1932 Dodge DL Six Convertible Coupe: 114-Inch Wheelbase

Dodge sold the DL Six for the 1932 model year with a 217.8-cubic-inch side-valve inline-six rated at 78 horsepower. Its separate-frame chassis used a 114-inch wheelbase, rear-wheel drive and four-wheel hydraulic drum brakes, while the Convertible Coupe added a folding fabric roof and open-air coachwork to the DL passenger-car line.

Best known for combining Dodge's established six-cylinder drivetrain with scarce convertible bodywork, the DL Convertible Coupe represents the more sporting face of a range sold during the most punishing years of the Great Depression. Collectors value it not because it was a competition special, but because relatively few open cars survived decades of weather exposure, structural deterioration and unsympathetic rebuilding.

The DL arrived four years after Chrysler Corporation acquired Dodge Brothers in 1928. It consequently reflects both Dodge practice and Chrysler-era engineering policy, particularly in its hydraulic brakes, rubber-isolated powertrain and increasingly integrated approach to chassis development. Its upright radiator shell, long hood, separate flowing fenders, wire wheels and compact passenger compartment preserve the proportions of the late 1920s, but the lower stance and cleaner body surfacing point toward the more streamlined cars that followed.

Quick Facts

The following table concentrates on specifications that identify the DL Convertible Coupe without filling gaps in the historical record with modern estimates. The DL designation applies to the series and chassis, not solely to the convertible body.

The Convertible Coupe should not be confused with a fixed-roof Sport Coupe or Business Coupe merely because all share the DL chassis and engine. Body hardware, windshield arrangement, door construction, top irons, beltline treatment and rear body structure are central to correct identification.

Why the 1932 Dodge DL Convertible Coupe Matters

The DL records Dodge's response to two pressures that were reshaping the American car market. Buyers expected six-cylinder smoothness and hydraulic brakes from Dodge, yet Ford's new Model 18 introduced a mass-market V8 for 1932, while Chevrolet's Confederate continued to promote an overhead-valve six at a lower price point. Dodge answered with refinement and proven engineering rather than a radical new engine.

The Convertible Coupe turns that commercial story into a preservation problem. Its low-volume open body required specialized top, door, windshield and rear-quarter components that do not interchange indiscriminately with DL sedans. Water entering around the folded top or body joints could attack the floor, sills and timber used within period body construction, making an apparently complete convertible substantially more difficult to restore than a closed car.

Dodge also retained four-wheel hydraulic brakes at a time when Ford still relied on mechanically actuated braking. That distinction was tangible on 1932 roads. Properly restored hydraulics distribute effort more consistently than a worn mechanical linkage, although the small drums, narrow tires and period friction material remain far removed from modern braking performance.

Historical Context and Development

Dodge under Chrysler ownership

Chrysler Corporation's 1928 purchase of Dodge Brothers brought a respected name, a large manufacturing base and an established dealer network into Walter Chrysler's expanding organization. By 1932, engineering and purchasing were increasingly coordinated across Chrysler's makes, but Dodge retained its own price class and customer identity above Plymouth.

The Depression dictated conservative product planning. Manufacturers needed visible annual styling changes, but they also had to control tooling costs and preserve dependable mechanical systems. The DL's familiar L-head six, separate chassis and live rear axle met those requirements while new body lines and engine mounting addressed refinement.

Floating Power and refinement

Chrysler promoted its rubber-isolated engine-mounting system under the Floating Power name during this period. Rather than fastening the power unit rigidly at several widely spaced points, the system allowed controlled movement around a mounting axis and isolated a useful amount of low-speed vibration from the frame. On an inline-six, already smoother by nature than many contemporary fours, the result helped Dodge emphasize quietness and flexibility.

Floating Power should not be treated as a modern hydraulic mounting system. Hardened, oil-soaked or incorrectly shaped replacement rubber can allow excessive movement, alter clutch linkage geometry and transmit vibration into the body. Correct mounts and alignment are therefore functional restoration items, not cosmetic details.

Styling and market rivals

The DL retained a near-vertical grille, a long louvered hood, exposed headlamps and separate fenders with running boards. The Convertible Coupe's short cabin and folded top concentrated visual mass over the rear axle, while the wire wheels and relatively tall tires preserved the light, open stance expected of an early-1930s sporting body.

