CC Tech: Inside Buick’s Turbine Drive (Twin Turbine) Automatic Transmission

Front 3q view of a Tampico Red 1961 Buick Electra 225 convertible with the top down

1961 Buick Electra 225 / RM Sotheby’s

 

The auction listing for this attractive Tampico Red 1961 Buick Electra 225 convertible claims that it has a “column-shifted two-speed automatic transmission.” As you may already know if you’re a Buick fan, this isn’t correct, and it’s a common misconception about the Turbine Drive transmission — last iteration of Buick’s long-serving Dynaflow line. Let’s take a closer look at Turbine Drive, which was not a two-speed automatic, but rather a continuously variable transmission.

From 1948 through 1963, Buick designed and built its own automatic transmissions. I’ve previously written about the unusual two-speed Dual-Path Turbine Drive used in the 1961–1963 Buick Special and Skylark, but I wanted to talk more about the transmissions used in the full-size Buicks CC readers are more likely to be familiar with, including the 1963 Buick Riviera.

Right front 3q view of a Sapphire Blue 1963 Buick Riviera with wire wheel covers

The listing for this handsome blue 1963 Riviera claims it has a three-speed automatic, which is wrong unless someone has retrofitted a later Turbo Hydra-Matic / Gooding & Company

 

Buick’s very complex three-turbine automatic, known as Flight Pitch Dynaflow or Triple Turbine, is a subject for another post: What we’re concerned with here is the 1956 through 1963 twin-turbine transmission, which Buick called Variable Pitch Dynaflow, then Twin Turbine, and finally Turbine Drive. (There are some minor differences between the transmissions of different model years, but the operating principles and major components of the 1956 and later twin-turbine transmissions are substantially the same.)

 

Very nearly all full-size Buicks of this era used the twin-turbine automatic. In some years, you could still theoretically order a three-speed manual transmission on the cheaper models, but it was very, very rare, and buyers in 1958 and 1959 were rightfully wary of the buggy, expensive three-turbine transmission. So, if you see a big Buick of this era that still retains its original powertrain, it almost certainly has Variable Pitch Dynaflow/Twin Turbine/Turbine Drive. (For simplicity, I’m just going to call it “Turbine Drive” from here on.)

Front 3q view of a Cordovan Mist 1961 Buick LeSabre four-door hardtop

Turbine Drive was standard even on the low-line Buick LeSabre for 1961 / Mecum Auctions

 

If you look at the Turbine Drive transmission in cross-section, you’ll see that it has a Ravigneaux epicyclic gearset, similar to the one found in an iron-case Chevrolet Powerglide. However, it includes NO provision for automatic gear changes: It’s a planetary-geared manual transmission providing low, direct drive, reverse, and neutral. In Drive, the direct clutch engages and stays engaged, at all speeds and throttle positions.

Shop manual cross-section of a 1961 Buick Turbine Drive transmission, with labeled callouts for the torque converter and converter housing, the transmission case with direct drive clutch and planetary gears, the rear bearing retainer parking lot shift mechanism and speedo drive gears, and the hydraulic controls and oil pumps and pan

1962 Buick Turbine Drive (Twin Turbine), from the 1962 service manual

 

Like most automatic transmissions with torque converters, Turbine Drive has an engine-driven centrifugal converter pump, which is bolted to the engine flywheel and always turns at engine speed. With the engine running, the rotation of the pump forces some of the oil in the converter housing through its vanes, from the center outward. Since the inner surface of the pump is curved, this impels the oil outward as a kind of rotating hollow cylinder.

Opposite the pump, facing towards the back of the car, is a squat metal cylinder that loosely resembles a small alloy wheel. This is the turbine support assembly, which contains the torque converter’s two turbines and one of its two stators. Between the turbine housing and the converter pump sits a smaller vaned wheel — the other of the two stators. Here’s a photo of the actual components:

Photo of the major components of the torque converter of a 1957–1960 Buick Variable Pitch Dynaflow/Twin Turbine transmission, laid out on a mat

Pieces of a 1957 to 1960 Twin Turbine/Turbine Drive torque converter — clockwise from top right: converter pump, front stator, converter cover, turbine support assembly / d2_willys — AACA Forums

 

Here’s an exploded view of the torque converter components:

