Misplaced Pages

#703296

128-409: Torqueflites use torque converters and Simpson gearsets , two identical planetary gearsets sharing a common sun gear . Chrysler Corporation licensed this gear set from Howard Simpson in 1955. The first Torqueflites provided three speeds forward plus reverse. Gear ratios were 2.45:1 in first, 1.45 in second, and 1.00 in third. The transmission was controlled by a series of pushbuttons located on

256-425: A p − R s tan ⁡ a s ) + w t Q A ρ ( R t tan ⁡ a t − R p tan ⁡ a p ) + w s Q A ρ ( R s tan ⁡

384-1025: A s − R t tan ⁡ a t ) − P L {\displaystyle \rho (S_{\mathrm {p} }{\dot {w_{\mathrm {p} }}}+S_{\mathrm {t} }{\dot {w_{\mathrm {t} }}}+S_{\mathrm {s} }{\dot {w_{\mathrm {s} }}})+\rho {\frac {L_{\mathrm {f} }}{A}}{\dot {Q}}=\rho (R_{\mathrm {p} }^{2}w_{\mathrm {p} }^{2}+R_{\mathrm {t} }^{2}w_{\mathrm {t} }^{2}+R_{\mathrm {s} }^{2}w_{\mathrm {s} }^{2}-R_{\mathrm {s} }^{2}w_{\mathrm {p} }w_{\mathrm {s} }-R_{\mathrm {p} }^{2}w_{\mathrm {t} }w_{\mathrm {p} }-R_{\mathrm {t} }^{2}w_{\mathrm {s} }w_{\mathrm {t} })+w_{\mathrm {p} }{\frac {Q}{A}}\rho (R_{\mathrm {p} }\tan {a_{\mathrm {p} }}-R_{\mathrm {s} }\tan {a_{\mathrm {s} }})+w_{\mathrm {t} }{\frac {Q}{A}}\rho (R_{\mathrm {t} }\tan {a_{\mathrm {t} }}-R_{\mathrm {p} }\tan {a_{\mathrm {p} }})+w_{\mathrm {s} }{\frac {Q}{A}}\rho (R_{\mathrm {s} }\tan {a_{\mathrm {s} }}-R_{\mathrm {t} }\tan {a_{\mathrm {t} }})-P_{L}} where A simpler correlation

512-438: A 318 cu in (5.2 L), as well as a 383 cu in (6.3 L) with a two-barrel carburetor and single exhaust and with a four-barrel carburetor and dual exhaust producing 330 hp (246 kW) SAE gross. The Cuda had the 383ci 335 hp (250 kW) SAE gross (same as Dodge's 383 Magnum) as the standard engine. Optional were the 440 cu in (7.2 L) with four-barrel carburetor "Super Commando" or

640-399: A basic fluid coupling the theoretical torque capacity of a converter is proportional to r N 2 D 5 {\displaystyle r\,N^{2}D^{5}} , where r {\displaystyle r} is the mass density of the fluid (kg/m ), N {\displaystyle N} is the impeller speed ( rpm ), and D {\displaystyle D}

768-496: A bright spot during this dismal automotive period, and by 1931 Plymouth rose to number three in sales among all cars. In 1931 with the Model PA, the company introduced floating power and boasted, "The smoothness of an eight – the economy of a four." In 1933, Chrysler decided to catch up with Ford , Chevrolet , and Pontiac in engine cylinder count. The 190 cu in (3.1 L) version of Chrysler's flathead-six engine

896-460: A column shifter seating arrangement favored by many Americans. The Reliant was powered by a then-new 2.2 L I4 SOHC engine, with a Mitsubishi "Silent Shaft" 2.6 L as an option (curiously this engine also featured hemispherical combustion chambers, and all 1981 models equipped with it featured "HEMI" badges on the front fenders). Initial sales were brisk, with both Reliant and Aries each selling over 150,000 units in 1981. As rebadged variants ,

1024-491: A deeper oil pan and a redesigned oil filter that is held with two valve body screws (the single oil port filter does interchange with the older A500 and A904 derivatives along with the oil pan). This transmission was replaced by the 42RLE in 2004. Gear ratios: Applications: The A404, A413, A470, and A670 are front wheel drive transaxle derivatives of the A904 Torqueflite. In the late 1970s, Chrysler designed

1152-404: A design feature that eases the process of inspection and repair, but adds to the cost of producing the converter. In high performance, racing and heavy duty commercial converters, the pump and turbine may be further strengthened by a process called furnace brazing , in which molten brass is drawn into seams and joints to produce a stronger bond between the blades, hubs and annular ring(s). Because

1280-503: A fluid, driven by the vanes of an input impeller, and directed through the vanes of a fixed stator, to drive an output turbine in such a manner that torque on the output is increased when the output shaft is rotating more slowly than the input shaft, thus providing the equivalent of an adaptive reduction gear . This is a feature beyond what a simple fluid coupling provides, which can match rotational speed but does not multiply torque. Fluid-coupling–based torque converters also typically include

1408-414: A lever was added adjacent to the pushbuttons: Moving the lever to the "park" position placed the car into neutral and engaged a lock pawl on the transmission's output shaft. Moving the parking lever out of the "park" position unlocked the shift buttons to select a driving range. The buttons were replaced by conventional steering column- or floor-mounted shift levers in all automatic Chrysler-built vehicles for

SECTION 10

#1732782758704

1536-543: A limited basis, it was the first light-duty Chrysler four-speed automatic and was placed behind the 3.9 L and 5.2 L engines for light-duty purposes. Forward direct clutch drum (same as the A998) usually has a four friction disc pack - an A999 forward direct clutch drum with the five friction disc pack does interchange. A bolt-in low/reverse overrun clutch assembly (shared with the A904 derivatives manufactured after 1988) uses

1664-589: A lock-up function to rigidly couple input and output and avoid the efficiency losses associated with transmitting torque by fluid flow when operating conditions permit. By far the most common form of torque converter in automobile transmissions is the hydrodynamic device described above. There are also hydrostatic systems which are widely used in small machines such as compact excavators . There are also mechanical designs for torque converters, many of which are similar to mechanical continuously variable transmissions or capable of acting as such as well. They include

1792-611: A low-cost alternative to the upscale Chrysler-brand cars, listing the 4-door 5-passenger Touring Sedan at US$ 695. The logo featured a prow view of the ship Mayflower which landed at Plymouth Rock in Plymouth, Massachusetts . However, the inspiration for the Plymouth brand name came from Plymouth binder twine, produced by the Plymouth Cordage Company , also of Plymouth. The name was chosen by Joe Frazer due to

