1936 Dodge D2 Convertible Coupe: 116-Inch Wheelbase

Dodge built the D2 passenger-car series for the 1936 model year around a 217.8-cubic-inch L-head inline-six rated at 87 horsepower. The Convertible Coupe placed that engine, a three-speed manual gearbox and four-wheel hydraulic brakes beneath a folding top on Dodge's 116-inch-wheelbase chassis.

The D2 arrived when Dodge was selling above Plymouth within Chrysler Corporation's hierarchy and competing directly with six-cylinder Chevrolet models as well as Ford's less expensive V8 cars. Its open two-door body was never the volume choice, but it combined the standard D2 running gear with one of the series' least common and most restoration-intensive bodies.

Best known for its streamlined 1936 sheet metal, robust flathead-six powertrain and scarce Convertible Coupe coachwork, the D2 captures Dodge just before fully enclosed bodies made open cars a small specialist category.

Quick Facts

The essentials below separate the D2 Convertible Coupe from similarly styled Dodge cars of adjacent model years. Figures apply to the standard 116-inch-wheelbase passenger chassis unless otherwise stated.

The D2 designation matters because styling similarities can make casually described 1935, 1936 and 1937 Dodges appear interchangeable in advertisements. Mechanical components also migrated between cars during decades of repair, so the body, serial identification and engine stamping must be considered together.

Why the 1936 Dodge D2 Convertible Coupe Matters

By 1936, the closed all-steel sedan had become the default American family car. A convertible coupe demanded more costly body reinforcement, folding-top hardware, weather seals and model-specific interior work, yet appealed to a much narrower audience. That commercial equation explains why surviving D2 convertibles are encountered far less often than four-door sedans.

The D2 also demonstrates Chrysler Corporation's engineering priorities below the luxury classes. Dodge buyers received hydraulic brakes, an independently sprung front axle line and a pressure-lubricated six at a time when Ford still relied on mechanically actuated brakes. These were practical differences felt in pedal effort, wheel control and engine durability, not decorative claims.

For collectors, the Convertible Coupe adds another layer. A sedan can donate many mechanical pieces, but it cannot supply the correct doors, rear body structure, top irons, header fittings or convertible-specific garnish moldings. Consequently, completeness has an unusually large effect on restoration cost and historical credibility.

Historical Context and Development

Dodge within Chrysler Corporation

Chrysler Corporation had acquired Dodge Brothers in 1928. By the middle of the next decade, Dodge occupied a higher price band than Plymouth while drawing on corporate engineering and manufacturing resources. The 1936 D2 followed the DU series of 1935 and preceded the 1937 D5, retaining the familiar side-valve six while presenting a smoother, more integrated body.

The competitive field was severe. Chevrolet sold overhead-valve six-cylinder cars in enormous numbers, Ford promoted the compact packaging and output of its flathead V8, and Plymouth competed for value-conscious buyers from within Chrysler's own dealer network. Dodge answered with six-cylinder smoothness, hydraulic braking and a body designed around rounded fenders, a tapered grille and a lower visual mass than the upright cars of the early 1930s.

Design Direction

The D2's grille uses fine vertical bars within a narrow shield-like outline. Separate headlamps remain mounted beside the hood, but the fenders, hood sides and body shoulders flow together more coherently than on earlier square-bodied Dodges. On the Convertible Coupe, the low folded roof exposes the long horizontal beltline and makes the rear deck a defining part of the profile.

The cabin is compact by sedan standards. A painted metal instrument panel, centrally grouped instruments, large thin-rimmed steering wheel and broad bench seat reflect normal American practice of the period. Correct upholstery, rubber flooring or carpeting, door hardware and top materials should be judged against Dodge literature and surviving unrestored cars rather than modern custom-trim conventions.

No Homologation or Factory Competition Purpose

The D2 Convertible Coupe was a road car, not a homologation special. Dodge did not create it to satisfy a racing production rule, and there was no factory high-performance convertible derivative. Its historical case rests on production-car engineering, open-body rarity and the survival challenges peculiar to pre-war convertibles.

