Re: [Chrysler300] Diamond Jubilee 300 Circus-History

From: C Bilter <cbilter@xxxxxxxxx>;
To: <Chrysler300@xxxxxxxxxxxxxxx>; <kmaniak@xxxxxxx>;
Subject: Re: [Chrysler300] Diamond Jubilee 300 Circus-History
Sent: Sun, Mar 9, 2014 5:35:28 PM

Chris -

Thanks as always for a comprehensive and perspicacious discussion. While not exactly 300 rated, the production figures I’ve seen for the ‘63 New Yorker Salon have been 593 rather than 633. Either way, it was low production and is actually more rare than the 300J (required content) due to lower survival rates.

Carl B

From: kmaniak@xxxxxxx

Sent: Saturday, March 08, 2014 10:33 PM

To: kmaniak@xxxxxxx ; awrdoc@xxxxxxxxx ; Chrysler300@xxxxxxxxxxxxxxx

Cc: MRS954@xxxxxxx ; tonysru2@xxxxxxxxxxx

Subject: Re: [Chrysler300] Diamond Jubilee 300 Circus-History

Tony:

Something I forgot to mention previously was steering wheels and their shapes.

The 1960 through 1962 Chryslers used an oval shaped steering wheel with two spokes. The spokes were located at approximately 4 o’clock and 8 o’clock on the wheel. The horn rim overlaid the spokes and connected with an inside rim along the inside bottom edge of the wheel. The shape of this oval wheel was designed to allow the driver to clearly view the domed instrument cluster through the inside of the steering wheel when the wheel was fully centered.

In 1963, Chrysler redesigned the instrument cluster in the full size Chrysler with a centered and round speedometer, with two smaller round gauges mounted above and to the left of the speedometer, as well as two more symmetrically placed round gauges above and to the right of the speedometer. The two small gauges on the left were fuel and temperature. The two small gauges to the right were alternator and clock. The same instrument cluster was continued on the 1964 model. Chrysler continued to use the same patterned oval steering wheel as they used on the 1960 through 1962 models as the standard steering wheel and horn ring on the Newport and 300. However, the rim of this oval steering wheel blocked a portion of the driver’s view of these accessory gauges on the left and right of the speedometer. In order to correct this apparent gauge visibility issue, Chrysler designed the new “Deluxe Steering Wheel” in 1963. The Deluxe wheel is easily recognized by the relatively square shape of the outer rim. The Deluxe wheel used the same hub and spoke design in the center. The Deluxe horn ring differed by having a full horn ring both above and below the steering wheel spokes on the inside of the wheel. The beauty of the Deluxe Steering Wheel is that the driver can fully view all five gauges of the instrument cluster through the inside of the steering wheel when the wheel is fully centered. In 1963 and 1964, the oval wheel was standard on Newport and 300. The Deluxe Steering Wheel was optional as part of the “Deluxe Package” on Newport and 300, and standard equipment on 300-J, 300-K, and New Yorker.

Tilt Steering Wheel – The 1964 Chrysler was the first full size Chryslers were available with optional tilt steering wheel. The tilt steering wheel was optional on all models in 1964. Chrysler purchased the tilt column from Saginaw Steering Gear, a division of General Motors. The tilt column did not use the conventional Chrysler turn signal switch found in the center hub of the fixed columns. Rather, the tilt column used the Saginaw cable actuated turn signal mechanism inside the hub that connected to a Delco-Remy turn signal switch mounted on the lower left side of the column under the dashboard. Chrysler installed an adaptor wire harness that connected the standard Chrysler instrument panel wiring connector for the steering column to the Delco-Remy switch. The tilt steering wheel option was not available on a 1964 Chrysler equipped with manual transmission, and for good reason. In 1964 as in previous years, the brake pedal arm ran along the right side of the steering column, while the clutch pedal arm ran along the left side of the column. The Delco-Remy switch on the tilt column hung off the left side of the column and would interfere with clutch pedal operation. When Chrysler redesigned the body of the 1965 model, they designed both the clutch and brake pedal arms on the right side of the steering column, eliminating the turn signal switch interference issue with the Saginaw tilt column. Therefore, the tilt steering wheel option was available on all 1965 Chryslers, including the 300-L, with both automatic and manual transmissions. The steering wheel used with the tilt column of the 1964 Chrysler was a completely different wheel than used on fixed column applications. This steering wheel had a horizontal center spoke and hub that attached to the rim at 3 o’clock and 9 o’clock, the rim was an elliptical shape, it had a full inside horn rim, and a special center trim piece with the words “Adjustable Steering Wheel”. This steering wheel was not, however, unique to the Chrysler tilt wheel application. The exact same steering wheel, except for the center trim piece, was used on the 1964 Plymouth Sport Fury, which had a fixed steering column.

