Restoration Guidelines

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Wheels & Tires

Tire Sizes

  • 8 cyl All models, 6:50 x 16
  • 8 cyl Option All models, 7:00 x 16

Restortation Tip: 7:00 size tires do not fit in side mount fender pockets.

  • 6 cyl All models except 1934 652X, 6:25 x 16
  • 6 cyl 1934 652X, 5:50 x 17

Option White Walls on both sides of the tire.

Wheel Sizes

  • 8 cyl All 16 inch rims. Bolt pattern 5 ½ inches, 5 holes.
  • 6 cyl except 652X, 16 inch. Bolt pattern 5 inches, 5 holes.
  • 6 cyl 652X 17 inch rims. Bolt pattern 5 inches, 5 holes.

Wheel Styles

  • 8 cyl wire wheels were painted or chromed. Painted wheels part # E10620 and were a ‘harmonizing’ color, same as accent or pinstripe. Chrome wheels are part # E10766

hubcap 8cyl paintedwheel

8 cylinder painted wheel

 

 

6 cyl 16 inch wire wheels were painted part # E10675, or chrome part # E10768. Used through serial 3929.

6 cyl 652X, 17 inch wire wheels were painted. Part # E10776.

6 cyl Artillery wheels began March 11, 1935 with serial number 3930 and were painted or chrome. Part # E10932. Painted artillery wheels were pinstriped at the valley near the hubcap.

resto-pic-02

Hub Caps

8 cyl wire wheel hubcaps for 1934 have embossed AUBURN script up to serial number 850-1404. No 8 designation. Part # E10683.

8 cyl wire wheel hubcaps after serial number 850-1404 have embossed AUBURN and caps marked ‘8’. All hub caps to this point have two decorative rings around the edge. The rings and the background behind the AUBURN script are painted black. Part # E10664.

6 cylinder wire wheels for 1934 have embossed AUBURN script up to serial number 652-2050. No 6 designation. Part #E10683. The same as 8 cylinder cars.

6 cylinder after serial number 652-2050 had embossed AUBURN and caps marked ‘6’. Part # E10717.

6 cylinder artillery wheels, were introduced in March 1935 on Standard (not Custom, which had wire wheels) line of 6 cylinder cars with a larger hub cap that has a different font of the AUBURN script painted black and no rings. Part # E10513.

Wheel Covers

Introduced in 1935 for both 6 cylinder and 8 cylinder cars as an optional factory accessory, wheel covers are a two pieces. An outer trim ring (beauty ring) part # E10824 for 8 cylinder and E10825 for 6 cylinder, retains the inner wheel cover (dishpan) part # E10823. The beauty trim ring may be installed alone, with spokes showing.  A rubber grommet part # E10827, protects the tire valve. If trim rings appeared on 1934, they were dealer provided.

All hubcaps are chromed.  All details are painted black.

  • 8 cyl 1935-36 chrome plated
  • 6 cyl 1935-36 painted body color or accent color

Valve Stems

Valve stems are all rubber, tube type, with metal caps.

Dual Side Mount Spares

Available in 1934 on 8 cylinder cars only.

1935-1936 available on 6 cylinder and 8 cylinder cars. Used in the custom line series, except for supercharged cars, where a right side or rear were available.

Right Side Mount Spare

This is an option on supercharged cars due to pipe clearance on left side.

Rear Mounted Spare

Cars not equipped with side mounts and having no trunk, have a casting bolted to the body at the rear exterior, painted body color. The spare wheel mounts to this.

Trunk Mounted Spare

Spare tire stowed inside the trunk of Brougham, Sedan and Phaeton cars without side mounts.

Spare Tire Cover

Face Cover – Painted body color with an AUBURN logo word decal at the center top. There is pinstripe around the inner circle of the face cover, 5/8″ out from the reveal molding.

Tread Cover

Sized for the tire, the tread cover runs 75% around for side mounts. Full 90% around for rear mounted. Stainless steel trim ring runs around the center. Sidemount  has a round finger pull on the rear center edge. Optional mirrors mounted on top would have been dealer installed.


Engine Compartment

Engine Block

In 1934 the 8 cylinder engine was introduced with a water side plate cover, used to extract the sand from the casting. This style of block ran to sometime mid to late 1935, when 5 freeze plugs blocks were introduced.

All engine block assemblies carry part # A90458.  No other part number has been found for designation of the various types of block.
Five freeze plug engines were superseded by a 3 freeze plug variety which ran until the end of production in 1936, making these rare.

6 cyl engine A90425 started with a water side plate in 1934 and changed in mid 1935 to a 5 freeze plug version.
There are no known 6 cyl 3 freeze plug engines.

Data Plate

The first line of a data plate indicates the Model

  • 1934 8 cylinder is 850Y or 850X
  • 1934 6 cylinder is 652Y or 652X
  • 1935 8 cylinder is 851
  • 1935 6 cylinder is 653
  • 1936 8 cylinder is 852

1936 6 cylinder is 654
The second line is the Serial Number which is a numerical code followed by an alphabetical suffix.

The serial is derived from the number stamped on the right hand front frame rail, plus a count of 1000.
Example: if a 1934 car frame number is 1100, the serial will 2100.
Example: if a 1935 or 1936 car has a frame number of 3120, the serial number will be 4120 except if it is supercharged.
If supercharged, the serial number is prefixed with a 3, so frame of 3120 would be serial 34120.

The alphabetical suffix indicates body type:

  • A – Sedan
  • B – Brougham
  • C – Touring
  • E – Speedster
  • F – Cabriolet
  • G – Victoria
  • H – Phaeton Sedan
  • K – 7-Passanger Sedan
  • L – Chassis
  • M – Coupe

The third line of Data plate is Engine number: a combination of alphabetical indicator and number.

The alpha-plus-number is found hand stamped onto a boss located on the left front top of the engine.

  • 6 cyl prefix WF and a sequence of block
  • 8 cyl will be one of the following prefixes followed by a sequence number:
    • GA – came with cast iron head. Used in commercial vehicles and in some early 1935 cars, possibly to use the stock up
    • GG – came with aluminum head, standard production
    • GH- supercharged engine

dataplate

Standard Block

In 1934 the 8 cyl engine had a water side plate cover, used to extract the sand from the casting. This style of block ran to sometime mid to late 1935, when 5 freeze plugs blocks were introduced.

All engine block assemblies carry part # A90458. No other part number has been found for designation of the various types of block.

Five freeze plug engines were superseded by a 3 freeze plug variety which ran until the end of production in 1936, making these rare.

6 cyl engine A90425 started with a water side plate in 1934 and changed in mid 1935 to a 5 freeze plug version.

There are no known 6 cyl 3 freeze plug engines and no change in part number.

Supercharged Block

Engines A90537 were manufactured in the same three styles as the 8 cyl above.

Most differences between supercharged and non-supercharged engines are internal and not covered here.

