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 How mutch i need to expect to pay for a l-350 complete

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tybob53
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Fri Feb 28, 2014 10:22 pm

I am not sure my car would be ready to carlisle this year , i will send you all the picture of the engine by monday , i will need help to make it right Very Happy
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Fri Feb 28, 2014 10:33 pm

I will be glad to accept those condition and bring my baby at carlisle we would work together to make it perfect Very Happy

Thank again
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Fri Feb 28, 2014 10:57 pm

I have a couple of questions. Where in the hell are you from? Valleyfield, ?

Fill out your 'profile' in a little more detail, please?

In your motor picture. Underneath of that alt, below the dist hole, is a flat horizontal, in line with the block deck, machined pad.

On that machined pad is the stampings we are talking about. The year code, and the cubic inch displacement. PLEASE, take a good picture of that area for everyone. It will put all this speculation to bed.

Next, you will be instructed where to locate the head castings, (what motor they are to). Others on here will tell you where the block castings/dates/VIN are located.. NOT that year/cubic inch stamping I was telling you about.

Your v'covers are indeed 4 bolt. So that means your heads are '58 to '61. But the covers are late '59, '60's and '61's.
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Fri Feb 28, 2014 11:13 pm

Valleyfield is in quebec , city in canada , i am a mechanic more specialized in new car , i own a dyno shop and most of the time i tune new car , i built many buick grand national and some other muscle car for the last 16 years and last years was my first christine i built for lee and he win a throphee at new york this summer , i was dreaming to get a christine for about 12 years and this summer i find one whit the help of lee and i dicided to built it whit i low budjet but you know how it is Smile i start whit a paint job and now i make a frame off and i send all
My parts to chrome shop for tripple chrome and i buy that engine and i send all
My interior to get it new Smile i am 41 now and its time for me to make my dream
Come thrue ..... So that a little bit of me Smile
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Sat Mar 01, 2014 12:33 am

Alumcantandthd,
Great info and really cool history on the manual transmission & CG 350. Thanks for that.

-Joe

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Sat Mar 01, 2014 4:50 pm

Ok i got my engine today , i read the code on engine near rhe distributor and that says L-350 58725 ill take a picture monday of all the engine and carb
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Mon Mar 03, 2014 12:51 pm

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Mon Mar 03, 2014 2:50 pm

Ah,,,,,,.  Pop off your rocker assembly, easy to remove put back on.  Unless you can get down inbetween them.  Post a picture of, or write down the head casting #, please?

Your dist, and carbs are not L-350, or Golden Commando 350.  That dist is 'lecronic.  Probably either aftermarket or a '72 400.

I can't remember the GC carb #'s off the top of my head, somebody will chime in here with the correct #'s.  Do you have the yellow factory service manual?  If you do, those #'s are listed (stick and auto) in the first few pages in there.  You can even GOOGLE the Carter carb #'s

Years ago I found a front carb in one of the trash barells at Carlisle!

Bloody One (His Highness), will tell you where the block casting # is located.

ALL my 350 books, reference material, except for a photo alblum, (which has the Ditzler paint #'s)and 3 bumper wings, I sold out completely with the stick shift convt, and a parts car, in '02.

There for a while I had the ONLY surviving, driving, FACTORY manual trans Belvy Convt on the planet!  Around '05 in there abouts, a FACTORY GC 350 stick Convt was found and drug out in pieces in a swamp in Mississippi, or down in there somewhere.

Wayne (Bloody One, His Highness) tried to buy that car.  It sold for BIG $$$ and is getting an extensive resto up in Canada right now.

So any and all this info I'm passing along to you, is what is/was retained in my feeble remaining 5 brane sells.

As I mentioned, Joe and Wayne are building AUTHINTIC movie "Christines"!  Wayne being the ONLY person in the world that found a NOS GC 350.  They know a lot more than what I forgot.

As I mentioned, the 'football' air cleaners are being re-popped, use the 426 throttle linkage, (might be cheaper to find a orginial) Wayne and Joe was instrumental in getting the right exhaust manifold re-popped.  The valve covers, yer just gonna have to look at every '58, Ply GC 350, cheapie Dodge/DeS you run across!

