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  1. 18 points
    Roger1

    Lets see pic of your trucks

    1940 Plymouth Truck ,PT 105 ,98 % Original
  2. 14 points
    Sam Buchanan

    Leaving the Nest

    Today my '48 P15 attained a milepost of sorts.....the first foray away from the shop to the other toy box. Thanks to many hours reading archives of your past posts and the helpful hints offered when I asked, the ol' girl smoothly and effortlessly made the 25-mile round trip on a four-lane highway to the hangar and back. She cruises nicely at 55mph and tracks straight down the highway. The only wiggles are due to returning the waves and thumbs-up from other motorists. There is still work to do (house training for one thing...) but after four months of bumper-to-bumper attention the P15 has awakened from its five-year nap and is now a real road car.
  3. 13 points
    Pouring down rain this morning. Flood watch in effect. Headed to the shop in the dark when out of nowhere a huge fallen pine tree is hanging into my lane. At 45 mph it hit the roof on the passenger side near the corner of the windshield. Was expecting broken glass and significant damage. Nada.....zip....nothing. Not even a scratch. Got to love that old Detroit Iron. I am positive an impact like this would have messed up a newer truck. And yet the only evidence is a few pine needles. And an elevated heartbeat..... Old Pilothouse trucks RULE! Jeff
  4. 11 points
    · · For Decades I have listened to people talk about Flathead Mopar 6 Cylinder Engines in terms of intakes, what is the best carb configuration for their particular situation. Discussions on putting two carbs and those who claim to be sure that is too much carburation or that it will use to much fuel. Then every once in a while the discussion of 3 carbs comes up, and that almost always sparks the debate on how it would take a race motor to need it, or how the engine will bog, or run poorly. In the last 20 years with a good friend of the AoK boys coming across a huge stash of 2 barrel carter weber carbs which were designed for slant six engines, the discussion on utilizing a 2 barrel instead of two singles comes up. I just smile, but then I know that when the stash of 2 barrel carter webers were found, its finder put them on his website as a carb for a flathead mopar. Its amazing how a market can be created and how quickly – “this is the way to go” spreads like rapid fire, without as much as any background check into something. But 1st, let me go back to the 1st time I heard the discussion on multiple carbs vs a single multi-barrel carb, or put another way, comparing that “old technology carter ball and ball vs a modern 4 barrel carb”.. It was about 45 Years ago, when I 1st heard someone in a conversation with my Grandfather and my Dad, suggesting they knew a lot about Flathead Mopars and were sporting a 4 barrel carb on a homemade intake. This gentleman had played with flathead Ford v8s and had came across a Dodge 2 door sedan from the mid-50s. He was suggesting he had built the ultimate flathead Chrysler Engine and he was one of those guys that whatever he had at the moment was just the best and the only way to go. Well after my Dad explained he had far from the ultimate flathead Chrysler, and that his wife’s daily driver (my Mom) was good enough to kick his ass, Dad pulled out my Mom's pickup. It was sporting a bored out 265, with a cam, a factory dual intake and exhaust with a pair of carter ball and balls, and an a833 4 speed tranny. After a little bit of fun that really wasn't much of a contest, licking his wounds sort of speak, Mr "Ultimate Flathead Chrysler" started down the road of excuses when Grandfather shook his head and cut him off at the pass. Grandfather like my Dad were automotive Engineers, and Grandfather literally knew more about Chrysler Flatheads than any person alive. Given he saw the very 1st flathead roll of the line in Windsor, Ontario Canada in 1935 and saw the last block cast in 1959, he had some pretty good credentials to give a lecture. What is explained in a few minutes was not only how the flathead engine worked, but why the engine this gentleman had came with only 1 carb failed to perform. Most think that 1 carb was put on the engine and that it has sufficient carburation for the engine, and if it needed more, Chrysler Engineers would have put more on. On a basic level that is true, but what engineering was building was an engine to a specific HP, torque and fuel consumption target and not to get the most out of the engine, make it as efficient as possible or even have it run to anything close to 100% optimum performance. By Optimum performance I am not talking maximum hp or maximum rpm or optimum fuel mileage on a vehicle. Grandfather then explained that in fact when Chrysler was faced with the need to meet a 5 ton truck specification for dump/plow trucks asked for by Canadian Municipalities during the winter of 1950, that the requirement had filtered to engineering in late 1950. They developed the 265 ci motor which was 3 7/16" bore and 4 3/4" stroke and have dual carbs and dual exhaust on them, which was what was in Mom’s pickup. Few realize that that engine actually had more hp than any other engine on the market. I will attach the picture of the poster that was on Grandfathers office at the time. I gave it to George Asche Jr years ago. In any case you can see the hot v8 mopar had in 1952 was 133 hp and the flathead 6 had more hp. As an aside Grandfather with the cam grind out of the 1952 Chrysler that engine exceeded 150 hp at the time, but given the time, energy and money that have been invested in the new Hemi v8 that was never going to see the light of day on any marketing information. That engine and the fact it had a factory intake, immediately became a stock car favorite in the 1952 season, when Mopar dominated stock car racing everywhere it landed. In any case Chrysler didn't just put on a second carb on it because they needed more carburation. By then Chrysler already had Carter building Ball and Ball carbs from 85cfm - 425 cfm each and we now know they had a 625 cfm carter ball and ball single barrel carb if they needed it. The reason for two was the basic issue, some would call flaw, but Grandfather would call basic restriction to taking the engine to the next level. I say that folding back to the earlier point that Chrysler was building engine to a spec of "x" hp, "y" torque and "z" fuel consumption. The flathead 6 build by Chrysler has 3 Siamese intake ports, each of which feed two cylinders. Setting aside the exhaust for a second, and keeping in mind that an engine is really just a giant vacuum pump, putting 1 carb in the middle of the block, basically over the middle intake port feeding cylinders 3 and 4, means that if all cylinders are the same in compression ratio and ability to create vacuum and suck in a fuel mixture coming from the carb, then cylinder 3 and 4 are going to get more fuel than the intake ports feeding cylinders 1 and 2 or 5 and 6. Yes