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dpollo

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Everything posted by dpollo

  1. 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.
  2. dpollo
    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.
  3. dpollo
    I enjoyed a correspondence with Knuckleharley. Even sold him some parts ! Purchased and read the book mentioned above. RIP, Arthur.
  4. dpollo
    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.
  5. dpollo
    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.
  6. dpollo
    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 .
  7. dpollo
    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
  8. dpollo
    Straight ahead and straight up and down
  9. dpollo
    do not remember, but I always check the grooves for depth.
  10. dpollo
    I have used this Chrysler Corp brand with satisfactory results.
  11. dpollo
    If you can, push the car and start it in second gear.
  12. dpollo
    Thanks for working that out for me. I reckon it is good value for not having to endure his company.
  13. dpollo
    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.
  14. dpollo
    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.
  15. dpollo
    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.
  16. dpollo
    My sentiments exactly Rich. However 60 years in the hobby and have only been burned once or twice and usually by locals. Through this forum and several others I have met many people who share my interests and have even travelled to meet them. Some have come here to meet me and I can only hope that they felt welcome.
  17. dpollo
    Thank you, Ivan. That is the case. I did receive notice that the part was received. It is not the money, but the principle. I can accept maybe the mails are slow and will get on with my life. As tech advisor, I have met and corresponded with many Fine people. I can be joyful for that. BTW I also have a P10. Nice original Deluxe business coupe)
  18. dpollo
    It has been some time since you received my lock cover. I asked only a token amount. $ 5. Perhaps it is still in the mail. Or perhaps it has been forgotten.
  19. dpollo
    note to Curt Lee. The 230 may not have been used in aircraft but the 201 was. In 1935. Look up Ole Fahlin and his Plymocoupe.
  20. dpollo
    Glad all went well. After a lengthy drive, my Fargo's one year old battery decided to retire ! No warning but I was home. Warrantee time !
  21. dpollo
    The gears are the same as the long transmissions. PM me, I may be able to help you. I am on Vancouver Island.
  22. dpollo
    I can probably help you. To remove the lock, insert the key and give it a partial turn. Then by putting a pin into the little hole in the handle, You can withdraw the lock by pulling with the key. I have the pieces that your handle lacks but for a lasting repair, a new lock assembly would be best. I will mail you the flapper and the piece behind it for the cost of a mailer and postage.
  23. dpollo
    the metal protrusions on the sill plate push down into a rubber grommet, not unlike a tubeless tire valve stem. I do not know of any reproductions.
  24. dpollo
    I had this problem with a 70 000 mile 55 Plymouth. Removed the rear universal joint cover and placed a washer on the centering pin This loaded up the tension on the shaft and the squeak went away. The same noise can occur on braking as the angle of the joint changes.
  25. dpollo
    IGS distributors, with counterbalanced rotors were replaced with the IAT in mid 1950. It uses a non counterbalanced rotor, slightly smaller cap and the points are a mirror image of the IGS. In some ways the IGS is better built with its ball bearing advance plate, but the IAT seems to give better performance. Each is interchangeable as a unit. the vacuum chambers are different as well.
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