Engine and Drivetrain

The D2 used Dodge's water-cooled L-head six, often rounded to 218 cubic inches in modern descriptions. Its valves sit in the block beside the cylinders, operated by a camshaft through tappets rather than pushrods and rocker arms. This arrangement limits breathing compared with an overhead-valve head, but it produces a compact, quiet cylinder head and straightforward service access.

A single downdraft carburetor supplies the engine through a conventional intake manifold. Battery-and-coil ignition, a distributor, spark plugs and high-tension leads provide the ignition system, while a mechanically driven pump circulates coolant through the block and radiator. Pressure-fed lubrication supports the bearings, although any restored engine still depends on clean oil passages, correct clearances and an accurate oil-pressure gauge.

The following table confines itself to specifications consistently associated with the 1936 D2 engine. Torque and governed engine-speed figures are omitted because dependable factory values are not consistently reproduced in surviving summaries.

The long 4.375-inch stroke is central to the engine's behavior. It favors useful low-speed pulling ability over high-rpm operation, suiting the tall gearing and deliberate shifts of a 1930s road car. Owners who treat the flathead like a later short-stroke engine risk sustained speed, heat and bearing loads that its original road environment seldom imposed.

The three-speed transmission sends power through a propeller shaft to a live rear axle. Correct clutch adjustment and patient shifts are essential. Even where synchronization assists the higher gears, a hurried change from first to second exposes worn synchronizer parts, dragging clutch adjustment and tired gearbox bearings.

Chassis, Suspension and Braking

The Convertible Coupe uses a separate steel frame, allowing Dodge to mount several body types over common mechanical foundations. Because an open body lacks the fixed steel roof of a sedan, the frame, sills, door openings and body mounts are especially important. Corrosion or poor repairs in these areas produce door misalignment and cowl movement long before the car appears structurally unsafe from above.

Dodge's independent front suspension used coil springs, while the live rear axle remained on semi-elliptic leaf springs. Four-wheel hydraulic drum brakes were a meaningful advantage in 1936, but their modern effectiveness depends on drum condition, matched linings, properly rebuilt cylinders, sound hoses and exact adjustment.

This table presents the chassis hardware most relevant when checking whether a restored car retains the correct D2 layout.

Independent front suspension reduces the tendency of one front wheel's movement to disturb the other, a useful improvement on broken pavement. It does not make the D2 a modern handling car. Narrow tires, substantial unsprung rear weight, slow manual steering and the flexible sidewalls expected in 1936 still define its responses.

Driving Experience and Handling Dynamics

A properly rebuilt D2 starts with the characteristic churn of a six-volt starter, then settles into a subdued, even idle. Throttle response is progressive rather than sharp. The flathead's strength lies in pulling cleanly from modest engine speed, so early upshifts suit it better than extending each gear.

At parking speed the steering asks for both hands, particularly if incorrect tire sizes or excessive caster have entered the restoration. Once moving, effort decreases and the long wheelbase encourages measured directional changes. There is noticeable body roll, but the independent front end keeps the car from hopping across rough surfaces as abruptly as a simple beam-axle design can.

The gearbox rewards an unhurried hand and a complete clutch release. Brake feel should be firm and progressive when the hydraulic system is correctly rebuilt, although stopping distances, fade resistance and tire grip remain products of the 1930s. A low or slowly sinking pedal is a fault, not charming period character.

Wind noise and body movement are greater than in a D2 sedan. With the top lowered, the upright windshield and open cabin make speed feel vivid well before the engine reaches its practical cruising limit. The car is most convincing on secondary roads, where its torque, visibility and ride can be used without imposing modern motorway demands on the cooling and braking systems.

