B-Watson

The 1949-1952 small, Plymouth-based Dodges used Plymouth bodies with the front fenders modified permit a Dodge-style grille. The 1949-52 small Dodge grilles will not interchange with the larger Coronet models. The 1949-52 Coronets (called Custom in Canada in 1949-50) and Meadowbrook shared bodies with DeSoto and Chrysler. Contrary to what many claim, they did not modify the big Coronet front clip - too wide and too long. Much cheaper and easier to modify the Plymouth front clip. Series in the 1949-50 small Dodge was the same as Plymouth - DeLuxe (111"), DeLuxe (118½") and Special DeLuxe (118½"). Both Plymouth and small Dodge used the Suburban name on the wagon. The export version, built in both Windsor and Detroit, was Kingsway, Kingsway DeLuxe and Kingsway Custom. Both plants also built a DeSoto version, the Diplomat, with a DeSoto-like grille and trim. Plymouth dropped the DeLuxe, etc. for real names in 1951. The small DeLuxe became the Concord, the larger DeLuxe the Cambridge and the top of the line the Cranbrook. The Canadian Dodge adopted Kingsway, Crusader and Regent. A fancier version of the Suburban was introduced using the Savoy name - basically the Suburban with Cranbrook / Regent trimmings.. For 1953 Dodge switched to the Plymouth body. The coupe and sedan had the wheelbase extended 5" in the rear seat area. For some reason, Chrysler tooled two different front clips - one the 119" wheelbase coupe and sedan - and one for the 114" wheelbase models - hardtop, convertible and 2-door wagon. The small Plymouth-based Dodges used the front clip from the 114" wheelbase models. The 6 cylinder 114" wheelbase Coronet frame was shared with Plymouth and the small Dodge. Model line up in 1953 was cut to two series with the small 111" models dropped. The Suburban was now a Cambridge or Crusader while the Savoy was Cranbrook or Regent. In April 1953 Chrysler Canada introduced a new top of the line series - Belvedere in Plymouth and Mayfair in Dodge. They both came as a 4dr Sedan or 2dr Hardtop with the originaly hardtops in the Cranbrook / Regent series being dropped. As the convertible was imported,it remained a Cranbrook. No Plymouth-based convertibles were imported from the late 1930's through to and including 1953. Engines in the American Plymouth used the 217.6-cid 23" block engine, while the Canadian Plymouth and small Dodge used the 218.1-cid 25" block. When the new Mayfair and Belvedere models were introduced, the engine was upgraded to 228.0-cid, 25" block. Hy-Drive became an option, just as in the U.S. For 1954 the series names were changed on the Plymouth to Plaza, Savoy and the new Belvedere. Dodge in Canada remained Crusader, Regent and Mayfair. Wagons were called Suburban in both makes. The U.S. Dodge introduced a Sierra 4-dr Wagon on the 119" wheelbase. 2dr Wagon bodies were shipped to Mitchell-Bentley in Ionia, Michigan where the body was extended and rear doors added. The completed bodies were shipped to the assembly plants. In May, 1954, Plymouth in the U.S. offered the Powerflite automatic as an option. It was also offered in Canada on the Plymouth and small Dodge but I am unable to determine just when they announced it. By the way, although Chrysler of Canada would import any of the U.S, Dodges, they built only 1953 Coronet V8 4dr Sedans and 1954 Royal V8 4dr Sedans in Canada. Chrysler simplied things for 1955. All Coronet, Royal and Custom Royal models were on 120" wheelbase, the extra 5" in the rear seat area. Thus the front clip of C-R-CR models fit the 115" wheelbase Plymouth.

The Custom Royal sedan had the "Custom" badge right from the beginning give more visual difference from the Royal sedan. The small chrome fins on the sedans did not appear until later in the model year. Same with the "Custom" badge on the hardtops and convertibles. The Custom Royals also had slots on the sides of the taillight and backup light housings as well as hooded headlamp rims. The rear light housings on the Royals and Coronets were solid and had plain headlamp rims. All Custom Royal models had turn signals, back up lights and variable speed windshield wipers as standard, items optional on Coronet and Royal models. The list of options (at extra cost) for the Custom Royal included - Power steering Power brakes Power front seat Power windows Power pack - four barrel carb with dual exhaust Powerflite automatic transmission Overdrive Wheel covers Spinner wheel covers (Lancer models only) Foot-operated windshield washer Deluxe plastic (2-tone) steering wheel Heater with defroster Air conditioning Parking brake light Underhood light Map light Glove box light Tinted windshield Electric clock Rear window defroster Day / night rear view mirror Radio - 6 tube (manual tuning) Radio - 8 tube (pushbutton) Radio - 9 tube (signal seeking) Bumper guards Spotlight / Mirror - left and / or right 2-tone paint 3-tone paint (Lancer models only) White wall tires

