City: Pasadena
For Sale one the Koolest Kustom 1950 Ford Chopped Shoebox Mercury Quarters and Dash...Too Much Kustom work Kustom!!!
Kustom Illustrated Winner 2022
Serious Inquires Please ...Any Questions let me know Thxzzz
Lil
Shoeboxjimmy@outlook.com
City: San Pedro
1956 Ford Victoria, old kustom,
312 V8 Yblock with 3 speed on the floor, Runs And drives great.
Asking 21500 obo or trade. 3102591938
1935 Ford 5 window coupe w/rumbleseat. Fresh build,low miles,owned since
2004. 59ab motor with insert bearings,4" Merc crank, Arias forged
pistons, Schneider 3/4 cam with adjustable lifters, all new valve train.
2 Holley 94s by Charlie NY, crab distributor by Bubba's, electric and
mechanical fuel pumps. Red's header with Porter mufflers. Dropped axle
with Posies spring, disc brakes , unsplit front bones, parallel rear
leave spring with Camaro 10 bolt. Tremec 5 speed,Ft.Wayne clutch set up,
39 steering box. Stock mohair interior, needs carpet. All windows function properly, comes wite Haywire wiring kit.
One doesn’t get the chance to own a “Hotrod Centerfold” too often.
Featured in the February 1999 addition of “Rodder’s Digest”, you know if
it was featured in a Hotrod magazine, it has to be pretty good. This
was a "commissioned" build for a customer who wanted a Traditional
Hotrod and was not “built to make a fast buck”. It has been stored in a
climate control facility and has been pampered and cared for with TLC
since it was built. It has only an approximate 4000 miles since
completed. It's barely broken in!
Features include a Henry Ford steel body which has been chopped 3
inches. This was a “body off” build. The body has also been fully
insulated. All new glass and window channels were installed. The doors
close like a steel vault. All together this is one tight, solid riding
32. Front fenders are fiberglass with the rear being steel. The violet
paint job with flames are beautiful and have stood the test of time.
The engine, a chevy 350, has been balanced and blueprinted. It comes
configured with a 3-two barrel carb set up which makes it performs like a
hot rod should. The transmissions is a turbo 350 which has been
overhauled. Power is transmitted to a Ford 9-inch rear end. And oh yea,
vintage air with cold A/C and heat, making this bad boy a comfort to
drive.
The frame consists of a fully boxed 32 frame with a drop front axle and
Vega steering box. Front manual disk brakes and drum breaks in rear
provide stopping power. The frame and underneath of the car looks almost
as good as the exterior of the car.
The rims are the “real deal”, Halibrand aluminum rims.
This is just a Quintessential Traditional Hotrod ready for its new
owner. So if a 1932 Ford coupe is on your bucket list. This might be the
car for you. It sits right, looks right feel right and drives right. It
will make you smile every time you take it out for a spin.
830-358-9997 Richard
1947 FORD DELUXE COUPE.
Prior to my ownership the car went in for
restoration in early 1990's in SOCAL. I've own the car since 2017. I
took the stock car and built as a traditional custom everything is built
the way they would of built it in 1950. Static drop (no air ride) no
modern parts except electric fan and modern radiator. 4"/6" chop done by
the Menges Twins in Creston California. This is not some hack chop job
covered in bondo the entire process is documented with photographs. New
(less than 1k) 8ba flathead dressed as a 59ab bored out to 255CI, Merc
crank, dual Stromberg 97's, ISKY 400JR cam, Dual Offenhauser intake and
400 heads, Stromberg E-FIRE ignition. Engine built by Jeff Jones Vintage
Engine Works in Fresno Ca. All drivetrain stock. 4" front drop axle
with monoleaf spring. Rear has a 3" c-notch with transverse monoleaf
with drop shackles. Chop and Paint was done by Menges Twins in
2018/2019. Car is featured on Kustomrama, was a invite to Customs by the
Sea Santa Barbara. Featured in Gasoline Magazine. Feature car for
Taildragger Syndicate. Car runs and drives as it should. Motor is a
ripper for a flathead. Custom grille to resemble the Sam Gates Ford.
Appleton S451 spotlight, car is nosed, decked and shaved. all new trim
except hood sides (that are shortened) Firestone 3" whitewalls, Ford 15"
reverse chrome wheels with Lyon Turbine caps. good chrome no rust,
Interior is good (no headliner) all glass is good front and rear
functioning quarter windows. stock gauges work but will need to have 12v
to 6v conversion, Mooneye gauges below dash for oil, volts, and both
head's water temp. This car is a cruiser not a racecar 65mph on the fwy
707-337-7448
https://www.taildraggersyndicate.com/blogs/taildragger-of-the-month/1947-ford-coupe-justin-lawley
The twin turbine Dynaflow was a good transmission if you manually used low gear. That transmission did not automatically start off in low; thus, by manually using low gear you could increase the power to the rear wheels by 43 percent. This was a huge power increase by just using low gear.
