AlanT

In those days, one wire of the relay would connect to the generator (as relay ground) to ensure that the starter could not be engaged one the generator is turning (producing power, the engine is running). So the generator armature is the ground for the relay, allowing the relay to be activated. When the generator is producing voltage, it is no longer ground. Both sides of the circuit go to battery voltage when the gen is turning (at speed), thus no current flows through the relay. In later years (1957, 1958) they used a vacuum switch to disable the starter relay so it wouldn't engage while the engine was running, instead of grounding the circuit through the gen armature.

Is it a 6 volt car? It probably was, originally. If so, I doubt that you should be running a ballast resistor. Ballast resistors were introduced to limit current to the ignition coil when manufacturers switched to 12 volt systems. The ballast will increase resistance as it heats up. That's what its designed to do. That could explain your symptoms, unless the car has been converted to 12 volts.

My Plymouth PB also has this stamped in the radiator shell.

I Plymouth had vacuum wipers through these years, although Chrysler and DeSoto had electric. Dodge, at least in light pickup trucks also had vacuum wipers in those years.

I believe the"V" stands for the year, and the "41" stands for 413. Offhand I don't know what the "V" decodes to in years.

Well I didn't do much, but it makes me feel great that I could help! Thanks, Jack!

New manufacture available?? : http://www.hothemiheads.com/headers_related/cast-hemi-headers.html

It sounds like the governor isn't working right. I'm assuming you have the M4 transmission. Does it do this in both high and low ranges? Depending on how you number the gears, low range would be 1st and 2nd, high range would be 3rd and 4th.