Roadkingcoupe

So the original question was.... "does anyone here have a picture of a front motor mount originally used in a Canadian-built P10?" The info and pictures I posted were from the Canadian parts book for the model make and year for the OP's question. There were no 8 cylinder 1940 Plymouth P10's The part number listed #854405 fits ALL models from the parts book listed Refer to the left side column of the first photo for the year make and models listed. Includes C25 C28 C34 & C38 S7 S8 S10 D14 D15 D16 D19 D20 D21 D24 D25 P10 P11 P12 P14 P15...all 6 cylinder cars ALL use the same part # 854405 You are correct...it does not apply to 8 cylinder or V8 or HEMI or Slant Six or V6 etc. equipped vehicles.

I would interested in the exact "one car" you are referring to? Make, Model, Year, Engine size & Trim would help. I would be interested in checking against my dealer parts books.

I need details Exact year make model of truck Please post details so I can check the cross reference

Part # 854405 1940 - 1948 Illustrated Passenger Car List Chrysler Corporation of Canada MASTER PARTS LIST Issued Dec 1947 Book ID # WM-4205 Please understand...I am only posting factual info. In other words I look at a parts book and try to add info that others are looking for. Pictures are great but they are difficult to tell slight differences or nuances between similar but different parts. The poster was asking about the CANADIAN part...so I went to the Canadian parts book and looked them up. I have most ALL parts books. Never found anything more accurate then the ORIGINAL dealer parts books. Here is the parts book page the info came from. It shows one parts number for ALL Canadian Dodge Chrysler Plymouth or DeSotos I understand there are variations between & passenger vs. Limo vs Passenger car vs. Truck also US vs Canadian vs Knockdown Exports vs Australian etc. I use the book most related to the question. Of course there are always derivations BUT the parts book is the reference I use.

I didnt think there was a difference between the US and CDN motor mounts. Parts book shows #854405 for EVERY Dodge Plymouth Chrysler and DeSoto from 1940 - 1948

There is nothing to add or say to improve on the compliments to the quality, skill and patience as illustrated in the work. It proves the benefit of forums like this to share and encourage, to increase the level of work possible (from anywhere in the world). As far as restoration shops go this is the finest example I have ever seen on a 1940's MoPaR vehicle. Thanks you for an important contribution to the forum. In many ways I am surprised you started with a donor car that was in need of so much metal fabrication and surgery. For mere mortals like myself......I would always suggest buying the best car you can, in the best condition as repairs like this would far and away eclipse the cost of a mint P15. Please don't misunderstand, I an extremely grateful to see the possibility of what can be done. The fact that the current owner bought the car and found a shop with the skills and willingness to take on the project alone is praise worthy. Excellent journey for me to be able to follow to completion. It opens my awareness to what can actually be done! I would have to go beyond the previous posts about manufacturing parts....and suggest why not just make a whole new car. It looks like you have the skills.

I have the same nut on my motor and always thought that it was for an emergency hand crank. 1939 and 1941 Plymouth's are equipped with a removable crank hole cover, it looks like the crank hole cover when removed lines up with that nut on the end of the crankshaft. I thought the item pictured allowed the hand crank to turn over the motor when standing (or huffing and puffing) in front of the grill. Any thoughts? edited for spelling

Just a thought... Using one of those digital temp / thermometer guns you could measure the temperature of the block at each cylinder. (after running the motor to operating temperatures). This would allow you to understand the heat and or differential of heat going from the front cylinder to the back.This would be similar to a compression check but for cooling / heat instead. Since the water distribution tube is quite narrow at the rear of the motor, any blockage would show up as higher temps near the back of the engine.

Hi Dave, Is your car a US built vehicle (LHD) or an export model? Might need to know that as you pursue parts.

A little easier once you saw the photo? A picture is worth a 10000 words. edit: meant to write 1000 words but with inflation 10,000 looks about right.

Question or theory on removal of water distribution tube. BRASS vs. STEEL Since there are TWO (2) kinds of Water Distribution tubes, steel & brass. Has anyone had less trouble pulling a brass OEM style water distribution tube rather then the steel type? Put another way....if the steel tubes rust to the block I could see the difficulty in removal. If the brass tubes do not rust or "bond" themselves to the block then wouldn't they be easier to remove? If the brass is softer material and also "bond" to the engine block are they equally or more difficult to remove. THOUGHTS? p.s. knowing what material your water distribution tube is made of might alter the technique used to remove form block.

That would be the view of the Stock original collector car enthusiast. I too have stock original cars as well. on the other hand..... The Hot Rod Industry is based on taking original working vehicles and modifying / improving them to satisfy or represent the individual "personality" of the owners. There is a large contingent of Hot Rodders, Custom, Rat Rod, Resto Rod etc. owners that most likely eclipses the amount of original "purist" owners out there. It would be interesting to see a poll on the site of the proportion of owners that consider themselves 1 - stock purist 2 - Stock but willing to make improvements for safety, comfort or modernity 3 - Its my car I will do what I like to it. Stock???? whats that? Big world.....room for everyone.