Its direct context included the 1932 Chevrolet Confederate Six, Ford's four-cylinder Model B and V8-powered Model 18, as well as six-cylinder offerings from marques such as Pontiac and Essex. Dodge did not possess Ford's V8 headline or Chevrolet's sales volume. It instead sold buyers on hydraulic brakes, six-cylinder operation and Chrysler-influenced chassis refinement.

The DL was not conceived around racing homologation, and no factory competition derivative defines the series. Its historical relevance comes from showroom engineering and body-style scarcity rather than a documented factory motorsport program.

Engine and Drivetrain

Side-valve six-cylinder engine

The DL used a water-cooled inline-six with its camshaft and valves located in the cylinder block. This L-head arrangement reduced cylinder-head complexity and allowed straightforward servicing, but its combustion chamber and gas path limited breathing compared with Chevrolet's overhead-valve design. Dodge extracted a factory rating of 78 horsepower from 217.8 cubic inches, an output intended for flexible road use rather than sustained high engine speed.

The cast-iron engine used a single carburetor, conventional distributor-and-coil ignition and liquid cooling through a front-mounted radiator. A mechanically driven fan provided airflow at low road speed. Mixture condition, throttle-shaft wear, manifold leakage, ignition advance and cooling-system cleanliness have a marked effect on how a surviving DL starts and pulls.

Lubrication is by an engine-driven oiling system appropriate to the period, but it should not be judged by modern full-flow filtration standards. Sludge, blocked passages, tired oil pumps and inaccurate dashboard gauges demand investigation during recommissioning. An engine that displays acceptable pressure cold may lose it when hot if bearing clearances are excessive.

This table records the central factory specifications generally associated with the DL engine. Torque and maximum engine speed are omitted because dependable factory values are not consistently reproduced in surviving reference material.

The long 4.375-inch stroke explains much of the engine's character. It favors useful torque at modest crankshaft speed, but it also raises piston speed if driven as though it were a later short-stroke engine. Sensible cruising depends on rear-axle gearing, tire diameter and the mechanical health of the engine rather than on the nominal horsepower figure alone.

Transmission and driveline

A three-speed manual transmission sends power through an enclosed driveline to the live rear axle. Period Dodge literature and surviving cars can differ in freewheeling equipment and transmission details, so a restorer should identify the actual gearbox before ordering bearings, gears or linkage parts. A later transmission may improve usability while materially reducing originality.

Clutch chatter can come from contamination, distorted friction surfaces, worn linkage, tired engine mounts or driveline misalignment. Because the power unit's mounting system allows controlled movement, diagnosing clutch behavior without first inspecting the mounts can lead to an unnecessary gearbox removal.

Chassis, Suspension and Braking

The DL uses a separate steel frame with rigid front and rear axles suspended by semi-elliptic leaf springs. This was conventional American practice in 1932, but Dodge's hydraulic brakes distinguished it from Ford's cable-and-rod-operated system. The design is durable when correctly assembled, although wear accumulates in spring shackles, kingpins, steering joints and brake-cylinder bores.

The chassis information below is useful when checking whether a prospective car has retained the essential DL running gear. Wheel and tire dimensions should still be confirmed against factory literature applicable to the individual chassis and its market.

Beam-axle steering depends heavily on geometry and condition. Toe setting, bent steering arms, worn kingpins, loose wheel bearings and aged tires can make the car wander, while excessive tightening of the steering box can create stiffness without curing play. Lever-action shock absorbers, where retained, must provide actual damping rather than merely appearing complete.

Driving Experience and Handling Dynamics

A sound DL Six should start without theatrical throttle work, settle into an even low-speed rhythm and pull cleanly from modest engine speeds. The long-stroke six does not invite high-rpm use. Its useful quality is the ability to gather speed without constant shifting, provided the carburetor, ignition timing and compression are in order.

At parking speed the unassisted steering is heavy, especially with underinflated tires. Once rolling, the large steering wheel supplies leverage and the narrow tires reduce effort, but response remains measured. A properly rebuilt front axle should track predictably on smooth roads, while deeply crowned or rutted surfaces can move the car around more than a later independently sprung automobile.

