'1967 Holiday Race' ~ Plymouth GTX 440 vs. Pontiac GTO 400 'Ram Air'

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February 1967

~ Mopar Flash Bulletin for Performance on the 440 ~

Knock 5/10's off your E.T. with a 'Quickie Performance Kit'

Kit Includes
* Intake Manifold Heat-Crossover Block Gasket
* Carburetor Heat-Riser Spacer
* Pre-set Champion {J-10Y} Spark-Plugs {Colder Range}
* High-Performance Metal-Core Spark-Plug Wiring
* Special Wire Connectors
* Distributor Curve Kit {Lighter Springs and Special Counter-Weights}
* High-Performance Contact Points
* High Performance Distributor Cap
* Carter AFB Carburetor Performance Kit {Larger Secondary Jets and Metering Rod}
 
69 Cuda 440 said:
Saint Nick

Hamilton Plymouth out of Michigan did go with a 'Performance Test' on the
GTX in 1967.

Equipped Car
* Automatic
* 3.55 Gears
* Tires .... Goodyear 7.75 x 14"

Stock Performance Tests @ Motor City Dragway

Test results ranged from {14.71 to 14.93} in 'Stock Trim'.

Best Run ......... 14.71 @ 96.8 MPH

Reported problems with Traction {obviously}, and inconsistent shifting
with the 727 Torque-Flite {Governor hang up}.

Back to the Dealership for adjustments >

#1 ........ Replace Torque-Flite Governor unit with a high-speed assembly.

#2 ........ Performance Tune-Up

#3 ........ Intake Manifold Heat-Riser Block-Off Gasket

#4 ........ Heat-Riser between Carburetor and Intake Base

> Back To The Track

Test Results ranged from 14.29 to 14.47

Best Run ...... 14.29 @ 99.10 MPH
Click to expand...

Another test of Coronet 440 - [ame="http://media.wix.com/ugd/008a74_524f6af6fb0d41c2a1d337f041f3b1c0.pdf"]click here[/ame]
 
Here is one prepped with tuning, headers, gears and slicks.

[ame="http://media.wix.com/ugd/008a74_17ce409d401f4bd0857fff5e0c4706b9.pdf"]Article[/ame]
 
1967 Ram Air GTO

With just driver ran 13.90 @ 102.8

[ame="http://media.wix.com/ugd/008a74_1c9745ac90ca4589a68c8248d527a452.pdf"]Article[/ame]
 
One minor mistake in Post #52 Article from Super Stock and Drag Illustrated


They state the 1967 Coronet R/T at 375 HP and weighing in at #3565 lbs. had
a Weight-to-Horsepower factor of ... 10.02

It should be ................................. 9.51

If it was classed in C/Stock, then they were using the 1966 NHRA Class Break's.

Obvious that this Performance Test was done in October 1966, to be published
in January 1967.

A Great Post !!!!!
 
Super Stock and Drag Illustrated

Excellent Performance Tests from 'Back-in-the-Day'.

1967 Dodge R/T {440/375 HP} ~ Automatic ~ 3.23 Gears

Best Performance ......... 14.35 @ 99.0 MPH
Best MPH .................... 100.11 MPH

Left in Drive, and punched out coming 'Off-the-Line' at 1100 RPM's.

Calculated Estimate
3.55 Gears ................... 14.16
3.91 Gears ................... 13.95
 
Mr. Ed

Plymouth Press Release

The GTX will be available at the Plymouth Dealerships on September 29, 1966.

Production Numbers ...... 440/375 HP 'Super Commando'

Total Production ..... 11,277

* 4-Speed ................. 2486
* Automatic ............... 8791

* Hardtop ............... 10,614
* Convertible ............... 663
_____________________________

Hardtop____________________
* 4-Speed ................. 2316
* Automatic ............... 8298

Convertible_________________
* 4-Speed .................. 170
* Automatic ................ 493

Note; Does not include the GTX '426 Street Hemi' ............. Production Total = 733
 
1967 Plymouth GTX 440/375 HP

Carter AFB 'Trickery' by Jere Stahl

* Change Primary Jets to .104"
* Change {Right Side} Metering Rod to #16-161 {.0635" x .061" x .058"}
* Change {Left Side} Metering Rod to #16-164 {.0625" x .060" x .053"}

* Change Secondary Jets {Right Side ~ .089"} and {Left Side ~ .083"}

* Install Pump Cluster #48-294S
* Drill open Cluster with No. 56 Drill Bit

* Adjust Accelerator Pump Rod to Maximum Stroke {Hole nearest Pivot-Point}

* Drill .128" {No.30} hole in Primary Throttle-Blades ~ .590" from Center and opposite Transfer-Slot

* Cut Velocity Valve Stops, so the Blade stops .030" further forward

* Remove 1/4" of metal from Velocity Counter-weights

* Pin Choke open with .030" Roll-Pin

* Install Carburetor-to-Intake Manifold Spacer {Part #1852278} to prevent heat build-up in the Fuel Bowls

* Install Intake Manifold Heat-Riser Crossover Block Plate Gasket
 
69 Cuda 440 said:
Mr. Ed

Plymouth Press Release

The GTX will be available at the Plymouth Dealerships on September 29, 1966.

Production Numbers ...... 440/375 HP 'Super Commando'

Total Production ..... 11,277

* 4-Speed ................. 2486
* Automatic ............... 8791

* Hardtop ............... 10,614
* Convertible ............... 663
_____________________________

Hardtop____________________
* 4-Speed ................. 2316
* Automatic ............... 8298

Convertible_________________
* 4-Speed .................. 170
* Automatic ................ 493
Click to expand...

