1968 Plymouth Barracuda Formula S 340 and 383
July '14
By Thomas A. DeMauro from July 2014 issue of Muscle Machines
Comments: 4
In This Article
Category: Muscle Cars
In 1967, Plymouth's 273-powered Barracuda Formula S exuded nimble handling and driving ease, but lacked the straight-line grunt of some competitors, while the Formula S with the B-series 383 V-8 was loved for its power, but loathed by road testers for its lack of power steering, given its heavy big-block up front. For '68, though the manual-steering 383 was still available, the new small-block 340-powered Formula S balanced enhanced power with crisp handling.
Available since the Barracuda's sophomore year of '65, the Formula S package for '68 included heavy-duty suspension and wheels, firm-ride shocks, E70-14 Red Streak tires, the new Commando 340 (or the 383), low-restriction dual-exhaust, front fender badges and special hood inserts. It added $168.30 (340) or $221.65 (383) to the Barracuda V-8's base prices of: $2,711 (hardtop), $2,868 (fastback), or $3,013 (convertible).
ENGINES
The 340 was based on Chrysler's LA-series small-block that debuted in 1964 at 273 cu.in. and later grew to 318 cu.in. Employing furan resin sand cores for the 340 block was said to produce a more precise casting, thereby adding strength to support the larger bore and power output without adding weight. The 4.04-inch bore and 3.31-inch stroke 340 was rated at 275 hp at 5,000 RPM and 340 lb.ft. of torque at 3,200 RPM.
Its 2.50-inch main journal forged-steel crank is held in with two-bolt main caps. The 6.123-inch forged-steel connecting rods are attached to cast-aluminum alloy pistons via full-floating pins. A windage tray was added to free up horsepower at high RPM by reducing oil whip from the crank. The "X" heads were designed with larger ports and 2.02/1.60-inch valves, compared to the 318's 1.78/1.50 valves. They have wedge-shaped combustion chambers, and the compression ratio is 10.5:1.
Automatic-equipped Barracudas employ a hydraulic cam with 268/276-degrees advertised duration and .429/.444-inch lift. With the four-speed, there's 276/284-degrees duration and .444/.453-inch lift. Both cams use shaft-mounted 1.50:1 rocker arms and connect to the crank via a double-roller timing chain.
A new high-rise, cast-iron, dual-plane intake manifold was designed, replacing the single-plane of the 273 and supporting a Carter AVS carburetor. Single-breaker ignition was used with the 727 and the dual-breaker ignition with the four-speed. The block casting number "2780930," followed by "340" and a number for the core change, is on the driver side, just below the deck. The date code is on the passenger side.
The 383-cu.in. B-series big-block was rated at 300 hp at 4,200 RPM and 400-lb.ft. of torque at 2,400 RPM. Its forged-steel crank with 2.625-inch main journals has a 3.38-inch stroke and is held in place by two-bolt main caps in a deep-skirt block. The 6.358-inch-long, forged-steel rods and press-fit-pin, cast-aluminum alloy pistons work in 4.25-inch bores.
New-for-'68 "906" heads feature 2.08/1.74-inch valves, wedge-shaped chambers and a compression ratio of 10:1. The hydraulic cam boasts 256/260 degrees advertised duration and .425/.435-inch lift with 1.50:1 shaft-mounted rockers.
A Carter AVS carb on a dual-plane, cast-iron intake comprises the induction system, and a dual-breaker ignition, located at the front of the block, was used with either transmission. Specific exhaust manifolds were designed to fit the B-engine into the A-body.
Block casting number "2468130" is located just under the date code on the driver side. According to Mopar historian Steve Magnante, "The engine block had additional threaded bosses for a 'wrap around' engine mount on the driver side for all factory A-body 383 cars."
TRANSMISSION
A 10.5-inch clutch was employed. The three-speed manual transmission was not available with the Formula S package, so the A-833 four-speed or 727 TorqueFlite automatic were mandatory options.
Four-speed gear ratios are 2.66:1 first; 1.91:1 second; 1.39:1 third; 1.00:1 fourth and 2.58:1 reverse, and the TorqueFlite has 2.45:1 first; 1.45:1 second; 1.00:1 third gears and 2.20:1 reverse.