Details of the supercharged engine internal differences can be found at:

http://webhost.pressenter.com/~dom34999/resources/the-difference-between-the-blown-and-unblown-auburn-engines-cf-1935-36/

 There are two external identifiers. One is the engine serial number begins with GH. The other is a hole on the bottom of the left side of the block, slightly forward of center, that is for an oil drain back tube fitting.

engine sc

 

UPDATE NOTE – Since this engine was restored it has become known that the superchargers were delivered to Auburn by Switzer Cummins painted black. Auburn did not repaint them green. All superchargers should be black on the green engine.

Engine Block Paint

All 6 and 8 cylinder engines left the factory a dark green.

If an 8 cylinder was returned for rebuild, typically called a Dallas Windslow rebuild engine, they were painted battleship gray.
If a 6 cylinder was rebuilt, it was painted a dark turquoise.
Any of the three colors are acceptable.

When the engine was painted at the factory it included the following items, already in place:

  • bell housing without the upper and lower inspection covers
  • oil pan
  • waterside plate (if applicable)
  • water pump
  • timing cover
  • front motor mount
  • harmonic balancer
  • oil filler pipe and cap
  • oil pressure relief valve
  • intake and exhaust manifolds on non-supercharged
    • See Manifold Exhaust & Intake sections
  • valve tappet covers
  • Also if an 8 cyl had a tach drive it was on the engine. If not equipped with tach drive, A90390 crank case tachometer cover will be installed instead.

This means all the gaskets, bolts, and washers that secured these items were painted at the same time.

Oil Dip Stick

Oil level gage A90244 can be gray, black, green or cad plated. How it came originally is up for discussion.

A90244

Oil Filler Cap and Tube

These are the same on all cars, body styles and engine types.

  • Oil filler tube A90283
  • Oil filler cap A90003

Cap and tube were supplied by an outside vendor and received painted black. The caps have been black or cadmium plated.

They were inserted in the engine block when it was painted. It is believe that these left the factory engine green, but the black is found under the green over time.

For now in judging green or black are both acceptable.

A90003 A90283

Engine Mounts

There are four upper and four lower motor mounts.

First, the engine mount spacer A90380 must be bolted to the front of the engine.

Next the two rear motor mount brackets A10101, must be secured by six SF708 bolts and lock washers WA7 to each side of the rear of the bell housing.

Now that this hardware is bolted to the block, which is swinging in your cherry picker, we can move to the motor mounts.

Start with the four A10113 uppers in first, putting them in the frame cup-holders. Set the engine down at the rear first, lining up the holes with aligning punches. Place 2 large washers A10104 on top of the front rubber A10113, then lower the engine.

Now for the rear, take two A10103 bolts (shorter) and drop on washer WE10, then lower rubber insulator A10115 or A10116. See NOTE below. Push up from the bottom through the aligned rear mounting holes. Start the castle nut NK8, but do not tighten yet.

NOTE: Rubber insulator A10115 or A10116 must be put on the bolt so the stepped part goes into the frame.

Go to the front with two bolts A10102 (longer), add washer WE10. The next part on is insulator A10115 or A10116. Push up from the bottom through the aligned front mounting holes. Start the castle nut NK8, but do not tighten yet. And see NOTE above.

Begin to tighten all the nuts. When done, add cotter pin PE308 to each.

Motor Mounts

RESTORATION TIP  Prior to engine installation:

  • Have the steering column bolted to the frame
  • Install clutch and brake pedals and the adjuster C10149, but leave LOOSE on cross shaft C10297.

Engine Mount Supercharged

This is all the same as non-supercharged, except for the left front motor mount bolt. The same long bolt is on the right hand side and this and the rears are in, but loose.

Bolt for left front mount A10136 (short) has a hole drilled sideways through the head. The bolt screws directly into the timing chain cover and should be the first one you start to thread. There is no nut or cotter pin on this bolt.  Be cautious not to cross thread!

When all the mounting bolts are secure, go to the left front and using mechanics wire through the bolt head, extend it to a hole in the frame for this purpose.

Additional Pipe Plugs

The two styles of plugs below are  installed on the engine at the time it is painted.

There are 1/8 inch npt square head pipe plugs PF2 on the left side oil galley: 9 on the 8 cyl and 7 on the 6 cyl.

There is a 1/4 inch npt plug on the right side of the engine, square head cylinder water drain, the head embossed A. This functions as a block drain. There is NO drain cock in this location.

 PF4

Side Plate

These plates can be installed in 4 different ways, and only one is correct.

The 8 cylinder side plate A90363 and gasket A90364 is secured with 26 SH405 round head slotted screws and copper washers 11S1.  If car is equipped with startix there will be two mounting studs, also with 2 more copper washers 11S1. CAUTION: Note one hole is staggered. Ensure side plate and gasket are correctly secured so startix fits into proper position.

A90363 sideplate

The 6 cylinder side plate A90427 and gasket A90428 is secured with 19 SH405 round head slotted screws and copper washers 11S1.  If car is equipped with startix there will be two mounting studs also with 2 more copper washers 11S1. CAUTION: Note that one hole is staggered. Ensure side plate and gasket are correctly secured so startix fits into proper position.

Cylinder Head

8 cyl heads:

850X and taxis used a cast iron head A90403.

850Y, 851, 852 used A90418 aluminum head which was superseded by A90539. The date or serial number of change and the difference between part numbers is unknown.

cylinderhead

  • All 6 cyl used A90431 aluminum head throughout production.
  • All 8 cyl head gaskets are the same A90404.
  • All 6 cyl head gaskets are the same A90432.

Fasten 8 cyl heads using 27 SZ730 cap screws and 27 WZ9048 special washers. Opinion though recent times was that head bolts were cad plated, but old factory and era photos depict head bolts as black. We believe black Parkerized is correct.

There are two PF6 3/8″ npt square head pipe plugs marked A in the cylinder head. The front PF6 is next to the thermostat housing and used as an air bleed when filling the engine with coolant. The rear PF6 plug orifice is used for the supercharger heater line if applicable or in some instances if a cabin heater is installed with this as the hot water input.

Water outlet / thermostat housings A1-233 are the same for all cars. Held in place with three SA508 cap screws, typically marked W, lock washers and gasket A1-119. These are dark Parkerized, like the head bolts.

Spark Plugs

All Auburns with cast iron heads, including 850X, taxi cabs and some early 1935 GF-engines came with Champion C7, part K10341.

All other 8cyl and 6 cyl cars, Non-supercharged came equipped with Champion J6, part K10340

All supercharged use Champion J9, part K10740.

All Champion spark plugs from 1934 up through 1947 had two ribs and are called beer bottle style plugs.  These are the most desirable because they came in the cars. After 1947 Champion plugs had five ribs. All had a black or gun blued base. Spark plugs with cadmium bases are 1956 and later and not correct for Auburn.

On top of the spark plug is a brass top K10328, about an inch high with a hex shape on one end which screws onto the plug and wires press into this.  All 6 cyl, 8 cyl cars had this and they are natural brass.

Spark Plug Wires

Wires are all black lacquer.

