In the Summer of 1953 Chrysler brought out the PowerFlite on the last of the 1953 models and then it was used exclusively on the '54's. I've dealt with these Mopars since 1964 and have found out a little about them. My early '54 was originally a 2bbl and had the PowerFlite. If he has the fluid drive it may have been a Chrysler snafu...like when the Hydramatic plant burned and Olds/Cads tempoarily had Dynaflows or PG's Or the original engine got gone for whatever reason and someone swapped a '53 engine and fluiddrive in. My '53 has the fluiddrive...ugh, an in-out box would perform better. Thanks.
So I guess I did pretty good considering I only paid $800 for the car then? Here is a shot of the motor. What power steering set up is this?
A few posts earlier we had the revelation about PFs for long tails. But it seems he has a short tail block.
A non running 54 short tail should go for that, or a little more. Next thing....what are the #s on the heads? We need to see if they are round or oval ex port heads. They may be, & that might explain the jump to 195 from 180. The oval port heads take long reach plugs.
It is reported that Andy sold the business some time ago. Some issues reported with new owner. Be advised... .
My engine is a C542-8-36xxx and it is a short tail hemi. Where the C542 long tail in the previous pictures came from is anybody's guess. Drunk worker stamped C542 instead of C532 I guess.
It was a very nice day, so I took my 48 Plymouth coupe out for a ride today instead of working on my son's car. Sorry son. I have a thought on the motor block thing. I've dealt with a lot of 50s Dodge trucks, the truck book states that Dodge made running changes whenever improved parts/systems became available rather then waiting for a model year change. One could probably safely assume if that was the case with Dodge trucks, that plan would probably be across the board with the Chrysler family of cars & trucks. It would make sense since it is documented that Chrysler changed from the fluid drive trans to the PowerFlite midway through the 53 model year. Would it not also make sense that they would do the same thing with the motors? At the change of the 54 model year, Chrysler upped the horse power of the 331 from 180 hp to 195 hp with the 2bbl, and added a 4bbl version with 235 HP. Could have been done with better heads, a better cam, or who knows. In the early 50s HP was king, and more HP = more sales. Better, improved heads or hotter cam, could have easily been added to the 53 long block. When they changed from the clutch assisted Fluid Drive to the PowerFlite at mid year 53, the need for the extended bell went away. To shorten the block would have required a retooling and a different transmission housing. Its possible the combination of either of these developments was not ready at the beginning of the 54 production, so the already in production long block/PowerFlite combo was updated with the additional HP and installed in the early production 54 cars, regardless of it being a 2bbl or a 4bbl carb. My book stated the engine production of the 54 started with C541-8-1001 for the 2bbl and C542-8-1001 for the 4bbl. The difference between the two lines could have simply been a cam, an intake, and single or dual exhaust. More 4bbl motors were produced then the 2bbl motors, and its unclear if there was more then 1 engine plant producing the V8. I envision 2 lines at the same plant, when the inventory of the long blocks ran out, (or maybe the inventory of the short bell transmissions ran out) the change over took place. The pictured C542-8-13xx long block would have a retaliative early production motor (production started at 1001). The motor in my son's car is 14xxx which was 11,000 more motors later then the long block shown. Likely, the early production motors were all long block motors and at some point in production the short block/large bell PowerFlite change over took place. Because the cars were produced at more then 1 plant, it will be nearly impossible to pinpoint a date of the change over. I'm willing to bet if we could track the motor numbers, we would see the point where the change took place. The motor numbers could identify what # block was the first short block put into production in cars, but the long blocks were produced much later in other applications like industrial use. That's my theory anyway. Gene
You never know, but the plan was the 2 bl in the std NYer & 4 bl in everything higher up the chain. The same cam was used in all 331s that had hyd lifters, so the increase from 180 to 195 could be use of oval ex port heads...or...someone said that the 2 bl engine actually made 200 from the get go in '51, but that was huge HP back then & they didn't want to scare the elderly who tend to buy Chr brand cars. By '54 Caddy was up over 200, so...
