Inliners International Forums General Discussion Drive Train 265 Fluid Torque to Powerflite conversion

Hi: I have a 53 Chrysler Windsor with a Fluid Torque converter (Engine fed) and M=6 Fluid Drive Transmission. Does anyone have knowledge of converting this to a powerflight converter and transmission (problems, adaptors, etc.)

Dear Chas;

That combination was one of many that Chysler experimented with in the 'fifties'.

Rather than making a conversion (very expensive) just find a 60s 6 cyl (engine & trans) and install that.

Good luck.

The '53 Windsor six is, if i mistake not, a 265cid flathead--something that several Inliners would like to have for a project. A 1960s MOPAR inline six would be, at best, a 225cid overhead--a great little engine, but a mismatch in this application, especially with an automatic transmission. The 265cid long-stroke flathead provides much more low- and mid-range torque to motorvate a large and *heavy* vehicle, which the Windsor surely is.

If one wants to abandon the fluid drive, then the best alternative is probably a standard transmission (and overdrive, if possible) from a Desoto or Dodge of the period. If one must have an automatic, then one must be prepared to spend time, money and hard labor. Machine tools will be necessary.

God's Peace to you.

d
Inliner #1450

C;

Yes; a 'stick shift' + OD would be the best thing, as Don points out.

In 1960 a friend had a new Plymouth & it was a 'flathead' 6 & sitick shift. That may be a place to start?? That bell housing, flywheel, clutch may interchange with the 265.

Happy trails.

This is a heck of a good question.

The big 265 flathead with Powerflite transmission was factory available in Chrysler Windsor in 1954 only.

The same engine was used in heavy Dodge trucks (W300) until 1962.

If these trucks were available with an automatic it would have been a 727 Torqueflite 3 speed 1957-62. Powerflite up to 56.

Was such a combination offered, and do any survive?

In Canada all Plymouths and Dodges used a 230 or 228 cu in version of that engine up to 1959.

In the US they used a different (smaller) block but I believe the trannies interchange??

So it should be possible to bolt up a Torqueflite using factory parts.

One thing that might mess things up. They changed the design of the crankshafts in about 1962 to use cap screws threaded into the crank flange instead of nuts and bolts. This resulted in a shorter crankshaft and different flywheel. Can you use a newer transmission with the old engine if you use the right flywheel/torque converter? I'm not sure.

The reason this is important is that they used a pushbutton transmission exclusively from 1957 to 1964.

This means if you want a gearshift that is compatible with the pre 55 car, you need a 65 or newer transmission - which uses a different crankshaft/flywheel/torque converter.

It would be very interesting if it were possible to mix and match different parts to put a Torqueflite behind a flathead 6 using all factory parts.

Dear Rusty;

Good answer & history!!

Most of us here are Chev/GMC folks.

Happy trails.

Rusty--How good or bad was the powerflite? The 265 that I pulled out of a 54 had the powerflite. If the tranny was only used for the Windsor for one year it may be to my advantage to get the tranny and bellhousing,converter for future consideration. Was the fluid drive bell the same as the powerflite? Thanks........52er