Send ole John Fowley (Big M Auto, Brillo Face/Scratchey Beard) out there a jug of Crown Royal, and a list of what parts you are looking for.  There isn't enough room on this web site to sing praises/accolades to John.  Oh forgot, Fowley is re-popping the little 'elbow' trim for the upper Sportone moulding.
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Mon Mar 03, 2014 3:11 pm

hi the heads number under the rocker arm is 1851509-1
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Mon Mar 03, 2014 9:08 pm

You kill me Rick! If it wasn't for your colorful imagination and uncanny ability to make me laugh well... Mr. Bigglesworth would get upset and we all now what happens then! LOL

The original manifolds are very expensive. Expect to pay anywhere from 2500 for a rough RT side and up to 4k or more for a nice clean survivor. BigM has one right now so my advice is call him if you can't live without it.

As for the carbs the correct numbers are 2652S and 2653S..... Rick is correct on all counts with his information concerning the dizzy etc. Still, you have either a real modified GC there or a 350 from a 58 Dodge. Congratulations! Smile

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Mon Mar 03, 2014 11:41 pm



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Mopar Casting Numbers/Bore and Stroke



Board index » Christine Car Club Tech. » Engine, Transmission & Drivetrain







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Mopar Casting Numbers/Bore and Stroke

Postby EVIL_FURY on February 9th, 2010, 11:34 am

I found this great info on the web today... Enjoy!!

RB/B, LA Cylinder Head Casting Numbers
The casting numbers for most RB, B, LA heads are found in two places. On the underside of the head on an intake runner, and under the valve cover on an intake runner.

Casting Number Under Valve Cover on Intake Runner.

Image


Casting Number on the Underside of Head on Intake Runner.

Image


Slant 6 Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
2206035______________ 170/225_______1962-65_____1.62/1.36
2843169_____________170/198/225_____1966-74_____1.62/1.36
3698995_______________198/225________1972______1.62/1.36
3614850_______________198/225_______1972-73____1.62/1.36

LA Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
2465315_________________273_________1964-65_____1.78/1.50
2532080_________________273_________1964-65_____1.78/1.50
2536178_________________273__________1966_______1.78/1.50
2658234_________________273__________1966_______1.78/1.50
2658920_______________273/318_______1966-67_____1.78/1.50
2843675_______________273/318_______1968-74_____1.78/1.50
2268341_________________318_________1962-67_____1.84/1.56
2658234_________________318__________1967_______1.78/1.50
2843675_________________318_________1968-74_____1.78/1.50
3769973_________________318_________1975-83_____1.78/1.50
4027163_________________318_________1977-86_____1.78/1.50
4027593_________________318_________1977-84_____1.78/1.50
4323302_________________318 Fast Burn 1985-86_____1.78/1.50
4323345_________________318 Police____1983-86_____1.78/1.50
2531894_________________340_________1968-70_____2.02/1.60
3418915_________________340TA________1970_______2.02/1.60
3418915_________________340_________1971-72_____1.88/1.60
3671587_________________340___________1973______1.88/1.60
3418915_________________360_________1970-72_____1.88/1.60
3671587_________________360_________1973-74_____1.88/1.60
3769974_________________360_________1975-76_____1.88/1.60
3671587_________________360__________1976_______1.88/1.60
4027569_________________360_________1977-86_____1.88/1.60

RB/B Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake/Exhaust
4021051_________________360_________1977-86_____1.88/1.60
1737637_________________361_________1958-59_____1.94/1.60
1944705_________________361_________1958-59_____1.94/1.60
1737637_________________383__________1960_______1.94/1.60
2206324_____________361/383/413_____1961-62_____2.08/1.60
2206924_____________361/383/413_____1961-62_____2.08/1.60
2463200_____________361/383/413______1963_______2.08/1.60
2406516___________361/383/413/426___1964-67_____2.08/1.60
2408520_________________413__________1964_______2.08/1.60
2402557______________413 - 300J_______1963_______2.08/1.74
2402286__________413/426 Max Wedge__1962-63_____2.08/1.88
2463209____________426 Max Wedge_____1963_______2.08/1.88
2406518____________426 Max Wedge_____1964_______2.08/1.88
2406158______________383/440_________1967_______2.08/1.60
2780915______________383/440_________1967_______2.08/1.60
2780915_______________440HP__________1967_______2.08/1.74
2843906______________383/440________1968-70______2.08/1.74
2951250________________440___________1968________2.08/1.74
3462346____________383/400/440______1971-72______2.08/1.74
3462346______________400/440_________1973_______2.08/1.74
3751213__________400/440 Motor Home__1973_______2.08/1.74
3769902______________400/440_________1974_______2.08/1.74
3769975______________400/440_________1975_______2.08/1.74
4006452______________400/440________1976-78_____2.08/1.74