The Custom Royal Lancer 4-door sedan was introduced in April,. 1955. The difference was the exterior trim with the 'normal' 4-door sedan having a trim strip from the headlamp to the rear fender. The Custom Royal nameplates were placed after the end of the side trim, and a V8 symbol on the front fenders. The Lancer 4-door sedan adopted the "Flair Fashion" side trim of the Lancer hardtops and convertibles. As well, the "Custom Royal" was moved to the front fenders just behind the small trim bar from the headlamp rims as on the Lancer hardtop, while the V8 was just below the trim dip on the rear doors. And with that, the Lancer 4-door sedan could be ordered in three-tone colour combinations. The base wheel cover, as used on the Coronet and Royal, was optional on all Dodges, including the Lancer models. The spinner variety was available only on the Lancer models and the Custom Sierra. The Custom Sierra was also a mid-year introduction that used the Fashion Flair side trim. Needless to say, the Lancer 4-door sedan cost more - $2,516 versus $2,473 for the non-Lancer version, an increase of $43. Weight also increased by 20 pounds to 3,505. Production figures are unknown as they were included with the 'normal' 4-door sedan. The Lancer 4-door sedan was replaced by a for real Lancer 4-door in 1956 - a 4-door hardtop.

The D24 was the 1946 through 1st series 1949 Dodge and the engine was a 230.6-cid, 23" block, flathead six. The 525342 means it was the 524,342nd D245 engine built. The first was D24-1001. Model year production for the D24 - 1946 - 156,882 1947 - 232,335 1948 - 208,416 1949 - 44,366 So your engine was probably built during the 1948 model year.

Depending upon tire manufacturer, where you live and how the tire is stored, a tire can last six to ten years. The older the tire, the greater the likelihood a tire will fail. The fact you got 15 years out of a tire is nothing to complain about. And remember, only one of the four died. Personally, I would not drive any car, whether it has bias ply, belted or radial tires over ten years old, on the highway. Even in the city I would not drive them at high speeds. You cannot tell from the outside what condition the tires are under the rubber. And that is where they fall apart. And remember that "new" tires that have never been put on a wheel age, too. Sun, high temperatures, moisture, etc. all affect the various components and materials in a tire, regardless of whether or nor the tire is in service. And that includes your spare tire that is being baked in that oven known as a trunk.

1942 Plymouth P14S (DeLuxe) and P14C (Special DeLuxe) Windsor 9,829,856 to 9,836,986 - 7,131 Begin blackout 9,834,922 - 2,065 P14C Special DeLuxe Lynch Road 11,399,501 to 11,494,048 - 94,548 Begin blackout 11,474,830 - 19,219 Evansville 20,148,001 to 20,164,435 - 16,435 Begin blackout 20,160,112 - 4,324 Los Angeles 3,297,001 to 3,306,756 - 9,756 Begin blackout 3,305,324 - 1,433 P14S DeLuxe Lynch Road 15,135,501 to 15,153,935 - 18,435 Begin blackout 15,150,781 - 3,155 Evansville 22,037,001 to 22,041,356 - 4,356 Begin blackout 22,040,399 - 958 Los Angeles 3,134,501 to 3,136,266 - 1,766 Begin blackout 3,136,084 - 183 The first row of serial numbers in each group shows the beginning and ending numbers for the model year with the total number of cars built. Second row shows the beginning serial number for the blackout models, with the total built.

When the government placed restrictions on sales of new cars, that included any cars stockpiled by manufacturers and all new cars in dealer stocks. So, that November, 1941, Plymouth may have been one of the cars still unsold when the edict was announced. Not all cars rolling off the assembly line now, or in 1941, had a buyer. Many cars were parked and stored by the factory for future dealer orders and many dealers ordered cars to have on hand for prospective customers to look at and test drive, and hopefully buy. Back in July, 1965, my father purchased his first new car, a 1965 Dodge 330 4dr sedan with slant six and Torqueflite. It had been sitting on the lot for a few months, as had a couple of US-built 1965 Dodge Polara sedans. Chrysler Canada had a UAW strike from late January through early March 1965 and someone decided to import cars from Detroit. So, a thousand or so US-built cars were imported during February, 1965. Thus those two US Polara sedans had been on the dealer's lot since February - 5 months. These special imports pop up from time time. There is a 1965 Valiant V-200 4oor sedan in the Toronto area that was imported and shipped to Century Motors in Winnipeg. By the way, just as there were restrictions on the sale of new cars during WW II, there were also restrictions on sales of used cars. As well as items such as tires, batteries, gasoline, etc.

