robert b

The Delco dissy out of chev 4 of late 20s is the best choice ,as it has the closest advance curve to the North East unit . At least is made cast iron.bee running them for 35 years

david how about a pic of what you are talking about. bob I think you are talking about the edge strip that halds the trim in , will dig up some pics of when i done the upholstery on my sedan , see if it helps bob

Ray make sure you only do it on the back face as this is not loaded when the clutch pulls back to disengage thus giving you full thrust surface. bob

Ray the end float is set by the width of the center main bearing flange facings in respect to the crank journal width . This is set when machining the bearing when new . You can do what I have done in the past is to build up the front side of the main bearing with spots of solder , about 4 will do spaced around the lower half cap shell . bob

Ben do not touch them at all ,more info ring on the moible phone and will have chat with you . B ob

there is no regulator ,that is cut out switch

What is your caster angle ,if the springs have sagged over the years the caster angle will decrease and the will tend to not stay on a straight ahead course , you can correct this by recambering the springs or placing wedges between the springs and axle . The caster angle should be 2 degrees or as close to that and toe in at 1/8 inch. bob

Richard i will give you a call soon an discuss this with you bob

Ray how much crush is there on the bearing shells, you need at least 00.4" on each shell or they will walk in the rod and sound like a bigend knock ,and disappear when shorted plug on that cylinder , just a thought bob, bearing clearance is 0.001 on a round crank ,that is a light drag on a dry journal .

The packing is 1/8 square woven and is cut into rings around a 5/8 wooden dowel , the rings are than placed around the pump shaft with the cuts opposite each other . To pack an empty gland you will need 3 to 4 rings and a little grease, do dot over tighten ,only enough to stop leaks. bob

Another one a Alldays and Onions

Just some of the veteran radiators that I have been repairing over the past months two 1911 Maxwels and a 1914 Talbot

Not a Studdebaker expert ,may be 1927 big six ? .

the 128 engine mounts are bloted at an angle , have a look at your car frame,da straight ,128 wider ,front cross member on da totally differant and three inches further foward than 128

on some bb1s i have found that the idle hole drilling down near the float vent hole is some times cross drilled into the vent hole allowing to much air into the idle system and gives similar results to what you have described , all so a flat spot on throtleing under load . just a thought bob

David open this copy of Dodge Brothers news , the instructions are in this edition . ND88.pdf

I am off to work now , will send tonight

I am not going to be any good for you as you drive on the wrong side of the road to us. These boxes are fully adjustable ,so you should be able to correct any free play ,I can provide all the information on how to adjust them ,very unusual not to be able to correct them even when worn. Have you had the box apart, any pics is possible Bob

Ok from the pics it is a 124 ,so it will have the longer sector shaft and larger worm . Will go through the box tomorrow

So you have a 124 with 116 " wheel base not a 128 with 108 " wheel base which was known as the fast four ,these two have different stearing boxes, yours is mounted on a saddle and has a longer secter shaft and a larger tooth pattern than the fast four . Your shaft and worm is the same as the Senior Six , 124 and some 126 cars , but not the 128 . Will see if i have any parts left BOB

Ray all the engines that i have in original state were galvanized , some later engine rebuilds have been painted but I do not thing that is original

Guys thanks very much for you support , things are moving ahead slowly , this water is very acidic is destroying many items you would not think could be damaged by water , but we are getting there . To day we got a 120 year old lathe that I first got 40 years ago back in operation with very little damage to it , amazing how some thing so old can have so little damage , but plane bearings and open gear train is little affected by this water , so my first lathe will again see me in to the future with rebuilding the show again as it did all those years ago , the later machinery is yet be seen what will be their fate , There more modern the machine the more trouble is it to get going again, much like the car that we deal with , as to date all the vintage car are now running again and seam to be ok , not so for the other 25 electric motores on the other machines . But as time goes on we will have to see how things go . And some people ask why do have such old machinery , my answer is they are so easy to maintain and cost so little on still do the job so well in the hands of a tradesman that that noes how to use them .There is light at the end of he tunnel , we just have to keep going forward and on . thank you all so much R. J Brims

Thank you all for the positive responses and yes things are improving , some machines are now running and i am slowly getting through the stock . We will keeping all Dodge stock no matter what damage has been done , and if the rebuilt engine that I drained and cleaned yesterday some weeks after this flood is any guide things might be somewhat better than first thought . Thanks to all . Bob