The leaf springs permit noticeable roll, pitch and axle movement. That motion is not evidence of failure by itself, but uncontrolled oscillation indicates worn dampers, loose spring hardware or tired leaves. The separate frame and open body also make cowl shake and body flex easier to detect than in a closed DL sedan.

The gearbox rewards deliberate shifts and a pause through neutral rather than hurried movements. Brake pedal travel should be firm and repeatable after correct adjustment and bleeding. Even at its best, the system demands more planning than a modern dual-circuit disc setup, particularly on long descents where drum temperature rises.

Identification and Originality

Serial numbers and the DL code

A 1932 Dodge does not carry a modern 17-character VIN. Identification relies on the period vehicle serial number, the DL series designation, engine number, body-number evidence and supporting paperwork. The location and format of tags or chassis stampings should be checked against marque-specific records before restoration, because tags can be moved and frames can be replaced.

The engine number and vehicle serial number serve different purposes and should not be expected to repeat one another. In this era, the modern phrase matching numbers can be misleading. A defensible original car is one whose engine type, number range, chassis, body and documented history agree, not simply one with identical numbers stamped on unrelated components.

Confirming a genuine Convertible Coupe

The most valuable identification work concerns the body itself. A genuine Convertible Coupe should display period-correct door construction, windshield and cowl details, top mounting points, top irons, beltline contours, rear body structure and seating arrangement. A coupe body modified after production may wear a convincing roof opening but usually fails close inspection around the sills, quarters, windshield posts and top storage area.

Body-number plates, surviving wood patterns, original fastener holes and old photographs can help establish authenticity. Any tag should be assessed together with the body, not accepted as proof on its own. The DL chassis was used beneath several bodies, so possession of a correct DL serial identity does not by itself establish convertible provenance.

Correct equipment and finishes

Originality questions commonly involve the carburetor, distributor, generator, starter, cylinder head, transmission, rear axle, instruments, lamps, wheels and bumpers. Six-cylinder Dodge engines remained in production in related forms for many years, which makes later replacement blocks and accessories plausible. Those substitutions can yield a usable tour car but should be disclosed and priced accordingly.

Date coding in 1932 was not as comprehensive or standardized as it became on postwar collector cars. Casting marks, manufacturer tags and stamped component numbers still matter, but they must be interpreted through period parts books rather than a universal date-code formula. Owners should preserve original components even when modern replacements are fitted for touring.

Paint and upholstery restoration requires factory color bulletins, sales literature, original samples hidden under trim and evidence from unrestored cars. Generic burgundy paint, tan vinyl and modern carpeting may look suitably old without being correct. The same caution applies to plated versus painted hardware, wheel colors, pinstriping, roof fabric and interior grain patterns.

Variant and Body-Style Breakdown

The DL was a passenger-car series offered with several body configurations, not a family of separate engine tunes. Surviving catalogs and later references do not always use body names identically, so the table groups the principal forms without assigning unsupported production totals.

Exact production numbers for the Convertible Coupe are not consistently documented across readily available period and secondary references. What can be said without qualification is that closed sedans dominated the practical market, while open bodies experienced a lower survival rate because of exposure and the cost of replacing specialized structure and trim.

Performance and Dimensional Specifications

Contemporary acceleration and maximum-speed tests for this precise body style are not sufficiently consistent to justify a manufactured 0-to-60 mph or quarter-mile claim. The useful figures are therefore the factory engine rating and core dimensions, which establish the car's mechanical scale without suggesting modern performance precision.

Period curb-weight and top-speed figures are often repeated without a clear body-style citation. Because a Convertible Coupe's body, top mechanism, spare-wheel arrangement and accessories affect weight, figures belonging to a DL sedan or fixed-roof coupe should not be transferred automatically.

Compared With Related Dodge and Contemporary Models

DL Convertible Coupe versus other DL bodies

Mechanically, the Convertible Coupe shares its core engine and chassis architecture with closed DL models. Its differences become decisive above the frame. The open body has fewer roof members to control flex, more elaborate weather sealing and body-specific hardware that is expensive to replace.

A DL sedan is usually the easier restoration candidate because doors, roof structure and interior patterns are less specialized. A Sport Coupe can resemble the convertible in profile from some angles, particularly when both carry rear deck seating, but its permanent roof and upper quarters are fundamentally different.

