Jump to content

Leaderboard


Popular Content

Showing content with the highest reputation since 01/19/2013 in Blog Comments

  1. 5 points
    timkingsbury

    The Grand Master Turns 85 today !

    Howdy Folks - On behalf of George Asche Jr - thank you one and all for the Birthday wishes. He has seen all of the notes on the thread and received a great number of calls wishing him well. He really was humbled by the shear volume and really did appreciate it. A few have sent me notes and of course those have been passed on. In a few of those notes was asking if George's uncle Harry is really still alive. Yes he is, yes he really is George's uncle.. and while he isn't a lot older than George, he is a bit older. He turns 88 on March 6th. I was down and spent some time at AoK world wide HQ, also known as George's house and shops.. While there we went down to "Uncle Harry's" and brought him up to Georges to inspect a new car George recently purchased. It is a 1929 Desoto 4 door, which is actually like the 1st car George ever owned. Ive updated this blog entry to add those pictures.. Harry and George beaming ear to ear over the new car. Also a rare shot over in the Asche Mechanical Shop with Harry, George Jr, George III and Rob also known as George's #1 and #2 son.. Lol.. you can ask George who #3 is if your ever talking to him. Harry was telling the boys about a legendary grudge race on a Nascar track between his #90 car with a flathead 265 that George had built vs a guy running a 392 Hemi. The punch line, yes Harry won the race.. The rest of the story, well that is for another time. But I thought people would like to see a few pictures of the folks you often hear me or someone talk about !
  2. 3 points
    From one Paul to another Paul, I have known George and Tim for around 20 years now and did have the opportunity to meet Eddy Kingsbury at Chrysler Carlisle in 2009. Classy, professional and all of them were off the chart smart and some of the modest guys I have ever met. Like you I 1st met George and Tim via the telephone. That was great, but nothing like meeting them in person. If you ever have the opportunity, I would strongly suggest it should be on the top of every true Flathead Mopar enthusiast bucket list. Just don't wait to long as George is getting up there and Tim's Dad who I intended to go north to Canada to see the following spring, passed away that fall. That is not to take away from Tim although there is nothing like talking to guys who were there in the early days, or at least the 1940's , 50s and 60s and in the forefront of Performance Flatheads back then. My apologies for the speech but I just thought it was appropriate when two good guys who maybe don't seem to know each other quite as well, might just have ran into each other in the back wood, both thinking the other had their guns drawn! Paul M
  3. 3 points
    Hey Paul - Its not the Kingsbury or Asche style to go bashing people and because it is our blog, I would prefer to exercise some tolerance and flexibility when in my mind its clear someone just wandered down the wrong road. As well the idea of floor shift concepts isn't a bad idea for a topic so I will start one. But no apologies required. Now lol, if it was a chevy part, or t5 suggestion, well I would likely be suggesting your in the wrong church!. Have a great one and good luck on the knee surgery. Tim & George
  4. 3 points
    Hi Tim, glad to hear George is home, but sorry to hear his recovery is not going as well as expected. Give him and his family my regards, for a speedy recovery. I am also sad to hear your Mother is not doing well these days, not easy for her and not easy for you. I hope all works out for her, and she is feeling better soon. I am glad the merchandise is moving along, and hope George is back in the workshop ASAP to get those orders fulfilled. I sure wish I were much closer, could and would help you package and ship orders. Hang in there Buddy, and lets hope all returns to normal real soon......
  5. 3 points
    We have been quizzed a few times this week about supply of intakes in the future and costing after the above blog entry said - "After that, there will be no more at this price point that is for sure and whether we have any more made with depend on customer demand. " I really don't want to harp on this too much but I will provide this explanation. We started into the project of creating a Dual Carb intake for the 23 1/2" USA small block now several years ago. We felt we could exploit all of the research, design, testing etc from the AoK triple intake for the 25 1/2" Canadian big block and really cut the cost to develop this intake by a bunch. While for reasons talked about before, the timing to get this from the drawing board to a prototype way exceeded expectations. Funny enough.. the actual cost to bring it to that point was right on budget. I know , good news right ! What did change for us was the production cost. Cost of supplies increased a lot. But that wasn't the big problem, nor was the unplanned costs to change some minor things. to the pattern to turn around the name and increase the size of the linkage block. The big issue was our good friend who has done all of our pattern work, and has casted the AoK triples for now 12 + years stopped doing it. He had lost his wife, a great deal of things have happened in his life and he sold everything and is out of the business. Next is the fact that while the projects hugely benefit by modern foam core molding and casting technology there are a very small amount of companies that will produce castings. If it was a sand cast or other casting technology there are tons of options. So imagine, we have all the patterns done, just need to get them casted and the 1st 3 companies our buddy recommended contacting told us.. "Sure we can do that for you. Love to, we have the expertise and we can start within the next 30 days"...... All good right... lol " On cost, well we need a minimum order quantity of 10,000 pieces" Yikes.. so the minimum order quantity ranged from 1000, to 10,000 pieces and the per piece cost ranged from $700 down to $390 per casting. Add heat treating, shipping to us, machining work to take castings to have them ready to go out the door and there is a lot of different steps. and our cost estimate on the cheapest side was $800 per. Oh and the machine shop that did our triples, he passed away so we needed to find another place to do it. Tilt.. yes, months ago this project was dead in the water. We couldn't lay out money to cast 10,000, hell we couldn't do it for 1000 pieces. We did finally find a supplier who would cast duals and triples in a lower quantity at least for a 1st run and did find a retired machinist who had access to all of the machines to do the project that got the intakes in our hands at a price we could live with. One of the big drivers was trying to get this project completed for George while he is very much involved with the hobby. We first had a dream to shoot for his 80th.. then this summer I had to make a decision whether we would get something done for his 85th birthday or risk having this go down in flames. To do it and an meet the demand of all the great people that have reserved an intake at a price point, I purchased the 1st one at a price that far exceeds what anyone is paying.. lol.. In other words folks.. without me doing that we would be loosing a lot of money on everyone we sell. So I purchased #1 and guess who has it... lol.. no, not me it was George's 85th birthday present. But the project is done, the dream has been realized. All of our family and friends who wanted one have or will get one and there were extra dual and triple intakes for sale. We are trying to find a more cost effective casting company, and we have shown our machinist buddy the casting invoicing. Were hoping now that he has done a bunch he may have a way to get them casting to ready to sell at a more cost effective price point. We are no factoring in 1 nickel for all the development and patterns either. This is just casting, heat treating, shipping, machining costs were talking, but if we cant do so at a tiny bit better than break even then, well were back to the start of this post. Right now the cost far exceeds our selling price and we will talk to customers, but I am not sure we have people wanting to pay much more. It really doesn't matter that its better than anything ever made, people have their price point and after that point they go in a different direction. We all get that and honestly its all good. We hope everyone who get one of these intakes enjoys them. I know the feedback over the years on the AoK triples has been incredible and for all those folks, thanks for being a part of the dream and the history of the AoK boys! Tim
  6. 3 points
    50plymouth