My dad had a 63 225 sport sedan with the 401 dynaflow. He use to say low gear all the way. He would manually use low gear up to 65-70 MPH with a 3:23 rear end and then shift into drive. With cheater slicks he would turn a 15.2 1/4 @ 88 to 89 MPH. However, a lot of races were lost because people do not know you have to manually use low gear with the dynaflow. I saw a guy in a 425 63 Riv. flooring his Buick off the line in drive with just a tire chip; he did not know that you need to use low gear manually.
You can increase your power by 43 percent in low gear. Moreover, most test times listed are using the dynaflow are done in drive-that is why the 1/4 performance is so lousy. If they used low gear it would be a lot better at least 43 percent better. Auto-catalog list the 1963 225 at 16.9 in the 1/4 mile and if you look at the small print it tells you that they use drive gear only. This is not a true test of what the Dynaflow Buicks will really do performance wise.
From 1948 through 1963, Buicks were like no other cars on the road, because they were equipped with Dynaflow Drive.
Like many of the early innovations in automatic transmissions at General Motors, the Dynaflow was the work of GM engineer Oliver K. “O.K.” Kelley, the kind of rare talent who could fairly be called a mechanical genius. Born in Salo, FInland in 1904 as Olavi Koskenhovi, he came to the United States as a teenager, Americanized his name, and earned bachelor’s and master’s degrees in engineering from Chicago Technical College. He entered the auto industry as a draftsman at Nash in 1925, and in 1929 he went to work for GM’s Truck and Coach division, where he found his calling in specialized transmissions and couplings.
In 1936, Kelley joined Earl Thompson’s transmission engineering team at GM, developing the original Hydra-Matic, and when Thompson left GM in 1940, Kelley took over his position. Small world department, Motor City desk: Among other things, Kelley is the man who, in 1956, invited Packard engineer John Z. DeLorean to come to work at GM.
Introduced in 1948, the Dynaflow transmission arose from a special set of needs at the Buick Motor Division. Unlike Oldsmobile, Cadillac, and Pontiac, Buick pushed back against adopting the corporate Hydra-Matic automatic transmission. While the Hydra-Matic was a major breakthough it was not without its shortcomings, including firm gear changes (downright harsh, some would say) especially on the 2-3 upshift. This property was a poor fit with the classic Buick driveline of the period, which used a rigid torque tube assembly suspended by a pair of plush coil springs at the rear. Here, a stiff upshift could send a shock wave though the entire drivetrain, the car, and through the passengers too—unacceptable behavior for a fine car like Buick. In those days, the straight-eight Buick was prized for its luxurious quiet and smoothness.
With the Dynaflow, Kelley and his staff solved the problem by eliminating mechanical upshifts altogether. While the Hydra-Matic used a simple 1:1 fluid coupling and planetary gearsets to provide the torque multiplication for acceleration, the Dynaflow employed a five-element, dual-stator torque converter with an effective mechanical advantage of 3:1. (The engineering was based in part on the Torqmatic, a transmission developed by GM’s Detroit Transmission division for the M-18 Hellcat tank destroyer in WWII.) As the Dynaflow-equipped vehicle took off from a dead stop and accelerated to highway speed, the driver never felt any perceptible upshifts, because there weren’t any. All the work was done by the torque converter.
The original Dynaflow did include a planetary gearset section to provide a mechanical 1.8:1 first gear and a reverse, but the transmission was incapable of engaging them automatically—they had to be manually selected by the driver via the column-mounted lever. (The selector pattern was PNDLR.) In this property the Dynaflow was similar to the Chevrolet Powerglide that appeared a few years later. (Read our Powerglide feature here.) And just as the Powerglide won the cruel nickname “Slip-and-slide,” the Dynaflow became known as the “Dynaslush,” or even worse, “Dynaflush.” While it’s true that the Dynaflow suffered more slippage than conventional automatics, what the driver felt was an odd disconnect between flywheel and road wheels, engine speed and road speed. Gliding along at highway speed it was hardly perceptible, but when the pilot mashed down on the throttle for full acceleration, the sensation was blatantly evident. But fortunately, most Buick drivers didn’t typically drive that way.
Over its 16-year production life the Dynaflow was continually updated. Shown above is Mrs. Thelma Hill, a secretary at the Buick Dynaflow plant in Flint, with a 1946 prototype (left) and the new and improved 1956 version. In 1953 came the Twin Turbine Dynaflow, which employed a single stator with a dedicated planetary gearset, and in 1956 an additional stator was added to make the transmission feel more like a conventional automatic. A more sophisticated variant called the Flight Pitch Dynaflow (optional at extra cost and later renamed the Triple Turbine) was introduced in 1958, but it was fraught with bugs and dropped after ’59.