Identification and Originality

Serial, Engine and Body Evidence

A genuine D2 should retain a body-mounted serial-number plate appropriate to a 1936 Dodge and an engine number consistent with D2 production. Assembly plant and production sequence affect serial ranges, so a claimed decoding should be checked against a recognized Chrysler historical reference rather than copied from an auction description. The serial number on the plate should agree with the title or registration, allowing for jurisdictions that historically registered cars by engine number.

The engine number is stamped on a machined pad on the block. Presence of a D2-associated engine stamping supports originality, but it does not by itself prove that the engine was installed in that body when new. Chrysler flathead sixes remained in service for decades, and complete engines were routinely replaced with later units, industrial engines or blocks from other Chrysler Corporation cars.

The phrase matching numbers needs careful use here. Dodge did not apply a modern, body-wide VIN derivative to every major component. A sound claim should be based on period serial data, casting characteristics, component dates where present, factory records, old registrations, service invoices and continuous ownership history.

Convertible-Specific Components

The folding-top frame, windshield header latches, door glass mechanisms, quarter-window treatment, top well, rear deck structure and interior garnish pieces deserve close inspection. Reconstructing missing top irons from photographs is expensive and can leave a roof that neither seals nor folds correctly. Sedan doors or heavily modified coupe panels may be made to fit, but incorrect inner construction and proportions usually reveal the conversion.

Check that the doors close without lifting and that gaps remain consistent with the top raised and lowered. Wide rear gaps, cracked paint at the cowl, shimmed body mounts or a windshield frame that changes angle can indicate weakened sills or a frame repaired without correct body alignment.

Finishes, Hardware and Documentation

Period paint charts show the colors available through Dodge's original suppliers, but a modern color name or approximate formula is not proof of a factory finish. The best restoration process compares surviving protected paint, period charts and any documented body or trim information before mixing a modern equivalent. Metallic content, gloss and color depth should resemble 1930s finishes rather than contemporary show-car paint.

Chrome plating, painted steel components and plated fasteners should follow factory practice. Common losses include correct hubcaps, dashboard controls, exterior handles, bumper hardware, carburetor and air-cleaner assemblies, distributor components and original six-volt electrical fittings. Sales literature, factory photographs, parts books and service manuals provide stronger evidence than a restored comparison car of unknown history.

Variant and Body-Style Breakdown

Dodge used the D2 mechanical package across several passenger bodies. Body terminology can differ between factory literature and later registrations, especially where a rumble-seat coupe is casually called a sport coupe, so physical configuration should take precedence over a seller's label.

Exact body-style totals are not consistently presented across surviving references, and production claims should be tied to a named factory or recognized marque source. The Convertible Coupe's scarcity is evident in survival and market activity, but rarity should not be converted into an unsupported build figure.

Performance and Dimensional Specifications

American manufacturers did not publish the kind of instrumented acceleration data later expected by road testers, and surviving reports are affected by axle ratio, body weight, tire size and test conditions. The dependable figures below therefore emphasize factory mechanical dimensions and rated output rather than speculative 0 to 60 mph times.

No standardized factory 0 to 60 mph, quarter-mile or independently repeatable top-speed figure is sufficiently consistent to present as definitive for the Convertible Coupe. Restored cars also differ materially in axle gearing, engine condition, tire diameter and weight, making modern anecdotal figures poor historical specifications.

Compared With Related Dodge Models

1935 Dodge DU

The preceding DU shares the basic pre-war Dodge formula of a flathead six, rear drive and hydraulic brakes, but its body detailing belongs to an earlier styling phase. Buyers should not assume that visible trim, grille pieces, sheet metal or body hardware interchange simply because the cars are consecutive six-cylinder Dodges.

1937 Dodge D5

The D5 succeeded the D2 with revised styling and model-year details. Its later appearance and running changes make it a separate identification exercise, even though the underlying Dodge six-cylinder engineering remained evolutionary. Engines and service parts may have crossed between D2 and D5 cars during their working lives, which is why casting features and stamped numbers matter.

