c49er
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Posts posted by c49er
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Back in the day typically brake shops just used the standard type tapered drum adapter cones on drums with the keyway.
I use three different proper sized lathe spindle to drum sleeve inserts.
There were custom made to center and accurately position these tapered axle mounted MoPar drums to the lathe spindle.
There are three sizes of tapered MoPar rear axle shafts...40's thru early 60's.
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Olsen's Gaskets ---Port Orchard Washington.
Or use a proper sized rubber O-Ring.
Originally was just a cork O-Ring.
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I doubt very much that car has only 15,000 -16,000 original miles.
**Bullseye headlamps are gone
**Passenger side striker plate replaced with a used one
**the 8 cylinder brake booster under drivers side of floor is missing
**the original style trunk mat is missing
**someone sprayed the u der carriage to hide all the dirt and surface frame rust shown in the first ad..
**the first ad shows lots of grease on the rt side backing plate and knuckle support/king pins from lots of lubing... unlikely on a 15,000 mile car
**In person looking at behind the dash looming at wiring, listening to the 331 hemi lifters would tell more about if a true low mileage car
**seat covers most likely newer
**drivers arm rest work too much for low mileage.
I think the car has been refurbished as necessary and nicely done.
It has a beautiful mottled original wheel.
Wires were not a factory option on 1951 or 52 Chryslers.🙂
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Frame rails or rocker panels?
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Nice rare rare truck!
Super H-duty bed looks like.
Single speed rear axle...250 ci six engine..not a 413 six flathead...wouldn't fit.....
But the engine looks to be replaced with a Chrysler "Spitfire" six engine..which would be either a 250 or the highly desirable hard to find 265 six.
OE Dodge truck flathead sixes never had the "Spitfire" on the cylinder head...just plain.. no markings.
Great truck rig for a great project....
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Here is a 1949-50 Chrysler eight...last year of production.
The same as a 1946-48 engine.
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Very late production 1950 Chrysler flathead eight engines used the Wilcox-Rich hydraulic lifters with the appropriate unique camshaft.
Dodge truck also used these lifters in the 1950-52 377ci and 1953-55 413ci flathead six engines.
And then of course the 1951-53 Chrysler Hemi.
The hydraulic lifter assemblies are slightly different between all.
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A Ford air cleaner?
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The old stainless was workable.
This newer hard stainless type is very hard no matter what to work around curves.
The paper web needs to be notched correctly at the right spots...not too deep of cuts.
Use care to slowly and carefully work the shape into the welting.
A very tough job to do it nicely...but it can be done.
Be glad it's not a 1946-48 Chrysler rear fender!
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Just some mixed up Wilcox-Rich Literature info..one note in some literature they say it can take up to 45 minutes for the lifters to bleed all air out... give it a chance. I've never had them take that long though...
If it doesn't bleed out after time possible cam lobe wear issue...IDK
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The tight proper OE clearance is around .0015".
That is plenty to let the air pocket push out around the unger as oil is pumped into the lifter tappet assembly.
If you lube the lifter parts it will extend the amount of time the lifters pump up and eliminate noise.
I will find the Wilcox-Rich service bulletin and post it.
Only the outside parts of the lifter are to be lubed.
They actually pump up and are quiet with in five minutes or less @ 50 lbs oil pressure.
I rebuilt two engines using these lifters.
The Chrysler eights should never have 90 lbs of oil pressure...too much.
Also could cause the lifters to pump up too much and possibly hold the valves slightly open.
Possibly the oil pressure relief valve on the lower side of the engine is stuck causing the high oil pressure.
You might want to also pull the pan and clean the sludge out of it and clean the oil pick up screen too...
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I doubt you will find that 1950 Chrysler flathead hydraulic lifter new or used anywhere quickly.
Anyway with no oil in the tappet....pushing down quickly on the tappet plunger and quickly releasing..
The plunger should spring right back up. Push it down again ...release it...should spring right back up.
That means the check ball seats and opens.
It also means minimal air leakage between the plunger and the tappet body....meaning proper correct unger to tappet body clearance.
Assembly lifter plunger with no oil!
This will let it quickly fill with oil and pump up (bleed the air out).
Reassemble the engine.
Oil pressure should run at 45-50 lbs above idle.
Hot Idle no less 25lbs.
Valve in guide should show minimal side clearance .004"
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I looked it up in the 1948-53 DT parts book...
The MoPar Part# 1196890....Is the correct Inner stop/syncronizer ring. This stop ring is with out pins.. Two stop rings of this part# are used in the 1951-53 DT 3 speed transmission.
The two outer rings with the three pins are generally not replaced as they generally do not wear like the softer metal inner stop rings.
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JC Auto Restoration is still at his same place in Lynnwood right next to I-5.
Does a lot of instrument work and complete dash restorations.
Mainly 1955 thru late 60's...specializing in Chrysler's...but does others as well.
Has a lot of parts inventory too for the above same years of MoPar cars.
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The hydraulic lifters in a Chrysler "8" are not available anywhere I know of.
So hopefully once you remove the head/valve and spring you can remove the hydraulic plunger assembly and carefully clean it up....make sure the check ball seats and will not leak.
It's important to check the hydraulic plunger assembly housing clearance fit to tappet body housing.
All this info is in the 1949-50 Chrysler shop book.
Make sure the valve is not real loose in the valve guide either.
Be sure to twist the spring counter clockwise pushing downward when re-installing the upper pellet into the check ball housing.
I'm assuming only one is clicking.
Very few 1950 Chrysler eight cylinder cars had those Wilcox Rich hydraulic lifters.
These lifters were used in Packard's, some Cadillacs and Lincolns.
Plus used in continental aircraft engines. Of course pellets are slightly different than the Chrysler ones used.
Shown are the same basic lifters in a 53 Dodge truck 413ci six engine.
plus a factory sales brochure picture.
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Pull the tappet covers and carefully look/ listen and feel each valve/spring while it's running.
If it is one of those you will find it making the noise.
Now possibly it's a broken ring or ring land...requires pulling the head to do a look see.
Now also some real late production eights used the Wilcox Rich hydraulic lifters and one of those if failing to keep pumped up might be the noise....
Come back tell us what you find...
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That MoPar number 1503224 is not in any 1948-54 Dodge parts book or MoPar supercedence parts list.
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Dodge trucks did offer these style of guards..
I have seen a couple different styles over the years
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Fluid Drive coupling graphite seal or bellows seal leaking.
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I'm sure as time goes on charging fee's and applied taxes will go way up.
Won't seem as great in the future.
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I have seen and heard of his local story several times in the last year or so.
A very talented kid for sure.
I Iive in Woodinvile too.
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Seattle is dead....changed so much in the past 10 years...not the "Emerald city" anymore.
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It's right below the voltage regulator on the firewall.
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Go-jaks...highest quality...cars roll easy.
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What was the first tool you purchased?
in General Discussion
Posted · Edited by c49er (see edit history)
A dog bone wrench probably around 1963...
That's what got me started buying tools.
Now have hundreds and hundreds of them.