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Weiand did make a 4X2 for the low deck but I'm sure it would be mega $ if you found one.

. There are some chassis builders here that can help with the install on the F-100. Going to need some stiff front springs in this old rig due to heavy weight engine up front. The one thing that seems to be elusive thus far is the 3 x 2 intake. Apparently the Desoto was the ugly step-sister to the ...

yeah, he didn't say what hemi, did he!

Yes, '56 flywheel needs the '56 starter & spacer, or use the '57 pieces. Get someone to paint Desoto on the covers? Or just tell them it's a 392.

Too bad it isn't together to pressure test it.

The '56s were the last year for the 146 tooth ring gear(33-56). The 57 & up are 172 tooth & uses a different plate & use the modern starter.

55-56 Chr., Desoto, & 55-56 & some '54 Dodges. Adaptor is casting # 1612344, part #1613713

there are various OEM adaptor plates over the years. Seems strange there would be varying bell patterns in the tranny. The '56, all divisions, has a different number adaptor the '57s, all divisions.

You seem to be spreading this around the Threads! in 57-8 TFs were used behind 392s, so they'll handle a 330 Desoto. However parts for the early trannys are getting real scarce, not to mention anyone experienced in working on them. Personally if you want an A-T I'd get a 392 to late model 727 adapto...

find another one first! also does it have standard car heads?

The '59 will bolt right on. Be more $ but Quality Engineered Components has a hemi to late model 727 that would be a better choice. Strange that you're S 24 has a 2 bl. most DeSotos came with 2 bls though.

ALL Mopar trannys for the hemi, hemi based poly & "A" Poly up to '61 will bolt on except the 51-3 long tail 331 chr hemis. there were both 2 & 3 speed iron case trannys (PF & TF) available before the change for '62, think '57 was 1st year for 3 spd.

Do you mean a big chunk was busted out of the block, or they brazed a crack & put the patch over it for additional strength? If cracked you could melt out the brass & find a good welder to weld it up. You'll have to decide if worth the cost. How did the cyls mic out?

If valve was stuck in open position you would have contact. Yes, they are cool! if 'years ago" you were probably lucky the pistons (rings) weren't stuck.

318 are the ones that work, just the right space for the cross bars. Lifter holes are too close together on the Dodge, and too far apart for the Chrs. Sounds like you received a regrind that has too much ground off.

well, that sucks.

sounds like a great story! IF they make a Pertronix for your dist. you could try that. Or you'll have to lengthen the dist shaft (or the swap shaft if that works) or lengthen the Int shaft. The gears might be cut reverse, but there's a good possibility of 3 timing gears instead of 2 & a chain. 3 gea...

Looks like you have to EMail

Probably can contact through their EBay listings

What book?

Some engines (truck/marine?) have 3 gears instead of the normal timing chain resulting in the dizzy turning the normal direction

RB means Raised Block, the deck height was raised to get a longer stroke, this increased the distance the dizzy shaft has to go to get to the int shaft vs the original B block. Chr made engines in both B & RB blocks. B 350, 361, 383 (except in '59), 400 RB '59 383, 413,426 (Wedge & Hemi), 440. repor...

You can get the whole ignition system (dizzy, boxes, wiring) off a 73 through some time in the 80s Mopar or get a kit from Mopar performance. If one of the dizzys turns counter clock wise either the B or RB dizzy (don't know which) should bolt in.
What carb set up you have? 4 bl or 2X1?

Assuming one is counter rotating, does the dizzys in both engines turn clock wise or different directions?

You can upgrade the ignition by going to an electronic dizzy for the 318/340. either by cutting & extending the dizzy shaft or installing a longer intermediate shaft. reportedly you can install a shat ot of either a B or RB big block in the LA dizzy, one is the right length. Guy never came back to s...