Source "PLYMOUTH BULLETIN" "Product of Chrysler engineering and craftsmanship, Plymouth has been so named because its endurance and strength, ruggedness and freedom from limitations so accurately typify that Pilgrim band who were the first American Colonists." That was the official line. It sounded quite logical. The name came from the Plymouth colony of the Pilgrims who journeyed to North America on the good ship Mayflower. And the official line was backed up with pilgrim garb supplied to each dealer with which to dress up some willing (?) employee to lead a Plymouth Parade introducing this new low-priced car for the young Chrysler Corporation. It was not entirely new, this "new" low-priced car. When Walter P. Chrysler took over the bankrupt Maxwell company in 1923, he finally had the foundation to bring out the car of his dreams; one bearing his own name. However it was soon apparent that the Maxwell name, corrupted by a series of poorly built cars that had brought the company to bankruptcy, was an irretrievable liability. Therefore in 1926, he put a Chrysler radiator on the Maxwell and rechristened it the Chrysler 58 (its supposed top speed). Yet this move was but a holding action. Already in 1926 Walter Chrysler was planning a full-fledged entry into the low-priced field dominated by Ford and Chevrolet. Indeed, Henry Ford had warned Chrysler, "You'll go broke! Chevrolet and I have the market all sewed up!" But WPC wasn't one to fear to such warnings. In fact he was more likely spurred on by them to prove such warnings wrong. And Ford's rapidly declining Model T sales seemed to indicate that the giant was vulnerable and that the warning could indeed be proven wrong. To take full advantage of this vulnerability, Chrysler needed the "perfect car with the perfect name." That name was to be "Plymouth." Named after Plymouth Rock, that great American symbol, right? Well, not quite. Behind the "official line" is a story that surfaced years later. It is about what really happened behind those closed boardroom doors. "What we want," Chrysler had said, "is a popular name, something people will recognize instantly." In that room was Joe Frazer, later to become president of Graham Motors and still later to join Henry Kaiser in a post-war automotive venture. "Well, boss," replied Frazer, "why not call it Plymouth? That's a good old American name." The other assembled executives looked askance the notion of their car bearing such a puritanical sounding * name. Yet against his colleagues' misgivings, Joe Frazer persisted. "Ever hear of Plymouth Binder Twine?" he asked. " Well," boomed out Chrysler, "every goddam farmer in America's heard of that!" The hidden appeal wasn't wasted on this one-time Kansas farm boy. Every farmer had to have a car, and most of them at the time were driving Fords. Now here was an opening to the giant's vulnerability. "Every farmer uses Plymouth Binder Twine," he said, "let's give them a name they're familiar with!" And so the name was Plymouth. The Mayflower ship on its radiator suggested the rock and the Pilgrims, but if it wasn't for the binder twine, there would never have been a car named Plymouth. On January 11, 1928 the first Plymouth was produced. As it turned out, this was the best of times for introducing a low-priced car. Ford was just beginning Model A production after nearly a year's shutdown. Chevrolet's six was yet a year away. Hudson's Essex was in decline. Willys' Whippet was selling like hotcakes, but it had already peaked. And, most importantly, the stock market crash of 1929 was yet a year away. The new Plymouth sold well, reaching Number 15 in production its first (half) year. By 1931 it had already reached the Number Three position, which it would hold until 1954. In 1932, while Chevrolet and Ford sales were dropping drastically from pre-depression highs, Plymouth was the only car to gain in sales over 1931. In fact, all through the Great Depression Plymouth continued to gain in sales, a remarkable feat considering the times. Henry Ford, as it turned out, was almost right. He had left out one word in his warning to Chrysler. He should have said, "if you don't build a Plymouth, you'll go broke."

That is exactly the story as it was told to me. There was a meeting, the discussion that ensued required a name that was common and familiar to many. The binder twine books were used for crops, yields etc. and kept in many glove boxes at the time. The explanation is very plausible and as far as the "ship" motif.......ever heard of poetic license???? "And so the name was Plymouth. The Mayflower ship on its radiator suggested the rock and the Pilgrims, but if it wasn't for the binder twine, there would never have been a car named Plymouth." "Behind the "official line" is a story that surfaced years later. It is about what really happened behind those closed boardroom doors. "What we want," Chrysler had said, "is a popular name, something people will recognize instantly." In that room was Joe Frazer, later to become president of Graham Motors and still later to join Henry Kaiser in a post-war automotive venture. "Well, boss," replied Frazer, "why not call it Plymouth? That's a good old American name." The other assembled executives looked askance the notion of their car bearing such a puritanical sounding * name. Yet against his colleagues' misgivings, Joe Frazer persisted. "Ever hear of Plymouth Binder Twine?" he asked. " Well," boomed out Chrysler, "every goddam farmer in America's heard of that!" The hidden appeal wasn't wasted on this one-time Kansas farm boy. Every farmer had to have a car, and most of them at the time were driving Fords. Now here was an opening to the giant's vulnerability. "Every farmer uses Plymouth Binder Twine," he said, "let's give them a name they're familiar with!" Plymouth Bulletin - source