There are two rubber rings or loops K10350 that hold the wires together in groups on all cars.

6 cyl have one loop on wires 1, 2 and 3. A second loop on 5 and 6. Wire 4 is not included because it is right next to the distributor.

8 cyl cars have one loop on wires 1, 2 and 3. A second loop holds wires 6, 7 and 8.

sparkplug wire

Flywheel And Bell Housing

The flywheel 8 cyl A90299 and 6 cyl A90472 are interchangeable except that the timing mark location differs.

The flywheel housings are not the same between 6 & 8 and left & right hand drive.

  • The 8 cyl left hand drive is A90360. Right hand drive is part A90480.
  • The 6 cyl left hand drive is A90421. Right hand drive is part A90481.

None of these are interchangeable.

Clutch Inspection Cover

Both covers are interchangeable for all models and body styles, 8 cyl and 6 cyl.

The upper cover C2-102, painted semi-gloss black.

The lower cover A10069, painted semi-gloss black.

Total of 10 bolts SF404 marked W or 30 to secure, with WA4 washers.

Chain Case

Applies to 6 cyl and 8 cyl non-supercharged. Cover A90406 with gasket A90383 was painted on the engine.

Working from block outward: Spacer gasket A90381 seals front engine mount spacer A90380. Next A90383 cover gasket and A90406 chain case cover. The A8-403 front crank shaft main seal is a part of A90406 cover, but may be replaced with a modern seal.

Chain case is secured by one SA504 hex bolt marked W or 30, two SN506 flat head slotted screws and two WK5 countersunk shake proof lock washers, ten SA506 hex head cap screws marked W or 30, one NA5 nut, eleven WB5 lock washers

Chain Case Supercharged

Cast iron chain case A90541, superseded after engine #4379 with A90607.

From engine outward, gasket against block A90383 seals the spacer A90547. Next A90546 cover gasket seals chain case assembly A90607.

The auxiliary drive inspection cover A90548 has a gasket with no known part number.

The chain case cover is secured by six SA506 hex bolts, four SA508 hex bolts, four SA528 hex bolts, four SZ902 round head slotted machine screw and appropriate lock washers.
These fasteners are dark Parkerized and typically a W or 30 head.

chain case SC

Vibration Damper / Harmonic Balancer

Dampener assembly A90459 is the same for 6 cyl and 8 cyl. It has accommodation for two V-belts. Secured to crankshaft with WZ9023 flat washer and NH16 Nut.

Vibration Damper / Harmonic Balancer Supercharged

A90562 is shorter and accommodates one V-Belt. Secured to crankshaft with WZ9023 flat washer and NH16 Nut.

Manifold Exhaust & Intake – Non-Supercharged

Intake and exhaust manifold: we have found green paint on the intake, but never any on the exhaust for obvious reasons. It is possible that these were painted off the engine together or possible they were painted on the engine as an assembly. This would mean the studs, nuts and lock washers would all have evidence of green paint, but we have not found that.

RESTORATION TIP: Knowing that the paint will burn off the exhaust manifold, I would suggest a ceramic coating that takes on the appearance of cast iron. Various companies provide this.

There are three different intake exhaust manifold combinations for non-supercharged engines.

For purposes of discussion we will consider the intake and exhaust manifold together as one part.

The heater valve or heat riser will be covered later.

850X used a Swan manifold A90302 for the exhaust and A90416 for intake. This combination would interchange with other 8 cylinder engines as well.

850Y, 851, 852 uses A90414 exhaust and A90465 intake.

All 652X, 652Y, 653, 654 use A90438 exhaust and A90443 intake.

850X uses three gaskets between the block and the manifolds. A5-274 front. A5-275 rear. A90310 center.

850Y, 851, 852 use gasket A90468 front and rear. A90469 center.

All 6 cyl use one gasket A90444.

There is a gasket in between the exhaust manifold and intake manifold. This area is known as the hot spot.
850X uses A90312.
850Y, 851, 852 use A90456.
All 6 cy use A90443.

Manifolds are bolted together.
850X uses four SA 612 cap screws
850Y, 851, 852 and all 6 cyl use four SA610 cap screws.
Screw heads are marked 30.
Lock washers are used with all these fasteners.

Studs: Manifold to Block

850X uses two A90311, ten A5-96, two Washers WZ9010, eight WZ9014 and 12 NF6 nuts. There are 15 total WA6 lock washers used on this manifold assembly.

850Y, 851, 852 use two A90470 long studs in the top two center positions of the block. And there are ten A5-96 studs.

6 cyl al use ten A5-96 studs.

There are two WZ9010 plate washers used on the two top center studs on both 6 cy and 8 cyl.

The WZ9014: all 8 cyl take 10, all 6 cyl take 8.

There are 12 NF6 nuts for all 8 cyl.
There are 10 NF6 nuts for all 6 cyl.

All 8 cyl use 15 WA6 lock washers.
6 cyl use 10 WA6 lock washers.
Finish is Parkerized or natural.


Engine Ancillaries

Heat Shield

There is a shield affixed to the front of the engine in a manner that wraps around the manifolds.
There is a boss on the cylinder head that is typically tapped for this application. Some are not.
An upper tang on the heat shield affixes using a SA504 cap screw.
Lower tang goes onto the first manifold stud. With this arrangement the shield stays in place.
Heat shield is painted semi-gloss black.

heat shield

Heat shields for 6 and 8 cylinder engines are different

heat shield8 set
heat shield6 set
First engine is 8 cylinder and above is original 6 cylinder with heat shield in place.

Manifold Heater Valve or Heat Riser

Heater valve must be installed in such a way that when it is cold the spring action has the valve shut. In other words, it is directing the exhaust towards the bottom of the carburetor. As the engine heats up the bi-metallic spring will get SMALLER and open the valve.

heat riser8

8 cylinder heat riser

RESTORATION TIP  Valve must be free and clear and bushings not leaking. If leaking, manifold should be re-bushed with a new shaft or you will hear a tic-tic-tic sound when the engine is running.

6 cylinder in photo below.

heat riser6

6 cylinder heat riser

Manifold Exhaust & Intake Supercharged

Supercharged manifold A90530 differs from conventional in that there is no heat riser and the manifolds are not bolted together.
There is evidence intake manifolds were painted silver.
It is difficult to know color and finish on exhaust manifolds, but they were not porcelain. Silver color or black are acceptable and both appear in original photos.

There was an option to have a supercharger without the external pipes. In that case exhaust manifold A90530 was used.

Intake manifold early style, front A90568 and rear A90565 used to engine #4284.

Intake manifold late style, front A90598 and rear A90599 used after engine #4284. These are the more common.

There are four ring glands A90567 that slide into the block to receive the manifolds. This ensures exact location for the blower top. These rings are necessary; otherwise the blower cover flanges can break.

Heat Shield Supercharged

A90568 heat shield is bent tin with asbestos applied to both sides. This serves to protect the inside of the supercharger beehive from the heat of the exhaust manifold. This needs to be installed to ensure longevity of the supercharger.