Throughout its life, the Dynaflow was a Buick exclusive at General Motors with one brief exception. In August of 1953, the giant new GM Hydra-Matic plant on Plymouth Road in Livonia, just west of Detroit, burned to the ground. (At the time, it was the largest industrial fire in history.) As GM scrambled to keep the production lines running for all its passenger car brands, several hundred Oldsmobiles and around 28,000 Cadillacs that year were equipped with Buick Dynaflow transmissions.
While the Dynaflow name was dropped after 1958, the transmission itself lived on (often called “Turbine Drive”) at Buick through 1963, when the Turbo-Hydramatic transmissions arrived. If there is one word that could sum up the Dynaflow today, it’s probably misunderstood. While the “Dynaslush” won its share of derision in its day, that came mainly from people who wouldn’t have purchased Buicks anyway. Among traditional Buick owners, Dynaflow was well regarded. Manual transmissions were available on many Buick models throughout the Dynaflow era, but buyers were relatively rare. For Buick cars and Buick drivers, the Dynaflow was the right transmission for the time.
The Dynaflow was an automatic transmission used in various forms in Buick cars by the General Motors Corporation from 1947 until 1963. The transmission initially used a five-element torque converter, with two turbines and two stators, as well as a planetary gearset that provided two forward speeds plus reverse. In normal driving, Dynaflow started in high gear (direct drive), relying on the converter's 3.1:1 torque multiplication, Ref. 1963 Buick Service Manual to accelerate the vehicle. Low gear, obtained via the planetary gearset, could be manually engaged and held up to approximately 60 mph (97 km/h), improving acceleration.[1]
The transmission was incapable of automatic shifting, requiring the driver to move the shift lever from low to drive to cause an upshift. Buicks equipped with the Dynaflow transmissions were unique among American automobiles of the time in that the driver or their passengers would not detect the tell-tale interruption in acceleration that resulted when other automatic transmissions of the time shifted through their gears. Acceleration through a Dynaflow was one smooth (if inefficient and slow[1]) experience. It was because of this slow acceleration that the Dynaflow transmission was nicknamed "Dynaslush."[3]
The Dynaflow was an inherently inefficient design due to its sole reliance on the torque converter in normal driving. Exacerbating the situation was the dual stator arrangement, which wasted more power than the simpler three element converters used with other automatic transmissions, such as Chrysler's TorqueFlite. The multiple stators increased turbulence in the converter, even when operating in the coupling phase.
During the Dynaflow era, many of Buick's unique engineering features ranked smoothness above most other design and marketing objectives. Dynaflow's non-shifting design was demonstrably smoother than the rough shifting automatics then available. Moreover, Buick's torque tube "live axle" rear suspension design, which incorporated a rigid drive shaft with just one single universal joint ("U-joint") at the front end of the driveshaft, was said to amplify the harshness of contemporary automatic shifting transmissions. Dynaflow's non-shifting design addressed this characteristic of Buick's driveline. Torque tube rear suspension was a simple design that enabled Buick to use soft coil springs while its competitors, including its corporate cousins, used harsher, firmer leaf spring, Hotchkiss drive rear suspension.
Dynaflow's smooth but inefficient five element torque converter which fed power through a non-shifting direct drive (plus one manually selectable "Low gear" of 1.8:1) was the conceptual polar opposite from the Hydra-Matic used by its sister GM divisions Oldsmobile, Cadillac and then Pontiac. The contemporary Hydra-Matic, the world's first large scale successful automatic transmission, used a simple two element fluid coupling — a more efficient device than a torque converter but which provided no torque multiplication — to feed power to its fully automatic four speed planetary gearbox. Hydra-Matic's high number of gear ratios for the day compensated lack of a torque converter by including an exceptionally low first gear of 4:1. Other contemporary automatics followed the middle ground by using two or three automatic shifting gear ratios along with a relatively simple three element torque converter. Three element torque converters continue to be the norm — albeit "tighter", more efficient and less torque multiplying torque converters — even as the number of discrete gear ratios in modern 21st Century automatics continues to increase to as many as ten.
The Dynaflow's gearbox section was derived from Chevrolet’s Powerglide, a two speed fully automatic planetary transmission incorporating a conventional three element torque converter. Two speed automatics with three element torque converters were common for lower priced cars of the day and in the Chrysler PowerFlite as used in the entire Chrysler Corporation lineup through 1956.