Exploded view of the torque converter of a 1958 Buick Variable Pitch Dynaflow, labeling the pump cover, disk & hub, sun gear and sprag assembly, second turbine and carrier assembly, first stator and sprag assembly, variable pitch stator assembly, first turbine, primary pump, and reaction shaft/input shaft

From the service manual for the 1958 Buick Variable Pitch Dynaflow

 

The top of the turbine housing assembly is the first turbine, which has a narrow row of inlet vanes that sit directly opposite the outlet vanes of the converter pump. Here’s what the first turbine looks like when removed from the assembly:

B&W photo of the front turbine of a 1956 Buick Variable Pitch Dynaflow against a gray background

First turbine of a 1956 Variable Pitch Dynaflow, from a Buick technical paper

 

Behind the first turbine sits the first stator, which has a similar row of inlet vanes around the rim. Although it’s not easy to see in these pictures, the vanes are angled in the opposite direction of the first turbine’s vanes.

 

Behind the first stator is the second turbine, which has its inlet vanes around its outer edge and its outlet vanes around the central hub. (The second stator sits in the space between those second turbine outlet vanes and the hub of the converter pump.)

Photograph of the second turbine of a 1956 Buick Variable Pitch Dynaflow against a gray background

Second turbine of a 1956 Variable Pitch Dynaflow, from a Buick technical paper

 

An important detail that’s not very easy to see in these blotchy scans is that the cylindrical turbine support housing and the second turbine are geared together, with their own set of planetary gears. The light-colored disc on the bottom of the second turbine in the photo below is the planet carrier, which contains four planet pinions. These mesh with the ring gear in the bottom of the turbine support housing; if you squint, you can just make out the gear teeth. The reaction sun gear is on the other side of the second turbine, mounted on an overrunning clutch in the hub of the turbine assembly. The planet carrier is bolted to the underside of the second turbine, and is also splined to the output shaft. The ratio of this gearset is 1.6 to 1.

 

Here’s a labeled diagram, which I fear will not help very much than the grainy shop manual photo above. (In an ideal world, I would show you color photos of the actual components, but since I don’t have a Turbine Drive transmission I can take apart for that purpose, this will have to suffice.)

Cutaway of the torque converter of a 1956 Buick Variable Pitch Dynaflow, calling out the outer stator, first turbine, pump, variable pitch stator, sun gear, sprag clutches, input shaft, planet carrier, pinion, ring gear, second turbine, and pump cover

Cutaway of the 1956 Variable Pitch Dynaflow, from a Buick technical paper (note that the first stator is called the “outer stator”)

 

So, now that you have an approximate sense of the components, what actually happens when you sit down in your 1961 Electra 225 or 1963 Riviera, move the gear selector to “D,” and press the accelerator?

Close-up of the column-mounted shift indicator of a 1961 Buick Electra 225, with the shift pattern P N D L R

Turbine Drive shift quadrant in a 1961 Buick Electra 225 / RM Sotheby’s

 

As engine speed increases, the converter pump creates a rotating column of moving oil. This leaves the pump rim and enters the first turbine. The oil passes through the first turbine’s vanes into the first stator, and then into the second turbine. Oil then leaves the second turbine and passes through the front stator before returning to the pump to start the cycle again. In the process, it transmits and — sometimes — multiplies the engine’s torque.

We tend to think of a torque converter as a clutch rather than a transmission in its own right, but it’s really a type of CVT, capable of multiplying input torque much like mechanical reduction gears. All it needs is a reaction member that can redirect the oil flow, providing some additional mechanical leverage during acceleration, and then get out of the way when it’s not needed. Below is a typical automotive converter, with a stator mounted on an overrunning clutch that lets it spin freely in the direction of engine rotation, but locks the stator to the transmission case if it moves in the opposite direction:

 

Diagram of a simple three element torque converter, with a single pump, a single turbine, and a stator on an over-running clutch

Diagram from a Buick technical paper

 

However, as I just explained, the Turbine Drive converter is much more complicated than the more basic three-element unit shown above. On the Buick transmission:

  • There are two turbines, not one.
  • The second turbine is splined to the output shaft.
  • The first turbine is geared to the second (and the output shaft) by planetary gears.
  • The reaction member of that planetary gearset (the sun gear) is on an overrunning clutch.
  • There’s a stator between the two turbines, also mounted on an overrunning clutch.
  • There’s another stator between the second turbine and the converter pump. This has variable-pitch blades, which we’ll get to a little later.

