Knowledge of the product

is the first requirement of salesmanship

ROSS ROY

1 l /1~~ ! FOR RETAIL SALESMEII

Nos . 17 & 18 •

CHRYSLER POWERFLITE

DRIVE

How to TELL and SELL the advantages of •••

Chrysler PowerFlite Drive An engineer could talk for hours about the unique design and advantages of the Chrysler PowerFlite Drive! A Chrysler salesman, however, may only have a few minutes to tell a prospect about the benefits of this new mechanical marvel.

All the facts you need about what the new Chrysler PowerFlite does ... or how it does it ... are contained in this bulletin. Whenever possible, they are told in short selling sentences that will enable you to explain PowerFlite simply and speedily ... but with maximum excitement and effectiveness. You may want to memorize the phrases you like best!

What can you, the Chrysler salesman, say to the prospective buyer in those few minutes?

Printed in U.S.A.-277B4

Here's how to tell and sell the advantages of the finest auto­matic transmission that has ever been put in an automobile.

LOTS MORE ZIP!

"You can really surge ahead, Mr. Pros­pect, because PowerFlite delivers more multiplication of turning power than any other automatic transmission! " ("High­est torque multiplication in drive range," the engineers call it.)

EASIER TO OPERATE!

"Has the simplest and most convenient selector lever arrangement of all cars on the road! Shifting is completely auto­matic ... no clutch pedal! No constant shifting from range to range as traffic conditions change, which is necessary with Dual-Range Hydra-Matic, for best performance and economy."

THRIFTIER TWO WAYS!

" Saves fuel because the torque convener in PowerFlite has more efficiency than any competitive torque converter! Saves oil, too. There's only one oil supply for torque converter and transmission, which should be checked periodically, but need be changed only once every 20,000 miles. " ~

' I . _

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--------------------------MORE FLEXIBLE POWER!

" One drive range provides the right power combination for any road condition. Only two forward gear ratios are neces­sary because of the amazing efficiency of PowerFlite's torque converter."

FAR SMOOTHER!

"Yes, 'smooth as oil' because engine power actually IS transmitted through a cushion of oil. And the single automatic shi ft is so smooth you hard ly know when it happens! No lurching through gear changes."

QUIETER!

"No loud whirring or whine. PowerFlite's high efficiency assu res relatively low en­gine speeds, with quieter operation as a result."

MORE RUGGED!

"Fewer Parts than any other automatic transmission in its fie ld. This means greater durabi lity -- no periodic adjust­ments necessary as with some other automatic transmissions."

The information herein contained is obtained from rel iable sources, and in our opinion is correct but is not guaranteed . It is published by Ross Roy, Inc., at the request of Chrysler Sales Division, Chrysler Corporation .

August 12, 1953

IN EVERY DRIVING SITUATION OWER LITE GIVES SUPERB PERFORMANCE AND HANDLING EASE

PowerFlite combines the flexibility of a torque converter with the advantages of a fully automatic two-speed transmission. The torque converter, coupled with the two-speed planetary transmission, can adjust itself to any power requirement, and automatically provide any needed power ratio from 1 to 1 all the way to 4.47 to 1. This means that for all normal driving PowerFlite has but one range. This one range will deliver maximum acceleration and economy for any driving condition.

It also gives unexcelled flexibility. For all normal forward driving it allows the driver complete freedom from shifting

. once he is in the drive range.

POWER ..• is supplied by the engine.

I I I I I I I I t

The only time low, or power range, would be needed is when operating on difficult terrain, such as rocking out of sand or snow-or when engine braking power is required on long, steep grades.

HERE IS WHAT IT DOES •••

Multiplied by FLUID ••• Turning power from engine is mul­tiplied 2.6 times by torque converter (fluid gear) when starting. The amount of torque multiplication here decreases as the car picks up speed. In other words, the most aid is given automatically when it is needed most.

