dpollo

It is a Powerflite attached to a Chrysler just as Dodgeb4ya and others have affirmed.

Looks like 49 to 52 passenger car. The plastic on the one pictured is in particularly good condition.

Any Chrysler or Desoto 49 to 52 will fit but it sounds like you want something heavier.

I thought I had the correct mirror on my 51 Plymouth convertible. One evening I was watching "Adventures of Superman" and Clark Kent is driving a 51 Chrysler convertible. The episode centers around an old mine but there are several good shots of the car and it has a right hand mirror as well. Same as the one I have ........ but MoPar..... maybe not. So there is value in old television shows after all. In another Superman episode there is a 56 Plymouth police car and it has a special wheels kind of like later rallye wheels but with the small Plymouth cap. Never seen another.

If you have not read the article attached to the post about a 51 Desoto Suburban above in this forum, I would recommend it strongly. It details what can be obtained from a 251 later rebuilt to 265 plus. Very impressive.

Outside mirrors were an option right up to the sixties. I cannot now imagine driving without one but I never had one on my first 50 which I drove over 10000 miles each year between 1965 and 1976 without incident. I would like to think it was because I was faster than everyone else but that would be stretching the truth. Door flange mount mirrors were popular but there was a door mounted mirror which fastened just below the belt line. Also some mounted to the moulding and on trucks to the door hinge but all were options. Fender mounts appeared a little later. The first Plymouth I had with fender mounts was a '57.

8.4 US gallons.

I have two Plymouths on which I have achieved mileage which is in the high 20s in MPG. When I was younger, all I could expect was between 18 and 20 with cars like these. Several things have changed including my driving habits. The 51 Plymouth is a convertible with a 251 bored .060 single exhaust and single carb. 2 inch pipe all the way to the back. It has 8 to 1 compression and the intake ports have been matched. Overdrive and 3.9 rear screw . Radial tires. The other is a 50 sedan with a 230 bored .040 8.5 to 1 compression, single carb and exhaust, overdrive, 3.9 and radial tires. I covered the ground between Boring Oregon and Arlington Washington 240 miles by the speedometer several times each on just over eight gallons of regular gas. I did this in a 92 Sundance 2.5 liter on the same amount of fuel. Map measurements put this trip at 225 miles and it was necessary to get through Seattle without being brought to a halt in traffic. Where I live, there is less opportunity to cover this distance without stopping. It would seem, given the comparison with the Sundance that once you get the mass rolling, it takes about the same amount of fuel to keep it rolling.

The Plymouth bodies I have here have this anchor mounted well over to the r h s, as the spare tire stands almost vertically in a well. Should be an easy item to fabricate if you can get a picture. Good luck.

If it is the piece of metal that bridges the center hole of the wheel and is held in place by a wing nut I may be able to help. Pictures are beyond my computer ability. Send me a PM if this is what you need.

That is exactly what it does. The starter solenoid makes its ground through the generator armature. When the generator is charging, the voltage is equal to that provided through the starter switch so the solenoid cannot activate the starter. On 49 and up, this wire is attached at the voltage regulator When generator brushes wear out, it can make it impossible to activate the starter. I wonder how many perfectly good starters got replaced when it was the generator's fault.

I have used Raybestos WC 17789 on my 35 Plymouth and other cars. These were intended for use on Dodge trucks. They are not stepped but in practical terms it does not seem to make any difference. It is necessary to slightly elongate the bolt holes in the backing plate

The D5 would have been 3 1/4 by 4 3/8 an engine which , given its use in Plymouth, from 1942 to 54, may have been the most used of all the flatheads. I'll bet the Russians regretted trying to re engineer it. Thanks for this information. It is also interesting to note that the Ford v8-Sixty found its way into Simca and the larger v8 into tanks and Military equipment.

That looks like the right drive for your car BUT it looks like it may have never fully engaged the ring gear. Some careful measurements are needed (as suggested above) to make sure the new drive will fully engage the ring gear. I have seen this sort of damage before, but most often on cars where 12 volts is being used on a six volt starter which was worn out already. Once that sort of damage starts, it advances very quickly.

The ONLY 12 volt starter which has the correct pinion was used in 1956.

Just to clarify some small points: There is no difference, so far as I know in the 251 265 engines between USA and Canada. Some concern was expressed about relieving the bottom of the bore, I was referring to the area on the camshaft side where it has already been relieved . I do not think it is an issue but it is worth checking when a crankshaft with a longer stroke is to be used. In the above illustration where the deck has been relieved, I can see no advantage there .

above comments are right on target. Converting a 251 to a 265 might involve relieving the block at the bottom of the bores to allow rod clearance. Use a head from a Canadian 218 and get a serious compression boost without losing space around the valves.

Best wishes to you too. My wife and several friends were in Belgium in 2013. She brought me some chocolate. Very good..... with waffles and beer? My convertible is a 51. By the way, did you find a wheel cover for yours?

The overhaul specs for the 265 are the same for the 251 . Comments above are relevant. The 265 was also used in the Chrysler in 53 and 4. A real stump puller of an engine, I put one in a 50 Plymouth.

I understand what you are getting at but in practical terms it will not make much difference. If you want more compression , use a head from a 217. Smaller chamber because of the shorter stroke.

As noted earlier, there should be no problem starting off in first or even second gear. Check your brakes and also the differential ratio. Stock was most commonly 3.9 to 1. As for the Dr's observation on his friend's car, he should have been advised to read his operator's manual where he would have learned that as long as the car is in motion, there is no need to select first gear. In fact, on level ground there is no need to use first gear at all. These cars were built in an era when High gear performance was considered important. The transmission's second gear from 41 to 56 was sufficiently low to allow second gear starts. I see that you are in BC. depending on where you are, I may be able to put you in touch with owners of similar cars. Send me a PM.

It will take 4 Imperial quarts plus an extra pint for the filter. (5 litres will get you pretty close.

without a WD tube, the engine will eventually burn valves starting with #6 exhaust.

If you can find out if the 49 to 52 uses the same seat tracks...... I suspect that they do not..... I will be able to help you. The body of your car is, as mentioned above, a VERY Good one compared to many that I have repaired. dp

A Special Deluxe Dodge is indeed a D25 built from 46 to early 49 . Most were built in Canada but they were also built in Detroit for export.Most parts are the same as for a P15 Plymouth but it is important to note which engine the car uses. as for Silva's request seat tracks for Plymouth and Dodge from 42 through 48 should be the same but the seat for the bigger D24 Dodge is wider.