1935 Dodge DU Six: 116-Inch Wheelbase and Hydraulic Brakes

Dodge sold the DU passenger-car series for the 1935 model year with a 217.8-cubic-inch L-head inline-six rated at 87 bhp and a 116-inch wheelbase. It used a three-speed manual transmission, rear-wheel drive, a separate frame, and hydraulic drum brakes at all four wheels.

Best known for combining Dodge's well-developed flathead six with conservative body-on-frame construction, the DU represented the marque's mainstream passenger car after Chrysler had spent several years consolidating Dodge engineering and production. Collectors still value it as a usable pre-war Dodge, particularly when the original engine, serial plate, instruments, wheels, and body hardware remain intact.

The DU's styling followed the industry's rapid move away from upright, square-bodied cars. A narrow vertical grille, rounded front fenders, a gently sloped radiator shell, hood-side ventilation, and a more enclosed passenger compartment gave it a distinctly mid-1930s profile. Touring sedans added an integral rear luggage compartment, while coupes retained the short greenhouse and pronounced rear deck favored by buyers seeking a more sporting appearance.

Quick Facts

The following table establishes the principal DU specifications without combining them with figures from the preceding 1934 Dodge series or the succeeding 1936 D2.

Published production totals are not always divided consistently by body style, assembly plant, or domestic and export classification. A surviving car should therefore be identified through its serial plate, engine stamping, body construction, and period documentation rather than through a claimed body-style production figure alone.

Why the 1935 Dodge DU Matters

The DU arrived when American manufacturers were rebuilding sales after the worst years of the Depression. Buyers still watched price closely, but they increasingly expected hydraulic brakes, enclosed all-steel bodies, improved engine mounting, and styling that looked appreciably newer than the upright cars of the late 1920s.

Dodge answered with proven machinery rather than an experimental layout. Its long-stroke flathead six produced useful low-speed torque, while the 116-inch chassis allowed enough passenger and luggage room for family use. Hydraulic brakes, still not universal across the low-priced American field, were a meaningful sales and safety feature.

The model also records Dodge's development under Chrysler, which had acquired Dodge Brothers in 1928. By 1935, shared corporate engineering practices were evident, but the DU remained recognizably a Dodge rather than a rebadged Plymouth. Its wheelbase, engine displacement, trim, and market pricing separated it from Chrysler Corporation's lower-priced marque.

Historical Context and Development

The DU competed in a market shaped by the Ford Model 48 V8, Chevrolet's Standard and Master models, and Chrysler's own Plymouth PJ. Ford advertised the appeal of eight cylinders, while Chevrolet and Dodge relied on inline-six engines with comparatively straightforward valve gear and service requirements.

Dodge's priorities were durability, tractable power delivery, hydraulic braking, and a body range broad enough to serve private buyers and commercial users. The DU was not a homologation car, nor was it designed around a formal factory racing program. Its engineering instead reflected the requirements of American roads, which still included extensive unpaved mileage and demanded suspension travel, ground clearance, and low-speed pulling ability.

Visually, the DU sat squarely in the transition from separate-body forms to more integrated streamlining. The headlamps remained freestanding, the fenders were distinct from the body, and running boards remained functional structural and styling elements. Even so, the grille, hood, cowl, roof, and rear quarters flowed together more coherently than those of Dodge models built only a few years earlier.

Engine and Drivetrain

The DU used Dodge's water-cooled, side-valve inline-six. Both valves sat in the block beside the cylinders, operated by a camshaft within the block through tappets. The removable cylinder head was consequently simple in form, although correct head-gasket installation, flat sealing surfaces, and clean coolant passages remain essential during rebuilding.

A single downdraft carburetor supplied the engine through a conventional intake manifold. Fuel came from the rear-mounted tank through an engine-driven mechanical pump. Spark was provided by a distributor and coil operating through a six-volt electrical system, while a belt-driven fan and water pump circulated cooling air and coolant.

The engine drove through a dry single-plate clutch and three-speed manual gearbox to a propeller shaft and live rear axle. The long stroke and modest compression ratio favored flexibility rather than high engine speed. Owners obtained the best results by shifting early and using the engine's low and middle-speed pull instead of extending each gear.

These are the core factory dimensions and ratings most useful when checking an engine or planning machine work.

