Lenco transmission
 

Hey gang,

I was contacted by a guy who's a friend of a co-worker in regards to building a Ronnie Sox tribute racer. He's not sure what he wants [68 or 69 RR.... maybe a 70 Cuda] but what he does want in it is a new-gen Hemi and a Lenco 4spd. When he asked me about that transmission, it was met with a combination of the RCA dog stare and the look you do when the Victoria Secret catalog shows up....drool... smiles...gaping mouth. You know.... if you like that sort of thing. But from a technical standpoint, I got nothing. Done some research on how they work and after that, realized A: Not cheap.... and B: So freakin' cool I gotta build a car with one.

He's really only using the car for the strip, but maybe street use too. But from talking to him, its really only going to be a fun Friday night strip car. Can't wait to spend someone elses money on my addiction!!

So.... anyone have experience with them? Thanks folks!

Cheers

Dave

PS: I spelled it wrong just to show I really don't know anything about them!

Years ago there was a pro street Pinto running the streets of Tucson with a blown alcohol Cleveland with a Lenco. Pretty wild for a street car. He set the pressures a little high so each shift would bark the 14-32w tires....Joe

Yep, lot's. Wouldn't be my first choice for the street but hey, whatever floats your guy's boat!

I will reach out to a friend of mine who has been racing for years. I know he had a Lenco in a late 80's Firebird years ago. He may have a line on something.

Will let you know. That "blank stare" look you mentioned reminds me of an old Steve Martin quote:

"You know that look that women get when they are ready to have sex? ......
Yeah, me neither."

I like this car's setup. Lot's of shifting from the 5:10 mark

A friend of mine has one in his hemi Duster he drives it on the street a lot and doesnt mind it. Its pretty funny when we go to cruise nights and people look inside and try to explain to who they are with what all those levers are

My limited understanding of the Lenco system is that they're a series of gear reduction units. Each 'up shift' is simply disengaging one of the 'reduction units'.
So, ........ if you're in high gear (all reduction units disengaged), ..... how do you downshift? Are they easily re-engaged????

The easiest way to understand a Lenco is that they are a series of manually operated two speed automatic transmissions stacked one behind the other. As I recall, the original ones used Buick Dynaflow clutch frictions and plates that were forced together by a ramp affair that pushed the clutch pack together to engage the gear reduction. When the clutch pack is released, the planetary disengages and the unit goes to a straight thru 1 to 1. Supposedly you can downshift a Lenco, but not under power. I would contact Lenco for verification to be sure on that though.

https://lencoracing.com/index.php?ro...ormation_id=17

Well said John.

Dave, I have a friend who's been running the same Lenco CS1 on the streets since the 80's. Was in his '67 'Vette and now in his '33 Willys. It's the 4 sp version. Here's the Hot Rod write up on his car, street driven and been in TORONTO traffic jams and sits there for 28/3 hours at a time.

http://www.hotrod.com/articles/1304s...vrolet-willys/

I have some fast, BIG HP stuff as well for my '66 Nova. 1260Hp Ex NHRA Pro Stock 498 and Pro Mod 706 with 3 stages. So we were talking and I said, "take me for a ride and let's see how this Lenco's work on the street"?

Well it's the most easiest standard trans I have seen. Easier than a M22/ST-10 or my Liberty Extreme in my car! I will break it down do you a bit as they way he told me:

We will use the 4sp set up as there all the same from 2-5 sp, just longer and added gears.

1. FURTHEST away is the "REVERSER". This is the small lever that is used for reverse and FORWARD FIRST gear. His has a "natural" detent and a forward and reverse detent. NOW with the rest of the levers pushed forward, you move the reverser forward for first or back for reverser. MUST USE CLUTCH for this operation.

NOTE: the clutch is "usually" ONLY used in 1st and reverse applications just like any other standard trans. You DO NOT need to use the clutch to up or down shift, but crawling in 1st or reverse you and "ride" the clutch, but it's the same as any other standard regardless of make or brand.

2. So now your in 1st and moving forward. Time for 2nd gear, just grab the lever and PULL. Doesn't matter if your full race/full throttle or just cruising with your son in traffic (like Aaron with the '33 does). Just when you want to shift, just pull the lever. BUT do it fast as to engage it right.

3. Time for 3rd and then 4th, same as above for second. Just grab that handle and pull. Easy Peasy gear is changed.

4. Now here is where people will get surprised, DOWNSHIFTING. Simple, just push gear forward to disengage that gear? IE while in 4th, push lever forward to disengage 4th gear cluster and now in 3rd. You CAN blip the throttle to bring up the revs, or the downshift will do it for you, actually make now difference he says.

Now we were cruising along in 4th and coming to a light. Now some will downshift a gear at a time, OR you can just push 2nd, 3rd and 4th levers all at once and be in first. That's up to the driver, but it will drastically increase the RPM's. BUT if you know you're going to be still stopped for a bit, you can push all the levers forward with clutch engaged, and would be the same as any other trans that in 1st gear rolling up to a light with the clutch in.

Now I bought a CS1 that was behind my Fulton 706 with 3 stages for the street after seeing how easy it was to drive one on the street. I might use my Donavan (like Bruno) converter drive on the Lenco as to not have clutches to adjust all the time. But it was honestly like driving a manual valve body auto once the car was rolling, SIMPLE. And the clutch operation while in 1st or reverse is no different than any other standard trans? But the thing is bulletproof and can handle ALL the power. So it becomes a piece of mind know that the trans is basically taken out of the equation as far and longevity is concerned.

I bought mine from the Pro Mod guy I got the motor off. COMPLETE from flywheel to yoke, including bell, aluminum flywheel and 2 dics RAM clutch for $8,500.00 CANADIAN. Or about the cost of a good strong auto. But I certainly feel that the reliability is far better with the Lenco then an auto. Now the "cool-factor" of a 706 3 stage streetcar with a Lenco, well that's just PRICELESS.

Hope that gives you some insight.