1920-557: A lower-priced companion car, using lessons learned when he was running Buick under William C. Durant at GM . So for 1926, the Maxwell was reworked and rebadged as the low-end four-cylinder Chrysler Model 52. In 1928, the 52 was once again redesigned to create the Chrysler-Plymouth Model Q, although print advertisements called it Plymouth and did not mention engine size or model designation. The "Chrysler" portion of

2048-579: A reputation for attractive styling, durability, economy, and value. Although the Valiant hardtop was discontinued for 1967, it was reintroduced as a virtual clone of the Dodge Dart Swinger for 1971 under the model name "Valiant Scamp". The Scamp was produced along with the Valiant, Dodge Dart, and Swinger until 1976, when it was replaced with the Volaré. Featuring transverse-mounted torsion bars and

2176-460: A result of the quality control problems and excesses of the Exner-styled models in the early 1960s, people bought enough of the cars to keep the division profitable. Starting in 1961, the Valiant compact became a Plymouth, further boosting sales. Under the impression that Chevrolet was about to "downsize" its 1962 models, Chrysler introduced a significantly smaller standard Plymouth for 1962. As

2304-468: A roller clutc,h which is shared with the GM THM200 and THM2004R. Much like the later production A904 with a wide ratio gear, a double wrap low-reverse band is used. An extension housing mounted ( New Process built) overdrive unit was bolted to the rear of the case to provide a total of four forward speeds; the extension housing and its internals interchange with the 46-48RH/RE (A518/618) - when overhauling

2432-522: A slightly larger body, the Volaré (and its Dodge twin, the Aspen) was an instant sales success. Available as coupe, sedan, or station wagon, the Volaré offered a smoother ride and better handling than the Dart/Valiant, but suffered quality control problems and by 1980, was selling poorly. Realizing that front-wheel drive, four-cylinder engines, and rack-and-pinion steering would become the standards for

2560-437: A turbine engine. 1955 saw Plymouth's dramatic redesign by Chrysler stylist Virgil Exner. Longer, lower, wider, it was a sensation and sales zoomed up 52% over 1954. In addition to the "Forward Look" styling, the new car got its first modern, overhead-valve V8 displacing 241 cu in (3.9 L). The optional PowerFlite fully automatic transmission had a selector lever on the instrument panel. In 1956, Plymouth introduced

2688-430: A vehicle with an automatic transmission is stopped at a traffic signal or in traffic congestion while still in gear). A torque converter cannot achieve 100 percent coupling efficiency. The classic three element torque converter has an efficiency curve that resembles ∩: zero efficiency at stall, generally increasing efficiency during the acceleration phase and low efficiency in the coupling phase. The loss of efficiency as

SECTION 20

#1732782758704

2816-426: A wider range of torque multiplication. Such multiple-element converters are more common in industrial environments than in automotive transmissions, but automotive applications such as Buick 's Triple Turbine Dynaflow and Chevrolet 's Turboglide also existed. The Buick Dynaflow utilized the torque-multiplying characteristics of its planetary gear set in conjunction with the torque converter for low gear and bypassed

2944-423: Is 0.69:1. Gear ratios: Applications: The A618 , later renamed 47RE (electronically controlled governor pressure) is a heavier-duty version of A518, also known as the 46RE (which also has electronically controlled governor pressure, versus the earlier RH version, which was hydraulically controlled). It was used in trucks and vans starting in the mid-1990s. While currently used with some internal changes such as

3072-622: Is due to the presence of the stator (even though rotating as part of the assembly), as it always generates some power-absorbing turbulence. Most of the loss, however, is caused by the curved and angled turbine blades, which do not absorb kinetic energy from the fluid mass as well as radially straight blades. Since the turbine blade geometry is a crucial factor in the converter's ability to multiply torque, trade-offs between torque multiplication and coupling efficiency are inevitable. In automotive applications, where steady improvements in fuel economy have been mandated by market forces and government edict,

3200-414: Is known, Chevrolet's big cars were not downsized, catching Plymouth in a sales slump in a market where "bigger was better". The 1963 Fury, Belvedere, and Savoy were slightly larger, featuring a totally new body style, highlighted by prominent outboard front parking lights. For 1964, Plymouth got another major restyle, featuring a new "slantback" roofline for hardtop coupes that would prove popular. For 1965,

3328-409: Is prevented by the one-way stator clutch . Unlike the radially straight blades used in a plain fluid coupling, a torque converter's turbine and stator use angled and curved blades. The blade shape of the stator is what alters the path of the fluid, forcing it to coincide with the impeller rotation. The matching curve of the turbine blades helps to correctly direct the returning fluid to the stator so

3456-416: Is provided by Kotwicki. A fluid coupling is a two-element drive that is incapable of multiplying torque, while a torque converter has at least one extra element—the stator—which alters the drive's characteristics during periods of high slippage, producing an increase in output torque. In a torque converter there are at least three rotating elements: the impeller, which is mechanically driven by

3584-412: Is selected. For 1962, a canister-style fluid filter was installed in the cooler line. For 1964, the canister filter was eliminated, and the transmission's internal intake screen was replaced by an efficient Dacron filter. Fluid life starting in 1964 was extended from 12,000 mi (19,000 km) to 50,000 mi (80,000 km), justifying the deletion of the drain plug from the oil pan. For 1966,

3712-513: Is stronger than its predecessor, the 47-series. The base design from the original Torqueflite remains essentially unchanged. The addition of a two-speed output shaft (overdrive unit) that is bolted to the back of the three-speed transmission has only two ratios: direct (1:1) and overdrive (.69:1). While lubrication to the overdrive unit was a challenge early on, this challenge was later overcome with factory improvements or aftermarket valve body kits. The overdrive planetary has six-pinion gears (unlike

3840-440: Is the diameter ( m ). In practice, the maximum torque capacity is limited by the mechanical characteristics of the materials used in the converter's components, as well as the ability of the converter to dissipate heat (often through water cooling). As an aid to strength, reliability and economy of production, most automotive converter housings are of welded construction. Industrial units are usually assembled with bolted housings,

3968-545: The A404 TorqueFlite three-speed automatic transaxle for its front-wheel drive Dodge Omni and Plymouth Horizon subcompact cars. This transaxle would be upgraded in the 1980s into the A413 and A670 units, which were progressively heavier-duty, for Chrysler's K-cars and their derivatives, including the minivans. The four-speed Ultradrive electronic four-speed automatic transaxle would eventually replace it. Still,

TorqueFlite - Misplaced Pages Continue

4096-584: The Buick Dynaflow and Chevrolet Turboglide could produce more). Specialized converters designed for industrial, rail, or heavy marine power transmission systems are capable of as much as 5.0:1 multiplication. Generally speaking, there is a trade-off between maximum torque multiplication and efficiency—high stall ratio converters tend to be relatively inefficient around the coupling speed, whereas low stall ratio converters tend to provide less possible torque multiplication. The characteristics of

