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Early sixties, there were basically two big block cams (not counting the rammed 413s): The two barrel cam was 252 duration, .390/.395 lift, and the four barrel was 268 duration, .430 lift. The latter was used in the Chrysler 300 non-ram 413s (single four barrel or dual fours inline), the 383...

That's the 383 that Hot Rod Magazine dyno tested back in its October 1967 issue. Stock, they got 278 horsepower. On an engine dyno. Torque not reported. (With cam, intake, carb and headers, it made 437 hp)

An early high compression 340 was rated 340 ft. lbs. of torque. Would the extra 43 cubes of a 383 give it an extra 85 ft. lbs. of torque? I think RAMM said it several pages ago: a 383 never made 425 torque to start with. The torque figures Nick got are pretty much what a stock 383 should...

Well, he did mill the heads a whole .020. That should have helped a lot. . . .

No problem. I had my own mixup and initially posted the wrong number (my post #12) trying to respond to your post. Which you responded to before I could edit the post. Anyway, thanks for measuring. Plus, now I know about the Moroso perches. Didn't know that before.

And I apologize for having to edit the above post after getting the numbers switched. But I think I'm right now. The holes in the MP perches are almost a quarter inch larger than the holes in the original perches.

I agree with that measurement. It's the 13/64 you have for the hole in the original spring perch. I measured one at .506 - barely over half an inch, or 8.1 sixteenths. I.e., just over 32/64.

Having said that, since I have not welded the MP brackets to the axle yet, I think I will order a pair of the Morosos from Amazon. Probably a stronger setup to have a correct size hole than the cheap bushing I've got now...

OK, I don't want to beat this to death, but 11/16 would be 44/64. That's more than three times larger than 13/64. The holes in the new MP perches are clearly larger than the originals, but they don't look any where near three times as large. By the way, I found a piece of tubing I had...

Chrysler engineers in the fifties were good at spending extra money to obtain little if any real benefit. Canted valve poly heads that didn't flow as well as cheap wedge heads (at least the poly heads were cheaper than hemi heads, albeit not nearly as effective), ball and trunnion u-joints that...

Correct me if my math skills are completely gone, but I think your numbers are incorrect. ??

Just run one. They are cheap and even if they don't help, they can't hurt. (In my humble and often mistaken opinion.)

I would double and triple emphasize this. Have seen too many setups that someone thought they could just hook the throttle cable up anywhere and it would work OK. That would be the first thing I would check. Then follow up with all the other suggestions.

Maybe I'm missing something, but the Holley carb provided by the engine's owner looks like a 600 to me, not a 750. And I'm not sure why Nick didn't try a lighter secondary spring if the secondaries weren't opening all the way at full throttle. The video was way too long, so I skipped my way...

Two bolts on each track - inside and outside. For each front seat. I got this pic from an old FABO post. It comes from the Valiant owner's manual. It's also in the Barracuda owner's manual, which I have, but right now I can't remember where it is.

If I remember right, it's four bolts - two front and two rear. And they are for adjusting the seat.

This was my private junkyard a few years ago. The two E bodies are gone now, along with a 65 Fury III, what was left of a rusty 62 Dodge max wedge body with all of its numbers cut off (not by me), a 68 Charger, and a 57 Plymouth convertible. I've added a 62 Dodge 4-door. Not too many usable...

I don't think many were made in 67. I don't have the data for 67, but here's the 69 Barracuda production totals: Shipped Fast Back Coupe Convertible Total Production 31,987 17,788 12,757 1,442 225 Engine Total 5,808 1,830 3,730 248 3 speed 918 315 563 40 Automatic...

I had early 340 manifolds on my 67 and 65 Barracudas. I sold the two pairs of 340 manifolds for enough to buy two sets of TTI's. The TTI's fit like a glove in my 67. The ones for the 65 were more difficult and required things like wiring and brake lines to be moved. But neither set leaks or...

Looks like your original column with a missing turn signal lever and an add-on aftermarket turn signal. If originality isn't important to you, and your turn signals work, you could just keep the aftermarket signal you have now. Hard to say for sure what is missing without removing your...

The turn signal you have is an aftermarket setup. The original turn signal lever comes out of the column, where the rectangular slot is. Probably the factory turn signal stuff is missing or broken. 63-66 all used pretty much the same column, albeit with different turn signal wiring plug that...

On my 67 coupe, I'm running 15x8 Cragars (4.25 inch backspacing) on the rear with Nitto 275/60/15 radials; 15x7 Cragars on the front with 225/60/15 Falkens. Chassis is stock height front and rear. The larger diameter rear tires raise the back end by about an inch.

Not really taking sides, as I like both motors, but in the sixties, Hot Rod Magazine dyno tested a 340 and a 383. Note that this was not the magnum 383, just the 383 four barrel motor that had a milder cam than the 340. Both made the same 280 hp stock. Modified, the 383 made more with similar...

Well, I'm gonna have to try that. I've never run 12s, would like to at least once with the motor I have. Got one more engine I want to build before I croak, incorporating what I've learned since I put together this one 35 years ago. Collecting parts now. We'll see how it goes.

On a warm May evening at a strip near Valdosta, Georgia, I ran my street driven 67 Barracuda for the first time in probably twenty years. It almost made it into the 12's. My grandson was there with his 550 hp Vega bracket racer. He races a lot, and was track champion in his class at his home...

I agree, but would point out that the comment you are replying to is not mine. The Duster 360 I got the motor and trans out of for my 67 Barracuda to replace its slant six should never have been junked. It had a good, solid, straight body and was all there before a fellow North Ga Mopar club...

It's the Mopar Performance 761 cam, gross duration is 270/272, lift is .450/.455. I've seen strange figures for the lift at fifty for MP cams, because MP just muliplied the gross duration by .85 to get a duration at .050. I think the real duration at fifty is something like 222 on the intake...

I've seen that, but it makes no sense that a 71 340 would make five less net hp than a low compression 72 340.

By the way, that was 5 more than the 72-73 340s. I've always suspected that the 275 horse rating for the early high compression 340s was actually a net hp rating, but of course I could be wrong.

After I blew up my 65 Barracuda's original Commando 273 in November of 1972 (at app. 150K), I put in a 340 from a wrecked 72 Charger. Low compression motor (8.5 to one), 240 net hp. Previous owner had a 3310 Holley on the original Thermoquad intake manifold. That mis-matched setup fell on its...