The 3.25-inch bore and 4.375-inch stroke identify the engine as emphatically long-stroke. Rebuilders should not assume that every later Chrysler Corporation flathead six is dimensionally interchangeable. Block length, water-pump arrangement, manifolds, flywheel details, mounts, and external accessories must all be checked before accepting a replacement engine as correct.

Chassis, Suspension, Steering, and Brakes

The DU body was mounted to a separate steel frame. Its front suspension retained a beam axle located by semi-elliptic leaf springs, while the rear used a live axle and longitudinal leaf springs. This construction was rugged, familiar to repair shops, and tolerant of poor road surfaces, but it carried more unsprung mass than the independent front systems that became increasingly common later in the decade.

Dodge's four-wheel hydraulic drum brakes gave the DU a technical advantage over cars still using fully mechanical actuation. The system nevertheless depends on sound wheel cylinders, correctly arced shoes, true drums, good hoses and lines, and careful adjustment. Worn kingpins, spring shackles, tie-rod ends, and steering components can make an otherwise sound car wander badly.

The chassis table concentrates on dimensions and equipment that can be checked directly during an inspection.

Wheel appearance deserves close attention because later pressed-steel wheels and modern radial tires can alter both stance and steering effort. Correct narrow-section tires allow the manual steering to work as intended and preserve clearance at the fenders and running boards.

Driving Experience and Road Manners

A properly rebuilt DU starts with a measured churn from its six-volt starter, then settles into the subdued mechanical rhythm typical of a low-compression flathead. Throttle response is deliberate rather than sharp. The engine's useful quality is its ability to pull from modest road speed without demanding frequent downshifts.

The floor-shifted three-speed gearbox rewards unhurried movements and a pause as the lever crosses the gate. Drivers accustomed to modern synchronized transmissions must allow the gears and clutch time to match speed, particularly when selecting a lower ratio. Clutch take-up should be progressive; chatter usually points to contamination, mount deterioration, flywheel condition, or driveline misalignment rather than an inherent trait.

At the steering wheel, the beam axle and leaf springs communicate ridges and broken surfaces directly. Steering effort rises noticeably during parking, then eases once the car is moving. On a period two-lane road the DU feels stable when its kingpins, wheel bearings, alignment, tires, and steering box are correct, but excessive free play quickly turns crosswinds and road crown into constant correction.

The hydraulic brakes offer more even application than a poorly adjusted mechanical system, although pedal pressure and stopping distance remain firmly pre-war. Brake feel should be solid and progressive. A low, spongy, or sinking pedal indicates maintenance trouble and should never be excused as normal for the model.

Identification and Originality

The DU predates the standardized 17-character VIN by several decades. Dodge identified the vehicle by a factory serial number, while the engine carried its own stamped number. Those two numbers were not intended to be identical, so the modern phrase matching numbers must be applied carefully.

On surviving Chrysler Corporation cars of this period, the serial plate is generally found on a front door pillar, commonly the right-side hinge pillar. The engine number is stamped on a machined boss on the block. Location, typography, fasteners, surface condition, and consistency with surviving paperwork matter more than an unsupported internet decoding chart.

A genuine inspection should compare the serial plate with the title, registration history, engine stamping, body number or body tag where present, and any old service invoices. Replacement engines are common because Chrysler flathead sixes remained in service for decades. A later engine may improve usability, but it reduces factory originality unless the original block accompanies the car.

Correct Details and Common Substitutions

Look for the proper DU grille and trim, period instruments, six-volt generator and starter, single-carburetor intake, mechanical fuel pump, hydraulic drums, original-style door and window hardware, and wheels of the correct diameter and offset. Twelve-volt conversions, alternators, electric fuel pumps, later sealed-beam headlamps, modern gauges, and later flathead engines are frequent functional changes.

Factory paint identification requires more than choosing a color that appears plausible for 1935. Original paint chips, supplier formula books, protected paint beneath trim, and documented restoration records are stronger evidence than a modern color name. Upholstery grain, piping, headliner material, rubber floor coverings, woodgraining, and plated hardware should likewise be compared with period literature and unrestored examples.

Dodge did not use a modern centralized option-code label comparable to those on postwar cars. Radios, heaters, wheel equipment, trim, and accessories must be authenticated through physical evidence, factory accessory literature, invoices, or known installation details. Date-coded service components may help establish chronology, but they should not be treated as a substitute for a correct serial identity.

Body Variants and Trim

The DU was offered in several closed and open body configurations. Surviving factory literature and modern references sometimes differ in how they separate coupe seating arrangements and trunk-equipped sedan terminology, so body construction should take precedence over an informal seller description.

