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Scott Bonesteel

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Posts posted by Scott Bonesteel

  1. 22 hours ago, 3Eagles said:

    I have a friend restoring a 34 Plymouth PF convertible coupe. There appears to have been some sort of panel under the area where the top folds down just behind the seat. Do any of you have a picture of this piece? Its been chopped out and we have no idea how it looked. Also at the rear of the door bottom opening their appears to have been a structure of some type welded on the floor pan. Also cut out and missing. Any help appreciated. 

    Mine was the same way when I found it.  Had it fabricated based upon several pictures.  Here is one of them, will shoot you the rest when I get back to my other computer.  P.S.  If it is a 34 Plymouth convertible coupe, it is not a PF.  The convertible coupe was only available in the long wheelbase (114") PE model.


  2. Tom--

    Best I can tell you on the welting is as follows:  No welting between the ends of the running boards and the fenders, the rubber vulcanized to the metal boards serves that purpose.  Between the 'side sills' (splash aprons) there is typically a thin fibre welting without a bead, and those are riveted to the running boards, not bolted.  When installed, the running boards just bolt to the brackets that stick out and the splash aprons just slip under the body without any welting.  There is beaded welting between the front of the front fenders and the radiator shell and between the body and the rear fenders.  Have seen cars both ways but I believe a beaded welt does go between the rear of the body and the top of the gas tank shroud. 

    Good to hear from you again, hope all is going well, still trying to finish up my PE convertible.  SMB

  3. Mopar, 33-34 side mount cover.  If you look at the lip where the two parts come together they are typically stamped with the size, e.g. 600-16, 525-17, etc.  600 would be 34, others would typically be 33.  See attached photo.  The Chevy logo doesn't make sense because that would put the logo at the top and the cut-out on the cover in the 6:00 position.  Depending on which side this one is for (they interchange with the exception of the logo position), the cut-out goes into the fender at the 8:00 position (for the driver side) or at the 4:00 position (for the passenger side).  With that positioning, you should find the original mounting holes for the emblem at what would be the 12:00 position for whatever side it was mounted on.  Unlike down on the flat part of the cover, where the Chevy logo is mounted, the Mopar logo was mounted more up on the curved part of the cover, like shown on Reg's '33 and in the attached photos.

    33plymouthsidemountcover 007.jpg

    sidemountcover 001.jpg

    sidemountcover 002.jpg

  4. OK, every once in awhile something strikes me, this time it was the bidding and sale of a pair of 34 PE Plymouth convertible coupe window frames.  These are the fairly rare ones with the integral vent windows and the mechanism for the 'dual operation', with and without the vents.  Granted, this is only the second set I have seen (bought the first set for my PE) and they are probably impossible to fabricate, but by the time the dust settled, with each part being in a separate auction, the total for the door channels, top window frames and lower window channels was just short of $6000.00.  Somebody must have a bottomless restoration budget.  Wow.

    34pewindow frame.jpg

    34pewindow channel.jpg

  5. To some extent I agree with GregLaR that either fog or running lights look odd/overkill on a simple Plymouth--which is true, IMHO, of any car that is 'over-accessorized', a look that a friend of mine used to describe as a car that drove through Pep Boys with a magnet attached.  Despite this, I have always run Super 7 Fog Lamps on my 34 PE Plymouth (photo attached) as it has a fairly fancy look anyway, 4-dr sedan with dual sidemounts and trunk rack.  I simply wired them with dual filament bulbs and use them as running lights/turn signals, which, again IMHO, look period and better than modern turn signals mounted on the bumper/bumper brackets.  I have a set of similar lamps that are going to go on my 34 PE Plymouth convertible when completed, again to serve the purpose of turn signals.  They don't help to see the road better but certainly help others know when I am planning on turning.


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  6. Tom, keep in mind that a 35 ship won't fit a 34 shell.  Look similar but lots of differences.  Biggest difference is that the front of the 35 fits into the stainless trim on the sides of the grille, while the 34--even on the later series with the stainless trim around the grille--sits up above, independent of the grille trim.  Maybe you just want a shelf ornament, but thought I would point that out.

  7. Lot of good points raised by the comments.  Having run both stock brakes and a front disc conversion, there is no question that there are numerous ways that a front disc conversion can go wrong and it is much more complicated than it seems:  wheel clearance on the disc calipers; need for a combination valve and residual pressure valves; master cylinder sizing; room for the vacuum booster, etc.  I have found that, despite all the trouble, a disc conversion, if done right, stops better.  However, most stock hydraulic brake systems (bounced my Model A with mechanical brakes off the curb numerous times to slow it down, but I am sure the clevis connections were worn out...) work just fine.  A good middle ground, that avoids the 'non-stock'/future sales issues is to simply replace the stock master cylinder, which is typically a single reservoir, with a dual master cylinder designed for a drum/drum combination.  Depending upon the subject vehicle, it may bolt right up to the cylinder mount or a simple adaptor plate can be machined to change a 3-bolt to a 2-bolt mount.  Make sure the cylinder size and plunger depth are correct and you can split the front and rear brake systems for an added safety factor--requires splitting the brake lines but (1) you would probably be replacing them anyway, and (2) easy to return to stock.  As the above comments point out, make sure the remainder of the system is in good shape--properly adjusted, good non-fluid soaked shoes, leak free--and the stock brake system should work fine on most vehicles. 