Chrysler made intake modifications to help that, but they again were not trying to make the perfect engine, just have it meet specs required. As a little aside if your look at intakes from the 1930s through to the 50s you will notice Chrysler Engineers raised the level of the carb. With the Dual Carb truck intake it also was raised further with governors placed under the carbs. The height of the carb mounting above the intake posts can easily be seen to rise from the 1930s to the 1950s. Its also why if your look at some of the aftermarket dual intakes made in the 30s and compare them to say the 3rd generation Edmunds in the 50s you will notice a huge difference in height. The raising of the carbs and providing a smoother run from carb to the intake ports saw huge benefits in performance. Of course maybe buried in the story is the fact that early intake was designed for a marine application where quick rev was far more the desired trait than was torque. When the intake was moved to an automotive application you would find a quick rev with the clutch engaged, but disengaged there is a significant loss in torque and it will actually burn more fuel than a single carb. But back to my story, if we now add the exhaust component into your stock Mopar flathead (or L-head) which depending on what year engine and what vehicle, has the single exhaust exiting at one of a few different locations. For this discussion lets say it exits at the back as does the post ww2 cars. What you find is as the cylinders push out exhaust there is almost no restriction or back pressure at cylinders 5 and 6, but there is a great deal of back pressure at cylinders 1 and 2. So here we have the most back pressure making it tough to push away the exhaust and actually the front intake port receiving the least amount of fuel. While the engine meets specs with no problem, its clear that if you can balance the exhaust, by having 3 exhaust cylinders exit through 1 exhaust pipe and the other three through a 2nd pipe, you can better balance the exhaust back pressure. We sort of glossed over the fact that while there are only 3 intake ports, each cylinder does have its own exhaust port. Something that changed with the introduction of the slant 6, which had 6 equal intake runners each feeding a cylinder. Back to the flathead, if we can better distribute fuel to balance the opportunity for each of the 3 Siamese ports to get fuel, then the engine will run more efficiently. So if you were to take a big block 25 1/2" engine, and anyone of them, not just the 265 and put the factory dual carb and dual exhaust setup on it and then put on the appropriate carter ball and ball carb on it, it will gain hp, torque and improved fuel mileage. The reason is it runs more efficient. The same takes place with the 23 1/2" USA small block which has the same intake and exhaust configuration, although slightly smaller ports. If you take it one step further, putting 1 carb on top of each intake port, you can provide the optimum amount of fuel efficiency for the engine. Back to our 4 barrel friend, putting on a large carb just provides a further opportunity to over fuel the center siamese intake port. When he hammered the throttle it was actually not able to burn all of the fuel in the middle two cylinders and was “bogging” ,until it could gain enough RPM to use some of the fuel. When he was running against Mom’s pickup which had more balanced back pressure, and a better distribution of fuel he had no chance even if the engines were internally the same. Of course they weren't but that is another story. Years later when we created the AoK triple intake, we placed the first intake on an almost rock stock 201 ci motor. It had been rebuilt stock, although required to be bored out 10 thou to clean up cylinders. Beyond that it was a stock cam, intakes etc. With 3 of the smallest CFM carter ball and ball carbs on board and headers made from a stock exhaust systems, the car ran smoother, had better acceleration and got 6 miles per gallon better highway mileage over the single carb and single exhaust. In the end, it is just a myth that you need some bored out, cammed up engine for 2 carbs and a full race motor for 3 carbs. The reason why Chrysler didn't run 3 carbs was simple. 1) The cost of 3 carbs was no inconsequential 2) They could meet the HP, Torque and Fuel useage targets with 1 carb. The exception was when there was a time window where the dual carb, dual exhaust 265 ci motor was released, but with overhead valve v8s and Hemi's coming shortly after the multiple carb flathead life-cycle was short lived. There is a bit more it than that. I have glossed over a bunch of the engineering parts of why you don't just put a carb directly to each intake port with no equalization tube, but I am sure you get the drift. Unlike a v8 where you might try and make carbs progressive because your feeding a intake plenum that equally or close to equally feeding all 8 cylinders, the flathead engine has 3 intake ports each feeding 2 cylinders so progressive carbs just are not effective. On the flathead Mopar, with either 2 or 3 carbs you want them to produce the exact same fuel to feed each of the Siamese ports exactly the same. Its not progressive in terms of additional barrels or carbs, its progressive by pushing on the gas peddle. The key is making sure both or all three carbs are identical and that you have linkage that operates all of them exactly the same. Its a common misconception that they must be hard to keep synced. We have engines with tens of thousands of miles on them with multiple carbs and are never adjusted. George Asche's 1929 Desoto that he has owned since 1950 likely has an unbelievable amount of miles on it and likely the carbs were only touched when George has redone the engine. I own vehicles with 100,000 + miles on them and the linkage for the dual carbs has never touched. That has a lot to do with just how good Carter Ball and Ball carbs are.. We also get asked quite often about modifying the block to provide 6 intake ports, or using webers or other carbs, or running fuel injection. Dad and Grandfather with too much time on their hands, as my Mother would say, did modify a couple of engines to provide 6 intake ports. There were several intakes made including one with an 18" runner set on it, one with 6 side draft webers and one with modified hilborn fuel injection. At the end of the day, with various levels of success, nothing seems to outperform an Edmunds triple carb intake with riser blocks and 3 matched 1952-56 Truck carbs on them and maybe with some jetting changes. Of course, since then we have developed a couple of new cam profiles and of course the AoK triple which utilizes better and modern casting technology, as well as better flow bench testing and computer modelling that neither Chrysler or Eddy Edmunds had. Have we thought about digging out the 6 intake port block that is still in Dad's shop, well yah we have, but that is another project and a blog entry for another time.
  5. 11 points
    Pete