Let’s consider what happens when starting from rest. The converter pump is bolted to the engine flywheel, so it turns at engine speed and (on a Buick “Nailhead” V-8 engine) in a clockwise direction. With the car stationary, the output shaft isn’t moving, so both turbines are also stationary (stalled).

The rotating column of oil from the converter pump enters the first turbine and applies torque to it. That torque is multiplied by the planetary gears and applied to the second turbine and the output shaft. As the moving oil applies torque to the first turbine, the reaction force changes the direction of the oil’s rotation, so its rotary flow is now in the “wrong” direction: counterclockwise. This oil next enters the first stator, whose overrunning clutch only allows it to turn clockwise. The force of the oil spinning in the other direction locks the stator in place, redirecting the oil back in the “correct” clockwise direction before it enters the second turbine.

Diagram of the reversals in the rotary flow of torque converter oil in a 1956 Buick Variable Pitch Dynaflow

Diagram from a Buick technical paper showing the reversals of the moving oil’s direction of rotation

 

The second turbine is also stationary, so as the moving oil strikes its blades, the reaction once again reverses the direction of the oil’s rotary flow. This means the oil is again rotating in a counterclockwise direction when it leaves the second turbine and hits the second (variable-pitch) stator, locking that stator against its clutch and redirecting the oil in a clockwise direction so that it won’t try to brake the engine’s rotation when it reenters the pump. This series of redirections causes the oil to reenter the converter pump with more force than the engine generates, multiplying engine torque. With this layout, the converter’s “torque ratio” is a little over 3 to 1 when starting from rest, equivalent to a low gear of 3.10:1 when starting at part-throttle.

Cutaway illustration of a 1962 Buick Turbine Drive, with callouts reading "Second turbine splined to input shaft & geared to first turbine; first stator stationary; first turbine geared to second turbine turning 1.6 times second turbine speed; pump"

Service manual diagram illustrating the converter’s action during initial acceleration, from the 1962 service manual

 

In any torque converter, the amount of torque the converter pump can apply to a turbine depends on their relative speeds, and is greatest when the pump is moving and the turbine is stationary. As the first turbine speeds up and the torque on it diminishes, the reaction force also diminishes, until eventually oil just passes through the first turbine vanes without changing directions, which causes the first stator to freewheel. After a while, the oil is applying more torque to the second turbine than the first, which causes the reaction sun gear of the planetary gears connecting the turbines to freewheel. Once that happens, the first turbine can no longer transmit any torque, so it also freewheels, while the second turbine speeds up until it’s turning at almost but not quite engine speed. From there, the converter is simply acting as a fluid clutch, not multiplying any torque, equivalent to a gear ratio of about 1:1.

Cutaway illustration of a 1962 Buick Turbine Drive, with callouts reading "Second turbine turning nearly pump speed and transmitting all the power; first stator free wheeling; first turbine transmitting no power; pump

Service manual diagram showing converter action at cruising speed, from the 1962 service manual

 

Unlike mechanical gears, where the gearing creates a fixed relationship between engine speed and road speed in each gear, the Turbine Drive converter (or really any torque converter) will always “seek” that 1:1 stage, whether cruising at 70 mph on the interstate or toddling along in a parking lot at a walking pace. Once the converter gets to that stage (which engineers call the coupling stage), it will only start multiplying torque again if there’s a significant difference in the speeds of the engine and the output shaft. For example, if you step on the gas to accelerate, or if the car slows due to climbing a steep hill, engine speed will increase relative to output shaft speed, which may be enough to get the converter back into its torque multiplication range. (Note that these Buick transmissions do not have any torque converter lockup clutch.)

In these transmissions, there’s a second stator that sits roughly in the center of the converter assembly, between the second turbine outlets and the converter pump inlets. When the converter is running close to its 1:1 coupling stage, this stator freewheels. If there’s a big enough speed difference between the pump and second turbine, due to acceleration or increased load, oil leaving second turbine will have a counter-clockwise rotation, which will lock the stator and provide additional torque multiplication. With the car in motion, this multiplication will never be as great as when starting from rest, but it provides a little extra leverage, akin to downshifting to a lower gear.