  8. You have my sympathies.  I am 6'3", 285# and, thankfully,  my 34 PE Plymouth has an adjustable seat.  When I installed it, I 'cheated' it back about 1".  Also, the seat frame has multiple holes in which to install the seat tracks so it can be adjusted backwards and forwards.  I suppose the alternative is what is somewhat bluntly known as a 'fatman' steering wheel... .


  9. OK, it took me more than a day or two but here are some photos of a 34 or an 'early 35' KC  pickup (express) suicide door (the one with the Dr. Pepper logo), side by side with a 33 Dodge sedan door, which also fits the 33-34-early 35 KCL panels.  You can see the unique upper rear corner of the express doors which are rounded instead of squared off.  As best I can tell, the hinge configuration and spacing is the same.  Hinges are located, centerline, at 7 1/2" and 38" from the lower rear corner of the door.  SMB 







  10. OK, I think we have proof that this is an 'aftermarket' change.  Your photo of the top, driver side hinge (where you can see the screw and bracket from the rear view mirror) shows that the 'shroud' around the hinge is on backwards.  That shroud should be on the front side of the hinge, with the 'open' side of the hinge to the rear.  See my express door photo on a prior post and the black 34 PE convertible photographed below--different body style but the hinge shroud configuration is the same, clearest picture I could pull out of my files on short notice.


  11. Interesting.  I would pull one of the door panels to look at the inside of the belt line at the front of the door where the door handle hole is on the normal suicide doors.  I doubt that anyone would go to the trouble to metal finish the inside of the belt line even if they filled the handle hole.

    Attached is a photo of the upper rear corner of a passenger side suicide door actually off of an express (rounded corner, unlike the passenger doors, commercial sedan and commercial panel doors, which are squared off.  Gives you some idea of where the upper hinge would be on a standard suicide door.


  12. OK, I also just noticed this:  Your sheet lists a build date of March 35--which does not match what the parts books show for the serial number runs.  Again, the more you know... .    ;-)   SMB

  13. OK, I have a fairly extensive collection of 34-35 KC and KCL materials that I have put together over the years to assist in the restoration of my late 34 KCL panel.  These include the "Dodge Parts List 1934 and 1935 Model Series, Trucks Built from January 1934 to June 1935", issued June 15, 1935 (Publication D-3416), as well as the "Dodge Trucks Parts List 1935 Model Series, Trucks Built After June 1935", issued September 1, 1935 (Publication D-3553).  These list serial numbers starting January 1934 at 8023001, with those built after June 1935 beginning at 8048701, this latter series including your express.

    The instrument panel change to the 3 round gauges came at 8045676.

    The earlier parts book (up to June 1935) lists a "Roof assembly--complete" for the KC cab, Part #546588, but nothing for any other type of top or any reference to anything but the early type, 'suicide doors'.  The June 1935 and later book shows a completely new cab number beginning at 8057966, with the new, front-hinged doors and nothing regarding a roof insert of any type.  Looks like there is a gap here, which is where your express falls.

    I think I have just about every piece of advertising that covers the trucks and commercial cars in this 34-35 time frame and I have never seen a truck like yours, i.e., old style cab with roof insert but fitted with the new, front-hinged doors.  The 3/1/35 Ross Roy comparative book on Dodge trucks and commercial cars shows the old series truck and notes its 'French-type top insert'.  However, I have a 7/35 folder with individual sheets on the various Dodge trucks, including the express, showing the new express with the front-hinged doors. (It is unclear from the document, but it may be an export document, although it is in English).  Same with a large, folding color brochure (Publication K-30 from 5/35) that shows the earlier doors on the commercial sedan, panel and various other vehicles--with the express being the only one with the new style cab and doors.  Again, nothing, including the larger series trucks, with the old style cab and the new style doors.

    My best guesses are (1)some sort of factory prototype or transitional model, (2)some sort of export model--although my parts books do call out export parts, or (3)somebody's handiwork, post-manufacturing, although I think that would be obvious upon examination of the A and B pillars of the truck at the door jambs.

    Interesting mystery.  The more you know the less you realize you know... .  SMB 

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