[Chrysler300] Re: 1964 Chrysler Wheel Covers

["kmaniak@xxxxxxx [Chrysler300]" <Chrysler300@xxxxxxxxxxxxxxx>]

Greetings All:
 
They say that a picture is worth 1000 words.  Note, the New Yorker cover came off a Rosewood colored car and the Newport cover has very faded black paint.  The backside picture shows the covers over the Newport and New Yorker centers, but no cover on 300 center.
 
Chris the K MANIAC
 
 
-----Original Message-----
From: Rich Barber <c300@xxxxxxx>
To: chrysler300 <chrysler300@xxxxxxxxxxxxxxx>; Gil Cunningham <lettercars@xxxxxxx>; Pinder, Chris <kmaniak@xxxxxxx>; John & Marilyn Holst <jholst@xxxxxxxxx>; 63-64Chryslers <63-64Chryslers@xxxxxxxxxxxxxxx>; Don Cole <mr300k@xxxxxxxxx>
Sent: Fri, May 23, 2014 11:41 am
Subject: 1964 Chrysler Wheel Covers



As we proceed further down the cone of knowledge and learn more and more about less and less, a couple of new questions have come up.  Why are the medallions on the 14” wheel covers on ’64 Chryslers all aligned horizontally over the valve stem hole?  Further, is anyone aware of the process for fabricating the wheel covers and whether they were produced in a Chrysler plant or by a third party firm?
 
Investigation of the backsides of the wheel covers indicates the medallion could have been installed in any of four positions at 90 degree intervals but observation of a large number of ’64 wheel covers indicates the great majority have the valve stem hole at the bottom when the 300 or “C” portion of the medallion is properly aligned horizontally.  Non-aligned medallions may have resulted from replacement or off-spec. initial installation.  There being three major “spokes” on the wheel cover, any other alignment of the medallion would appear odd.  Thus, a standard specification for initial fabrication would seem to be justified.
 
Pondering the entire fabrication process leads to the assumption that round stainless steel blanks are polished on one side, punched out, stamped and formed in one or more processes, painted with really great paint, probably baked and polished with the large center ring burnished to a flat finish.  Then in an wholly or partially automated process, the appropriate center medallion and its cream-colored protective back cap (spec’s show the protective cap was present on the Newports and NY’s only, not the 300’s, but a good idea to protect the painted back of the medallion-tiny perforations around the edge to allow any moisture to be centrifuged out) and gasket/spacer are inserted from the back and the eight little ss ears pressed down to hold the medallion firmly in place for the next 50 years.  Perhaps the final assembly process involves chunking the painted and polished blank face down in a jig with the valve stem hole fitting over an alignment pin.  Then the assembler intentionally, or as per specification, takes that few seconds to align the medallion so that it can be read with the valve stem hole at the bottom.
 
While we’re at it, perhaps we can also document the different medallions and colors on the different models.  First pass:
Newport:  Wheel covers optional.  Dog dish hubcaps standard.  If wheel covers were installed at the factory they would all have flat black paint between the tiny, shiny “spokes”; the medallion has a narrow and tall “C” in black with silver edging and three little silver crowns stacked vertically in the open part of the “C” and all on a maroon background—all the same color scheme regardless of body color.  As per Chrysler Service manual specs, the early centers were red and later maroon.  See Page 22-4 at:  http://www.jholst.net/tires-wheels/64-wheels.pdf 
 
300’s & 300K’s:  Wheel covers standard. All having flat silver/”argent” paint between the spokes and a pretty red, white & blue medallion with shiny silver edging and silver 300 in the center.
 
New Yorkers and Salons:  Wheel covers standard.  Paint between the spokes color-keyed to the external body paint.  Not sure if each available body color was accompanied by exact-matching wheel covers.  Medallion is similar to the Newport except the “C” and crowns are on a white background.  Salons were equipped with 6 ½” wide rims vs. 5 ½” on Newports and 6” on 300’s and NY’s.
 
Enforcer/Cop car:  8.00 x 14 4-ply rayon tires on “Heavy gauge” 14” Safety-Rim 6K wheels standard.  Goodyear “Blue Streak” 6-ply nylon tires and 15” Safety-rim wheels optional.  It seems I have read that these optional wheels and tires could be had on other ’64 models and that they were then equipped with 1963 300J wheel covers.  The 1964 Chrysler Service manual even indicates these 15” wheels were standard on 300K’s—but, sadly, this does not appear to be the case.  See Page 22-1 at: http://www.jholst.net/64-service-manual/wheels.pdf   
 
Opinions:  The 1964 wheel covers on our 300’s are attractive and well-made but doomed to major and minor failure as the sharp scallops meant to hold the covers in place wear and lose their bite on the painted surface of the rim and as the elements attack the bright paint from the backside of the medallion.
 
The Chrysler bean counters responsible for downgrading the 300K’s made several decisions that saved Chrysler some money and disappointed the buyers in 1964.  I miss the 150 MPH speedometer, the tachometer and 15” wheels and tires.  
 
Facts:  Nevertheless, 1964 marked the production pinnacle of both coupe and convertible letter cars—pricing with elimination of the full-race engine as standard was certainly a part of this success.  The current Chrysler 300 SRT-8 has a 180 MPH speedometer, tach, 20” wheels and racing tires.  Chrysler still uses the racing success of the ’55 and ’56 300’s as the heritage for the current models.  Performance identifies and strengthens the breed.
 
Inquiring minds want to know.  Any insights, facts, corrections or even informed opinions are always welcome.
 
C-300-K’ly,
Rich Barber
Brentwood, CA
 
 
 





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Posted by: kmaniak@xxxxxxx
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