Re: 1962 413 from an Imperial

[Ray Bell <raybell46@xxxxxxxxx>]

If you are getting the engine rebuilt the heads will be off, no doubt the valves will be faced etc.

It's my belief (based on experience when we changed over from leaded to unleaded fuels) that extended use with leaded fuels leaves a protective coating on the seats. Cutting the seats obviously removes that. I had a head in which I had to face just one exhaust seat and from that time on that one ate away at the rate of 0.015" per 1000 miles. So getting inserts is a good idea.

If that's too hard or too expensive, do what I also did with a later head. I'd cleaned up the seats and valves and fitted it expecting to have what I call a 'tin canister' ready to put on. It didn't arrive in time and I drove about 1200 miles towing a trailer and by the end of that EACH VALVE needed to have 0.015" adjustment to cope with the recession.

Fitting the 'tin canister' (sometimes known as a 'fuel catalyst'), however, stopped the recession completely.

These go under several names, I know that in America Fitch did one, Powerplus from the UK do them and there will be others. They are a simple cylinder with a fuel line in and out, inside them they have little ingots of tin suspended in a spring, mounted on the engine just before the carburettor they vibrate and microscopic flakes of tin flow through with the fuel to the carburettor. Apparently there's a catalytic reaction during combustion and the tin performs the job once done by Tetra-Ethyl Lead to protect the seats.

I know right now that once I have posted this about 60% of people reading it will say, "No way! That can't be right!" and others will have an open mind, but I can tell you this... I have never met anybody who's used one who didn't get the result they wanted, while I've never heard anyone decry them who has used them.

It's cheaper and easier to buy and fit than getting inserts put in and has the added benefit that it can be moved from car to car. Makers also claim they improve the octane of the fuel etc, I make no statements about that, I only verify that they stop valve seat recession.

On Sunday, 4 April 2021 at 06:21:18 UTC+10 dennis.1963ply wrote:

Thanks for the info.

Dennis C.

On Friday, April 2, 2021 at 3:44:23 PM UTC-7 Bill Parker wrote:

If you pick a modern cam meant for ‘66 and up engines you’ll also need the ‘66 and up
Pushrods or buy a set of ‘65 and down lifters.

> On Apr 2, 2021, at 5:50 PM, 62-65-mail...@xxxxxxxxxxx wrote:
>
> 
> Cam depends on a lot of factors; here is one very general discussion that you can review:
>
> http://www.onallcylinders.com/2012/01/03/how-to-choose-the-right-street-cam-part-2/
>
> Low end torque I'd guess is your end game. Anyone know what cam profile the 413 Dodge trucks and motorhomes
> used? The Dodge C-800, C-900, CT-900v413, C-1000, CT-1000, IH 477 IH 534 in various years 1961 to 1971 used a
> 413.
>
> http://olddodges.com/cseries.htm for example.
>
> Thanks,
> Gary H.
>
>> -------Original Message-------
>
>>
>> I have the engine but don't yet know the condition of the engine. My
>> plan is to put it in a Dodge D-200 pickup that now has a 383.
>>
>> If the valves seats are not hardened is it necessary for this engine?
>>
>> Due to the age of the engine if it is rebuildable I will change the
>> cam and lifters. Any suggestions for a cam considering it is going in
>> a pickjup? My gearing puts me at about 3,000 rpm at 75.
>>
>> Thanks
>> Dennis C.
>>
>
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