34chuck

Years ago I replaced a bad transmission in a 1937 Dodge with a transmission with overdrive from a 1937 or 38 DeSoto. Really easy. Pulled the bad transmission and bolted the new transmission/OD into the Dodge. No need to shorten the driveshaft as the non-overdrive transmission has an extension the same size as the OD, probably so that the emergency brake is in the same place, Connect the off/on cable under the dash and enjoy. Because of the higher geared rear end you cannot take your foot off the gas to go into OD until the car is going about 35.

I have a 1940 Saratoga with the 323 cu. in. eight. It starts every time with a six volt battery. The only reason I can think of to shift to 12 volts is if you want to add an air conditioner.

WTB a window raising handle for a 1940 Chrysler Saratoga. This is the "flipper" handle, round with an ivory plastic bottom. Beleive only found on Saratogas and New Yorkers. Contact at cfneuhaus@earthlink.net

This was an accessory bumper guard used on all 1940 Chryslers according to my 1940 parts book. It might have been used on other years. I have a 1940 Saratoga and would be interested if you want to sell it. cfneuhaus@earthlink.net

Back in May I commented on my 1940 Saratoga with FD and OD (which came as a package on the New Yorker, Saratoga and Crown Imperial models). Since then I have read a number of questions about how the kickdown feature worked in these transmissions. My recommendation to anyone with a car this old is to disconnect the kickdown wire and forget the kickdown feature, as I have. The kickdown is subject to malfunctions and it puts a lot of strain on the drivetrain. With the 39 through 41 Chrysler eights with FD/OD you can shift into second over if you need more acceleration.

Any modern good quality multigrade motor oil should work fine, but I would recommend the addition of a ZDDP additive as the modern oils no longer contain enough zinc to protect the cams and lifters.

My understanding of Chrysler transmissions in the 39-40 timeframe is that fluid drive (FD) was only available on the stright eights. In 1940 the Saratogas, New Yorkers ands Crown Imperials came standard with a three speed mahual transmission, but FD coupled with OD was a $27, option. The Borg-Warner OD had the electric kickdown feature, called "Cruise-Climb" by Chrysler. Needless to say very few eights came without this option, but it was not offered on the Travelers. The FD transmission had three forward speeds and OD just like the sixes with OD, but the sixes did not have the FD. I have a 1940 Saratoga and you can shift through the gears normally or just leave it in third, stop without depressing the clutch, and then accelerate away, albiet leasurely. I understand that the same setup was an option on the eights in 1939 and 1941, except that in 41 first gear was blanked out. I find it to be a very flexable setup. One advantage of FD is that it eliminates sharp jerks on the transmission, the differential and the drive shaft. My Saratoga (top of the Chrysler line in 1940) will cruise all day at 65.

I have a 40 Chrysler Saratoga and the fuel guage does not work. It is the only system I've seen with two wires to the sending unit. How does one troubleshoot this system?

One thing I would suggest if you plan any serious road driving and that is radial tires. My 1940 Chrysler eight (Saratoga) has Coker radials and it handles very well and will cruise at 70 all day. It has Fluid Drive, but a regular 3 speed transmission with Cruise and Climb (kicks down) overdrive. My favorite radial tires are produced by Diamondback Radials as they use new modern big name radials that they vulcanize wide white rubber on.

Since the 3 window coupes have come up, maybe someone can explain to me why Chrysler Corp. in the 46-48 model had busness coupes in all models, Plymouth, Dodge, DeSoto and even the New Yorker, but they only had a quarter window in the Plymouths. The Plymouth business coupes are IMHO very good looking, better than the club coupes, but the more expensive Chrysler prducts wth heir litle 3 window top look ugly, again IMHO.

Does anyone know a good source for the repair of horns? I have a 40 Chrysler (6 volt positive ground). One of the horns does not function and I'm having trouble finding a replacement. Many thanks!

I have 40 Chrysler Saratoga straight eight. It is in great shape, but only has four wheels (no spare tire or wheel). The Saratoga, New Yorker and Imperials in 1940 had the same 15" wheels (Traveler did not), Chrysler part # 854178. What other Chrysler wheels will fit. I know that Chrysler eights through 1950 used 15" wheels. Are they the same? Does anyone want to sell the right wheel?

I'm getting ready to sell my 56 Patrician, but it is in South Carolina. The car looks and drives great and can be driven anywhere. The engine has been upgraded with electronic ignition and a Packard International rebuilt oil pump. Ultramatic transmission replaced about 15 years ago with a TurboHydramatic 400. Modern AC added. Can send pictures if you are interested. $15,000 ONO. Charles Neuhaus, Myrtle Beach. Email: cfneuhaus@earthlink.net

The P-15 Plymouths could not cruise at Packard speeds for one reason, no overdrive. Plymouth finally offered overdrive in 1952 and my Mother's 53 Plymouth would cruise all day at 70mph. Look at the little prewar Studebaker Champion, which offered overdrive. It would also cruise at 70, but not uphill. I currently have a 1940 Chrysler Saratoga (eight cylinder)with overdrive (and Fluid Drive) and it is perfectly happy at 70.

To the best of my knowledge all U.S. cars have used either 14mm or 18mm sparkplugs since at least the 1920's, as do European makes. How did the various countries agree on metric sparkplugs when they did not agree on anything else? Does anyone know the background/history of this decision?