SC heat shield

Fasteners: Blower Top to Manifold Supercharged

Cars to engine #4356 used one stud A90566.
After engine #4356 used one stud A90601. Finish is natural.
The placement of this stud is in the rear intake manifold hole closest to the engine block. The purpose is to ease installation and removal of the blower top.

Other fasteners securing the blower top to the manifold are five SA514 bolts, six WA5 lock washer, one NA5 nut. Finish is Parkerized dark.

manifold top

Accessory Drive Supercharged

The s/c accessory drive assembly A90550 bolts into rear of chain case on the left hand side. The drive should be painted black. Gasket 90552 goes between the accessory drive and the chain case spacer.

Accessory drive is secured with total of three bolts SA506, SA508 and SA608. Note that the upper hole is slotted to allow the drive to pivot and take up the slack in the timing chain.

Bolt finish is Parkerized dark, typically with heads marked W or 30 and lock washers as appropriate.

Ignition Coil

There are two coils:
8 cyl K10311, is Auto-Lite CE-4001G
6 cyl K10353, Auto-Lite IG-4065
The canister is embossed with the word Auto-Lite. If the word appears on the Bakelite top is it a later model and not appropriate.

Coil is installed towards back of the right side of the cylinder block with two SF404 cap screws head marked W, and WA4 lock washers.

Original nuts on the two coil terminals have a barrel shape with a screwdriver slot for tightening and are nickel plated.

The high tension wire is black lacquer.
The ignition side of the coil wiring:

  •  The red wire goes to the minus side of the coil.
  •  The plus side has the black wire that runs to the tang on the distributor. This wire must be correct length so it does not lay on the cylinder head.

There is a rubber coil boot K5-21.

On 8 cyl cars the high tension coil wire will have a lug on the end and screw underneath the retaining knob on top of the distributor cap.

Coil

8 cylinder coil

On 6 cyl cars the wire pushed into the distributor cap receptacle.

Coil is painted semi-gloss black. However some original coils have been found in battleship gray. Either is acceptable.

Distributor

All 1934 to 1936 Auburns use an Auto-Lite distributor
All are painted semi-gloss black.
The oiler is on the side facing the engine is nickel plated.

Distributor caps are held to the distributor with two spring steel arms, in gun-blued finish, across from each other. If the distributor is situated correctly, the clips will be 90 degrees from the long side of the engine and the ID tag will be facing towards the radiator.

The distributor hold down arm, in the bottom of the distributor body is cadmium plated. There is a screw that goes through the arm to tighten the unit in place once correct timing is set. The screw is also cad plated. The arm is secured in place on the side of the distributor with a SA405 cap screw Parkerized with a W head marking and WA4 lock washer.

8 cylinder distributor

Non-supercharged:

8 cyl distributor caps are three piece brown Bakelite.
6 cyl are conventional tower type black Bakelite.

850X distributor K10312 is Auto-Lite IGP4002A. It has a red tag with IGP4002A stamped into it. Distributor cap is K10410.

850Y, 851, and 852 distributor K10344 is Auto-Lite IGP4002. It has a red tag with IGP4002 stamped into it.
Distributor cap is K10410.

All 6 cyl use distributor K10355, Auto-Lite IGB4318. The condenser K10432 is mounted externally. The condenser wire must have woven cloth covering and not plastic coating. It has a black tag with IGB4318stamped into it.
Distributor cap is K10411.

dist6

6 cylinder distributor

Distributor Supercharged

Distributor K10739 which is Auto-Lite IGH4027.
These differ from the others in that they are dual point units.
The condenser K10760 is external. The condenser wire must have woven cloth covering and not plastic coating.
It has a black tag with IGH4027 stamped into it.

Distributor cap is K10410.
Distributor cap is brown Bakelite.
K10411

Water Pump

This early style pump assembly A90460 (marked G9320 on front cover) is used on all 850X, 850Y, 652X, 652Y.
It was superseded by late style A90621 (marked SK2096) for 851, 852, 653, and 654.
As units they are interchangeable, but the internal parts are not.

Water pumps were painted green at the same time as the engine. It is secured to the block with three different sized studs:

  •  Two A5-67
  •  Two A90412
  •  Two A90413

Gasket A90395 seals the pump to the block.

There are four NF6 nuts and two NF5 nuts with appropriate lock washers on the studs.

The water pump cover is secured to the body with gasket A90393 between and four SA506 hex head cap screws plain or marked W, and WB5 lock washers.

Water Pump Supercharged

Supercharged early style water pump A90577 shares all the characteristics of non s/c above, with the exception of:

  • Mounting location for input coolant return from the supercharger heating system

Above noted water pump is superseded by late style A90639, which shares the internal characteristic of the non s/c water pump A90621. Parts are interchangeable.

All water pumps are interchangeable as assemblies.

Fan Pulley Assembly to Water Pump

The fan pulley is a cadmium finished assembly whose belt connects the water pump to the fan blade. It is the same on all cars, no matter the engine or body style.

The pulley is in two pieces A90411 pulley and A90386 adjusting pulley. These pieces nest together and have three angled slots. When the fasteners are loose and the pulleys are rotated it adjusts how the belt fits. Being fully open the belt will ride towards the bottom and fully shut it will ride toward the top of the V of the pulley. This is the method used to adjust the fan belt tension.

Three special carriage bolts SZ9405 1/4 x 28 x 9/16 fit into the slots from the inside through square holes.

On the outside are three special washers WZ9114 with a tang that fits into the angled slot.
WA4 lock washers and NA4 nuts secure the bolt and washer when the belt is adjusted.

 A90411

 RESTORATION TIP

Completely disassemble the pulley by removing all the fasteners. Clean and sand the mating surfaces of the pulley so they slide smoothly together. A little light grease is advised. Clean up and weld the factory holes back to a round shape if they have been pounded on and distorted.

Fan Blades

Fan blade H10200 is secured to the water pump hub, sandwiching the pulley in between with 4 SA505 cap screws and four WA5 lock washers. The blade is painted gloss black.

These are used on all 1934-36, all style cars, all engines.

H10200

There is an optional fan blade H10290 that is for “tropical climates”.  This author has never seen one and does not know what it looks like.

Carburetor

Finish on all carburetor related fasteners, with the exception of the cap screws, is natural. Cap screws are Parkerized.

There is documentation that Stromberg carburetors came from the factory dyed “new jersey zinc di-chromate” which would be a yellow/gold/green color. This is from the Bendix Engineering Standards, metal standard BX-13. Some Stromberg carburetors had cad plated ancillaries, such as choke mechanism, bell crank and lock out dogs.

Carb assembly J10163 is used on 850X only. It is a single barrel Stromberg EX32. Base is painted black and body is natural.