Plymouth P2 and Other Chrysler Corporation Sixes

The 1936 Plymouth P2 Deluxe appealed to a lower price segment and used its own series identity and dimensions. Chrysler Corporation's broad use of side-valve sixes encourages the mistaken belief that every flathead block, cylinder head and accessory is interchangeable. Displacement, block length, mounting details, water-pump arrangement, flywheel housing and accessory placement must all be verified before purchasing a supposed bolt-in replacement.

Ford and Chevrolet Rivals

A 1936 Ford brings V8 character and a large parts-support network, but retains mechanical service brakes in standard production. Chevrolet's six used overhead valves and sold in far greater volume. The Dodge countered with hydraulic braking and a long-stroke six whose appeal lies in smooth road torque rather than cylinder-head airflow or maximum engine speed.

Ownership and Restoration Notes

Engine and Cooling System

Dodge flathead-six parts support is reasonable by pre-war standards, although correct D2 accessories can be harder to locate than internal service parts. Before rebuilding, inspect the block for freezing cracks, corrosion around the water jackets, damaged head-bolt threads and previous repairs. Cooling passages can retain heavy scale even after the radiator has been recored.

A persistent hot-running complaint should be investigated systematically. Ignition timing, lean mixture, blocked water-distribution passages, water-pump condition, thermostat function, radiator flow and fan placement all matter. Installing a larger radiator does not correct sediment packed around the rear cylinders.

Transmission, Axle and Brakes

Gearbox noise on overrun can indicate bearing wear, worn gears or incorrect end play. A clutch that fails to release fully may mimic weak synchronizers and should be adjusted before condemning the transmission. Rear-axle work requires attention to bearing preload and gear contact rather than simply replacing seals.

Hydraulic brakes must be rebuilt as a complete system when their history is unknown. Old hoses can collapse internally, wheel cylinders corrode and drums may already exceed safe machining limits. Brake shoes should match the drum radius, and all four corners require consistent adjustment if the car is to stop without pulling.

Body, Frame and Top

Structural work is the decisive cost on many D2 convertibles. Inspect the frame around suspension mounts, crossmembers and body supports, then examine the wooden or steel body reinforcement used around openings and trim attachment points. Previous sill repairs can look substantial while leaving the body mounted at the wrong height.

A complete top assembly is worth preserving even when its fabric is unusable. Top bows, pivots, latches, header pieces and weather channels are far more difficult to replace than cloth. Trial-fit the restored top mechanism, side glass, doors and windshield before final paint and upholstery.

Electrical and Routine Service

The original six-volt system works when battery capacity, cable gauge, grounds, starter condition and charging output are correct. Thin 12-volt-style battery cables create voltage loss and are a frequent cause of slow cranking. A 12-volt conversion may aid a modified driver, but it reduces originality and requires coherent changes to bulbs, gauges, charging equipment and accessories.

Routine use should include checks of oil level and pressure, coolant level, fan belt, ignition points, tire pressure, brake adjustment and chassis lubrication. Service intervals in period manuals were far shorter than those of modern cars, particularly for grease points and ignition maintenance.

Buyer and Inspection Points

A D2 Convertible Coupe should be purchased according to body integrity and completeness before cosmetic shine. The following inspection points target faults that can turn an apparently finished car into an extensive structural and parts-sourcing project.

A bright restoration with poor doors and incomplete top hardware is usually a weaker purchase than a worn but complete car with a straight frame. Mechanical parts can often be rebuilt or sourced through Chrysler-product specialists. Convertible sheet metal and fittings are a different proposition.

Collector and Market Relevance

Open pre-war American cars generally attract more collector attention than mechanically equivalent sedans, and the D2 follows that pattern. The difference is not merely the appeal of top-down driving. Convertible attrition was high because weather exposure damaged upholstery, floors, sills and roof mechanisms, while owners often modified surviving cars during the street-rod era.