    The Grand Master Turns 85 today !

    Happy Birthday George ! That sounds like a great way to celebrate ones 85th birthday. That's Tim for giving us a glimpse into things and Oh My God I was drawling looking at all of those intakes.
  7. 3 points
    55 Fargo

    The Grand Master Turns 85 today !

    Happy Birthday George Jr, ll the best to you on this special day, and many more to come. Long Live the AoK Boyz
  8. 2 points
    This one was a Fenton "universal" floor shift conversion kit, that then someone adapted it for their purposes which was in a early 50s van, similar to this one which likely will be the 1st time this is seen in public! lol I believe this is similar to what my Dad did in his pickup although since I never say it together on a transmission that is pure speculation. If you have other floor shifter actually installed on Mopar 3 speed transmission that was previously a column shift, either already installed and happen to have pictures, or are working on one, or even have ideas, feel free to post away !
  9. 2 points
    I apologize in advance to the person I got this from and I will find it and provide them credit at some point. For this one of course it would not work on an r10g1 overdrive, although that is not to say they couldn't make one for that purpose.
  10. 2 points
    Tim, that response is a fantastic example of professionalism. You could have bashed me 10 ways to Rome, instead, you convinced me that if I'm serious about an overdrive, I should stay with what was designed for my transmission. Yes, it does sit back but I'm putting in bucket seats and the shift lever will be in the area of my knee. Marketing this is not my current goal, that goal is a shifter for my car for me. I have sold three OD's to George so we've met on the phone. Thank you for your response, once I have driven with it Ivwill report back. With an upcoming knee surgery Sept 5, my next project is War and Peace, Leo Tolstoy. The book is by my elbo as I type.
  11. 2 points
    Howdy 49BC - Actually it wont really be relevant in term of the adapter plate, although I expect it will fit on the bell housing. The issue is the a833 4speed does not have a long enough input shaft to work. On the overdrive front, we have done it many time to use the r10g1 overdrive from a 1952-56 Plymouth and then change the input shaft to a long input shaft and throw out bearing to work with the fluid drive situation. Whether there are long shafts available for the a833 I do not know, I do know guys have switched the Plymouth bellhousing to go with a standard transmission or overdrive but I honestly have no experience in terms of what is involved. I can try and find out for you. In the mean time, here is a picture of the r10g1 with the long shaft I was referring to.
  12. 2 points
    Great post!!!!!!! We have a 38 Chrysler Custom. It has the straight 8 with over and it has never been apart from what I see from upstairs. I will take detailed pictures whenI take this apart. This car is being parted out. Block is missing the head and frozen. Also, have a 40 Chrysler with a 8 and OD.
  13. 2 points
    An update folks - George is now back home from the hospital. He is quite weak, but is up and moving around. His daughter June is staying with him making meals etc and while its clearly taking longer for George to get back to himself than anticipated, for being 85 years young I guess its to be expected. I have passed on all the thoughts and notes from people and they are definitely appreciated. As it effects intakes, carbs and linkage, we do now have 100% of the dual and triple intakes back from the machine shop. I haven't been able to actually get down to George`s and start shipping out intakes to those who are just wanting intakes. On my end of the world, my Mom hasn't been well the last few weeks and I have been on stand by as she has been in the hospital and going through a bunch of tests etc. But I will be going down late this week or early next and get those moving. For those who have ordered intakes with carbs and or linkage obviously were in a holding pattern and I apologize for that. George has been pretty much been out of pocket for the last month and while we could enact a plan b, there is nothing like having the master building linkage and carbs so we would ask for and thank you for your continued patience. On numbers - the Aok triples for the 25 inch big blocks are now sold out. if you want to get your name on a waiting list in case someone bails or for a future run, send me an email to fargopickupking@yahoo.com On pricing, we will certainly be updating people as we have information, which is to say we wont be holding anyone to an order when or if there is a price increase without reconfirming. On the AoK dual intakes there are still a few not spoken for. I think its either 2 or 3. Once they are spoken for we will be in the same situation as with the triple talked about above. Tim
