It turns out that there was something of a miscommunication and instead of the Chrysler J and K platforms, I was asked to talk about the Chrysler 300J and 300K. Now, the 300J and 300K are somewhat more interesting than the J and K, although it happens that most toothpastes are, too. Thankfully, the entire Chrysler 300 series is interesting enough to carry its own weight in the collectibles articles, so here we go.
The 300 series was produced (in original non-bling form) from 1955–1965 and the high-performance coupé and convertible models got a letter for each year: 1963 was J and 1964 was K. The entire 300 line was near the top of Mopar's luxury line and shared the C-body platform with the Chrysler New Yorker, the Dodge 880, the Chrysler Imperial, and a few others. 1963 was an interesting year because it involved a major body rework over the 1962 300H—yes, the letter I was skipped.
Only one engine was available on both the J and K: the 413cid "long ram" engine making 350hp–400hp and 470lb-ft–485lb-ft, depending on year and number of carburetors fitted. All J and K models got a three-speed automatic transmission and a 3.23 rear end. 1963 J models had really odd square steering wheels and were sold only as hardtops, but the 1964 K had the traditional circle wheel we're all used to and was sold as a convertible, as well.
Here's a picture of that wheel. Weird.
Collectability: Average. Buy a Cadillac instead.
(+) It's classy Detroit iron. A nice-looking 300 will always get you thumbs-up and approving honks—it's not going to get you the derision that a Jaguar or a BMW will.
(+) It's got a lot of the flair of the chromed-out 1950s models but without the price tag. Hardtop models tend to go for around $10,000 less than the 1958 300D, for example, but the real savings are evident if you're shopping for a convertible: a 1964 K droptop will cost you almost one-third what a 1958 D will.
(-) It's not all that memorable. Give us fins and huge fenders and ridiculous convertibles. Compared to the Cadillacs and Pontiacs of the day, the 300 looks downright stodgy. I actually prefer the 1969 non-letter 300—it's got the early 1970s funk that the 1960s models lack.
(-) It's big, heavy, and thirsty. That means three things: it's difficult to park, it's slow, and it costs a fortune to fuel. And yes, even though it's Chrysler's performance-luxury car, it still weighs 4,000 pounds.
Expect to pay: $15,000 for a J or K hardtop, or $20,000 for a K convertible.
What to look for:
- When considering large American cars from the early 1960s, my advice is almost universally "go for the convertible," but in this case, I don't think it makes much of a difference. The droptop isn't worth much more and is likely to be cumbersome and leaky.
- Buy the 1964 K—nearly 10 times as many were produced as the 1963 J due to big price slashes. They're all worth about the same and it's easier to find 1964-specific parts.
- Watch for rust underneath the rear fenders. These big cars had big overhanging fenders that pick up salt better than wheel wells.
- Non-original engines are probably OK as long as they actually run. A pristine original 413 will fetch the most, but a 383 or 440 isn't going to cut the price much over a grimy 413. If it's a 426, grab it and run.
,It's nice to see someone who even knows what a 'letter car' is! That said, I'd like to clarify a few mis-statements if I may. As I used to be the owner of a pristine J, and currently own 2 K's, one standard engine rag top, and one optional engine hardtop, I do know a little about these cars. Firstly, the picture of the interior shot posted is not the interior of a letter car, but rather the '63 300 pacesetter. The 300 J was only available as a hardtop (400 produced). They all came with a special 413 stamped '300J', instead of the standard '41'. This is because they took a special timing chain setup and had been produced on Chrylser's Industrial/Marine production line, and therefore received more careful construction, including better balancing. They used the 'long ram' you mention with 2 3505S Carter carbs, manual chokes, solid lifter cam with adjustable rockers, and factory cast iron headers @ 9.6:1 compression with special heads. All were rated 390 horse w/ 485lb/ft torque @ 3400 rpm. In 1964, the 300 K came standard with a 413 with a single four barrel rated 360 horse, 20 more than a New Yorker, @ 10.1:1 compression. That was the first time a letter car came without dual four's standard, as well as the first time they came without leather as standard (available as an option). They used a special low restriction air cleaner. They offered an optional engine, which was exactly the same as the one used in the 'J' as described above, but was stamped '300K'. The standard K 360 horse mill was stamped the more common '41'. The K WAS produced with an optional 4 speed. Rumors are there were also a few 'J's' produced with a 3 on the tree, although I have no knowledge of such. The K also used the 'square' steering wheel, but some had the more conventional 'round' wheel also. 3022 'K's' were produced, the highest number of all the letter cars, 625 or which were convertibles.
We have a 300J, in bad need of some TLC. Love the car. Wondering if you direct us where to go to just find parts for it. Right now we are looking for a door hinge, drivers side. Will be a proud vehicle when done. Thank you.
Hi Wayne-
Sorry, I don't have any suggestions on where to find parts for a vintage Chrysler.
However, there's surely someone on the internet who does. I suspect you can probably find an enthusiast group for the letter series cars without too much difficulty.
--D
Hello there
I can`t really help you on the door hinge but I would try Ebay.
I myself have a 1963 Chrysler 300J.It`s the only one of it`s kind here in Norway and probally in Europe,but I have heard rumours that there is one in Italy.
I would be happy to send you some pictures of my 300J and maybe we could keep in touch and exchange some experiences that we have had with our cars.My email address is; calkid@start.no
Regards,
Sveinung Molde
Thank you very much to Gary (above) for all the additional tech info on the engine. Although I too am happy to see an article on the "Lost Generation" 63 & 64 Chryslers it is a little sad that it was not fact-checked or written by someone with a little more love for these forgotten beasts.
That said, I would just like to point out that the 426 was NOT a factory option on these cars, ever, period. If you find one with a 426 I would buy it, yes, and put the engine into the correct year dodge instead...'nuff said.
And as for price differences, every convertible I've ever seen (and I have a visual record of over 350 1964 Chryslers of every model), in every case the drop-top 300K's go for a solid $8-10K over any other model, including the ultra-rare Salons and 300 Anniversary models.
I personally think that the 1964 also benefitted in the sales department by the mild styling touches over the 1963. The re-addition of fins and the "diamond" tail lights are a matter of taste, but they do bring back a little of the upscale feel that these cars were aimed at. Also the front bumper that molds around the lower edge of the grill is a marked improvement over the "slapped on" look of the 63.
These cars are odd and came into being during the shakeup at Chrysler that marked the end of Virgil Exner and the eventual introduction of Elwood Engle (from Lincoln) for the 1965's. The 1963 looks thrown together and inconsistent with the "sportier" round tail lights (that are reminiscent of the "Turbine" concept car) and which have completely shaved-off fins. And although this can look good from the rear on a 2 door model, the sedans are weak. The re-introduction of fins (when else has this ever happened) and other subtle refinements make the 1964 the one to get.
These cars are the last of the Kennedy era Chryslers. And the 1964 is the last of the Virgil Exner Chryslers. And if one can find a 300K Convertible with a cross ram 413 (you could still order x-ram) it is an important or at least unusual milestone in automotive history, if for nothing else but that it was brought into being under such troubled times, both for Chrysler and the country.