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There is a sticker laying in the box, 069J the out side just has a J. I have run turbo action converters and other parts, my neighbor made anti-ballooning plates for ATS now also made in CHINA.
From: John Grady <jkg@xxxxxxxxxxxxxxxxx>
Sent: Thursday, January 4, 2024 11:36 AM
To: John W Sager <cleanthegarageout2@xxxxxxxxx>
Cc: RICK AND DEBBIE CLAPHAM <rixpac@xxxxxxx>; Carl Bilter <cbilter@xxxxxxxxx>; James Douglas <jdd@xxxxxxxxxx>; chrysler-300-club-international@xxxxxxxxxxxxxxxx <chrysler-300-club-international@xxxxxxxxxxxxxxxx>
Subject: Re: {Chrysler 300} Converter Stall Speed
i’d take Carls advice , duplicate of my experience
Sent from my iPhone
On Jan 4, 2024, at 1:21 PM, John W Sager <cleanthegarageout2@xxxxxxxxx> wrote:
The true "069J" convertor was a B&M piece and it was actually a late 60's Ford Cortina convertor. The 069J was the B&M part number.
Mopar Performance did sell a version, but I'm pretty sure it was built by Turbo Action for Chrysler. I know Paul Rossi (Turbo Action) was very involved with Chrysler at the time, so that would make sense. The smaller (8
1/2?) version that MP sold was made by Turbo Action and was actually an Opel Kaddet convertor. I remember buying one of the Opel convertors back in the 70's and I think I got the best deal from Chrysler. About that time, the 069J was old news and the newer
convertor was the hot setup.
I don't believe Chrysler ever put an 069J in a production car, unless some of the Super Stock package cars had them.
All this is based on 40+ year old memories....
On Thursday, January 4, 2024 at 12:32:32 PM EST, 'James Douglas' via Chrysler 300 Club International <chrysler-300-club-international@xxxxxxxxxxxxxxxx> wrote:
Thanks Rick,
The 1964 Master Parts Book shows the following:
300K (413) STD # 2125-090
300K (413) RAM # 2464-314
413 Max Wedge # 2426-314
426 STD 2125-090 {Same as STD 300K)
426 Max Wedge (Hemi) 2466-232
The 11963 Master Parts Book does not show any difference between the 413’s single or two carb…odd.
The 1964 Hemi converter appears to be a different part number from the 1964 or 1964 300 letter RAM cars.
Confusing. Which of the above do you think the one measured is?
James
From: RICK AND DEBBIE CLAPHAM <rixpac@xxxxxxx>
Sent: Thursday, January 4, 2024 8:38 AM
To: James Douglas <jdd@xxxxxxxxxx>; Carl Bilter <cbilter@xxxxxxxxx>; John Grady <jkg@xxxxxxxxxxxxxxxxx>
Cc: chrysler-300-club-international@xxxxxxxxxxxxxxxx
Subject: Re: Re[2]: {Chrysler 300} Converter Stall Speed
I just pulled out the convertor, it's a J convertor for early 426 hemi and max wedge engines. The convertor is 10 inch.
Rick, If you have time in the next 2 or 3 weeks, can you measure the diameter of this converter for me? I want to know if they changed the size or if they just changed the angle of the fins
inside to increase the stall speed of these.
Best, James
I believe I have a rebuilt 300J convertor, by Long. Just in case. Stock high stall are almost non-existent. GM bodies are plentiful. Chrysler convertors were welded, GM's must be furnaced brazed
to strengthen turbines. Rick
I never could find a factory spec on the stall speed for the J or ram K converter, but I seem to recall that we guessed it was about 1900
rpm. Don Verity might know?
Yes, stock J and ram K highly modified from normal T-flite.
My J trans was rebuilt with a 2500 rpm high stall converter and a '71 and up pump. I was talked into this by a local so-called T-flite
"expert." I think he was thinking '71 426 hemi trans not letter car. Anyway, I would do a stock converter on a do-over. Any kind of launch from a dead start just burns up one of the rear tires (no sure-grip on this car!) and the trans will shift up 1st
to 3rd if too much wheelspin. Trans shifts extremely quick 1-2-3 at low rpms even with linkage adjusted properly, need deeper throttle to get high shift points but need to avoid wheelspin. So better to nail throttle at say, 25 mph, downshifts from 3rd to
1st, slams you back in the seat but not too much if any wheelspin. Slip is very evident on low rpm starts, fuel economy sucks. John is correct, however, that it doesn't slam or stall engaging drive or reverse and I have curb idle set a little high at about
850 rpm with today's gas. Running somewhat stock cam (unknown specs), PO converted to hydraulic cam setup (I like that, who wants to pull rams to adjust solids?)) with '62 Imperial 4-bolt heads (1.60 exhaust valves instead of 1.74), running stock 3.23 rear
(maybe 3:31, per build card, not sure).
IMHO Chrysler engineers knew their "stuff." keep it stock!
------ Original Message ------
Subject Re: {Chrysler 300} Converter Stall Speed
Hi stall depends only on torque not rpm . The stall number is just that , not turning at all , slip at certain torque . How much it
slips at dead start . Slip is also torque multiplication related
use stock ! axle ratio does not matter at all unless racing . Or wanting slip at start ( hot cam)
That said , ram J and K had very special converters “ high stall “ to allow more rpm at dead stop , more initial hp . Why J burned out
of hole so easy . Penalty is a small drop in gas mileage , losses , runs hotter , ok with cooling but also a lot less tendency to stall or slam engaging at 700-800 rpm . ( problem with ram F and G )
unless hot cam , low gears ( race start ) stock stall is best . We are not smarter than design guy making that trade
Asnd A transmission sells a really good late cadillac converter adapted to 727 late mopar , i have not tried but plan to . converter tech
has improved greatly in 65 years . Cadillac much better than ours .
Be careful input spline on 727 changes size somewhere around 64 or 65 , that coverter probably for later input spline
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