Ron42Dodge
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Posts posted by Ron42Dodge
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Do you know anything about the picture? Where it was taken? The clay tile roof in the backgroud says California to me but the License Plate looks elsewhere.
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It does look to be 42 Dodge related. Trying to sell it?
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18 hours ago, VW4X4 said:
What year is this car? Does not look like a 36 to me. Upper control arm is not correct and ether is the shock?
ERIC
Eric, mine is a 1942 Dodge. Some Chrysler used the same return spring 677446, but not 1936.
According to my Chrysler Master Parts List 1936-1942
1936 C7 and C8 used 651767. Also Desoto 1936 S1,(ex deluxe after 6052846 switched to 301477 on rear), 1937 S2,
1936 C9, C10 and C11 used 653607.
1937 C14 and C16 used 301477. Also Desoto 1936 S1,(deluxe after 6052846 switched to 301477 on rear), 1937 S3
1937 C15, used 667673.
1937 C17 used 653607.
1938 C18, C19 used 677446. along with 1939 C22 and C23, 1940 C25, 1934 C34 (ex 7 pass & Limo), 1941 C28 and 1942 C34 (ex 7 pass & Limo). Also Desoto 1938 S5, 1939 SS6, 1940 S7, 1941 S8, 1942 S10 (ex 7 pass & Limo)
1938 C20 used 653607 along with 1939 CC24
1940 C26, C27 used 854059 on the front wheels and 854049 on the rear wheels along with 1941 C30, C33, 1942 C34 (7 sedan & Limo), C36 & C37. 1942 Desoto S10 (7 pass & Limo) used this set up too. Possibly 1946 - 53 Chrysler, Dodge Desoto too
I wish I knew if any numbers interchanged. I don't know if the difference was number of coils. I believe after the war many went to a 2 cylinder setup and a totally different spring.
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On 5/13/2023 at 5:50 PM, wangwilko said:
Hi Ron, Do you have a photo. I have a 1936 Desoto Airstream and i had a number of these springs made for my restoration.
Peter
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- Mopar Mall seems to imply 301477 and 677446 interchange. This is the same direction I was leaning towards but not sure of.
- Replaces MoPar p/n's 301477 - 677446
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6 hours ago, VW4X4 said:
This guy is not an expert by any means. He has been known to sell all kinds of things that don't ft your vehicle.
I would consider any info. on his site to be completely useless.
ERIC
I just feel all the sites seemed to be doing the same thing and saying good enough. I found similar info on Robert's and other Mopar sites. Seems to have fallen into the cracks. The parts manuals that cover many years seem to have caused the confusion such as they show a spring # 854059 working on the front of a 42 Dodge but fail to mention 7 passenger only in 42. Because they went to 2 cylinders and 2 springs per wheel after the war they did switch to that spring. but 38 -42 Dodge, Desoto and Chrysler 6 mostly used the #677446. The bigger Chryslers used the other spring but again the multi year books don't cover it real well. Better with the 35-42 books. But either way I have not been able to locate the ones I think I need.
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I thought it would be simple to order some front brake springs for my 42 Dodge but it has turned into a research project that I still have no clue.
My 42 Dodge front brakes are a single cylinder with dual pistons just like most 42 Chrysler C34 DeSoto and Plymouth. These used 1 return spring #677466 pulling from both shoes close to the cylinder. This appears to be the Spring used for Chrysler, DeSoto and Dodge 6 cylinders and a few early 8 Cyl Chryslers.
The 7 passenger cars and C36 and C37 had 2 Cylinders in the front (one upper and one lower. According to my books they still only had 1 spring # 854059 (18 coil) but I don't know how they were placed to return both shoes
The 7 passenger rears and C36 and C37 were single cylinder dual piston and used spring #854049 (26 coil)
Plymouth was a single cylinder dual piston but used Spring #301477
According to my D19, D22, D24 shop manual the 41, 42 and 46-48 Cars had 11" drums except for the 42, and 46-48 7 Passenger had 12"
After the war Dodge went to 2 cylinders on each front brake and 2 #854059 Springs on each wheel. Each sping has one end attached to the the other shoe but one end is near the pivot which doesn't move much and the other end is near the expanding cylinder.
In my mind Springs that work on single cylinder (dual pistons) have to stretch more and also have to return more than springs that only return a single Cylinder. Springs for 12" drums would seem to be 1" longer than for 11" drums
I don't know what size drums Plymouth used from 1928 to 42 to know if the #301477 would work. I'm just not believing the #854059 is the right spring like the ones listed on Ebay hint
It seems like spring #677466 has no replacemnt.
Has anyone found a good answer? Looking at Andys site he shows one spring covering 28-47 All Mopars. I assume they had different part numbers for a reason.
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What are your plans for the grille?
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My NAPA book says, 4 Cylinder 1926-28 Chrysler, All Engines, All Models use Ignition Coil IC9, 6 Cylinder 1926-27 All Engines Models 60, 65 also use IC9. Pretty much 1926-1930 they call for IC9. I don't have any info on Mopar numbers
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On 11/23/2022 at 3:05 PM, bryankazmer said:
Not claiming to be an expert on to be an expert on this, but I've seen this sort of look
Kind of confirms the answer.