4224-491: The Buick Dynaflow automatic transmission was a non-shifting design and, under normal conditions, relied solely upon the converter to multiply torque. The Dynaflow used a five-element converter to produce the wide range of torque multiplication needed to propel a heavy vehicle. Although not strictly a part of classic torque converter design, many automotive converters include a lock-up clutch to improve cruising power transmission efficiency and reduce heat. The application of

4352-826: The Chrysler LeBaron and Dodge Diplomat had used the M-body since 1977. 1982-1989 Plymouth Gran Furys shared the Dodge Diplomat's front and rear fascias. They were virtually identical with the exception of badging. Once again, the third generation Gran Fury was available in base and higher-end "Salon" trim. As in previous years, the higher-volume Gran Fury base model catered more towards fleet customers while Gran Fury Salons were geared more towards private customers and offered options such as full vinyl roofs, velour upholstery, turbine-spoke wheels, power windows, and power locks. Although available to private retail customers,

4480-722: The Fury , a "halo" model in the Belvedere series that featured a high-performance 240-hp 303 cu in (5.0 L) V8, and gold-anodized trim on a body available in Eggshell White only and limited to the two-door hardtop. The Fury continued to be a special, high-end car until 1959, when it replaced the Belvedere as the de luxe series, available in hardtop, convertible, and sedan body styles. The 1957 and 1958 Furys were painted in Buckskin Beige, replacing Eggshell White as

4608-624: The Plymouth Fury models were built on the new C-body platform. The Savoy line was discontinued and the Belvedere was classified as an intermediate, retaining the B-body platform used starting 1962. The low-end series was Fury I, the mid-level model was Fury II, and the higher-end models were Fury IIIs. The Sport Fury, which featured bucket seats and a console shifter, was a mix of luxury and sport. Ford and Chevrolet had introduced luxury editions of their big cars for 1965 and Plymouth responded with

4736-422: The prime mover ; the turbine, which drives the load ; and the stator, which is interposed between the impeller and turbine so that it can alter oil flow returning from the turbine to the impeller. The classic torque converter design dictates that the stator be prevented from rotating under any condition, hence the term stator . In practice, however, the stator is mounted on an overrunning clutch , which prevents

4864-456: The tagline "Suddenly, it's 1960", produced cars with advanced styling compared to Chevrolet or Ford. The 1957 total production soared to 726,009, about 200,000 more than 1956, and the largest output yet for Plymouth. However, the 1957–1958 Forward Look models suffered from poor materials, spotty build quality, and inadequate corrosion protection; they were rust-prone and greatly damaged Chrysler's reputation. Although Plymouth sales suffered as

4992-559: The 'Rapid Transit System', which was similar to Dodge's 'Scat Pack' concept. During this time, the brand also competed in professional automobile racing. Examples include Richard Petty 's career with Plymouth in NASCAR; Dan Gurney , who raced a 'Cuda as part of the All American Racers in numerous Trans Am events; and Sox and Martin, one of the most well-known drag-racing teams of the period, only raced Plymouths after 1964. By

5120-404: The 1965 model year. However, floor levers were available in specific sporty 1964 models. Like a vehicle with a General Motors Hydramatic , a vehicle with a Torqueflite transmission starts in first gear when the drive or second position is selected. This is in contrast to vehicles with several automatics from Ford and Borg-Warner , which start in second rather than first if the second position

5248-588: The 1966 Sport Fury with a 383 cu in (6.3 L) V8 and the VIP was introduced as a more luxurious version of the Fury. Furys, Belvederes, and Valiants continued to sell well during the late-1960s and early-1970s. While Fury I and Fury II were only available in the U.S. as sedans, Fury II was available as a two-door hardtop in addition to the pillared sedans in Canada. The performance car market segment expanded during

TorqueFlite - Misplaced Pages Continue

5376-465: The 1969 option. The E-body's engine bay was larger than that of the previous A-body, facilitating the release of Chrysler's 426 cu in (7.0 L) Hemi for the regular retail market. For 1970 and 1971, the Barracuda and Barracuda Gran Coupe had two six-cylinder engines available — a new 198 cu in (3.2 L) version of the slant-6, and the 225 — as well as three different V8s:

5504-505: The 1970s, emissions and safety regulations, along with soaring gasoline prices and an economic downturn, meant demand dropped for all muscle-type models. As with other American vehicles of the time, there was a progressive decrease in the Barracuda's performance. To meet increasingly stringent safety and exhaust emission regulations, big-block engine options were discontinued. The remaining engines were detuned year by year to reduce exhaust emissions, which also reduced their power output. There

5632-540: The 1976 Plymouth Volare and Dodge Aspen —eventually contributed to the model's demise in early 1989. That year, a driver-side airbag became standard; this would be the last RWD Plymouth until the introduction of the Prowler . While Dodge offered the 1990 Monaco , and later the 1993 Intrepid , Chrysler never replaced the Gran Fury with any other large car in the remainder of Plymouth's lineup on through to its demise in

5760-539: The 1980s, Chrysler introduced a new compact car for 1978, the Plymouth Horizon/Dodge Omni twins, based on a Simca platform. Horizon sold well, but suffered from a scathing report by Consumer Reports , which found its handling dangerous in certain situations. Plymouth continued to sell the Horizon until 1987, when a variety of front-wheel drive compact cars made up the line. Big Plymouths, including

5888-584: The 1981 model year as the first " K-cars " manufactured and marketed by the Chrysler Corporation . The Reliant was available as a 2-door coupe , 4-door sedan , or as a 4-door station wagon , in three different trim lines: base, Custom, and SE ("Special Edition"). Station wagons came only in Custom or SE trim. Unlike many small cars, the K-cars retained the traditional 6-passenger 2-bench seat with

6016-660: The 2001 model year. In 1984, Chrysler marketed the rebadged Plymouth variant of its new minivan as the Voyager, using the Chrysler's S platform, derived from the K-platform ( Plymouth Reliant and Dodge Aries ). The Voyager shared components with the K-cars including portions of the interior, e.g., the Reliant's instrument cluster and dashboard controls, along with the K-platform front-wheel drive layout and low floor, giving

6144-430: The A904 by having a reinforced case and internals. Narrow ratios are 2.45/1.45/1.00:,1 and wide ratios are 2.74/1.55/1.00:1. Uses: The A999 (later renamed 32RH ) was a heavier-duty, wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with five direct friction plates. These automatics had lower first- and second-gear ratios, allowing