  • Gasket J10107
  • Two studs 2S618
  • Two NF6 nuts
    • On the outside stud, place throttle return spring clip J10187
  • Two WA6 lock washers
  • One 12S724  5/16″ Inverted Flare Inlet Fitting
    • One on the carburetor
    • One on the fuel pump
  • One 12S704  5/16″ Flare Nut
    • One on the carburetor
    • One on the fuel pump
  • Fuel Inlet tube 2S5048 from the fuel pump is 5/16″ copper and 24 inches long.

850Y, 851, 852 non-supercharged J10196 Stromberg EE1, a two barrel carburetor.  Base is painted black and body is natural.

  • Gasket J10198
  • One SA508 cap screw marked W
  • Two SA510 cap screw marked W
    • Under the rear bolt, place throttle return spring clip J10187
  • Three WA5 lock washers
  • One 12S724  5/16″ Inverted Flare Inlet Fitting
    • One on the carburetor
    • One on the fuel pump
  • One 12S704  5/16″ Flare Nut
    • One on the carburetor
    • One on the fuel pump
  • Fuel Inlet tube 2S5034 from the fuel pump is 5/16″ copper and 17 inches long.

6 cyl 1934 652X and 652Y used J10205, Carter 288S, superseded in 1934, by J10334, Carter 307S until car 653 serial #3035. Cast base is painted black and body is natural.

  • Same as below

653 serial # 3036 began using J10337, Stromberg EX22, which was used to the end of production. Cast base is painted black and body is natural.

  • Gasket J10198
  • Two 2S618 studs
  • Two NF6 nuts
    • On the outside stud, place throttle return spring clip J10187
  • Two WA6 lock washers

Fuel line: fuel pump to carburetor

  • Two 12S724 5/16″ Inverted Flare Inlet Fitting
    • One on the carburetor
    • One on the fuel pump
  • Two 12S704 5/16″ Flare Nut
    • One on the carburetor
    • One on the fuel pump
  • Fuel Inlet tube 2S5048 from the fuel pump is 5/16″ copper and 24 inches long.

Carburetor Supercharged

Supercharged cars used J10342, Stromberg EX32. These can be identified by a pea sized circular impression directly under the fuel inlet on the bowl that say ‘1 3/8′. This is the venturi size and it is used on supercharged Auburns only, making these particular carbs a rare find.

  • Gasket J10107
  • Two J10366 studs, has bottoming flange that fits in the blower top recess
  • Two NF6 nuts
    • On the outside stud, place throttle return spring clip J10187
  • Two WA6 lock washers

Fuel line: fuel pump to carburetor

  • Two 12S724  5/16″ Inverted Flare Inlet Fitting
    • One on the carburetor
    • One on the fuel pump
  • Two 12S704  5/16″ Flare Nut
    • One on the carburetor
    • One on the fuel pump
  • Fuel Inlet tube 2S5049 from the fuel pump is 5/16″ copper and 24 1/2 inches long.

Air Cleaner

850X used air cleaner J10231. We have never seen one and cannot describe.

850Y, 851, 852 non-supercharged use air cleaner J10232. It is painted semi-gloss black and has a blue and white ‘AC’ decal.

All 6 cyl use air cleaner J10233. Same version as the 8 cylinder but is shorter.
It is painted semi-gloss black and has a blue and white ‘AC’ decal. This fits both Carter and Stromberg carburetors.

All air cleaners are secured to the air horn of the carburetor with a circular clamp with a fillister head 1/4 x 20 x 1-1/4″ machine screw and a captured square nut.
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Air Cleaner Supercharged

Supercharged air cleaner J10357 is louvered with 5 rows on the upper section, a section with no louvers and 3 rows of louvers in the bottom section.
It is painted semi-gloss black.
This air cleaner has an orange ‘AC’ decal on top, toward the edge.

All air cleaners are secured to the air horn of the carburetor with a circular clamp with a fillister head 1/4 x 20 x 1-1/4″ machine screw and a captured square nut.

J10357

Fuel Pump – All

All fuel pumps are natural die cast or AC may be dyed yellow chromate and were not painted with the engine. All fittings and lines are natural.

All Auburn fuel pumps have an attached glass sediment bowl. The sediment bowl is integral with the pump.

Fuel Pump Non-Supercharged

All non-supercharged fuel pumps have a 1/4″ elbow 12S733 at the sediment bowl pointed down.
From the sediment bowl going toward through the pump, the fuel outlet exits right or towards the hood; not straight or left toward the engine block.
The outlet fitting for all fuel pumps is a 5/16″ straight fitting 12S734.

The 850X and all 6 cylinder cars have a 24″ x 5/16″ copper 2S5048 fuel line from the pump to the carburetor.
The carburetor has an inlet elbow fitting 12S734 and inverted flare nut 12S704.

850X, 850Y, 851, 852 non-supercharged, starting in 1934 Auburn fit Stewart Warner fuel pumps J10195, marked 706D.
Sometime in the 1935 model year a switch was made to AC fuel pump J10425, which is pump number 2146.

Both pumps bolt in with no modification.
Gasket for both is J1-253 to the crankcase.

Pump is secured with two SA506 hex head cap screws marked W, and two 11S2 copper asbestos washer gaskets.

8 cylinder non-supercharged fuel pumps sit at a 45 degree angle forward on the block.

652, 653, 654 started in 1934 Auburn fit with Stewart Warner fuel pumps J10207, marked 708D.
Sometime in the 1935 year a switch was made to AC fuel pump J10351, which is pump number 1814.
Both pumps bolt in with no modification.
Gasket for both is J1-253 to the crankcase.
Pump is secured with two SA506 hex head cap screws marked W, and two 11S2 copper asbestos washer gaskets.

The 6 cylinder fuel pump is different from 8 cyl in that it is actuated by a plunger J10213 that slides in bushing A90433, which is horizontal in the crank case and actuated by the cam shaft. The pump is mounted in such a way that the sediment bowl points forward or parallel with the block.

Input Line Fittings for non-supercharged fuel pumps use:

  • Input  1/4″ inverted flare elbow 12S733
  • 1/4″ inverted flare nut 12S703

Fuel Line Output: fuel pump to carburetor

  • One 12S724 5/16″ Inverted Flare inlet straight fitting on fuel pump
  • One 12S734 inverted flair elbow on the carburetor
  • Two 12S704 5/16″ Flare Nut
    • One on the fuel pump
    • One on the carburetor
  • Fuel Inlet tube 2S5048 from the fuel pump is 5/16″ copper
    • 24 inches long on 850Y, 851, 852, 8 cyl non-supercharged

Fuel Pump Supercharged

All supercharged fuel pumps have a 5/16″ elbow 12S734 at the sediment bowl pointed down.
From the sediment bowl going toward through the pump, the fuel outlet exits right or towards the hood; not straight or left toward the engine block.
The outlet fitting for all fuel pumps is a 5/16″ elbow fitting 12S733.

The first supercharged cars with Stewart Warner fuel pumps J10356.
Sometime in the 1935 year a switch was made to AC fuel pump J10426.
Both pumps bolt in with no modification.
Gasket for both is J1-253 to the crankcase.
Pump is secured with two SA506 hex head cap screws marked W or 30, and two 11S2 copper asbestos washer gaskets.

