Convertible tops were available in either black or white.

As in previous years, a few 300-H’s may have been special ordered in paint colors other than these. I have not, however, seen any that could be verified.

The 300-H continued the same basic four individual seating design used in the F and G. There were numerous interior changes however, many of which were intended to reduce cost.

The entire interior was now tan instead of the lighter beige used in 1961. Seats returned to the 300-F pattern, but used more vinyl panels. Carpets were changed from black to golden tan. The instrument panel was a metallic tan as was the crash pad. Gone were the integral door arm rests of the F and G. The “H” arm rests were conventional molded units which attached to the door trim panels (which had embossed piping yet!) by screws. Another foreboding interior change was the replacement of the traditional 300 horn button medallion with one incorporating the red, white, and blue colors around its circumference. For those students of esoteria, the floor aluminum heel and retaining plates had a different surface design than the F and G!

An interesting change in the 300-H was the use of individually adjustable, but non-swiveling front seats. Unfortunately, only manual adjustment was available, and the versatility of a six or four-way power unit could not be achieved. Power windows, steering, and brakes were standard, as before. For the first time since 1959 auto pilot was optionally available. In 1962 as in 1961 mirrormatic could be obtained only as a dealer installed item.

I hope the preceding paragraphs have not sounded like I might be “down” on the 300-H. I am not really (I own and enjoy an “H” convertible); however the thought of what became of the 300 letter series cars in succeeding years, starting in 1962, is always in the back of ones mind, dampening the enthusiasm. Fortunately, there is one specific area of the 300-H where it may be impossible to be over enthused – performance! Because of the 122” wheelbase, the 300-H was around 10 percent lighter than an F or G which would give it an acceleration edge with the same engine. But the standard “H” engine was a higher winding slightly higher horsepower unit. The long exotic rams were replaced with a conventional in line 2-4 barrel carburetor arrangement, the cam was wilder and the lifters were solid. The power plant was coupled to a completely new aluminum cased Torqueflite which featured larger diameter bands and planetary gear carriers, lighter weight, smaller overall size (not too important in a 300-H with its console) and manually controlled shifts when desired (which was most of the time). But there was more for the lead foot. Adding short rams (same overall length but siamesed inside) and a wilder cam brought the 413’s horsepower up to 405 at 5400 RPM. This engine seems to have been available in the car from the factory, but I cannot confirm this and have never seen such a vehicle. One could go further, however. 1962 specifications list five additional 426 cubic inch wedge head engines available through Chrysler dealers for racing only, culminating with a 421 HP 498 ft lb. torque macho job! The chart below will serve, it is hoped, to clarify this maze of engine options:

Displacement	413	413	426	426	426	426
Horsepower @ RPM	380 @5200	405 @ 5400	373 @ 4800	385 @ 4800	413 @ 5400	421 @ 5400
Torque @ RPM	450 @ 3600	473 @ 3600	472 @ 3200	486 @ 3200	485 @ 3600	498 @ 3600
Comp. Ratio	10.1/1	11.0/1	11.0/1	12.0/1	11.0/1	12.0/1
Carb & Manifold	2-4 BBL Runner	2-4 BBL Ram	1-4 BBL ** Runner	1-4 BBL ** Runner	2-4 BBL Ram	2-4 BBL Ram
Intake duration	2680	2840 *	2920	2920	3080	3080
Exhaust duration	2680	2840 *	2920	2920	3080	3080
Overlap	480	550 *	670	670	880	880
Intake lift (zero lash)	.444	.449	.490	.490	.520	.520
Exhaust lift	.456	.454	.490	.490	.520	.520
Exhaust valve diameter	1.60	- 1.74 or optional 1.88 (stage III heads) -
Intake valve diameter	2.08	2.08	2.08	2.08	2.08	2.08
Carter Carb	F: AFB-3258-S R:AFB- 3259-S	Two AFB-3084-S	One AFB-3397-S	One AFB-3397-S	Two AFB-3084-S	Two AFB-3084-S
Transmission	3 Spd. Man. or Torqueflite	3 Spd. Man. or Torqueflite	3 Spd. Man.	3 Spd. Man.	3 Spd. Man. or Torqueflite	3 Spd. Man. or Torqueflite

*Later production 405 HP engines used 292⁰ - 292⁰ - 67⁰ cam

**NASCAR rules allowed only one four barrel carb.

These engines were all available in the “non-letter 300” and 300-H. When a non-letter was so equipped 15 inch wheels with 300H wheelcovers and a 150 MPH speedometer were included. I personally doubt that any 300-H was built-up with a 426 engine – these would have been used in the lighter “300” for racing purposes only. The 300-H, even without 426 power, still possesses the distinction of being the most powerful 300 ever available.

Performance of the standard 300-H was exceptional, and the 405 HP job was fantastic. Hot Rod Magazine fine tuned one of these 405 engines for drag racing and achieved runs as low as 12.88 seconds elapsed time and 108 MPH.

All magazine road tests of the 300-H lauded its performance, but I found it surprising that they also praised its braking, since the brakes were the same 251 square inch units as previous years. Now, we all love our 300s, but most owners of pre-1962 models will reluctantly admit not being too impressed with the high speed performance of their brakes – not much room between pedal and floor after that second 80 to 0 stop is there, old chap? Oh well, I suppose even a Chrysler 300 must have at least one minor deficiency. At any rate, the 300-H brakes had to stop around 440 less pounds than in 1961 and this apparently resulted in their greater effectiveness.

The 300-H suspension was still firmer than other Chryslers, but for the first time, not as much firmer. Torsion bar rate at the wheel was 130 lbs. per inch as compared to 175 for the 300G. Rear spring rate was 125 lbs. per inch while the 300G springs were 130 to 140. It must be remembered, of course, that because of its lighter weight, the 300-H would not require as high spring rates for the same handling performance. The front anti-roll bar was .75 inches in diameter, down from .82 on the “G”.

To complete the performance image the “300” and 300-H were expected to uphold, 19 different axle ratios were available, ranging from 2.76/1 to 6.17/1.

Any Chrysler 300 trivia nuts among our readers will have a field day with the 300-H; highest horsepower optional engine;, highest torque optional engine; most engine options; most rear axle ratios, technically, the first letter availability with a single four barrel (300K and L owners take heart!); to list a few. The possession of so many esoteric “first” and “mosts” by the 300-H is more understandable after one analyses conditions surrounding its introduction. Chrysler may not have really known what to do with a large super car in 1962. Compact and semi-compact cars with nearly as powerful engines were just starting to emerge as the future performance cars – and at a much cheaper cost. So, the 300-H (and “300”) were provided enough options to enable them to compete at the drags as well as NASCAR (in theory at least). So far as I know very few hot Chryslers were campaigned in either event. The new “B” body Plymouths and Dodges had less weight for dragging and less wind resistance for top speed competition.

However, the 300-H, with its lighter weight and 380 HP engine combining to form one of the greatest 300 letters ever, provided handling and highway cruising in the tradition of its predecessors. And too, ownership of a 300-H is ownership of the second rarest 300 hardtop or the rarest 300 model of all, the H convertible. It is, of course, unfortunate that much of this fine car’s identity was concealed in a standard appearing exterior. However, as every 300-H owner or vanquished competitor is aware, the only “standard” feature of the “H” was the exterior!