  14. 2 points
    Please wish George our best. At 85, any trip to the hospital is serious and I know for me, I have no problem waiting. I did talk to George a few weeks ago and I was about number 40 in the line but all awesome things are worth the wait!
  15. 2 points
    Well Barb Good sleuthing. George hadn't been feeling 100% and yes the Doctor checking him in on the 24th. He is being treated, my Mother went through the same thing and with time and some diet changes (no nuts and some other things), lots of prayers and medical help he should be home soon. Believe me he is chomping on the bit to get back to his work bench. You are correct, on the intake front and more specifically on the carb and linkage front were in a bit of a holding pattern but don't anticipate it being a massive show stopper. I can report that as of now all of the AoK triples for the big blocks are spoken for. I can put your name on a waiting list In case anyone bails, but barring that all we can do is take names and if and when we have a price point to offer another round of them we can let you know, but right now I am afraid their out of production at least for now. On the dual intakes for the small blocks, we will have to wait until George is back hone to check a couple of notes he has on calls. I think there is 3-4 not spoken for but that is a guess and as Barb found out, unless you can produce rebuildable cores we cant supply anything beyond intakes and if you want it the linkage. There is the update. Will keep you posted Tim
  16. 2 points
    Interesting. We have seen this concept quite a bit actually. On the exhaust pipe, cool factor is definitely there, although performance wise it will be little better than stock and it may even have a bigger back pressure imbalance. On the Intake again cool factor right up there. Performance wise carbs are too low, no effective balance tube or sufficient atomization area in the intake. My guess, having never seen it, is it has a bit more rev, looses a bunch of torque and likely tosses out raw fuel on a regular bases. So super cool to look at, but after that, it looses it for me pretty quick. Definitely appreciate seeing it just the same. Tim
  17. 2 points
    Hey Tim - don't want to sound off alarm bells but called a few times last week and didn't raise George. I usually find it easiest to catch him in the evening. I called through the day and was talking to his son who tells me he actually has been in the hospital since the 24th. Apparently doing well, but the building of carbs and shipping of intakes may be in a bit of a holding patterm Barb
  18. 2 points
    Thought this may be interesting to some. Currently listed on ebay is a 1936 Desoto convertible. It is fitted with a unique triple carburetor manifold and a rather cool exhaust as well...
  19. 2 points
    I talked to George today and it sounds like the big block triples are now sold out and he has to talk with Tim but they don't have a lot left. I just snagged another small block dual intake and sadly George says he cant supply carbs for maybe 6 months and needs cores even then. He had over 100 cores in late November and says he has built half of them and has ordered for more than he has to build. So congrats to the AoK boys. Your intakes are clearly a huge hit. Here is to hoping you guys can find casting and machining sources to keep prices down. I am the wrong person to gauge what the market would pay. To me these were so cool and having AoK Racing on a triple or George Asche Jr Ltd Ed on the dual intake has a cool factor that you just cant buy. Forget about I am sure there never has and never will be a better intake ever produced which really becomes I had to have them at almost any price. I know easy for me to say now that I have mine purchased. Thanks guys and please keep doing what you guys are doing. Big Hugs from your Gal Pal ! B
  20. 2 points
    Tim - as I said in the chat room, if you haven't sold out I want an AoK dual intake, headers, linkage and carbs. I will send cores there is no problem there. I noticed the carbs are now $195 and I realize the price I paid George and yourself 20 years ago at Chrysler Carlisle was overdue. On behalf of many, thank you AoK boys for continuing to design and make performance parts for Desoto's, Chrysler, Plymouth and Dodge's !
  21. 2 points
    Uncle-Pekka