A transmission identification number is on the passenger side of the four-speed case, "PP833 0000 0001." "PP" indicates New Process Gear Division; 833 indicates A-833 four-speed; "0000" indicates Chrysler 10,000-day calendar build date (charts to decipher the date are in the parts catalog and other factory sources) and "0001" indicates the sequential serial number for that day. The last 8 digits of the VIN are on the same pad.
The 727's pad is on the driver's side pan rail with "PK" (Kokomo plant) followed by the transmission's part number, date code, and sequential serial number for that day. Some sources indicate the case was not stamped with a VIN until the '69 models, and was then on a pad on the passenger side near the front. Our featured '68 Formula S, however, was stamped on top of the mounting flange where the transmission bolts to the engine.
DIFFERENTIAL
The 8 3/4-inch Hotchkiss-style rear end was standard for the Formula S, and a four-pinion Sure-Grip, limited-slip differential was optional.
The standard ratio for the hypoid rear gears with both engines and transmissions was 3.23:1. With Sure-Grip, the choices were 3.23:1 and 3.55:1 for both transmissions, and 3.91:1 with the four-speed only. A rectangular tag, affixed to one of the housing studs, identifies the gear ratio.
CHASSIS
The Barracuda rides on a 108-inch wheelbase and features a 57.4-inch front track and a 55.6-inch rear. A torsion bar front suspension with upper and lower control arms is paired with semi-elliptic, six-leaf rear springs and firm-ride hydraulic shocks all around.
With 5.3 turns-to-lock, the standard manual steering gear ratio is 24:1. Optional fast-ratio manual steering provides a quicker 16:1 gear ratio and 3.6 turns-to-lock, but was not recommended with the 383. Optional power steering tightens up the ratio to 15.7:1, and turns-to-lock are reduced to 3.4, but it was not available with the 383. The turning circle is 38 feet.
BRAKES
Standard on all V-8 Barracudas were 10 x 2.25-inch front drum brakes and 10 x 1.75-inch rear drums. Optional were front disc brakes with four-piston calipers, paired with the 10-inch rear drums.
WHEELS & TIRES
Standard wheels were 14 x 5.5-inch steel with the small 5-on-4 bolt circle and hubcaps. E70-14 Red Streak bias-ply tires were included, and White Streaks were extra-cost. Deluxe, bolt-on design, and wire wheel covers were all optional and mag-type wheel covers could be dealer installed.
BODY & INTERIOR
A-body Barracudas feature unit-body construction, and were available as hardtops, sports hardtops (fastbacks) or convertibles. The grille pattern changed to vertical slats from the rectangular box style of '67. Bright hood inserts read "340-S" or "383-S."
Along with a host of safety features, federal standards also required side marker lights for '68. The chromed and hinged Pit Stop gas cap looks like a quick-fill racing cap--a locking feature was optional. The rear features a body-colored center section with aluminum trim, and taillamps at each end with backup lamps wrapped around them.
There were 18 colors available in the acrylic enamel paint, but a seven-step dip and spray rust proofing procedure was applied to the body first. It was then sprayed with two coats of epoxy primer and oven-baked, wet-sanded, and baked again. Next came two coats of acrylic enamel--baked for 30 minutes to cure it.
Sport Stripes were available in five colors: red, black, white, green and blue. Optional vinyl tops came in antique white, antique green and black.
In hardtops and fastbacks, bench or bucket seats were standard; the convertible had only buckets. The rear seat folds down only in the fastback. An optional décor group includes bucket seats and rear seat upgraded with basket-weave inserts; woodgrained door and quarter trim panels; map pouches on the doors; bright pedal trim; rear-seat armrest asht rays; and carpeted rear wheel housings on the fastback.
The Rallye Instrument Cluster included 150-MPH speedometer, a trip odometer and wood-grained dash panel trim. Solid-state AM or AM/FM radios were optional, and a stereo tape player could be dealer installed.
NUMBERS
Beginning in '68, the VIN was on the driver side of the dash at the base of the windshield. Chrysler also stamped the last eight digits (sometimes the whole VIN) on the engine block (some sources state that early build cars may not have it).
