53 Plymouth Convertible

[Plymouthy Adams]

the hy-drive was not a real hit for sure..kinda filled that transition to the Powerflite..but if I were to be building a three speed stock tranny set up tree shifted..the hy-drive tranny would be my choice just to get those internal gears..but..at the same time...with the many choices of late model trannies to pick from..hard to turn away a 5 speed..and of course the shifter is always at home on the floor..I would hate for folks to think I am shoving a fist toward them in traffic as I shifted gears..we have enough road rage issues in this area already..

[pflaming]

Dodge: Can the Hy-Drive be driven like a standard transmission and hold the gears longer. Does the Hy Drive always start in high. On my T-Bird once it shifted into 2nd I could put the lever back in low and hold 2nd as long as I wished.

If one puts the tranny in 2nd can the torque converter force high? I would think not. So sluggish possibly could also mean 'convenient': i.e., put it in high let out on the clutch and 'drive'! OR use all three gears in a manual sequence then use high the rest of the way" . . . .

[Plymouthy Adams]

the hy drive is a standard three speed that needs be clutched on shift..the torque convertor did allow you to stop in gear without clutching..lots of time in city traffic one used second at all time and drove using only the accelerator and brake.

[pflaming]

Went online. This tranny could be driven two ways: as a standard tranny or put it in high and drive. It was an improved Dodge Fluid Drive, a stop gap tranny before the 1954 automatics.

[Plymouthy Adams]

better than the Dodge fluid drive as that was just a coupling..the hy-drive multiplied the torque by use of a true torque convertor at 2.6 to 1..this is the magic of driving in high gear from a stop..the 218 had 177 ft lb at 1200 RPM at that time..multiplied by 2.6..yes you got that roll out power at your disposal

[Dodgeb4ya]

It's just a 3 speed behind Plymouths new Torque Converter- not a Fluid Coupling as used previously in the other three Mopar car lines . This made Plymouths dead stop take offs faster and with much more torque too. This torque converter made it possible so you could take off in high-a Plymouth selling point. Thats also why the TQ failed too. The high loads were too hard on it day in and day out! Not sure how the 8-1/2" clutches held up with over 400Ft lbs of torque running through it from a dead stop. You better also have 11 qts of oil for the oil change with filter.

Bob

[Plymouthy Adams]

I believe that the units that did fail was due to the high cost of oil changes at 10 quarts a pop..some owners probably did not follow the schedule as they should have..granted the 10 quarts was supposedly at a longer interval in changes..but as you mentioned, in hot climes I am sure the combination of engine and tranny heat probably led to early oil contamination..take it from there..but the great number that has survived seem to be going strong..again..lots boils down to the early period of "broken in" verse "broken down"

sharing engine oil with the transmission is not a new thing..I have a few British cars that both the 4 speed auto and 4 speed standard have the tranny in the oil pan of the engine...also Chrysler ws the only company that could deliver a fleet of patrol cars to the state of California I beleive it was that the trannies and engine shared oil and did so without failure..I do think that Mercedes also did this same thing, flashback to the Ford garage in 1975...who knows who else may have done likewise.

[pflaming]

IF, IF, I close the deal and that torque converter is OUT, my back, toes, and finger incidents will be nothing in comparison. So . . . what is plan B? Gut the converter and put a straight shaft in it? I've got a good four speed tranny, would it switch? Been on my mind all night. 2:00 a.m. now: coffee time is still 2 hours away

Edit: Original patina with black upholstery, a good set of wheels, and a black top! "drool".

Edited December 24, 2017 by pflaming

[Young Ed]

I think you could swap back to a regular 3spd which would require moving the frame crossmember. Otherwise lots of possibilities for swapping in something. Not sure a truck 4 speed would be a good choice.

[pflaming]

Ed, it makes sense that one could remove the fluid drive attach the clutch as normal, change the cross member and lengthen the drive shaft. Will need to confirm that. I would prefer to keep the hy drive, sortof unique.

Well, I'm going to try and trade him my '87 T Bird. The forum walked me through the truck build so we'll do a car. I always liked the 52 -54 Plymouths. Will paint it Boston Red Sox Red with Red Sox blue interior and a black top. The wife knows how to sew so we will do the upholstery ourselves. Gotta be patterns some place.

Wish me well.

ps Tires go on the truck wheels today, then license next week and see what I have. Darn cars get into your skin, sometimes literally.

Edited November 29, 2012 by pflaming

[54Illinois]

I am surprised it still has the heating duct material under the hood! That is usually the first thing to rot...

[Plymouthy Adams]

I looked at that same thing also..the item is there but its in very bad shape it appears..I fabricated mine out of sheet metal..makes a world of difference..

[B-Watson]

One thing to watch out for when dumping the torque converter on Hy-Drive and some Fluid Torque Drive models (Dodge, DeSoto, Chrysler) is the oil supply line from the engine. You will need someway to plug the line.

There is also a return line, but without the torque converter there is no pressure and no oil.

Driving a Plymouth with Hy-Drive in 3rd gear was like driving a Buick with Dynaflow or a 1950-52 Chevrolet with Powerglide. No need to shift gears and

can drive gas/brake, but slow off the line. One of the reasons Powerglide was reworked in 1953 with low gear start.