Hemi Engine Cylinder Heads Casting Numbers

Casting Number______Engine CID______Year____Intake Exhaust
2468016______________426 Hemi________1964_______2.25/1.94
2531110_______426 Hemi (SS) - Aluminum_1965_______2.25/1.94
2780559______________426 Hemi_______1966-71_____2.25/1.94

B/RB Cylinder Block Casting Numbers

1852029 413 RB Truck &1962 Max Performance
2120529 413 RB 59-65
2205697 413 RB 59-65 Pass. Veh.
2205697 426 RB 64 Pass. Veh.
2406730 426 RB 63-65 Wedge & Max Perf. Wedge
2432230 426 RB 64-66 Wedge & Max Perf. Wedge
2468030 413 RB
2468330 426 RB 64-71 426 Hemi (Stage I & II)
2536430 440 RB 66-72
2568130 383 B 59-71 (Full Series)
2658836 426 RB Commercial
3614230 400 B 71-72 (Full Series)
3698630 400 B 73-78 (Full Series)
3698830 440 RB 73-78 (Full Series)
4006530 400 B 76-78 (Full Series)
4006630 440 RB 1978

B/RB Intake Manifold Casting Numbers

Casting # Application
1827899-1 1958- 350/361/383 (Dual Quad)
2408156 1963 Max Wedge NASCAR Single Plane
2806178 1968-69 440 4bbl
2806301 1968-69 383 4bbl
2951666 1970-71 383 4bbl
2951736 1970-71 440 4bbl
3614014 1972 440 4bbl
3614046 1972 400 4bbl
3671879 1973 400 4bbl
3698442 1974 400 4bbl
3698444 1973 440 4bbl
3751721 1974 440 4bbl
3830733 1974-76 440 4bbl
3830949 1975-76 440 4bbl
2946278 1970-71 440 6bbl
3412048 1969 440 6bbl (Aluminum)


Early Mopar Bore and Stroke

LA CHRYSLER Small Blocks

273 "LA" Engine
1964-69 • 3.63" bore x 3.31" stroke
Realizing the need for a lighter V8 engine for use in the smaller vehicles then coming on the scene, Chrysler designed its first "thinwall" small block. Known as the "LA" engine series, the first engine out of the box was the 273. Light and compact, the 273 posed much less of an engineering challenge to fit in the new A-body chassis. While never intended to be a powerhouse, high compression, solid-cammed 4-bbl versions of the 273 did run well in cars like the Barracuda Formula S.


318 "A" Engine
1957-66 • 3.91" bore x 3.31" stroke
Filling the gap between the slant-6 and the early Hemi and later the "B" was the job of the 318 "A" engine. First produced in 1957, the first 318 employed "thickwall" casting techniques that, while very strong, handicapped it with excess weight. It did make decent power, was economical to operate and was reliable as a stone, making it perfect for its use as the base V8 engine.


318 "LA" Engine
1967-and-later • 3.91" bore x 3.31" stroke
Even though physically the 1967 318 "LA" V8 shared little more than bore and stroke dimensions with its "A" engine cousin, the two were identical with respect to their intended use. The "new" 318 was the base V8 powerplant for the entire Chrysler product line. Because of its lowly status, the 318 didn't even receive a 4-bbl carburetor and manifold until 1978, when the 360's setup was borrowed for use on the little workhorse. While the 318's pedigree may not match that of the Hemi, the fact that with a few modifications it's still in production some 30 years later speaks very highly of the engine's capabilities.


