Re: {Chrysler 300} Torque-Flite Trans 1956

["D.C. Mason" <petergriffinforpresident@xxxxxxxxx>]

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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