Another D/Dart 275/273 question???

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ZooKypr

ZooKypr

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Does anyone know what rpms the D/Dart 275/273 with a 4 speed was shifting at for max performance? Also what type of distributor were they running? Trying to figure out how my 273 compares with the mods made to it. Commando 273, port/polished heads, Holley 600 double pumper, .505/,525 Lunati cam., 4.10 rear, dual exh. & Edelbrock RPM intake.
 
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Do a search. The specs for this thing was posted, I think, right here not long ago

One thread

http://www.forabodiesonly.com/mopar/showthread.php?t=88912

http://www.forabodiesonly.com/mopar/showthread.php?p=1969759699

here:

has some factory literature posted

http://www.seriousviewers.com/D-Dart/ddart.htm

http://www.seriousviewers.com/D-Dart/spec.htm

any of these are for "what it's worth:"

http://classracer.com/classforum/showthread.php?t=14244&highlight=d+dart&page=10

This damn thing took "all night" to download, I think the server

[ame="http://www.seriousviewers.com/D-Dart/Technical%20Service%20Bulletin.pdf"]http://www.seriousviewers.com/D-Dart/Technical%20Service%20Bulletin.pdf[/ame]

So here is what it said about the distributor. This IS the factory bulletin. It was a modified factory dual point distributor
 

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you could always look up the Bob Banning Dodge Bounty Hunters themselves and ask them about it. Tom Sneden and Dave Reitz are alive and kicking and on facebook.
 
hi, according to the mopar spec sheet on 275 /273 , max RPM was 7400.
they had a dual point dist , cast iron body.
 
Your specs are fairly similar. I've got quite a bit of info, but not real handy at this time.
 
looks like they took the heavy spring out of the distributor and just ran the light one. All in at 1000-1200? How about NO springs!
 
"Back then" for awhile I did run my 70 RR with no springs. I had a Sig cam, hemi tach drive dist with those INCREDIBLY heavy Accel or Echlin (were they "Gold?") points, and ended up (for awhile) with just no springs. The "rub" from the points drags the weights back enough to start
 
Rocky_JS said:
you could always look up the Bob Banning Dodge Bounty Hunters themselves and ask them about it. Tom Sneden and Dave Reitz are alive and kicking and on facebook.
Click to expand...
Dave is still bracket racing successfully here in MD. I have been trying to convince him to build a nostalgia D/S clone- though probably be an automatic...
He is racing a 64 Dodge Bob Banning Dodge. Fun to see him racing against a clone of his Bounty Hunter car...
 
ZooKypr said:
Does anyone know what rpms the D/Dart 273/273 with a 4 speed was shifting at for max performance? Also what type of distributor were they running? Trying to figure out how my 273 compares with the mods made to it. Commando 273, port/polished heads, Holley 600 double pumper, .505/,525 Lunati cam., 4.10 rear, dual exh. & Edelbrock RPM intake.
Click to expand...

Your probably making peak horsepower around 6500rpms and peak torque around 4500rpms I imagine you want to shift high enough that next gear starts in around your torque peak, I'm thinking of building my 273 but almost everyone says its a waste of time how did your turn out would you recommend?
 
Remember the 1966 Dodge D-Darts were using 4.86 Gears, and had valve springs rated at #313 lbs. with valve open.

Red-Line was 7200 RPM, but shift points were 6500.

The D-Dart Camshaft was a bit of a secret back then. Many thought that it was a
Racer Brown #ST with a .512 Intake / .480 Exhaust with 284* Duration.

Camcraft, who ground alot of Marine Camshaft applications already had a
.495 Intake / .505 Exhaust with 284* Duration cam-stick that was quite responsive
between 4000 and 6500 RPM, and that was used for the D-Dart.\

Distributor, Chrysler Part #2642242 (Factory Modified), with vacuum advance removed. Mechanical only,
set for 25* advanced at 1000 RPM.

Timing set at 10* BTDC

Points with a tension of 17 to 21.5 ounces, and point gap set between .014 to .019
 
The Distributor trick,

A) Use lighter springs
B) Use the heavier 426 Hemi counter-weights
C) Total spark advance at 2000 RPM
D) Initial Advance at 10* BTDC
E) Full advance at 2000 RPM, Total at 35*

Use Transistorized Ignition,
Lighter breaker arm with a high spring tension
 
273 said:
Your probably making peak horsepower around 6500rpms and peak torque around 4500rpms I imagine you want to shift high enough that next gear starts in around your torque peak, I'm thinking of building my 273 but almost everyone says its a waste of time how did your turn out would you recommend?
Click to expand...

I have built my 273 from 65, its a commando. Well I have put a camshaft as the 340s, big valves 2.02/1.60. OpenAir intake with an Edelbrook 600 on the top. HP exhaust with 2.1/2" dual pipe with X-pipe.
Here is the teoretical result.

As soon the summer comes I will see if it is correct :glasses7:
 

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Kevin and his father has his (their) clone car. Kevin also owns my old 73 Challenger. From what I understand Kevin does real well in the clone car! I grew up in that area and used to hang out at Banning Dodge in the 70's. My friend Dave (different) was a tech there for many years.


Gib Warnick said:
Dave is still bracket racing successfully here in MD. I have been trying to convince him to build a nostalgia D/S clone- though probably be an automatic...
He is racing a 64 Dodge Bob Banning Dodge. Fun to see him racing against a clone of his Bounty Hunter car...
Click to expand...
 
