primarily to give the driver position more room for three pedals and driver's big feet.

Rich Barber--Somewhere in the West...


-----Original Message-----
From: chrysler-300-club-international@xxxxxxxxxxxxxxxx <chrysler-300-club-international@xxxxxxxxxxxxxxxx> On Behalf Of John Grady
Sent: Sunday, September 11, 2022 10:44 AM
To: D.C. Mason <petergriffinforpresident@xxxxxxxxx>
Cc: chrysler 300 club <chrysler-300-club-international@xxxxxxxxxxxxxxxx>
Subject: Re: {Chrysler 300} Torque-Flite Trans 1956

Agree , but that is verbatim from the book … !

Sent from my iPhone

> On Sep 11, 2022, at 10:42 AM, D.C. Mason <petergriffinforpresident@xxxxxxxxx> wrote:
> 
> Thanks for sending this to everyone John!
> I wouldn’t have thought there would be much variation in where the 
> engine sits in the bay relative to the rest of the car… dave
> 
> 
> 
> Sent from my iPhone
> 
>> On Sep 10, 2022, at 2:01 PM, John Grady <jkg@xxxxxxxxxxxxxxxxx> wrote:
>> 
>> Hi ,
>> A poster on here recently mentioned this service Manuel , apparently republished ( I found it on eBay ) .Thank you!! 
>> 
>> It has excellent  data and an explanation of iron TF , as would be expected in the first year of exposure to Chrysler mechanics . 
>> 
>> While the depth to which it goes in the rebuilding section is understood only by Don V , the explanations in front are really interesting . 
>> I learned something very important in reading it . While we have all 
>> seen many opinions and instructions on setting up the overall 
>> throttle linkage to transmission  this is the first time I saw the 
>> WHY and what it is trying to do when set right . That is so critical 
>> to correct performance …
>> 
>> I admit to a lot of confusion myself over the years …
>> 
>> To cut to it , two takeaways : the trans internal stop in the idle direction should hit at the exact same time the idle stop in carb is hit (carb warmed up and adjusted right) . 
>> 
>> And 2) there is factually a spring indent in transmission at WOT that causes passing gear or kick down ; that point should be hit and felt positively in pedal just as carb reaches WOT . Translating that and initial pedal angle at idle etc , you know where to go . 
>> It says NOT to use the rod from fire wall to carb to set any of that —- if other adjustments are correct . That rod adjustment is to deal with the position of engine in car Re: body , and should not be used to set up any of those two other  requirements . If done wrong , the total after restoration , total  travel of carb can be inadvertently mismatched to trans total travel need, I think!
>> 
>> .  You can almost be sure yours has been incorrectly messed with , 
>> (the rod from carb to firewall ) which adds a whole new variable to 
>> what you are trying to do by changing rate of opening if you get into 
>> this and dont know this  . I have spent hours on this seemingly 
>> simple thing in the past , often giving up , not knowing this end 
>> point , and their design intent …
>> 
>> Seems like 3 interacting adjustments , not so ..  and that one on top 
>> is too easy to get to , a direct temptation  for the “ golden  
>> screwdriver” to really mess things up … John
>> 
>> Sent from my iPhone
>> 
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