The Engineering Department considered the 1st series 1949 models were 1948. They were the ones that supplied the serial number sequences which they issued according to Engineering Department model years. The sales and marketing people had different ideas, though. They came up with the idea for starting model years around July 1 in the late 1920's and early 1930's, and starting the 1949 model year on December 1, 1948. All Chrysler Corporation parts books, service manuals and serial number guides had one set of model year listings, and all used car guides had another. The used car guides used the model years as determined by the sales and marketing people. The Engineering people declared the Plymouth model Q to be a 1928 model, for example, but check any used car guide covering 1928-29 (Red Book, Blue Book, Branham's, etc.) and the Plymouth model Q is listed as a 1929 model. By the way, in Canada there were no 1st series 1949 models. Sales of the 1946-48 models had softened so much Chrysler of Canada ended production by the end of December, 1948. The car plant sat idle until the 1949 models went into production in February, 1949. Bill Toronto, ON

All manufacturers stockpiled 1942 and even some 1941 models. They would be released with government approval to people who needed a car for their living - doctors come to mind (they made house calls back then). Production of cars ended around the end of January, 1942, and the assembly lines were ripped up to produce war materiel. Car production did not begin again until the fall of 1945. Thus leftover 1942 models from time to time come up as 1943 or 1944 models. That was the year they were sold , not built. Some trucks were built during 1942 through 1945, in the case of Chrysler they were 2-ton trucks. Other sizes of trucks were also stockpiled and sold to persons in need of a truck for a living. The military did not freeze production, the federal government did. The US was still governed by Congress. Cars owned by the military were generally ordered from the manufacturers and thus had the black-out headlamps, etc. There was a period prior to the end of production when the military was taking any car they could get. They had to get mobile, fast. Cars stockpiled for civilian use, though, were the basic vehicles as they rolled off the assembly line, blackout models and non-blackout models. When looking at car "production" in the 1940's, beware of reports titled "Shipments". "Shipments" report the number of cars (or trucks) a company ships from their assembly plants. Shipping could include rail, truck, boat or even driveaway by the new owner or dealer. "Production" is the number of cars that roll off the assembly line and then usually parked in the assembly plant storage yard to await shipping. A production report for cars will have zeroes for the years 1943 and 1944 with very low numbers for 1942 and 1945. Shipments will be low for 1942 and then drop to zero by the end of 1944, usually. 1945 will be low and then pick up for the remainder of the 1940's. Taking about 1943 P15 models, a few years ago a fellow showed up at a Mopar show with a 1942 Plymouth P15. According to the serial number book he had, the serial number was a 1942. The serial numbers for 1942 were all "x,xxx,xxx and up". Turned out the book was printed before the end of 1942 production.

The first blackiout Dodge was 30,636,274 The last blackout Dodge was 30,644,377 30,636,274 to 30,644,377 is 8,104. Remember, serial number sequences are INCLUSIVE. The first serial number quoted is just that, the first car. The last serial number is the last car. Cars numbered 4, 5, 6, and 7 = 4 cars. For blackout trim pieces, the government mandate was that they had to be painted. Thus, if a company had nice, shiny chrome or stainless trim waiting to be used, the company could use the shiny stuff, but had to paint the pieces before installation. This also gave a level playing field for all manufacturers in the event some company stockpiled shiny trim.

Nobody, not even me, noticed that the beginning serial number for the US blackout Dodges was actually the LAST 1942 Dodge D22 built in the US. The first US blackout Dodge D22 was serial number 30,636,274. So, 30,643,360 was built as a blackout model - the 7,087th blackout Dodge D22 built, to be precise.

