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?

Since we are covering the waterfront, I will put in my two cents worth. I don't hate the bathtubs, and the convertibles are gorgeous, but they are nowhere near as good looking as the 41 through 47 Clippers. When one compares the quality of the top-of-the-line bathtub Packards with Cadillac, I believe Packard comes out on top in comfort, upholstery and appointments. True the dash was not as impressive as Cadillac and must less so than Chrysler, but the dash on the 51 through 54 Packards was even less impressive (the 55 and 56 dashes are sensational). What I never understood about Packard was their concentration on the middle price field after WWII. When they could sell anything they built (and were limited on how many cars they could build) in 1946 they built taxicabs to compete with DeSoto. Strange management decisions.

My friends 53 is a Commander sedan on the shorter 116.5" wheelbase and I still think it was a good looking car. Certainly the Land Cruiser was better proportioned. I don't know the wheelbase of the 53 Chevy, but the Ford was 115" and the Plymouth was 114", both shorter than the standard Studebaker sedan. The Land Cruiser put the extra length in the rear seat area, unlike most manufacturers who put the extra length in front of the cowl or in the trunk.

It has long been recognized that the failure of the 1953 sedan was the beginning of the downfall of Studebaker. As a long time SDC member I have always accepted the prevailing view that the sedan design was too "different" for the American buyer. I have changed my mind. A friend has a 53 Commander 4-door sedan and I was looking at it recently. It is not a bad looking car when compared to either the 53 Chevy or Plymouth. The Ford was a bit better looking, but still had the old flathead V8. In addition Studebaker had a modern OHV V8, a good automatic transmission and Hill Holder. Why then were its sales so low. I'm convinced that the culprit is the 53 Loewy coupe/hardtop. When a prospective buyer went to the Studebaker showroom the sedan and coupe were side by side and the sedan looked "clunky". Put a Loewy coupe next to a 53 Plymouth, Ford or Chevy and they would also look "clunky". The Corvette was so different it did not detract from Chevy, since it only held two people. Any thoughts?? Chuck Neuhaus

I recently purchased a 1940 Saratoga straight eight. It lacks a 15" spare wheel. Since 40's are a little rare, are the 15" wheels for the 46 through 48 Chrysler eights interchangable with the 40, which I measure to have a 5 1/2 inch bolt pattern?

I have a 1940 Saratoga and I find the straight eight to be a wonderful responsive engine and smooth as silk. Considering the Chrysler used the same 323.5 engine from 1936 through 1950 with no significant changes indicates that they wre very happy with this powerplant too. While not quite up to Packard eight standards, it was a lot of engine for the money. Chuck Neuhaus, South Carolina

Many thanks!!

Well I didn't get any replies to me query about manuals, but I'll try again. I have recently purchased a 1940 Chrysler eight (Saratoga). It is in excellent shape, but the engine is painted a dark red, which I think is wrong. What color should the engine be? Many thanks!

I recently took delivery on a 1940 Chrysler Saratoga. The car came with a shop manual (Thank God), but it doesn't have an owner's manual nor a parts manual. Can anyone recommend where I can best find these (original or reproduction)? Is the parts manual available in CD form? Thanks for your help, I will include a picture when I get one. Charles Neuhaus, Myrtle Beach, South Carolina

The owner tells me that the car has fluid drive and it clearly has an overdrive control under the steering wheel. Dammann's book "70 Years of Chrysler" states that the 40 Chrysler fluid drive replaced the flywheel in front of the 3 speed transmission with overdrive. Fluid drive was standard on Imperials and optional on all eight cylinder models (Traveler, New Yorker and Saratoga). According to Dammann the M-4 semiautomatic transmission was first offered in 1941 and the overdrive option was dropped.

I recently purchased a 1940 Chrysler Saratoga, but have yet to pick it up. I know that in 1939 Chrysler introduced a new overdrive that they called "cruise and climb". My Saratoga has both overdrive and fluid drive. Is its overdrive like the ones used by numerous manufacturers after Worle War II? In other words does it have a kick-down feature? If so, is it activated by an electric solenoid? Many thanks for your help.