Consider Restoring A Vintage Chrysler, Plymouth, Dodge Or Desoto

More and more vintage Chrysler vehicles are being rescued from fields, woods, junk yards along with the crusher than any other time.

The reason behind this change from the hobby is basically related to the fact as Fords and Chevy's (yawn) are receiving fewer in numbers and subsequently more challenging to get in good restorable condition, restorers and street rodders have found the previous MoPars to become exactly the ticket for scratching the restoration/street rodding itch.

In this post, we're going to examine the MoPars of the early to late thirties and compare them with their GM and Ford counter parts.

Right from the start (1924), Walter Chrysler got down to create a superior automobile maintaining true your idea throughout his tenure as the supreme leader with the company that bore his name, he was sure to include items that were uncommon for trucks and cars within the low and mid-price field.

One aspect was four wheel hydraulic brake systems in most car and truck they built, while the competitors remained using mechanical brakes which required frequent adjustments and were unreliable regarding uniform braking of each and every wheel. Even though the more deluxe and expensive cars through the day (Duesenberg, Packard, Cord, etc.) used hydraulic brakes throughout, GM and Ford didn't change over until the middle to late thirties respectively.

Shifting returning to the 1930's we find that with no more the 1934 model production run, Chrysler had built the past "Chrysler" badged automobile to utilize wood like a structural component since the 1935 model PJ introduced the time of the all steel bodied affordable car. This kind of construction was unusual for the majority of cars in those days but unusual in a vehicle that sold to get a mere $510 FOB. Ford and GM continued to utilize wood for a lot of more years.

The all steel body provided an even more rigid vehicle, less vulnerable to body flex on rough terrain or roads when coupled with the use of leaf springs made of "Mola" steel, on a 113 inch wheel base, the ride was smooth and quiet.

Finally, the 1935 model introduced one of the most advanced flathead six cylinder in the industry and Chrysler used this engine with relatively few modifications until it turned out replaced by the slant six engine in 1960.

With a rating of 82 HP it placed fit neatly involving the Chevrolet six at 80 HP and the (large) Ford flathead V8 at 85 HP. Additionally, this new engine referred to as 'L - Head' Six had essentially the most advanced cooling system of any engine built then.

By using a water distribution tube that ran the duration of the cam shaft and extending the river jacket towards the bottom of the connecting rods produced a cooling process that kept the block uniformly cooled - front to rear and bottom to top.

As we know, the cooler the engine runs the less friction is produced leading to better gas mileage and oil consumption.

The engines are factory balanced and valves are located within the block and are perfectly uncomplicated requiring little if any maintenance.

All Chrysler engines were placed on what Chrysler had dubbed "Floating Power" (introduced many years earlier) which is, mounting the engine on blocks of rubber as opposed to straight to the frame thus removing engine vibration that could ordinarily be transferred to your body through the frame fifth ave vw.

Additionally, the job of those motor mounts gave the engine perfect weight balance which further reduced harshness and vibration.