Collectors typically reward an authentic D2 identity, correct body architecture, complete top hardware, factory-style trim, a period-correct 218 engine and documentary history. A replacement flathead need not make the car undesirable, but it should be described accurately. Incorrect modern drivetrains, altered frames and fabricated body details place a car in a different category from a historically restored example.

Auction results can vary sharply with restoration age and body authenticity, so a single sale does not establish a stable value. The strongest cars tend to be those whose structural work is photographed, whose serial and title records agree, and whose restoration resists the temptation to apply modern materials where factory evidence survives.

Cultural Relevance

The D2 belongs to the period when American car design was shifting from separate, upright visual elements toward integrated bodies with rounded fenders and narrower grilles. Its convertible form makes that transition especially clear because the lowered roof reveals the relationship between the hood, beltline and rear deck.

There is no major factory racing program or homologation story attached to the D2 Convertible Coupe. Its modern cultural life instead comes through Antique Automobile Club of America events, Dodge Brothers and Walter P. Chrysler marque groups, preservation tours, local shows and pre-war driving clubs. Those communities are also where obscure trim, technical literature and patterns for unavailable pieces are most often found.

The model has also shared the broader fate of 1930s coupes and convertibles in hot-rodding culture. Some cars received later engines, hydraulic upgrades, chopped structures or modern suspension. Well-executed customs have their own audience, but every irreversible conversion further reduces the pool of stock D2 convertibles available for historical restoration.

Frequently Asked Questions

What engine does the 1936 Dodge D2 Convertible Coupe use?

It uses a naturally aspirated 217.8-cubic-inch, or commonly rounded 218-cubic-inch, L-head inline-six. Period specifications rate it at 87 bhp at 3,600 rpm.

What does the Dodge D2 code mean?

D2 is Dodge's series designation for its principal 1936 passenger-car line. It distinguishes the car from the 1935 DU and the succeeding 1937 D5 series, although later replacement parts can complicate identification.

How can a genuine D2 Convertible Coupe be identified?

Check the body-mounted serial plate, title, engine stamping and convertible-specific body structure together. Correct top irons, header latches, doors, rear deck construction and interior fittings are particularly important. Any serial-range interpretation should account for assembly plant and be verified with a recognized Dodge or Chrysler historical reference.

Are 1936 Dodge D2 parts available?

Engine, ignition, brake and general service parts are available through vintage Chrysler-product suppliers and specialist clubs. Convertible-only hardware, body panels, garnish moldings and top components are much harder to find and may require restoration of originals or skilled pattern fabrication.

What are the most serious D2 Convertible Coupe problems?

Structural rust or poor repairs around the frame, sills, cowl and body mounts are the largest concerns. Engine freeze cracks, blocked cooling passages, worn gearbox bearings, corroded hydraulic brakes and incomplete top mechanisms are also common restoration risks.

Does matching numbers mean the same thing on a D2 as on a later collectible car?

No. The D2 predates the comprehensive VIN practices used on later vehicles. An original-engine claim requires serial and engine data, period documentation and component evidence, not a modern-style VIN derivative stamped throughout the car.

Why is the D2 Convertible Coupe more collectible than a D2 sedan?

The open body was produced and preserved in much smaller numbers than the mainstream closed sedans, and its specialized structure and roof hardware make complete examples difficult to replace. Collectors also value the way the low roofline displays the D2's 1936 proportions.

Collector Takeaway

The 1936 Dodge D2 Convertible Coupe is worth pursuing for three concrete reasons: its 218-cubic-inch flathead six is durable and understandable, its hydraulic brakes and independent front suspension show Chrysler engineering at work below the luxury classes, and its open body survives in far fewer numbers than the sedan that carried most D2 sales.

Buy the body before the engine and the top mechanism before the paint. A complete, structurally honest D2 convertible preserves a part of Dodge history that cannot be recreated from a sedan and a parts catalog. Its appeal is not speed. It is the rare combination of usable pre-war mechanicals, restrained 1936 styling and coachwork whose missing details expose every shortcut a restorer takes.