Supercharged fuel pumps need to sit at a 90 degree angle from its mounting place on the block, or parallel to the block as a means to allow supercharged drive shaft clearance.

Fuel line: fuel pump to carburetor

  • One 12S724  5/16″ Inverted Flare Inlet straight fitting
  • Two 12S704 5/16″ Flare Nut
    • One on the carburetor
    • One on the fuel pump
  • Fuel Inlet tube 2S5049 from the fuel pump is 5/16 inch copper and 24-1/2 inches long.

sc align

Generator

Generator assembly K10314 is the same for all non-supercharged cars.
It is painted semi-gloss black.
It has a single pulley.

Auto-Lite GAR4603 stamped on a tag with a red background.
Tag is affixed to the commutator dust band K10451.

Mounting bracket K10337 is secured to the engine block with two SA608 cap screws with heads marked W, and two WA6 lock washers, black Parkerized.

The generator assembly is secured to bracket K10337 with one SF508 hex head cap screw marked W, and one SJ508 flathead cap screw. There is one WA5 lock washer on the SF508 bolt.
The flathead bolt goes in from the front where the generator bracket is counter sunk, secured with a NF5 nut and a WA5 lock washer.
The rear bolt SF508 passes through the K10337 bracket and through the generator. The result is the two bolts point at one another and the nuts are on the inside.

Generator adjusting link K10339, semi-gloss black, is secured on the inboard side to the front engine mount plate with SF506 hex bolt. And secured to the generator with a SF508 hex bolt and a NF5 nut and WA5 lock washer. Bolts are marked W or 30 and Parkerized.

Generator drive belt K10342 should have no cogs on the inside and no maker mark. The same is true with the fan belt H10199.

When the generator was manufactured at Auto-Lite the end plate was painted prior to the brush assembly being riveted on, hence the rivet heads are cadmium plated, not painted.

Both oiler cups on the generator are nickel plated.

There are three screws that retain a cover plate on the commutator end housing. These are natural or cadmium plated fillister head screws, with three WA010 lock washers.

gen end

This generator has a fuse cover K10448 mounted on top that is marked FUSE. A 7.5 Amp fuse was supplied originally.

There is a circuit breaker K10458 that is mounted on top of the generator. The cover is semi-gloss black while the base is natural or cadmium plated.

Generator Supercharged

K10448 K10458

Supercharged generator K10735 carries Auto-Lite number GAR4603A on the tag with a black background.

The ‘A’ suffix in the Auto-Lite part number designates supercharged. The difference being Supercharged uses a double pulley K10765.

The generator to block bracket K10736 is for s/c cars only. It is mounted so the ends curve upward.
It is semi-gloss black retained with two SA608 bolt marked W and 2 WA6 lock washers.

The generator adjusting link K10737 is secured to the engine on the timing chain cover with one SF506 marked W or 30, and one WA5 lock washer.
A spacer K10737 is required for the adjusting link and it is secured to the generator with SA512 W head cap screw, WA5 lock washer.

The rest is the same as above.

Starter Motor

Starter commutator cover K10467 is narrower and not interchangeable with the generator commutator cover.

Starter motor K10315 was used on all 8 cylinder cars.
Painted semi-gloss black.
Carries Auto-Lite number MAB4063 on a tag with red background.

The starter motor is secured to the bell housing with two SA608 cap screws and one SA610 cap screw, three WA6 lock washers. The SA610 is used on the outboard side and the engine under it holds the engine grounding strap K10241, which is secured to the frame with an SF510 cap screw, a WZ614 special lead plate washer, a WD5 SAE plain washer, a WA5 lock washer, and an NF5 nut.

When the starter was manufactured at Auto-Lite the end plate was painted prior to the brush assembly. Being riveted on, hence the rivet heads are cadmium plated.

starter end

6 cylinder starter motor K10354 is for cars without a startix.
Auto-Lite number MAJ4032. The tag has a black background.
On these starter motors a switch K10487 is mounted to the top of the starter and is cadmium plated. It is actuated by a pull cable K10382 mounted in the dash.

There is a bracket K10406 affixed to the firewall that is cadmium pated, to retain the pull ‘start’ cable.

The starter motor is secured to the bell housing with two SA608 cap screws and one SA610 cap screw, three WA6 washers.
The SA610 is used on the outboard side and the engine under it holds the engine grounding strap K10241, which is secured to the frame with an SF510 cap screw, a WZ614 special lead plate washer, a WD5 SAE plain washer, a WA5 lock washer, and an NF5 nut.

6 cylinder cars equipped with a startix use starter K10370, Auto-Lite number MAJ4033. The tag has a black background.

The starter motor is secured to the bell housing with two SA608 cap screws and one SA610 cap screw, three WA6 washers.
The SA610 is used on the outboard side and the engine under it holds the engine grounding strap K10241, which is secured to the frame with an SF510 cap screw, a WZ614 special lead plate washer, a WD5 SAE plain washer, a WA5 lock washer, and an NF5 nut.

Startix

The startix K10020 is the same for all cars that are so equipped.

It mounts on two studs.

  • On early cars it screws into lower mounting holes in the water side plate.
  • On late engines there are two holes drilled and tapped in the block.

Stud A90429 screws into the block and is secured with two NF4 nut and WA4 lock washers.

All cars equipped with Startix use a short cable K10386 from the startix to the starter motor.

  • 8 cylinder cars, cable K10387 from the startix to the battery.
  • 6 cylinder cars, cable K10388 from the startix to the battery.

These cables are cloth wrapped, size 00, with no plastic overs at the lug end.

startix

Oil Pan General Information

In all cars, the oil pan is painted on the engine as an assembly with all retaining bots, washers, lock washer painted green.
All the fasteners are the same, only fewer used on the 6 cylinder.

The oil pan is attached by bolts, heads marked W or 30 or a mix thereof.

In 1934 the 850X and all 6 cylinders did not have a low oil flasher light in the dash and no sender unit.
The 850Y had this special indicator.
All the 1935 cars up to mid-year had the oil flasher.
Then the oil flasher was eliminated from all cars, mid-1935 and through 1936.

Every oil pan, 6 and 8 cylinder used a square head npt drain plug with an embossed A in the head, as the oil drain plug. No gasket was used with this. The plug would be green, painted with the engine and oil pan assembly.

Oil Pan 850X

The oil pan A90486 had no low oil indicator flasher.

The 8 cy oil pan gasket A8-241 fits between the pan and the engine block.

It is secured to the block with four SA505 cap screws, used on the front of the oil pan, screwing into the bottom of the timing chain cover.
21 SA506 cap crews are used for the remainder.

There are six 11S2 copper seals (washers) used on both the front and rear of the pan where the bolts go into the oil on the other side. These are backed up by WZ9005 flat washers. This is necessary to prevent oil seepage around the threads.
There are 19 WB5 lock washers used on the bolts that do not have the copper seal and WZ9005 washers.