6272-644: The A904, A998, and A999, with 2.74:1 in first, 1.54 in second, and 1.00 in third. Torqueflite was an available option or standard equipment, depending on model and year, on all Chrysler products: Plymouth , Dodge , DeSoto , Chrysler and Imperial . It was also used by American Motors beginning in 1972, where it was named Torque-Command , as well as by Jeep , International Harvester , Maserati Quattroporte , Monteverdi (automobile) [1] and Bristol [2] , as well as several brands of light and medium-duty trucks and panel vans. When installed in Dodge trucks and vans,

6400-458: The Acclaim was initially available in mid-range LE and high-end LX trim. The LE and LX models came equipped with features such as premium cloth seating, power windows/door locks, premium sound systems, bodyside cladding, additional exterior brightwork, and on the latter 15-inch lace-spoke aluminum wheels. In spite of this, the base model accounted for nearly 85 percent of Acclaim sales. Unlike

6528-488: The Diplomat always outsold it, usually by several thousand units each year. The Chrysler Fifth Avenue's total sales were always more than that of the Gran Fury and Diplomat by far, even though it generally cost about $ 6,000 more. This was the last car to carry the Gran Fury nameplate, but it remained largely unchanged for its 7-year run. Declining sales, a lack of promotion, and technical obsolescence—the platform dated back to

SECTION 50

#1732782758704

6656-644: The Fury and Gran Fury, were sold until the early 1980s, but mostly as fleet vehicles. While attempting to compete with Ford and Chevrolet for big-car sales, Plymouth was hurt by Chrysler's financial woes in the late 1970s, when both its competitors downsized their full-size models. Most Plymouth models, especially those offered from the 1970s onward, such as the Valiant , Volaré , and the Acclaim , were badge-engineered versions of Dodge or Mitsubishi models. The Plymouth Reliant and Dodge Aries were introduced for

6784-503: The M-body Chrysler LeBaron , which had moved to the compact K platform that year. Now considered a mid-sized car, this generation Gran Fury was close to the exterior size of what was once the compact Valiant and Volaré but offered more interior room. The M-body was in fact heavily based on the Volaré's F platform . Like its predecessor, the 1982 Gran Fury was introduced later than its Chrysler and Dodge siblings;

6912-478: The M-body Gran Fury was far more popular with police departments and other fleet customers, primarily since the car was reasonably priced and had a conventional drivetrain with proven components that could withstand a good deal of abuse. This generation of the Gran Fury sold in respectable numbers. However, despite having the same base prices as the Gran Fury (just under $ 12,000 USD for their final year),

7040-550: The Prowler not also offered in a similar version by Dodge. From a peak production of 973,000 for the 1973 model year, Plymouth rarely exceeded 200,000 cars per year after 1990. Even the Voyager sales were usually less than 50% of that of the Dodge Caravan. In Canada, the Plymouth name was defunct at the end of the 1999 model year. Consequently, DaimlerChrysler decided to drop the make after a limited run of 2001 models. This

7168-624: The Reliant and Aries were manufactured in Newark, Delaware , Detroit, Michigan , and Toluca, Mexico — in a single generation. After their introduction, the Reliant and Aries were marketed as the "Reliant K" and "Aries K". The Reliant replaced the Plymouth Volaré / Road Runner . The Aries replaced the Dodge Aspen . The Reliant and Aries were classified by the EPA as mid-size and were

7296-617: The Spirit, the Acclaim did not receive any sport-oriented models. The Acclaim has also been characterized as the replacement for the smaller Reliant , though the Sundance launched in 1987 is closer than the Acclaim in most dimensions to the Reliant. By the 1990s, Plymouth had lost much of its identity, as its models continued to overlap in features and prices with its sister brands, Dodge and Eagle. Chrysler attempted to remedy this by repositioning Plymouth to its traditional target market as

7424-575: The Voyager a car-like ease of entry. The Voyager was on Car and Driver magazine's Ten Best list for 1985. For 1987, the Voyager received minor cosmetic updates as well as the May 1987 introduction of the Grand Voyager, which was built on a longer wheelbase adding more cargo room. It was available only with SE or LE trim. First-generation Voyager minivans were offered in three trim levels: an unnamed base model, mid-grade SE , and high-end LE ,

7552-568: The Voyager, along with the Dodge Caravan , are considered to be the first mass-produced vehicles to have dedicated built-in cup holders . Original commercials for the 1984 Voyager featured magician Doug Henning as a spokesperson to promote the Voyager "Magic Wagon's" versatility, cargo space, low step-in height, passenger volume, and maneuverability. Later commercials in 1989 featured rock singer Tina Turner . Canadian commercials in 1990 featured pop singer Celine Dion . For 1987, which

7680-653: The Year for 1981 and sold almost a million Aries and 1.1 million Reliant units over the nine-year run. In 1982, Plymouth downsized the Gran Fury again, this time sharing the mid-size M platform with the Chrysler Fifth Avenue (called Chrysler New Yorker / New Yorker Fifth Avenue for 1982 and 1983) and the Dodge Diplomat . In addition to the R-body Gran Fury, the M-body Gran Fury replaced

7808-492: The automaker's entry-level brand. This included giving Plymouth its own new sailboat logo and advertisements that focused solely on value. However, this only further narrowed Plymouth's product offerings and buyer appeal, and sales continued to fall. Chrysler considered giving Plymouth a variant of the highly successful new-for-1993 full-size LH platform , which would have been called the Accolade, but decided against it. By

SECTION 60

#1732782758704

7936-528: The base model split into two distinct models: entry-level America and mid-level Highline, in addition to the high-end RS. The stripped-down America had previously been offered for the Plymouth Horizon's final year in 1990. The AA-body cars were badge-engineered triplets, as were most Chrysler products of this time. The Acclaim differed from its siblings primarily in wheel choices, bodyside molding, and fascias where it sported its unique taillights and

8064-399: The clutch locks the turbine to the impeller, causing all power transmission to be mechanical, thus eliminating losses associated with fluid drive. A torque converter has three stages of operation: The key to the torque converter's ability to multiply torque lies in the stator. In the classic fluid coupling design, periods of high slippage cause the fluid flow returning from the turbine to

8192-468: The converter at cruising speeds, unlocking when the throttle was floored for quick acceleration or as the vehicle slowed. This feature was also present in some Borg-Warner transmissions produced during the 1950s. It fell out of favor in subsequent years due to its extra complexity and cost. In the late 1970s lock-up clutches started to reappear in response to demands for improved fuel economy, and are now nearly universal in automotive applications. As with

