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B-Watson

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B-Watson last won the day on April 8 2013

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About B-Watson

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    Senior Member, have way too much spare time on my hands

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    Male
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    Vancouver, BC
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    none

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    Vancouver, BC
  • Interests
    chrysler corp history

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    retired

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  1. B-Watson

    Similarity between ‘52 Concord and ‘53 Cranbrook?

    1951 Concord is all but identical to the 1952 - changed hood ornament, some grille pieces, series name on side of front fender and rear license lamp assembly. Other than that very few differences. The 1951-52 Concord was on a 111" wheelbase while the 1953 Plymouths were on a 114" wheelbase. So there some floor stampings (especially front ones) that do work on 1951-52 models.
  2. B-Watson

    230 main bearings....For Torque Converter????

    The 1953-1954 Canadian parts book shows Plymouth 6 cylinder crankshafts - 1953-54 USA (217.6-cid) With Hy-Drive - 1531 889 No Hy-Drive - 1531 694 1954 USA (230.6-cid - Starting at Engine No. 243001) All - with and without Hy-Drive - 15570707 The bearing cap for number 4 main is different on engines with torque converter - 1953-54 - Without T.C. (standard size) - 1238 434 1953-54 - With T.C. (standard size) - 1450 682 The number 4 main bearing is listed as 2.5000x1.5890 in Automotive Industries Statistical issue for 1953 and 1954 for all 23" block engines.. The V8 engines had no differences between TC and no TC. Same with DeSoto and Chrysler six cylinder engines. Canadian Plymouth/Dodge engines also showed differences between engines with and without Hy-Drive. But the numbers are different from the U.S. Plymouth as the Canadian-built cars used the 25" block. US Dodge 6 changed the crankshaft at 1954 engine serial number 17001 from 870 001 to 1557 707. The only common thread is the Hy-Drive engines, with their engine oil system supplying the torque converter as well.
  3. B-Watson

    Pearl Tan

    Plymouth used lacquer from the beginning for 1929 through to 1935 when the 2 door sedans were done in enamel. Starting in 1936 all Plymouths built in Detroit and Evansville were done in enamel. Los Angeles plant switched Plymouth to enamel in 1940 and the Windsor plant in 1946. Dodge, DeSoto and Chrysler used lacquer up to 1938 and switched to enamel for Detroit in 1939 and the Windsor plant in 1946. Dodge production began at Los Angeles in 1946 (enamel) and DeSoto and Chrysler in 1948 (enamel). The San Leandro plant was in operation 1949 to 1954, and all bodies were in enamel. So your 1949 Chrysler was done in enamel paint.
  4. B-Watson

    Body Number Codes - Need help

    The body number on the Canadian tag (ca 1935 to 1965) is the sequential number for that body style. Thus Body Number 1105 is the 1,105th D36C C-CPE (1950 vSpecial DeLuxe Club Coupe) built. (Paint Code 4155 is Gunmetal, which was a Canada-only colour.)
  5. B-Watson

    Exciting 1933 Dodge project!

    That's what I thought, too. Given the similarities between the two it seemed like a given. The 1933 HC ½-ton truck and early 1933 DP/DQ models used a 111¼" wheelbase chassis, but the truck chassis was part number 561211 for LHD and 61210 for RHD. .The car chassis was part number 601823 for LHD and 606567 for RHD. In April, 1933 the DP, but neither the DQ nor the HC models, went to a 115" wheelbase (612705 LHD and 612724 RHD). The Plymouth PD went into production in April, 1933 on the DP (early)/DQ 111¼" chassis. The bodies were different car to truck with the truck bodies usually being only the cab portion with a large load area behind. And that might account for some of the differences in the chassis. Also want to mention, the Dodge DQ was not based on the Plymouth PD, but the Dodge DP. Basically the DQ was a stripped version of the DP, much as the 1934 DRXX was a stripped version of the DR. The DP and DQ went into production in November, 1932 while the PD went into production five months later. Engine number prefix on both the DP and DQ was DP while the production of the DQ models was included in the DP totals.
  6. B-Watson

    Newly Acquired 1947 Dodge Special Deluxe!