Best Regards, Chris the KMANIAC

-----Original Message-----
From: kmaniak <kmaniak@xxxxxxx>
To: awrdoc <awrdoc@xxxxxxxxx>; Chrysler300 <Chrysler300@xxxxxxxxxxxxxxx>
Cc: MRS954 <MRS954@xxxxxxx>; tonysru2 <tonysru2@xxxxxxxxxxx>
Sent: Sat, Mar 8, 2014 5:04 pm
Subject: Re: [Chrysler300] Diamond Jubilee 300 Circus-History

Tony:

Thank you for the wonderful write up on the history of the 300’s. And thank you , too, for putting this up for “peer review”. I have a lot to say and maybe you can include some of my thoughts where appropriate in the history.

In the late 1950’s and early 1960’s, Chrysler had a strange habit of stockpiling parts that they would use over a course of several model years. This is a practice that is quite different from today’s “Just In Time” practice. Producing a large lot of one part all at once kept production cost per unit low, but then they had to stockpile and store excess inventory over time. This practice was apparently used for many items, including body trim and engine intake components.

Trim – Prior to the introduction of the 1957 models, I believe that Chrysler ordered a large stockpile of trim to be used exclusively on the letter series 300’s. If you look closely, you will see that the body side trim did not change on the letter series 300’s from 1957 through 1961. When new management took over at Chrysler during the 1961 model year, they discovered a large stockpile of Chrysler 300 trim. I believe that the 1962 non-letter 300 was developed as a way of using up that stockpiled inventory.

In-Line Dual Four Barrel Intakes – The new B-block (short stroke, 361 & 383) and RB-block (long stroke 383 & 413) engines were developed for introduction in the 1959 model year. I believe that Chrysler ordered a large lot (approximately 1,500) of in-line manifolds for the new RB-block engine (413). This intake was standard on the 300-E and optional on other lines, including DeSoto, Dodge, and Plymouth. I believe that Chrysler only used about 50% of this inventory during the 1959 model year. The remaining stockpile sat on the parts shelves during the 1960 and 1961 model years when the cross ram manifolds were used. Then, in 1962, new Chrysler management ordered use of the remaining stockpile on the 300-H and the “300-H engine package” for the non-letter 300’s.

Long Ram Cross Ram Manifolds – These manifolds were developed for the 1960 model year. These manifolds where especially designed to be used on both B and RB blocks. They were standard equipment on the 300-F and 300-G and optional on DeSoto, Dodge, and Plymouth. These manifolds were designed for “exhaust heat” of the carburetor plenum. I believe that Chrysler ordered a lot of approximately 3,000 pairs and used them all up during the 1960 and 1961 model years.

Short Ram Cross Ram Manifolds – These manifolds, like the long ram manifolds, were developed for the 1960 model year. These manifolds, too, where especially designed to be used on both B and RB blocks. These manifolds were used on the “400 horsepower” engine option available on the 300-F and 300-G and were also optional on DeSoto, Dodge, and Plymouth. These manifolds were designed for “coolant heat” of the carburetor plenum, making this engine a “cold blooded beast”. The “400 horsepower” engine was used on all the “Speed Week Special” 300-F’s and 300-G’s, as well as all “Pont-a-Mousson” 300-F’s. I believe that Chrysler ordered a lot of approximately 1,000 pairs of these manifolds for the 1960 model year. These manifolds were also available as a “dealer installed” ram option in 1962. I suspect that only 25% of the manifolds were used by the end of the 1962 model year. In order to “use up” the remaining stockpile of short ram manifolds, Chrysler developed the special “390 horsepower” 413 with 9.6:1 compression, solid lifters, and special cast iron headers that adapted the short ram manifolds to “exhaust heat”. I believe Chrysler expected to use them all up on the 300-J. However, due to the high price of the heavily equipped 300-J and the “better, but not perfect” cold start drivability of the ram engine, sales were not as expected with only 400 units built. In order to use up the remaining engines, Chrysler “homogenized” the 300-K making it more affordable and offering a single four barrel engine standard with the ram engine optional. The last of the short ram manifolds went out the door by the end of the 1964 model year.

300-K

Automatic Transmission – The 1964 model year marked the first time a full size Chrysler was equipped with a six-position (PRND21), console mounted selector, automatic transmission. This new style of automatic transmission was available only on “console equipped” Chryslers in 1964. Since only the 300 and 300-K were available with a console, all 300-K’s with automatic transmission and all console equipped 300’s with automatic transmission had this new transmission. All other Chryslers continued to use the five-position, pushbutton automatic transmission in 1964. Also, a federal government mandate to standardize all automatic transmissions in vehicles built starting with the 1965 model year required all manufacturers to switch to a PRNDL/PRND21 selector configuration, mounted either on the steering column or in the console. This is why the pushbutton transmission disappeared after 1964.

3-Speed Manual Transmission – This transmission was considered “standard” on Newport and 300. What this means is that the base price of these two models did not include the cost of the automatic transmission. However, it was Chrysler Corporation policy to build all “unsold” cars of these two models with the extra cost automatic transmission. The 3-speed manual was only available by special order. A customer wanting the manual transmission could order their car this way, but had to pay a $2,500 nonrefundable cash deposit upon ordering the car. Now, some dealers were known to have special ordered manual shift cars for their inventory as “loss leaders”.

