Reviving & Driving Tucker #1026: Part 3

Reviving

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By Mark Lieberman

Editor’s Note: This article is the second in a multi-part series documenting the endeavor to “revive and drive” Tucker #1026 in time for participation in the Pebble Beach Concours d’Elegance.

DRIVING Tucker #1026

Success: Part Three

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n our previous two articles, we walked through the steps necessary to revive #1026, a wonderful piece of Tucker automobile history. The car was in a lengthy slumber and badly needed revitalization. In this final chapter of our story, our quest concludes with the ultimate steps taken and the results achieved to Revive and Drive Tucker #1026.

The revive Since we correctly serviced and refreshed the fuel delivery, engine fluids, electrical, ignition, brakes, and suspension, we were ready to start the engine. The battery was a 6-volt gel type, configured in its original layout, long and narrow with top posts. With 750 cold-cranking amps, there was barely enough power to rotate the assembly at reasonable RPMs. A turn of the key powered the electric fuel pump, and we heard the fresh fuel make its way to the carburetor. The pressure at 3.5 lbs was all it took to feed the system properly. We gave the carburetor a couple of shots of carburetor cleaner to prime the system, set the choke, and pumped

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#1026 on the Lawn at the Pebble Beach Concours de’Elegance Mike Tucker, Adam Harder, Rob Ida, Mark Lieberman, Martyn Donaldson, Sean Tucker

the accelerator a few times. I hit the starter button and Vroom; the engine sprang to life!

The oil circulated throughout the engine for the first time in decades and pressured right up to the proper level, 55psi. As the engine settled down, it sounded great. We let it run for about five minutes and shut it down to evaluate the systems, look for leaks, and check the condition of the fluids.

Everything looked great.

We lit it up again and allowed it to achieve operating temperature and then proceeded to set the timing and carburetor adjustments. #1026 was running great, and it sounded “happy.” While running, there was a notable

whirring sound coming from the external torque converter. The unit is finned and displaces a lot of air while spinning. It sounded very cool. The additional weight of the torque converters also added to the spinning mass of the engine and helped it run smoothly.

A “shift” to the transmission Our focus shifted to the Tuckermatic transmission. It is a unique mechanism designed by an engineering team headed

by Warren Rice. The goal was to simplify the operation of the automatic transmission and maximize its efficiency. The approach attempted to employ two torque converters, thereby eliminating the need to have multiple gear-ranges for shifting. One of the torque converters is mounted conventionally on a

Diagram of the original Tuckermatic Transmission

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External torque converter

flex plate bolted to the crankshaft of the engine.

This arrangement was typical for the majority of automatic transmission applications. The second torque converter mounted to a shaft on the opposite end of the transmission. It spins freely outside of the transmission and in the open air. The open-air and the fluids in the torque converter helped to keep it cool. The torque converter located on the crankshaft allows the engine to idle while the car is stationary and provides a smooth power transition from a stop.

The external torque converter acts like a variable ratio belt, moving seamlessly by slipping at different rates.

There are only 20 primary parts within the Tuckermatic. It was designed to utilize the transfer of fluid within the torque converters to maintain optimal torque to the wheels at any given speed. The design worked better in theory than it did

Engine, serviced and ready to run

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#1026 put to the test at Indianapolis Motor Speedway.

“I placed the transmission selector in the neutral position and started the engine. It fired right up, and you could hear the audible whirring of the external torque converter.� on the road, but we’ll get into that in a minute.

We began our service on the unit by draining, evaluating, and measuring the fluids. We replaced what was needed and refilled the torque converters and the main body. We observed some minor leaks, but based on its time left dormant, leaks were expected. Once we refilled everything, it was time to test the systems.

I placed the transmission selector in the neutral position and started the engine.

It fired right up, and you could hear the audible whirring of the external torque

First test drive

Internal torque converter within the bell housing

converter. I then shut the engine off, slid the selector down into the drive position, turned the ignition on, and hit the starter button. The engine started, and the car pulled forward. I maintained pressure on the brake to keep from rolling forward.

Next, I eased off the brake pedal. The car moved forward smoothly. YES!!!

The Tuckermatic came to life again! As I pressed the accelerator, the engine revved slightly, and #1026 sped up smoothly.

The drive My first impression was to make a note of the lack of throttle responsiveness. The lack of responsiveness was particularly prevalent at speeds under 35 mph.

Above 35, it had more pull and seemed to feel more like the other Tuckers. As I cruised down the road at 40 mph, the car felt quite capable, but still somewhat lacked the responsiveness of manual pre-select cars. The sound was also a bit different as I could hear the whirr of the torque converter. The car remained quite

INC.

comfortable to drive and even has a bit more leg-room, as noted in a factory letter about modifications made to #1026. I noticed that the transmission selector arm is slightly in the way of the driver’s right leg when it’s in the drive position, but that isn’t very easy to notice during the excitement of driving this amazing car.

When coming to a stop, the engine settled into its idle and still pulled a bit forward, so I maintained brake pressure. It’s a little more than what you experience on a modern car. Ascending a grade, the car labors at low speed, but does better over 40 mph. Descending a hill is no more than a smooth coast. When I looked to overtake another car, it quickly became apparent that there is no passing gear. However, the torque converter does allow for a bit of additional slip to find a higher rpm to pull.

The next step was to try to reverse. After coming to a stop, the engine shuts off.

The selector is moved upward into the reverse gate. With my foot on the brake, the engine restarted. As the engine started, the car immediately began to pull rearward and felt much as you would expect an automatic in reverse to feel. It’s easy to control and is rather predictable.

As I stated previously, in this version of the Tuckermatic, you must not have the engine running to transfer the power from forward to reverse or visa versa.

It was an extraordinary privilege and honor to be able to revive and drive Tucker #1026. It exemplifies a milestone in automotive history and is a clear embodiment of the direction that Preston Tucker wanted to go with his “car of tomorrow.” While this version of the Tuckermatic was not ready for public consumption, it did show promise and progression in the technology the Tucker team pursued. Given more time and additional funding, who knows where this could have led us. But be sure of this, Tucker was not about to be constrained by the design, technology or beliefs of the day. He was looking ahead to the car of tomorrow.

I extend my sincere gratitude to the Cammack family for their tremendous contribution to preserving the legacy of Preston Tucker, his car, and his company history. It’s through their generosity and appreciation for the story that has made the Tucker collection, Cammack Gallery, Tucker Archives, and this article possible. n

Not actual vehicle.

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