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Extreme Veteran
Posts: 353
 
| This may have been covered someplace along the line but, here goes,
I intend to rip the Powerflite out of my 56 Dodge Custom Royal and replace it with a 3 Speed Torqueflite as some other have already done. The Powerflite uses an Air Cooled Converter and the Transmission I will be putting in place is a Water Cooled unit. If I remember correctly, the Air Cooled unit has Fins on the perimeter of the converter and the water cooled unit does not. So here is my question, What is wrong with simply using the Powerflite Converter? Out with the old, in with the new.
Del S |
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Expert 5K+
Posts: 5006
| finned are definitely air cooled...
WATER? cooled? You mean oil cooled right? |
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Extreme Veteran
Posts: 353
| You are correct, the oil cooler was/is in the bottom of the rad.
But my question is, will the finned - air cooled converter work with the Oil Cooled Torqueflite?
Del |
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Expert
Posts: 3399
 
Location: Chestertown, NY ( near Lake George) | Another issue is the PF stall speed is usually higher than the TF convertor. |
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Extreme Veteran
Posts: 353
| This is what I have found about P/F & T/F Torque converters.
PowerFlite was a straightforward two-speed automatic with a 1.72 low gear and a four-element torque converter whose dual stators provided a maximum stall ratio of 2.60:1 and a net starting ratio of 4.47:1. Chrysler considered using a lockup torque converter like Packard’s Ultramatic but opted for a lower cost build.
For the Torqueflites, An 11.75-inch-diameter, 2.6 stall torque ratio, air-cooled model was used in the Chrysler Windsor. A water-cooled version was employed by the Chrysler Saratoga. An 11.75-inch-diameter, 2.7 stall torque ratio, air-cooled version was used in all V-8 installations except the 392-cubic-inch engine.
A 12.5-inch-diameter, 2.3 stall torque ratio, water-cooled converter was mounted to all 392-cubic-inch engine installations.
Both of the 11.75-inch-diameter units were carryovers from the PowerFlite, but the 12.5-inch-diameter model was developed specifically for the TorqueFlite. The 11.75-inch converters would further improve vehicle performance with the larger engine, but were not used because of the greater torque capacity requirements of the transmission along with a propensity to induce excessive wheel spin characteristics on aggressive starts. Though tire smoking acceleration was a desirable attribute during the 1960s, the TorqueFlite driver was more interested in a smooth and linear application of power, not jerky or jack-rabbit-style drive-aways that were sensitive to throttle pressure.
From this I am thinking, the Converter in my will work nicely with the Torqueflite and the 315 Poly engine.
Del
Edited by dels56 2023-04-18 3:18 PM
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Expert 5K+
Posts: 9911
Location: Lower Mainland BC | .
Del: I think you will recall that I am re-using my56 Powerflite torque converter with my 57 Windsor Torqueflite. I had to get the Powerrflite TC rebuilt but that is a side issue.
You will need to run oil cooling lines for your TF.
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Extreme Veteran
Posts: 353
| Thanks Dave. I did not remember, that is why I did this. It has helped me with decisions. A bit more research on Converters, gear ratio, Torque and HP, it all seems to go together.
Del |
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Expert 5K+
Posts: 9681
Location: So. Cal | Yes, even Neil would suggest using a Powerflite air cooled torque converter with the Torqueflite to improve off-line performance. |
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Member
Posts: 5
| I am glad someone is talking about this.. Actually my issue is finding a torque converter.. I have a 1955 Plymouth Belvedere with a 2 Speed PowerFlite transmission.. Needs a torque converter and cannot find anything anywhere to replace this... Transmission has been slowly going out.. Just blew out the main seal at the torque converter going into the transmission and slings fluid everywhere now.. Was also having a bad whine when around 60mph, which that is the top speed and would buck and surge and not the let the car go past that speed.. Anyway I have the main rebuild kit for this transmission but I also think the torque converter needs to be replaced as well.. Anybody have and ideas or suggestions would be most helpful..
Thanks,
Jon |
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Extreme Veteran
Posts: 353
| Hi Jon, Where are you located will depend on availability of parts. I have no idea where you might find a converter but, it sounds like you may be looking at a tranny overhaul along with the T/C.. I am in B.C. Canada and 2 of my friends recently had Torqueflites overhauled at what were supposedly reputable transmission shops and in my opinion, they both got screwed on the price charged. So, you may want to think about picking up a good running P/F. Mine will not be out of the car for a while but maybe 56D500boy (Dave) May have one for sale. The other option is to find a person with overhaul experience either via this group or look for a transmission shop that has a mechanic over 75 years of age. If I remember correctly the R&R (Remove & Repair) flat rate was around 8 hours, at $100.00/hour labour should be in that C$800.00 range plus parts. Someone on The Forward Look will have more suggestions.
Del |
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Member
Posts: 5
| Wow I wish I would have seen this sooner.... I just paid $2500 to have mine rebuilt... Runs fine however I still have a leak at the throttle pressure kickdown seal... Must be an inferior seal or something or they didn't use rtv around the seal.. The kit I supplied to the transmission place was a kit I purchase from Andy Bernbaums... I just bought a 50018 mopar seal to replace this with just in case... However I am not sure if the transmission has to be dropped in order to replace this if i do it myself... |
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Torque Converter