Time to let it go Mr. JRHOADS

40Phil41 is the expert on Canadian Dodges for 1940. Look him up on the members list and try to send him a PM (personal Message). http://p15-d24.com/user/58-40phil41/

Ed (if that is his name) doesn't know me. Just not right to slam a guy by going to his boss and then pontificating on a forum where he doesn't have a voice. Something about "shooting fish in a barrel"

Tom Bryant of Plydo was the gentleman I was referring to. My memory isnt as good as it should be. He passed away at a young age and I am not sure that there is anything but respect that should be shown for the people who share our early MoPaR passion. He was a great guy and easy to deal with, knowledgeable and a friend met through Mopar parts. I never had a problem with any of the vendors mentioned. Others did....I understand that. Funny how our experiences vary wildly based on the angle or direction that we approach the very same vendors.

Since you are editing posts after I respond. May I add: It appears you have previously complained about the Plymouth Doctor. Today it is about one guy at Bernbaums. Tomorrow it will be somebody else. In other words the level of service provided by the current crop of Mopar parts guys doesn't meet your expectations. So in the last couple of years Frank Mitchell died, Andy Bernbaum sold out and retired and a lesser known parts guy passed away at a young age. The good knowledgeable parts guys are decreasing in numbers. Pick your battles carefully, eventually you will be in a room complaining that there are no more Mopar parts vendors to treat you "in the way you have been accustomed to". This forum is made up of people like myself that have been here from the beginning. I restrict myself to technical posts only BUT once you start slamming a parts guy for not treating you in the way you want I am compelled to defend the one guy in this thread with out a voice.

This is a forum....people share their own perspectives. It is an exchange of knowledge, opinions and perspectives. I usually stick to posts that deal with technical knowledge ONLY! But I also live on the end of a parts line and know that there are two sides to this coin. I dont need someone to "sweet" talk me or hold my hand when I place a parts order. Some do. If you extrapolate your complaint into the future maybe you can actually get the "dry toast" guy fired. Then you will have won the battle and lost the war. Just my opinionated, well founded in experience perspective.

Did you know that Bernbaum's inventory includes 1000's of parts NOT IN THE CATALOGUE. That there are many hard to find parts that no one knows about......except for the guy that answers the phone. In other words....there is a treasure trove of hard to find parts that no one seems to inventory, unless you ask the "dry" guy that answers the phone. Chances are good that the new owner doesn't even know what exactly is hidden on the shelves of the old AB inventory.

Somewhere over the rainbow is a fully stocked parts room full of NOS parts at the LOW LOW LOW prices of the 1930's and 1940's. In this magical place the parts room is fully stocked and the staff are wearing bow ties, button up shirts and white gloves. When you walk in the door you are greeted by name, service with a smile and the customer is king. Now for reality....... The parts are hard to come by Prices are rising and the vendors can sell to who ever they like (regardless of the mood they are in). The amount of knowledgeable vendors with good inventories are diminishing and as customers complaining that your toast wasn't buttered or there isn't enough "honey" in the phone service is an outdated and unrealistic expectation. Unless you can give me location of this magical parts room, then I would suggest you welcome the real world. Maybe you can go to Walmart and get "greeted" but I know what its like to work a parts room and phone lines. The more knowledgeable the person is that answers the phone....the higher chance I will get the parts and info I need. As far as their intonation, phone voice, demeanor or what ever you want to call it. Good parts, fair price and intelligent parts info trumps phony "greeter" retail any day. There were tons of posts about AB and his demeanor over the years. There are lots of people who dealt with AB and never had a problem. So AB retired and they had to keep at least one knowledgeable employee on the payroll. Now there's complaints that they kept a guy who knows what he is doing but is "jaded" from years of dealing with "Moparites". Keep it up and get rid of the one guy who knows what he is doing and lets see "how that is working for you".

Double edged sword. So you can get great customer service from a less knowledgeable owner/csr....but less technical awareness OR You can get a "dry as toast" personality that knows his stuff with 30 years experience. I personally would pick the later......

So you take your old used dented/rusted fender to a body shop....how many hours of labor would it take to get to $200, 2,3 or 4 hours? maybe I am ornery or something like that but, if I were selling a NOS 1939 Plymouth rear right fender for $200 and someone offered less I would decline and refuse to sell it to them......period. Sometimes it is important to recognize a good value and pay the asking price, and say thanks.

$200 for a rear right NOS fender (in good condition)......fair price. I would buy it and say THANK YOU. buy it before I do! just kidding.