dpollo

On Canadian built cars, the prefix was P15S for Deluxe and P15C for SpecialDeluxe. no stars were used and the Canadian engines were 25 inches along the cylinder head. 3 3/8 bore, 4 1/16 stroke for 218 cubic inches.

I would not normally recommend this BUT it will do no further harm to hone and reassemble the cylinder with the score. If, as my experience has proven, the engine runs well then it will likely give good service.

I enjoyed a correspondence with Knuckleharley. Even sold him some parts ! Purchased and read the book mentioned above. RIP, Arthur.

your second disc looks useable. Oil is coming from somewhere other than the rear seal. Could it be from the gallery plug ? re mount the flywheel and run the engine. Also, pull the front bearing retainer from the trans and make sure the drain back hole is not blocked by the gasket. you are welcome to contact me via email, anytime.

If you are doing a restoration, then a competent rebuild on your 201 is what is called for. The later crankshafts will not fit. Valves are slightly smaller too. Power is modest but adequate. Mill the head about '060 for more compression and if possible, use a 218 manifold and carb.

I concur with what has been posted , I have driven these cars since I was a teenager (1960s) and have logged a lot of highway miles. Any of the engines combined with a Warner R10 overdrive and a 3.9 to 1 rear end will take you where you want to go at highway speeds. My favourite combination is a 228 , (4 1/4 stroke) Warner OD (.7 ratio) 3.9 rear and P205 R 15 tires) In the early days I discovered 11 inch brakes from a Desoto or a Chrysler Royal eliminated fading .

It will be fine up to 56 except for 12 volt solenoid. 57 and later R10J is different in several ways including the 3 speed shifter mechanism

Straight ahead and straight up and down

do not remember, but I always check the grooves for depth.

I have used this Chrysler Corp brand with satisfactory results.

If you can, push the car and start it in second gear.

Thanks for working that out for me. I reckon it is good value for not having to endure his company.

That is the state of our hobby. I have often said that there are none of my collected parts that I would not GIVE to the right party, but none are for sale to the wrong party. Especially those who don't pay up on an IOU. As most of you know, I am a Farmer and for a long time, I was a school teacher , and this former colleague still owes me a dollar for a dozen eggs dating back to 1978. Best to all.

I will not change my ways, I have sent parts to all parts of Canada, to the USA and Germany, Belgium, France , New Zealand and Australia and have made many fine friends along the way. I am not in the hobby to be a buy-sell-trade guy. In one instance, the USPS delivered about half of an empty envelope. Later, I got the other half (containing an oil gauge fitting and a visible return address) back. Accidents happen and good results still occur. Thanks for the support.

Desoto often used 3.73 ratios, so also Chrysler Royal and Windsor. The 111 inch wheelbase Plymouth and Export Dodge did as well. Spline count and fit will match 46 to 52. 53 up axle gears must be changed. Axles are the same DPCD 37 to 48, Unique for 47, same length 50 to 56 spline count changes in 53. The oil filler is on the rear of the housing on earlier models and on the side of the carrier on later models. It is OK to have two filler locations, but I wound up with none in one set up. Annoying.