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Will a 1951 Chrysler Hemi 331 cuin fit into a 1951 Desoto Custom. The frame width appears to be exactly the same?
Philip
Yes the first series and 200 pounds heavier Chrysler 331 Cubed Engine will
fit in your 1951 De Soto Engine Bay.
It will not bolt to your Bell Housing correctly because of The Starter location
of any V8 vs The Six location. If you have the V8 Bell Housing it will bolt to
your Transmission.
Or if you have the Chrysler Engine and the complete Transmission that came
with it you will need to address The Transmission to front U-Joint connection
because eight cylinder units are different than six's ( see the Denver to Maine
Trip made by Ralph - this information is in it ).
There is a Engineering Reason that every Eight Cylinder Car has a Fan Shrould,
so add one to your Vehicles Radiator.
Rodger & Gabby
COS
FltSgt@outlook.com
Philip
Many will think of "dis-owning me" for the following.
With your car think of aquiring a Fluid-Torque Drive assembly for your car. They made them for Six's and eight's. The reason for The Torque Fluid Drive is
they have a lower power to slippage ratio than a Fluid Drive like what you have.
With The Fluid Drive you are slipping at a 3.57 to one ratio when you are at
0 MPH and want to leave now. The Fluid-Torque Drive only slips at a 3.28:1
ratio. Not only does this make your 0 to 60 MPH Speeds quicker - it improves
your MPG Data.
When you find a 1952 or newer MoPar V8 ( other than a mega pound 1st series Chrysler 331 ) just a change of The Bell Housing and Starter it will bolt up to
you same 1951 Transmission.
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The first year "as standard" was only for Crown Imperials ( think Limo ) in 1952.
The first year as an Pay More Option was 1952 for Imperials and New Yorker's.
The first year in Six Cylinder Chrysler's and The De Soto Division with either Six
or eight was 1953 and it was a Pay A Lot More Option.
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The Bell Housing Unit is made of a mag&^&%&^ type of material and you can
lift it with one hand vs The cast iron Bell Housing that you now have. This
means you are now lighter by "one bag of Contractor's Cement".
Rodger & Gabby
COS
FltSgt@outlook.com
The '51 Chrysler engine would not be my first choice for a swap, unless I had one on hand or available cheap. This has the extended rear block and is heavier than later engines. A later DeSoto hemi would be a better choice with much better power to weight ratio.
Have a nice day
Steve
Roger,
I don't know that I agree completely with your technical assessment on the fluid torque drive.
I do agree with your that since the fluid torque drive has a stator, and the fluid coupling does not, it has torque multiplication. This gives you a numerically larger gear ratio when staring from a dead stop like a modern torque converter. This multiplication runs out around 5 MPH or so.
However, like everything in life the torque multiplication comes with a price. In this case it is the fact that torque converters slip at the coupling stage. Most non- lockup torque converters slip about 10%. Most fluid couplings slip 1-2%.
If you drive a lot on the highway, all things being equal, you get better gas mileage with a fluid coupling. If do a lot of start and stop driving, all things being equal, you would get better gas mileage with a torque converter as you would not need to run out the RPM's as much to get moving.
If you resist the temptation to take off from stop lights and stop signs like a modern car and take it easy on the throttle, then a fluid coupling will provide better mileage in all phases of driving.
My two cents worth.
James
Philip and James
In saying what I did is 1/2 of the information. The start part is greater with The
Fluid-Torque Drive Units having a lessor Engine to Transmission slippage ratio.
This is half of it. In every printed data of The Fluid-Torque Drive Unit it is printed The Final Ratio ( aka up to speed and you are maintaining it ) ... is a one to one
ratio.
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We know there is always some slipping factor with era Torque Convertors.
When did The Model 999 Torque-flite enter service? Do not answer because
this is all about Fluid Drive vs Fluid-Torque Drive's.
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Either way there is always a gain by having The $150 something Fluid-Torque
Drive pay more option over The Fluid Drive. Both Drives will never be near
equal to what is made today so why not learn of the better for what any-one
can do transmission performace wise a 1951 De Soto.
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I have a '47 with The Fluid Drive and even a diesel powered automatic
VW Rabbit can make it across a three lane inter-section before I do.
But ... I get all "the thumbs up" signals !
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Rodger & Gabby
COS
FltSgt@outlook.com