Thanks for the info. fellas...


273 said:
Your probably making peak horsepower around 6500rpms and peak torque around 4500rpms I imagine you want to shift high enough that next gear starts in around your torque peak, I'm thinking of building my 273 but almost everyone says its a waste of time how did your turn out would you recommend?
Click to expand...

Your pretty damn close, Not sure of peak hp but I am shifting near 6500, around 6200 rpm. Never ran her in the 1/4 mile. She was an orig. rust free Ca. car before I did a resto mod. I wanted to keep the same look from the factory but build the motor up. I guess I could of took the 273 out and drop a crate 360 but $$$$ held me back...engagement ring, new house, bills... She feels like a mid - high 13 qtr. mile car and fun getting her revs up. If you happy with that than stick with it but if you think you'll get a need for more speed I'd bump up to a 340 / 360!
 
When Lee (LilCuda) bought my old car from teh guy I sold it to, it had a healthy 273. It was a little loose and burned a little oil (Jahns cast race pistons with .0075 piston-wall clearance when built).

The car is an original 273 four barrel four speed car with discs and handling package, but I had already done a color change (body and interior). He decided on a 340 due to ease with which to make the power that he wanted out of it and for it to remain streetable.

That is the same reason my Barracuda (67 convertible) is getting a 440. I can't build a 375hp 340 that I will be happy with on the street, and I do have a spare 340 in the garage.
 
Back in early 1966,

Chrysler Performance played with several camshafts for the D-Dart combination,
one was the Iskendarian "Isky 505-C", which was a bit more radical than the Camcraft D-Dart camshaft.

Isky #505-C............... .505/.505 - 320* Duration with 108* Overlap
Camcraft #D-Dart........ .495/.505 - 284* Duration with 60* Overlap
Racer Brown #ST-12.... .480/.480 - 294* Duration with 76* Overlap

The Isky unit could pull 7000 RPM's without a problem.
 
valle6062 said:
I have built my 273 from 65, its a commando. Well I have put a camshaft as the 340s, big valves 2.02/1.60. OpenAir intake with an Edelbrook 600 on the top. HP exhaust with 2.1/2" dual pipe with X-pipe.
Here is the teoretical result.

As soon the summer comes I will see if it is correct :glasses7:
Click to expand...

That's one of the main reason I want to build a 273 is the flat hp peak I think will work great on a road course where every 360 or 408 I put through the dyno sim drops off rapidly after peak power unless use put on 300+cfm heads sure they make more torque but I don't care if I have to drive around with 5.+:1 gears.
 
69 Cuda 440 said:
69 Cuda 440 said:
Back in early 1966,

Chrysler Performance also tried out the Holley #3116, 600 CFM (1965 Race Hemi) carburetor,
before going to the Holley #4778, 700 CFM unit.
Click to expand...


The Holley carb number is #3778.

Also, the actual Chrysler cam drawing indicates the lobe lift was .32773/.33433 which equates to .492/.501 valve lift. On a second cam drawing it indicates the valve lift as .493/.503.

Per the notes on the 24 time slips (test and tune sessions) that I have from my car, Ralph Costa shifted to 2nd and 3rd at 6700 RPM's and into 4th at 6800. He went through the traps at 7000 RPM's. Tire pressures were from 9 to 14 lbs. Distributor was run from 36-39 degrees. The testing was performed at Milan, Detroit Dragway, and National Trail Raceway. The best ET numbers on the slips is a 12.92, and a best MPH is 105.
Alan
Click to expand...
 
Alan,

I stand corrected.

* Mopar Carburetors for 1966

* 273/235 HP......Carter AFB #4119.........................1 7/16" Primary / 1 9/16" Secondary..........500 CFM
* 273/275 HP......Holley Model #4160/ List #3778.......1 11/16" Primary / 1 11/16" Secondary.......700 CFM

Originally, the Holley #3116 600 CFM (1965 426 Race Hemi) was to be used on the D-Dart.
 
Funny thing --- The original engine is still in "The Politician" and the carb holes in the intake manifold are for the small 273/235 HP Carter and the 1/2" adapter plate is for the Holley with the larger 1 11/16" throttle bores. Kind of a mismatch if you ask me.
 
Odd, that Mopar offered the D-Dart with a 'Free-Flowing Intake'.

Not sure what they meant by that, as the intake manifold was the same that was on the regular 273/235 HP 'Commando'.

The Golden Commando's 'Goldfish' and Doug Patterson 'Brand-X' Barracuda
utilized a modified intake when they ran in 1965.

They took off the intake, and bored out the secondary to 1 11/16" by
using a Bridgeport Milling Machine.

And they switched over to a Carter AFB #3447 600 CFM, the carburetor
from the 1963 426 'Stage I' Max-Wedge, which had a 1 7/16" Primary and 1 11/16" Secondary.

This switch was permitted by the NHRA, as they listed that Carter AFB
as a replacement Stock Class Carburetor for the 273/235 HP.
 
Ed,

According to the Gearlord Club who tested the D-Dart at Lions Drags Strip.

If the Dart was properly fine-tuned, and you replaced the Inland 4-Speed Shifter
with a Hurst Competition/Plus Shifter, 13.90's would have been reached.
 
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