Oil Pan 850Y to 851 serial #3554

Oil pan A90422 had the low oil indicator flasher.

The 8 cy oil pan gasket A8-241 fits between the pan and the engine block.

It is secured to the block with four SA505 cap screws,
used on the front of the oil pan, screwing into the bottom of the timing chain cover.
21 SA506 cap crews are used for the remainder.

There are six 11S2 copper seals (washers) used on both the front and rear of the pan where the bolts go into the oil on the other since. These are backed up by WZ9005 flat washers. This is necessary to prevent oil seepage around the threads.
There are 19 WB5 lock washers used on the bolts that do not have the copper seal and WZ9005 washers.

Oil Pan 851 Serial# 3555

Oil flasher units were discontinued from here on. There was no part number change to the oil pan because a cover plate A90473 and gasket A90474 was added to the oil pan A90422 to eliminate the hole for the indicator unit in the pan.
When the stock of those oil pans was depleted the factory used 850X oil pan A90486. The time of this running change is not known exactly.

The 8 cy oil pan gasket A8-241 fits between the pan and the engine block.

It is secured to the block with four SA505 cap screws, used on the front of the oil pan, screwing into the bottom of the timing chain cover.
21 SA506 cap crews are used for the remainder.

There are six 11S2 copper seals (washers) used on both the front and rear of the pan where the bolts go into the oil on the other since. These are backed up by WZ9005 flat washers. This is necessary to prevent oil seepage around the threads.
There are 19 WB5 lock washers used on the bolts that do not have the copper seal and WZ9005 washers.

Oil Pan 6 Cylinder

The oil pan A8-379 for 6 cylinders was used on all 1934, 1935 and 1936.

The 6 cy oil pan gasket A8-392 fits between the pan and the engine block.

It is secured to the block with four SA505 cap screws, used on the front of the oil pan, screwing into the bottom of the timing chain cover.
17 SA506 cap crews are used for the remainder.

There are six 11S2 copper seals (washers) used on both the front and rear of the pan where the bolts go into the oil on the other since. These are backed up by WZ9005 flat washers. This is necessary to prevent oil seepage around the threads.
There are 15 WB5 lock washers used on the bolts that do not have the copper seal and WZ9005 washers.

Oil Pan Supercharged

The supercharged oil pan A90586 had a low oil indicator flasher up to serial # 3554. At that time it was discontinued and no indicator was used for the rest of production.

The difference between non-supercharged 8 cyl and s/c is a relief on supercharged oil pan in the very front of the pan to clear #1 rod cap.

The 8 cy oil pan gasket A8-241 fits between the pan and the engine block and is the same as all other 8 cylinder.

It is secured to the block with four SA505 cap screws and they are used on the front of the oil pan, screwing into the bottom of the timing chain cover.
21 SA506 cap crews are used for the remainder of the screw holes.

There are six 11S2 copper seals (washers) used on both the front and rear of the pan where the bolts go into the oil on the other since. These are backed up by WZ9005 flat washers. This is necessary to prevent oil seepage around the threads.
There are 19 WB5 lock washers used on the bolt that to not have the copper seal and WZ9005 washers.

Oil Pan Flasher

The oil flasher, as Auburn called it, is part N10604.

This is used on the cars as indicated in the oil pan section. There is a boss on the oil pan that accepts this gage and a hole that allows the float to go into the oil pan.

The gage unit is cadmium plated and embossed on the face with ‘Stewart Warner, Corp.’

The gasket for the gage to the pan is A90474 same gasket as the over for the cars without the flasher.

It is secured to the exterior of the oil pan by five SH1005 round head machine screws and five 11S9 copper gaskets.

RESTORATION TIP
This unit tends to leak oil, so when you install the gasket, seal it well during assembly, before oil is added to the pan.

If a car is equipped with the oil flasher unit, it will have a low oil indicator on the very bottom of the speedometer.
Cars not so equipped have no indicator on the speedometer and do have the cover on the oil pan where the unit would be installed or a plain pan with no boss to mount the flasher unit.

Valve Tappet Covers

All 8 cylinder cars, including s/c, have a front tappet cover A5-336 and rear tappet cover A90002, both with gasket A5-342.

Tappet cover special tapered bolt A5-287 secures the covers to the engine block; two per cover.
There is no gasket or washer on the bolts.

Tappet covers were painted on the engine.

All 6 cylinder cars have three smaller tappet covers.
Front tappet cover is A90452.
Center and rear are both A90451.
All three gaskets A90455 are the same.

There are three bolts A5-287, one per cover to secure them to the engine.
There is no gasket or washer on the bolts.

Breather Tube

All 6 and 8 cylinder have a breather pipe or vent tube A10023 affixed to the valve cover.
The breather pipe is in the front of the engine on the 6 cylinder and in the rear on an 8 cylinder engine.

It slides and locks into the valve tappet cover and is secured by clamp 7S6, which is cadmium plated.

The breather pipe will be painted semi-gloss black.

A10023

Oil Pressure Regulator / Relief Valve

Oil pressure regulator A8-456 was used on all engines, 6 and 8 cylinder.

Gasket between regulator and engine is A8-427.
Secured with two SA510 W head cap screws and two WB5 lock washers.

Regulator is painted on the engine assembly.

 A8-427

Oil Line

The oil line runs from the oil pressure relief valve through the dash and is secured to the back of the oil pressure gauge.

This is a 1/4 inch copper line:

  • 2S4104 on all 8 cylinder engines up to serial # 1974 at length of 52 inches
  • 2S4112 on all 6 cylinder engines up to serial # 3125 at length of 56 inches

Mid-year 1935 this copper line was abbreviated and a rubber flexible line A90483 was used from the oil pressure relief valve to a shorter copper line, which was secured to the oil pressure gage.
Same part for all 6 and 8 cylinder engines.
The copper line, long or short is secured to the oil gage input and/or the flex line with inverted flare tubing nut 12S703.

The reason for the change: the factory realized the copper line was flexing with movement while driving and oil pressure was lost.

Accelerator Control Assembly

The accelerator control assembly consists of parts from the rod that connects to the gas pedal through the firewall, the bracket that bolts to the firewall that secures assembly, to the bell crank on the carburetor in the engine compartment.

This assembly was not painted.
It appears on original cars that the finish was either dull cadmium or light gray Parkerized.

All non-supercharged cars used the same parts with exceptions noted below.

The accelerator control assembly consists of:

  • J10199 Shaft accelerator lever
  • J10200 Bracket accelerator lever to firewall
  • Two SA404 1/4 x 20 cap screws, head marked W, Parkerized
  • Two WA4 lock washers
  • J10216 or J10228 Accelerator return spring
  • J10187 Clip for accelerator return spring, natural finish, mounted on a bolt/stud where carburetor mounts to intake manifold
  • Gas control rods use Yoke 16S1 with a PB3 #10 SAE clevis pin, WD010 washer, PE204 cotter pin; all in natural finish.