    Lets see pic of your trucks

    My 1938 Dodge Brothers RC half ton. Picture taken about 20 years ago. It's seen a lot of work since then. Pete
  6. 11 points
    February 6 1932 my good friend and second Dad, the Grand Master of Flathead Mopars - George Asche was born. Yesterday was his surprise Birthday Party and today is George's 85th Birthday! The picture below is rumored to be when George Graduated High School, but I think really that should be a diploma of future Flathead Chrysler, Desoto, Plymouth, Dodge/Fargo's mastery ! In the background is his Dad's Dodge truck which George still owns today! Happy Birthday George! Oh and if your wondering what George was up to for Birthday. Well - Lunch with his Boys at the shop (George III, Rob and Tim), then building some carbs up, then over to the machine shop for some consulting as the AoK dual carb intakes were rolling through 7 different station. The picture of George with the prototype and the very first one to be completed which of course is his birthday present.. lol A few pictures of the Dual Carb (23 1/2" USA small block) and Triple Carb (25 1/2" Canadian Big Block) intakes going through the steps, and being test fitted on blocks setup with exhausts so that every intake has been checked for a perfect fit. Then it was off for Supper in Knox (Horse Thief Capital of the World) and back to George's shop and setting up tomorrows trip, which is believe it or not, were heading down to pick up George's Uncle Harry Hiens - #90 who is in the Nascar Hall of Fame. Harry lives in Mars PA. Were bringing him up to check out the AoK intakes and take George's newest 1929 Desoto for a ride!
  7. 10 points
    derbydad276

    introduction

    new guy with a new toy 1953 Dodge Coronet ... barn car 33 k original miles came with a parts car
  8. 10 points
    jmooner3