For the 383, the VIN is on the passenger side, near the engine mount and just above the oil pan rail. Though it's in the same place on later-year 340s we've seen, on our featured '68 340, the VIN is on the top driver-side rear of the block, where the engine bolts to the transmission. Here's the breakdown. "BH29P8B100001." "B" indicates Barracuda; "H" indicates price class, high; "29" indicates 2-door sports hardtop (fastback), ("23": 2-door hardtop, "27": 2-door convertible); "P" indicates engine displacement, 340; ("H": 383); "8" indicates model year, 1968; "B" indicates plant code, Hamtramck, Michigan; "100001" indicates sequence number.
An engine identification number (EIN) is found on the driver-side front of the block, just below the cylinder head on the 340. On the 383, it's toward the rear on the driver side of the block, near the oil pan rail. "PM340 0000 0001." "PM" indicates the Mound Road plant, while "PT" indicates the Trenton plant for the 383; "340" indicates the engine displacement, alternatively, 383; "0000" is the date code, (based on 10,000-day calendar); "0001" is the sequence number within the run of engines built that day.
The fender tag on the front driver-side inner fender is read from the bottom up, and left to right.
Total '68 Formula S production was 5,196, with 2,857 Formula S 340 fastbacks, 867 hardtops, and 193 convertibles built. Formula S 383 production reached 963 for fastbacks, 252 for hardtops, and just 64 for convertibles.
RESTORATION & PERFORMANCE PARTS
Most of the parts needed to replace those most vulnerable to rust are reproduced, namely: floors; rockers; frame rails; trunk floor; lower fender patches; rear inner and outer wheel houses; quarter panel patches; quarter panel skins; and full rear quarters for the fastback. Unfortunately, steel hoods, front fenders, door skins and deck lids are not. The hood and fenders can be had in heavy-duty fiberglass for the street. We've seen deck lids in lightweight racing fiberglass.
Nearly all important cabin items--headliner, dash pad, seat covers, door panels, carpet--are reproduced.
Stock-style rebuild parts for the 340 and 383 are as close as your Mopar Performance catalog, as well as many other aftermarket sources. Even replacement 340 blocks are available from MP. Though new small-block heads and intakes are offered in aluminum, they aren't reproduced in stock iron. Functional replacement big-block iron heads are available new, but stock 383 blocks are not reproduced.
Modification avenues for both engines are plentiful with myriad Mopar Performance and aftermarket blocks; stroker reciprocating assemblies; aluminum street and race heads and intakes; larger carburetors; multiple-carburetors and fuel injection options, not to mention supercharging and nitrous.
Both the 727 TorqueFlite and the A-833 four-speed enjoy aftermarket support to ease rebuilds and upgrades. Some companies even offer overdrive Tremec five-speed manual gearbox swap kits. The A-518 automatic overdrive can be swapped in with some modifications. Rebuild and upgrade parts for the 8 ¾ rear are plentiful, as are myriad gear ratios.
Stock rebuild parts for suspension and brake systems are also widely available, as are mild to wild upgrades for handling and stopping.
Most of the parts needed to restore or modify any '68 Formula S are just a few keyboard taps away.
Engine
For the '67 redesign, the engine bay was widened to accept a big-block. The 383 for '68 was uprated to 300 hp, and the new 340 small-block was seemingly underrated at 275 hp. The NHRA rated it at 290 hp, but some surmised that it was still too low.
Brakes
Standard brakes were self-adjusting 10-inch drums at the front and rear. Front four-piston caliper, ventilated-rotor disc brakes (with 10-inch rear drums) and 314.7-sq.in total swept area were optional, as was power assist for both systems.
Transmission
Powerful engines require stout transmissions. Another attribute of the '67 redesign was enlarging the transmission tunnel to fit the 727 TorqueFlite. The A-833 four-speed and the 727 were the only transmission choices for the Barracuda Formula S.
Interior
The fastback offered increased rear visibility and load space. It had 1,600 sq.in. of rear glass area compared to 1,056 sq.in. for the hardtop and 615 sq.in. for the convertible. Interior volume was also greater, even more so when the rear seat was folded down.
