Or they figured that the grammas and grampas who wanted the old old
flathead six weren’t in any hurry to get to the grocery store. And the
taxi drivers were looking for economy and reliability.
--Roger van Hoy
Sent: Monday, April 29, 2013 10:29 AM
Subject: Re: [FWDLK] Transmission Question
Don't
know, it really doesn't take a notable amount of power to operate, same pump
size/pressure as far as parasitic loss is concerned.. TF does weigh at least
25lbs more, matching converter was also heavier and larger diameter.. perhaps
the engineers felt the added weight of the trans as well as the rotational drag
or centripital force created with the larger converter wasn't worth the loss at
cruising, at 1:1 over the added pep felt off the line with a more advantageous
cumulative ratio at breakaway... Sent from my Verizon Wireless
Phone
As long as we're on the topic, any theories as to why the
TF tranny was never offered with the flattie ?
Ron
----- Original Message -----
Sent: Monday, April 29, 2013 12:56
PM
Subject: Re: [FWDLK] Transmission
Question
Very nice mods Jim!
We also have a new modification in the making to allow the use of a 4”
Mopar Stroker crank in the early engines and yet still run a cast iron
Torqueflite for the ultimate stealth activity.
Gary P.
Sent: Sunday, April 28, 2013 7:01 PM
Subject: Re: [FWDLK] Transmission Question
On
a poly block app, my favorite trick is to run a 57 air cooled bell housing and
air powerflite converter with a 58 liquid cooled torqueflite trans with all my
300 spec+ mods I've created.. twice the cooling, and added stall works well
with custom cams up to the 290ish duration territory. I even get anywhere from
a chirp to another set of tire marks into second... (.040 over FLP8 w nielson
cam, extrude honed and port matched dual quad intake, minor head porting and
valve mods)
Gary Pavlovich knows what I'm talking about :)
Sent from my
Verizon Wireless Phone
----- Reply message -----
From: "Dave
Homstad" <dhomstad@xxxxxxxxxxx>
To:
<L-FORWARDLOOK@xxxxxxxxxxxxx>
Subject: [FWDLK] Transmission
Question
Date: Sun, Apr 28, 2013 3:10 pm
No! 1st gear in a
TorqueFlite is 42% lower than in a PowerFlite. No way
a 200 rpm increase
in torque converter stall speed will make up for
that. I've had both a PF
and TF in my 56 Dodge. The TF is MUCH faster
off the line!
Dave
Homstad
56 D500
On Sun, Apr 28, 2013 at 1:32 PM, Eastern Sierra
Adjustment Svc wrote:
> The PowerFlites have higher stall speeds in
their torque
> converters, so they accelerate more quickly than the
T/Flite,
> making-up
> for the lack of the T/Flite's low
gear.
>
> A P/Flite is essentially a T/F, but without a 1st
gear.
>
>
> Neil Vedder
>
>
>
> On
4/28/2013 10:26 AM, Brent Burger wrote:
>> I did
not know this !
>>
>> TF's were app'd
behind slant sixes. I have handled a number of
>> them over
the years.
>>
>>
Burger
>>
>>
=======================================
>>
>>
>> On
Apr 28, 2013, at 10:19 AM, Ron Waters wrote:
>>
>>> Only
the powerflite or 3-on-the-tree manual transmissions were
>>>
available with the flathead 6.
>>> Ron
>>>
----- Original Message -----
>>> From: Allen
Faltus
>>> To: L-FORWARDLOOK@xxxxxxxxxxxxx
>>> Sent:
Sunday, April 28, 2013 12:31 PM
>>> Subject: [FWDLK] Transmission
Question
>>>
>>> I am wondering if the 57 through 59
Torqflite transmissions were
>>> used in the 230-6 cyl plymouths
and dodges? Or did those cars just
>>> use the 2 speed
powerflites?
>>> Thanks,
Allen
>>>
>>>
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