    Lets see pic of your trucks

    We've got a couple of seasons up here in Vermont.... Beautiful summer for a week, winter for 7 months, mud season from April til June and of course the perfect weather for a drive in ol blue in the fall!
  9. 10 points
    "DD," my 1942 DeSoto, gets driven at least three times a week for local errands. She is completely stock--including the semi-automatic fluid drive--and runs like a dream. I am working now on DD2--another 1942 DeSoto. This one has some engine modifications, including three carburetors and slightly higher compression. Also a 200R4 transmission. Otherwise, stock....
  10. 9 points
    Took a drive over to Scottsdale for the afternoon. Car is running fine... Needing shocks though...
  11. 9 points
    Worden18

    Lets see pic of your trucks

    My 1948 B-1-D
  12. 9 points
    Worden18

    Me and the B-1-D

    I know I posted this on the forums somewhere previously, but here it is again. I painted this on canvas in 2017. My B-1-D is looking quite cold and a bit lonely sitting there in that shed. At the time I painted this I knew that someday I'd own a Pilot House truck. 😊 When I painted this my thoughts were the truck is fully tuned and ready to go, and the owner (me) is in the shed making sure the tire chains are secure before firing it up. 😁 Hope you guys like it!
  13. 8 points
    Finally the AoK George Asche Jr Ltd Edition Intake for the all 23 1/2" USA flathead Mopar engines has been completed and is in production. The pictures below has prototype linkage for the 1933-1938 Cars and all trucks and power wagons. You may notice that the left carb linkage bar has been cut short, and is not hooked to the left carb. That is strictly for prototype purposes and the production versions have a longer bar That allows for a linkage bar to come down from each carb to the common rail. It does shows how the serial number and linkage block provides the spot for stock linkage components to be mounted and then integrated with the new AoK linkages. That is critical for the earlier cars and trucks. You will notice for this version we are using the outside "wings" for linkage mounts. For newer cars where we want the linkage rail mounted on the inside, there are inside "wings" that are drilled and the rail is then on the inside wings. The outside block will then just be the serial number plate. Early cars and trucks are different in that they are on the outboard side of the intake, but they also have different connection points for the carbs to the common rail as compared to later model cars.. George has the linkage working perfectly for the several different applications. If you are going to be using this on the truck or older car you would just use your stock brackets and the AoK linkage will just integrate with it, to give you the desired upgrade from the single to dual carbs. Oh yes, and hot debate on the name.. Our original intent was to have the writing read from the passenger side although you may notice it was reversed to be read from the other side. In the production version, we have got the writing of "AoK George Asche Jr Ltd Ed" turned around and in a different font than the prototype. There were a couple of minor changes to the prototype, including making the outboard linkage mounting block slightly bigger, changing the name and a couple of internal items. Today the 1st batch of production intakes are being poured. That process will continue for the balance of the week, they are heat treated and shipped to us. We need to have the casted intakes machined, tapped and threaded which should see the 1st intakes ready to ship in the next 4-6 weeks. * Dec 3rd note: That casting turned out to be 1 being cast with the slight change talked about above. That one was heat treated and shipped to us. We called back and said why did you just ship us only 1. The reply, they wanted to be really sure it was correct. They were given the go to cast a production run and more of our Big Block Triples which have been sold out for months. They have no been all cast and are off for heat treating on Monday. The intake has been a long time coming, even more so given the prototype was completed almost a year and a half ago. Now - down to the brass tacks as my Grandfather would have said - Cost ! Feb 8 2017 Were committed to the pricing for the 1st shipment as we feel customers have waited a long time patiently for the product and that was our original We will be repricing them upwards slightly as the development cost and the casting price has escalated well beyond where the estimates were when we started. Just the casting price is up 73% which is an increase in the price of the aluminum. For linkage, if customers want us to make them linkage, it will start at $150 and really depends on what linkage is required. By that I mean if a customer needs linkage for a 1933 Desoto, and if they don't have the linkage block tab, we can get that piece and will sell it at our cost, but it is a relatively expensive part. If the customer has theirs and most do, then we will clean theirs up and paint it for them at no extra cost. If its linkage for a 1946-48 Plymouth, then it is very straight forward. Built carter ball and ball carbs are $195.00 each and the will be Siamese twins, meaning they will be exactly the same in their venture, throttle bore sizing and jetting, with all new kits in them and if a customer buys the entire package, George will mount the carbs, linkage, adjust everything and the customer wont have to pay anything extra for that or the carb gaskets. * Note if you already ordered your intake with carbs, the price quoted you is still in effect, even though the cost of full rebuild kits just went up significantly. Shipping is extra and is at cost, or the customer can use their shipping preference and if they have an account utilize that. We don't charge for packing or handling. Our address is George Asche/Tim Kingsbury 1693 fertigs Road, Fertigs, PA 16364 I can be reached directly at Fargopickupking@yahoo.com and we will accept paypal if it is send via family and friends so were not paying the paypal fee as there is literally no margin on these 1st batch of intakes. We will also accept a cheque, money order or if your driving by, cash! A few notes: 1) We will also be receiving a small number of the AoK triple intakes for the Canadian 25 1/2" big blocks. They have been sold out for over a year now so if you were looking for one of those we will be able to ship finished triples by year end. . 2) Headers made from OEM exhaust manifolds are available for both the USA small blocks and the Canadian big blocks. The last picture is from my 1949 Plymouth Business coupe which has a Canadian 265 ci motor in it and the AoK Triple. Its the same basic look for either the 23 1/2" small block or 25 1/2" big blocks. 3) We now have a source for reproduction GMC (not the Chevy versions with major air restrictions). You can get replacement air filters for them and they are available in Chrome tops or Black. The Black versions are $125.00 and Chrome ones are $138.00. You can see them here in a video posted by Fred Buhay. 4) The Big Note to be aware of: We expect to be able to ship finished intakes early next week, but there is not some big pile of built carbs or linkage sets made up and ready to ship and George hand makes every piece of linkage and rebuilds every carb completely from top to bottom. So if your looking for linkage or carbs or both, on top of an intake, get your order in early as I expect to see a big back log in short order. To date we have note taken orders or money, but have put people on a waiting list. Everyone on that waiting list were alerted 48 hours ago and right now 1/2 of the 1st production run has been spoken for. There is no fear that we will be unable to get people intakes, but the question of when we can supply is potentially a question. Finally if you would like us to call you and answer questions about either intake, we are happy to. Just drop me an email to fargopickupking@yahoo.com with your phone number and when is a good time to contact you and George or I will give you a call. below is the AoK triple on my 1949 Plymouth Business Coupe.
  14. 8 points
    tanda62

