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Good Day,
My name is Steve, and am a new NDC member who recently acquired a 1960 Fireflite 2dr Hardtop from an estate where it had been sitting in a garage since 1991: Straight forward with the 361 V8 and 3spd Torqueflite. Solid white with black, silver and white interior.
She is solid and complete, of course with the exception of the chevrons....
Upon arrival I completely redid the fuel system: new tank, sending unit, stainless lines, fuel pump and the original Carter was rebuilt. The radiator was re-cored and the hoses replaced. The motor had not been cranked in ages, so while the carb was off I put Marvel Mystery Oil in the intake and directly into the cylinders via the plug holes and let it sit for quite a while before hand-turning the motor. I pulled the pan, cleaned it out, and replaced the old gasket. The motor was not stuck, but I continued the above treatment several times for good measure while working on other projects. The power steering pump was leaking, so it was rebuilt. The transmission pan was pulled, cleaned and the gasket replaced. New plugs, wires, points, condenser and coil were installed. The motor was subsequently fired and runs smoothly and quietly without smoke after the Mystery Oil in the intake burned away. The odometer has turned and reads 15.750 miles.
When the car was pulled from its garage prison, the brakes were stuck. After arrival, on went new wheel cylinders, new shoes, hardware and return springs, new stainless lines and master cylinder. The booster was working. All 5 rims were powder coated and received a new set of GoodYear Super Cushions. The front end bushings were worn and cracked, so the front end was rebuilt.
From that point she runs, drives and the transmission shifts smoothly without leaks from the seals. She tracks nicely with the new front end.
All good up to this point, but here is the issue for which I hope to find guidance from the DeSoto community: brakes. There was a pulse in the pedal, and after adjusting them ten ways to next Tuesday according to the shop manual, the pulse would not go away. The drum surfaces did not inspire confidence from the get-go, but it's all we had and so we needed to work with what we had. Upon removing the drums again to chase the above issue it was determined that the hub/drum assemblies were bent/warped, which was also evident from watching the wheel tracks while the car runs on the rack. This was later proven while putting them on a lathe: wobble-wobble back and forth, hence the pulse. None of this was evident when the cars was going down the road; you just felt it when you hit the brakes.
After looking high and low through all of the usual MOPAR parts sources, I cold not locate a new set of hub/drum assemblies. With seemingly nowhere else to go we tried the Kanter aftermarket drums that come without the hubs. Problem is that the hub faces remain warped, although the studs run concentrically. The back and forth wobble still remains, as does the pulse in the pedal. But at least she does stop better than before.
I have been told the hub faces can be machined flat and then fit flush on the drums, which "should take care of the problem." But before I commit to anything, I would appreciate it greatly if anyone hs any experience with these Kanter drums and subsequent fitting issues.....or if any member might have a set of new or serviceable used hub/drum assemblies for sale before I possibly throw more good money after bad.
I would truly appreciate any help and advice from the membership. My apologies for the long story, but take it as reflective of great enthusiasm for the car......and frustration with the brake issue that is the only thing stopping her from being 100pct drievable and enjoyable: hopefully soon to a future DeSoto club event!
With Thanks and Best Regards,
Steve
Welcome, Steve.
Hope to see you and your car at the upcoming NDC convention in July.
Wish I could help you with your brake problem, but alas I cannot. Hope someone else here can.
Amazing!
I just got my 1956 back from the shop to solve the vary same issue. I had the car in for the winter at different shop while doing interior things. thought I took care of the pulsing with new shoes, cylinder, hoses etc but to no avail.
Took to a restorer type guy that does a lot of studebaker work but excellent on all cars.
1. appereantly previous owner and recent shop atttempted to turn drums WITHOUT the proper tool, which is an insert that simulates the tapered axled on the car. The standard cone and wedge will not do it.
2. Previous worker had put nuts on studs to pound out hub and had bent drum.
3. After turning drums properly and other checkouts of the inside of brakes, the pulsing is 96% gone and we figure the shoes need to wear in but it is as nice as my Infiniti and Town and Country family cars.