1967 Pontiac GTO Production Numbers

Total ....................... 81,722

Coupe ........................ 7029
Hardtop ................... 64,177
Convertible ................. 9517

400/255 HP ................ 2967
400/335 HP .............. 64,177
400/360 HP 'H.O.' ..... 13,827
400/360 HP 'Ram Air' ..... 751

400/360 HP 'Ram Air'
* 4-Speed .................... 613
* Automatic .................. 138
 
69 Cuda 440 said:
1967 Plymouth GTX 440/375 HP

Carter AFB 'Trickery' by Jere Stahl

* Change Primary Jets to .104"
* Change {Right Side} Metering Rod to #16-161 {.0635" x .061" x .058"}
* Change {Left Side} Metering Rod to #16-164 {.0625" x .060" x .053"}

* Change Secondary Jets {Right Side ~ .089"} and {Left Side ~ .083"}

* Install Pump Cluster #48-294S
* Drill open Cluster with No. 56 Drill Bit

* Adjust Accelerator Pump Rod to Maximum Stroke {Hole nearest Pivot-Point}

* Drill .128" {No.30} hole in Primary Throttle-Blades ~ .590" from Center and opposite Transfer-Slot

* Cut Velocity Valve Stops, so the Blade stops .030" further forward

* Remove 1/4" of metal from Velocity Counter-weights

* Pin Choke open with .030" Roll-Pin

* Install Carburetor-to-Intake Manifold Spacer {Part #1852278} to prevent heat build-up in the Fuel Bowls

* Install Intake Manifold Heat-Riser Crossover Block Plate Gasket
Click to expand...

Wow! I wonder how much time Jere Stahl spent dialing that carb combo in. Staggered jetting, etc....I would imagine that would be out the window as soon as you swapped intake manifolds or maybe even exhaust. It's hard to argue with his results back then!
 
Aaron65 said:
Wow! I wonder how much time Jere Stahl spent dialing that carb combo in. Staggered jetting, etc....I would imagine that would be out the window as soon as you swapped intake manifolds or maybe even exhaust. It's hard to argue with his results back then!
Click to expand...

Aaron 65

I believe that for the Drag Test for Super Stock and Drag Illustrated, the only
upgrade to the 'Carter AFB' #4327S was changing the Primary Jets from .098"
to .101".

Just a little 'richening' of the Air-Fuel Mixture.
 
1967 Plymouth GTX 440/375 HP

Bill Stiles {October 1966}

Even in 'all stock form', the Carter AFB does not provide enough fuel for the 440.
It starves out badly at Top End. The engine needs a lot more air-fuel flow.

If I built this car out for a 'legal' NHRA Stocker. We'd be in the Ballpark for a
National Record. But that AFB Carburetor would hold us back. It's too small.

Put on a Holley 800 CFM Double-Pumper with an Adapter-Plate Spacer,
and I'd get bury the NHRA {C/SA} Stock Class Record with no problem at all.
 
Roscoe Red

1967 in the NHRA

The Pontiac GTO 400/360 HP 'Ram Air' was the dominant force in B/Stock {Manual Transmission}

The Plymouth GTX 440//375 was the better performer in B/SA {Automatic Transmission}

On the Super/Stock side {SS/E and SS/EA}, hands down it was Mopar by a wide margin.

1967 NHRA National Records {January 1967}

Stock Class
B/S ............ 12.66 @ 112.25
B/SA .......... 12.97 @ 108.57

Super/Stock Index
SS/E .......... 12.50
SS/EA ........ 13.03
 
69 Cuda 440 said:
1967 Plymouth GTX 440/375 HP

Bill Stiles {October 1966}

Even in 'all stock form', the Carter AFB does not provide enough fuel for the 440.
It starves out badly at Top End. The engine needs a lot more air-fuel flow.

If I built this car out for a 'legal' NHRA Stocker. We'd be in the Ballpark for a
National Record. But that AFB Carburetor would hold us back. It's too small.

Put on a Holley 800 CFM Double-Pumper with an Adapter-Plate Spacer,
and I'd get bury the NHRA {C/SA} Stock Class Record with no problem at all.
Click to expand...

I have a 50,000 mile bone stock '69 383 Roadrunner. Even with the AVS, it's way under carb'd. I bought the car with a Holley vac sec 750 on it and tuned it best as possible before I found and installed a correct date coded AVS. I spent a lot of time dialing in the AVS and even then, there still is no comparison. The car flew (for a stock 383) with the 750. Not sure why but it seems other than the factory multiple carb set ups, Mopar under carb'd the 4 bbl cars until the T-quad came out.
 
1969A14RR said:
I have a 50,000 mile bone stock '69 383 Roadrunner. Even with the AVS, it's way under carb'd. I bought the car with a Holley vac sec 750 on it and tuned it best as possible before I found and installed a correct date coded AVS. I spent a lot of time dialing in the AVS and even then, there still is no comparison. The car flew (for a stock 383) with the 750. Not sure why but it seems other than the factory multiple carb set ups, Mopar under carb'd the 4 bbl cars until the T-quad came out.
Click to expand...

Correct El Mundo

Even back in 1967

Mopar recommended an Edelbrock Dual-Plane High-Rise Intake Manifold, and the
Holley 780 CFM Vacuum-Secondary Carburetor to properly hop up the 383.

One wonders,

Why they didn't offer that up as an Engine Option with the .484" Lift / 284* Duration
Camshaft.
 
1967 NHRA

Stock Class

Dick Landy did capture the 'B/SA' National Record with his 1967 Dodge Coronet R/T {440/375 HP]

Actually, it was brother Mike Landy's car.

May 1967 ........ 12.63 @ 110.28 MPH

Two-Weeks later they lowered it to ...... 12.61
 
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