49D-24BusCpe

Hamilton, Don't mess with the engine block! Put the plug in the replacement cylinder head (with the boss out front). This works! The engine in my picture is now running an external bypass, AND an Edgy head with a un-drilled out boss - thus plugging the head. Walt

Sniper is exactly right! Notice the 'witness mark' from a previous headgasket. This engine has the wrong cylinder head and gasket installed on it. The following photo illustrates this very well;

It was 98 this morning, and we were about to get on the 'Mother Road'. See the Historic US-66 sign ahead!

Hi Marc, I should be able to help you right out! I have a YnZ harness installed in my D-24 Business Coupe. So our harnesses are probably virtually identical. Walt

NC-Plumber, According to my '1946 - 1948 Dodge Passenger Car Parts List', all cars take the 1233135 Rear Stone Deflector, EXCEPT FOR Business & Club Coupes which utilize 1233138. Walt

The following model details come from a '46 Ross Roy 'Dodge Data Book'. These brief descriptions and specifications assisted dealership sales personnel quickly answer many customer questions.

Hansen, I REALLY like your car! Walt

I agree with Plymouthy and Don 100%!

Frank is exactly right. The LF bumper guard is the same as the RR, while RF is identical to the LR. Also, you can swap the main bars. Since my coupe was converted to a 5-Speed manual from the original Fluid-Drive, my car now has a 'plain' front main bar on the rear, too.

Quote Don, Same guy, same car, but pre-DeVal! Walt

Just your local neighborhood DeSoto V-8 pickup!

Ken, Deval was pretty clever in using a lot of the existing Mopar parts catalog. For example; # 27 Plate, Converter Drive 2407456 (Flexplate) # 25 Torque Converter 2843239 - A727B Transmission 2843586 - A727C Transmission Walt

Andy, The DeVal engine has exactly the same front and rear architecture as the Chrysler 265 (or 230 for that matter). They all have 8-bolt crankshafts. In fact, my swap utilized a 146 tooth 8-bolt flywheel and a P-15 bell housing! The JG-75 tug uses an adapter to mount the A727B or A727C aluminum transmission. Walt

Andy, We all know the old adage, "a picture is worth a thousand words". Well here goes;

Probably one of the most interesting parts that DeVal developed for their IND-32 replacement engine, was their very unique intake/exhaust manifold set-up! You can 'flip' it, so that it can be used in either down-draft or up-draft applications. Because of clearance issues, the JG-75s utilized up-draft carburetors. Also note, that a front or back (or both, for that matter) exhaust exit can be chosen. The picture below shows this DeVal part next to a Chrysler passenger car 265 manifold set-up;

DeVal produced a number of interesting and unique parts for their IND-32 clone engines. Some of these were to support the engine for various different applications. The spin-on oil filter canister casting, was developed so that the engine could utilize existing filters in the military's part supply chain.

The DeVal Corporation is a 65 year old Philadelphia based manufacturing firm that primarily does work for the U.S. Department of Defense. The majority of their business is involved with support equipment for military aircraft. During the mid-'80s thru the early '90s they had a U.S. Navy contract to supply QEC (Quick Engine Change) power plants for JG-75 aircraft tugs. These replacements were to be "ready-to-install" engine/transmission packages for these tugs, which were at naval air stations all over the world. These QECs were to be dyno tested before they were shipped to the customer. This contract involved industrial engines manufactured by Chrysler, Ford, and International that were installed in these JG-75s. The 'raw material' core parts for the Ford 302 and International 345 motors were still being made, and readily available. The Chrysler L-head engine was a whole different matter! As many of us know, these blocks had last been cast at the Windsor ON foundry in '59! Chrysler said that they were unable, and could not produce these 265 engines anymore. DeVal suggested that they could easily supply either 225 Slant-6 or 318 V-8 Industrial QECs to replace the Mopar Flatheads. That was unacceptable to the Navy procurement group. They wanted "exact" replacements for their Chrysler Industrial IND-32 265 engines. DeVal told them that their Chrysler L-head decision would be VERY expensive, as they would have to 'reverse engineer' many of the key component parts - and in particular the block. The U.S. Navy said go ahead, and DeVal went on to produce several hundred IND-32 clones, with (YES!!!) 727 Torqueflites.

Hi "Chrysler 1941", I really appreciate you noticing some of my 'original' touches. I have several more details that I will be adding, such as starter & generator data plates etc. etc. The ignition wires are actually 'modern spark plug wires'! They are Pertronix 7mm "stock look" wires. All the best, Walt

Frank, Even though, my 'original' camshaft was an NOS industrial one, I knew that wasn't going to be the right 'one' for my D-24 "Super Stock" project. The cam I chose is an Edgy re-grind. Walt

More to come on the DeVal story!

Oh, I forget to mention that it was 12-volted during '14 with a Gener-Nator and a Pertronix ignition!

Two of us spent four days replacing the '56 Power Wagon 230 that was in my D-24 Business Coupe, with a '90 DeVal 265. My DeVal is a brand new, never-run U.S. Navy JG-75 aircraft tug QEC power-plant. It is a Chrysler Industrial IND-32 clone. The block was cast on 6-19-90! I purchased the car during '12, converted the driveline (to a T-5 transmission and a '65 B-body 8.75 axle) during '13, and finally replaced the engine on 7-19. There's still more to be done!

I'd like to see a picture of that rare New Yorker 3-Window!

Francois, We seem to be taking a similar approach on our 265 engines! Walt

Hi Flathead Sleuths, Is this Chrysler logo on the cylinder head picture below, 'factory' or a later embellishment? Walt