Re: Block markings & trans stuff

[Bill <Y1TopBanana73@xxxxxxxxx>]

Wow Bill, that's great! Thanks for all the info. This email is a keeper!

Bill M
65 Coronet 500 'vert

On Wed, Sep 10, 2008 at 3:19 PM, Bill Watson <wwatson6@xxxxxxx> wrote:
>
>
> Engine numbers appeared on cars long before serial numbers (Vehicle
> Identification Numbers, these days).   Which is why many state/provincial
> motor vehicle departments used the engine number to identify the vehicle.
> American-built Fords used the engine number to identify the car from the
> beginning in 1903 right through to 1948.   For the Chrysler Corporation, the
> 1926 models were the first the engine number and the serial number were not
> the same.
>
> In the case of Chrysler Corporation, engines began using the Engineering
> Dept.'s model number as the engine number prefix in 1926.   As the model
> number was (with a few exceptions) model year unique, you could identify the
> make, model and year of the vehicle.  During 1957, when Chrysler began the
> move from make unique engines to corporate engines, the Engineering Dept's
> model year letter replaced the car line model number.   The change began in
> 1958 in Canada.
>
> The Engineering Department's model year letters were - A, B, C, D, E, F, G,
> H, J, K, L, M, P, R, S, T, and V.   "A" years were 1924-25, 1942, 1965 and
> 1982.   Combined model years were 1924-25, 1946-48 and 1951-52.    The
> letter "Q" was used once - for the 1960 Valiant.   For the years 1973
> through 1979, the last digit of the model year was used in some cases
> instead of the model year letter.
>
> When a model number was used for a second or third Engineering Dept. model
> year, an "*" was placed after the model number.    The 1934 (model year J)
> Chrysler Custom Imperial Airflow model CW was continued into 1935 (model
> year K) with very few changes and the same model number, which became CW*.
>
> All 1964 engine numbers start with the letter "V", followed by the engine
> size (2 or 3 digits) and the date it was assembled - in the U.S.   Engines
> were also stamped with "HP" or "MP", when needed.   Canadian engines did not
> use the U.S. layout until the 1966 model year.
>
> Chrysler pushbutton transmissions used two cables when the transmission had
> a park position.  No park position - one cable.  Thus all cast iron
> Powerflite and Torqueflite units have one cable.   The A904 in 1960-61 came
> in two versions - Valiant/Lancer (park sprag - 2 cables) and Plymouth/Dart
> (no park sprag - 1 cable).  The same held for the 1962 A-727 -
> Plymouth/Dart/Polara (park sprag - 2 cables) and Dodge 880/Chrysler/Imperial
> (no park sprag - 1 cable).   And as 1965 Torqueflite units had a park
> position, 2 cables were used.
>
> As for the 1965 transmissions, the following were ball-and-trunion models
> and where they were used -
>
> A-904 :
> 2466 120 - A body 170-cid
> 2466 119 - A body 225-cid
> 2466 118 - B & C body 225-cid & A body 273-cid
> 2466 122 - B body 273-cid
> 2466 123 - A body 273-cid
>
> A-727 :
> 2466 111 - C body except HP & MP engine - early (before engine 78085C in
> CDA)
> 2466 112 - C body 361-cid & Chrysler (early) (before engine 70128C in CDA)
> 2466 113 - C body HP & MP engines - early  (before engine 66403C in CDA)
> 2466 125 - Imperial (early)
> 2466 134 - B & C body - 318-cid, 225-cid HD, & Taxi  - early (before VIN
> 181816 in CDA)
> 2466 135 - B body with 273-cid
> 2466 144 - A body 273-cid, 4-bbl carb
> 2466 145 - A body 273-cid RHD
>
> 1965 Torqueflite with slip yoke output shaft -
> A-727 :
> 2466 147 - C1,C2,C3 - late (from engine 70128C in CDA)
> 2466 148 - C body HP & MP engines - late (from engine 66403C in CDA)
> 2466 149 - Imperial (late)
> 2466 152 - B & C body - 318-cid HD & Taxi - late (from VIN 181816 in CDA)
> 2466 166 - C body except HP & MP engine - late (from engine 78085C in CDA)
>
> Bill
> Vancouver, BC


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