    The Grand Master Turns 85 today !

    Please tell Mr. Asche my belated greetings; Happy Birthday & Good health for years to come! Kind regards, Uncle-Pekka from Finland
  22. 2 points
    classiccarjack

    The Grand Master Turns 85 today !

    Happy belated birthday George. Thank you Tim for turning me onto this post.
  23. 2 points
    oldasdirt

    The Grand Master Turns 85 today !

    Wow so that is what an 85th Birthday tour is like. I'm Jealous. Please relay Happy Birthday wishes to George. I have tried calling for the last couple of hours but he must be on the phone. Those production intakes look better than the prototype ones did and I notice the George Asche JR and all of the script is turned around and bigger. Happy Birthday George Asche Jr - May you live until you 150, which should give you a chance to come up with a few more flathead mopar performance goodies !!
  24. 2 points
    may I suggest alcohol! Meaning best take your lovely and talented wife to a restaurant or bar and get her drunk before you pull the Happy Anniversary Stunt. If not, I predict - "Hit" or "Black eye" . I doubt divorce. If your rolling up on 30, which is close to 20 behind me, she has already realized all of your tricks and faults. I would love to see some one get this although just so you guys know my wife hasn't said no yet!
  25. 1 point
    You can use any 23 spline (fine spline clutch) from the 1960s and newer. The current one you have is a course spline that was from the 1950s and older. I would use the biggest clutch your pressure plate will take. The last one we put in was for a 1966 dodge cornet rt clutch (10 ½”) and it came with a pressure plate as the one that was in the car was in rough condition. It came from napa and was listed as a clutch pack although there are lots of great and inexpensive options available. If your current pressure plate is in decent shape then likely a 10 1/2" clutch will work fine and they are readily available from all the major part suppliers. I really dont know the width of a jeep cherokee. Here is a handy chart for a lot of the cars which gives you the widths and that is the key for you is making sure you have the track width close. Having the spring widths the same is also a nice thing as it saves more work. In terms of drive shaft its just a case of having the yoke with the finer spline for the transmission and the rear end. So measure your spring widths and your track width and compare them to the jeep. Personally I prefer going to a car version and depending on what your doing engine wise, likely around the 3:55 or 3:73 ratio. One of the mistakes guys do is going to something 3:23 or 2:73 and you suddenly have a dog at lower speeds. So unless your really building a performance engine 3:55 would be as low a number as I would suggest. Hope that helps get you rolling. Tim
  26. 1 point
    John Fuller

