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Everything posted by Dodgeb4ya

  1. Those 1946-48 Chrysler temp gauges are tough... done many...amp gauge wires are in the way.... Picture of a 1948 Chrysler original parts dash showing temp gauge to amp gauge locations ou can do it but be careful not to damage needle R&R'ing temp gaug.e
  2. The square hole is to check brake lining thickness and to see lining to drum clearance. The two threaded holes between the axle flange nuts is to insert a bolt or two to push the axle flange off the drum hub once all.six nuts are removed. Then deeper in you will have more questions I bet.
  3. Dodgeb4ya


    https://www.bobistheoilguy.com/forums/ubbthreads.php Everything oil related and more...
  4. As for the FD coupling fluid I'd say just check the fluid level only. Don't attempt a drain and refill. The Bellows seal and graphite ring might not like it. Do drain and refill the transmission.
  5. And "Horror Freight" is still selling tools faster than ever! Not to me.
  6. You really need the factory shop manual to fully understand the 1941 Chrysler transmission operation and repair. There isn't much technical info on this transmission online that I've ever found. .The factory 1941 through 1948 Chrysler shop manual covers your early diaphram shifter type transmission 100%. The 1941-early 42 transmission is known as the M-4 Vacamatic in the Chrysler. Simplimatic in the DeSoto. You should be able to find a shop manual reprint online. As for your questions....The relay is part of the downshift circuit...the governor controls upshift and downshift speeds.
  7. Those M-4 Vacamatics/Simplimatics shift just the same as a M-5/M-6 transmissions and work great. There is an early and a late M-4 Early is a vacuum operated diaphram shifter...the rubber diaphram tended to fail somewhat prematurely so..... Then came the late style which is a piston type...also vacuum operated direct speed operated shifter. Electrical systems are different between the two. A lockout cable was also used on the M-4 transmissions to enable tow starting the car.
  8. I think all regulators have all three lugs on one side up to thru 1948. 1949 on have two lugs on one side and the "BAT" on the other side.
  9. And what does "professional" mean these days in the after market parts world?😄
  10. I always take off in 3rdin my M-5/M-6 Chryslers. ..no acceleration problem...as long as your not trying to race a Tercel off the line.
  11. I would never use the word "brisk"when describing acceleration from a stop with a fluid drive car. Now a Chrysler Hemi with a good FTD converter....acceleration is more than brisk....mash the pedal in 3rd and the bias play tires should make plenty of noise....... for 30 feet! When a FTD converter fails the car will barely get out of it's own way and then then all the oil leakage issues. I've never driven a Chrysler six cylinder torque converter car. Hemi Chryslers...driven several and own one. I have driven a couple Plymouth's with lethargic converters. They were awful....would barely go up the slightest hill. Both were converter failure cars.
  12. FTD is a greatly improved performance transmission and fluid drive coupling... The coupling is now a torque multiplication torque converter instead of a sluggish fluid drive coupling. The new FTD M-6 transmission also uses new ratio gears for use with the torque converter. FTD provides much better acceleration from a dead stop compared to the 1946-50 standard Fluid Drive coupling cars for sure! Too bad the trans still has that two second lag in upshift.
  13. **M-5 .. 1946 to 1948 Chrysler/DeSoto **M-6 Group one 1949 to early 1950 Chrysler/DeSoto and Dodge **M-6 Group two Late 1950-1953 non Fluid Torque Drive..Chrysler-DeSoto and Dodge **M-6 Group three 1951 to 1953 Fluid Torque Drive ...Chrysler and SOME DeSoto's... So between M-5/M-6 transmissions.. The cases and rear extension housings are different. Oil pumps are completely different.. Interrupter switches different.. Solenoids different .. Multiple differences in the side covers.. Levers and BU switch options .. 1951 to 53 torque converter M-6 uses different gear ratio sets.. There are quite a few differences on these transmissions as they got updated from 1946 to the end in 1953. There are a few more I cannot remember..
  14. I would never pay for a mail order carb rebuild with cash "preferred"... Rose also states checks accepted. Using a credit card or PP etc. you have some protection if the rebuild has problems and does not work correctly. Cash or check you lose. I think Rose has had too many come backs.
  15. Action Machine in Seattle.... They have done many MoPar flatheads.
  16. I have had that limit show up many times over the years.. I have to then delete old pics for more new...l post too many pictures here. I try to shrink all to maybe 50KB.
  17. Input shaft bearing must be shielded.
  18. I had a 1942 DeSoto I had to break the manifold apart to remove it also. Because of those two rusted studs. Much easier and labor wise less costly to install another manifold on that job. I air chiseled the old manifold apart from the two studs...then unscrewed the long studs out of the block.
  19. That's a very rare option on that truck...the twin horns. They have a really nice sound.
  20. Yep... Keith you certainly are good at all your video's and posts...precise and clear information👍 Thanks for your efforts!
  21. How many splines on the axle shafts? If 10 you don't have a 56 DeSoto rear axle. What is the rear axle ratio? It's stamped on a pad lower part of differential or another pad on top of diff...
  22. B1/B2 electric motors are much rarer...usually found in the heavy trucks because of no vacuum under WOT hauling heavy loads.
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