Hemi Dude

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Everything posted by Hemi Dude

  1. Opens image gallery 6 Volt Alternator, + Ground on eBay for your '31 Plymouth. Alternator Black 1 One Wire 6 Volt Positive Ground 60 Amp, Bracket, 3/8" Pulley US $174.99
  2. It is a little awkward to use a ratchet and socket, but it can be done. It is best to have the correct tool so the belt tension would be correct. After all, that is why those kinds of tools are made.
  3. A transmission shop such as Aamco can easily rebuild it. It is the same transaxle used until 2008 at least, in virtually ALL models. 41TE, aka A604 UltraDeive.
  4. No problem Reaper, we have negotiated, all is well.
  5. If WillsDad and Will lived next door, I would lend them the tool or just go over and do it myself. But, they don’t. So, what am I to do?
  6. Hi, I did reply this morning, I can RENT you the correct tool for adjusting the tension on the timing belt on your 2.2L TC. Let me know if you are interested.
  7. I got in touch with Big ‘M’ in Williams CA who has the parts. Thanks everyone. Back to TC by Maserati land.
  8. The forward line from the master cylinder feeds the rear brakes.
  9. Here is another situation with the 2.6L engines and power brakes on any 'K' car or minivan. The vacuum hose that supplies the brake booster is tapped into the intake manifold near the #4 cylinder intake port. IF THERE IS A DEFINITE ENGINE MISS WITH THE BRAKE PEDAL APPLIED, there is an internal leak at the booster causing the #4 cylinder to lean out to the point of misfiring. This condition has not been found to affect the low speed hesitation though. This is how my 85 Voyager looks today at 264,405 miles. Best thing was replacing the 2.6L engine with a 3.0L and 3 speed automatic transaxle at 126,xxx miles when the camshaft in the 2.6 snapped in two. It is a reasonably simple swap since the 87 body is exactly the same, so it fit in as though it was made for it. That solved the entire 2.6L problem and performance is so much better. I used it to tow cars cross-country, one trip from North Carolina to my shop in California.
  10. OK, I'll try to tell the story in short form, remember that I am speaking of the Mikuni Carb before someone else fiddled with it. The problem I have found is that the low speed jetting is very 'tiny' and is easily restricted. We had nearly new cars, be they the 'K' body LeBaron or the Voyager with the 2.6L The carburetors were bench tested at the factory that manufactured them. They used some sort of liquid which left a 'whitish film' on the inside of the float bowl. When the carburetors were installed on the engines in Japan, on the finished engines, and shipped to Chrysler assembly points here in the US, this was the first time gasoline was introduced and the vehicles driven off to the dealers. The gasoline loosened this 'whitish film' and it collected at the bottom of the float bowl and was sucked up into the jets. We had a constant flow of these vehicles, so equipped, into the dealership for the annoying stumble or hesitation on initial acceleration from a stop and even while driving in slow traffic. I merely removed what we'll call the air horn so the float bowl was exposed. I used normal carb cleaner spray to clean the bowl and the jets and passages. I let the stuff soak a while and then vigorously blew it out and often gave it another shot of cleaner followed with more air. I also removed the anti-tamper plug at the idle mixture screw and adjusted the mixture when the carb was together and the engine running again. The plug was reinserted. This was done with an exhaust analyzer attached in the tail pipe so it would still pass CA exhaust emission tests. I cannot tell you what is wrong with your Mikuni all these years after. I can only tell you that the tech has to make absolutely sure it is not internally restricted and that everything else is correct. I suspect that you have a sub-EGR valve in the base of your carb and that it is properly adjusted? More if you require it. Hemi...
  11. Well, just for sport, here is a photo of "our" brand new 1956 Plymouth Belvedere 2 door, with a young me standing in front. It was the first year of the 'A' engine, the 277 CI with push button Powerflite.
  12. Interestingly, the 1961 Chryslers were equipped with the cast iron, OLD, Torqueflite, so the 1962 Chrysler or any large body Chrysler product, is the ideal year model for such a swap.
  13. Interesting that you would ask. As it was, the 1962 Chrysler did not have the "Park Lock" built into the 727 transmission, but still had the internal expanding hand brake mechanism. That ended in '63 with the new body platform. If you remember, the 1962 was still much the same body as in the late 50s. So it was really an easy swap. I had been working in a DeSoto Plymouth Dealer and was in the USMC at the time. I did the swap while home on leave and drove back to MCAS Cherry Point with the Chrysler powered Fury. I include a photo I found that looks virtually the same as my Fury. It pains me to see it and know that mine is gone, many years ago.
  14. Well, when it comes to swaps, my 1958 Plymouth Fury had the cast iron Torqueflite and when the powertrain got old, I swapped it over to a 1962 Chrysler 383 with the aluminum 727 transmission. The existing pushbuttons were not affected and everything fit in just as though the car had been built with the 350 B engine. Only modification was the transmission rear mount location. Sadly, my parents gave the car away when I was living 3,000 miles away without asking me if I wanted to keep it.
  15. No, it didn't have the sticker when I bought it with 126,000+ miles in the odometer. Long story there as well. Now sporting the 3.0L MMC engine.
  16. The real problem is within (inside) the carburetor. I could explain it better verbally than here in the forum.
  17. Selling that TC in the condition it is in would be a great financial loss to you. Best that you have it checked out so you know what may need attention. It all depends on you as to how much you wish to keep the car. My red 89 TC has over 280 thousand miles on the clock and has had 2 head gaskets while I have owned it, it is a matter of maintenance. I enjoy my car so it is worth maintaining it. It is your choice here.
  18. There is a yearly updated list of current TC owners at the TC America Club. If you are a member of the club, you are on that list. If you are NOT a member, you can apply at tcmaseraticlub@gmail.com
  19. Thank you for your assistance Craig, I’ll call you Monday.
  20. I agree, G & G is doing a great service for all TC owners.
  21. By the way, I use to be a Tech at a Chrysler Dealer, I rebuilt all the Mikuni carburetors on those 2.6L engines.
  22. Yes I have a 1985 Voyager with the fold down bed in the rear. In the photo, it was the display vehicle used at the 'American Patriot Award' Ceremony for Lee A. Iacocca, as he considered the MiniVan to be his greatest contribution to the automotive industry, not the Mustang which was just a re-skinned '64 Falcon Sprint.
  23. HI, I am looking for all the internal hand brake components on the output end of a 1957 Savoy. It has Powerflite, but I'm sure parts from a Torqueflite would fit as well.
  24. 1956 Plymouth cars did NOT have Torqueflite Transmissions available. Only on Imperial.
  25. Looking for all small components of internal hand brake for 1957 Plymouth Savoy with Powerflite transmission.