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1969 Dodge Dart 408 Powered Engine - It's Just A Dart

Rod McGregor's '69 Dodge Dart

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Cam:
The current cam is a Comp solid roller with 0.576/0.582-inch lift and 248/254 duration at 0.050. Since Rod already had the short-block together, the cam is a compromise to make sure he had piston-to-valve clearance. He added 1.6:1 rockers for more lift, but he thinks he might need more duration. The cam stays until the short-block needs to be freshened up. By then, the engine will go together as a 414.

Induction:
The carb is a Holley 950 HP. It had a 750 on it for a while, and then the larger one went on shortly after the new heads. He also found it liked a carb spacer, even on the already-tall Indy manifold.

Exhaust:
The first set of headers was from TTI with 1 5/8 primary tubes stepped to 1 3/4 inch. When he swapped on the Indy heads, he stepped up to 1 7/8, also from TTI. The pipes are 3-inch with a cross-pipe all the way back to DynoMax Ultra Flow mufflers, then over the axles to the bumper.

Transmission:
The A-500 was swapped for a 904 with a full-manual valvebody. The 904 isn't really designed for this type of abuse, so Pro Trans makes a lot of its own custom parts you'll usually see in big-block cars with a 727 case and 904 internals. It has a 4,400-rpm 9 1/2-inch converter, but he still drives it to the track . . . just not on the freeway.

Pumpkin:
The 7 1/4-inch rearend was junked immediately, and Rod found an 8 3/4 from an old truck at Pick-A-Part. Using a Mark Williams rearend-narrowing jig he bought years ago, Rod chopped the tubes to tubbed A-Body size. The axles are 30-spline from Mark Williams with a 4.30:1 rear gear and a Sure Grip. This gear is good for eighth-mile and quarter-mile runs.

Suspension/Brakes:
The front discs are from Wilwood to replace the front drums, and the rears are 11-inch discs from "some old B-Body wagon." The leaf springs are Cal-Tracs monoleaf with a stock height and arc. The CalTracs were set in the lower holes with a 1/3 turn of preload, in case you were wonder-ing. On a Chrysler A-Body, the spring is parallel to the frame. To clear the tire, Rod cut a piece of frame and used a Mopar Performance spring relocation kit to move the springs inboard.

The slicks:
The fronts are Hoosier Quick Time, and the rears are 29x13.5-15 (11-inch tread) also from Hoosier. Rod runs them at 12 1/4 pounds on race day. The wheels are 10x15 and 15x5.5 Weld ProStars.

Paint/Body:
Rod did the rough work, and Citrus Auto Body in Covina, California, did the finish bodywork and paint in Subaru WRX blue.

That trunk:
In the beginning, the fuel cell sat on the floor of the trunk, taking up space. Rod dropped the fuel cell and built the recess for the battery and a rack for tools to keep them from sailing into the quarter-panels when he gets rowdy with the car (he drives to the track, remember?).

Hood:
Sealing the AAR Six-Pack-style fiberglass hoodscoop to the carburetor was worth about a tenth on the dragstrip.

Thanks:
Son, Jim Ringer, Mike Aikin, and myself.

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