Multiplied again by GEARS Before the upshift into direct drive, turning power is multi­plied again by mechanical gears. The action of the torque con­verter plus this 1.72 gear ratio gives a maximum power multi­plication of 4.47 - the highest

of all automatic trans­missions in Drive Range!

+ I I I

TRANSMITTED . to the propeller shaft.

Here's How POWERFuTE Compares With OTHER AUTOMATIC TRANSMISSIONS

POWERFuTE VS. DUAL-RANGE HYDRA-MATIC (CADILLAC, OLDS, PONTIAC, LINCOLN)

Dual-Range Hydra-Matic has no torque converter­merely a fluid coupling. Therefore it must depend upon four mechanical gear combinations, which provide only four fixed gear ratios. Furthermore, the driver must continually shift manually between two ranges if he is to get adequate performance and maximum economy.

With PowerFlite, the torque converter acts as a built-in "fluid gear," and makes the three jerky mechanical shifts of Hydra-Matic obsolete. The torque converter of PowerFlite, plus the planetary gears, automatically pro­vides the exact gear ratio for every driving condition, thus virtually eliminating any need for manual shifting.

POWERFuTEVS. DYNAFLOW (BUICK)

Dynaflow does have a torque converter, but here, all similarity ceases. Even with all of Buick's promotion of Dynaflow's "Twin Turbines," the fact remains that PowerFlite devel2P_s 8.Lger cent more ush than Dyna­flow does, in Drive Range! There is something to tell your prospect! Even when Dynaflow is shifted down to Lo range, PowerFlite in Drive Range still has the

edge in maximum torque multiplication. The Dynaflow selector quadrant is not lighted and there is an always present danger of accidentally moving the selector lever into the Park lill-sition wh n----.Jl)ovin hi would~ _ _ _ damage the transmission. PowerFlite's selector quad-rant is illuminated, has only four positions, and does not present this hazard.

POWERFuTE VS. ULTRAMATIC (PACKARD)

Packard Ultramatic, like Buick Dynaflow, has no gear ratio in drive range that will help out the torque convert­er. Therefore PowerFlite's maximum power thrust is far greater than Ultramatic's- 79 per cent greater, to be ex-

act! When Ultramatic is in Lo (Power) Range, its torque multiplication is about two per cent more than Power­Flite in Drive Range. Surprising, too, is the fact that Ultramatic weighs 100 pounds more than PowerFlite.

POWERFuTE VS. MERC-O-MATIC (MERCURY) The driver with Merc-O-Matic must shift manually be­tween Lo range and Drive range for maximum economy and performance. With PowerFlite, no manual shifting is necessary to obtain maximum economy and efficiency. In Drive Range, PowerFlite delivers a maximum power multiplication that is 44 per cent greater than Merc-O-

Matic's. Furthermore, it is easy to move the selector accidentally into Park position while the Mercury is in motion. This could cause serious damage to the trans­mission. Because of Chrysler's independent parking brake, PowerFlite does not need a Park position, so this danger is never present for the Chrysler owner.

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HERE IS A POINT·BY·POINT COMPARISON I

CHRYSLER DUAL·RANGE POWERFLITE HYDRA·MA TIC DYNAFLOW ULTRAMATIC MERC·O·MA TIC DRIVE

Highest Medium Lowest Low Medium Amount of turning power (torque) multiplication Multiplication Amount of Amount of Amount of Amount of available in Drive Range. of Torque Multiplication Multiplication Multiplication Multiplication

(4.47) (3.82) (2.45) (2.5) (3.11) ------

Only 4 positions 5 positions 5 positions 5 positions 5 positions Simplicity of Selector Lever Layout needed needed needed needed needed

