Category Archives: Auto Technology

Mopar Door Panel Project – The LeBaron Part 2

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Let’s finish up the coverage of this project.

As you as in the Part 1 we ran into some issue with the clue holding on some critical parts of the door panel, like the part that holds up on sub-panel that holds the controls for the window, locks and mirror remote.  Also needing attention was the vent channel that push air to driver’s window to defog it.

I wanted this fixes to be permanent and it was clear that more glue wasn’t going be a long-term fix.  There isn’t much that makes up the door panel, it was only about 1/4″ thick. Now I know it might make folks cringe, but it was necessary, I used very small (short) hobby screw.

Here are some pics:

This first pic is showing the actual problems.

PANEL2The two “A”s are showing the two clips on the back of the brace that accept the male part of the clip from the panel that holds all the controls.  Without begin attached the back of the door panel the control flop around and slide out-of-place.

The “B” and arrow highlight the issue.  There the glue let go and you can see the gap.

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Here you can see the vent channel.  This posed a bit of an issue because the door panel is thin here and on the outside there is a locking ring that is mainly a decorative actually had locking prongs, which as a result of the glue no longer holding fast, broke off and I had to JB Weld them back on.  In this pic you can see one of the screws I used to put every thing back together.

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Here is a close up of the one of the screws.  In the lower left you can see on of the blobs of glue that came loose.

This was a really easy repair, however, we didn’t resolve the window issue.  So we’ll pull the right side door panel and see if we can fix window issue and as long a we’re in there we’ll shore up the braces.

Thanks for reading.  Leave a comment.

Tim

1926 Rolls Royce Phantom I

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Great work on this one. I love the engines in these cars!!!!
Tim

1926 Rolls Royce Phantom I

Posted on 11/26/2012

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Trio of Twisters (Twister Special Mustangs, that is) to storm Kansas City | Hemmings Blog: Classic and collectible cars and parts

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Trio of Twisters (Twister Special Mustangs, that is) to storm Kansas City | Hemmings Blog: Classic and collectible cars and parts.

 

Would You Take A Viper Over A ZR1?

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Would You Take A Viper Over A ZR1?.

Event Coverage: Return To The Coast – Where Musclecars Unite

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Event Coverage: Return To The Coast – Where Musclecars Unite.

 

 

Enter to Win a Shelby Cobra – Win With A Cobra

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Follow the link below:

Enter to Win a Shelby Cobra – Win With A Cobra.

 

Win With a Cobra

 

 

POTD – Steven King’s Christine

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POTD – Steven King’s Christine.

http://redstripeadventure.wordpress.com/2012/11/29/potd-steven-kings-christine/

Engine Line Up – 1956 Hudson Part III (Packard Engine in a Hudson?)

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I need to finish this one up so here are the V8 offerings for the 1956 Hudson.

Interesting enough one was called the Packard Eight and the other was the Hornet Special Eight.

The Hornet Special Eight was a V8 with overhead valves.  It was a cast iron block that displaced 250 cubic inches.  The bore and stroke were 3.50″ x 3.25″ and a compression ratio of  8.0:1 helped produce about 190 hp.  This was topped by a Carter WGD two barrel carb (Model 235S).

The Packard Eight, was it the really a Packard engine?

What I do know is that the Hudson engine was a V8 with overhead valves and cast iron block.  It sported a bore and stroke of 4″ x 3.50 (which means the bore was half an inch larger than the Special and the stroke was quarter of an inch larger.  This upped the compression ratio to 9.5:1 and displacement up to 352 cid.  Topped with a Carter carb WGD two barrel (Model 2231SA it produced 220 hp.

But was it a Packard engine?

It may have been.  In 1955 Packard powered some of its models with what they called the Clipper Custom or the Packard Line V8 (up until that date any Packard 8 cylinder was an L head).  This engine had the same bore and stroke, compression and displacement (352).  It had more horse power but that was more likely attributed to the 4 barrel Carter carbs that were used (models 2232S or 2284S).  Packard also used Rochester Type 4GC four barrel carbs on some of the models.  So I can’t conclude for certain that it was the same engine, but I believe it was.  I’ll see if I can find the answer with more research.

56 Hornet

Thanks for reading.

Tim

MCACN: 1952 Chevrolet 3600 Pickup Truck

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MCACN: 1952 Chevrolet 3600 Pickup Truck.

 

This 1952 Chevrolet 3600 pickup truck was found in a North Dakota farmfield.

To seem more follow the link above to Classic Recollections.

I love the painted dash on this 52 pickup.

 

Thanks for reading.

Tim

Engine Line Up – 1956 Hudson Part II

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Next up we have Hornet Six and the Hornet Twin-H Six.

The Hornet Six was a cast iron power plant and displaced 308 CID.  Like all the Hudson 6 cylinders this was an in-line L-head.  This had 3 – 13/16 bore and 4.50″ stroke and a compression ratio of 7.5:1 and with a two barrel Carter carb (WDG Model 2252S) it would be the Hornet down the street with 165 hp.

Here a commercial image of the Cater WGD carb.

The Hornet Twin-H Six is basically the same engine, same displacement, bore and stroke, but this was topped with 2 WA-1 Carters (Model 2113S) one barrel carbs.  This set up helped it reached 175 hp.

 

1956 Hornet

Twin-H 308 CID Straight Six

 

Thanks for reading.   The V8’s are coming up!!

Tim