Don Drakulich writes:
DupliColor is making Chrysler Green again. I just saw it at SEMA. Part# DE1619.

Michael Marmorale writes:
On reassembling the steering shaft on the G I wound up making the PVC tool and stacked the washers to adjust when the shaft came up. The steering box is in, and the snap ring is installed. See pictures here.

Dyke Ridgely writes:
As a way of thanking the various members of the group who answered my 300 F camshaft questions of a few weeks ago, I have attached cam timing diagrams for the 300 F factory cam. The first diagram is for "Advertised" duration. I believe this measurement was taken at .006" lobe lift. This was the common method of displaying cam timing used by the factory and most manufacturers in the day. The second diagram is for "Duration at .050" Lobe Lift". This diagram displays the method used by most engine builders and camshaft manufacturers. Measuring timing events at .050" lobe lift is far more accurate as tests have shown the valve needs to be a certain distance off its seat before any appreciable air flow takes place. This method also eliminates the acceleration and closing ramps which can very greatly depending upon cam manufacturer.
This 300 F factory cam, while fairly aggressive for 1960, is by today's standards a VERY mild design. The .430" valve lift, while pushing the limits of valve spring technology in that era, is by today's standards very conservative, even for street engines.
Note that the diagrams have the 4 degree retard of the 300 F camshaft included.
A number of members of the group were interested in the camshaft currently installed in my 300 F. It is a Comp Cams #21-222-4 (the kit with lifters is CL21-222-4). This is a hydraulic flat tappet cam. It is, by today's standards, a very mild grind and Comp Cams states "excellent response and good mileage, stock torque convertor, 3.23 gear". They state the operating rpm range of the camshaft is 1,300 - 5,600 rpm, just exactly where the 300 F wants to run.
If you look at the "advertised" timing diagram you will think, except for increased lift, this cam is milder than the original factory cam. However, when you look at the timing events at .050" lobe lift you will see significant differences. The Comp Cams unit gains 8 degrees of intake duration, 14 degrees of exhaust duration and most important for street driving, .032" of intake lift and .040" of exhaust lift. It also picks up 11 degrees of overlap.
The car does have a slightly more aggressive idle. I don't like slow idles so I am idling my engine at 750-800 rpm. The engine will happily idle slower but that is a number that gives me a smooth, consistent idle without excess jerking when putting the car in gear. I am frankly amazed at the instantaneous response off idle. You have to concentrate to drive away from a stoplight without a slight chirp of the tires. The power comes on the minute you touch the throttle. Top gear performance from 50 mph up is stunning. The car never seems to quit. I cannot find a down side to this camshaft.
This camshaft is not recommended for use with stock valve springs. My engine is using Crane #99837-16 valve springs. However, if you decide to purchase this camshaft I would recommend you speak directly with Comp Cams as to their spring recommendations.