340 "LA" Engine
1968-73 • 4.04" bore x 3.31" stroke
The 340 should be considered the "Hemi of the small block family". Why? Simply because the 340 was designed from the outset as a performance engine. Look at the stats: high compression, big valves (2.02 intake, 1.60 exhaust), forged and shot-peened crank and rods, etc. These engines were built to perform well and stay together doing it. A testament to the 340's power potential is the fact that Chrysler installed the beefy A-727 Torqueflite automatic behind it instead of the usual 904, the only small block to receive such an honor. 340 development peaked with the 1970 6-bbl version available only in the limited-edition AAR 'Cuda and T/A Challenger (which were Dodge and Plymouth's entries into the SCCA's Trans-Am road racing series). Considerably underrated at 290 horsepower at 5000 rpm (not coincidentally, Chevy's Z/28 302 and Ford's Boss 302 were also rated at 290 horsepower), by turning it higher, which it was more than willing to do, resulted in much more power. The 6-bbl 340s had beefier blocks with thicker main webs to go along with the forged crank and rods. The cylinder heads were also unique to the 6-bbl engine. Chrysler relocated the intake pushrods, which allowed a much larger intake port opening and thus more flow. The valvetrain was adjustable, and induction chores were handled by three Holley 2-bbls on an aluminum intake manifold. In late 1972, with factory performance nearing an end, the 340 got a cast crankshaft and heads from the 360. But as far as small blocks go, the 340 is legendary.


360 "LA" Engine
1971-present • 4.00" bore x 3.58" stroke
Being the biggest of the small blocks doesn't necessarily mean that it was the best performer. Though only equipped with a 2-bbl and a relatively low compression, the 360 was still able to turn out 255 horsepower (gross rating) in its first year of production. The following two years weren't so kind to the 360 with horsepower levels falling to 175 and 170 respectively. Help did arrive in the form of a 4-bbl carb in 1974 though, and power rose to 245 net horsepower. Interestingly enough, the 360 is still in production, and the latest versions still generate 245 net horsepower. The beauty of the new engine is that through fuel injection and computer controls, this level of power is possible with good fuel mileage and low emissions.


B CHRYLER Big Blocks

350 "B" Engine
1958 • 4.06" bore x 3.38" stroke
It may be hard to believe, but Chrysler built a 350 V8 some 9 years before the "Brand X" 350 arrived. The 1-year-only engine was considered a little brother to the 361. The Dodge Ram Fire version with single 4-bbl made 295 horsepower, while Plymouth's Golden Commando made 305 hp using two Carter 4-bbls.


361 "B" Engine
1958-66 • 4.12" bore x 3.38" stroke
Chrysler's new-for-'58 "B" engine faced the unenviable task of replacing the early Hemi as the company's biggest power producer. But, through solid engineering and modern (for the time) production techniques, the 361 proved up to the task. Although on the small end of the big-block scale, the 361 did pave the way for larger displacement engines in the years to come. Performance was good right out of the box, with a little-known electronically fuel-injected version making over 330 horsepower. While the later engines tend to grab most of the big-block glory, it all started with the 361.


383 "B" Engine
1959-71 • 4.25" bore x 3.38" stroke
For 1959, Chrysler engineers opened the bore of the 361 up to 4.25", a jump of almost 1/8", and the 383 was born. Destined to become the workhorse big block, the 383 struck a fine balance between power, reliability and (relative) economy of operation -- with an emphasis on power. A dual 4-bbl version released in 1963 was conservatively rated at 340 horsepower. By 1968, the single 4-bbl Super Commando 383 was rated (again conservatively) at 335 hp and was the standard engine in the new Road Runner, which became one of the most popular muscle cars ever built. Rarely the "star of the lineup", the 383 was nevertheless the standard bearer of Chrysler's big block family.


400 "B" Engine
1972-78 • 4.34" bore x 3.38" stroke
The largest of the short-stroke "B" engines, the 400 was a late arrival on the big-block scene. Designed with an eye on the unleaded gas/low emissions future, the 400 was created by enlarging 383's bore to 4.34". Compression ratios were kept low on the 400 since the engine was engineered to replace the base 383 in non-performance applications. That's not to say a 400 can't be built to perform, however. The big-bore/short-stroke combination is a sure recipe for horsepower, if blessed with some compression and a decent set of heads, since the engine can be revved without encountering the high piston speeds faced by long-stroke engines.


RB CHRYLER Big Blocks

383 "RB" Engine
1959-60 • 4.03" bore x 3.75" stroke
This engine seems to be a greater point of confusion than any other engine. The 383 in this form is an "RB" engine (not the common 383 "B" engine). The 383 "RB" was only found in the Chrysler division car line from 1959-60 (in the Windsor and Saratoga models). Both a 2-bbl and 4-bbl existed with the 4-bbl making 325 hp. With only 2 years of production, these engines are quite rare today.


