New Features for 1964

"V" SERIES ENGINE HIGHLIGHTS

COMPRESSION RATIO - 6-CYLINDER ENGINES

• 170 cu. in. now 8.5 to 1 and 225 Cu. in. now 8.4 to 1.
• Height of cylinder block lowered approximately .020”. Still use regular fuel.

FREEZE POCKETS IN OIL PUMP COVER - 6-CYLINDER ENGINES

• Reduces pump failure due to freezing.
• Mark on pump cover must be positioned upward.

CYLINDER HEAD COVERS - 6-CYLINDER ENGINES

• Covers 3/4 deeper for less oil "pullover" through vent.
• Lower edge notched for tabs on gasket. (Effective late 1963)

ENGINE OIL PANS - 6-CYLINDER ENGINES

• Both 170 and 225 Cu. in. in Valiant and Dart now use same pan and oil pickup. (Effective late 1963)
• 225 cu. in. Plymouth and Dodge uses same pan and oil pickup as 1963 (different from Valiant and Dart).

NEW DIPSTICKS AND SHORTENED DIPSTICK TUBES

• 170 and 225 Cu. in. engines in Valiant and Dart use same dipstick.
• 225 cu. in. engine in Plymouth and Dodge uses different dipstick. (Effective late 1963)

NEW INTAKE MANIFOLD END GASKETS - 318” ENGINE

• Saturated cork - thicker - wider - interlock at corners. (Effective late 1963)

INTEGRAL ROCKER SHAFT PEDESTALS - “B” ENGINES

• Cast with head - one bolt and retainer at each pedestal - similar to six cylinder.
• Rocker arms and shafts same as previous.

CYLINDER HEAD COVERS - "B" ENGINES

• Two new hold down studs at lower corners makes total of six for each cover. (Effective late 1963)

HYDRAULIC TAPPET PLUNGERS CHROME PLATED - "B" ENGINES

• Increases tappet life - prevents scuffing. (Effective late 1963)

NEW CRANKCASE VENT VALVES - ALL ENGINES

• Self cleaning - low cost - throw away type.
• Replace yearly, or when necessary - do not clean. Two valves (170 cu. in. and all others)
• Test for: hissing and strong vacuum at valve, paper sucked against filler pipe, and clicking noise when shaken.
• If not okay with new valve, clean hose and carb. passages.

426 CU. IN. HIGH PERFORMANCE ENGINE - PLYMOUTH AND DODGE

• Compression ratio 10.3 to 1. Has 4bbl carburetor.
• New pistons similar to pistons for 383" engine.
• Camshaft same as 413" police - hydraulic tappets.
• Four quart oil pan with standard oil pickup.
• New block, cored for 4.250" bore - has no valve cuts at top of cylinder bores. (Valve cuts found on 426 Max. Perf. Engines only)
• Cylinder heads same as 413 Cu. in. except valve springs have surge dampers.
• Breather cap, vent cap, air cleaner, and cylinder head covers are chrome plated.
• Autolite distributor with dual breaker points and tachometer drive adaptation.
• Other parts are the same as Standard 413 Engine.

DRIVE ADAPTATION FOR MECHANICAL TACHOMETER ON DISTRIBUTOR

• 426 high performance - Plymouth and Dodge
• 413 high performance - Chrysler 300
• 413 C300K (Ram) - Chrysler 300
• 413 Police - Dodge 880 and Chrysler Newport

TEMPERATURE-SENSITIVE FLUID FAN DRIVE

Effective in January, 1963, all Detroit-built Imperial, Chrysler and Dodge 880 models with factory-installed air conditioning have a temperature-sensitive fluid fan drive.

All 1964 models with factory-installed air conditioning will be equipped with this new fan drive.

These units may be identified by a small thermal coil mounted externally on the front face of the unit.

The thermal coil senses the temperature of the air entering the engine compartment through the radiator core. In cold weather, and when the engine is initially started up in hot weather, fan speed is very low compared to the speeds provided by other fan drives. When engine cooling requirements increase, the coil actuates a slide valve within the unit to uncover an orifice and permit more fluid to enter the active chamber.

When the orifice is completely uncovered, fan speed will equal or exceed engine speed, from idle up to about 1600 engine r.p.m.

The orifice is not completely uncovered unless coolant temperature in the upper tank of the radiator is above 220°F.

TESTING AND SERVICING

This is a sealed unit, serviced as an assembly.

New units in stock should be stored with the coil down, or on edge, to avoid the possibility of viscous fluid seeping into the bearing and contaminating the bearing lubricant.

If fan speed is still low when engine coolant temperature, measured in the upper tank of the radiator, is above 220°F, the fan drive unit should be replaced.