Dodge DL versus Plymouth PB

The 1932 Plymouth PB belonged to Chrysler Corporation's lower-priced make and used a four-cylinder engine rather than the Dodge's six. The Plymouth appealed directly to the high-volume Ford and Chevrolet market, while the Dodge offered a larger engine and a different price proposition. Parts sharing within Chrysler Corporation should never be assumed solely because both cars came from the same model year.

Dodge DL versus Ford Model 18

Ford's 1932 Model 18 brought the flathead V8 into broad production and became the era's dominant performance and hot-rodding reference. The Dodge countered with a smoother established six and hydraulic brakes, while Ford used mechanically operated brakes. A DL should not be evaluated as an unsuccessful Ford substitute, because its engineering priorities were quieter operation, braking refinement and conventional six-cylinder flexibility.

Dodge DL versus Chevrolet Confederate Six

Chevrolet's 1932 Confederate used an overhead-valve inline-six, giving it a different cylinder-head layout and marketing story. Dodge retained the simpler side-valve configuration but combined it with hydraulic braking and Chrysler's mounting developments. For restorers, the cars have little mechanical interchange despite their shared six-cylinder format and broadly similar market use.

Ownership and Restoration Notes

Engine rebuilding

The Dodge flathead six is fundamentally robust, but a proper rebuild requires more than rings and fresh paint. Check cylinder taper, crankshaft journals, main and connecting-rod bearings, valve guides, seats, camshaft condition, oil passages and deck flatness. Freeze damage and internal corrosion can affect the block and cylinder head, especially where cars were stored without adequate coolant protection.

Cooling complaints often involve a combination of scale in the block, a restricted radiator, an eroded water pump, incorrect ignition timing and a poorly fitted fan belt. Treating only the radiator can leave the underlying problem untouched. A reconstructed temperature gauge is valuable because an ornamental but inaccurate instrument provides no protection.

Fuel, ignition and electrical systems

Original carburetors can be rebuilt, but throttle shafts and castings require inspection rather than a gasket-only kit. Fuel tanks accumulate rust and old sealant, while steel lines and flexible connections may restrict flow. The distributor needs sound bushings and a working advance mechanism if the engine is to pull cleanly under load.

Many cars have been converted from their original electrical arrangement or fitted with later generators, regulators, lamps and starters. Such changes can improve convenience, but poor conversions introduce overheated wiring, incorrect gauge behavior and mismatched bulbs. A buyer should determine whether the objective is factory presentation or discreet touring reliability before undoing or expanding a conversion.

Body structure and weather equipment

The open body is the expensive part of the restoration. Inspect the sills, door pillars, floor edges, cowl mounts, rear quarters, top anchorage points and the timber or composite structural elements used within the body. Doors that sag or change alignment when the car is lifted can indicate more than worn hinges.

Top irons should be complete, symmetrical and capable of folding without forcing the windshield or rear body. Missing cast brackets, header fittings and latches can require one-off fabrication. A generic replacement top may keep out some weather but will not necessarily reproduce the correct seam pattern, rear opening or folded profile.

Brakes, steering and chassis service

Hydraulic wheel cylinders and the master cylinder can corrode internally during storage. Rubber hoses may look acceptable outside while restricting fluid flow internally. Drum condition, shoe arc, return springs and adjustment all affect pedal feel, so replacing cylinders alone does not constitute a complete brake restoration.

The chassis requires periodic lubrication at steering, spring and driveline points according to the factory service literature. Low annual mileage does not eliminate this need. Grease hardens, seals shrink and condensation contaminates fluids while a car stands.

Buyer and Inspection Points

A credible inspection separates an authentic, complete Convertible Coupe from a DL chassis carrying an altered body or a restoration assembled from several donors. The costliest faults are usually structural incompleteness and missing convertible hardware, not worn routine service parts.

Completeness should outweigh a superficial paint finish. Plating, upholstery and paint can be renewed through known processes, while absent top castings or an incorrectly reconstructed body may consume years of specialist work. An older restoration with factory hardware and clear records can therefore be a stronger purchase than a freshly painted but poorly documented car.

Collector and Market Relevance

Within the DL family, collectors generally place the Convertible Coupe above common closed bodies because of its open coachwork, visual proportions and lower survival. Authenticity has a large effect on desirability. A genuine body with original structural details and top hardware carries a different standing from a sedan chassis rebodied during a later restoration.