Open cars and rumble-seat coupes attract greater collector attention, but they also require especially careful authentication. Converted coupes, replacement wood, fabricated top mechanisms, and mixed body hardware can make an attractive car substantially less correct than it appears.

Performance and Dimensional Specifications

Standardized acceleration and top-speed testing was not consistently published for every DU body style. Body weight, axle ratio, tire size, tune, and test conditions would materially change any result, so unsupported modern estimates should not be treated as factory specifications.

Reliable factory or period road-test figures for 0 to 60 mph, quarter-mile acceleration, and maximum speed are not consistently documented across DU body styles. Curb weight also changes according to coupe, sedan, touring-sedan, or convertible construction, as well as fitted equipment, so a body-specific factory sheet is preferable to a single generalized figure.

Compared With Related Dodge Models

1934 Dodge Versus the 1935 DU

The DU should not be cataloged as a 1934 Dodge merely because many mechanical principles carry over. Grille treatment, body contours, trim, serial identification, and model designation differ. Parts interchange should be confirmed component by component rather than assumed from visual similarity.

1935 DU Versus the 1936 Dodge D2

The 1936 D2 succeeded the DU and brought revised styling and model-specific details that are often fitted to older cars during long service lives. D2 trim, lamps, instruments, engine accessories, and body hardware may look period-correct at a glance but can compromise an accurate DU restoration.

Dodge DU Versus Plymouth PJ

The Plymouth PJ served Chrysler Corporation's lower-priced customers, while Dodge offered a longer-established dealer identity, a 116-inch wheelbase, and model-specific engine and trim details. Although corporate engineering produced family resemblance, a DU is not simply a Plymouth with different badges. Engine dimensions, chassis components, sheet metal, and fittings require separate verification.

Dodge DU Versus Ford and Chevrolet

Ford's flathead V8 supplied a strong marketing contrast, while Chevrolet remained committed to the overhead-valve inline-six. Dodge's side-valve six was less elaborate than Chevrolet's valve gear and lacked Ford's cylinder count, but it delivered smooth low-speed operation and benefited from Dodge's established hydraulic brake system.

Ownership and Restoration Notes

Mechanical service parts for Chrysler Corporation flathead sixes are generally easier to locate than DU-specific sheet metal, trim, instruments, and convertible hardware. Pistons, rings, bearings, gaskets, ignition parts, brake components, and clutch materials can often be sourced through pre-war Mopar specialists, although every listing must be checked against engine dimensions and original part numbers.

Cooling-system condition is critical. Rust scale accumulates around the rear cylinders and in neglected water jackets, while a blocked radiator, worn water pump, corroded distribution components, or incorrectly fitted head gasket can create persistent overheating. A rebuild should include thorough block cleaning, crack inspection, measurement of cylinder taper, crankshaft assessment, valve-seat work, and checks for erosion around head-bolt and coolant passages.

Oil pressure should be observed hot as well as cold. Low hot pressure, bearing rumble, piston slap, blue exhaust smoke, and heavy crankcase fumes indicate more than a carburetor adjustment. Long storage can also leave valves stuck, rings seized, fuel systems varnished, and clutch plates bonded to the flywheel.

The gearbox and rear axle are durable when properly lubricated, but worn bearings, chipped gear teeth, tired synchronizing components where fitted, and excessive differential backlash can make a quiet-looking restoration expensive underneath. Gear lubricant must be compatible with the transmission and axle materials. Modern lubricant recommendations should come from a specialist familiar with pre-war Mopar units.

Structural restoration is usually harder than engine work. Inspect the frame around spring mounts, crossmembers, steering-box attachment, body mounts, and collision repairs. Body corrosion commonly attacks floors, rocker and sill areas, lower door skins, fender edges, running-board mounts, cowl sections, trunk floors, and the spare-wheel or rear-body area.

Service should be based on mileage and elapsed time, with frequent attention to chassis lubrication, brake adjustment, fluid levels, ignition points, wheel bearings, fan-belt tension, coolant condition, and tire age. Cars driven infrequently need annual brake and fuel-system inspection because storage deterioration can be more damaging than moderate use.

Buyer and Inspection Points

A DU inspection should separate authenticity, mechanical condition, and body integrity. A running car with incorrect trim may be harder and more costly to finish correctly than a non-running but complete example.

