Re: [Chrysler300] Known 413 block/ head problems

["Robert Hayen" <robert554@xxxxxxxxxxxxxx>]

i have used the 1019 grind number  hughes cam in many many  413 single four barrel and ram engines . lifter  pre load is very important and the low bleed lifter is a must... you will not be disapointed in this cam at all.. very smooth idle . low end beyond belief . lots of vacumn.   any questions give me a call........ bob hayen 406 752 5152 
  ----- Original Message ----- 
  From: Don Verity 
  To: Rich Barber ; Richard Osborne 
  Cc: 'Bill Huff' ; 'rinandal' ; Chrysler300@xxxxxxxxxxxxxxx 
  Sent: Wednesday, June 05, 2013 7:16 AM
  Subject: Re: [Chrysler300] Known 413 block/ head problems


    
  On the push rod oiling subject, Chrysler big blocks have never had oil 
  running through the push rods. C***Y's oil through the push rods. There are 
  two feed holes in one of the cam bearings that feed a passage directly to 
  the head through the block. This feeds the rocker shaft, which is where the 
  rockers and the upper part of the push rod gets their oil.

  The ram cam was also retarded 4 degrees, not 3. You can get the same effect 
  by getting a timing set with multiple key ways. The early push rods and 
  lifters were unique. The lifter was matched to the push rod with the narrow 
  end. If you use the readily available later push rods and lifters, you will 
  have no problem. If you use new push rods with the old lifters, there is a 
  good chance of the valves not closing fully.

  Valve springs are always selected based on the camshaft specs, and should be 
  purchased together. I would recommend talking to Hughes Engines for the cam, 
  as they only do Mopar cams.

  300ly,
  Don

  -----Original Message----- 
  From: Richard Osborne
  Sent: Wednesday, June 05, 2013 8:11 AM
  To: Rich Barber
  Cc: 'Bill Huff' ; 'rinandal' ; Chrysler300@xxxxxxxxxxxxxxx
  Subject: Re: [Chrysler300] Known 413 block/ head problems

  Hi Rich,

  Although I have never personally done a '64 big block motor, I have done 
  several other years, both before and after. The 300 (letter) cranks were 
  specially balanced and can be identified when out of the block or with the 
  pan removed. The ram cars had special timing chain gears which retarded the 
  cam 3 degrees. Of course the cam was different than a standard engines. I 
  also believe the springs may have utilized dual springs instead of the 
  single, but I would need to dig some stuff out to confirm. Basically all of 
  these things will swap into each other, nothing unique about castings 
  (except upper cam timing chain gear).

  All Mopar big blocks allow for oil travel through the pushrod. Aside from 
  the length in pushrods (between B and RB engines) the only other difference 
  was a step down on one end of the pushrod. I assume they got away from this 
  as simply a cost cutting measure. Has no affect on performance.

  Remember, however, that the short ram cars and the H's used solid lifters, 
  not hydraulic as all others did.

  The Purple shaft that you have heard about goes way back. When Mopar 
  Performance first started, they sold speed parts through your local dealer 
  under the name Hustle Stuff. This then became Direct Connection. They 
  offered hotter cams that were called "Purple Shafts" and could be identified 
  by the purple paint in between lobes. People who have been around for a 
  while tend to still refer to them by this name, even though there ended up 
  being a multitude of different grinds. I have used them in most rebuilds. 
  Somewhere in the late 80"s or early 90's, the name was changed to Mopar 
  Performance. Most of the same cams are still available. Go to Mancini Racing 
  or your local dealer to purchase.

  For my G, I used the equivalent to a 440 - 6pak cam. It was similar in 
  specs. It idles smooth as could be and brakes work fine. I did have to 
  re-drill the cam sprocket for the 3 degree retard and then centerlined the 
  cam from there. It is really very mild and probably could use a little more 
  lope at idle.

  Hope this helps.

  Richard

  On Jun 5, 2013, at 2:55 AM, Rich Barber <c300@xxxxxxx> wrote:

  > While we’re on the 413 subject, can someone list the differences in valve 
  > trains between NY, 300, 300K and 300K ram engines, say in 1964? I’m aware 
  > of the different cams, bigger intake valves, solid tappets and adjustable 
  > rocker arms but wondering about valve springs and pushrods. Wondering 
  > also about any other significant differences in the 360 HP K heads and the 
  > 390 HP ram heads. If the later pushrods had oil forced through them, 
  > would it make sense to use these in a rebuild?
  >
  > I’m still looking for a specific recommendation for a replacement camshaft 
  > for a ‘64K ram engine. The cam shops seem to offer one size fits all cams 
  > for 361 to 426 MW engines and it just seems that the ram engines would 
  > require a camshaft especially ground to work with the rams. None of their 
  > performance cams seem to come anywhere near to matching the J/K ram cam 
  > specs. I have access to an NOS hydraulic cam for a 360HP 300K engine. I 
  > keep hearing about purple cams. What’s that all about? If someone has 
  > replaced the cam in their J or K ram engine with something that works well 
  > in the normal driving environment, makes good vacuum, can be made to start 
  > and idle and still create whiplash when stomped, I’d love to hear about 
  > it.
  >
  > C-300-K’ly,
  > Rich Barber
  >
  > From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On 
  > Behalf Of Bill Huff
  > Sent: Tuesday, June 04, 2013 4:32 PM
  > To: Richard Osborne; rinandal
  > Cc: Chrysler300@xxxxxxxxxxxxxxx
  > Subject: Re: [Chrysler300] Known 413 block/ head problems
  >
  >
  > Pushrod design changed in 1968 from 1967. Lost the stepped end.
  >
  > Bill Huff
  >
  > At 6/4/201304:51 PM, Richard Osborne wrote:
  > >
  > >
  > >Should have said Valve train interchangeable
  > >EXCEPT pushrods. RB engines are longer than B,
  > >the rest of the upper engine parts are interchangeable.
  > >
  > >Richard
  > >
  > >On Jun 4, 2013, at 4:41 PM, Richard Osborne
  > ><<mailto:reomotorsports1%40me.com>reomotorsports1@xxxxxx> wrote:
  > >
  > > > The only weakness with the 413 is the fact
  > > that most of the heads use 4 bolt valve covers.
  > > Not only are they more prone to leakage, but
  > > they also are harder to find pretty shiny
  > > aftermarket replacements. Other than that parts
  > > are the same for the 383, 400, 426W and 440.
  > > Parts (VALVE TRAIN) are interchangeable.
  > > >
  > > > Richard
  > > >
  > > > On Jun 4, 2013, at 2:00 PM, rinandal
  > > <<mailto:rinandvan%40att.net>rinandvan@xxxxxxx> wrote:
  > > >
  > > >> Hi,
  > > >> Anyone out there aware of any inherent
  > > weakness and or problems with 1964 413 c.i. block/heads?
  > > >>
  > > >> Thanks,
  > > >> Van
  > > >>
  > > >>
  > > >
  > > >
  > > >
  > > > [Non-text portions of this message have been removed]
  > > >
  > > >
  > > >
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