Exceptions for 8 cylinders cars:

  • 850X uses accelerator control lever J10188
  • 850Y, 851, 852 use accelerator control lever J10285
  • All 8 Cyl use J10186 Linkage rod: gas control lever to carburetor

Exceptions for all 6 cylinders cars:

  • J10226  Accelerator control lever
  • J10227 Linkage rod: gas control lever to carburetor

The levers differ in the bends required to accommodate the carburetor.

Accelerator Control Assembly Supercharged

The accelerator control assembly consists of parts from the rod that connects to the gas pedal through the firewall, the bracket that bolts to the firewall that secures assembly, to the bell crank on the carburetor in the engine compartment.

This assembly was not painted.
It appears on original cars that the finish was either dull cadmium or light gray Parkerized.

This assembly is not the same as the non-supercharged.

  • J10358 Accelerator control lever
  • J10348 Shaft: longer than non-s/c
  • J10360 Bracket to firewall is wider and mounts with curve upward
  • J10359 Throttle advance lever
  • J10347 Throttle advance lever spacer
  • J10353 Gas control rod; lever to carburetor
  • Also: Yoke 16S1 with a PB3 #10 SAE clevis, WD010 washer, PE204 pin. All natural finish.

Radiator – All

All Auburn radiator cores are of a design known as “the Auburn pattern” which is a diamond like shape. It may be referred to as “honeycomb”, but this pattern was exclusive to Auburn.

Radiator Auburn

All radiators use radiator cap H10146 which has a single ear and the center is depressed. This cap is cadmium plated.

H10146

All radiators use drain cock H1-217 which is painted black on the radiator. And drain tube 2S5010, a copper tube 5 inches long, also painted black on the radiator.

rad petcock

All radiators are secured to the frame:

  • 8 cylinder use two bolts BZ804, a large carriage bolt
  • 6 cylinder use two bolts BZ802, a large carriage bolt
  • Above bolts have washer WB8 special SAE heavy
  • And nuts NA8

Fastener hardware is all Parkerized.

All radiators are painted semi-gloss black or black radiator paint.

Radiator Non-supercharged

Other than the thickness, the 6 cyl and 8 cyl are the same with the same core support for both in 1934.

1934 8 cylinder car radiator H10191 is a four core radiator.

1934 6 cylinder car radiator H10220 is a three core radiator.

Other than the thickness, the 6 cyl and 8 cyl are the same with the same core support for both in 1935-36.

1935-1936 8 cylinder car radiator H10262 is a four core.

It is not interchangeable with 1934 for these reasons:

  • Radiator core is 3/4 inch shorter
  • The core support has a different configuration

1935-1936 6 cylinder car radiator H10263 is a three core radiator.

It is not interchangeable with 1934 for these reasons:

  • Radiator core is 3/4 inch shorter
  • The core support has a different configuration

Radiator Hoses and Clamps Non-Supercharged

All non-supercharged cars use:

  • Upper radiator hose 4S1230, at 1-1/2 inch by 7 inch
  • Lower hose 4S1247, at 1-1/2 inch by 11-3/4 inches
  • 4 clamps 7S10 to secure

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Radiator Supercharged

Supercharged cars, including speedster, use radiator H10305.
The difference is in the lower outlet tube. They do not interchange with non-supercharged.

Radiator Hoses and Clamps Speedster

On supercharged cars the upper hose 4S1230, at 1-1/2 inch by 7 inch.

The lower return hose from the radiator to the water pump incorporates:

  • Hose section 1-1/2 inch x 4 inch 4S1216 at the bottom
  • S shaped pipe H10306. Note this is not symmetrical and is installed only one way
  • Hose section 4s1213, at 1-1/2 inch by 3-1/4 inch at top
  • All secured with four 7s10 clamps.

4S1230

RESTORATION TIP – Care must be taken to install clamps from bottom to top, being sure the fan blade clears this assembly.

Radiator Support Rod

The radiator support rods are always painted semi-gloss black.

Radiator support rod H10194 is the same for all 8 cylinder cars.
Radiator support rod H10228 is for all 6 cylinder cars.

All support rods are secured at the firewall with radiator brace to body anchor G6-4424 and nut NH14 a 7/8 inch by 14 hex nut, and WH14 shake proof lock washer, and WZ1402 special flat washer. Fasteners are Parkerized.

Left and right hood panel support holder P10518 with rubber paint protector P10521 on the end and spring P10520, with washer WD8, NF8 hex nut are incorporated on the radiator support rod. The fasteners put tension on the spring.
This applied to all non-supercharged cars, left and right sides, and also to some earlier supercharged cars on the right side.

RESTORATION TIP: Part P10518 hood holder requires bending to modify to left and right sides. When in use it seats on a firewall screw head. The screw should be positioned so the slot fits the support.

Auburn offered an optional oil bath air filter for 8 cylinder cars (part number not know) and the right hand radiator support rod needed a relief to accommodate this. There is no known part number for that rod, either.

All the support rods attach to the radiator with SF608 hex bolt marked W, nut NF6, lock washer WA6. These fasteners at the point of the V shape the rods make are Parkerized.

On some later supercharged cars and all speedsters, the left hood support is P10271, secured to the support rod directly about the air cleaner.
There is a 1/8 inch hole through the rod and the support with a cotter pin that allows it to fold down and clamp on the rod when not in use.
Rubber bumper P10823 is screwed to the end of this hood support to provide paint protection.

Also secured to the radiator support rod are trumpet horns.

Horns

Dual trumpet horns were offered as an option on 850Y, 652Y, 653, and 654.
Long horn is N29147 and short is N29148.
On 8 cylinder cars the long horn is mounted on the inside and the short on the outside.
On 6 cylinder cars the short horn is mounted on the inside and the long one on the outside.
Since 8 cyl and 6 cyl have the horn positions swapped because of the radiator hose, the wiring from the horn to the relay is also swapped around. The wire to the relay on the LONG horn is longer on the 8 cyl and shorter on the 6 cyl.
Horns and the Delco relay are painted gloss black.

Horns are attached to the radiator support rods with bar N29122, which is secured by U bolt N29129 on each end. Installed so that the bar sits on top of the rods and the U bolt comes up from the bottom. Bar and U bolts are semi-gloss black.

The horn assembly has a relay N29140 attached to the horn bar, mounted on either the back or the front. Both ways are acceptable.

Power to the horns is supplied wire harness by K10728 with yellow and brown wire.

All small hardware; nuts and bolts, are Parkerized black except the horn mounting part N29149 that holds the horns to the bar, and that is light grey Parkerized.

horns

If the optional trumpet horns were not ordered, a small Schwarze horn N10643 is mounted on the right hand frame rail. It has a crescent shaped metal tag in yellow on the back.
This horn is mounted with bracket K10378 and extension bracket N10688. The horn will be gloss black with bracket and extension semi-gloss and fasteners black Parkerized.
Secured with two SF506 hex bolts marked N, two NF5 nuts, and two WA5 lock washers.