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Everything posted by Taylormade

  1. Try putting the drum on loosely with no key and then slamming the drum back on the bolt - I used a large washer to protect the bolt. All you are trying to do is get the outer bearing race free. Hitting the drum won’t work. Sliding it toward you with a hammering motion will. I’ve done it many times. Make sure the backing plates are off and the seals are off. You should be able to see the outer race and the bearing at the end of the axel housing. As you work the drum, you will see the race easing out of the housing.
  2. Maybe it’s different on the 33s, but my 32 Dodge Brothers DL has two bearings on each axle and you have to pull the outer bearing race out to get the axle out. I had to use a slide puller to get it out.
  3. He’s referring to your misspelling (or misuse of the word) brakes as breaks in one of your posts. My mother was a grammar and spelling Nazi, so I ignore this kind of stuff as it brings back unpleasant memories. Breaks for brakes and to for too seem to be the most common problem on these forums.
  4. It’s funny how everyone has a different take on certain cars. To me, the Pininfarina is a rather ugly car. I much prefer the sweeping fenders of other cars to the motorcycle fenders. The body seems too high and the cockpit cutouts above the doors seem all wrong for a car of this type. I think it’s ungainly - in either color combination. I’m sure others find it attractive, I don’t.
  5. 1936 Buick coupe with sidemounts. I was brought home from the hospital in that car in May of 1946.
  6. Ply33 has a nice write up on his website if you want to try the repair on the temp gauge yourself.
  7. Also be sure the surface area on the block where the plugs fit is clean and smooth. I used a power washer to clean out my block, inserting the nozzle in the various plug openings and blasting away. An amazing amount of crud washed out. I had the block on an engine stand and rotated it during the clean out.
  8. I tried annealing and they still leaked. Trust me, the Stat-O-Seal washers are the way to go.
  9. Get some aluminum Stat-O-Seal washers. They are crushable aluminum with an inner rubber seal. I had this problem on my 32 Dodge Brothers and this took care of the problem completely.
  10. Interesting, Spinneyhill. As far as I know, my 32DL bumpers were standard and Dodge made. Is this a “down under” thing or am II mistaken? I do know they changed the ends of the bumpers mid year.
  11. Towing this car anywhere would be a waste of time and money. Way too much work - finding parts, metal restoration... sell it for parts or to someone who really wants a challenge (good luck with that). No title, bad rust, not running - you’ve hit the trifecta.
  12. It’s really impossible to answer your question until we can see some photos and get a handle on the condition of the car. It could be anything from a solid original that you could get running with minimum effort and then enjoy as a preservation car, to a total rust bucket that would better serve as a parts car. If you have a convertible or coupe, it may be worth restoring, but a sedan is not really worth that much. In most cases you will never get back the cost of a quality restoration when it comes time to sell.
  13. The spring for my freewheeling unit is inside the freewheeling case itself. The cable is pull/push. I’m not an overdrive expert. Weren’t they manually operated until 38 or 39 when they went to an electrically controlled unit?
  14. My film production company is Taylormade Productions. My last name is Taylor, so...
  15. Is the front shaft length and spline count the same on your old and new transmission? How about the throwout bearing -same set-up on both? I’ll be interested to see how this goes in, especially with the Floating Power supports.
  16. If you hold it up by the oil pan you risk crushing the cork gasket or collapsing the oil pan. I’m not sure how close your car is to my 32DL setup, but I removed the lower bellhousing cover and then supported the motor by putting a support on the front ledge of the bellhousing.
  17. The book is buried in a box out in the garage, put away when I sold my 1929 Model U ten years ago. I will try to find it, but I’m not making any promises. I went through the options when I was restoring the car and remember you could have the stock black fenders painted body color for, I believe, five bucks. I think they also had an option to have the frame and undercarriage painted body color. I do remember being amazed at the number of options offered by the factory for a low priced car..
  18. Man, I just noticed my thread had slipped back to page five. I’ve been neglecting Daphne mainly due to continuing problems with my knee, but I need to get back to work on her as soon as possible. I didn’t want folks who had been patiently following my progress to think I had given up. I am determined to drive her around the block this summer, no matter what.
  19. Leather interior was an option according to the original salesman’s book I have. Not sure if you could order a specific color leather, I always assumed it was black.
  20. They were the fronts, but rebuilding the rears is basically the same. If yours are the same, it’s not a complicated process - after all, I figured it out.
  21. Yes, that’s what I would have done if I had not had the spare U-joint. I got it on an extra transmission I was give by a DB owner when I helped rebuild his tranny. I would rather be out driving with a new driveshaft instead of sitting around trying to repair an old broken one.
  22. The only real repair needed on my units, once I had them cleaned up, was to replace the cork seal on the cup. My seal was worn out, brittle and dry. I cut a strip of new cork from a sheet I had and inserted it in the lip of the cup. Then I gave everything inside a good lube, slid the ball back on, slid the newly freshened cup back on and snapped the spring back in place. And here is the unit back on the car. As far as i can see, the only way to get lubricant in the joints is to take them apart - or at least take the spring and cup off to gain access to the inner workings. I would certainly take them apart and clean everything and re-lube. I hope this helped.
  23. Okay here are what I have on my 1932 Dodge Brothers DL sedan, made in January of 1931. The joints as I found them on the car during disassembly. At the rear of the driveshaft... No problem getting those bolts out as they are easily accessible. But, at the transmission... A real pain! To get to the nuts, you have to get in behind the parking brake drum after removing a two dirt shield panels. Even then, getting a socket on those nuts is a nightmare. I had to use a socket extension with a U-joint fixture to get them off. Anyway, In both shots you can see the spring that holds the cup with the Spicer logo in place. This shot isn't the greatest angle, but you get a better look at the spring now that it's cleaned up. The spring is held in place by a lip on the shaft. To get things apart, you have to pry the spring off the lip. It's a bit of a chore, but with a little patience you can get it off. I pried up one end and then worked it off the lip. There are two outer pieces to the unit, a large half ball and the cup that rides on the ball. Once you have the spring off, the cup will slide back off the shaft. Then the ball will also slide off as long as all the attachment bolts are out of the unit. At this point, you end up with this... You can see the indented area on the shaft that held the spring in place. Disassembly is pretty easy on the front U-joint, but the rear joint is part of the driveshaft, so you have to slide the ball and cup down the entire driveshaft to get them off, I guess if this joint ever goes, you were expected to by a new driveshaft! The pictured bearing was bad on my forward joint, but I was lucky to have a good spare.
  24. I have these on my 32 Dodge Brothers DL. I posted the disassembly process on my thread in the Dodge Brothers Forum. I’ll post some pictures tomorrow.
  25. My dad always had the dealership paint the visible outer rim red on his Buick’s all through the fifties. He was a GM exec and got a new Buick every year from 1954 to 1959. Then he got high enough to get a Cadillac every year as his company car. I vividly remember riding around town in the monster 59 Caddy he drove.