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About BobK

  • Rank
    Advanced Member

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  • Gender
  • Location
    Bloomingburg NY
  • My Project Cars
    46 Dodge pickup


  • Location
    Bloomingburg NY
  • Interests
    Dirt racing, hit and miss engines, horticulture

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  1. BobK

    Quest For The Ultimate Flathead 6 Spark Plug?

    A Google search revealed that Albert Champion and partners formed the Albert Champion Spark Plug Co. in Boston. Albert later sold his interest , moved to the Detroit area and formed the Champion Ignition Co. A lawsuit ensued over naming, the result being the Boston company became Champion Sparkplug and Alberts Detroit company became AC. Different companies, but formed by the same man.
  2. BobK

    Shocked by 40 yr old air shocks

    Just something to think about...….. springs and their mounting hardware are designed to support vehicle weight, shocks and mounting points for them might not be able to.
  3. May not work for you......but when I changed over to 12 volts (from 6) and used a GM(ouch) I wire alternator on my other wise stock 46 truck, I read that many of the gauges on Mopar 12 volt vehicles used voltage reducers for the gauges. Located on the back side of the dash/gage panel using two spades to plug into the panel. Mine came from a 70's Aspen.
  4. BobK

    sourcing parts for industrial flattie

    Andydodge........What, being from Australia, and you never saw the Mad Max movies. I think your Buddy Mel drove one of those.
  5. It is my understanding that the "power brake booster" does the actual work of applying the force to the master cylinder push rod when your foot pushes the pedal. Without the booster, your leg muscles are providing the force to the master cylinder pushrod. Disc brakes, I think might need more effort than "self energizing" drum brakes, thus requiring more input from your leg muscles. With disc, the harder you push, the better they work (with in their operating parameters) and the more work you have to do. The booster just reduces the "strain" on your left leg. I also don't believe the "booster" applies any more pressure, or increases the force to the master cylinder than what you could apply with your muscles in a non-power brake system. And it does not do it any faster either. Any of the dirt modified race cars I have worked on are 4 wheel disc with out power boosters......and they stop......and they stop fast. Well, most of the time. Sometimes they stop real fast without even using the brakes. A concrete wall is a pretty effective braking system. Since this is my opinion, feel free to correct or add info needed.
  6. BobK


    Dozerman beat me to it.........so I'll tell a story. Once upon a time, an "unknown" person was looking to find a 265 Mopar flathead. Off he went to the local machine shop and poured over a book listing all the casting numbers of 25" Mopar flatheads and he reasoned that with the list of numbers, he would be able to identify the 265 engines from the 237 and 251 and all would be good . But after writing down lots of numbers it became apparent that this was a poor plan . For example.....# xxx-4356 block was used on the 1951 265 and also on the 1949 251 and 1947 237 and..,....on and on.... Remember the old saying......size matters.....use the stick and you'll know how big it is.
  7. BobK


    IMO, without the stamped serial numbers on the pad on the block, the only sure way to tell the displacement of the 25" engines is to measure the stroke. The bore is the same on the three most common size engines (237, 251, 265 cu. in.) but the stroke is different and the rod length of each is different. Remove the pipe plug located on the head between cylinders # 5 and 6, and using a long thin wooden stick in the hole, rotate the engine and measure how much the stick moves from top dead center to bottom dead center. The stick will be resting on the piston top and move up and down as you turn the crank and thus reveal the stroke of the engine. I say wood stick.......just in case you use a short one and in disappears into the cylinder at BDC. You don't want a piece of metal stuck in there. I've bought a couple 25" engines that turned out to be smaller than I thought at time of purchase.
  8. BobK

    A 833 Trans Transplant Thread

    55 Fargo Have you determined where the A833 shifter will be in relation to your seat? Or, maybe this is a better way to say it.....how much farther back (closer to the seat) will the A833 shifter be compared to the stock shifter location? Your 55 Fargo cab maybe different (longer ?) than my 46 WC cab, but I'm thinking the A833 shifter may be pretty close to the seat. And, yes I know that when using a T-5 you have some shifter location options.....but we aren't talking T-5's.
  9. I drove my 46 Dodge pickup everyday, and hauled my kid and his racing go kart all over NY and Pa for a couples years with 15 inch Diplomat cop car wheels and 235/75/15 radial tires with no problem. Musta' put 20/30 thousand miles on it. Only upgrade was 12 volts and a more modern late 60's 8 3/4 rear end with flanged axles from a Chrysler B body car. Stock steering, brakes, suspension, etc. Stock 4 sp tranny, but with the 3.55 rear end ratio, keeping up with traffic, even at highway speeds was no problem. Had no speedometer, but I passed as many cars as passed me, so I'm sure I was cruisin' along at about 65. Also had 70's Chrysler ralley wheels on it too. I think they and the cop wheels where 61/2 inches wide. As always......your results may vary.
  10. BobK

    Both coils and leaf springs in the rear?

    I bought a set of those coil "helper" springs back in 1968 for my then new 340 Dart GTS from a store that Manny, Moe and Jack owned. They came with a bracket that fit on top of the axle tube and with a piece of "garden hose" also. They were to fit between the axle and the frame rails just as in your picture. I guess I thought I needed them for traction control, but they wouldn't stay in place after a couple of dump the clutch and squeal the tire sessions. So I shortened one of the coils a bit, and modified the factory pinion snubber so that the coil spring fit snuggly between the pinion snubber and floor board, thus preloading the rear a bit and helping to maintain traction. We were not allowed traction bars in factory stock drag racing.......but nothing was said about coil spring pinion snubbers. Opps, a little off topic, but that's how I used one of those coil helper springs. Mortimer452, by chance does your 71 dart have a 452 stroker motor in it?
  11. Speaking of overhead valves on a mopar flat 6....... I believe after ww2, Chrysler installed hemi heads on the flat six, but with the V-8 craze taking off, they canned the idea of hemi heads on the 6 and put them on the new V-8 's instead. I have seen pictures in a book, or maybe on the internet, of a hemi headed "flat" six factory built prototype. Can anyone attest to this?
  12. So, will the OHV heads fit the 23" block or the 25" block? Just in case I find some at a swap meet. On a more serious note, thanks to Jakup for this historical info, and your English is just fine. No need to re-write any of it.
  13. BobK

    Very disapointed......

    But officer.......I am going one way........ Yes, but it's the wrong way on a one way street.
  14. BobK

    Very disapointed......

    I'm very disappointed in the actions of a couple members on this forum, maybe in the moderators as well. Both parties have good information to share, but.......,. why can't they just get along? I know one thing, when or if I do my trans conversion, I'm not telling anyone here how I did it. I might get my head chewed off. It's almost as bad as the Ford guys and Chevy guys arguing over who is number 2. Here on this forum, we all know who is number 1.
  15. BobK

    Official Transmission Conversion Thread

    I don't think any A833 trans had aluminum tail shafts. And most of the overdrive A833 have a cast iron main case as well. The aluminum case came into being for the lightweight Feather Dusters. One potential problem when using the aluminum case in higher horsepower applications is that one of the gear shafts just rides in the aluminum case and can thus can enlarge the hole in the softer aluminum and can lead to oil leaks and other problems. Still, a rugged trans otherwise. Way back in the factory drag race days.....the good old '60's.....there might have been a few aluminum case A833 for the factory teams, but most were cast iron, and I believe no aluminum tail shafts back then either. Those with more knowledge, feel free to correct me.

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