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Bill,
Before you do anything, check the biggest
problem the 2/4 bbl Fury's had. You must be sure you are
getting full throttle, check it with the carburetor chock in the
perfectly straight up and down position. I used to take my return springs off
and then adjust the linkage with the gas pedal to the floor. While the pedal is
on the floor I would get under the car and also adjust the transmission linkage
to make sure that it was going as far back as it
could. Most of the time it is a linkage adjustment problem. I
would bet this is your problem. After you are done, hook the return springs
up and put the pedal again to the floor and make sure you are getting
full throttle with the springs hooked up. Bill I really think this was an
assembly line problem for Plymouth, when I was drag racing in the 50's &
60's every 57 and 58 Fury I saw was not getting full throttle, I guess they set
the carburetors linkage on the assembly line with the chock closed since
the motors were not heated up enought to open the chock. Therefore the
Fury's got about 3/4 throttle. Once this problem is taken care of, you will
be surprised how much more power your Fury has when you step it down. The thing
that bothers me the most is the magazine road test were probably done with
57 and 58 Fury's with 3/4 throttle. About 2 years ago at the "All Chrysler
Products Nationals" in Carlisle we checked 5 Fury's and 4 out of the 5 were
getting 3/4 throttle and the 5th one was getting a little more than 3/4 but not
full throttle. Sometime I wonder it this was just a Plymouth problem or if it
might have also happen with D-500-1 and DeSoto Adventures and Chrysler 300
letter series. You see, Plymouth, Dodge, and DeSoto did not have dual
carburetors until 1957 which was the first year for production line dual carbs,
so I guess they were just learning.Does not matter if it is a 318 or a 350
golden commando engine. That was 50+ years ago so some may have been corrected
over the years. Also be very very careful if one or both return springs were
replace, and they used a litter stiffer spring or springs, this two contributed
to the problem.
Ron Allyn Swartley
In a message dated 7/8/2009 10:13:15 A.M. Eastern Daylight Time, MprMgic
writes:
Hi Ron
& Wendy,
Hope you guys are doing well, sorry I won't
be able to attend Carlisle this year, it sure was fun last year. Hopefully
next year. Ron, do you know where I can get the high peformance weights or hp
govenor? My '58 Fury shifts up too soon. I remember my first '58 staying
in second to at least 80 mph. Mine now won't stay in second past 65-70 mph.
Thanks for your help, sure do miss you both and look forward to
seeing you
soon!
Your
friend,
Bill
Craffey
-----Original Message-----
From: archangel1390@xxxxxxx
To:
eddee@xxxxxxxxxxxxx; goldenfin@xxxxxxxxxxxxxxx
Sent: Mon, Jul 6, 2009 7:10
pm
Subject: Re: [GFS] HI PERF TORQUE FLITE SHIFT POINT
Ed,
I used the high performance transmission weights in my 59
Sport Fury 361 Golden Commando when I was drag racing. Never checked low speed
shift points, but it held second gear about 15 MPH long than the normal
shift point, under full throttle. I believe when I ordered the governor weight
they told me it was standard equipment on all Plymouth Police cars. You
probably know that if you leave in second gear and keep it floored it will
automatically shift out into high gear. The weight just holds it about 15 MPH
longer.
Ron Swartley
In a message dated 7/6/2009 9:52:41 A.M. Eastern Daylight Time,
eddee@optonline.net writes:
Hello Members
Question on the torqueflites that have the hi perf springs and weights
in the governor
ie: 57/58 FURY,59 GOLDEN COMMANDO CARS,,,ADVENTURERS etc
According to the service manual the shift point at dead slow speeds (
traffic jam type of stuff) from 1st to 2nd is about 10MPH
Just wondering what it is for the hi perf governor??
THANKS TO ALL
ED ECKERSON
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