axle. The progression through all three gears in "drive" operation obviously results in two automatic' upshifts. The upshift from first to second involves a transition from an overrunning clutch to a band. The upshift to direct is completed by the 
.- 
transfer from a band to a clutch in a manu.er sImi- 
1ar to the present PowerFlite upshift. The incorporation of the overrunning clutch has greatly improved the operation of· this transmission. During the 1-2 upshift, the overrunning clutch remains engaged until the kickdown ban~ has gained sufficient torque capacity to carry the load; at that time a torque reversal occurs on the "low" re- 
\ 
action member, thereby causing the' overrunning 

clutch to free wheel at precisely the proper instant. The transient capaoity of the band is controlled by the kickdown piston and an accumulator. If friction material had been employed as a "low" reaction, the control of the shift would become consid'erably less accurate. The normal 3 -1 downshift involves the t ran sit ion from the direct clutch to the overrunning clutch. Since this downshift normally occurs at closed throttle, the "low" reaction. member will rotate forward causing the overrunning clutch to free wheel and thereby permits an imperceptible downshift. 

Aforced do w n s hi ft from 3 to 1 or 2 to 1 is also aided by the overrunning clutch. Good quality in this shift can onlybe maintained by proper engagement timing of the 0 n com i n gel erne n t. In the Torque Flite , the overrunning clutch will always automatically engage at precisely the instant when the engine has made the proper speed change to correspond to the new ratio. In this manner, an extremely smooth kickdown is accomplished. 

IV - THE TORQUE CONVERTER 

Three torque converters are available to cover all Chrysler models employing the TorqueFlite transmission. All of the converters are single-stage, 

- 4 - 

IMPELLER "'" 

Figure 4- TORQUE CONVERTER COMPONENTS 

three-element units containing an impeller, a 'turbine, and a single stator (Figure 4). 

The turbines and impellers employ stamped blades which are spot-welded to a stamped inner shroud and, in turn, hydrogen-brazed to their individual shells. The stators are die-cast aluminum employing an internal overrunni?g cam riveted in place. The remainder of the overrunning unit which is incorporated into the stator includes eight individually-energized rollers and a splined freewheeling hub which mounts on the reaction shaft. The front cover, which is mounted rigidly to the crankshaft, is fastened to the impeller by means of a submerged arc weld about the periphery of the converter. 

The three converters available with TorqueFlite 

are; 

(1) An 11-3/4"diameter, 2.6 stall torque ratio, air-cooled Converter employed in the Chrysler Windsor (Figure 5); water-cooled in the Chrysler Saratoga. 

(2) An 11-3/4"diameter, 2.7 stall torque ratio, air-cooled converter employed in all other V-8 installations (Figure 6), except the 392 cubic inch V-8. 

TORQUE RATIO 	3400 		
	...•.. 			
EFFICIENCY 	3.0- 	3000 		
...•.. 				
100- 	2.6- 	2600 		
		" 	, 	
BO- 	2.2- 	2200 		
60- 	I.B- 	IBOO 		
40- 	1.4- 	1400 		
20- 	1.0- 			
0- 	.6- 			
1.0 		1.0 	
	INPUT RPM 	
		.... 	
		4200 	
TORQUE RATIO 	3BOO 	
	.•.. 		
	3.4- 	3400 	
EFFICIENCY 	3.0- 	3000 	
.... 			
100- 	2.6- 	2600 	
		" 	
BO- 	2.2- 	2200 	
60- 	I.B- 	1BOO 	
40- 	1.4- 	1400 	
20- 	1.0- 		
0- 	.6- 		
	
2 .3 ~ ~ • ~ • • 
OUTPUT RPM/INPUT RPM 
Figure 5-PERFORMANCE-11-3/4 IN. 2.6 5T ALL RATIO CONVERTER 
(3) A 12-1/2" diameter, 2.3 stall torque ratio, water-cooled con ve r t e r employed for all 392 cubic inch engine installations (Figure 7). 
Both of the 11-3/4" diameter units were available with the PowerFlite transmission, but the 12-1/2" diameter converter was developed specifically for the TorqueFlite application. The 11-3/4" diameter converters could further improve car performance with the large engine, but are not used because of the greater torque capacity requirements of the transmission as well as excessive wheel skid characteristics with these smaller converters. 
The new 12-1/2" diameter converter was designed to reduce excessive peak torques that the transmission must handle, but still provide increased performance compatible with engine overrun. The low-speed peak input torque has been reduced with the new torque converter, but the higher torque available in .the mid-range provides a net gain in over-all vehicle performance as compared to the 12-1/2" diameter converter previously used with the PowerFlite. 
- 5 - 

INPUT RPM •• 4200 
	
3BOO 
	. 	. 
CONSTANT INPUT TORQUE 
200 ~B-FT . 
Figure 6-PERFORMANCE-11-3/4 IN. 2.7 STALL RATIO CONVERTER 

INPUT RPM ..•. 
4200 
TORQUE RATIO 	3400 
...•.. 
EFFICIENCY 	3.0 - 	
.... 		
100- 	2.6- 	
BO- 	2.2- 	
60- 	1.8 - 	
40- 	1.4- 	
20- 	1.0- 	
0- 	.6- 	
	
3BOO 
2 ~ .4 ~ • ~ • • w 
OUTPUT RPM/INPUT RPM 
Figure 7-PERFORMANCE-12-TI2 IN. 2.3 STALL RATIO CONVERTER 
v - POWER FLOW 
The following section reviews each driving position to show how the power is transmitted through the gear box. 
Drive: Breakaway (Figure 8) 
The power flow is from the torque converter turbine through the input shaft and fronc clutch