Chassis
The Formula S package specified .87-inch-thick torsion bars and a .88-inch front anti-roll bar for the 340, and .89-inch bars and a .94-inch anti-roll bar with the 383. Front/rear ride rates at the wheel for the 340 are 103/132 lb.in. and 115/150 lb.in. for the 383.
Body
Three body styles for the 192.8-inch-long and 71.6-inch-wide Barracuda equaled the offerings of the Mustang, was one more than the Camaro or Firebird and two more than the Javelin. Red wheel-house liners were an option on Barracuda hardtops and fastbacks.
Owner's View
"My dad was a Plymouth salesman at my grandfather's dealership, VerHage Motors in Holland, Michigan, and we went for rides in the new cars he brought home," Norm VerHage recalls. "Consequently, I already liked Barracudas when I was just 9 years old."
Immersed in the A-bodies ever since, Norm was found by this '68 fastback. "The owner's father was a customer in the 1980s, and they attended an AACA meet in Michigan in 2007 where I was displaying two Barracudas," he explains. "The dad told me this car was in Mesa, Arizona, where his son lives, and had sat outside for 18 years, partially disassembled. Since my dad spends his winters nearby, he checked out the Plymouth for me, and I bought it in 2008."
Though the original intent was to build a BO29 Hurst Hemi clone, given its numbers-matching drivetrain and its options--Formula S package, interior décor package, power steering, disc brakes, automatic transmission, A/C and more--Norm restored it instead.
Holland Automotive Machine bored the 340 .030-inch over and rebuilt it, and Cummins Restoration did the chassis and body, applying two-stage PPG paint to the latter. Norm restored the Ember Gold interior and reassembled the A-body with a 10-inch 2,500-RPM stall converter, the previously modified 727 TorqueFlite and new 4.10-gears in a Sure-Grip rear for Pure Stock racing.
Norm, the technical director for the Plymouth Barracuda/'Cuda Owners Club, currently owns three'69s and two '68s, and the family business displays 33 more Mopars in a climate-controlled museum.
Club Scene
Plymouth Barracuda/Cuda Owners Club 7628 Belle Plain Drive Huber Heights, Ohio 45424 937-233-9374 www.pbcoc.com Dues: $22/year • Membership: 275
What To Pay 1968 Formula S
Add 5% for four-speed. These prices are a general guideline. Pristine examples may draw much higher prices.
Parts Prices Bumper, front or rear: $250 Full floor pan, LH or RH: $170 Quarter panel skin, LH or RH: $210 Complete quarter panel, fastback: $600 Front or rear valance panel: $225 Full trunk floor: $295 Front inner fender panel, LH or RH: $205 Manual front disc brake conversion: $800 Stock 4-piston front brake caliper: $155 Reproduction in-dash tach: $200 Gauge decal set: $46 Dash pad: $250 Engine and front light wiring harness: $184 340 complete exhaust (no tips): $670 Four-speed rebuild kit: $100 Automatic transmission rebuild kit: $260
Fender tag codes on our feature car
Line 7: Headings for line 6.
Line 6: (under b) 4--bucket seats; (under h) 7--fender-mounted turn indicator
Line 5: Headings for line 4.
Line 4: (under D) 9--front disc brakes; (under F) 7--Formula S package; (under R) 1--AM radio; (under S) 1--A/C with heater; (under T) 4--vacuum gauge; (under X) 1--tinted glass for all windows
Line 3: Headings for line 2.
Line 2: (under heading 1) 9--body sill moldings; (under 2) 5--drip rail moldings; (under 3) 0--body belt moldings; (under 7) 8--wheel lip moldings; (under A) 4--3.23:1 axle ratio; (under TRM) D6Y-- D-deluxe, 6-premium grade vinyl bucket, Y-Ember Gold; (under PNT) JJ1--J-Ember Gold roof, J- Ember Gold body, 1-monotone paint style; (under U) J--Ember Gold upper door frame paint.
Line 1: BH29--Barracuda sports hardtop (fastback) car line; 52--340 engine; 5--TorqueFlite transmission; 38--E70-14 Red Streak tires; A-16-- scheduled production date October 16, 1967; 188555--shipping order number.