    Cast iron engine

    I’m restoring a 1950 Plymouth Business coupe and decided to stick with the original engine. When they ask me if I’ve got a Hemi in it I just tell em “6 in a row makes it go”...
  27. 1 point
    These designs are way over designed and none for an R 10. I have fabricated one for my B3B, with R10 overdrive. It will be on display at Tims BBQ. Parts are at a machine shop now getting "professionalized.
  28. 1 point
    55 Fargo

    A833 Overdrive Trans Conversion

    UPDATE: Hey all, been a while again and I apologize for the delay on the A833 happenings. Okay here is the SCOOP, The AoK adapter plate and my Canadian built T 98 Acme bell are having an issue. While the adapter plate does bolt on the bell housing in the smaller 4 bolt pattern, it cannot bolt onto the 4 bolt pattern that my T98A trans attached to. Now this is because of the following, the 4 bolts to hang the T98 A are 5/8 threads, so the adapter plate is designed for 7/16 bolts, next issue is, the 4 inner bolt holes to align to this bell, but, now the plate center input hole is not dead center to the bell housing hole or the crankshaft. This T98 A trans was used in Jeep, Ford and Canadian built M37 Power Wagons, not sure how it ended up in my light duty 108 WB Fargo pickup, nor will I ever know. So this project is ground to a halt for the time being, but we are looking at solutions while I type this, for my case only. I cannot attest to any 1940s through 50s USA car/truck bells or Canadian built bells, not using a T98A transmission. I apologize for the delay and hope to bring more updates to the "table" when possible. Some pics for those to have an idea what I am up against. I did create a bronze bushing to reduce the throwout bearing assembly to work with the A833 input-shaft, which turned out very well, and its super simple. The car type and smaller truck type throw out bearing work as is. a 10.5 or 11 inch Mopar 23 t clutch disc is whats needed with your stock flywheel and clutch, again a simple part of the equation. If the plate was aligned to register dead center on my odd ball bell it would be such a simple swap, it's not funny. The A833 input shaft with the adapter place is the correct length. Its basically the same length as the T98Acme trans input shaft minus the plate. So a correct for for the pilot bushing and crank end. other considerations for the time being, my diff gearing is 3.23 , this with a .73 overdrive is a little tall for my engine power and the truck, a 373 would be best, at the very least a 3.55 and the most a 3.90 set of gears. I do not see any issue with the gear spread from 1st to 3rd gears, as it is essentially the same as my T98 A from 2nd to 4th gears. The T98 A is back in for a short time again, a very heavy trans, and fun to put back in. STAY TUNED
  29. 1 point
    farm Pilot House