I have just purchased a 1954 331 hemi long block for $600 from a friend that pulled the engine about 15 years ago from a 1954 Chrysler New Yorker Wagon, When I got it home I cleaned to find the ID numbers shows to be a C541-8-6010 and with a stock 4 Barrel carb and manifold with a Poweflite Trans, Engine spins and not froze, Pic also shows that it had a cross over single exhaust system, Not dual exhaust? What HP does this engine have in the stock form? Did the intake get changed at the factory with a 2 barrel engine for the wagon and the block not get stamped correct? I belive looking at this engine and working on it so far that its original equipment on the engine. Thanks for any input. Chris 29 dodge coupe
Base New Yorker motor that year was the 195HP hemi V8. Optional or New Yorker Deluxe motor was the same motor with 4 barrel carb, 235HP. This was the most powerful passenger car motor in the world that year. All 54s came with Powerflite. This trans was introduced in the middle of the 53 model year, first on Imperials. Evidently that year they made a Powerflite that fit on the old block with the bellhousing extension. At some point they changed to a conventional block and bellhousing probably before 1955. In any case that is a great car and very cheap at $800. One of less than 2000 2 door hardtops made that year. The most advanced car on the market with the best engine, trans, available power steering, air conditioning etc etc. Definitely deserves to be restored and preserved. Will have no trouble keeping up with modern traffic if everything is in good shape.
...and the saga continues... Your first pic appears to show what I believe to be oval port exhaust manifolds so the 4-bbl intake would of course then match up to the heads, rather than the factory just changing the intake. If anyone has a spare adapter plate for the Powerflite and wants to sell it I would like to have one for my shop display. Send a PM or call.
I believe you are correct. As I pointed out, my NYD has Gemmer hydroguide power steering, but really late 54's had Chrysler Coaxial types. The point is that Chrysler (and probably GM and Ford) made running changes on lots of items. This thread has really brought out that there is a way of putting the Powerflite up to long tail blocks. That is probably what my old Algebra teacher had done on his 52 Saratoga. Had a hemi, but it automatically shifted, which meant it was a Powerflite behind a long tail block. BTW: I believe the short tail 331s had a plate sandwiched between PF bell housing and engine. I think they called it a Mohawk plate, and the purpose was for starter mount. It also reduced the bell housing depth too. Keep up the good work on the 54!
I belive the engine to be all original , Intake manifold could have been changed at the dealer in 54, it was a NY station Wagon. Picture of head ID Numbers appear to be 1466---- Can not make the last numbers till cleaning it done.
Interesting. The illustrations in the '54 shop manual clearly shows a standard long tail, round ex port head engine as being used in the std NYer. According to Leo's book, the oval ex port heads, 1486833, were used on ALL '54 Chr.
Remember the manuals were prepared before introduction day. That could be a very early production, or more likely, pre production prototype.
I emailed this guy on ebay and he emailed me back that he has a dual exhaust system for a 54 imperial but says he doesnt think it will fit my new yorker. Is he correct? Arent they pretty much the same underneath? Thanks Eric
I think both are the same car with just a different name stuck on them, like the Fury/Belvedere/Savoy later were all the same car.
According to The Standard Catalog of American Cars, the '54 Chrysler (all models) had a 125.5" wheelbase. The Imperials of that model year varied by model, from a minimum of 131.5", 133.5" and 145.5". The hardtop models, such as yours show the 131.5" wb. That is 6" greater, but it appears to be ahead of the firewall, i.e. longer frame and front end sheet metal. Assuming (always a risky proposition) common engine placement relative to the firewall, the Imperial exhaust system would probably fit. But I can understand the reluctance of the vendor to say so, if he didn't actually check fitment himself, as no vendor really WANTS returns. Ray
10wt non detergent motor oil is available,...Cheveron, and I'm sure others, has it. We bought it from them to use it in our Spicer 10 speeds, as spec by the trans mfgr. I think ant truck place can steer you to a source as well.....There's many of those RT8609 trannies out there. Great looking ride !!!!! 54 saw some really nice cars. 4TTRUK
How long have you been waiting? On a different note Im still having issues getting a drag link or center link or whatever you want to call it. Ive found one that works for cars with out power steering but cannot find on for power steering. Any suggestions? so you have an idea what im talking about here is a link to the one without ps. http://www.ebay.com/itm/Replacement...pt=Motors_Car_Truck_Parts_Accessories&vxp=mtr
Waiting at least 3 weeks or more. The part you are referring to is a DRAG LINK. There is no center link as there is a pivot link that rotates the drag link motion 90 degrees for the tie rods. As far as the link listed, it says something about part time. This may be something to do with the two types of power steering used on 54 Chryslers. I will look into this, as I have a Motors Flat Rate Manual, which lists the steering parts. Also have a Hollanders interchange manual that might help you out.
I would send him a new email about the exhaust because they responded quick to me. I appreciate you taking the time to check out your info!
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