8320-400: The converter enters the coupling phase is a result of the turbulence and fluid flow interference generated by the stator, and as previously mentioned, is commonly overcome by mounting the stator on a one-way clutch. Even with the benefit of the one-way stator clutch, a converter cannot achieve the same level of efficiency in the coupling phase as an equivalently sized fluid coupling. Some loss

8448-570: The corporate Plymouth eggcrate-grille. Like the K-body and E-body vehicles they replaced, the Acclaim and Dodge Spirit were both marketed as mainstream variants, while the Chrysler LeBaron was marketed as the luxury variant. Despite this, there was substantial overlap in trims and equipment among each car. For example, a fully loaded Acclaim was almost similar to a base LeBaron in features and price. In addition to its entry-level base model,

8576-459: The day after it had begun. The redesign for the 1970 Barracuda removed all its previous commonality with the Valiant. The original fastback design was deleted from the line and the Barracuda now consisted of coupe and convertible models. The all-new model, styled by John E. Herlitz , was built on a shorter, wider version of Chrysler's existing B platform , called the E-body . Sharing this platform

8704-463: The deletion of the reverse safety blocker valve, which, in TorqueFlites made through 1965, had shifted the transmission harmlessly into neutral if the reverse position was selected with the vehicle moving forward above approximately 3 mph (4.8 km/h). With the elimination of the rear pump, the oil filter was designed with a single oil port. In 1968, part-throttle downshift functionality

8832-527: The drag races, 1968 had a stripped-down Belvedere coupe, the Road Runner, which featured a bench seat and minimal interior and exterior trim, but was available with Chrysler's big-block engines and a floor-mounted four-speed manual transmission. The Barracuda, originally a "compact sporty car", became available with the 426 Hemi and 440 big-block engines in 1968. The GTX, Barracuda, Road Runner, Sport Fury GT, and Valiant Duster 340, were marketed by Plymouth as

8960-401: The energy being applied to the impeller by the prime mover. This action causes a substantial increase in the mass of fluid being directed to the turbine, producing an increase in output torque. Since the returning fluid is initially traveling in a direction opposite to impeller rotation, the stator will likewise attempt to counter-rotate as it forces the fluid to change direction, an effect that

9088-514: The first through fourth characters indicate, respectively, the number of forward speeds, torque capacity, drive type or transaxle orientation, and control system: The original TorqueFlite was designated A466 , with a cast iron case, separate iron converter housing, and no parking pawl. The A466 was replaced in 1962 with the A727 (later renamed 36RH and 37RH ), with a one-piece aluminum case to reduce weight by about 60 lb (27 kg). This

9216-428: The first turbine, using only the second turbine as vehicle speed increased. The unavoidable trade-off with this arrangement was low efficiency and eventually these transmissions were discontinued in favor of the more efficient three speed units with a conventional three element torque converter. It is also found that efficiency of torque converter is maximum at very low speeds. As described above, impelling losses within

9344-507: The five-pinion used with the A518 used with the Cummins turbodiesel), which is often used as an aftermarket replacement for the stock four-pinion planetary used with the lighter duty transmissions. Gear ratios: Applications: For standard-duty applications in smaller and lighter vehicles with six-cylinder or small V8 engines starting with the 1964-1/2 273, the compact A904 (later 30RH )

9472-456: The fluid's kinetic energy will be lost due to friction and turbulence, causing the converter to generate waste heat (dissipated in many applications by water cooling). This effect, often referred to as pumping loss, will be most pronounced at or near stall conditions. In modern designs, the blade geometry minimizes oil velocity at low impeller speeds, which allows the turbine to be stalled for long periods with little danger of overheating (as when

9600-480: The furnace brazing process creates a small radius at the point where a blade meets with a hub or annular ring, a theoretical decrease in turbulence will occur, resulting in a corresponding increase in efficiency. Overloading a converter can result in several failure modes, some of them potentially dangerous in nature: Plymouth automobile Plymouth was a brand of automobiles produced by Chrysler Corporation and its successor DaimlerChrysler . The brand

9728-410: The impeller to oppose the direction of impeller rotation, leading to a significant loss of efficiency and the generation of considerable waste heat . Under the same condition in a torque converter, the returning fluid will be redirected by the stator so that it aids the rotation of the impeller, instead of impeding it. The result is that much of the energy in the returning fluid is recovered and added to

9856-617: The late 1960s and early 1970s. The 1964 Barracuda fastback is considered the first of Plymouth's sporty cars. Based on the Valiant, it was available with the Slant Six , or 273 cu in (4.5 L) small block V8. For 1967, Plymouth introduced the Belvedere GTX, a bucket-seat high-style hardtop coupe and convertible that could be ordered with either the "Super Commando" 440 cu in (7.2 L) or Hemi 426 cu in (7.0 L) V8 engines. Looking for an advantage at

9984-722: The late 1990s, only four vehicles were sold under the Plymouth name: the Voyager/Grand Voyager minivans, the Breeze mid-size sedan, the Neon compact car, and the Prowler sports car, which was to be the last model unique to Plymouth, though the Chrysler PT Cruiser was conceived as a concept unique to Plymouth before production commenced as a Chrysler model. After discontinuing the Eagle brand in 1998, Chrysler

10112-492: The latter bearing simulated woodgrain paneling. A sportier LX model was added in 1989, sharing much of its components with the Caravan ES. Safety features included 3-point seat belts for the front two passengers and lap belts for the rear passengers. Standard on all Voyagers were legally mandated side-impact reinforcements for all seating front and rear outboard positions, but airbags or ABS were not available. Notably,

10240-419: The latter can do its job. The shape of the blades is important as minor variations can result in significant changes to the converter's performance. During the stall and acceleration phases, in which torque multiplication occurs, the stator remains stationary due to the action of its one-way clutch. However, as the torque converter approaches the coupling phase, the energy and volume of the fluid returning from

10368-414: The lower-powered engines to provide better acceleration without sacrificing highway fuel economy. They were frequently used today in drag racing. Uses: The A500 , later renamed 40RH and 42RH (hydraulically controlled governor pressure) and 40RE , 42RE , 44RE (electronically controlled governor pressure, 1993-up), was an A904 derivative used in trucks and vans. Introduced in the 1988 model year on

10496-640: The middle of the 1993 model year, where it was renamed as the A500SE - Jeep Grand Cherokees equipped with the 4.0L used the A500SE/42RE since the middle of the 1993 model year replacing the AW4. Oil pans used with the A500SE/42RE are similar in design to the one used in the A500, with a clearance area for the shift solenoid. The pan and filter were updated during the 1998 model year with some Dodge applications, which have