413 "RB" Engine
1959-65 • 4.18" bore x 3.75" stroke
By raising the deck height of the B engine (hence the RB, or "Raised B" designation), Chrysler was able to increase the stroke on their big blocks to 3.75", resulting in the 413 (when combined with a 4.18" bore). Initially only available in Chrysler division cars, Dodge and Plymouth got it in 1961. In 1962 the 413 Max Wedge was introduced and in the capable hands of racers like Dick Landy, the 413 was breaking records all over the country. Through fine-tuning and careful modification, Super Stock racers of the day were making upwards of 450 rear-wheel horsepower with the Max Wedge.


426 "RB" Engine
1963-65 • 4.25" bore x 3.75" stroke
By 1963, both Ford and GM had 420+ cubic-inch engines on the streets and race tracks of America. Obviously Chrysler had to keep up, and did so by opening the 413's bore to 4.25", thus creating the 426 Max Wedge. In its initial form, the 426 was only slightly more powerful (rated at 425 horsepower) than the 413 it replaced. But with the release of the Stage III 426 Max Wedge in 1964, all comparisons to the 413 ended. The '64 Max Wedge sported a lofty 13.0:1 compression ratio, a longer-duration cam, larger carbs and an elaborate equal-length "Tri-Y" exhaust manifold setup. The street 426 used a single 4-bbl, 10.5 compression ratio and a milder camshaft. While it obviously made less power than its Max Wedge brother, it was much more livable.


440 "RB" Engine
1966-78 • 4.32" bore x 3.75" stroke
If there's one golden rule of '60s engine design, it's simply bigger is better. Thus, the 440 cubic inch RB engine was born. Although debuting at a stout 365 horsepower in top form, the 440 was overshadowed by the Street Hemi which was released in the same year. But it didn't take long for the 440 to make a name for itself. In 1969-70, the 440 reached its highest state of tune with the fabled 6-bbl version rated at 390 hp. This number declined slightly in 1971 to 385 hp, which was the last year for the 3x2-bbl option. The 440 remained in production until 1978, although by then it had been strangled by the same unleaded fuel and emissions monster that ultimately killed all of Detroit's big blocks. But the fact remains that, at least on the street, the hot-rod 440 six bbl. engines of the '69-70 period would often humble a similar Hemi-equipped model.


426 HEMI CHRYSLER Big Blocks

426 Hemi
1964-65 Race only, 1966-71 Street version • 4.25" bore x 3.75" stroke
How do you spell the ultimate in production performance engines? H-E-M-I. The mighty 426 Hemi was conceived in the early '60s as the ultimate race engine, and ended up being the top powerplant of the muscle car era. But we're getting ahead of ourselves.

The story of the street Hemi actually starts in 1963, when Chevrolet set a new track record at Daytona with their Mark II "Mystery Motor", the forerunner to the Mark IV big block. The Chevrolets broke during the race, which led to a Ford sweep in the biggest race of the year. Now, at Chrysler, the handwriting was on the wall. Get competitive or get out. So the Race Hemi was created by taking the early Hemi heads and adapting them for use on the RB bottom end.

The mighty 426 race Hemi was ready for the '64 race, where Chrysler finished 1-2-3. The engine was a stunning success -- too much so in fact. Bill France, the Supreme Ruler of NASCAR, decreed that only production engines could be campaigned on his circuit. As a result, Chrysler boycotted the '65 season but they would return.

In 1966, the Street Hemi was born. With the engine now in production, the Hemi could be raced in NASCAR legally. The street version of the Hemi is surprisingly similar to the race-only version, with only minor changes made for civility. The compression ratio was lowered to a more livable 10.25:1. The radical cross ram manifold and lumpy cam didn't make it either, but the street version did receive two 4-bbl carbs (mounted inline) and a solid-lifter cam big enough to churn out 425 horsepower (which was substantially underrated). The valvetrain was essentially the same as the race units, although the valve springs were replaced with much softer units to keep cam wear to a minimum. The factory developed a set of cast-iron exhaust manifolds to replace the racing headers, which reduced noise and increased durability.