July '14
By Thomas A. DeMauro from July 2014 issue of Muscle Machines
Comments: 4
In This Article
Category: Muscle Cars
In 1967, Plymouth's 273-powered Barracuda Formula S exuded nimble handling and driving ease, but lacked the straight-line grunt of some competitors, while the Formula S with the B-series 383 V-8 was loved for its power, but loathed by road testers for its lack of power steering, given its heavy big-block up front. For '68, though the manual-steering 383 was still available, the new small-block 340-powered Formula S balanced enhanced power with crisp handling.
Available since the Barracuda's sophomore year of '65, the Formula S package for '68 included heavy-duty suspension and wheels, firm-ride shocks, E70-14 Red Streak tires, the new Commando 340 (or the 383), low-restriction dual-exhaust, front fender badges and special hood inserts. It added $168.30 (340) or $221.65 (383) to the Barracuda V-8's base prices of: $2,711 (hardtop), $2,868 (fastback), or $3,013 (convertible).
ENGINES
The 340 was based on Chrysler's LA-series small-block that debuted in 1964 at 273 cu.in. and later grew to 318 cu.in. Employing furan resin sand cores for the 340 block was said to produce a more precise casting, thereby adding strength to support the larger bore and power output without adding weight. The 4.04-inch bore and 3.31-inch stroke 340 was rated at 275 hp at 5,000 RPM and 340 lb.ft. of torque at 3,200 RPM.
Its 2.50-inch main journal forged-steel crank is held in with two-bolt main caps. The 6.123-inch forged-steel connecting rods are attached to cast-aluminum alloy pistons via full-floating pins. A windage tray was added to free up horsepower at high RPM by reducing oil whip from the crank. The "X" heads were designed with larger ports and 2.02/1.60-inch valves, compared to the 318's 1.78/1.50 valves. They have wedge-shaped combustion chambers, and the compression ratio is 10.5:1.
Automatic-equipped Barracudas employ a hydraulic cam with 268/276-degrees advertised duration and .429/.444-inch lift. With the four-speed, there's 276/284-degrees duration and .444/.453-inch lift. Both cams use shaft-mounted 1.50:1 rocker arms and connect to the crank via a double-roller timing chain.
A new high-rise, cast-iron, dual-plane intake manifold was designed, replacing the single-plane of the 273 and supporting a Carter AVS carburetor. Single-breaker ignition was used with the 727 and the dual-breaker ignition with the four-speed. The block casting number "2780930," followed by "340" and a number for the core change, is on the driver side, just below the deck. The date code is on the passenger side.
The 383-cu.in. B-series big-block was rated at 300 hp at 4,200 RPM and 400-lb.ft. of torque at 2,400 RPM. Its forged-steel crank with 2.625-inch main journals has a 3.38-inch stroke and is held in place by two-bolt main caps in a deep-skirt block. The 6.358-inch-long, forged-steel rods and press-fit-pin, cast-aluminum alloy pistons work in 4.25-inch bores.
New-for-'68 "906" heads feature 2.08/1.74-inch valves, wedge-shaped chambers and a compression ratio of 10:1. The hydraulic cam boasts 256/260 degrees advertised duration and .425/.435-inch lift with 1.50:1 shaft-mounted rockers.
A Carter AVS carb on a dual-plane, cast-iron intake comprises the induction system, and a dual-breaker ignition, located at the front of the block, was used with either transmission. Specific exhaust manifolds were designed to fit the B-engine into the A-body.
Block casting number "2468130" is located just under the date code on the driver side. According to Mopar historian Steve Magnante, "The engine block had additional threaded bosses for a 'wrap around' engine mount on the driver side for all factory A-body 383 cars."
TRANSMISSION
A 10.5-inch clutch was employed. The three-speed manual transmission was not available with the Formula S package, so the A-833 four-speed or 727 TorqueFlite automatic were mandatory options.
Four-speed gear ratios are 2.66:1 first; 1.91:1 second; 1.39:1 third; 1.00:1 fourth and 2.58:1 reverse, and the TorqueFlite has 2.45:1 first; 1.45:1 second; 1.00:1 third gears and 2.20:1 reverse.
