(even though there is no automatic downshift and no torque converter lockup to disengage). As the car would accelerate, RPM would further climb, but by a disproportionately smaller amount. Even more strangely, manually downshifting (see above) with the gas pedal already "floored" would not increase RPM in proportion to the 1.8:1 drop in gear ratio. The Dynaflow aural experience was similar to that of a Continuously Variable Transmission (CVT) (though modern electronically controlled CVT's address this throttle position dependent engine speed (and sound) characteristic by artificially inserting stepwise ratio changes instead of a truly continuous or constant rate change in order to simulate more driver-satisfying genuine shifts). 1953 redesign In 1953, Buick redesigned the Dynaflow, calling it the "Twin Turbine Dynaflow". The converter now incorporated two turbines and a planetary gear set, with a single stator. The first turbine was linked to the ring gear and the second to the planets, which gave a 2.5:1 torque multiplication which was now partly mechanical. This resulted in better efficiency, especially at highway speeds, and a higher level of performance and no penalty regarding the trademark smoothness. Buick also incorporated a variable-pitch stator in 1955 for greater flexibility. While these changes improved the transmission's overall performance and efficiency, the Dynaflow still was no match for other designs that utilized three element converters with automatic shifting. 1956 Redesign In 1956 a second stator was designed into the torque converter at the outer diameter of the turbines. This provided a Stall Ratio of 3.5:1 making the performance comparable to other automatic transmissions of the time. This design continued until the end of production of the Twin Turbine Drive in 1963. However, the Triple Turbine ended production in the end of the 1959 model year, leaving the original Dynaflow Twin Turbine the only automatic available in full-size Buicks. 1958 redesign A final version appeared in 1958 incorporating three turbines that Buick named the Flight Pitch Dynaflow. Buick made this transmission standard on its top-of-the-line Roadmaster 75 and Limited models and optional on all others. This version was further refined for 1959 and renamed the Triple Turbine but was offered only as an option on all models (Buick dropped the "Dynaflow" name after 1958). This unit was similar to the Twin Turbine, but had a variable pitch stator that increased converter's torque multiplication to 3:1. The stator element of the torque converter has two blade positions, controlled