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dpollo

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dpollo last won the day on June 13 2018

dpollo had the most liked content!

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About dpollo

  • Rank
    Zen Master, I breathe vintage mopar!

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  • Gender
    Male
  • Location
    Vancouver Island BC
  • Interests
    Chrysler products, farm machinery, off grid power
  • My Project Cars
    in process 52 Dodge convertible . Finished : 35 Ply. coupe, 40 Ply. coupe 50 Ply sedan, 51 Ply Convertible 52 Fargo half ton , 28 Chrys roadster

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  • Biography
    have never been without a Plymouth or Dodge six since 1956
  • Occupation
    farmer

Converted

  • Location
    Vancouver Island BC Canada
  • Interests
    Old Farm machinery, Off grid power, Chrysler's products

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  1. if you have a complete Plymouth rear end you will find that the axles are the same all 37 to 48 Only the drums and backing plates are different and the input shaft flange.....
  2. the passenger car transmission is smaller and has a helically cut low gear. The speedometer drive is on the top left. Kingsway and other 111 wheelbase models do not have a tail shaft extension. It is possible your Kingsway Custom has the longer wheelbase and therefore has a tail shaft extension of about seven inches. The transmission from a light truck will not fit into your car. If your Kingsway is a convertible, I would really like to hear from you. I have a Kingsway Convertible (D40) which was built in North America for export. I can provide more information about the transmission but it would be easier to answer specific questions.
  3. you might consider a from a transmission from 53 4 pretty hard to find but the top three gears are synchronized . 4 speed truck transmissions in 50 were not.
  4. An absolute treasure trove of useful information from tune up to glass replacement ! You are lucky, indeed !
  5. yes. but for 52 the letter bar was all metal. big improvement in durability.
  6. a 63 Coronet is completely different. A 53 uses a longer input shaft. The shaft from a 53 will fit the earlier transmission. The reason for the long input shaft may involve a fluid drive unit or the deletion of f.d. It also was to accommodate the body redesign without a major powertrain change.
  7. I have never yet run into a 6 bolt crankshaft although I have heard they exist. The original engine in a 40 Windsor had 4 holes Curious.
  8. the problem certainly seems to be in the governor. If the nut holding the output flange is loose, the speedometer worm gear can slip which will affect the governor too but you would notice slow speedometer readings too. The governor units are often the same on other cars using the R10 and the drive gear can be swapped from one governor to another.
  9. The engine likely got the newer "Gyrotor" pump which will increase oil pressure. 60 lbs at 30 mph is higher than what is called for but will do no real harm. (30 lbs @60 mph is another problem) The dashboard gauge may not be accurate so before tearing into things, substitute another gauge on a temporary basis. The next step is to do what Marty suggests, however a pressure relief plunger which is stuck in the closed position could result in pressures up to 100 lbs on a cold engine.
  10. could be. I would follow Mr Hartung's advice. Maybe someone has already updated your engine which should have an engine number above the generator which will identify it. I am afraid I have no more ideas to offer.
  11. as I said above, Chrysler cars used a 241 engine between 34 and 37 which can be identified by visible cylinder castings. It had a 3 3/8 bore and a 4 1/2 stroke. The more popular engine used by Chrysler Desoto, Dodge trucks and all Canadian products first appeared in 38 and was in production up until about 1972. Its cubic capacity varied with its application but included 218, 228, 236, 241, 251, and 265. The only parts it shares with the 34 to 37 engines are the pistons. This engine was developed from the 23 inch engine introduced in 35 for Dodge and Plymouth and like that engine had full length water jackets. It is often referred to as a 25 inch engine as measured along the cylinder head. While all these engines will bolt to the bell housings of the day, it is not possible without some major machine work to fit a starter to the bell housings used on the engines without full length water jackets. These housings allow the starter to sit closer to the block. The addition of full length water jackets made it necessary to move the starter outward which presumably required a larger diameter flywheel as well.
  12. Chrysler used a 241 engine 3 3/8 bore from 34 to 37. It is identified by the visible cylinder casting either side of the distributor. It is significantly different from the more popular block used from 38 onward which also included a 241. The engines do not interchange well. Be careful.
  13. Good advice above . Just be certain that the "gasket" you use is the correct one. All rotor pumps use a neoprene ring which is square in its cross section. A regular O ring may not work. The earlier gear type pumps used a very thin shim gasket. You do not want to increase the space between the moving parts of the pump and its cover as this will reduce the efficiency of the pump.
  14. looks like it is from a 51 or 52 Plymouth however, even the low line models were chromed.
  15. A failure at high speeds on a Chrysler six would more likely be on a piston due to the long stroke. Bearing failure is generally a result of dirty or diluted oil. On the 35 Plymouth I mentioned earlier, it was #2 rod which failed. Prior to that, I had (at age 10) rebuilt and replaced a faulty fuel pump. I believe that gasoline sprayed into the crankcase had washed down #2 rod for some considerable time . This ultimately led to bearing failure which was imminent before I came on the scene. I wish I could replay the whole incident and avoid the bearing failure but in retrospect it was already well on its way. Nothing a replacement crankshaft would not have fixed.
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