427carl wrote:

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1959 DODGE D-500 HARDTOP

1 OF 751 BUILT 383/320hp. In the great automotive pecking order, Dodge is just one of the many that have always played second fiddle. This is not only true when compared against the overwhelming popular enthusiasm for Chevys and Fords, but also within Chrysler's own lineup in the late Fifties. After all, Chrysler had the 300 letter series, which were tough to top in terms of both styling and performance. Dodges, however, had many positive attributes of their own, thanks in part to the design cues initiated by Virgil Exner, that make them real standouts wherever they go. As an example, Chevy's Impala, with its rocket-like side trim, pales in comparison to Dodge's recessed quad lamps, long, low and sleek swept-back fins, and exposed brake lamp lenses. Exner's creation was a symbol of motion, even when parked.    As you'll see, production of the top-of-the-line Custom Royal was strong, even though it paled in comparison to others. Sales slumped, however, meaning surviving examples are a tad harder to come by. Acquiring one is rewarding, and besides, the hunt is half the fun.  ENGINES Though many recall the neck-snapping horsepower wars of the late '60s, the first salvos by the auto manufacturers were beginning to hit their targets in the late '50s. As a result, each model year saw a bump in power in an effort to outsell the competition.    But if a customer had the desire for more power, the option chart offered several solutions, beginning with the D-500:  In the final year of the Custom Royal's existence, the D-500 offering of the previous year became the standard issue V8, assuming the Ram Fire name. The D-500 and Super D-500 V8 options continued, but the engines measured out to 383ci, satisfying heavy right feet with 320hp/420lbs.ft. of torque when topped by a 4 bbl, or 345hp/425lbs.ft. of torque when Super D-500 dual four-barrels were bolted onto the intake manifold. , the Custom Royal was presented to customers with a standard 3 speed manual  An overdrive was available, though it seems few were installed. Most owners selected the optional TorqueFlite push-button automatic. Low ratios were 2.45 and 1.45:1, while drive was 1.00:1 and reverse 2.20:1. The push-button Torqueflite became standard equipment for the 1959 model year, eliminating the manual from the Custom Royal lineup. Motor Trend put a 1959 2 door Custom Royal Lancer through its paces in the March 1959 issue with not a single complaint about the Torqueflite: "Plenty of power [for the car] plus an intermediate gear selector, that allows engine breaking at the push of a button. This D-2 position will shift into high at around 75mph and shift back down at 55 mph, giving a good range for hill climbing and downgrade deceleration." Jeff tells us that, "Actually, the Torqueflite was the standard transmission if the D-500 engine options were installed, with the light duty 3 speed becoming the option. The Torqueflite is a very durable unit, and rebuilds are relatively inexpensive, unless an unusual failure occurs to an item such as a pump or drum." REAR AXLE Dodge engineers opted for a hypoid 8 ¾ inch rear with semi-floating axles bathing in factory recommended 90-weight gear oil, along with a standard 1957 final drive ratio of 3.73:1 if the manual transmission was in place; a Torqueflite would specify a 3.36:1 ratio. Final ratios differed the following year, 3.15 and 3.31:1 for manual and automatic, respectively, and the 1959 models featured a final ratio of 2.93:1. A Sure Grip differential became an available option in 1958, as well. Other final drive ratios were available. The old rule of thumb is if there's oil in the differential, it'll last, unless it's been thoroughly thrashed in a midnight getaway. As with any car previously owned by someone looking for more performance, a taller ratio might be installed, such as the once standard 3.31 and 3.36 gears. While having an impact on acceleration, any ratio under 3.36 should not have an adverse effect on the lazy afternoon cruise. SUSPENSION Chrysler Corporation introduced the independent torsion bar (Torsion-Aire) system under the front end of each marque beginning with the 1957 model year, and remained there for a few decades to follow. Aside from the torsion bars, "anti-dipping" upper and lower control arms and shock absorbers were also several key components. Also typical of Dodge was the use of a semi-elliptical leaf spring rear suspension. All three years, 1957- '59, make use of five-leaf parallel springs. These springs meas

'59 DODGE D-500 HARDTOP

 

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Price: $49,900.

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427carl wrote:

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1959 DODGE D-500 HARDTOP

In the final year of the Custom Royal's existence, the D-500 offering of the previous year became the standard issue V8, assuming the Ram Fire name,  The D-500 and Super D-500 V8 options continued, but the engines measured out to 383ci, satisfying heavy right feet with 320hp/420lbs.ft. of torque when topped by a 4 bbl, or 345hp/425lbs.ft. of torque when Super D-500 dual four-barrels were bolted onto the intake manifold.

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eeluddy wrote:

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427carl wrote:

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It does not count.  its too new   you need to get rid of that  clunker   Why don't you trade me for my Chief    lol lol lol

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OK give me the Chief and you keep making the payments on the Dodge

 

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