Completeness should carry substantial weight in any purchase decision. Replating an original handle or rebuilding a correct gauge is usually more straightforward than locating a missing DU-only component after the body and paint work are finished.

Collector and Market Relevance

Collector demand tends to favor convertible coupes, rumble-seat coupes, and accurately restored cars with strong documentation. Sedans are usually more accessible and can be better choices for touring because of their enclosed rear seating and luggage capacity. In either case, authenticity and restoration quality matter more than the mere presence of glossy paint.

The DU has no major factory competition record driving its value, and claims of racing provenance require documentary proof. Its appeal rests instead on a one-year series identity, recognizable mid-1930s Dodge styling, hydraulic brakes, and a flathead-six drivetrain that can be maintained without exotic machinery.

Unrestored cars with sound original upholstery, paint traces, woodgraining, fasteners, and numbered components can be especially useful to marque historians and restorers. A heavily modified street rod may retain an original DU body, but replacement frames, modern engines, chopped roofs, and altered suspension remove much of the evidence collectors use to study factory construction.

Cultural Relevance and Club Use

The DU belongs to the generation of American cars that returned families and businesses to the road as automobile sales recovered during the middle 1930s. Sedans served as everyday transport, while business coupes offered salesmen and tradesmen enclosed luggage space without the cost or bulk of a rear seat.

Today the model is most visible in antique-car clubs, Dodge Brothers organizations, preservation classes, regional tours, and pre-war Chrysler gatherings. The robust engine and hydraulic brakes make a well-sorted example suitable for moderate-distance touring, provided the driver respects original gearing, tire construction, lighting, and braking capability.

Hot-rodding also affected survival rates. Coupes and convertibles were attractive bases for engine swaps and chassis modification, which makes an uncut frame, original firewall, complete dashboard, and intact suspension particularly valuable in a restoration candidate.

1935 Dodge DU Six FAQs

What engine is in the 1935 Dodge DU?

The DU uses a 217.8-cubic-inch, or commonly rounded 218-cubic-inch, L-head inline-six. Its 3.25-inch bore and 4.375-inch stroke produce a long-stroke layout, and factory ratings commonly list 87 bhp at 3,600 rpm.

What does the DU code mean on a 1935 Dodge?

DU is Dodge's series designation for its 1935 passenger-car line. It distinguishes the car from the preceding 1934 series and the 1936 D2, even where components or styling details appear similar.

Where is the serial number on a 1935 Dodge DU?

The factory serial plate is generally located on a front door pillar, commonly the right-side hinge pillar on Chrysler Corporation products of the period. Its number should be checked against the title and old registration documents, while the separate engine number should be recorded from the block.

Did the Dodge DU have hydraulic brakes?

Yes. The DU used hydraulically operated drum brakes on all four wheels. Safe operation depends on the condition of the master cylinder, wheel cylinders, drums, linings, hoses, lines, and adjustment.

Which 1935 Dodge DU body style is most collectible?

Convertible coupes and rumble-seat coupes generally receive the strongest collector attention because fewer survive and their body-specific parts are difficult to replace. An original, documented sedan can still be more desirable than an open car assembled from mixed or fabricated components.

Are parts available for a 1935 Dodge DU restoration?

Routine engine, ignition, clutch, and brake service parts are obtainable through pre-war Mopar specialists, although dimensions and part numbers must be verified. DU-specific trim, sheet metal, instruments, top hardware, hubcaps, and body fittings are substantially harder to source.

What are the main problems to check before buying a Dodge DU?

Inspect for cooling-system corrosion, low hot oil pressure, worn steering and kingpins, leaking hydraulic brakes, frame cracks, rust in floors and lower body sections, and missing model-specific trim. Confirm that the serial identity and engine stamping agree with the car's documentation before evaluating cosmetic condition.

Collector Takeaway

The 1935 Dodge DU deserves attention because it preserves Dodge's practical engineering at the moment American body design became lower, rounder, and more integrated. Its 218-cubic-inch flathead six, 116-inch chassis, beam front axle, and hydraulic drums explain exactly how a durable mid-priced family car was built before independent suspension and postwar production methods changed the formula.

The best DU is not necessarily the brightest restoration. It is the car whose serial identity, engine, frame, body hardware, instruments, and finish can be traced and defended. Find one with an uncut structure and its difficult trim still present, rebuild the brakes and cooling system without shortcuts, and the result is a pre-war Dodge that can still be driven, studied, and maintained on its original mechanical terms.