In street form the 426 Hemi became known as the top-dog muscle car powerplant until it disappeared after the 1971 model year (which, by the way, was also the last year for the 440 6-bbl). The Hemi did undergo a few running changes through its production life, with the most noticeable being the camshaft and block change in 1970. The mechanical cam was replaced with a hydraulic type, and the block was revised and strengthened also, basically making it suitable for use in fuel (nitro) drag racing. The rest, as they say, is history.EVIL_FURY

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Re: Mopar Casting Numbers/Bore and Stroke

Postby Dukeboy on February 10th, 2010, 7:51 am

Good post Chuck....Very good info here....
Dukeboy

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Re: Mopar Casting Numbers/Bore and Stroke

Postby 58plym on February 11th, 2010, 1:46 pm

Ol Chucky is on the ball, great info Chuck. Thanks


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Re: Mopar Casting Numbers/Bore and Stroke

Postby EVIL_FURY on February 12th, 2010, 8:59 am

No problem.. Smile
EVIL_FURY

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Re: Mopar Casting Numbers/Bore and Stroke

Postby cooter on January 10th, 2011, 9:11 pm

excellent info...just went to school for a minute.....funny how much slips away from memory when you dont use it everyday...isnt it


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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 12:14 am

I found the above info for you there TYBOB53, in this site's archive section. I EXPECT a heartfelt "THANK YOU" for finding this in the archives.

The 'thank you' I'm expecting, is NOT egotistical. It's that I SURVIVED to tell you about it! Yes sir! "I" was able to go into the archive(s) retrieve information, and find my way back out!

There have been members here, venture into the archives seeking past posts and valuable information,,,,,,,,,,,,,,,,,,,,,,,, (weird organ music playing in the background) and NEVER been heard from again! Creepy.

POOF! GONE! Vanished! Never heard from 'em again!

I think,,,,,, it's the same place (that deep dark mysterious hole) that is in the back of the clothes dryer where ALL of the odd socks disappear to! Ask yer wife, or whoever operates the washer/dryer, THEY KNOW!

This mysterious "black hole" in the dryer thing is NOT any conspiracy! Just sit down and figure it out, you know, "Jethro Bodine" siphern. Ought into ought and carry five,,,,.

In just the United States alone, &%$# all of the other countries, there are MILLIONS of odd shocks that have dissapeared in ONE year. Now times that for a decade! That is one big &%$#n' pile of socks! Where IS that humongous pile of socks?!

Those socks don't stink. They all have been washed. (no one puts stinky socks in a dryer before washing them) So locating that pile can't be done by smell. Unless,,,,,,, there is a overpowering odor of lemoney fresh,,,,,,,,,,.

Better watch out, the little green men from Mars or some OTHER distant &^%$ hole planet are gonna somehow use those socks against mankind in an invasion!

Oh, BTW. Your 1851509-1 # isn't there. 'posed to be 1827899-1 for the '58 GC.
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 1:12 am

I've heard tell it's underpants gnomes takin' my socks! :pirat:
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 7:01 am

THAT. Is. One. Awesome. Answer! I've heard of an army of lost socks, roaming, looking for lost soles (yes, that's soles, not souls). Laughing 

If Tybob doesn't thank you! I will. This is great info. THANK YOU!

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 8:04 am

Well done Rick.. THANK YOU! Smile

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 11:41 am

You da man Rick! Thank you for posting the plethora if info!
Tybob, you definitely came to the right place!
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 1:25 pm

thank you thank you and thank you all of you Very Happy , i do not know all your name because is not in all your signature but i was very happy now Smile so i think my 2500$ investment for this engine is good Bannana 

i big thanks to you alumcantandthd ( i think is rick :s) and again all of you guys is like my grand national family Smile

now i just need to find the right color to paint the block , i try to find the camaro 1983 you told rick but here at the paint shop thay need a color code Sad

i dont think for this year i will go for the correct manifold $$$$ , i see a b block manifold on ebay can you tell me if this one work for this year ?

i also need a set of engine mount and a distributor if some one have one for sell.

thanks guys
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 3:28 pm

That was a good read Rick...Thanks for digging that up. Now I need to figure out how to remember where this thread is when I forget specifics about my 318, 350 and 383 blocks?