    Cast iron engine

    Im with you only a few years younger and a few thousand miles away Photo taken only this year out the front of our Bed and Breakfast in Barmera She is my Baby
  30. 1 point
    Another floor shift concept, that again, I need to do some digging and see where I got the concept.
  31. 1 point
    Lol, ok so it really doesn't have much to do with this thread. I likely should start a new topic on just floor shifts. In terms of the r10g1 I can price out all of that for you. Its likely not as bad as you think. Of course that will be column shift. My buddy George Asche has literally done hundreds of them. If they are decent rebuildable they cost $450 to rebuild + parts. What is included is new bearings, bushings and gaskets. I would guess its 80% + that George does for that. If gears are ground, or people want fast seconds or there are parts missing well that starts to add up. The wiring, George hand makes wiring harnesses for them, as he does for the earlier r7 or r6 of which there were the 1940 and earlier that are floor shft. But from kickdown switches, overdrive relays and options switches to put on a steering wheel or dash are all readily available NOS or brand new. In terms of the shifter in your picture, I think its going to be really close to the seat. But maybe your planning on buckets and want it way back. In terms of adding an overdrive behind your existing transmission, Ive seen over the years many try it and a few got it to work but they were always a lot of work , extra connection points, bracing or brackets and there maybe some out there but I never saw one that then had 20-30-50,000 miles + on them. But back to floor shift, there are always people looking to change a column shift setup to floor shift so I will start a thread and if you and others want a place to start documenting and discussing ideas, go for it! Tim
  32. 1 point
    Primarily the fabricated floor shift. I will add an overdrive later. I've found and sold 6 R10 OD's. My personal concern on them is the potential cost to rebuild one including all electrical. From my causal observation that is a bit technical and the solenoids are not Walmart items. Yet in good shape they are historically quite dependable. The shifter I fabbed from a photo, not my design. It is uncomplicated and will serve my purposes very well. The tranny and OD are not on the engine yet.
  33. 1 point
    Not quite sure what this has to do with either the fluid drive bell housing or the a833 conversion, but hey .. its interesting. So in your picture are you saying that is a 3 speed transmission with a Volvo overdrive ? Or is the picture to illustrate making the standard tranny a floor shift ? I have no issue with your post, just trying to determine what your trying to illustrate here ?
  34. 1 point
    Great story of life's little "happenings"......as a hippie would put it. Which I'm not. Our trucks are one of those things that take everyone "back in time". When life moved slower and was not of the current "warp speed" look at life. I get to drive the old Dodge trucks almost every day....my new one being a WWII WC-53 that has been updated with diesel power.......BUT! still has the original axles with 4:89 gears. Which still means....I'd get run over on the freeway. So, its still just an "around town" transportation......even though it looks TOUGH!! Everyone always asks.......even my friends....How fast will it go? I always say "as fast as you want it to go.....................as long as its under 60mph". I laugh. I always mention to them......in an analogy. I've been a power boater as well, and we all know there are two types of boaters......Power boaters and Sail boaters. For one....the destination is the important part of the adventure. For the other.....its the journey. Have a blessed day......and keep your powder dry! David
  35. 1 point
    40desoto

    George update, and AoK Intake updates

    I just received my 25 1/2in triple intake and split exhaust this week. Great work on the intake and especially the linkage. Thank you for posting pictures of George at it. Makes it special knowing that a legend in the craft personally created. Keeping George in our thoughts. Tim, thanks for the update and the help you've provided me. Now what to do with my cracked and warped Edmunds aluminum head?? Not ready for wall art yet.
  36. 1 point
    55 Fargo

    Mopar For Mopars Solutions Blog

    So yesterday scored 2 265 engines, both turn both run, the 1 out of it,s application was run few years ago. I can now add this to my other 265 engine, for 3 of these babies for future use for myself or other flathead Hi Perf enthusiasts. The gent I am acquiring these engines from also had a 237 and a 250 both running, he also had a low mile 313 Poly V8, so a real Mopar dude. 1 engine spins freely, has nice dark oil, quite clean valve lifter chambers, and no broken manifold studs in the block. I will of course need to go over this engine, it has been rebuilt once at Winnipegs largest engine rebuilder, then and now, Piston Ring Service, .040 pistons, .010 rods, 0.20 mains. Now if the mains are out of spec again, might not use this crank for Hi Perf use. Here are some pictures, it was a great afternoon and visit..
  37. 1 point
    55 Fargo

