JonathanC

Glad you enjoyed - if you look at this post, you will find links to a couple of other '51 Plymouth road tests.

In 1946, "Uncle Tom" McCahill started performing and reporting on the first real road tests of American cars for American magazine readers in the pages of Mechanix Illustrated. While his technical methods initially were fairly crude (painting quarter-mile marks on rocks and trees and timing his runs with a stopwatch and the car's speedometer), his candor and writing style engaged the public and made him a regular feature in the magazine for the next three decades. He was known for humourous turns of phrase and hilarious similes, as well as riding test cars hard and putting them away wet. Starting as an occasional feature in 1946, Uncle Tom was usually publishing two feature articles per issue by the early '50s, often two road tests of cars. A true "car guy", Uncle Tom tested everything from workaday American family sedans to quirky imports to exotic performance machines. I've discovered that you can read through back issues of Mechanix Illustrated on the Internet Archive (www.archive.org), at least up to 1961. These are mostly B&W scans from microfilmed copies. You can even download the magazines as pdfs or page images. Here is a list I made of all Uncle Tom's road tests of Chrysler automobiles from 1946-54, with links that should open to the exact page of the article (For some reason the scans were named "Today's Homeowner Solutions"). 1946 Chrysler (May 1946): https://archive.org/details/sim_todays-homeowner-solutions_1946-05_36_1/page/54/mode/2up 1946 Dodge (July 1946): https://archive.org/details/sim_todays-homeowner-solutions_1946-07_36_3/page/54/mode/2up 1946 Plymouth (September 1946): https://archive.org/details/sim_todays-homeowner-solutions_1946-09_36_5/page/54/mode/2up 1949 Dodge (June 1949): https://archive.org/details/sim_todays-homeowner-solutions_1949-06_41_2/page/84/mode/2up 1949 Chrysler, DeSoto, and Plymouth (July 1949): https://archive.org/details/sim_todays-homeowner-solutions_1949-07_41_3/page/n91/mode/2up 1950 Plymouth Suburban (April 1950): https://archive.org/details/sim_todays-homeowner-solutions_1950-04_42_6/page/86/mode/2up 1950 Chrysler Station Wagon (January 1951): https://archive.org/details/sim_todays-homeowner-solutions_1951-01_44_3/page/90/mode/2up 1951 Plymouth (March 1951): https://archive.org/details/sim_todays-homeowner-solutions_1951-03_44_5/page/76/mode/2up McCahill wins Speed Title in 1951 Chrysler (April 1951): https://archive.org/details/sim_todays-homeowner-solutions_1951-04_44_6/page/72/mode/2up 1951 DeSoto (August 1951): https://archive.org/details/sim_todays-homeowner-solutions_1951-08_45_4/page/76/mode/2up 1951 Dodge Wayfarer (October 1951): https://archive.org/details/sim_todays-homeowner-solutions_1951-10_45_6/page/76/mode/2up 1952 DeSoto Firedome (August 1952): https://archive.org/details/sim_todays-homeowner-solutions_1952-08_47_4/page/76/mode/2up 1953 Dodge V-8 (April 1953): https://archive.org/details/sim_todays-homeowner-solutions_1953-04_48_6/page/82/mode/2up 1953 Plymouth (June 1953): https://archive.org/details/sim_todays-homeowner-solutions_1953-06_49_2/page/72/mode/2up 1953 Chrysler (August 1953): https://archive.org/details/sim_todays-homeowner-solutions_1953-08_49_4/page/72/mode/2up 1954 Dodge (January 1954): https://archive.org/details/sim_todays-homeowner-solutions_1954-01_50_1/page/80/mode/2up 1954 Chrysler New Yorker (June 1954): https://archive.org/details/sim_todays-homeowner-solutions_1954-06_50_6/page/84/mode/2up?view=theater If you want to see how your favourite car stacked up against its competition, there's a good chance that at some point Uncle Tom tested those cars as well, so this link will enable you to look through the whole compendium of the magazine (which started out as Modern Mechanics and Inventions in 1928, then became Modern Mechanix, and Mechanix Illustrated in 1938). Prewar they didn't seem to do any road test articles, but would do annual surveys of the new models.

And if you want the inimitable "Uncle Tom" McCahill's take on the '51 Plymouth (or any other car if you want to look for it), it's here. In addition to a lot of discussion of Plymouth's excellent performance in stock car racing at the time, it includes McCahill gems such as: "The day I arrived in Detroit to test the ’51 Plymouth it was so cold the mayor had issued orders to make room for the brass monkeys in the boiler room at City Hall. I arrived at the huge Plymouth plant looking like the father of Rudolph the Rednosed Reindeer." "Years ago, many really high-class cars had a ride control valve right on the instrument panel. At the flick of a finger, the car’s ride could be made as hard as a mother-inlaw’s heart, for fast driving and cornering, or as soft as Stalin’s head for Aunt Matilda’s afternoon spin through the Park."

You can read it (and download it) right here: https://archive.org/details/bub_gb_pCEDAAAAMBAJ/page/n99/mode/2up

The late Arch Brown when writing about flathead Plymouths of the '40s and '50s (he covered many cars for Hemmings Special Interest Autos and Collectible Automobile magazines, including writing CA's main feature on 1940-48 Plymouths in 1992, and was old enough to remember the cars of that era when they were new) frequently expressed displeasure with the fact that Plymouth lowered second from 1.55:1 on 1940 models to 1.83:1 on 1941 models. He claimed that the 1.55 gearing was superior for keeping up speed on long upgrades such as you might encounter in mountainous areas.