Dynaflow’s inefficiency earned Buick a reputation as a “gas hog” even when compared to heavy, powerful luxury cars of the 1950s and early 1960s. But at the time, gasoline was cheap and Buicks were upscale cars, so the "gas hog" reputation was not a serious sales deterrent.
Manually "downshifting" from the direct drive “Drive range” to the 1.8:1 “Low range” enabled Buick's “torque monster” engines to provide very good acceleration, though frequent “downshifting” took a serious toll on transmission reliability. Arguably, a Buick “family car” wouldn't fare well during the teenage son's weekly “date night Friday” outings.
Engine RPM seemed to be more a function of accelerator pedal position than of actual road speed. "Flooring" the accelerator pedal would cause the engine speed to flare (even though there is no automatic downshift and no torque converter lockup to disengage). As the car would accelerate, RPM would further climb, but by a disproportionately smaller amount. Even more strangely, manually downshifting (see above) with the gas pedal already "floored" would not increase RPM in proportion to the 1.8:1 drop in gear ratio. The Dynaflow aural experience was similar to that of a Continuously Variable Transmission (CVT) (though modern electronically controlled CVT's address this throttle position dependent engine speed (and sound) characteristic by artificially inserting stepwise ratio changes instead of a truly continuous or constant rate change in order to simulate more driver-satisfying genuine shifts).
In 1953, Buick redesigned the Dynaflow, calling it the "Twin Turbine Dynaflow". The converter now incorporated two turbines and a planetary gear set, with a single stator. The first turbine was linked to the ring gear and the second to the planets, which gave a 2.5:1 torque multiplication which was now partly mechanical. This resulted in better efficiency, especially at highway speeds, and a higher level of performance and no penalty regarding the trademark smoothness. Buick also incorporated a variable-pitch stator in 1955 for greater flexibility. While these changes improved the transmission's overall performance and efficiency, the Dynaflow still was no match for other designs that utilized three element converters with automatic shifting.
In 1956 a second stator was designed into the torque converter at the outer diameter of the turbines. This provided a Stall Ratio of 3.5:1 making the performance comparable to other automatic transmissions of the time. This design continued until the end of production of the Twin Turbine Drive in 1963. However, the Triple Turbine ended production in the end of the 1959 model year, leaving the original Dynaflow Twin Turbine the only automatic available in full-size Buicks.
A final version appeared in 1958 incorporating three turbines that Buick named the Flight Pitch Dynaflow. Buick made this transmission standard on its top-of-the-line Roadmaster 75 and Limited models and optional on all others. This version was further refined for 1959 and renamed the Triple Turbine but was offered only as an option on all models (Buick dropped the "Dynaflow" name after 1958). This unit was similar to the Twin Turbine, but had a variable pitch stator that increased converter's torque multiplication to 3:1.
The stator element of the torque converter has two blade positions, controlled by the driver via the accelerator pedal to offer a 'passing gear' and extra response at any speed from heavy throttle application. In normal driving the stator blades are arranged at 'cruise' angle, with improved efficiency and response at light throttle. Opening the throttle changes the angle of the stator vanes hydraulically to 'performance angle', which permits the converter to achieve stall about 1000 rpm higher than in 'cruise'. In this situation oil is redirected to strike the next-lowest drive turbine, which effectively lowers the drive ratio, and allows engine speed to flare to a speed where output is greatest.
A few identifying features: the older Twin Turbine model was fitted with a rear pump, which meant the vehicle could be push-started (considered desirable at the time). Also, the Twin Turbine would allow engagement of low gear up to 40 mph (64 km/h), and had a shift quadrant that read P-N-D-L-R. In contrast, the Triple Turbine unit did not have a rear pump, and could not be push started. It would allow engagement of low gear up to 45 mph (72 km/h), and had a shift quadrant that read P-R-N-D-G (where "G" stood for "grade retard"). The grade retard feature was not designed as a low or forward acceleration gear and was meant to be used only on long declines to generate a degree of engine braking. The Triple Turbine was cancelled after 1959 due to technical problems and poor sales with only the Twin Turbine being produced until 1963.
In the late 1950s the Buick division of GM collaborated with Darby Buick of Sarasota, Florida to investigate potential marine uses of the Dynaflow transmission. The test boat was a 21-foot Correct Craft. The engine was a 364 CID Buick with a four barrel Rochester carburetor of nominal 300 gross hp. The boat could attain a speed of about 60 mph (96 km/h), which was considerable for the time, but the transmission suffered from two problems. First, the torque in reverse was excessive, although this could have been alleviated with different gear ratios. Second, the state of "Park" in a car necessitated a stopped drivetrain. Without the locked-in-place tires of a car, it was difficult to put the transmission into the equivalent of "Park."
