For those not familiar with the build of this car, the following is an outline of what was done. When the car was sold to the guy in Washington State it came with over $25,000 in receipts for the build. Sadly, those documents were not with the car.
1966 CHRYSLER 300. Unrestored, mostly original paint car from California.
Built in 2005
Approx. 5,000 – 6,000 miles on the car since it was built
The following is the builder, Henry's original build description.
VEHICLE DESCRIPTION:
This '66 300 has a full race 493” engine, 727 automatic with a Gear Vendors overdrive unit, Dana 60 rear end, and road race suspension with four wheel disk brakes. Henry states that despite the fact the 300 weighs 4544 lbs, she has a best 1/4 mile of 12.2 seconds at 114 mph, with a 60 ft. time of 1.94 seconds, on street tires and limited traction and leaving from idle, gently accelerating to full throttle.
THE ENGINE:
Corrected power and torque numbers at the rear wheels are 550 hp at 5800 rpm, with 500 ft./lbs. torque at 4800 rpm. Redline is 7,500, the Rev limiter in the MSD 6AL is set at 7,200 RPM.
This engine was designed and built by myself (Henry) and Jerry Porter of P&P Machine. It's a 1974 Imperial thick deck 440 block, bored .030", and filled 1/2 way up with Moroso block filler. Billet steel main caps were added, anchored by ARP studs. Block preparation included all the oil passages smoothed, all flashing ground off, crank clearancing, valve reliefs in the deck and a Hemi oil pickup. An Eagle 4.15" stroke crank is used with a set of .200" over Manley H-beam rods, total length 6.965", giving a near perfect 1.68 rod/stroke ratio. The Manley rods come with ARP wave-loc bolts. The pistons are custom Ross forgings with an 11.8cc dish. The Ferrea wrist pins are tapered, light weight, .990" diameter, full floating.
The tops of the pistons have been polished to a mirror finish (lowers heat transfer to the piston). Installed height is .002" down from the deck. Rod and main bearings are Clevite 77 P-Series with the main and rod clearances set at .003" and .0025" respectively. Piston rings are Speed-Pro Plasma-Moly top ring and stainless oil ring with Childs & Albert ZGS gapless second rings.
The block is fitted with a Moroso windage tray and a modified stock oil pan, enlarged to 7 quarts, with baffling. The cylinder heads are Edelbrock RPM's with Hughes Engines Stage III porting. This includes replacing the intake valve with 2.19" diameter ones for added flow. Flow at .700" lift and 28" water is 320cfm for the intake, and 245cfm for the exhaust. The heads were also milled to bring the chamber volume down to 76 cc's. The combustion chambers were fully polished to a mirror finish like the pistons.
With the Fel-Pro head gaskets, the combustion chambers have a nice .041" quench area to promote turbulence and reduce the risk of detonation. The static compression ratio is 11.3:1, a compression test produces about 210 psi, and the engine runs great on 93 octane unleaded premium. The cam is a custom Ultradyne solid roller with 257/265 deg. at .050 and .668"/.668" gross lift with 109 deg. lobe centers installed 4 deg. advanced. The cam is spun by a Milodon gear drive, and a Melling high volume oil pump uses a Mopar hardened shaft with a bronze gear.
The valve train uses Comp Cams Pacaloy springs with titanium retainers and lash caps. Harland-Sharp 1.6 ratio roller rockers with Comp Cams .080 wall chromoly custom pushrods. The roller lifters are custom Crower units with the large axle and oil provided to the needle bearings. There is also a Mopar aluminum water pump housing and Moroso aluminum water pump with a Mr. Gasket balanced thermostat.
A Holley 950 HP is used with an Edelbrock Victor intake. Fuel is fed to the carb by a 150 gph Carter mechanical pump. The intake has been port matched and the Holley has been reworked and dyno tuned. An MSD billet distributor with a MSD 6AL CD box provides the ignition through Moroso 11mm wires. Timing is set at 12 deg. initial with 34 deg. total advance. Hooker Super Competition headers feed into a full mandrel bent 3" exhaust with Excelerator (magnaflow look-alike) mufflers, and stainless 3-1/2" tips.
DRIVETRAIN:
The 1969 727 torque flight uses stock components except for the following. A Hemi cast iron intermediate band, 4.2 ratio 2nd gear band lever, billet 6061 T-6 aluminum low/reverse piston and heavy duty spring (enhances 1-2 shift), accumulator blocker is installed (firmer shifts), and an A&A Transmission race manual reverse pattern valve body with low-band apply (provides first gear braking and extra sprag protection).
The torque converter is a custom Hughes 11" 3000 stall with forged stator, heavy duty roller bearings and sprag, and furnace brazed fins. This is a high efficiency converter and has reduced slippage at cruise rpm. The transmission also has a Gear Vendors overdrive attached which can be shifted in between the regular 3 transmission gears, effectively creating a 6 speed automatic.
A custom 3-1/2" diameter steel driveshaft uses Spicer 1350 U-joints. The rear end is a Dana 60 with 3.54 gears, a Powr-Lok limited slip, and Dutchman 35 spline forged axles with screw in studs.
SUSPENSION:
Front: Lower control arms are boxed, custom 1-1/4" roll bar from Quickor Suspension, custom 1-1/4" torsion bars from Firm Feel, all new bushings, ball joints, and tie-rod ends from Rare Parts, Proshocks adjustable shocks, higher compression strut rod bushings, 1973 11-3/4" Chrysler disks with stock calipers and braided steel lines.
Rear: Custom leaf springs from National Spring with double wrapped front eye, 9 leaves front/7 rear, poly bushings, Addco 3/4" roll bar, Proshocks adjustable shocks, front leaf spring mount moved inboard 7/8" (for tire clearance), Street Rod Manufacturing rear disk brake kit (maintains the emergency brake) with Lincoln 11" rotors and Eldorado calipers and braided steel lines.
The brakes use a 4-wheel disk master cylinder and proportioning valve from MP Brakes. All the brake pads are semi-metallic with low fade characteristics. The suspension is tuned to be neutral in the turns with power on.
The tires are BFG Radials, 265/50R-16 in the front, and 295/50R16 in the rear. The rims are custom steel rallies, 9" wide in the front, 10" rear, with stainless steel trim rings and center caps made from original 300 spinner hubcaps.
OTHER MODIFICATIONS:
A custom 4 core, high tube density radiator by US Radiator, 1964 Imperial gas tank, and 3/8" fuel line throughout, including into the tank. A trunk mounted 1000 ah battery with Moroso battery cutoff switch. High torque mini starter. A handmade gauge cluster with a modified A-body console base. Autometer gauges include tachometer, oil pressure, fuel pressure, oil temp, water temp, volts and trans temp. A B&M Quicksilver ratchet shifter changes the gears. A handmade custom cowl induction provides fresh air to the engine. The steering has been converted to manual, and the brake pedal ratio is modified from 3:1 to 6:1 so no power booster is needed. Modified Lakewood traction bars.