dpollo

These were a stop-gap measure to increase oil pressure on worn out engines. The best practice is to install new cam bearings. There are only three as the rear bearing runs directly in the block.

without looking up what the pin diameter should be, I can tell you that oversize pins were available from aftermarket suppliers to save the cost of new bushings.

I am on Vancouver Island. I have friends in Vernon who may be able to help you with a manifold. Send me a PM and I will supply an email address or phone number. What you must understand about your Dodge is that it was not manufactured in the USA except for export and the ones manufactured in Canada use the longer engine. Much of the body is derived from the Plymouth but even then there are many differences between Canadian production and USA. I hope you were not too badly affected by the fires last summer. Also : Look on this site for the other postings on D39 Business coupes. Robert KB is in Lethbridge and is finishing up a restoration. another is posted under Love at first sight and features a car which is for sale in Victoria BC. These are very rare cars nowadays as less than 500 were built.

All right, it is a 51 Dodge. Business coupes were 3 passenger cars without a back seat. They were marketed under the Kingsway name. The Regent was a mid line model , above the Crusader and offered a club coupe but no business coupe so perhaps your car has had its front fenders ( where this name plate is located) changed too. The Regent carried the engineering code D40-2 while the Crusader was D 40 -1. The manifold you are seeking also fits all six cylinder Chrysler and Desoto models built in the USA and all six cylinder DPCD products marketed in Canada (except the convertible Plymouth and Dodge) 1949 until 1959 including trucks . Earlier manifolds will fit but come too close to the firewall to be a good choice. You have not said where you are located but given the broad application of this part, it should not be hard to find..... at least in North America. Elsewhere on this forum is a thread which features a D 39 business coupe .

I found a set at a swap meet. I do not think anyone currently offers such an item.

Several points need clarification before you proceed. D 54 is the engineering code for a 55 model built in Canada which was powered by a 251 6 cylinder engine. There is no such engine as a 231 but you need to know that cars built in Canada used an engine which was 2 inches longer than their US cousins. There was no model called the Regal, however in Canada there was a mid line model called the Regent. Dodge , in Canada used a 228 cu inch engine and later a 251. In the USA, a 230 cubic inch engine was used through 1959. Its cylinder head measured 23 inches compared to the Canadian's 25. You have not identified your coupe by its engineering code, which is likely D39. Maybe, given this information, forum members will be able to help.

Use the one with the baffle provided that there is room for the oil pick up float. Baffled pans are a lot harder to clean and they don't fit well into the dishwasher.

Also true of Reo six cylinder trucks.

In my experience, there is only one clutch easier to change and that is in the 5 6 7 Chevrolets. On a good day I could do a Plymouth clutch in under 2 hours. Nowadays that would be 2 days. The toughest part is removing the bolt from the top left corner of the trans . Use a long 3/8 extension with a couple of sections and you can swing the wrench from behind the main case of the trans. a short 5/8 box end will work but it is slow going. I have seen many cars with an access hole cut in the floor but that is pretty poor practice in my opinion.

I think you will find both covers will use the same seal. Use the narrow pulley and the cover that went with it so the timing pointer will be in the right place. Narrow belts are readily available. Not so easy for the wide ones and they are NOT the same as industrial B size. The narrow belt can be used with most alternators and all generators after 1950. Most rebuilt pumps use a sealed bearing. there are minor differences between pre 1950 and later pumps mostly with regard to the bypass circuit. If you need a specific year to order a suitable pump, 1955 would do it unless you want the external bypass plumbing in which case, 1948 would cover it. Pump pulleys come in several diameters and both belt widths.

Had my 50 Plymouth out today , light rain but not enough to need the wipers. 100 miles now on a newly rebuilt and balanced 230..... Life can be grand !

A very thorough flush and refill will tell the tale. Here is a possibility. At some time in the recent past (but before you got the truck) someone had the cylinder head off for an extended period of time and poured oil into the cylinders and valve area to prevent rust. Perhaps a lot of oil got into the water jackets at this time and you are now seeing the results. In what has (quickly ) become 60 years of messing with these engines, a lot of these engines, I have seen just about every ailment but never the one you describe. I did run into it on a 250 inch Chevrolet and it was a crack in the block. Given the difference in pressures, mentioned earlier, the loss of oil would very quickly present itself.

The 201's B&B is too small. The Srromberg is a good carb and will work well but a B&B from a Plymouth will work well too and the Kit, A 101, is readily available. Use the manifolding from the later engine for best performance.