10624-429: The move from aluminum to steel planetary carriers and an increase in the number of clutch plates when coupled to the 5.9 L Cummins Turbo-Diesel and the 8.0 L V-10 applications, it is a 727 with overdrive and more robust internal parts. It has an input torque rating of 450 lb⋅ft (610 N⋅m). The 48RE is an electronically governed, ECU-controlled, four-speed heavy-duty overdrive automatic transmission, that

10752-683: The nameplate was dropped with the introduction of the Plymouth Model U in 1929. While the original purpose of the Plymouth was to serve the lower end of a booming automobile market, during the Great Depression of the 1930s the division helped significantly in ensuring the survival of the Chrysler Corporation when many other car companies failed. Beginning in 1930, Plymouths were sold by all three Chrysler divisions ( Chrysler , DeSoto , and Dodge ). Plymouth sales were

10880-520: The nearly universal use of a lock-up clutch has helped to eliminate the converter from the efficiency equation during cruising operation. The maximum amount of torque multiplication produced by a converter is highly dependent on the size and geometry of the turbine and stator blades, and is generated only when the converter is at or near the stall phase of operation. Typical stall torque multiplication ratios range from 1.8:1 to 2.5:1 for most automotive applications (although multi-element designs as used in

11008-420: The only available exterior color. Optional equipment included air conditioning, automatic transmission, power steering, and brakes. In 1959, a special Sport Fury was available as the "special" sporty Plymouth. The PowerFlite automatic was now controlled by reliable mechanical push buttons on a pod on the left side of the dash. In 1957, Virgil Exner's new Forward Look design theme, advertised by Plymouth with

11136-569: The overdrive unit transmission rebuilders usually would use replacement parts from the A518/618 overdrive section since the A500 internals are light duty e.g. number of friction discs and thick pressure plates. The overdrive housing (RWD/2WD) uses an output shaft yoke commonly shared with the A727 and its later derivatives, except for the A618/48RE. Electronic governor pressure was phased in during

11264-523: The pendulum-based Constantinesco torque converter , the Lambert friction gearing disk drive transmission and the Variomatic with expanding pulleys and a belt drive. Torque converter equations of motion are governed by Leonhard Euler 's eighteenth century turbomachine equation : The equation expands to include the fifth power of radius; as a result, torque converter properties are very dependent on

11392-463: The popularity of the twine among farmers. The origins of Plymouth can be traced back to the Maxwell automobile . When Walter P. Chrysler took over control of the troubled Maxwell- Chalmers car company in the early 1920s, he inherited the Maxwell as part of the package. After he used the company's facilities to help create and launch the six-cylinder Chrysler automobile in 1924, he decided to create

11520-429: The power band of the engine more quickly. Highway vehicles generally use lower stall torque converters to limit heat production, and provide a more firm feeling to the vehicle's characteristics. A design feature once found in some General Motors automatic transmissions was the variable-pitch stator, in which the blades' angle of attack could be varied in response to changes in engine speed and load. The effect of this

11648-404: The previous year. On March 25, 1954, Chrysler officially introduced to the public its first attempt at a turbine-powered car . Chrysler installed an experimental turbine, developed specifically for road vehicles, in a Plymouth. The car used was a standard 1954 Belvedere two-door hardtop. This was the beginning of a decades-long but unsuccessful attempt to develop and market a viable car powered by

11776-512: The six and V8s), including the obscure Chevrolet V8 bellhousing pattern when used with the Pontiac Iron Duke, which was the base motor in some 1980-83 AMC and Jeep products (this bellhousing pattern is a rare find since transmission cores are usually sought after by drag racers building a Powerglide or TH200 derivative using THM2004R internals inclusive of a modified torque converter front face and/or torque converter adapter ring allowing

11904-445: The six-barrel "Super Commando Six Pak" as well as the 426 cu in (7.0 L) Hemi. The 440- and Hemi-equipped cars received upgraded suspension components and structural reinforcements to help transfer the power to the road. In 1970, the power plant options offered to the customer were: Other Barracuda options included decal sets, hood modifications, and unusual "high impact" colors. The compact Valiant sold well and built

12032-3817: The size of the device. Mathematical formulations for the torque converter are available from several authors. Hrovat derived the equations of the pump, turbine, stator, and conservation of energy. Four first-order differential equations can define the performance of the torque converter. I i ω i ˙ + ρ S i Q ˙ = − ρ ( ω i R i 2 + R i Q A tan ⁡ α i − ω s R s 2 − R s Q A tan ⁡ α s ) Q + τ i {\displaystyle I_{i}{\dot {\omega _{i}}}+\rho S_{i}{\dot {Q}}=-\rho (\omega _{i}R_{i}^{2}+R_{i}{\frac {Q}{A}}\tan {\alpha _{i}}-\omega _{\mathrm {s} }R_{\mathrm {s} }^{2}-R_{\mathrm {s} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {s} }})Q+\tau _{i}} I t ω t ˙ + ρ S t Q ˙ = − ρ ( ω t R t 2 + R t Q A tan ⁡ α t − ω i R i 2 − R i Q A tan ⁡ α i ) Q + τ t {\displaystyle I_{\mathrm {t} }{\dot {\omega _{\mathrm {t} }}}+\rho S_{\mathrm {t} }{\dot {Q}}=-\rho (\omega _{\mathrm {t} }R_{\mathrm {t} }^{2}+R_{\mathrm {t} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {t} }}-\omega _{i}R_{i}^{2}-R_{i}{\frac {Q}{A}}\tan {\alpha _{i}})Q+\tau _{\mathrm {t} }} I s ω s ˙ + ρ S s Q ˙ = − ρ ( ω s R s 2 + R s Q A tan ⁡ α s − ω t R t 2 − R t Q A tan ⁡ α t ) Q + τ s {\displaystyle I_{\mathrm {s} }{\dot {\omega _{\mathrm {s} }}}+\rho S_{\mathrm {s} }{\dot {Q}}=-\rho (\omega _{\mathrm {s} }R_{\mathrm {s} }^{2}+R_{\mathrm {s} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {s} }}-\omega _{\mathrm {t} }R_{\mathrm {t} }^{2}-R_{\mathrm {t} }{\frac {Q}{A}}\tan {\alpha _{\mathrm {t} }})Q+\tau _{\mathrm {s} }} ρ ( S p w p ˙ + S t w t ˙ + S s w s ˙ ) + ρ L f A Q ˙ = ρ ( R p 2 w p 2 + R t 2 w t 2 + R s 2 w s 2 − R s 2 w p w s − R p 2 w t w p − R t 2 w s w t ) + w p Q A ρ ( R p tan ⁡

