Mike R. :
The 331cid hemi was a huge engine, but extremely durable, from
what I have been told. The biggest joke about them was that
they would make a great anchor for the "Queen Mary". (ie,
loads of iron in them). They were used for racing well into
the 1960's and 1970's , even after the 426 hemi was on the market.
This block was last used in the 1958 Imperials (392 cid) and Chryslers
(New Yorker - 392cid; Windsor/Saratoga - 354cid).
As for the Fluid Drive, it is a fluid coupling between the clutch
and the engine. It operates similar to a torque converter but does
not have the multiplying effect of the torque converter. The
original Hydra-Matic had a fluid coupling. The British Lanchester
had a fluid coupling in the early 1930's - Chrysler introduced their
version on the 1939 Chrysler Custom Imperial, although coupled
to a 3-speed manual transmission.
In 1951 Chrysler offered the Fluid-Torque Drive - a torque converter
in place of the fluid coupling. The Plymouth "Hy-Drive" was a 3-speed
manual transmission coupled to a torque converter.
As for the transmission itself, it usually was an ordinary 3-speed manual.
The coupling permitted stopping the vehicle without depressing
the clutch, although the clutch had to be used to switch between
gears (ie, "Safety Clutch").
Chrysler did offer a 4-speed semi-automatic transmission along with
the Fluid Drive. Prior to World War II it was Vacamatic (vacuum
operated) with the 1942 8-cylinder models having overdrive as
well. Post-war it became hydraulically operated, but no overdrive.
The post-war versions the Chrysler version was called "Prestomatic",
Dodge "Gyromatic" and DeSoto "Tip-Toe Hydraulic Shift" (I kid you not!).
I owned a 1949 DeSoto Custom with Fluid Drive and Tip-Toe
Hydraulic Shift. The gear shift leaver appeared to be
just like a 3-in-the-tree, only with no 1st gear position.
Reverse was in the normal position, but low range was
where 2nd was and hi where 3rd usually was.
Each range had 2 speeds - thus 4-speeds. You could start out
in the low gear of low-range, pick up speed to about 8 mph,
lift your foot off the accelerator, wait a few seconds, and "clunk",
you're in high gear of low range! At about 12-14 mph you shifted
to hi range (using the clutch) and after the "clunk" you were
in low gear of hi range. Repeating the accelerator process
at about 18 mph put you in hi gear of hi range. Or, you could
leave it in hi and just brake and accelerate like any automatic
(well, okay, like Buick's Dynaflow - slow, but stately). Chrysler
claimed it "clicked", but "clunk" is more like it.
With the arrival of the Fluid-Torque Drive, Chrysler began using
a quandrant, just real automatics. But it fooled know one.
With the introduction of Powerflite in mid-1953, the semi-
automatics were gone within a year across the board.
By the way, that Saratoga Town & Country is not too common.
Production of the 1951 models were combined with the
1952 models for a total of 1,967 wagons.
Bill W
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