Thanks for the information !
I heard from other folks that 65 cars had the comp-plus. Sounds like Chrysler spent the big bucks in 65 then in 66 went totally cheap with the Inland unit. I had 66s , 67s and 68s with
the Inland shifter -- terrible -- especially after having driven a Hurst equipped car.
Sounds like by 69 maybe Hurst dumbed the shifters down to make Chryslers accountants happy !
I bought a basket case but complete K 4-speed convertible years gone by, so I am familiar with the shifter location. The L shifter is completely different. It comes up through the CENTER of the console. The shifter mechanism mounts to the trans the same as a K
but the L shift lever has a severe 3 - 4 inch "dog-leg" to bring the lever over to the console. From a performance standpoint, the K shifter being straight and directly above the mechanism is superior in my opinion.
On January 4, 2017 at 8:54 PM "keith_A_Lang@xxxxxxxxx [Chrysler300]" <Chrysler300-noreply@xxxxxxxxxxxxxxx> wrote:
JeffMy 300K has the Competition Plus Shifter from the factory (and next to the console - is that the way th 300L is configured?) and so does my '65 Coronet which was originally a 383 4 speed but now has '69 440. I had another '65 Coronet that I bought in 1969 (2 door sedan "sleeper", original Grand Spaulding Dodge delivered car) and that was delivered with a 383 and the 23 spline NP 833 and that also had the same Competition Plus shifter (crazy "S" shape that the bench seat cars used with the tunnel "kick-out") My '66 Hemi Satellite had the Inland 4 speed shifter with the 18 spline trans (and Dana 60 rear) and that shifter was no great shakes.To your point, some of the later factory Hurst 4 speed units were a bit of a "dumbed down" version of the Competition Plus shifters.KeithSent from my BlackBerry 10 smartphone.
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:
My 300L Convertible 4 speed does indeed have the A-833 with the Detroit joint as Jeff has pointed out in the prior post. I had Jamie Passion rebuild it, and if I recall it does not have the hemi spline main shaft. Jamie also does not recommend using the new style diaphragm style pressure plate as that does not work well with the clutch over center pedal return spring. But one of the most interesting parts is the Hurst shifter. I sent that to Brewers in Ohio for restoration. They called me soon after it arrived and asked me what it was out of? They looked up the part numbers and it showed being out of a C body but they were not sure as they only had seen one other one. I do not know what the difference is between that and the B body shifter but apparently there is. Most everything is available for the transmission, pedal rebuilding, and Z bar, including the console rubber boots. The one part that is not obtainable is the rod that connects the pedal set to the Z bar, that is a C body only item and rather rare.
Posted by: leslie miklas <ldmiklas@xxxxxxxxxxx>
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