4-Speed Manual Transmission – The 1964 model year marked the first time a full size Chrysler was available with the Chrysler A-833 4-speed manual transmission. This transmission was available as an extra cost option (same price as the automatic transmission) on the 300 with either 383 or 413 engine. Since the 300-K came standard with automatic transmission (automatic transmission cost included in the base price), the 4-speed manual was available on the 300-K as a no extra cost option. Like the 3-speed manual, the 4-speed manual was only available by special order. A customer wanting the manual transmission could order their car this way, but had to pay a $2,500 nonrefundable cash deposit upon ordering the car. Now, some dealers were known to have special ordered manual shift cars for their inventory as “loss leaders”. Dealer sales literature claims that the 4-speed manual was only available with the 360 horsepower engine. However, a Technical Service Bulletin issued by Chrysler claims that the 4-speed manual was available with the ram engine. This tells me that at least one ram inducted 4-speed 300-K was built, but I’ve never seen it or heard of it.

Reclining Passenger Seat – This feature first made an appearance in the 1963 New Yorker Salon, on the Salon’s special split-back bench seat. For 1964, Chrysler offered this feature not only on the Salon, but offered this feature as standard equipment on all passenger side bucket seats fitted in 1964 Chryslers. Bucket Seat equipped 1964 Chryslers included all 300’s, all 300-K’s, and New Yorkers equipped with bucket seats.

1964 Silver 300 Package – This package was a spring promotional sales package offered on the 300 and 300-K in the two-door hardtop body style only. This package (code 329) consisted of the Silver paint color, the black vinyl canopy top and roof molding, and black interior color only. A total of 2,152 Silver 300’s and 255 Silver 300-K’s were produced. Some people might ask why Chrysler offered this package. To understand, you have to look at the previously mentioned Chrysler New Yorker Salon. The Salon was a special New Yorker offered only in 1963 and 1964. One exclusive accessory of the Salon was the black vinyl canopy top and roof molding. Until the Silver 300 package was offered, this vinyl top was only installed on the Salon. I believe that Chrysler had high sales projections for the Salon and ordered a lot of approximately 5,000 vinyl tops. Only 633 Salons were built in 1963 and only 1,621 Salons were built in 1964. With a large stockpile of unused vinyl tops sitting on the shelf, I believe Chrysler came up with the Silver 300 package as a way of using up the vinyl tops before the end of the year and subsequent body change in 1965. The Silver color was used on Dodges and Plymouths, but not offered previously on Chryslers. The Silver color complemented the “Embassy Gold” color only available on the Salon and used as “Anniversary Gold” on the Dodge. On a side note, Chrysler Canada offered the only two-door model New Yorker in 1964. The Canadian two-door New Yorker used the Salon vinyl top, domestic Newport side trim, and the domestic 300 interior, except that a rectangular “New Yorker” emblem replaced the four-pointed 300 star on the door panels. Total production of the Canadian New Yorker two-door was 300 units. The combined production of Salons, Silver 300’s, and Canadian New Yorker two-doors comes in at just below 5,000 units.

Production Figures

1964 300 two-door hardtop 10,379, includes 2,152 Silver 300’s

1964 300 four-door hardtop 11,460

1964 300 convertible 1,401

1964 300 four-door sedan (Canadian) 2,078

1964 300-K two-door hardtop 3,022, includes 255 Silver 300-K’s

1964 300-K convertible 625

Best Regards, Chris the KMANIAC

-----Original Message-----
From: Tony Rinaldi <awrdoc@xxxxxxxxx>
To: Chrysler 300 Club <Chrysler300@xxxxxxxxxxxxxxx>
Cc: Mark Souder <MRS954@xxxxxxx>; Tony Bevacqua <tonysru2@xxxxxxxxxxx>
Sent: Sat, Mar 8, 2014 6:42 am
Subject: [Chrysler300] Diamond Jubilee 300 Circus-History

Hi To All,

The effort that members contributed to the short histories for the Diamond Jubilee Big Top Tent car placards is in the process of being used to update the 300 Club Int’l website by Bob Merritt.

The table of facts and the descriptive text is undergoing one last review by the perspective letter year consultants.

Noel Hastalis has agreed t o complete a detailed spec sheet that will be used as a poster.

That leaves the full history of the Chrysler 300 from inception through today’s offering. This info will be printed on a 4 ft. tall poster.

Please help us by reviewing the text.

The Word document is posted at

http://www.chrysler300club.com/rcm/GenerationsR2.html

Please download it, review it and edit away with any changes you feel will accurately portray the history of the 300 Marque.

Suggested changes can be e-mailed. OR the document is set up to trac t changes (deletions will be strike thrus and additions will show up on the side.)

Make your suggested changes and add your initials to the document's name and e-mail it.

The description of the current offerings is weak. Not sure if there will be a model change by 2015?

Looking forward to your assistance & input.

Tony Rinaldi,

Mark Souders,

Tony Bevacqua