Two photos of the variable-pitch stator in a 1956 Buick Variable Pitch Dynaflow, one with the blades at high angle, the other at low angle, against a gray background

The 1956 variable-pitch stator as pictured in a Buick technical paper; the left photo shows the blades at high angle, the right photo at low angle

 

This is where the stator’s variable-pitch function comes into play. In most normal driving, the blades stay at their low angle (pictured above right), which is more efficient for cruising. However, if you press the accelerator pedal all the way to the floor, a mechanical linkage closes a hydraulic control valve and causes the variable-pitch stator blades to crank open, much like a set of Venetian blinds. Moving the blades to a higher angle increases their ability to redirect oil flow and multiply torque, giving extra kick for passing acceleration. Once the second turbine speed has almost caught up with the pump, the stator will still freewheel as normal, and releasing the accelerator will cause the blades to return automatically to their low angle.

This stator “kickdown” is important because it’s the only provision Turbine Drive makes for passing at highway speeds. It also provides better acceleration on a full-throttle start: If you floor the accelerator, the stator blades will start at their high angle, giving a starting torque ratio of 3.4, equivalent to a low gear of 3.40:1. (This also raises the stall speed by around 200 rpm, letting the engine rev up a bit more before the car takes off.)

Buick service manual diagram showing variable-pitch stator controls with the stator in low position

 

With the selector in D, that is basically it: The planetary transmission behind the converter stays locked in direct drive (1.00:1), while the converter provides a variable ratio ranging from 3.40 to 1.00 to one. That’s adequate for most normal driving, but you can get better acceleration if you manually select L range, which adds the planetary transmission’s 1.82:1 mechanical reduction gear to the multiplication provided by the converter. However, you have to move the selector back to D to return to direct drive. Depending on the axle ratio, you can stay in L up to 55 to 65 mph, but the manuals warn very sternly that you should not shift from D to L over 40 mph, lest you damage the transmission.

Closeup of the console-mounted shifter in a 1963 Buick Riviera with Saddle brown interior

Turbine Drive console shifter in a 1963 Buick Riviera / Mecum Auctions

 

Unlike the earliest (1948–1952) Dynaflow transmissions, Turbine Drive is really not particularly slushy. That was the whole point of the multiple stages and planetary gears, which increase the converter’s efficiency while also allowing more torque multiplication than even a very “loose” high-stall three-element converter. You do sacrifice some off-the-line acceleration when starting in D, but performance is still adequate for most situations, and you’re less likely to spin the drive wheels on launch. The payoff is that operation in D is completely seamless: Most of the transitions between the converter’s various stages aren’t normally perceptible at all. The only “shift” you’re likely to notice in D is the variable-pitch stator “kickdown,” and that’s as much due to the mechanical action of the detent (which you can feel as added resistance towards the bottom of the accelerator pedal travel) as the change in converter action.

Right 3q view of a Tampico Red 1961 Buick Electra 225 convertible with the top down

1961 Buick Electra 225 / RM Sotheby’s

 

Turbine Drive is big and fairly heavy, and Buick admitted that its additional stages do penalize cruising efficiency a little (even freewheeling, the additional turbine and stator cause a bit of extra fluid drag). However, while the later Turbo Hydra-Matic (Super Turbine 400, as Buick called it) is more flexible and a little more efficient, it can’t match the old Turbine Drive for smoothness or distinctive Buick character.

Related Reading

CC Tech: More on the Buick Dual-Path Turbine Drive Transmission – Asking “Why” As Well As “How” (by me)
CC Tech: 1961–1963 Buick Dual-Path Turbine Drive Transmission – Forward Thinking About Going Backwards (by me)
Dynaflow, Turboglide, Roto Hydra-Matic, and Other Early GM Automatics (at Ate Up With Motor)
Curbside Capsule: 1960 Buick Invicta Convertible – I Feel Just Fine, Thank You (by Joseph Dennis)
Car Show Classics: 1960 Buicks – If This Is A Slump, What Is A Streak? (by Aaron65)
Car Show Classic: 1960 Buick LeSabre Convertible – I’d Really Rather Have This (by Laurence Jones)
Curbside Classic: 1961 Buick LeSabre Sedan – Aqua Time Machine (by Tom Klockau)
Vintage Car Life Road Test: 1962 Buick Wildcat Sport Coupe – A B-Body Buick Joins The Bucket Brigade (by me)
Vintage Motor Trend Road Test: 1963 Buick Riviera – Hot Rod Nailhead Buick (by Paul N)
Auction Classic: 1964 Buick Wildcat – A Dual-Quad 425 “Nailhead” V8 and Four-Speed Stick Make This Cat A Sleeper (by Paul N)