The drives can be a bit of a puzzle. It is difficult to get at the set screw that holds the unit to the starter shaft since it is under the spring and there are several cir-clips holding each component on the shaft. I do not think the position of the drive gear will prevent assembly. It must be turned in its direction of rotation to rethread it back to its parked position. These are called "inertia " drives . Motors manual or a shop manual give complete instructions.

The internal parts , the roller clutch, and planetary gears will fit the R10

Thank you all for the kind words. Made my day. It has been a pleasure to help and it is nice to know there are others out there who share my passion for Chrysler's products of that era. Funny about the Sylvan stories. I had the last one all doped out but it never came to life. I felt that I had reached the limit of my experience and besides, it was my friends' Fords and Chevrolets that required the most fixing. Of course the stories were modeled after Popular Science's Gus Wilson series, all of which can now be read on line at Mike Hammerberg's site. Just Google Gus Wilson. Highly recommended. I will look forward to meeting Robert KB and will make him feel very welcome. Same goes for other Forum members who may visit Vancouver Island.

All of the above offer good advice. Compression should be about 75 lbs. Have you tested your compression gauge ?

It is rarely necessary to remove and regasket this plate unless the crankshaft is to be removed.

The piece you found in the oil passage is an aftermarket item which restricts the oil to the camshaft thus raising the pressure in the system generally. They would be installed in a worn engine (in sets of 4.) The casting 1-30-51 implies that the block was cast January 30, 1951.

I have driven 50 Plymouths for over 50 years and only once had an issue with brake fade . Since I liked to drive fast I solved that one by installing eleven inch brakes from a Desoto on all 4 corners. My present 50 and 51 have the original 10 x 2s and are doing just fine. The 51 has over 50 000 miles since relining and the linings are at about 50%. Lots of highway miles but lots of mountains too. I travelled the grades on the Highway to the Sun in Glacier Park. No problems. Some modern linings are too hard or do not have the same co efficient of friction as the original linings. I do not drive these cars like I might drive a sports car and I see no reason to change anything. I am working on a 52 convertible now and may use 11 by 2s on it. These can be found on early 50s Desotos and Chrysler Royals . They were part of Plymouth's police and taxi packages too. The reason I have not mentioned Dodge is the USA models had different drums and wheel offsets . OK if you get the whole package.

I followed this thread and may have had some answers but why, if you are using a 318 would you need to know ? Maybe you were just pulling our chains. In any event, Plymouthy has identified the year.. Also, In 51 and later there is an extra water passage at the front of the head.

no, that grill fits only 51 and 2 However the 53 Canadian Dodge used a scaled down version of the American Dodge Grill and the same for 54.

Hey there K-nuck and PA . nice to see you have enough energy for a joust. It is snowing here and I am going to have an indoor day tomorrow. Maybe I will spray some kind of squirty stuff into my 50 Plymouth's hinges just for old time's sake. It is all I have ever needed to do in over 50 years . These hinges are not easy to remove but the squirty stuff is well out of the way of upholstery. Maybe I will do just the front doors, I don't seem to have much use for the back seat any more.

I think you are being overcautious......... not that this is always a bad thing......... but given the quality of your original transmission and the replacement parts offered for it, I doubt if there will be any problems. I first got inside my 40 Plymouth's transmission in 1963. I had no money for parts so I put it back together until I found a replacement. (midnight auto parts) These transmissions are TOUGH compared to anything the competition had to offer. In fact, in the ensuing 50+ years, I do not recall ever replacing a cluster gear in a Plymouth. Usually the only service required was the input shaft bearing and the synchronizer rings. and it was our duty back then to find the weakness in our cars. Modern 80-90 gear oil will be fine. Hypoid oils will work too but sometimes cause synchronizer problems. (too slippery )

the Desoto gearset will fit the half ton truck . However there is no oil fill plug on the Desoto's case, it is around the back. ( learned this the hard way) 3.73 was often found in Desotos of this era but your seller's count on driveshaft rotation sounds more like 3.9 or worse 4.1 and all are possible. The spline count for the axles changed for '53. Whatever engine is now in this Desoto, it started life with a 236 which is longer than your truck's original engine. It would not be practical to use a passenger car fluid drive in your truck because the truck's pedals and master cylinder mount to the bell housing. The FD unit itself may be the same as what was offered in the truck but you would still need the proper truck bell housing. what Dozerman says is essentially correct. Oil soup & Wayfarer may have offered the most practical solution.