    Mopar For Mopars Solutions Blog

    Okay, so the current engine in my 55 Fargo is a correct numbers 1954-56 Canadian Dodge or Fargo engine, and could very well be a 54 or eraly 55 as it is a 228. I do not have a spec for HP, Torque or Compression Ratio. My little engine has always ran good, burns no oil, and never smokes, and has very little blowby. She starts well, has the usual small amounts of oil leaking etc. I have done a compression test, both dry and wt, with a good and warm engine. 90-95 in 5 cyls, cyl #4 is 85, adding oil did not change the results to any degree. So next was time for a "Leak Down Test", on a warmed up engine, this engine has 40% leakage with cyl #4 in the 80 % range. There is no air loss via the intake or exhaust, all out the crankcase, so no doubt cylinder and ring wear, or possibly broken rings. I did the test 3 times, to make very sure. I will run my little engine for the summer, and most likely install a 265 this fall or winter, do not think I will be rebuilding this engine. If I did rebuild it, most likely would go over bore to 3 7/16 pistons, a nd a hotter cam with a milled head for added compression. This would or could make a nice little revver of an engine. But as my good friend Tim Kingsbury would say, no replacement for displacement, and why try to make a "silk purse" outta a "sows ear"......LOL here is my good running donor 265 engine, have to do a diagnostic on it before I would install it though...
  38. 1 point
    timkingsbury

    A833 Overdrive Trans Conversion

    Great to see you jumping into the blog-a-sphere. Looking forward to many great topics on the "Up and Coming Flathead Mopars"!
  39. 1 point
    Interesting. Would love to see it when you come across it. The only stuff I have is shipping from Canada which even in the 1930s would make a lot more sense for UK than being shipped from the USA which would have seen a tariff attached. Even the convertibles which after 1936 were still made in the USA, shipped over to Canada from Detroit to Windsor and because the frame was made in Canada some how were exported as Canadian goods. Ive seen a few pieces of import paperwork from guys in England with 23 1/2" USA motors in Plymouths and a couple labelled as Dodges but were basically Plymouths.
  40. 1 point
    Id love to see it as I have the 1936-40 factory documentation from the Canadian plant, and there are no overdrives in any of those Dodge or Plymouths. Definitely in Chrysler and Desotos and I am sure sold/shipped as parts. I cant speak to 1935.
  41. 1 point
    That is cool. I have documentation that ODs were installed in the Dodge and Plymouth line in the UK. I have a book having that info. I will find the book and post at a later date. It is packed away at this time when we moved our shop. I posted the pictures of the Chrysler because I will take good detail pictures when I strip the car. Thanks for your input and I will keep you in the loop. Thanks Dave
  42. 1 point
    Howdy Countrytravler - Cool finds. On the 38 and 40 Chrysler there are pictures of those trannys above in the spotters guide. There definitely both different from each other and if you need any information let me know. On the customers comment on 1935-40 Dodge and Plymouths, neither had overdrive trannys from the factory. Not USA, not Canadian, and not export models that I know of and I have a great deal of documentation. The overdrives were Chrysler and Desoto. Now, having said that I have a 1941 Plymouth that was a Canadian built car. Keep in mind that Canada entered WW2 in 1939, so there are 1939 and 1940 Plymouths, and there are some 1941 Dodges but there ar almost no 1941 Plymouths. My grandfather's brother was a Dr and he had applied for an got a permit for a car. He got the car, we still have the original bill of sale, the ownership and the serial numbers are match. The car has almost no miles on it. He volunteered went into WW2 and was killed. The car was parked in a barn that was severely damaged by Hurricane Hazel in the early 50s and the car was parked in the back lane at the farm I live at now. The trees and grown around it someone has removed tires and a over the decades pieces have grown legs. I will attach pictures. Everyone who knows anything about Plymouths will say - hey that is a 1946... or may call it a 1946 - 48.. It is not. The engine block cast date is Jan 10 1941. The serial numbers on the car, the engine all match what is on the original bill of sale. In that car is an overdrive and if your look closely in the interior there are gauging and a radio that was never offered. Its a Dr coupe and between the cabin and trunk is all wood. There is wood framing in the doors and that is 1920-30s stuff there is definitely no wood used in 1946 - 48. I mention this because I know for a fact it is as it came from the factory, yet not in 1940-41, not in 1946-48 were Plymouths offered with overdrives. they 1st appeared in 1952, actually were put in cars that were coming off the line in Canada in September of 1951 and I am sure many will love to debate me on my 1941 being authentic, although trust me if that car had stayed in the barn it would be worth a fortune... as it sits, well from a family standpoint its priceless but in monetary value its not worth much. But the point is there are examples of stuff coming from the factory that are not in brochures. My personal believe is given my Mothers father was the GM of the Canadian Engine plant from the time it opened in 1935 and he was there until the last flathead, actually the last hemi rolled off the line, that maybe he who was born less than 4 miles from my other Grandfather whose brother bought this Plymouth, that maybe, just maybe there was a little family connection action that got a car that just may have been a prototype that if there was no war, that may have come out in 1942. What I do know for a fact was the last overdrive was ordered very close to the death of Walter Chrysler in August 1940 and the last model year with overdrives was 1941. I also know that Overdrive trannys were available at Chrysler and Desoto dealerships in the way of parts, so is it possible someone took their Plymouth or Dodge into a dealership and get an overdrive put in it, oh I guarantee it was. In fact not far from me is a 1938 dodge. It has an overdrive from it. The family thought that is was purchased with the overdrive. My Dad's very good friend, owns today and his Dad 1st opened the Mopar dealership in Guelph in 1929. A few decades ago, the parts guy happened to come across a bunch of old records from the dealership and going through them didn't they find the record where the 1938 dodge was repaired in 1944 and with a lack of a transmission in stock and in the midst of WW2, an overdrive was put in the car. Its a piece of paper the family that owns the 1938 Dodge now very much treasures. So the long story is to say, that for most customers who thought Dodge and Plymouths had overdrives in them from 1935 - 1940 for the most part they are mistaken. The overdrive was only offered in the Chrysler and Desotos.... BUT..... if they pull out some documentation or a specific example would I be shocked.. No I would not.. Would I be surprised... yes, I would but then I know that in those days and through the 2nd world war a lot of things happened to just get by. In any case, good talking with you and if I can help in some way, let me know Tim
  43. 1 point
    Prayers and Positive Thoughts for George's Speedy Recovery.
  44. 1 point
    I thought I would add this one to show you an example made "Down Under" by Andrew. He actually races this car and you can also see the handy work evident elsewhere under that engine compartment. Over the next few months we should have a comparison for you as in the next couple of weeks I will be boxing up an AoK triple to send to Australia. Its not the 1st that headed down under, but will be the 1st that replaces a home made triple on a full race motor. Of course as I said earlier 3 carbs on a rock stock original 1936 201 ci motor, with the right sized carbs way out performs both in power/torque and fuel economy, but in this case Andrew is chasing the edge of the envelope.
  45. 1 point
    I will be Looking for a Triple for the 265 Very Shortly along with a Cam for same.
  46. 1 point
    Mikec4193