    She Runs!

    Got the assembly to the point of engine running for the 53 B4C. Dodge running.mp4
  15. 8 points
    couple more Tom's not afraid of no stinking mud puddle!
  16. 8 points
    I checked the brakes and steering and went down to the corner and back. It is not always easy to start so I didn’t want to walk home and my kid is in the house watching cartoons after dinner. I was more than a little nervous but the rusty rotors worked ok and the steering was pretty good too- a little more effort than the over-assisted 70s muscle cars I’m used to but nice. I live on top of a small hill in the middle of my block and it’s a 2 lane street that narrows when people park on the sides so I was just concentrating on making it home without killing the motor or finding a terrible problem the hard way. It’s got a loud thrum at idle that will take some dynamat to cure but it never threatened to die. The turning radius was decent (should be for a shortened dakota) and the power brakes seem to be working ok? Not amazing. Breaking them in from their slumber will help but the actual braking happens after a good bit of free travel and requires some force on the pedal. Maybe I will eventually go to a smaller bore master but time will tell. I’m super glad I extended the floor forward under the pedal so it could have more travel without a higher starting point. I hardly looked at the gauges but on the way back up the hill I gave it half throttle and good lord she’s got some stink! BIG milestone today.
  17. 8 points
  18. 8 points
    Matt Wilson

