Here is the response I sent to Chris regarding
the motor home 413.
Don
I have a motor home 413,
and it is quite different than a passenger car model. It would be considered the
industrial version. The block is mostly the same, except for lower compression.
They had a double roller timing chain also. The heads were completely different.
They have additional water outlets on the front that attach to a huge water pump
housing. The spark plug location is also different, it looks more like a small
block set up. The valves also use rotators in the retainers to promote even
wear. The exhaust manifolds are also special with a header like appearance and a
4 bolt flange on the end. They will not bolt to anything but the motor home
head. Not a real desirable engine for a car unless you are going to just use the
block and use some kind of boost. I’m going to use this block in my E which had
a McCullooch supercharger installed when new at the dealer level. Mine is a 1970
version, and had the aluminum TF with the brake on the back.
I had hardend valve seats installed in my G when the engine was overhauled 10
years or so ago. They had no problem machining the valve pockets to accept the
new seats.
I would be surprised if there was a significant difference in the casting
for the truck 413 head vs the car casting.
I will say that when I worked in one of the nations largest CPD parts
dealerships (late ’80’s), we actually kept 413 motorhome exhaust manifolds in
stock as they sold well, cracking was a big problem.
I read somewhere that it is risky to
machine the heads in my ram K engine for hard seat inserts as there is not
much “meat” under the lip and one might cut into the coolant passage.
Any truth in that?
The RV/truck engine would have a much
different cam/carb/distributor advance configuration for high torque at low
RPM and might be more susceptible to higher operating temperatures for long
periods of time.
Most of the heat from the valve heads
can only flow to the coolant while the valve is closed and sitting on the
seat. Testing in the engine lab helped define the need for different
construction and coolant flow for different conditions. Nowadaze, this
is all modeled on a computer which tends to produce pretty good results, I
believe.
C300K’ly,
Rich Barber
Brentwood, CA
Years ago when I experience my valve recession
problem on my 300H with a fresh engine, the machine shop in Portland
Oregon who put hgardened seats in my heads tried to convince me that I needed
motorhome engine heads because they were cooled much better . I resistedbut
have always wondered what THAT story was.
300H
413 Truck engines are not the same as 413
car engines.
At least in the larger trucks, they have
timing gears instead of chain, which means the cam and distributor turn
backwards to car engines, and there are also oth er differences in push-rods,
etc..
I once knew a shop that tried to install a
car short block in a 2-ton farm truck, and couldn't get it to run. I shared
both a car and truck shop manual with them and we finally got it figured
out.
I believe we ended up using a set of
adjustable push-rods and a car distributor, but that has been 20+ years ago,
so I may be wrong.
It was just before harvest, and the farmer
having the work done was frantic to get it going.
!965 barn-stored 300-L and parts car
I think there were also differences in the
water pump/cooling/intake/heads on the motor home engines. The heads
look like big block heads, but have slanted spark plugs like a 318 or 340.
Water pump housing on front of motor was
different, too. I used to have a set of heads, but couldn't even give
them away at Carlisle.
Sent from my iPhone
www.moparts.org/Tech/Archive/
<http://www.moparts.org/Tech/Archive/motor/36.html>
motor/36.html will
provide you most of the info you are looking for.
Production of the RB
engines ceased in 1978 (I believe). 413's were made
up to the end for
truck/motorhome/industrial use. The first two digits of
the displacement
were used up to 1965 when three digits were used. So 41
suggests a pre '65
413. But it should have a letter before the 41(3) to
denote year (see
webpage linked above). See also the block casting number
to narrow down year
range. The "E" after the number may refer to a cast
crankshaft.
Blocks should be the same internally. Heads used vary.
Here are some sample
numbers for later production 413's.
2899
913
60-71 413 Truck
2899 943
71-77 361 Truck /
413
Once you narrow down year/application you can look up spec's such
as
horsepower, cr, etc.
From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On
Behalf Of
christopher thelastbestgenius@xxxxxxxxxxx [Chrysler300]
Sent: Monday,
March 02, 2015 7:09 AM
To:
Subject: [Chrysler300] 413
motor I/d help
Chrysler 300F and Gs used 413s - very briefly, and
maybe just offlist
replies back to me - how similar were 413s used in
motorhomes - re
good/same heads etc?
- and until what year were 413s
built/used in say motorhomes?
Were the motorhome ones a much lower
power/specs?!
The motor I am looking at apparently has prefixe "E'"
stamped after "41"
stamping on pad atop block, and has an alloy case auto
trans bolted up, but
trans still has handbrake on rear - alloy case is
all one piece like later
727 torqueflights. I am looking at putting it in
my '59 Dodge 2 dr - sump I
need to do that has deep rear, whereas the 413
has the deep part of sump pan
at front where it will foul the xmember -
do the 300F/G have deep rear or
deep front sumps?
Christopher in
Australia
[Non-text
portions of this message have been removed]
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Posted by: "Don Verity" <d.verity@xxxxxxx>
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