12160-419: The small block "A" and big block "B" engine versions of this transmission and for American Motors (AMC) and Jeep applications. Gear ratios: The A518 , later renamed 46RH (hydraulic controlled governor pressure) and 46RE (electronic controlled governor pressure), is an A727 derivative with overdrive , in the A500 ilk. Starting in 1990, it was used in some trucks and vans. The overdrive fourth gear ratio

12288-634: The smallest cars to have 6-passenger seating with a 3-seat per row setup, similar to larger rear-wheel drive cars such as the Dodge Dart and other front-wheel drive cars such as the Chevrolet Celebrity . Chrysler marketed the car as being able to seat "six Americans." The Aries was sold as the Dart in Mexico . The Reliant and Aries were selected together as Motor Trend magazine's Car of

12416-509: The sport model 'Cuda (BS). Beginning mid-year 1970, and ending with the 1971 model, there also was the Barracuda Coupe (A93), a low-end model that included the 198 cu in (3.2 L) Slant Six as a base engine, lower-grade interior, and (like other Coupe series Chrysler Corp. offered that year) had fixed quarter glass instead of roll-down rear passenger windows. The high-performance models were marketed as 'Cuda deriving from

12544-436: The stator from counter-rotating with respect to the prime mover but allows forward rotation. Modifications to the basic three element design have been periodically incorporated, especially in applications where higher than normal torque multiplication is required. Most commonly, these have taken the form of multiple turbines and stators, each set being designed to produce differing amounts of torque multiplication. For example,

12672-454: The three-speed lasted for more than a decade after the 1989 debut of the four-speed unit. The light-duty A404 was used with the smallest straight-4 engines from Chrysler, commonly the 1.7 L Volkswagen unit. The A404 was strengthened to become the A413 (later 31TH ) in 1981. This was used with Chrysler's 2.2 and 2.5 L K-car engines . It was available both with and without a lockup torque converter . Applications: The A415

12800-403: The torque converter connects the prime mover to the automatic gear train, which then drives the load. It is thus usually located between the engine's flexplate and the transmission. The equivalent device in a manual transmission is the mechanical clutch . A torque converter serves to increase transmitted torque when the output rotational speed is low. In the fluid coupling embodiment, it uses

12928-427: The torque converter must be carefully matched to the torque curve of the power source and the intended application. Changing the blade geometry of the stator and/or turbine will change the torque-stall characteristics, as well as the overall efficiency of the unit. For example, drag racing automatic transmissions often use converters modified to produce high stall speeds to improve off-the-line torque, and to get into

13056-475: The torque converter reduce efficiency and generate waste heat. In modern automotive applications, this problem is commonly avoided by use of a lock-up clutch that physically links the impeller and turbine, effectively changing the converter into a purely mechanical coupling. The result is no slippage, and virtually no power loss. The first automotive application of the lock-up principle was Packard 's Ultramatic transmission, introduced in 1949, which locked up

13184-469: The transmission pushbuttons. Button arrangement varied by vehicle model and year; the sequence was reverse, neutral, drive, second, and first, from top to bottom with vertically arrayed buttons, from left to right with horizontally arrayed buttons, and clockwise starting at upper left with clustered buttons. A parking lock was not provided until the advent of the aluminum-case Torqueflites in 1960 (standard-duty A-904) and 1962 (heavy-duty A-727), at which point

13312-485: The transmission was marketed as LoadFlite . In the 1990s, the transmissions were renamed. However, the original Torqueflite design remained the basis of many Chrysler-designed (and built) transmissions through 2007 (and FWD transaxles through 2000). Torqueflite transmissions and transaxles made through 1991 were assigned arbitrary engineering designations consisting of the letter "A" followed by three digits. The 1992 and later units have four-character designations in which

13440-428: The turbine will gradually decrease, causing pressure on the stator to likewise decrease. Once in the coupling phase, the returning fluid will reverse direction and now rotate in the direction of the impeller and turbine, an effect which will attempt to forward-rotate the stator. At this point, the stator clutch will release and the impeller, turbine and stator will all (more or less) turn as a unit. Unavoidably, some of

13568-518: The twin-cable shift and park control mechanism (a holdover from the push-button operation) was replaced by a solid shift control linkage consisting of a series of pushrods, rotating rods, and levers. The rear pump was eliminated, which simplified and cost-reduced the transmission but rendered push-starting impossible; Chrysler engineers reasoned that improved electrical and fuel systems reduced the need to push-start vehicles, and safety concerns weighed against doing so. The gated shift quadrants also permitted

13696-537: The use of the TorqueFlite bolt pattern to a GM flexplate), and a GM 60 Degree V6 bolt pattern when used with the GM 2.8 L LR2 of this transmission. Uses: The A998 , later renamed 31RH was a medium-duty, narrow or wide-ratio version of the small-frame A904 transmission for use with medium-power V8 engines and the 3.9 L V6 engine. It was equipped with four direct friction plates. This transmission differed from

13824-482: The vehicle's dashboard. The buttons were generally at the extreme driver's side end of the dash, i.e., the left in left-hand drive vehicles and the right in right-hand drive ones. However, this was not always the case; the 1962 Dodge Phoenix , a right-hand drive export model sold in Australia and South Africa, used the U.S. 1962 Plymouth Valiant instrument cluster assembly, into the left end of which were integrated

13952-553: Was added to A-904 transmissions used with six-cylinder engines. This feature permitted the transmission to shift from third to second gear in response to moderate accelerator pressure. Previously, an automatic 3-2 downshift occurred only if the driver pushed the accelerator to the floor. This change was made to maintain acceptable in-town performance with taller final-drive ratios in the rear axle — 2.76:1 rear axle gears were being furnished in applications previously equipped with 2.93:1 or 3.23:1 gearsets. Part-throttle downshift functionality

14080-476: Was advanced to 'PD'. The PC was redesigned to look similar to the PD and became the 'Standard Six' (PCXX). It had been the 'Plymouth Six' at the introduction and was sold through to the end of 1933, but in much lower numbers. In 1937, Plymouth (along with the other Chrysler makes) added safety features such as flat dashboards with recessed controls and the back of the front seat padded for the rear seat occupants. The PC

14208-458: Was also an increase in weight as bumpers became larger and, starting in 1970, E-body doors were equipped with heavy steel side-impact protection beams. Higher fuel prices and performance-car insurance surcharges deterred many buyers as the interest in high-performance cars waned. Sales of pony cars were on the decline. Sales had dropped dramatically after 1970, and while 1973 showed a sales uptick, Barracuda production ended April 1, 1974, ten years to

14336-575: Was announced on November 3, 1999. The last new model sold under the Plymouth marque was the second-generation Neon for 2000. The PT Cruiser was ultimately launched as a Chrysler, and the Prowler and Voyager were absorbed into that make, as well. Following the 2001 model year, the Neon was sold only as a Dodge in the US, though it remained available as a Chrysler in Canadian and other markets. The Plymouth Breeze

