Packard Forum Index » V-8 (1955-56)

Please, keep me informed as to either/both swaps. At present the TU in my wife's Packard is fine but it will be replaced one way or another. We live too far from town not to get better fuel mileage.

I am very curious to hear how this project is going and I would love to see any pictures you may have available. If you've had time to work on it, of course.

I'm having a little issue with the adapter that was machined. it's going to have to be machined again. the depth of the depth of the Ultramatic torque convertor is an issue compared to the GM convertor.

I am still waiting for the completed cross member but I have some pics of my work so far on the 700R4 on my blog.
Look at Stewart 1955 400 project blog.

Those pictures are great! Thanks.

I'm wondering if the best way is :
- complete restoration of the Twin Ultramatic
- replace it with a Chrysler TroqueFlite ?

I also have the original push button command, but not complete relay.
Are the torqueflite controlled by cable button or electric actuator ?

The purists will vote for the Ultramatic rebuild but since you are overseas I would wonder if you could find anyone there to do the job. There are very few qualified Ultramatic people left even over here. Letting someone work on it who is unfamiliar with how the units operate and their specific needs and quirks is asking for problems.

Before deciding which conversion to go with make sure the TorqueFlite conversion kit is still available. Last I heard it was made by Sierra Grove Packards and IIRC, a poster said the shop had closed along with production of the kit. Maybe someone will know the status for sure.

I believe the TorqueFlite used for the conversion was lever operated and out of late 60s-early 70s Chryslers. The push button Chrysler unit was mechanical or rather, cable operated instead of being electric like the Packard buttons. The Chrysler buttons moved a cam arrangement which pulled or pushed a flexible cable to work the valve in the transmission instead of having a motor do it. I believe a second cable was operated by the park button to move the park pawl into engagement.

The Bendtsen kit for the GM 700R4 conversion is what most seem to be doing now and as far as I know there is currently no way of using the push button unit after the conversion. Not saying it is impossible -- it is just that no one has studied the issues and figured out the pieces needed to make the actuator mount and work the different GM shift layout.

my grandfather had the TorqueFlite on his 56 patrician. it was converted to column shift. the next owner converted back to ultramatic with push button.

"We live too far from town not to get better fuel mileage."

Packard was the only car to have Direct Drive the torque converter is locked over 35 mph and the engine is directly mechanically connected to the rear wheels with no power loss just as if you're in 3rd gear in a standard trans
The Torqueflite converter still "slips" as designed, thus there is a power AND MILEAGE loss. Although the Torqueflite has better shifting characteristics and reliability, I do n ot believe you will get better mileage.

I've put 36,000 miles on my 400 since rebuild. I was lucky enough to find a rebuilder who really knew Ultramatics. He did my Caribbean also and I expect that unit to function just as well. His Dad was a PAC member so he took apart ultramatics and really studied them. I don't know if he still does rebuilds. He is a Chrysler fan - owns three Vipers.