That is an Australian-built 1950 Plymouth. Take a close look at the rear doors and the quarter window. The 1950 Australian Plymouths, DeSoto Diplomats and Dodge Kingsways used the 1949 bodies with new tallights and grilles, but kept the rear window and bumpers. The 1951 models got the new front ends and rear windows, but kept the 1949-50 front window. The engine is probably a 25`block 218-cid unit as Chrysler Australia imported Canadian-built Plymouth P20 chassis for the Pymouth and DeSoto Diplomat (added an `S` to the model and engine number) and Dodge D36 for the Dodge Kingsway. Canadian Plymouths were virtually identical to the US Plymouth, save for the engine. Same with the Plymouth-size Dodge - same as the US-built Kingsway, save for the engine. Contrary to popular belief, the 1949-52 Plymouth-based Dodges did not use Coronet front fenders and hoods modified to fit the Plymouth body - Dodge body was too wide. In reality the front clip on the small Dodges was based on the Plymouth units, with the hoods and front fenders punched in different places for the lights, grille and trim. Chrysler did not build cars in England after WW II, although they did build Dodge Trucks at Kew. Also Fargo and DeSoto models for export. When Chrysler acquired Rootes, Dodge Truck production was combined with Commer at the Rootes plant.

According to Chrysler of Canada's 1942 parts book, production of blackout models began at serial number 30,644,377 at Hamtramck (Detroit) and 9,375,216 at Windsor. Which means 8,104 were built in the U.S. (DeLuxe and Custom) and 325 in Canada (Custom only). Pre-blackout totals were 59,273 in the U.S. and 820 in Canada. One point about Fluid Drive. It was NOT a transmission. It was a fluid coupling located between the engine and the clutch and had the clutch pressure plate and starter ring gear. Fluid Drive had no gears and prior to the introduction of Powerflite was listed under Clutch in parts books and service manuals. Attached is a listing of colours and their codes as offered on U.S.-built D22 Dodges. Chrysler of Canada offered the following colours on all its Canadian-built cars (CIL Duco paint codes) - 1084 - Black ** : 246-8708 1209 - Regimental Blue ** : 246-37342 (??) 1210 - Metallic Aviator Blue No. 2 ** : 202-80011 (Canada-only colour) 1656 - Ludington Green : 246-53407 (1939 Cadillac and 1940-42 U.S.-built Buick) 1657 - English Green : 246-53406 (1939 Cadillac and 1940-42 U.S.-built Buick) 1918 - River Mist Grey : 246-34411 (1941-42 US-built Oldsmobile) 1919 - Catalina Grey : 246-53631 (1940 US-built Oldsmobile and Buick) 2830 - Metallic Regal Red (Maroon) ** : 202-33039 (1940-42 US-built Pontiac, Oldsmobile and Buick) ** - Carried over from 1941 Cars Chrysler of Canada imported from Detroit were available in the colours offered in the U.S. All U.S.-built cars and trucks used enamel paints in 1942 but in Canada lacquer was used for the last time on cars.

A D-70 engine would be a V8 - 325 cid. However, there was a D-60 - Canadian-built 1956 Dodge 6 cylinder (Crusader, Regent and Mayfair). Engine is a 25" block, 250.6-cid flathead six. The 1956 Dodge V8 (Crusader, Regent and Mayfair) was D-61.

11,620 Dodge cars were built in the U.S. in calendar year 1942. Not sure when Dodge ended production, but it was either at the end January or the first couple of days in February. This car, though, was built the last or second last day of production. Only one plant in the U.S. built Dodges in 1942 - Hamtramck. Serial number sequences are assembly plant specific for Chrysler Corporation vehicles. Dodges were also built at Windsor, Ontario, but Windsor assembly plant serial numbers started with "9".

If that "N258979CAL" is stamped into the block, and not a casting number (raised) it is either a number assigned to the engine by a rebuilder, or. judging by the "CAL", the State of California,

1950

D36-1 3322C or D36 13322C The D36 was the 118.5" wheelbase Plymouth-based Dodge. D36-1 was the DeLuxe and D36-2 was the Special DeLuxe. Engine was a 218.1-cid engine with 3-3/8" bore and 4-1/16" stroke with the 25" block. Put out abour 97 bhp.

D56 with a C at the end? The "C" stands for Canadian-built, but the D56 was a 1955 Dodge Coronet 6, which was not built in Canada. And neither were D56 engines. If it is a D56, it is the small 23" block with 230.6-cid. That engine was used in U.S. Plymouths from mid-1954 through to 1959, as well as 1942-59 U.S. 6 cylinder Dodges and 1957-58 DeSoto Firesweep taxis. Bill Toronto, ON

Of those cars. only the Cord L-29, Cord 810, Chrysler Airflow, Tatra 97 and the Jordan were considered production. All the rest were either hand-built one-offs or semi-customs (built by the dozen). The French cars (Delage, Delahaye, Talbot) were noted for unusual styling, but then so were the mass-produced French cars. The cheap ones, though, were not brilliant or breathtaking. Just weird. Now, if you consider the cars that ordinary people could afford, consider the 1930 Ford Model A, 1936 Plymouth and the 1940 Chevrolet. Compare them to their competition in those years. Just like today. Not much styling variety. The difference? No government regulations back then. You could go wild and build six or twelve cars a year and survive. No emissions standards, no crash-worthiness regulations, safety belts, airbags, crash pads or plastic. Just like all regulations. No room for imagination.

