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from personal experience, i had a 65 dart, with 235/273, four speed car, dealer replaced 3 sets of gears in 7 1/4 , i changed to 8 3/4 then, a friend had a 65 cuda, same power train, he went through 11 7 1/4 rear ends, dealer told him no more free rearends, he had to change to a 8 3/4 rear...

i use the shorter filter, gives some room .

the d dart had a weber 10" clutch, the flywheel was the 12 " same as a regular 273. clutch was a B&B, style. rock auto sells a 10 " clutch from a 225 that bolts up to flywheel. they work very well.

10 clutch from a slant six out of a b body will bolt right up to flywheel. rock auto has them.

in1965, mopar said the 8 3/4 rear end will be offered, in 235/273 four speed cars, as they paid out lots of money for warranty on 7.25 rears. i ended up changing mine to 8 3/4. just food for thought

the ball n trunion has a cast iron body, they break, under lots of power, i use to run one in my 235/363 stocker, broke the cast housing, they are not very stout,, slip joints are way better, just food for thought

my original 65 dart was white from factory.

tech question, the drag link on a 6 cyl car is flat , correct?? my 6 cyl drag link is dropped style. need to know thanks

while back i seen a chart that showed rear end widths, the 62 to 63 8 3/4 housing for the b body, is same width as the a body housing, i have one, and measured it, the measure the same, width, the a body axles will bolt up easily, i moved the spring pads in 1/2 inch per side to fit a body...

maching of blocks is same for all same with heads, the boring bar and hone can't tell the difference. only difference is valve seat angles, some guys are stuck on only one brand of engine, i find they will not do a good job on other brands. thats not right. to me they are the same. just food...

try tony's mopar parts, they have OE carbs listed. the sec in your carb are heavily weighted, has to be modified to make them open . been there done that.

his heads were tested at 25" . more realistic . superflow 600, factory set at 25".

how much timing do you have ? that makes huge difference to the carb.

hi, D Dart, can you send me a pvt message? thanks.

hi, these are from dodge tech service bulletin, dated april 18, 1966. 284 duration, both int and exh. valve lift is .495 int, .505 exh. events are Io 30 close 74 . exh, is 74 eo, 30 e c .overlap is 60 deg. lash is .013 int, .021 exh.

I measured a 360 and 273/340 pans. the 360 pan is 1" smaller over the 273/340 pan. found this out trying to find a Dakota pan for a 360. we made a spacer to make it fit.

the isky E 4 cam is very good grind, I used one in 235/273, it would pull to 6200 rpm. idled good like stock cam yet had more chop sound. very streetable, it's a drop in. solid lifter type. mine worked very good. in a 235/273 with gears and slicks ran 13.31 @ 102 + mph.

matt steen has a 1966 valiant ss/k 235/273. runs 10.50 , bushmaker has a 1965 valiant , 235/273 , k/sa, 11.70.

hi, I been reading about the 273 motors here. back in 1972, we had a 65 dart 235/273, it was a legal stocker. had the trw pistons, lunati stocker cam, 5.13 gears, 7" slicks, 4 speed trans, stock heads, with 3 ange valve grind, best it ran was 13.31 @ 102.31. I can tell you it didn't make...

hi, according to the mopar spec sheet on 275 /273 , max RPM was 7400. they had a dual point dist , cast iron body.

hi, the 273 had a metal timing tag fastened to the two bottom water pump bolts. it sat over the right hand side of the dampner. a timing cover from a 68-69 318/340 already has the timing marks cast into the cover on the right side. you can make a metal tab also. just food for thought.