    Also, that 1947 Dodge was a fantastic find! It is in great shape. Wondering what the paint code and trim code is on the car. There is a small tag on the firewall with Model No, Body No,. Paint Code and Trim Code.
  7. B-Watson

    Newly Acquired 1947 Dodge Special Deluxe!

    On Canadian- built D25 models the front bumper is part number 1118 319. The Canadian Plymouth P15 bumper was part number - 1118 319. For the buffer guards, both makes used the same units, part number 1123 504 for a pair. They also used the same front bumper support assembly - R - 1118 294 and L -1118 295. The D25 used stone deflector 1149 691 for the right and 1149 692 for the left The Canadian P15 used the same deflectors as the Canadian D15 up to and including serial number 9,631,311. Starting at 9,631,311 the Canadian P15 used 1158 555 on the right and 1158 556 on the left. What the differences are, I do not know. The first 1946 P15 was 9,824,461 and the first 1947 was 9,631,186. So, the 1946 models and the first 126 1947 models had the original shields while the rest of the 1947 and all 1948 used the newer shields. This information is from Chryco Parts Buyers Guide, WM-4275, covering 1939-1952 models. No info in book on rear bumpers, etc. Trying to get may hands on the Canadian 1946-1948 P15-D24-D25-S11-C38 parts book.
  8. B-Watson

    Light switch Dodge Kingsway 51

    I believe 1965 was the first year the parking lights stayed on with the headlights, although the Barracuda adopted it in 1964. Amber parking lights were adopted for 1963.
  9. B-Watson

    Vintage Dodge?

    The bottle is from the Dodge Chemical Company, Billerica, MA. They offer a number of chemicals in that style of bottle. www.dodgeco.com The company was founded in 1893 by A. Johnson Dodge and is still in business, run by descendants of A. Johnson D. They have a Canadian subsidiary in Mississauga, ON.
  10. B-Watson

    Dodge Ambulance

    The body on the ambulance is an Australian job. You can tell by the vent window in the front doors. Cars built in North America had a vertical edge with the main door glass. Also the exposed door hinges. RHD export cars came from Canada after the war while prewar was generally from the U.S. After the war most of the countries in the world were having currency problems due to the debts incurred fighting the Germans, Italians and Japanese. Canada for one had restrictions on importing American goods from 1948 to 1950. Purchasing an imported car needed approval from the federal government. And there were import duties, excise taxes, exchange rates, etc. to deal with if you got approval. Studebaker, Nash, Hudson and Kaiser all started assembling cars in Canada by 1950, although only Studebaker was successful. Normally the serial number was stamped on a tag attached to the left front door hinge post. Have also been found on the frame, right side top of frame, just behind the front axle. The number is seven digits long and starts with "9". Are there any tags attached to the cowl (firewall)? Chrysler of Canada stopped building the postwar models (P15, D24, D25, S11, C38) by the end of December, 1948. There were no "1st series 1949 models" built in Canada. As a matter of fact, the Canadian plant sat idle until the real 1949 models went into production in mid-February, 1949. They had 1948 cars standing around the plant for two months after 1948 production ended waiting for some dealers to buy them. I guess people were not interested in buying a car in 1949 that looked exactly like their neighbour's 1946 model. And at retail prices to boot. Canada would also be shipping chassis and parts to Australia and other nations until everything was done. The Australian 1946-1948 Plymouth, Dodge and DeSoto (all Plymouth based) used Canadian chassis with bodies built by T.J. Richards. And those bodies dated back to 1939. Front clips,. fenders and interiors were changed for 1940 and 1946. The postwar models also had a one piece rear window instead of the two piece used in 1939 and 1940. The Plymouth you have has an Australian body as does the 1938. 1938 Plymouths in the US and Canada had the windshield wipers mounted above the windshield while the Australian was down on the cowl.
  11. B-Watson