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So I ran into a similar situation but the oil wasn't as old. Estate sale of a corvette owner. Had about 26 quarts of Quaker State from the late 90's (W10x 30) Plastic bottles. They were going to recycle it. I took it instead. Is it a problem to use it in an older 40s car with a rebuilt engine?
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We designed a lot of shops with them at customers requested and over time had a lot of feedback. Most learned this should not be your only source of heated as they do tend to shut down and need maintenance. Filtering used oil is key. Just expecting to dump used oil in the tank is not a good plan as you will just create a lot of need for servicing it. You obviously need access to used oil and place for storage. Our oil change garage customers eventually went away from them because they did not seem to have time (or reliable help) to filter the oil. Other customers loved them but did the filtering prperly. If you have access to enough oil and have the means to filter they can be good but have a backup system.
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10 hours ago, Rusty_OToole said:
What bothers me is the heavy metals in the used oil that may get into the air when you burn it.
Rusty, Just like a natural gas furnace the fuel is burned and exhausted through a heat exchanger so all the exhaust fumes are vented out side. Air is blown across a heat exchanger. It is not like you are setting a pot of used oil in the middle of the room and lighting it on fire for heat. in that case the burned gases would not be vented and that would be bad.
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On 10/2/2022 at 12:55 AM, dictator27 said:
The backup lights for the coupes and hardtops look the same as the ones for the sedans but are different because the slope of the trunk lid isn't the same.
It is a shame there is no part number so I could tell which this is. Cool piece for the wall if nothing else. Thanks for that input.
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Thanks for pointing me in the right direction. I think it is a reverse light for a 1954 Studebaker Commander and 1955 Studebaker President. Still looking to see if other models used it.
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I would appreciate any help in trying to identify this light. There is no part number on the bezel. The Lense has the letters A-H-B and STC on it along with a 3 point star bust pattern made into it. It has a cloth wire coming out of it so I'm leaning towards the 40's or 50s.
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On 7/1/2022 at 7:11 AM, 58L-Y8 said:
AJ:
I thought you had the frumpy two door club coupe 6-passenger which I've considered a two-door sedan since it shares its top shell stamping with the four-door sedan, although Plymouth called it a club coupe.
Having to pass on that 1941 Chrysler New Yorker 3-passenger coupe must have been a painful experience, would be for most of us. That example looks to be in decent original condition which would be best to preserve as much as possible. As much as I like the 1941-'42 New Yorker coupes, the choicest would be a 2-passenger 1942 DeSoto Deluxe (469) or Custom (120) coupe. Wonder if any are still extant?
Steve
Steve, I think you are confusing the 2 door sedan as being the same as a 2 door club coupe. The center pillar on the 2 door sedan was vertical like the 4 door where the club coupe has a forward sloped center pillar. I would not consider Club Coupes frumpy. They only made about 469 1942 Desoto Deluxe Business Coupes and 120 Custom Business Coupes. Probably not many left
The 42 DeSoto is so famous for those hideaway headlights but in my opinion it looks like it is missing something when they are closed and doesn't look good at all when they are open. Might be just me. But I'm hooked on the 42 Dodge.
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On 7/1/2022 at 7:49 AM, 58L-Y8 said:
The '42 DeSoto is the essence of Streamline Moderne especially with those fender skirts. Chrysler Corporation was the master of selling cars with miniscule spec's differences:
Make......wheelbase.........engine ci...........3-w coupe price
1941 Dodge....119.5" ........217.8 ci..............$862
1941 DeSoto...121.5"..........228.1 ci.............$945
1942 Dodge....119.5" ........230.2 ci..............$895
1942 DeSoto...121.5"..........236.7 ci.............$1010
DeSoto was promoted as a step up in value and 'prestige' from Dodge, "More Car for Your Money"...and some folks believed it...
I once had a pair of 42 DeSoto fender Skirts. Strange looking to say the least. Even were Blackouts.
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So a few months ago I went to an auction of a 42 Dodge convertible that was mostly original and very low mileage. Now I am really confused on the body Tag number. Apparently my tag has a bolt through the first half of the number. The Auction converttible had a body tag number of 424-1505. There were 1185 total 42 Dodge Convertibles made. I had assumed mine was # 1134 of 1185. This car had the Dodge Brothers red tag higher up on the firewall but also had 2 empty holes below it. There was also a thin piece of metal with a number pressed into it that appears to be attached just below the body number. I might have to remove my bolt to see if I can read the rest of my number.
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On 5/25/2022 at 12:59 PM, De Soto Frank said:
Ron 42,
I hate to tell you, but I think you may have muddied the waters too (inadvertently)....
The top photo is the original "Fluid Drive" Fluid COUPLING. It is a "1 to 1" fluid coupling, no torque multiplication, nothing gets "converted".
The lower photo is (probably?) a MoPar "Fluid Torque Drive" unit, which IS indeed a torque converter. It appears to be the version that shared oil with the engine.
They are NOT the same thing.
The Fluid Torque Drive was one more step along Chrysler's way towards a fully automatic transmission.
It was developed to improve driveability with the fabulous new Hemi engines....