14464-460: Was commonly referred to as the "low-priced three" marques in the American market. Plymouth almost surpassed Ford in 1940 and 1941 as the second-most popular make of automobiles in the U.S. In 1954, Plymouth offered an optional torque converter mated to a standard three-speed transmission, marketed as "PowerFlite". It improved upon the "Hy-Drive" semiautomatic transmission which had been introduced

14592-574: Was developed for the 1.6 L Simca 1100 engine , but was not released for series production in the U.S. It was used in Europe, in the Talbot Simca, 1510, and Solara. The A470 was a strengthened version of the transaxle used with the 2.6 L Mitsubishi Astron engine in the K-cars from 1981 until 1985, and minivans from 1984 through 1987. The highest-specification three-speed transaxle

14720-475: Was dropped after 2000, before Chrysler introduced their redesigned 2001 Dodge Stratus and Chrysler Sebring sedan . Plymouth built various trucks and vans over the years, mainly rebadged Dodge or Chrysler vehicles. Early pickups, delivery trucks, and other commercial trucks were available, and later an SUV, full-sized vans, and minivans. Plymouth had supplied components to the Fargo vehicles, another member of

14848-484: Was equipped with a downdraft carburetor and installed in the new 1933 Plymouth PC, introduced on November 17, 1932. However, Chrysler had reduced the PC's wheelbase from 112 to 107 in (284.5 to 271.8 cm), and the car sold poorly. By April 1933, the Dodge division's Model DP chassis, with a 112-inch (284.5 cm) wheelbase, was put under the PC body with DP front fenders, hood, and radiator shell. The model designation

14976-407: Was extended to V8 A-904s in 1969, and to most A-727 transmissions in 1970 through 1971. In 1978, most Torqueflite transmissions gained a lockup torque converter clutch to mechanically connect the converter's impeller and turbine, eliminating slip for better highway fuel economy . This addition required the removal of the torque converter drain plug. For 1980, a wide-ratio gearset was released for

15104-745: Was initially referred to in consumer-oriented publications as the "TorqueFlite 8" to differentiate it from the A904. The A727 incorporated a parking pawl, with the sole exception of the 1962 Chrysler and Dodge 880 version, which had an extension-mounted drum brake. Compared to the early cast-iron transmissions, many and various internal improvements were featured, and it used a 10.75 in (27.3 cm) or 11.75 in (29.8 cm) torque converter. The heavier-duty A727 Torqueflites became — and remain — wildly popular for drag racing , off roading , and monster truck applications because of their controllability, reliability, ease/cheapness of repair, and brute strength. Note there are unique bellhousing bolt patterns for

15232-434: Was introduced at Madison Square Garden on July 7, 1928. It was Chrysler Corporation's first entry in the low-priced field previously dominated by Chevrolet and Ford. Plymouths were initially priced higher than the competition, but offered standard features such as internal expanding hydraulic brakes that Ford and Chevrolet did not provide. Plymouths were originally sold exclusively through Chrysler dealerships, offering

15360-606: Was introduced in 1960. This transmission used a 10.75 in (27.3 cm) torque converter. A smaller version of this transmission was also used in the Dodge Colt/Plymouth Champ cars made by Mitsubishi in Japan. This smaller transmission used a 10 in (25 cm) torque converter. Note there are unique bellhousing bolt patterns for the Chrysler Slant-Six, small block V8, and AMC versions (both

15488-530: Was launched in 1928 to compete in what was then described as the "low-priced" market segment that was dominated by Chevrolet and Ford . It became a high-volume seller for the automaker until the late 1990s. Plymouth cars were marketed primarily in the United States. The brand was withdrawn from the marketplace in 2001. The Plymouth models that were produced up until then were either discontinued or rebranded as Chrysler or Dodge . The Plymouth automobile

15616-510: Was planning to expand the Plymouth line with a number of unique models before the corporation's merger with Daimler-Benz AG. The first model was the Plymouth Prowler , a hot rod -styled sports car. The PT Cruiser was to have been the second. Both models had similar front-end styling, suggesting Chrysler intended a retro styling theme for the Plymouth brand. At the time of Daimler's takeover of Chrysler, Plymouth had no models besides

15744-411: Was prominently featured at Chrysler's exhibit at the 1939 New York World's Fair , advertised as the first mass-production convertible with a power-folding top. It featured a 201 cu in (3.3 L), 82 hp (61 kW; 83 PS) version of the flathead six engine. For much of its life, Plymouth was one of the top-selling American automobile brands; it, together with Chevrolet and Ford ,

15872-599: Was shipped overseas to Sweden, Denmark, and the UK, as well as Australia. In the UK, it was sold as a ' Chrysler Kew ', the town of Kew being the location of the Chrysler factory in a district in the London Borough of Richmond upon Thames . The flathead six which started with the 1933 Model PC stayed in the Plymouth until the 1959 models. In 1939, Plymouth produced 417,528 vehicles, of which 5,967 were two-door convertible coupes with rumble seats . The 1939 convertible coupe

16000-469: Was the A670 . It was used with the 3.0 L Mitsubishi V6 engine in Chrysler's cars and minivans from 1987 to 2000. Gear ratios: Torque converter A torque converter is a device, usually implemented as a type of fluid coupling , that transfers rotating power from a prime mover , like an internal combustion engine , to a rotating driven load. In a vehicle with an automatic transmission ,

16128-490: Was the Sundance's first year, it was available in a single base model. For 1988, a higher-end RS model was available. The RS model, which stood for Rally Sport, came with standard features that included two-tone paint, fog lights, and a leather-wrapped steering wheel. It was also available with a turbocharged 2.2 L I4 engine, and other amenities like an Infinity sound system, tinted window glass, and dual power mirrors. For 1991,

16256-484: Was the newly launched Dodge Challenger ; however, no exterior sheet metal interchanged between the two cars, and the Challenger, at 110 inches (2,794 mm), had a wheelbase that was 2 inches (51 mm) longer than the Barracuda. The E-body Barracuda was now "able to shake the stigma of 'economy car'." Three versions were offered for 1970 and 1971: the base Barracuda (BH), the luxury oriented Gran Coupe (BP), and

16384-484: Was to vary the amount of torque multiplication produced by the converter. At the normal angle of attack, the stator caused the converter to produce a moderate amount of multiplication but with a higher level of efficiency. If the driver abruptly opened the throttle, a valve would switch the stator pitch to a different angle of attack, increasing torque multiplication at the expense of efficiency. Some torque converters use multiple stators and/or multiple turbines to provide

#703296