4. When I thought my drums wouuld not work, I found a rear-end complete from a club member in Wisconsin. I have disassemble the complete assembly and now have axles and drums separate. I am not sure these drums will fit your 1960. It is a 12" x 2.5" drum.
5. Where are you located?
I hope this info has helped.
Mike DeLapp
does your car have 11 or 12 inch drums?
i ran into a similar problem after a mechanic attempted to remove wheel lug nuts on the driver side not realizing they were L hand threads.
the brake pulse was very noticeable immediately.
the result was a wrapped drum and hub. i resolved it by locating a used, serviceable drum/hub assembly.
with a 52 year old car, it's hard to know the complete service history.
what area are you located? please down load some pictures of your desoto
cheers, tom
Good Day,
Thanks to all of you for your responses!
Sorry that I did not answer right back yesterday evening, but for some reason my desktop at home keeps kicking me richt back to the log-in page about 2 seconds after the site tells me that I have successfully logged in. My laptop at work seems to be working, so I will quickly try to answer between phone calls.
The drums are 11 x 2.5 inches. Thanks Mike, but I don't think your 12-inch '56 drums will be an option.
You wouldn't happen to have some 11 inchers looking for a good home, would you Steve?? Or someone who might?
Tom; I am located central WC Florida. I wanted to post a picture of the Old Girl last evening; but alas home desktop log-on issues. Back when we were e-mailing about your fuel / stalling problems, I think I sent you a picture of her. Once I get the log-on issue squared away, I will post a picture here.
Thanks Again and Best Regards,
Steve
try clearing your cookies on your computer that's giving you fits, and then try again.
It's supposed to be fun!
1949 De Soto Custom Convertible (project)
Thanks for the tip, Tim.
I was just able to log on for the first time at home.
Now I am going to try and figure out how to attach a picture.
Best Regards,
Steve
I don't have any, but this may help: Look for 58-60 Chry Windsor, 61 Newport exc wagon, 57-58 & 60-61 DeSoto exc Firesweep, 59 Firesweep, 57-59 Dodge w/11" drums, 60 Dart wagon, 60 Matador, Polara, and Dart D-500 exc wagon, '61 Polara, 6 Cylinder Dart 4 dr and wagon, '61 Dart 8 cylinder, '62 Dodge 880, 60-61 Plymouth wagons built in LA. Check back before you buy so I can double check to make sure it will work on your car.
Have a nice day
Steve
Thanks, Steve.
That should certainly help broaden my search a bit.
Actually I just now have a lead on what is supposed to be a NOS 11 inch hub and drum for the LF of a 57-59 Dodge: part nr. 1730825
The same source says they have a NOS FR assembly listed for a 60-61 Dodge 11 inch: part nr. 2122206
Would those fly for my application??
If so, that might be one or two down and three or two to go...
Thanks & Best Regards,
Steve
Neither of those numbers make sense to me. Maybe those are jobbers numbers.
Good Luck
Steve
....yeah.
I Just looked at pictures of the 2 assemblies in question, and they look completely different from one another; i.e., the hubs look totally different from one another.
Looks like a trip down the garden path, but will compare the pictures to what was on the car just for good measure.
Thanks & Best Regards,
Steve
Thanks for the fresh replies!
Dave:
I appreciate your answering my post, and I understand your points about the disc conversion (especially as it relates to improved brake performance,) but I can't quite get my head around altering her from factory original configuration. Please don't get me wrong: I am glad it works for you and there is certainly no judgement here - real or implied - but I guess I am a 'keep it original' freek.
James:
Thanks for the tips, and I certainly plan to call Jeff at Moose Motors ASAP, as well as check about a Hollander Interchange book at a couple of different sources.
I know what you mean about needing to arc the shoes. When we took the drums off to go after the pulsing issue, it was clear that the shoes were only hitting the drums cleanly on the top and bottom thirds.
I will post back with further progress!
Thanks Again to Everyone + Best Regards,
Steve
"Warped drums with 60-66 pct shoe contact is no way to drive around town, son"
- Vernon Wormer, Dean, Faber College