    The Grand Master Turns 85 today !

    Still out working in the garage at 85...now that is awesome...
  47. 1 point
    Hi Dave - I think you will find that 1938 and older carbs the mounting bolt pattern are about 1/2" smaller than 1939 and newer. I don't know the exact measurement. I am sure Tim can get it for you. Your offy intake I expect take the bigger carbs. The only aftermarket intake I saw that took the smaller carbs was a nicson. You will need 1939 and newer carbs for that intake, or you have to enlargen the holes on the carb based by 1/4"on each side to give you the 1/2". All that being said Tim likely wont say it but I will. Sell the offfy and by an Edmunds or one of the new ones Tim and George Asche are making. The offy has the carbs too low and you loose torque. For an older engine like your 1937 you really see it where you are already a little light on hp and torque verses the post ww2 cars.
  48. 1 point
    I agree, OMG this is great stuff. Finally someone explained in lay terms how the flatheads really work. I must confess I was one of those thinking that my stock engine couldn't handle dual carbs. Now I see why some many of the guys with stock engines pull this off. Thank you so much for that carb cheat sheet. I have a pile of carter ball and ball carbs around that I haven't a clue what they are from or sizing. This really helps me to separate the wheat from the chaff ! Thanks
  49. 1 point
    49D-24BusCpe

    The Grand Master Turns 85 today !

    Hi Tim, Thanks for the terrific birthday notice. Please pass-on my belated best Birthday wishes to George Jr.! Best regards, Walt Redmond
  50. 1 point
    55 Fargo

    The Grand Master Turns 85 today !

    Fantastic post and pics of the master at work. What a Mopar Guru and Genius.......


×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.

Terms of Use