    Plymouth p-15 serial number question

    Just the number on the serial number plate. Not even the body plate would help. And that holds for all Mopar Engineering 1948 models that were 1949 for the Marketing people. And also the 1946, 1947 and 1948 models. In the case of Plymouth even the paint colours were the same for 1946 to 1948/1949. There were some minor changes in hood ornaments, interior trim, and fender stampings (to hold bigger tires). But to the casual observer (ie, your basic everyday car owner) nothing changed. And I think that hurt Chrysler. In 1941 Chrysler was #2 in car and truck sales but by 1948 it was #2 in cars sales only and in1952 dropped to #3. 1946-48 Chevrolet, Pontiac, Oldsmobile (except 1948 98), Buick, Nash, Ford and Mercury all had models that were carried through the three years 1946 to 1948, but all had differences in grilles, side trim, interiors and colours. If you bought a GM, Ford or Nash vehicle your neighbours could tell you bought a new car. And trust me, neighbours back then knew what everyone drove and who had the new cars. And the first question a neighbour would ask a neighbour who came back from a trip by car was - How many cars did you pass? How many passed you? How fast were you travelling? etc., etc. None of that "have a safe trip"? nonsense. Can remember my father being put through that when we got back from a two week trip to see my mother's sisters in 1955. Thus when a person traded in their blue 1946 Plymouth for a green 1st series 1949 Plymouth, the first thing out of the neighbour's mouth could be - "What a neat idea!. Paint your old Plymouth green and everyone will think you bought a new car!" No one could tell what year the car really was without knowing the serial number sequences. Bill
  12. In 1950 Nash had Statesman and Ambassador models and was going to introduce a new compact later in the year. Nash tried to register the Diplomat name for the new compact but Chrysler had already registered it for the Coronet hardtop. And that's how the compact Nash became the Rambler. The Silver Challenger appeared for April, 1959 and was just a trim package. Studebaker would use the Challenger name for their stripper series in 1964, and Dodge again in 1970 and 1978.
  13. B-Watson

    Plymouth p-15 serial number question

    Problem with the 1949 1st series is that it was created by the marketing people while the lists that do not have a 1949 model year were provided by the Engineering Department, the ones who assign the model codes (eg, P-15). So, for the P-15C Special DeLuxe, Detroit production, as per the Engineering people : 1946 - 11,496,001 to 11,643,103 1947 - 11,643,104 to 11,854,385 1948 - 11,854,386 to 12,116,123 As per the Marketing people, serial numbers are : 1946 - 11,496,001 to 11,643,103 1947 - 11,643,104 to 11,854,385 1948 - 11,854,386 to 12,066,019 1949 - 12,066,020 to 12,116,123 Thus 12,070,743 is a 1948 model by the Engineering people and 1949 by the marketing people. As the Marketing people pushed the 1949 models as 1949 models in 1949, they should be considered 1949 models. If you check the used car guides (Blue Book, Red Book, and NADA) as well as Branham Automotive Reference, they all list the 1949 models, 1st and 2nd series. The 1949 models went into production at the serial numbers listed above on December 1, 1948 and continued until P-15 production ended the last week of January (23-29), 1949 - in the U.S. Production of the 2nd series 1949 Plymouths began the week of February 13-19, 1949. In Canada there was no 1st series as production of the 1948 models ended at the end of December, 1948. And production would not resume until the new 1949 models were ready in late February, 1949. Yes, production at the Windsor, Ontario, car plant for January, 1949 totalled a big, fat ZERO! Sales of the postwar models were starting to sag by December, 1948.
  14. B-Watson

    The history of Chrysler auto in Evansville.

