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austinsailor

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Everything posted by austinsailor

  1. I was talking about a swap to a 3 speed or 3 speed with od, both were offered originally. How are the brakes now? Were you able to get them right with my tool?
  2. Parts are around to swap. You can do this.
  3. Oh, there is an Airflow club and internet group. If I ask these questions there I'd get eaten up and spit out! Purists! But it's my car and I want to drive it, not just to an occasional gathering. don't know about the floor yet. Right now it has a very stubby 3 speed which had the brake drum interfere with the frame, so they just removed it. The brake and drum, not the frame. Another problem this will solve. not hard to get my answers, thought someone might know. This is the car in question.
  4. There are other changes down the road if this works out. I have a 251, ported, hot cam, shaved head, 3 carbs and Langdon tube headers. I might install it once I get the rest of the car in a daily driver shape. But that's another project.
  5. Getting ready go start on my 36 Desoto Airflow, hoping to make it me daily driver. The original overdrive is in parts in a box, not practical to repair. The current non-od unknown 3 speed leaves a 50 mph top practical speed, so I plan to use a 53 Plymouth od. I'll eventually figure this out, but would anyone know what is compatible and what isn't. Will the plymouth tranny bolt directly to the airflow bellhousing? Is the pilot shaft the same? In the event the transmission won't bolt up, will the bellhousing from the Plymouth bolt to the airflow?
  6. In Missouri, for one, owner's name, licensed weight (in 6000 lb increments) town and local or beyond local were required on ALL trucks, pickup or not. Another quirk is, a station wagon could chose to be either a truck or car. A cars license cost was based on SAE horsepower, a truck was based on gross weight. A local truck license (with a range of 25 miles from it's licensed address) was much cheaper. As a result, many wagons were licensed as trucks. Of course, they had to stay under the gross weight they were registered go - including a trailer if they towed one.
  7. That looks pretty cool. Got any more pictures or info?
  8. Tried this, but unless you had a valve like mentioned in a previous post I think there would at best be just a few drops sucked in before the vacuum was again gone. I learned after a few times to recognise the start of starvation, could pull the richening valve (similar to the choke) and let off the throttle and avoid a stop to reprime and get out the crank, but by then I'd be coasted to a stop and it was low gear again anyway. Even driving as flat out as you feel safe on flat ground, no problem. But steeper grades it just didn't hack it, unless you stayed about half throttle, and that required 1st gear. Very slow and not very traffic friendly. Fortunately, I seldom drive where there are long steep grades. Running around Bonneville at 40 mph or so did fine. You just had to keep a tight hold on the wheel and stay alert!
  9. Hope they pay more attention to the machine work than they do to proof reading their website!
  10. More pictures of the 24 DB driving around Arches National Park, Utah.
  11. Same mileage as my 2012. In this current trip, about 4000 miles, it's probably averaged about 8.5. Advantage of a diesel? Zero. extra cost? About 10K plus 40 cents a gallon. Sad times.
  12. Was thinking about plumbing in a vacuum gauge. Might be interesting. it may surprise some, but in 1924, Dodge Brothers was 12 volt.
  13. Thought hard and talked to lots of people before ordering. I'm on my 6th Cummins Dodge diesel. Each has gone downhill in durability and economy. Talking to friends who run fleets of various trucks, all the diesels are high on maintenance and cost, economy has gone way down. Best bang for the buck, sad as it is to say it, seems to be the V10 Ford. Time will tell, you pays your bucks and take your chances. With 4 wheel drive, it'll be a straight axle, so hopefully the front tire problem will be avoided. Again, time will tell.
  14. I just ordered a new F550 to haul my pickup camper. I'll have a custom bed made (maybe build it my self, not my first choice). Anyone have a truck bed made? Any thoughts, suggestions, builder recommendations? thanks.
  15. Trailered to Tomahawk, Wi for a week at the Antique outboard meet. Then to Bozeman, Mt for a couple days around there. Then to Bonneville for a week of driving around there, around the pits, to the starting line (about 6 miles one way) and errands. Then to the Arches park. Now on the way to Missouri after visiting Garden of the Gods in Colorado Springs.
  16. Spent yesterday touring Arches National Park in eastern Utah. Really neat day. Caused a lot of picture taking - and a lot of thumbs up. Held up traffic at times, but if there were any 2 finger salutes, I missed them! But - and a big but. After about 4 years of occasionally driving this thing in many places and temperatures, I found a big shortcoming. It has the old vacuum tank for fuel delivery. If you are not familiar with them, they were a for runner of the fuel pump. They allowed the gas tank to be located low or in the rear instead of just gravity feed from a tank in the cowel. They do this by using vacuum to suck gas from the tank into a small canister on the firewall. It then gravity feeds to the carburetor. A float and valve tells it when to suck gas. Mine has worked fine for years. Then, I go to this park with long, steep hills. Steep hills means full throttle for long periods of time. Overheating was not an issue, even though it was nearly 100. No vacuum at full throttle, though, was a big issue. No vacuum, no suckie has. Vacuum tank runs out, a couple early warning backfires from lean mixture, you're done! Stop, fill the vacuum tank from a gas can, repeat. Solution? Stay in low gear at about 5 mph so vacuum can develop. i think I may install an electric fuel pump with a momentary contact switch to solve this. Any thoughts are welcome.
  17. Good chance the points have a bit of corrosion. Turn on the ignition, hold the coil wire near the block. Short and unshort the points with a screwdriver. If you get fire, clean the points.
  18. Earl Edgerton's racer had a problem. After making the fasted run ever, next run resulted in holes in the pan and water on the ground. Pulling the covers revealed at leadt a cam in several pieces. That's what happens when pushed to the max running 5100 rpm! this is a 251 with the f head conversion. Overhead intake valves. When I asked, he wasn't sure he'd rebuild. I'm guessing, even using parts off this motor, it would take $10k +, starting with a new block.
  19. If you live up north you'll get a rusted out vehicle and have no fun! :>) i'm putting all over it in my 1924 DB. Yes, I'm having fun.
  20. We sat at mile 4 in the Bonneville pits and watched Mickey Thompson's streamline pass on it's record setting run about 8 this morning. Awesome!
  21. And parked next to us is Earl Edgerton with his F head (over head intake valve) conversion. It's like I've stumbled into all the gods of MOPAR!
  22. Pits are going together. That's the 62 Autocar running in French fry oil that brought the whole mess down. and a quick shot of the end of the pits.
  23. What a week this is. Spent yesterday with the Montana Dodge Boys at their Speedweek party, then today caravaned with them to the salt. Tomorrow starts the next level of fun. Firing them up, cars running for records. How's this for a young boy's start. The engine builder's son turned 15 about a week ago. Got his driver's license last week. He makes the first record attempt run in the Fast Four car! Holy cow, at 15 I was lucky if I could ride a moped in the yard! I did bring my 24 Dodge Brothers roadster to drive to the various pits. Figured I'd have more credibility than if I showed up in a Prius! a few pictures of the parking at the party.
  24. Went back to leave the Vette this evening, snapped a picture of the Studebaker "police car".
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