R·N·D·L N.D l·D 2.L.R P·N·D·L·R P·N·H·L·R P·R·N·D·L

Yes, must shift Need for manual shift of Selector Lever after start,

NO back and forth NO NO NO in normal driving between D 1 and D2

How many different gear ratios are available in An unlimited Only 4 fixed An unlimited An unlimited An unlimited drive range and what is the highest ratio? (Definition number from gear ratios, number from number from number from of flexibility.) 1 to 4.47 from 1 to 3.82 Ito 2.45 Ito 2.5 1 to 3.11

Is manual shifting necessary in order to obtain maximum acceleration? NO YES YES YES YES

Is manual shifting necessary in order to obtain maximum operating economy? NO YES YES YES YES

- -Is manual shifting necessary for extra pulling power under heavy loads or when climbing mountains? NO YES YES YES YES

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Number of major parts (Simplicity of design) 185 295 218 250 242

Weight 214 Ibs. 2681bs. 2481bs. 3141bs. 2281bs.

POWERFLITE DRIVE IS SIMPLE TO SERVICE! Since it has fewer parts and is less complicated than any com­petitive automatic transmission, PowerFlite Drive has less to go wrong. For example, PowerFlite Drive has only 9 control valves in its two-speed gearbox. Most other automatic trans­missions have more-ranging to as many as 33 in the Dual­Range Hydra-Matic.

Because of its basic simplicity and rugged construction,

PowerFlite Drive is easy to service. Once it is properly ad­

justed before delivery to the customer, for all practical pur­

poses, no further adjustments should be necessary.

The torque converter and gearbox use a common oil system

with a capacity of 12 quarts. Type "A" transmission fluid is

used and need be changed on ly once every 20,000 miles.

Chrysler PowerFlite Drive ... The Finest No-Shift Transmission

" All

STATORS

TURBINE PUMP

HOW TO USE THE NEW \v-----,...j~---~~I-f"---------~--When-the-selector lever is mO'ICe..d _____ = ____ _

from N (neutral) to D (drive), a ~

DRIVIN G W ITH POWERFLITE It's easier and simpler because there's less for the driver to do. The selector lever on the steering column has four positions. Reading from left to right they are: R (reverse), N (neutral), D (drive), and L (low). Notice that with PowerFlite there is no "P" (parking) position.

There is 120 clutch pedal, so selecting a forward or reverse position is only a matter of moving the selector lever to that position.

SELECTOR LEVER "GATED" FOR

"BLIND" MOVEM ENT

For greater convenience, the selector lever on the PowerFlite Drive is designed so that it can be moved to any desired position without watching the indicator.

~ .... ~.-... '~ positive stop or "gate" prevents it ~ ~ from moving past D (drive) into L (low). Likewise, when the selector lever is moved back to N (neutral), from moving past N into R (reverse).

a "gate" prevents it

By lifting the selector lever toward the steering wheel slightly, it can be moved from R (reverse) to L (low) without inter­ference from the stops.

Because of this "gated" control, you can move the selector lever to any desired position by "feel" alone with-~ __ ¢_. __ ._~_ ... out taking your eyes from the road. ~ Also, with this arrangement, rocking the car out of mud, sand or snow is very easy, because you can go from reverse (R) to low (L) just as fast as you can move the selector lever back and forth between these two positions.

For extra convenience the selector quadrant is illuminated>.

NORMAL FORWARD DRIVING The engine can be started only when the selector lever is in N (neutral) position. To put the car in motion after starting the engine, move the selector lever to D (drive) position, then depress the accelerator. As the car picks up speed, the transmission will shift smoothly and quietly into direct drive at the proper time. This is a fully automatic shift and it is not necessary to lift your foot from

~ ~

the accelerator pedal.

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POWERFLITE The time of automatic upshift into direct drive will depend on how far the accelerator pedal is depressed­or, in other words-how fast the car is accelerating. The shift may take place anywhere between 15 and 65 m.p.h. When slowing the car down by decelerating (releasing pressure on the acceleratOr pedal), the transmission will downshift smoothly and autOmatically at a speed of about 11 m.p.h. That's all there is to normal forward driving-just press the acceleratOr to go, and press the brake to stOp. It is not necessary to move the selectOr lever from D (drive) when idling. However, should there be a tendency to creep, just apply the foot brake lightly.

