Thomba48

If I see this correctly - have not taken the engine apart - the pulley bolts up to the damper on the crank. So there are two parts to it. I will actually only need the pulley in this case. Thanks

OK -- thanks. OK, I am on the hunt now :-)

Just to be on the safe side. The attached pictures is showing the part described as damper (I know that sounds patronising, but is not supposed to be. it is merely the attempt to get my language right). Now this round part is in my case almost unusable - rusty, full of rubber etc. So you are saying that I do not need this part. Following on from that the next stupid question: What will I have to put in place instead?

Hi any idea where I can find a good one for our flathead? Thanks

Hi any idea where I can find a good one for our flathead? Thanks

Thanks :-) to all for your help. Door panel clip sounds about right .-)

Thanks :-) I certainly did not phrase my needs correctly. In regard to the door matter I am looking for those studs? (correct word) that attach the door panel to the frame. They literally fit into the whole on the picture showing the door panel. In regard to the weather seal on the passenger door side. The remainder part looks extremely "bespoke" given that it changes its width along the way, given that the seal is actually partially screwed to the frame. So I actually do believe that this is an actual "made for the Plymouth" part. But I have yet not found the actual part number in the book. I shall keep on looking :-)

There are two parts that I am currently looking for - with a certainly ongoing list :-) Please see attached pictures. a. the front door "seal" on the right and left. What is this part called in english - I shall than be able to find the part somewhere. b. the small "pins" that attach the door panel to door itself

Thanks. Yes that sounds like a good advice. I shall just do that.

This is the one I seem to be having - now which one is the longest one? So difficult to tell when looking underneath the dash!!! I guess it is the one on the top.

thanks

It has been too long since I did that and that time has not made me any wiser but really stupid :-( :-( If I want to hook up any type of accessories that need juice on what is the best connection pole to choose on the actual switch. Sorry for this ridiculous question. :-( thanks

Thanks again - coincidentally bumped into a local company that you supply me with the required gasket set. It is certainly not a cheap offering, but they happened to be very fast. And that counts in this particular case. thom

Nope. Don't have. But could be an interesting idea, although not sure about the accuracy in the end :-) My hope is to get the purchase done this week which should allow the delivery to arrive by mid/ end of next week. So stupid of me - I organised everything, honestly everything. And time I certainly have. But this bit I completely forgot about -))))

Where to best find a complete transmission gasket set for the standard 1949 transmission in a hurry :-). Part No 1063 655 (do not need the grommet and washers though). Need to get it over to Germany also. thanks P.S. Car is finally going to arrive tomorrow and I do have a garage to work in for the next three weeks :-)) P.S. Need to make some adjustments in my future transmission and I believe that gaskets are not reuseable.

thanks :-)

Thanks for that. I shall approach Chrysler historical for more insights. Thom

Sorry - of course I ment P18 :-(

I am sure this has been covered many times here already. Somehow, however, I was not able to find exactly what I want to know. Especially as I am owning a P18. And for that car the resources section doesn't provide a lot of help. (Not a criticism, after all it it is a P15 dedicated forum :-). My question is actually easy: What information can I draw from both my body and vehicle number? So what does it tell me beyond simply being a production tag number? Vehicle number: I22900I0 Body number: 704 9518 thanks for a brief update on that insights question? thanks/ thom

This particular head is a 218/ 230 one not the 250 Canadian one

thanks

May I rephrase my original question :-) Obviously compression is an important measurement for improving the engine performance. All I have read is completely logical. Especially the part referring to the fact that simply shaving off a head without having tested anything else being a bad thing to do :-) Now I might be able to acquire an NOS head originally ment to be used for a a Dodge M37. So technically this should be a 230 head. Am I right? Would that exchange be a. possible from a technical perspective b. beneficial from a compression perspective? Also, being NOS nothing has been done with it before. Would it therefore be additionally "benefecial" to shave that particular head for further improvements? thanks

I am not planning a lot in terms of power boosts for my 1949 Plymouth. Shaving the head (or something else) shall be the first step. And then end of next year a dual carb set-up will be on the agenda. In regard to the "head shaving" matter: What brings the best performance boost shaving the head of an actual 218 engine or exchanging the head with a 230 head (I believe they should fit my engine). thanks for your insights

What is actually the correct inside diameter for the tubing: 5/32 or 3/16? thanks

OK thanks