    Manifold Stud Replacement

    Ok, I have an update. This past Wednesday evening, I decided to give it a little go, by just trying the worst-looking stud. It was the rear-most stud. I turned the engine on its side (on the engine stand), took a pair of nuts, tightened them against each other and began applying some force with an open-end wrench on the bottom nut, in the loosening direction. At first, the nuts just turned on the stud, so I tightened up the nuts about as hard as I felt comfortable without stripping them. Then it was back at it with the wrench on the lower nut. To my surprise, the stud started to turn. I kept at it until I thought I could grip it with my vice-grips (not clamped down, but just using them like an ordinary pair of pliers) and I did this until the stud was out. Ok, I said, that went well....let's try another one. So I moved on to the next one and did the same thing. After the third or fourth one, I stopped using the two nuts and just used the vice-grips to get a very firm grip on the studs and removed them that way. Unbelievably, they all came out that way in less than an hour, except for the final one, which was the front-most one. I worked on that one for a little while, spraying penetrating oil and tapping with a brass mallet, grabbing with vice-grips, double-nutting it, etc., and it didn't budge. So....I let it sit with penetrating oil for a couple of days, till just a few minutes ago, when I went out there and tapped on it some more (actually several fairly sharp raps in all directions), then did the double-nut thing with the open-end wrench AND the vice-grips clamped down really tightly, placed 180 degrees opposite the wrench. I grabbed the wrench with one hand and vice-grips with the other and applied quite a bit of force to each. I was a little afraid I was getting close to the point where the stud could twist off, so was about to give up and try some heat, when.....voila!....the stud started to turn. So I kept at this until it was removed, though it fought me most of the way. But in the end, I prevailed. Now I have a nice, stud-free manifold mating surface. I'm glad I went ahead and did this. It was really a pretty small effort. I think I will now try to clean up the surface with a few light file strokes, or maybe a very brief/light sanding with my Black and Decker Mouse (which is a small orbital type of sander, I guess you'd say), as the manifold surface looks somewhat pitted. I suppose I could even take it back to my machinist and have him surface that region to get it really good, but not sure if need to do that and I'd prefer to avoid it if possible. Following that, I will clean out the threaded holes with a thread chaser, and spray the holes nice and clean with brake parts cleaner and install new studs with sealant or maybe anti-seize as suggested by MB Fowler in his post above. Thanks to everyone for the tips and more importantly for giving me the nudge to proceed with this. I was afraid it would going to turn into a nightmare, but it worked out amazingly well. I know it doesn't work out this way a lot of times, but I suppose I got lucky. I guess I was due, considering the trouble I've had with other areas of the project, LOL.
  19. 8 points
    Gets parked most of the winter. But drive it as much as I can manage the rest of the year. Hits 75 mph almost every drive.
  20. 8 points
    desoto1939

    Wishing Everyone a Merry Christmas

    Hope everyone and their loved ones have a very Merry Christmas and a Happy New Year. If you are traveling to family and or friends please drive safe and arrive back home safe and sound. Hope everyone arrives with Bells on. This is an old saying that refers back to when in the winter time you would use a horse a sleigh to gets to your destination. If and when you got stuck in the snow the people that helped you get out of being stuck you would give them one of the sleigh bells that were attached to the horse as a way of saying thank you. So if you made the entire round trip will the bells still on your horse then you had no issues, So then you arrived with Bells on your sleigh. The bells were also used to warn other people on the road or going through the forest that a sleigh was approaching, so sort of our horn on our old cars. Since I live near Valley Forge PA I am thankful for all of the people that had stayed with General Washington at valley Forge during the winter encampment to help gain our Freedom and to form the Great United States of America. Least we forget about these strong willed men and boys that stood up to get this Great nation started and also to our current men and women that are serving in our Armed Forces to still support our freedom and to protect our great country. If you know of any family that might have a person serving please tell the family that you thank them and their family member for their support. Rich Hartung Valley forge, PA Desoto1939@aol.com
  21. 7 points
    Worden18

    Me and the B-1-D

    January 7, 2019: Fellas, I'm so excited to share my latest find with you! I have been searching for this truck for a LONG time; I was almost certain it did not exist. And for it to turn up in Minnesota, an hour and a half from me is truly amazing. It's a 1948 B-1-D 5 window Express 1 ton with the 9 foot box. 230 with the 4 speed tranny. Originally came from a grain farm in North Dakota. There's no rust on it, and after further inspection it does look like the original paint, which is Dodge truck red for 1948. Odometer reads 32K. It's not running, but I'm confident we will have it going this week. PO said it was running last summer, but he had lost spark recently. He had it for 5 years and didn't do anything with it. Needs brakes of course. I can handle that on my own. It is truly a survivor! I'm certain the rear bumper is handmade. I don't believe the wood in the bed is original, and I don't believe the seat covering and door panels are original. But they are old for sure. Has anyone ever seen that type of material on these old trucks? Anyway, I have a lot of questions, but I doubt I will get to them tonight. For now guys, just enjoy the pictures. 😊
  22. 7 points
  23. 7 points
    Just came in this afternoon. Serial number 003. If I can get past the cancer,I hope to put it in the dead stock 33 Dodge shown in the photos,and drive it around and enjoy the HELL out of it just like you see it in the photos. This was the type of car I used to see running around when I was a kid that you could buy and enjoy for 50 bucks because I had some hope of one day having 50 bucks. Had and still have practically zero interest in new cars,but I LOVED the hell out of stuff from the 30's and 40's. I will never win any prizes at car shows or runs with it,but you can bet there will be nobody there having more fun than me. Had a local guy ask me last year if I knew anybody interested in buying the good running 251 6 out of his 51 DeSoto for 250 bucks,so I snapped it up and it is now sitting on my garage floor next to the 33 Dodge. I also have dual carb aluminum intake and carbs for it. About the only piece I am missing that I can think of is a set of cast iron headers. so I can run duals. I prefer the sound of the cast iron over the tubular headers. Every time I think about this I want to stop what I am doing and do a little happy dance.
  24. 7 points
    hkestes41

