Leslie, and others watching this thread.
There is already a Yellow 300L convertible in south east Denver, Colorado sporting a 426 hemi and the 18 spline input NP 833. it is a super nice original, that the owner bought new and had a 66 street Hemi installed, from a damaged in transit 66 Coronet. The 300 L is still a really nice unit.
Last summer we saw him and wife driving over the trail ridge road in Rocky National Park. I have know of this car for about 35 years.
From: Chrysler300@xxxxxxxxxxxxxxx <Chrysler300@xxxxxxxxxxxxxxx> on behalf of leslie miklas ldmiklas@xxxxxxxxxxx [Chrysler300] <Chrysler300-noreply@xxxxxxxxxxxxxxx>
Sent: Wednesday, January 4, 2017 3:22 PM
To: Jamie Hyde; chrysler300
Subject: Re: [Chrysler300] Re: Trunion tailshaft in 300L
You are right, the L had the smaller 23 spline input shaft.
(If the 4-speed 300L had been built in 1966, it would have had the 18 spline tranny and maybe a Dana 60 Rear axle....lets build one !!!!)
FYI - There were three different outer diameter front bearing retainers used on the 23 spline unit.
Always check to see that the correct diameter retainer is used with the respective bellhousing as that is a support mechanism.
Bearing retainers can be interchanged between 23 spline units, so no problem. My original L trans had the 4.8" bearing retainer. The 1969 18 spline transmission that I swapped in also has the 4.8" retainer (only one size retainer on all 18 spline units),
however it has a larger internal diameter so a larger release bearing was required as well as a different clutch disc to accommodate the spline change.
Also, Chrysler- in their infinite wisdom- made adapter rings that would size-up a smaller bearing retainer to a larger opening bell housing. They probably did that to keep the assembly line moving in case of a shortage of one size bells.
Re: The shifter mechanism - I have worked on 3 different 4-speed Ls and each one had a HURST COMPETION-PLUS
shifter mechanism factory installed. This was a high end version of the basic Hurst shifter. One difference is the inclusion of shifter arm "Stop-bolts" so the user could dial-out extra travel during those adrenaline-fueled high speed gear changes. (In theory)
Plus, the shifter rod thicknesses were a little "beefier" which required larger diameter holes in the shifter arms. Also, the c-body shifter mounts to the transmission at a slightly different angle to accommodate the interior spacing, but this is accomplished
with the aluminum mounting plate so I don't see that as a difference that would require a different part #.
I've worked on many, many 68-70- Mopar 4-speed cars when they were relatively new and never saw one with a Competion-Plus Unit factory installed.*** (A Competition-Plus was always a typical "day-two" upgrade - price back then was a whopping $68.00 and
included new rods)
I also had an original 4-Speed 68 Sport Fury C-Body (long gone victim of Pennsylvania rust). I kept the driveline and it was a factory basic shifter.
My point ? - I think the 300Ls were the only Chrysler cars to come factory equipped with the Competion -Plus shifters except for the "specialty cars" like the AARs , TAs, the competion cars and probably the 1965 426W Sport Furys.
Sorry to rattle on !
***Except for "special production" 1970 AAR Cudas (and probably TA Challengers)
On January 4, 2017 at 8:06 AM "Jamie Hyde jamie.hyde@xxxxxxxxxxxxx [Chrysler300]" <Chrysler300-noreply@xxxxxxxxxxxxxxx> wrote:
Posted by: RICK AND DEBBIE CLAPHAM <rixpac@xxxxxxx>
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