All Chrysler Corporation chassis units were built in the U.S. or Canada. The Australian distributor imported chassis units from either Detroit or Windsor and mated them with Australian-built bodies. Which is why they are different from the U.S. originals. Other countries around the world either imported CKD units (Mexico, Turkey, Switzerland, Great Britain, some South American countries) or complete units. Chrysler also had an assembly plant in Europe that used CKD units. Although Chrysler of Canada, Chrysler of Great Britain and Chrysler Export (Europe) were wholly owned subsidiaries of Chrysler Coporation, all the the other companies assembling Chrysler products were locally owned firms. Chrysler purchased the Australian operation in 1951, and from there acquired the other firms. The first country to build a model not sourced in North America was Australia with its Chrysler Royal. Bodies were based on the Australian-built 1953-54 bodies with Australian-built chassis. Engines were sourced from Detroit, Windsor and London. During the 1960's Chrysler expanded the number of foreign subsidiaries building cars unique to that country, most often based on tooling no longer needed in North America. Australia was also the first country to design and build a car, and engine, not based on North American designs - the 1970's Valiants, Chryslers and Chargers. Chrysler also started assembling cars offered by its acquired European subsidiaries, Rootes and SImca. Simca CKD units were shipped to Australia in the early 1960's and shortly after the tooling for the SImca Vedette, Ford flathead V8 and all, arrived in Brazil. (The Horizon and Omni FWD models were engineered by Simca in France, based on the SImca 1204.) But, with bankruptcy a possibility in the late 1970's, Chrysler sold off everything outside of North America. By 1982 Chrysler had car and truck plants only in the U.S., Canada and Mexico. It would never again have a worldwide presence.

A Plymouth P-15 in the U.S. is the same as a P-15 in Canada. Similarly, the D25 in the U.S. is the same as in Canada - except for the engine and a few bits and pieces. And, the Canadian D24 is the same as the U.S. D24, save for the engine, etc. The "Plodge" was built in both Canada and the U.S., with the U.S. productioin destined for export markets - Mexico, Hawaii, Europe, South America, Africa, Asia and Australia. Chrysler also built a DeSoto version for export. The U.S. plant built "Plodge" convertibles and woodie wagons for the Canadian market as those woodies were never built in Canada and same for 1937 throught 1962 convertibles.. The 1942 Dodge D23, both U.S. and Canadian, used a different grille than Plymouth. Nothing interchanges, except for the parking lights. The Australian-built 1940's bodies started out in 1939, looking like the North American Chrysler, DeSoto and Dodge body. In 1940 Chrysler in North America came out with a new body for Plymouth, Dodge, DeSoto and Chrysler, and then in 1941 a larger body for Dodge, DeSoto and Chrysler. In Australia, Richards continued with the 1939 bodies, revising the front ends and rear fenders and taillights for 1940. After the war the Australian cars got new front ends, rear fenders and taillights and a larger one-piece rear window. And that is where the trunk lid on Australian 1939-1948 bodies came from. Have a look at a trunk lid on a U.S. 1939 Chrysler, DeSoto or Dodge.

The Dodge six cylinder engine is not the same as DeSoto. Dodge shared the 23" engine block flathead six with Plymouth in the U.S. while DeSoto shared the 25" engine block with Chrysler. In Canada, they all used the 25" block.

It's a Custom. You can tell as it is a LWB 8-passenger sedan which in 1942 was available only as a Custom.

For Canadian-built Chrysler Corp cars the alternator was optional in 1960-1962, including the Valiant. In 1963 the alternator was made standard in all Canadian-built Plymouth, Dodge, Chrysler and Valiant cars. Some Ford Motor Co. cars still had the generator standard in 1965. By the way, both Fisher Body and Graham-Paige Body were late switching to all-steel construction. G-P built its last wood-steel body in 1937 and then sold the tooling to Nissan. G-P's first steel bodies came out in 1936, supplied by Hayes. Fisher started its switch in 1937 with GM's A and B bodies. Both companies had large hardwood holdings in the SE USA. Budd, Briggs, Hayes, and Murray used all-steel construction - Budd was the first to build all-steel bodies.