    Cool P15 Photo

    Cool old photo I found on another site. P15 Police Cars.
  25. 7 points
    rockable

    Finished my 41 Plymouth

    Rather than reposting all this, I will just post my link to the HAMB. I really appreciate the help I received from you guys! https://www.jalopyjournal.com/forum/threads/finished-my-41-plymouth.1140466/#post-12963394
  26. 7 points
    PT81Jan

    Lets see pic of your trucks

    Location: Very South of Germany A quick prestory to the pictures ... Today I went to the Lake to go for a walk with the dog and taking some pictures of my 1939 PT ... But first a quick jump to the last weekend. Winter suddenly has stopped, rain had washed away the salt from the roads over night. I went to the lake early in the morning. Sun was just before rising up. I could see a yellow orange stripe along the horizon, super clear water, swans slowly waking up. What a panorama !!! From our side of the shore you can see the mountains of the Swiss Alps, if the sky is clear. That morning they where super clear, white shining snow on top. Simply perfect ! Unfortunately I neither had a camera nor my PT with me. So I decided to come back the next weekend ... Today morning , Feb. 23rd, 2019 something between 6.00 and 6.30 a.m. Knowing that there is just one access to the shore and it is strictly forbidden to enter it with a vehicle, I arrived a bit too early. Drove in with a slight bad conscience. Nobody was there. But today, no mountain view, just a grey haze. No swan just some scattered ducks. No orange horizon. Damned. Since I took the risk to get serious trouble, I yet decided to take some quick shots with the camera and quickly sneak away off of the shore. Jumped into the truck, wrooom, rear wheels scrabbled in the sand, ooops. A bit less throttle, but too late. Rear wheels went deeper and deeper .... then a man walked by, he was looking a bit wrathful / surprised. I probably like a caught little boy. But hey, that was a colleague from work !! I quick explained my situation, he just: ohooohhh. Now to make it short. He rushed to his home, came back with his car and a rope. (Still nobody else came to the shore - biiig trouble, if the sheriff or a conservationist would have appeared). Hooked in the rope and towed me out of my awkward situation. Yesss !!! I asked him what he wants to get, but he did refuse ... "hmm, maybe a ride in the PT !?" he said. So yes, I gladly will take him to a tour along the lake !!! So here some adventure pics I shot, although they are certainly not perfect: Was it worth it ? For me YESSS !
  27. 7 points
  28. 7 points
    Don't drive during winter here in Wisconsin but do get around during better weather. 1-Driving thru Metropolis IL, 2-Memphis, 3-Arrive Daytona, 4-Daytona Beach for the Turkey Run, 5-Talledega Speedway on the trip home. Also have some photos somewhere of the car at Operaland, Don Garlits museum, and in Daytona Speedway pits. 3700 mile trip, just my wife and my 48 P15, 440 powered.
  29. 7 points
    Dodgeb4ya

    Lets see pic of your trucks

    Some of mine are sleeping in the cold....
  30. 7 points
    JBNeal

    Lets see pic of your trucks

    3 days ago it was in the 80s...now I've got snow and sleet falling on the dandelions in the yahd... February in TX...LOVE IT
  31. 7 points
    48Dodger

    Motor and tranny swap

    Easiest? For a beginner? Since you asked. 1. Learn the original intent of the vehicle (work truck, farm truck, tow truck, delivery truck, etc...) 2. Clarify what the new intent is for the vehicle (show truck, crusier truck, race truck, etc...) 3. Find a build that's complete and that you yourself have experienced (ie you rode in it as a passenger or were allowed to test drive it) 4. Copy that build with the help of the person who owns said vehicle. I firmly believe you shouldn't "custom" build any vehicle as your first project....especially if you put in a passenger seat. Keep it fun by keep'n it safe. 48D
  32. 7 points
    Cast the magic wand (read hard work, sweat and bruised knuckles) and here's what we ended up with:
  33. 6 points
    falconvan