A transmission identification number is on the passenger side of the four-speed case, "PP833 0000 0001." "PP" indicates New Process Gear Division; 833 indicates A-833 four-speed; "0000" indicates Chrysler 10,000-day calendar build date (charts to decipher the date are in the parts catalog and other factory sources) and "0001" indicates the sequential serial number for that day. The last 8 digits of the VIN are on the same pad.
The 727's pad is on the driver's side pan rail with "PK" (Kokomo plant) followed by the transmission's part number, date code, and sequential serial number for that day. Some sources indicate the case was not stamped with a VIN until the '69 models, and was then on a pad on the passenger side near the front. Our featured '68 Formula S, however, was stamped on top of the mounting flange where the transmission bolts to the engine.
DIFFERENTIAL
The 8 3/4-inch Hotchkiss-style rear end was standard for the Formula S, and a four-pinion Sure-Grip, limited-slip differential was optional.
The standard ratio for the hypoid rear gears with both engines and transmissions was 3.23:1. With Sure-Grip, the choices were 3.23:1 and 3.55:1 for both transmissions, and 3.91:1 with the four-speed only. A rectangular tag, affixed to one of the housing studs, identifies the gear ratio.
CHASSIS
The Barracuda rides on a 108-inch wheelbase and features a 57.4-inch front track and a 55.6-inch rear. A torsion bar front suspension with upper and lower control arms is paired with semi-elliptic, six-leaf rear springs and firm-ride hydraulic shocks all around.
With 5.3 turns-to-lock, the standard manual steering gear ratio is 24:1. Optional fast-ratio manual steering provides a quicker 16:1 gear ratio and 3.6 turns-to-lock, but was not recommended with the 383. Optional power steering tightens up the ratio to 15.7:1, and turns-to-lock are reduced to 3.4, but it was not available with the 383. The turning circle is 38 feet.
BRAKES
Standard on all V-8 Barracudas were 10 x 2.25-inch front drum brakes and 10 x 1.75-inch rear drums. Optional were front disc brakes with four-piston calipers, paired with the 10-inch rear drums.
WHEELS & TIRES
Standard wheels were 14 x 5.5-inch steel with the small 5-on-4 bolt circle and hubcaps. E70-14 Red Streak bias-ply tires were included, and White Streaks were extra-cost. Deluxe, bolt-on design, and wire wheel covers were all optional and mag-type wheel covers could be dealer installed.
BODY & INTERIOR
A-body Barracudas feature unit-body construction, and were available as hardtops, sports hardtops (fastbacks) or convertibles. The grille pattern changed to vertical slats from the rectangular box style of '67. Bright hood inserts read "340-S" or "383-S."
Along with a host of safety features, federal standards also required side marker lights for '68. The chromed and hinged Pit Stop gas cap looks like a quick-fill racing cap--a locking feature was optional. The rear features a body-colored center section with aluminum trim, and taillamps at each end with backup lamps wrapped around them.
There were 18 colors available in the acrylic enamel paint, but a seven-step dip and spray rust proofing procedure was applied to the body first. It was then sprayed with two coats of epoxy primer and oven-baked, wet-sanded, and baked again. Next came two coats of acrylic enamel--baked for 30 minutes to cure it.
Sport Stripes were available in five colors: red, black, white, green and blue. Optional vinyl tops came in antique white, antique green and black.
In hardtops and fastbacks, bench or bucket seats were standard; the convertible had only buckets. The rear seat folds down only in the fastback. An optional décor group includes bucket seats and rear seat upgraded with basket-weave inserts; woodgrained door and quarter trim panels; map pouches on the doors; bright pedal trim; rear-seat armrest asht rays; and carpeted rear wheel housings on the fastback.
The Rallye Instrument Cluster included 150-MPH speedometer, a trip odometer and wood-grained dash panel trim. Solid-state AM or AM/FM radios were optional, and a stereo tape player could be dealer installed.
NUMBERS
Beginning in '68, the VIN was on the driver side of the dash at the base of the windshield. Chrysler also stamped the last eight digits (sometimes the whole VIN) on the engine block (some sources state that early build cars may not have it).
