Howdy all. Tim here. OK. So I am faced with a dilema, and I have asked some HAMB folks and some old time racers. (Thanks to all!)I am putting together a Model A Coupe build, using a 1948 Cadillac Flathead. Some attention will be focused on building a "period correct" car. I know this is not everyone's cup of tea but I have decided this is somewhat important to me. I have a what I believe is a stock 48 Hydra-Matic already hooked to the ******. The serial number on the ****** is listed as C-101106 on the data plate. I don't know what year this makes it. At any rate, I have received mixed feedback so far on this. Some say use the ****** as it was used in WWII to move tanks around and they are great. Some say use a later dual range hydro. Some say to ditch the hydro and use a Caddy LaSalle ******. I like the idea of using the stick in a hot rod. I'm not one that says that a hot rod has to have three pedals..but I kinda lean that way in general. I'd like to hear a bit about the use of hydro's on the salt and perhaps in drag racing in the late 40's and early 50's. Perhaps some pics of cars using the hydro would help. I know they are heavy but they are a 4 speed..and I think folks probably experimented with them a bit. Does anyone have pics/info for the 40's and 50's? I know that the many of the post WWII guys would have used the Caddy mill. I have heard some pros and cons . The latest feedback that I got was from Jamie Frankland..of Frankland quickchange fame he basically said I was crazy to change to the LaSalle, and that the Hydro was 100% the way to go. It's hard to argue with someone with the backround that Frankland has. Since the ****** was available, it would be "period correct." Any suggestions and pics would be MOST appreciated. Tim MBL
Period correct means it was available at the time. I knew no one who used an EARLY hydro or Caddy flathead. The earliest Hydros that I knew of was dual range in Olds or Caddys. Before the Chevy V8, Caddys and Olds' were the engine of choice for swaps. I used a Lasalle behind the Caddy in my Henry J A-g***er and it was indestructible. Both Lasalle and Hydro would be expensive today, and you would have a hard time finding someone who could rebuild an early Hydros. Digging back in my memory, I have to correct myself. I remember guys talking about using tank clutches in early Hydros and that would have to be early Hydros (40's) that were used in tanks. I again think it would be hard to find tank clutches today.
The B&M Hydro Stick was a popular drag transmission around '58 or so and for years afterward. Don't remember automatics on the salt. Most of the guys I knew wanted a LaSalle but ran what was already in their Oldsmobile
I'm old! I think there were people that tried them with the early hydro. the first automatic that ran hard (that I remember) was a new 54 ford with a new 54 lincoln and a dual range Hydro. that car was fast. B&M put them on the map in the late 50's and every other transmission shop in america followed soon after. I have on the shelf a brand new never installed B&M Hydro-Stick. it'll be in a car when I can come up with a Hemi to hydro adapter. back to you. if the trans is good I'd run it. you'll enjoy it. PM me and I'll give you couple easy mods for the early Hydro's to make the more fun, if you wear a neck brace
I had seen a couple of pics of caddy flatheads on the salt. The ones with the sweeping exhaust coming from the top of the engine and rolling off the sides. I think there are some shown in the birth of hotrodding book. I just never saw what they were running for a ******. Its hard to tell in some of those pics. Keep tossin' out feedback! Thanks Tim MBL
Hydro's whether single or dual range are pretty damn strong. If you already have one to use, then I agree, USE IT. Bout the only problem with the early (pre 51) hydros is that the reverse gear was like a non synchro trans. When entering reverse, you have to come to a stop in LO then go to reverse. If you don't it will grind. 51's and up have cone clutch that hydraulically stops the reverse gear and has no grinding.
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