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Everything posted by Adam H P15 D30
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The doors are original to the body unless someone was very careful to cover up a door change (I doubt it). The hole in the driver's door that got the key cylinder is painted with the original paint. I was the first person to take the car apart so i can say I am 99% certain....
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Just curious, what's different about the generator adjustment? Looks like the one on my 49. just curious....
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My P15 has a lock on the driver (Left) door for sure and possibly on the right door too but I haven't looked at that side in a while. It has never been a RHD vehicle. My 49 Wayfarer has a key lock on the passenger side only. Explain that one???? Adam
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Just keep in mind, if you ever find yourself in a "low battery" condition and the alternator squeezes 60 amps through your 30 amp gauge, you could find yourself on fire.... Every electrical load including a potentially depleted battery runs through that gauge. Adam
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1949 Wayfarer Roadster installing a 360 dodge will it work?
Adam H P15 D30 replied to Sixpakrob's topic in P15-D24 Forum
I doubt it. A well done hotrod/streetrod almost always brings more money. On the other hand it usually takes more money to build one, but as far as value goes the modified crowd almost always wins. My thinking does not include ratrods and craprods. -
Being that the 218 has a shorter stroke, I would think the rods are longer
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1949 Wayfarer Roadster installing a 360 dodge will it work?
Adam H P15 D30 replied to Sixpakrob's topic in P15-D24 Forum
Agreed, Make sure this is a project you can and are willing to see through. I've gotten a few projects for pennies because someone bit off more than they could chew. It's nothing like the TV shows make it out to be, lol. That said, my biggest concern would be the left exhaust manifold and stock steering, don't be afraid to offset the engine to the passenger side an inch or 2, Ma Mopar did it for years. I had to offset my HEMI an inch just to clear the steering shaft. -
Thinking about this off and on for a couple of years, I would like to try, or at least mock up a 230 crank and 218 rods, then measure for custom pistons with any CR I like (within reason). Couple of reasons: 1. I've heard the pistons on either engine don't go to the top of the deck, so either grinding the deck or custom pistons anyway 2. benefits of a longer rod 3. benefits of a shorter, lighter piston, higher piston pin 4. custom pistons aren't that expensive now and are light years ahead of the stock 4 ring pistons, especially with the higher piston speeds of a long stroke engine If building a little more power is what you have in mind and are rebuilding one anyhow, why not? If you squeeze the head down too far trying to raise compression, you will kill what little flow these engines have... Oh, and the 49 Dodge PROBABLY won't have the internal bypass, so either head should work.
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1949 Wayfarer Roadster installing a 360 dodge will it work?
Adam H P15 D30 replied to Sixpakrob's topic in P15-D24 Forum
Getting around the stock steering is the hard part, but I would expect a little firewall work. FWIW, I'd do it in a second, you're probably never going to want to go back to stock anyway. Who would? -
Exactly, my 49 has the key lock on the passenger side only. My 47 has it on both doors, explain that one???? Adam
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Correct Color for my Engine and 12 volts
Adam H P15 D30 replied to Chiefrocka's topic in Mopar Flathead Truck Forum
Silver is the correct color. Since you are converting I would just go with the alternator of your choice but the generator can be converted and a later regulator installed. If you really have money burning a hole in your pocket you could call Power Gen and get their alternator that looks like a generator. The HAMB had an article a while back about people putting small foreign alternators in the OE generator cases. Either way, several choices. I just ran a GM 12v alternator on mine and fabbed a bracket that used the original gen mount, easy peasy. Adam -
Sometimes a pilot bushing will cause the trans to pop out of gear.....
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Though I don't have the answer you're looking for, I would measure the shaft and spline count as a start. How bad is the steering wheel? A lot of help here and on the HAMB regarding restoration of these old wheels. Adam
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See, that's the difference. I'll bet a well maintained drum system would not stop as well as a disc system that hasn't been looked at for 20k miles the first hard stop. I'm not even going to talk about the second, third or fourth hard stop in a row. I don't have the data except for every car manufacturer (ok maybe there is one left in some corner of the planet) moving away from front drum brakes. Their engineers probably have loads of data for you. Now let's compare apples to apples.... Drive a drum braked car for 10k miles and do nothing to the brakes, then drive a disc braked car 10k miles and do nothing to the brakes. Repeat stopping test. This is more of a real world test. Adam
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Unfortunately "decent" brakes don't cut it where I live. I drive 5-7 thousand miles per year in the worst traffic in the US at 70 MPH, brakes need to be top notch always, not just after each adjustment. I guess geographical location plays a big part when choosing disc brakes or not.
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For some reason looking for "free and cheap" brake parts doesn't seem like the best idea to me????
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I ran drums up front for many years and I learned a thing or two: Properly set up drum brakes that are not too hot and perfectly adjusted are ALMOST as good as disc brakes, but that's where it ends. Problem is that drum brakes don't always stay at their best, heat and wear start diminishing performance right away. Disc brakes are almost always perfectly adjusted and at their peak. I had enough close calls where I live that upgrading to front discs was a no brainer Adam
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All the more reason to stick with a cooler t-stat. Without some radiator work and at least a 7psi cap to raise the boiling point, why push it? I really wonder how much effect on oil temp 20 degrees of coolant temp has? I don't think is equal. We use detergent oil now 90% of us change it long before 3k miles If we really cared about keeping these engines clean we would be installing more PCV valves Seriously though, engines do run better when they are warmer, more so with fuel injected engines than carbed engines. Another issue with a hotter running engine is fuel boiling out of the carb, increasing under hood temps only makes this worse. This is a known issue. Different opinions here, do what works for you.
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Then put a pressure cap on it too...
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I'd go back to the 160 thermostat. Being non pressurized, it gives you a little more cushion before it boils or pukes.... Probably doesn't make too much difference in oil temp anyway. Adam
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I have 3 pedals on the floor which keeps 90% of would-be car thieves away. I rarely even lock my car.... Adam
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1941 plymouth special deluxe... clip swap or?
Adam H P15 D30 replied to Lakermatt's topic in P15-D24 Forum
I'd go with the Dakota. Gets the steering box out of the way. Adam -
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Though I am not a huge advocate of a "clip" there are good reasons to install a modern suspension. The original suspension, though very good, lacks certain characteristics that a more modern independent suspension would give like a good roll center and anti-dive traits that are not present on the factory suspension. The factory stuff's biggest limitation is its a king pin suspension but it's good enough for a lot of people. I installed a GM clip in my 47 and I had to purchase Fatman narrowed control arms to get the track width in check. Probably cost the same as a Mustang II in the end. The notion that a CORRECTLY installed clip will reduce the value is simply not true. Kind of like saying your 40 Plymouth is worth more as a stocker than a rod, which is also not true. But there are a lot of butcher jobs out there that would bring down the value though. I believe the rear axle was used behind many V8 mopars including Gen 1 HEMI's, so it should be plenty strong but you will probably rip it out and replace it out of frustration the first time you attempt to remove the drums to do a brake job. That and the lack of a parking brake.... Also, modern drum brakes are light years ahead of the ones on your stock rear axle and no unobtainable tools required to sent them up correctly, just a brake spoon. Keeping the same bolt pattern is only a concern if you are using stock wheels. Multi patters wheels are the norm with most aftermarket rim suppliers so don't worry about it.
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Timing Problem. Looking for info please
Adam H P15 D30 replied to pontiacguy's topic in P15-D24 Forum
Also, a picture of the offset engine/trans lining up perfectly with the factory driveshaft tunnel. So check to see if your driveshaft tunnel is centered, if not you either offset the engine to match or install it crooked. I prefer offsetting