The keys to my 1941 Chrysler C28 have been lost. I unfortunately put off getting copies made. The ignition lock cylinder has been temporarily replaced to make the car usable, and I have a plan to have all the locks rekeyed next spring. However, I need to replace the locking gas cap now so I can top up the tank and put in fuel stabilizer before the car goes into winter storage later this month. I'd like to have another locking cap but not sure what I should buy. Additionally, I'm in Canada so selection might be comparatively limited. I saw on former posts here that the Stant 10623 non-locking cap is a fit. It seems to be for a 1.5" filler. I am able to get one of those locally. Is the locking Stant 10483 or 10559 (both also said to be for a 1.5" filler) also a fit? The Stant website does not seem to have any information available about applications. Thanks.

There are a couple of drips in the drivetrain of my '41 Chrysler Royal (34,000 miles), one at the diff and one seemingly somewhere near the transmission (Fluid Drive/M-4 Vacamatic). Tackling the rear end first (because far more drops have dripped from it), I have been reading up and checking the service manual to see what's there that might be the culprit. There's a pinion seal on the driveshaft side (#19 in the diagram), and "axle drive shaft oil washers" (#3), as well as a differential carrier gasket (not shown in this diagram but in another one I have in a hard copy). I've also seen mention that there's a breather that could be expelling oil so it may not be a seal at all. What are the group's wisdom/experience on procedure here to get at root cause and make a plan for remediation? If I'm going into rear end work, at the car's mileage does it make any sense to plan to replace bearings or anything else while I'm at it? Thanks

The quadrant usually had either Gyro-Matic or Gyro-Torque on it below the gear letters to signify which transmission the car had. The shifter still worked as it always had - a three-on-the-tree with no first gear position. I almost bought a '51 Chrysler with a similar quadrant proclaiming the car to be "Fluid-matic" (as they branded the M-6 in 1951-53, or Fluid-Torque with the torque converter). 1949-52 Dodge Gyro-matics didn't have the quadrant at all (like 1950 and earlier Chryslers and DeSotos). I suspect it was a measure adopted mostly to make the semi-automatic transmission resemble full automatics from other manufacturers. http://www.kitfoster.com/images/2008-11-15_Gyro-TorqueWeb-Large.jpghttp://www.kitfoster.com/images/2008-11-15_FluidMaticQuadrantWeb-Large.jpg

I created a simple calculator for this in Google sheets based on available data about vintage tire sizes. This was reinventing the wheel to some extent but I like to do stuff like that). With the original size tires (7.10x15) and rear end (3.9:1), in direct top gear your Coronet would turn around 2160 rpm at 50 mph, 2590 rpm at 60 mph, and 3020 rpm at 70 mph. If the mechanicals are in good shape the car should have no problem sustaining that. Maximum power in these engines was generated around 3600 rpm, so you probably wouldn't want to have the engine run at sustained speeds near or above that peak. Whether driving conditions are safe to do those speeds for other reasons is a different matter of course. My '41 Chrysler runs at 60-65 mph on the highway quite comfortably. It has a very slightly taller 3.54:1 rear end and 6.00x16 tires (which are about the same overall diameter as the 7.10x15s, however mine are Coker classic radials which I think are an asset for real-world driving). It does sound busier than a modern car that is revving well below 2000 rpm at that speed of course but that doesn't mean it's overstressed. Some of our highways have a 110 km/h speed limit (about 68 mph), that is probably about as fast as I'd want to drive for any length of time under favourable traffic and road conditions. Chrysler engines were well built and engineered with quality features like full-pressure lubrication, four rings per piston, and superfinished surfaces, which is what makes them good for use today in my opinion. It's the cars that aren't as well-engineered and run on shorter rear gears (partial splash lubrication and rear ends in the 4.11-4.56:1 range were not uncommon back then) that would make me worry about sustained speeds of 60+.

I put a set of chrome lift-latch lap belts from Juliano's in my 1941 club coupe. They were shipped to me in Canada at lightning speed when I ordered them. I did have to pay customs duty when they came in. Their customer service was pretty helpful when I asked them about what I should get. Anyway, I'm happy with how they turned out. I put the longer length in the front (74", two sets), and three sets of 60" belts in the rear. This was what they recommended when I discussed it with them. The rear floorpan is higher under the rear seat, so you don't need the longer belts there. They are fine to anchor my grandkids in their booster seats. The belts are anchored to the floor under the seats using seatbelt mounting plate kits (not expensive) also sold by Juliano's. https://www.julianos.com/Chrome-Lift-Latch-Lap-Belt-p/ju0ll1.htm

Checking the Temperature Gage - from Motor Age May 1947 View File Article on how to easily check your temperature gage from https://archive.org/details/sim_motor-age_1947-05_66_5/mode/2up Submitter JonathanC Submitted 08/15/2022 Category Instructions, Manuals & Templates  

Quick Checks for Generator-Regulators from Motor Age May 1947 View File Article on diagnosis/testing of generator regulators from https://archive.org/details/sim_motor-age_1947-05_66_5/mode/2up Submitter JonathanC Submitted 08/15/2022 Category Instructions, Manuals & Templates