Thanks Frank. I removed second picture. I will see if I can find a better image.
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I've have a 1942 Dodge Convertible which came with red leather seats. The side panels and back of the from seat have a leather looking material that is slightly darker than the seats and I don't believe it is leather because it feels thin and in the side panels they have nicely details patterns that I don't believe could have been done with leather.
Does anyone know what material was used on the door panels? I have to replace my door panels as someone had discarded the original ones and used a naugahide like product with padding.
I want to attempt to clean the original seats and side panels and am looking for suggestions for cleaning products. I've seen some products and videos on leather cleaning and reconditioning but I'm not sure if you can use the same products on the door and side panels that I don't think are actually leather. I am attaching 2 pictures of my back seat and one picture of the original 1942 Dodge Convertible that just was sold at auction. The red leather of the seats does not actually match the side and door panels nor the cover of the back of the front seat. My front seat was previously redone but still needs to be color adjusted to match the original.
I would like to preserve as much of the original seats as I can. After seeing the original convertible I was even more inspired. It was beautiful.
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9 hours ago, mrspeedyt said:
I had two 1941 de sotos with the simplematic fluid drive. The later versions were much better because the 1941 had like a ratchet device overdrive in both the low range and the high range which gave you first and third gears if the ratchet mechanism wasn't prematurely worn out.
This was a problem with the early transmissions like my 41 DeSotos. There was a knob similar to a overdrive knob that you could pull out and do away with the ratchet mechanism that allowed you first and third. So in other words, in the low range position you'd have second gear and in the high range you would have fourth gear without the worn out ratchet mechanism messing things up. The fluid drive would allow you to drive the car without the clutch once you were in either the low or the high range. On flat land I could literally keep the car in high range and the fluid drive would allow me to accelerate from a stop slowly up to highway speed in the top (fourth) direct gear. That early attempt in 1941 was actually a piece of s*** transmission when it had a number of miles on it.
Part of this whole conversation has been trying to set straight what Fluid drive was. It was not part of the transmission and had nothing to do with shifting. It was a one to one torque converter located between the engine and clutch that allowed you to come to a full stop while in gear. You could also start from a stop without having to use the clutch. The tranmisiion type handled the automatic or manual shifting depending on whether you had a Chryler, DeSoto or Dodge and later Plymouth. Too many folks think the fluid drive is part of the transmission but it is not.
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18 hours ago, De Soto Frank said:
Simplest way to ID whether a "Fluid Drive" MoPar actually has a semi-automatic transmission is to depress the clutch and CAREFULLY try to go through the "H" Shift Pattern.
On Semi-Automatic cars, the column lever will NOT go into "First gear position" (pull towards the rim of the steering wheel and down towards the seat). The three lever positions are "Lo Range" (2nd gear/ towards the dash & up), "Hi Range" (3rd[High] gear/ towards the dash and down towards the floor), and "Reverse" (Pull towards the steering wheel and up, just as it with plain old three-speed).
If the column lever will go into ALL FOUR positions of the "H pattern" (including "towards the steering wheel and down"/ "First Gear"), then your MoPar has plain old three-speed manual transmission, regardless of whether it has a Fluid Coupling in front of it. Further clues are electrical terminals & wiring on the carburetor itself.
When you are operating a MoPar equipped with Fluid Coupling, the only time you MUST use the Clutch pedal, is when you are moving the Column Lever to a new position.
Chrysler Corp. confused a LOT of people by slapping "Fluid Drive" liberally over so many of their products. It was their "Floating Power" ad slogan of the 1940's.
Great explaination. I did not know the floating power refered to the Fluid drive. I always assume it was a reference to the ride / suspension.
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On 2/28/2022 at 4:06 AM, Fleetwood Meadow said:
Correct me if I’m wrong, but the electronic solenoid version with the 2 low speeds and 2 high speeds was called the gyro-matic and the 3-speed was called the fluid drive. Or is Chrysler and Dodge different at that time? My ‘51 Dodge Meadowbrook is a 3-speed fluid drive. It uses no electronics in shifting. It has a very low, 0-10mph gear, a 2nd, 10-25mph gear, and a high, 25+mph gear. You need to shift from gear to gear but that is the only time for the clutch. I generally shift to 2nd when I stop but I can leave it in 3rd gear all day without using the clutch. I find it has the pick up of a manual with the convenience of an automatic. And the luxury of not being able to stall it.
Dodge, DeSoto and Chrysler all had the Fluid drive advertised on the trunk which really only was promoting the ability to stop without pushing in the clutch. The Chrysler and DeSoto had the early automatic shifts which had various names like tip toe shift, Vac Amatic etc, which were part of the transmision, not part of the fluid drive. Kind of like saying it had a fluid drive engine. No it didn't. I describe the fluid drive as a forgiving Clutch as it is more difficult to kill the engine when starting out. But it is only atached to the clutch and not part of the clutch. All the fancy names were usually refering to the transmission, not the fluid drive.
WTB: 1942 Dodge D22 Brake Drums
in Automobiles and Parts - Buy/Sell
Posted
Did you ever find your brake drums you needed. I never saw this post until today.