USING REVERSE (R) To use re-verse (R), simply lift the selectOr ~ . 5 lever tOward the wheel slightly __ ~ ___ and move it so that the indicator points to R. Depressing the ac-celeratOr pedal will pur the car in reverse motion.

USING LOW (L) Low is not actually another gear because it provides the same gear ratio as starting speed in drive (D). The difference is that the transmission will stay in low and not upshift at any speed. Unlike many other transmis­sions, the only time low need be used is when you want engine braking on long, steep mountain grades, or when rocking the car in mud or snow. The selectOr lever may be moved from L to D, or D to L, safely, at any speed below 65 m.p.h.

To place the car in low (L), lift the selector lever toward the wheel and move it clockwise so that the indicatOr points to L.

TRANSMISSION TORQUE CONVERTER FOR ACCELERA liON As in Fluid-Torque Drive, the PowerFlite tOrque con­verter gives excellent acceleration when cruising in direct drive at car speeds below 50 m.p.h. It also contributes to smooth, quiet performance by acting as a fluid cushion between the engine and the rear wheels.

KICK-DOWN (OR FORCED DOWNSHIFT) For even faster acceleration with PowerFlite when in direct drive at any speed up to abour 55 m.p.h., simply push the acceleratOr pedal to the floor. This will cause a smooth downshift instantaneously, and give you a tre­mendous surge of acceleration. When a speed of 65 m.p.h. is reached, the transmission will shift automati­ca lly back intO direct drive. Below 65 m.p.h., when the need for terrific acceleration no longer exists, a slight release of pressure on the acceleratOr will return the transmission to direct drive.

PUSHING TO START Should the engine fail to start in the usual way, it can be started by pushing the car. (It is desirable to push the car rather than to tow it.) With the selectOr lever in neutral (N), turn on the ignition switch. When the car has been pushed to a speed of approximately 25 m.p.h., place the selectOr lever in low (L) position. This allows the rear wheels to start the engine.

TOWING If the transmission is operating properly, the car can be towed safely with the selectOr lever in neutral (N) position. As a safety precaurion, it is recommended that the selectOr lever be held in N position by wiring it securely in that position at the gate. (The gate is located at the bottOm of the steering column.)

However, for long-distance towing (over 100 miles) the propeller shaft should be removed.

What is a TORQU E CONVERTER? II is l~ FLUID gear that has the flexibility 01

an linlin ile number 01 mechanical gears

Inside its housing, this torque converter has only three simple and rugged basic parts. First, there is the pump-s>rt of "hydraulic fan" which is turned by the engine. As the fluid insi e the housing is whirled around by this pump, the fluid pushes against the blades of a second fan-like part called the turbine. This action alo e is enough to turn the turbine, which is connected to the car's propeller shaft.

However, there is also a power multiplier (two stators) that gets into the act! It is located between the pump and the turbine. As the swirling fluid goes from pump to turbine and then turns and flows back off the turbine blades, it passes through the power multiplier. Here it is aimed or "given a curve" like a boomerang . . . so that by the time the fluid

reaches the pump blades again it is already moving in the direction of pump rotation. In other words, it's already headed in the right direction for its next trip around the circuit. So the fluid enters the pump blades going with them ... giving the pump an extra boost for extra power.

The amount of this boost or power multiplication varies automatically as the relative speeds of the fluid and of the pump and turbine change. When the load is heavy and the speed is slow, this power multiplication is greatest. As the car gains momentum and there's less need for power multiplication, it decreases automatically! At car speeds over approxi­mately 50 m.p.h. , in direct drive, the ratio becomes 1 to 1, and the torque converter acts as a simple fluid coupling.