The market also distinguishes between concours presentation and mechanically sympathetic touring modifications. Hidden turn signals, improved wiring protection and carefully selected modern friction materials may be acceptable to a driver, but conspicuous engine substitutions, incorrect wheels, modern interior materials and poorly integrated hydraulic changes reduce period character. Reversibility and documentation matter.

There is no factory racing pedigree to inflate the DL's reputation, nor is one needed. Its appeal rests on the combination of a prewar Dodge six, hydraulic brakes, Chrysler-era Floating Power and scarce convertible construction. Auction interest tends to favor cars with convincing body provenance, complete weather equipment, restrained finishes and restoration files rather than examples promoted through unsupported rarity claims.

Cultural Relevance

The 1932 model year is inseparable from Ford's V8 and the hot-rod culture that later formed around it, but that focus can obscure the engineering breadth of the American industry. Dodge offered a different formula: a long-stroke six, hydraulic braking and careful isolation of powertrain vibration. The DL shows what a middle-priced Chrysler Corporation product looked like before streamlined bodies and independent front suspension changed the market.

Dodge Brothers and Chrysler-product clubs provide much of the surviving technical memory through parts books, service literature, judging standards and owner research. The DL is seen more often in restoration and touring circles than in organized competition. Its six-cylinder drivetrain also attracts period-speed-equipment interest, although modifying a rare Convertible Coupe has greater collector consequences than modifying an incomplete closed car.

Film and advertising appearances should be documented car by car rather than attributed broadly from a similar-looking 1930s Dodge. Upright grilles, wire wheels and separate fenders make early-1930s cars easy to misidentify on screen, particularly when the radiator badge is not visible.

Frequently Asked Questions

What engine is in the 1932 Dodge DL Six Convertible Coupe?

It uses a naturally aspirated 217.8-cubic-inch, or approximately 3.57-liter, inline-six with an L-head side-valve layout. Factory output is commonly listed as 78 horsepower.

What does the DL code mean on a 1932 Dodge?

DL is the Dodge series or chassis designation used for this 1932 six-cylinder passenger-car family. It does not identify the Convertible Coupe body by itself, because sedans and fixed-roof coupes also used the DL designation.

How can I tell whether a DL is a genuine Convertible Coupe?

Confirm the serial identity, then inspect the cowl, windshield posts, doors, sills, rear quarters, top mounting points, top irons and rear body construction against factory literature and authenticated cars. A DL chassis number alone cannot prove that the body began life as a convertible.

Does a matching-numbers 1932 Dodge have identical chassis and engine numbers?

Not in the modern sense. The vehicle serial and engine number are separate identifiers, so authenticity depends on compatible number ranges, correct component types and documentation rather than identical stamps.

What are the most serious restoration problems?

Structural decay in the sills and pillars, missing top hardware, altered bodies, cooling-system corrosion and long-neglected hydraulic brakes create the largest bills. Convertible-specific castings and fittings are generally more difficult to source than routine engine service parts.

Are mechanical parts available for the Dodge DL Six?

Service items and some engine, ignition, brake and bearing components can be sourced through prewar Chrysler specialists, clubs and reproduction suppliers. Body trim, instruments, top hardware and model-specific fittings are much less predictable, so completeness is a major buying criterion.

What makes the 1932 Dodge DL Convertible Coupe collectible?

It combines the DL's 218-cubic-inch-class flathead six, 114-inch chassis and hydraulic brakes with a scarce open body. Collectors particularly value documented factory convertible construction, correct top equipment, original drivetrain components and period-appropriate finishes.

Collector Takeaway

The 1932 Dodge DL Six Convertible Coupe matters because it preserves Chrysler-era Dodge engineering in the body style least likely to survive intact. Its 78-horsepower L-head six and beam-axle chassis are straightforward prewar machinery, but the hydraulic brakes and Floating Power mounting system show that Dodge was selling measurable refinement while Ford pursued the publicity of a low-priced V8.

Buy the body, the hardware and the history before buying the shine. A complete, structurally honest DL Convertible Coupe can be rebuilt into a persuasive touring car and historical reference. A questionable conversion with transferred tags and missing top components may absorb the same money without ever becoming the car it claims to be.