Biggest surprise: that Chrysler still makes the 360! WOW! At least as of 2010?

Thanks Rick, Bob

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 3:50 pm

http://www.ebay.com/itm/NOS-LH-Exhaust-Manifold-1958-59-60-61-62-63-64-65-Dodge-DeSoto-Plymouth-Chrysler-/151238242427?pt=Vintage_Car_Truck_Parts_Accessories&fits=Year%3A1958|Make%3APlymouth&hash=item233680707b&vxp=mtr

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 4:30 pm

how about this one for the right side ?
http://www.ebay.com/itm/190952163934
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 6:08 pm

I think it would work but there's no integrated mount for the generator.... Sad

You need a right side manifold from a 1959 Dodge 361.

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 7:54 pm

ha ok . so the one you show me is one good so i can buy it ? and i will need to find a right one .

thansk
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 10:43 pm

Yes. Smile

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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 10:57 pm




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Re: Right Exh. Manifold and Misc. Parts

Postby Bloodhound1958 on July 20th, 2011, 11:25 pm

Welcome to the CCC Larry! Just an FYI, one of our Administrators is working on having the Passenger Side Manifolds reproduced. It is not a fly by night attempt. In fact he is working on it as we speak. I am the Owner of the only NOS Complete Golden Commando engine ever found. Fortunately, my manifold was flawless and absolutely pristine. The mold is being cast from my manifold to ensure the reproductions are completely clean, accurate and indistinguishable from the originals. We'll be sure and keep you posted. Here's a picture of my manifold as to give you an idea of what the reproductions will look like...


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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 11:08 pm

NUTS! I can't get the pictures to work!

'frade to go in there again, that I get lost and never heard from,,,,,,,,,
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Tue Mar 04, 2014 11:11 pm

TYBOB Do this. GOOGLE, "350 golden commando coil throttle brackets"

Click on the images. There are two pictures of the brackets I made for the club, your motor, and some other stuff.
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Wed Mar 05, 2014 8:47 am

Rick can we
Get those gc repro ?

Ill take a look to the bracket too Wink i just buy a book of engine from
Ebay that talk about the gc whit spec and cast number whit pick Smile did you see the 1958 gc for sell on ebay it have nice picture
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Wed Mar 05, 2014 7:13 pm

Oups another problem Sad power sterring braket is not the same :/ someone have one ?
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Wed Mar 05, 2014 7:17 pm

Thank to big m for the other rh manifold and some other parts Smile still miss bracket of power steering , both carbs , air cleaner box , bracket , 4 bumper wing if you guys see them
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PostSubject: Re: How mutch i need to expect to pay for a l-350 complete   Wed Mar 05, 2014 8:12 pm

Bumper wings again. There ain't nun!

Anybody that has any OEM wings are horden' 'em! I have 3 wings, been lookin' for the 4th, without payin' full retail for it.

To top it all off! You sittin' down? I DON'T even have a '58 Plymouth to put 'em on!

Jon Radau up there in Wisconsin,,,,,,,, or Minnisota,,,,,, up there someplace. He can make those bumper wings outta brass! Heavy boogers, but the chrome sure will stick good!

There is another guy, I forgot his name, makes those wings outta fiberglass. A whole lot lighter, but the chrome is harder to stick.

Those pictures I posted out of the archives, that for some reason didn't show up, was the pictures Wayne took of a NOS original right exhaust manifold and the freshly made re-popped one.

Maybe someone on here who has more 'candle power' than what I do, can access those pictures for you.

It's just "IF" I ever do find another '58, (still got a 'woody' for that ill fitting, blue, stick shift convt down there in FL) I'll have a set of wings to put on it. I won't be looking like everyone else.

Please don't get pissed, but the way I talk, (Applalachian Dutch. Egnrt Hik talk) I can't understand the way your fingers are making words. In other words, I have no idea what you are asking, or trying to convey. This is what you wrote: Rick can we
Get those gc repro ?

Ill take a look to the bracket too Wink i just buy a book of engine from
Ebay that talk about the gc whit spec and cast number whit pick Smile did you see the 1958 gc for sell on ebay it have nice picture

Wayne sez you are smack dab in the middle of the French Canadians up there. What are you using? A computer translater from French to English? Well, I think it's translating your French into Pig Latin
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