For the 383, the VIN is on the passenger side, near the engine mount and just above the oil pan rail. Though it's in the same place on later-year 340s we've seen, on our featured '68 340, the VIN is on the top driver-side rear of the block, where the engine bolts to the transmission. Here's the breakdown. "BH29P8B100001." "B" indicates Barracuda; "H" indicates price class, high; "29" indicates 2-door sports hardtop (fastback), ("23": 2-door hardtop, "27": 2-door convertible); "P" indicates engine displacement, 340; ("H": 383); "8" indicates model year, 1968; "B" indicates plant code, Hamtramck, Michigan; "100001" indicates sequence number.
An engine identification number (EIN) is found on the driver-side front of the block, just below the cylinder head on the 340. On the 383, it's toward the rear on the driver side of the block, near the oil pan rail. "PM340 0000 0001." "PM" indicates the Mound Road plant, while "PT" indicates the Trenton plant for the 383; "340" indicates the engine displacement, alternatively, 383; "0000" is the date code, (based on 10,000-day calendar); "0001" is the sequence number within the run of engines built that day.
The fender tag on the front driver-side inner fender is read from the bottom up, and left to right.
Total '68 Formula S production was 5,196, with 2,857 Formula S 340 fastbacks, 867 hardtops, and 193 convertibles built. Formula S 383 production reached 963 for fastbacks, 252 for hardtops, and just 64 for convertibles.
RESTORATION & PERFORMANCE PARTS
Most of the parts needed to replace those most vulnerable to rust are reproduced, namely: floors; rockers; frame rails; trunk floor; lower fender patches; rear inner and outer wheel houses; quarter panel patches; quarter panel skins; and full rear quarters for the fastback. Unfortunately, steel hoods, front fenders, door skins and deck lids are not. The hood and fenders can be had in heavy-duty fiberglass for the street. We've seen deck lids in lightweight racing fiberglass.
Nearly all important cabin items--headliner, dash pad, seat covers, door panels, carpet--are reproduced.
Stock-style rebuild parts for the 340 and 383 are as close as your Mopar Performance catalog, as well as many other aftermarket sources. Even replacement 340 blocks are available from MP. Though new small-block heads and intakes are offered in aluminum, they aren't reproduced in stock iron. Functional replacement big-block iron heads are available new, but stock 383 blocks are not reproduced.
Modification avenues for both engines are plentiful with myriad Mopar Performance and aftermarket blocks; stroker reciprocating assemblies; aluminum street and race heads and intakes; larger carburetors; multiple-carburetors and fuel injection options, not to mention supercharging and nitrous.
Both the 727 TorqueFlite and the A-833 four-speed enjoy aftermarket support to ease rebuilds and upgrades. Some companies even offer overdrive Tremec five-speed manual gearbox swap kits. The A-518 automatic overdrive can be swapped in with some modifications. Rebuild and upgrade parts for the 8 ¾ rear are plentiful, as are myriad gear ratios.
Stock rebuild parts for suspension and brake systems are also widely available, as are mild to wild upgrades for handling and stopping.
Most of the parts needed to restore or modify any '68 Formula S are just a few keyboard taps away.
Engine
For the '67 redesign, the engine bay was widened to accept a big-block. The 383 for '68 was uprated to 300 hp, and the new 340 small-block was seemingly underrated at 275 hp. The NHRA rated it at 290 hp, but some surmised that it was still too low.
Brakes
Standard brakes were self-adjusting 10-inch drums at the front and rear. Front four-piston caliper, ventilated-rotor disc brakes (with 10-inch rear drums) and 314.7-sq.in total swept area were optional, as was power assist for both systems.
Transmission
Powerful engines require stout transmissions. Another attribute of the '67 redesign was enlarging the transmission tunnel to fit the 727 TorqueFlite. The A-833 four-speed and the 727 were the only transmission choices for the Barracuda Formula S.
Interior
The fastback offered increased rear visibility and load space. It had 1,600 sq.in. of rear glass area compared to 1,056 sq.in. for the hardtop and 615 sq.in. for the convertible. Interior volume was also greater, even more so when the rear seat was folded down.
