Question Regarding 57' Transmission

[HeliPilot71]

Morning,

I have a 57 Savoy 301 with a 2 speed push button transmission...I am looking to replace with a 3 speed. Is there a resource someone could point me to in order to cross reference which 3 speed Automatic transmission would work with the 301 and a push button? I appreciate the help.

Eric

 

[Davea Lux]

Some of the folks at the Forward Look Forum have tried this. It is something of a PIA as the cable linkage parts usually do not interchange. Might also want to check in the "Hollander Interchange Manual" as this publication is the bible for swaps. You would probably need to source a parts car at a wrecking yard to source the small parts.

Dave

 

[CBODY67]

Some of the folks at the Forward Look Forum have tried this. It is something of a PIA as the cable linkage parts usually do not interchange. Might also want to check in the "Hollander Interchange Manual" as this publication is the bible for swaps. You would probably need to source a parts car at a wrecking yard to source the small parts.

Dave

As a point of curiosity, would the similar model year/engine family Dodges have had more TFs than Plymouths, back then?

Thanks,
CBODY67

 

[57fury440]

I did that swap back in 1965. The 57 torqueflites had no cooling lines and neither did the powerflite 2 speeds. I put a torqueflite in from a 1960 Plymouth and changed the radiator so I could hook up cooling for it. The 57s had a screen by the converter to cool it. If I remember correctly the driveshaft is a different length too. I believe the Powerflites was longer. Get a transmission that is complete with the bellhousing, converter and shift cable and it will be not too bad a job. I did it when I was 17. You will also need the 3-speed button assembly. I made the throttle pressure (kick down) linkage work. Changing from a 2 speed to a 3-speed made quite a difference in performance. On the car I had with the powerflite it came with 3:54-1 gears, and they worked nicely with the 3-speed. Any Torqueflite from 57 to 61 should work. Anything newer is a completely different animal.

 

[CBODY67]

1962 was the model year for the aluminum case TF, 727 and 904, as I recall.

 

[57fury440]

That is correct and they do not bolt up to a 1961 or older 301. The 57 Poly motor has an extended crank. To use a newer 904/727, you would have to change the crankshaft to a 1962 or newer one.

 

[HeliPilot71]

I did that swap back in 1965. The 57 torqueflites had no cooling lines and neither did the powerflite 2 speeds. I put a torqueflite in from a 1960 Plymouth and changed the radiator so I could hook up cooling for it. The 57s had a screen by the converter to cool it. If I remember correctly the driveshaft is a different length too. I believe the Powerflites was longer. Get a transmission that is complete with the bellhousing, converter and shift cable and it will be not too bad a job. I did it when I was 17. You will also need the 3-speed button assembly. I made the throttle pressure (kick down) linkage work. Changing from a 2 speed to a 3-speed made quite a difference in performance. On the car I had with the powerflite it came with 3:54-1 gears, and they worked nicely with the 3-speed. Any Torqueflite from 57 to 61 should work. Anything newer is a completely different animal.

Great information...thank you.

 

[Davea Lux]

As a point of curiosity, would the similar model year/engine family Dodges have had more TFs than Plymouths, back then?

Thanks,
CBODY67

Plymouth probably had more as the Plymouth division had higher sales was in the number 3 position thru much of the early and mid 50's, Plymouths were also a part of the medium priced car lines were Dodge was at the low price point. Buyers of the lower priced cars were usually less likely to add as many options. The 3 speed automatic transmission, introduced in '56 had excellent reliability in both lines and was popular with buyers looking for added performance. Partially due to major styling changes, partly due to a severe recession, Plymouth suffered a significant drop in sales starting about '57. The late 50's Plymouth/Dodge cars had a well deserved reputation for being rust buckets due to the lack of adequate rust protection on the insides of the front fenders, rockers and lower quarter radii. There were also issues with torsion bars breaking in '57. It took several years for the Plymouth division to regain market share. It also did not help that Plymouth was spun off as a new division about 1960.

Dave

 

[57fury440]

Actually, you got it backwards. Plymouth was part of the three lower priced cars which were Chevrolet, Ford and Plymouth. Dodge was a step above Plymouth. The 3 speed Torqueflite was not available in Plymouths in 1956, only the Powerflite 2-speed was. Plymouth was always a separate division. Where are you getting your info from?

 

[Snotty]

Wow!! A 57 foot transmission! I want to see the car it's going in!!!

 

[Jakter]

Viewing a thread - Hints for installing a cast-iron A-466 Torqueflite in a 56 Dodge with existing Powerflite

Someone did it on a 1956 Dodge but it might have some useful information for you.

 

[57fury440]

Putting a 3-speed in a 1956 Dodge or Plymouth would require a lot more work. Neither of those cars came from the factory with a Torqueflite like the 1957 models did. Everything needed for the switch was made by the factory. The crossmember does not have to be changed. The driveshaft from a car with the Torqueflite in it will bolt up as long as it is the same wheelbase. Nothing will have to be fabricated. You do not need an inline oil cooler if you use a radiator from a car that had the cooling lines going into the bottom of it. I think a radiator from a 1959 Plymouth will work as a bolt in. Back when I did it you could get a running car for $25.00 that needed work and use it as a parts car.