    Great video, but it is a little off on two points - 1) Briggs Body - The body plant on Columbia Avenue (most of it still stands) was built the by the Graham brothers in 1928. In 1925 they had sold Graham Brothers Trucks (along with the Evansville plant at Stringtown Road and Maxwell) to Dodge Brothers. The brothers left Dodge Brothers in 1926. In 1927 they acquired control of Paige Motor Co and renamed it Graham-Paige Motors Corp. Their main assembly plant was at 8505 West Warren Avenue in Dearborn. The Evansville body plant shipped bodies to the West Warren plant. G-P also had a larger body plant up in Wayne, Michigan. acquired from American Body and Trimming in 1927. In 1937, trying to raise money for the new redesigned 1938 Graham, the brothers decided to sell the tooling for the Graham Crusader (bodies made in Evansville) along with the tooling for their 224-cid flathead six engine to Nissan in Japan. Nissan built the Nissan 70 as well as Nissan trucks based on the G-P cars and engines,. With the Evansville plant no longer needed, they sold it to Briggs Body in 1937. When Plymouth started assembling cars at Evansville for the 1936 model year, Briggs shipped bodies from their plant on Mack Avenue in Detroit, the same plant that supplied bodies to the main Plymouth plant on Lynch Road. The Evansville plant was not big enough to supply all bodies for the assembly plant, so Briggs continued to ship bodies from Detroit. I suspect the slow down at the Evansville plant was not due to customer orders (all assembly plants had to deal with that) but interruptions in deliveries from Briggs. Bodies were shipped from Detroit by truck. Briggs shipped completed bodies - painted and trimmed with all body options installed. By the way, the road from the body plant to the assembly plant is still there. 1937 was a great year for Plymouth and Chrysler - the first year Chrysler Corp built over one million cars. For Plymouth (P-3, P-4) they built 367,044 cars at Detroit, 47,138 cars at Los Angeles, and 69,997 cars at Evansville, as well as 30,860 Dodge D-5 models at Evansville. Total Evansville production was 100,857 cars and 2,488 Plymouth Trucks. Labour problems hit all American and Canadian plants during the 1930's and into the 1950's. All manufacturers went through problems with the unions, although Studebaker and Kaiser-Frazer generally agreed to union demands quickly. Which is why their labour costs were higher than the industry average. 2) Plant Closing - Unibody was the reason Chrysler moved to St.Louis. Chrysler purchased the body division of Briggs in late 1953. With that Chrysler progressed with changing over to unibody construction. They wanted all assembly plants to build bodies in their plants with no shipments by truck or rail. Only stampings and other parts needed. The Evansville body plant was too small, and it was not possible to physically connect the body plant with the assembly plant. Nor could either plant be expanded - no room to grow. St.Louis also had rail connections to all parts of central and western U.S. as well as being on the Mississippi for shipping by boat. Rail was needed where shipping by water was impossible - such as west of the Mississippi. Dodge (Hamtramck), Newark and Los Angeles all built bodies, so they were fine. For Chrysler, they had to build a covered conveyor from the Kercheval body plant across East Jefferson to the assembly plant. Plymouth's Lynch Road plant had three separate assembly lines, so Chrysler was able to rearrange the plant to build bodies with one less line. DeSoto built bodies and V8 engines at the former Graham plant on West Warren but assembled cars at a plant on Wyoming Avenue six block away. Too far to connect, and no land available for expansion. Thus DeSoto production shifted to East Jefferson and Imperial production moved to West Warren for 1959 to 1961. The Wyoming Avenue plant was used for export CKD units from 1960 to 1980. Chrysler acquired a large plot of land at St.Louis and was able to build two plants - one for cars and one for trucks (A100 then B series vans and wagons starting in 1964). Thus Chrysler closed the Evansville plant in the summer of 1959 and sold the plants. It was hard on Evansville. Thousands of people relied on Chrysler. Chrysler actually had a third plant in Evansville - or more correctly, its first plant in Evansville. An Evansville plant appears on Chrysler Corporation plant records in 1925. And was closed in the early 1930's. No idea where in Evansville the plant was located or what the plant produced.
  15. B-Watson

    displacement of a C-54 motor

    If the car had the semi-automatic transmission the ring gear for the starter was attached to the fluid coupling/torque converter on one (engine) side and the clutch plate on the other (transmission) side.
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