c49er

That transmission shown is the M-5 1946-8 Desoto /Chrysler hydraulically operated transmission. It has the Hi/Low range-4 speed trans-it is not an overdrive.The M-6 started in 1949 models, was used through 1953.

Yep, the wheels and the channels will all have to be taken out/apart replaced/rebuilt as necessary and adjusted. They can get rusty and or the roller shaft breaks. 1941-48 Plymouth/ Dodge/DeSoto and Chrysler all use the same 2 styles of roller wheels and springs . Make sure you match the wheels and springs before you buy them to make sure they are correct for your car. You will have to replace the glass run U channel too to do a proper repair. Glass replacement should be easy for a good glass shop. Bob

Some Pictures of a 1941-2 VacaMatic and DeSoto Simplimatic transmission.

The under dash cable is only used (pulled out) to prevent free wheeling of gears when push starting the car. The 6 sided rubber diaphrams are used on the 41's with the "Vacamatic" 2 range transmissions. Not he OD cars. I have installed NOS diaphrams on these transmissions only to have them fail after a couple weeks of use. The rubber is old and dry and sometimes cracks and won't push the plunger to shift trans into high gear. As mentioned alread, The control unit and wiring/ vacuum hoses and pipes need to all be checked to for proper operation/condition. There is also a vacuum control valve up on the intake manifold that needs to be checked. You or your mechanic really need a shop manual to do these repairs with understanding and confidence.

Hey, Thats a great part!

1949-52 Full line Convert and 1950-52 hardtop regulators will fit your car. Any other 2 door model regulators will not fit your car. These are a small delicate regulator and must be installed-aligned and lubricated properly so they roll the windows up easily. Sold a set once and the shop broke both!

A 320 ci. in a 1-1/2 ton Dodge?

The contacts in the fender mounted relay have corrosion on them. Carefully take the relay apart and clean the contacts-Your problem will be fixed-been there- done that with my 52 NewYorker.

It's a 41 DeSoto with a incorrect 1949 and up anti stall solenoid installed on the carb top. 1946-8 Chrysler use a wedge type carb top for the air cleaner . 1942 and older as I recall use carb tops as shown with the straight vertical top for the air cleaner .

That S10 DeSoto 3 cpe is originally from California then on up here to Seattle. I put a used engine in it about 15 years ago. And now its in Europe! Here is another pic of a really super rare 5th Ave 1942 DeSoto Convert. The owner is a friend.

A total of 1221 Chrysler Royal business coupes were built for the 3 year run from 1946-8 according to the "70 Years of Chrysler" book. Bob

Fred, I also think it is GYRO-not (gear-O) ! We need Bill to set us right! Or is it pronounced "Clunk-O-Matic!

The MoPar parts book shows they are different part#'s. 1949-50 Dodge/DeSoto. Then 1951 and 52 Dodge another #.

I have a 52 NewYorker with Fluid Torque Drive-it has a bolt in cross member. Over the years I have never seen a dry clutch 46-52 Chrysler-Royal through Imperials! I have looked at worked on/ parted out these old MoPars for nearly 45years! They are very very rare here in the USA to say the least.

Your car does not have a torque converter-just a fluid coupling that looks like a torque converter with a clutch pressure plate and disc attached to it. It's called the "Fluid Drive" coupling. Use the TDH fluid in both.

Is the hood lip chrome reaklly good-pit free?

Western Washington is really hard on cars/trucks here! It's probably got some green on it. It's a parts truck-whats left-maybe, maybe $100.00. They are not real popular here in NW.

You probably better replace the corroded pitted soft plugs now. They will probably start leaking now that you have flushed the sludge away from them!

The 2005 Caravans had a service bulliten on noisy PS systems. Required a fluid change and a newly designed pressure hose and return hose too as I recall.

You don't need 12 volt if you are keeping it stock. Stock works well if maintained properly. Bob

Be careful pressurizing these old MoPar radiators-the chrysler was maxed out at 4 lbs pressure. You get it tested at too high a pressure and you will find a leak- a new one! Bob

Here are a couple pics.

Your measurements are exactly the same as my Edmunds dual carb Intake for the Chrysler flathead 8. Bob

The fluid coupling is accessed/filled through the oval plate held with 2 phillip screws on the floor hump-pass side. Then under that is the round 2" plug on the bell housing that gives access to the 3/4" fill plug on the fluid coupling which is very slow/difficult to fill. If it needs fluid more than once every in 5 years of service of any amount it (the fluid coupling seal/bellows or graphite ring assm.) needs to be fixed! If the coupling is low on fluid the car won't move too well if any. The trans is filled through the fill plug on the passenger side with 10W as in any standard transmission. If it is low it won't upshift. This M-6 transmission is not connected hydraulically to the fluid coupling in any way. There is another system used on chryslers with the M-6 trans called "Fluid Torque Drive" referring to the coupling unit updated to a Torque Converter for improved acceleration-this design is much more complicated and somewhat prone to trouble. I assume you don't have this setup. If you do we need to start all over!

There is no front input shaft seal on the M5/6 transmissions. Sure he didn't mean the rear seal? As Rusty says-possible high idle can cause a no or delayed auto upshift. The 2 Fluid drive input shaft "Oilite" bushings could be worn/damaged causing the input shaft to keep spinning even with the clutch pedal depressed and cause a grinding reverse. You need to check clutch pedal free play- at 1" or abouts. Bob