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Well, I did not need another project, but this was too nice to go to the scrapper. A friend told me about an old Chrysler wagon with a hemi, that had been sitting in the same spot for 39 years, up in the mountains of northern CA, about 3 hours from my house. I talked with the owner, a nice fellow, a lumberjack, sawmill owner who used it for his business in the 70's and in 1981, parked it when it began to smoke and drip oil a bit. He covered it up, and although the snow caved the roof in a bit here and there, everything else is in remarkable shape, even for a California car. It is a 1954 New Yorker Town and Country wagon on a 125 in wheelbase. It has the last big old-style hemi- the 331 cu in motor with the 2 bbl Carter carb making 195 hp. If you swap it out for a 4 bbl Carter, it jumps to 235 hp. It has the Powerflite 2 speed auto trans and power steering. There is one small rust spot under the driver's foot area, but the frame, floors, rockers, etc and all solid. I may switch horses here, shift concentrating on the '52 Plymouth Suburban, and begin restoring this one, as it will hold the grandkids and make a great, comfortable cruiser. I need to find some folks who have restored Chrysler wagons, to see where the pain points are.?. So much fun!

Hi Mopar fans Once again ? I would like your advice ! On my Chrysler New Yorker 1953 V8 Fluid drive I have a Carburetor carter wcd 935s. It was "rebuit" with appropriate kit, but after this winter, it works very bad (too rich and hard to tune up ) I have found a New one ( rare ) But it's a 931 SC ! someone know the difference between 935s and 931sc and if 931sc will fit my NY 53 ? Thanks a lot from Belgium

Having some difficulty setting my timing using a vacuum gauge on my 48 New Yorker 8 cyl…..and could use some guidance. I’m trying to find the timing “sweet spot” rather than just rely on the book specs. I’ve attached my vac gauge to a non-ported vac source at the carb base…(it usually reads about 17-18”)… then adjust my idle as low as I can get it…about 350 rpm or so….to keep the mechanical advance from kicking in. Did not disconnect vacuum advance because it is not supposed to activate at low RPM. Next, the procedure is to advance the timing until you get the highest rpm...just before it drops of. The problem is the more I advance, the more RPM I get…until I can’t turn the distributor any further (about 12-15 degrees (which I know is way too far). What should happen, is that at some, point the RPM should decline when the timing is too far advanced…but it doesn’t. I would expect the RPM “fall off” to show excessive advance, but that’s not happening….(FYI, points are set to specs and read about 28 degrees of dwell). The manual calls for 2 degrees ATDC, but with modern fuels I’ve been told most people run about about 2-4 degrees advance; I’m currently at 2 degrees BTDC based on my timing light. Can anyone tell me what’s going on?

Hello everyone..new to the forum. Will be taking ownership of my first oldie this next weekend, a 1953 Chrysler New Yorker. Looking forward to learning from this group.. thanks Terry

The layout of the heater/defroster and vents of my recently acquired 1947 Chrysler New Yorker Sedan appears to be so basic that I am beginning to doubt whether this really is a New Yorker at all and it may be a re-badged long wheel base Windsor or some other model. I guess that I can check the serial number against some online references that I have browsed and I shall do so - but here are the things that I have noticed and maybe someone can tell me - New Yorker-or - not a New Yorker: A. I have the parts catalog and I have looked at the exploded view of the windshield defroster vents for a '47 New Yorker and I see that there is an uptake under the dash on both the left and right sides of the windshield. In my car there is only an uptake on the right side under the dash and by the time the air from the heater gets to the left side of the windshield - where you need it most- it is cool and blowing very weakly. From my inspection it looks like that is the way the car was built - it never had an uptake for the windshield defroster on the left side. New Yorker? or Not a New Yorker? B. My car only has one heater motor - the internal MOPAR heater on the passenger side under the dash and the defroster function is operated by a cable -pull choke-like switch attached to the heater and the heater function is achieved by opening up a small "door" on the heater. It is a very basic heater-defroster set up that one would find on a Plymouth (I used to have a '49 Plymouth). I have also noticed from pictures and diagrams that New Yorkers seem have an elaborate heater system with big vertical vents on the driver and passenger kick panels. It doesn't look like my car ever had them - or if it did they were removed and replaced expertly with period appropriate materials. Further, the "heat", "defrost" etc labeled knobs on the elaborate New Yorker dash are all fused and fixed in place and not connected to anything - I would have expected that these knobs would have been left out altogether if a 1947 New Yorker was offered new with such a basic heater/defroster set up as I have described above. New Yorker? - or-Not a New Yorker? Not trying to be overly fussy about this - I am very pleased with this car-if possible I was thinking of trying to restore the heater/defroster set up to conform with what options were originally available but I don't want to proceed upon the false premise that this really is a New Yorker if that is not the case or, in the alternative, if this basic heater/defroster set up is correct for a New Yorker then I will be happy to leave it as it is. If anybody has any information that can set me straight about this I would really appreciate it.