    1958 Dodge utility truck

    I found this in Kentucky; its a 58 Dodge utility truck that was retired from a local fire department several years back. Other than some rust here and there and a bad repaint this thing is solid as a rock and runs and drives really nice for a 61 year old truck. 230 inch flathead with a four speed. Not sure what I'm going to do with it yet; the guy i got it from had it licensed and used it for a weekend cruiser. For now I'll probably just put a new factory floor mat in it, replace the dry rotted tires, find some matching hubcaps, and cruise it to the local shows.
  34. 6 points
    and yes ggdad1951 got to work on a truck after all this year... (assisting John- T)
  35. 6 points
    My experience is a bit different. Dual Webers, shorty headers into a single 2.25 exhaust made a noticeable difference with no internal engine mods.
  36. 6 points
    Brent B3B

    Lets see pic of your trucks

    Hey I have a blue (ish) truck 😄
  37. 6 points
    Bobacuda

    Lets see pic of your trucks

    After looking at all of the winter snow photos, thought I would post one of my truck on Feb 17, a winter's day in Texas! About 64 degrees F, but the high for tomorrow is expected to be 48 degrees and rainy...
  38. 6 points
    Brent B3B

    Lets see pic of your trucks

    2 of my B3/4 trucks
  39. 6 points
    mmcdowel

    Lets see pic of your trucks

    These trucks are all great! Here are my 50 Meadowbrook and 50 Pilothouse truck. I love them both. Never a Dodge guy until I found that Meadowbrook years ago and I've been hooked ever since.
  40. 6 points
    Drove my 49 for a month while my kid was home from college. rain, shine, hail and a leaky windshield, added another 1000 miles to the clock... Need to revisit the vacuum wipers
  41. 6 points
    Reg Evans

    Lets see pic of your trucks

    Man...You'd better get some wax on that paint before it gets sun damaged !
  42. 6 points
    49D-24BusCpe

    Happy Birthday George Asche Jr.!

    A HAPPY 87th BIRTHDAY to Mr. Asche! George was born on February 6, 1932. He's been wonderful over the years in sharing his tremendous Mopar Flathead technical knowledge to all of us!
  43. 6 points
    Radarsonwheels

    "Farmer fixes"

    you did it wrong. campbells soup cans are the professional way to do it. if you use hormel chili the red cap from the can can also be used as a tail light lense edit: I added a pic of my ramcharger exhaust- this can was goya black beans and lasted a few months before I swapped to headers and new duals! also please note my pebble beach level of fit and finish- the clamps are clocked the same as are the slots in the screws. Professional.
  44. 6 points
    It was a nice sunny day today... took my pick up for a drive in the warming sun...... Spring is around the corner!
  45. 6 points
    keithb7

    A Mopar Family Christmas

    From our driveway to yours, Merry Christmas and Happy New Year to all my Mopar friends here. Thank you for all the support this year!
  46. 6 points
    40desoto

    Rebuilding engine

    16 months later the engine is done. I think the shop needed some xmas money so the contacted me a month ago to let me know id be done before Xmas.
  47. 6 points
    48Windsor

    JOY! First Drive

    My oldest daughter made it home for Christmas. On a run into town she decided she wanted to try out the old whale. She was pretty proud of herself as was I. Mechanical things tend to petrify her. Made my day!
  48. 6 points
    Oldguy48

    A Mopar Family Christmas

    Just had to share a photo of my grandkids, This was a Christmas photo taken yesterday!with the P15!
  49. 6 points
    Reg Evans

    Dodge Ram?

    Hey, who you callin an old goat ? Why I oughta...…...
  50. 6 points
    Dec 3rd - The casting of intakes were completed yesterday. They will go out for heat treating Monday, then will be boxed up and shipped to us. At that point we need to machine them, tap and thread them and they will be ready to ship. Obviously for those wanting linkage that will be made on a custom basis to meet specific customers needs! At this moment there of this production run, there are 2 of the AoK triples coming that are not spoken for, and there are 6 of the new AoK dual intakes not spoken for. Triples are $495 and Duals are $425 plus shipping Tim & George
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