Chassis
The Formula S package specified .87-inch-thick torsion bars and a .88-inch front anti-roll bar for the 340, and .89-inch bars and a .94-inch anti-roll bar with the 383. Front/rear ride rates at the wheel for the 340 are 103/132 lb.in. and 115/150 lb.in. for the 383.
Body
Three body styles for the 192.8-inch-long and 71.6-inch-wide Barracuda equaled the offerings of the Mustang, was one more than the Camaro or Firebird and two more than the Javelin. Red wheel-house liners were an option on Barracuda hardtops and fastbacks.
Owner's View
"My dad was a Plymouth salesman at my grandfather's dealership, VerHage Motors in Holland, Michigan, and we went for rides in the new cars he brought home," Norm VerHage recalls. "Consequently, I already liked Barracudas when I was just 9 years old."
Immersed in the A-bodies ever since, Norm was found by this '68 fastback. "The owner's father was a customer in the 1980s, and they attended an AACA meet in Michigan in 2007 where I was displaying two Barracudas," he explains. "The dad told me this car was in Mesa, Arizona, where his son lives, and had sat outside for 18 years, partially disassembled. Since my dad spends his winters nearby, he checked out the Plymouth for me, and I bought it in 2008."
Though the original intent was to build a BO29 Hurst Hemi clone, given its numbers-matching drivetrain and its options--Formula S package, interior décor package, power steering, disc brakes, automatic transmission, A/C and more--Norm restored it instead.
Holland Automotive Machine bored the 340 .030-inch over and rebuilt it, and Cummins Restoration did the chassis and body, applying two-stage PPG paint to the latter. Norm restored the Ember Gold interior and reassembled the A-body with a 10-inch 2,500-RPM stall converter, the previously modified 727 TorqueFlite and new 4.10-gears in a Sure-Grip rear for Pure Stock racing.
Norm, the technical director for the Plymouth Barracuda/'Cuda Owners Club, currently owns three'69s and two '68s, and the family business displays 33 more Mopars in a climate-controlled museum.
Club Scene
Plymouth Barracuda/Cuda Owners Club 7628 Belle Plain Drive Huber Heights, Ohio 45424 937-233-9374 www.pbcoc.com Dues: $22/year • Membership: 275
What To Pay 1968 Formula S
Add 5% for four-speed. These prices are a general guideline. Pristine examples may draw much higher prices.
Parts Prices Bumper, front or rear: $250 Full floor pan, LH or RH: $170 Quarter panel skin, LH or RH: $210 Complete quarter panel, fastback: $600 Front or rear valance panel: $225 Full trunk floor: $295 Front inner fender panel, LH or RH: $205 Manual front disc brake conversion: $800 Stock 4-piston front brake caliper: $155 Reproduction in-dash tach: $200 Gauge decal set: $46 Dash pad: $250 Engine and front light wiring harness: $184 340 complete exhaust (no tips): $670 Four-speed rebuild kit: $100 Automatic transmission rebuild kit: $260
Fender tag codes on our feature car
Line 7: Headings for line 6.
Line 6: (under b) 4--bucket seats; (under h) 7--fender-mounted turn indicator
Line 5: Headings for line 4.
Line 4: (under D) 9--front disc brakes; (under F) 7--Formula S package; (under R) 1--AM radio; (under S) 1--A/C with heater; (under T) 4--vacuum gauge; (under X) 1--tinted glass for all windows
Line 3: Headings for line 2.
Line 2: (under heading 1) 9--body sill moldings; (under 2) 5--drip rail moldings; (under 3) 0--body belt moldings; (under 7) 8--wheel lip moldings; (under A) 4--3.23:1 axle ratio; (under TRM) D6Y-- D-deluxe, 6-premium grade vinyl bucket, Y-Ember Gold; (under PNT) JJ1--J-Ember Gold roof, J- Ember Gold body, 1-monotone paint style; (under U) J--Ember Gold upper door frame paint.
Line 1: BH29--Barracuda sports hardtop (fastback) car line; 52--340 engine; 5--TorqueFlite transmission; 38--E70-14 Red Streak tires; A-16-- scheduled production date October 16, 1967; 188555--shipping order number.
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