Hemmings Muscle Machines - Issue 230, October 2022

OCTOBER 2022 No. 2 3 0 $5.99 BIG-BLOCK BARRACUDA ULTIMATE ROADTRIPPER? INTERCEPTOR 390 BUILD IT BETTER SURVIVOR! MOPAR 383 HELLCAT DURANGO ’64 GALAXIE 500 ’67 PONTIAC 2+2

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1965 Mustang Fastback • Tires: BF Goodrich Radial TA 215/60R15 JUST ANY TIRES WON’T DO At Coker Tire we don’t sell just any tires, we specialize in authentic bias-ply, radial and bias-look radials specifically designed for muscle cars. We can even match them to O.E. style steel wheels, iconic Magnum 500s, or Cragars and deliver them to your door ready to bolt on. Let our experts help you choose the right tires and wheels for your car, Call us today at 866-922-4139 or visit cokertire.com. SHOP NOW! SCAN WITH PHONE CAMERA SPEAK TO AN EXPERT 866-922-4139 SHOP ALL OF OUR BRANDS COKERTIRE.COM FREE MOUNT, BALANCE AND NITROGEN FILL WITH THE PURCHASE OF A FULL TIRE AND WHEEL SET—OVER $100 VALUE!

CONTENTS VOLUME 20 • ISSUE 01 • #230 38 PERSPECTIVE MARKETPLACE 06 TERRY McGEAN 64 AUCTION ACTION 10 BACKFIRE 68 AUCTION NEWS 72 JIM McGOWAN 70 HEMMINGSAUCTIONS.COM FEATURES 28 TECH 08 PRODUCTION LINE 44 50 TECH: 14 MODIFIED: Mopar 383 Engine Build 1971 Plymouth Barracuda 56 ASK RAY 22 STOCK: 58 SWAP MEET 1964 Ford Galaxie 500/XL 60 GEAR 28 SPECIAL FEATURE: 62 THE GOODS 2021 Dodge Durango SRT Hellcat Road Trip SPOTLIGHT: Mopar Muscle 38 STOCK: 1967 Pontiac Catalina 2+2 44 STOCK: 1969 Dodge Dart GTS 340 ON THE COVER: Contributor Barry Kluczyk snapped Mike Hernden’s ’71 Barracuda outside of Detroit in its Sassy Grass Green glory.

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Dependable Vintage Tire Sales & Service Since1968. PUBLISHER Jonathan Shaw, President FTOHREMRUIGSHCLTELCOAORKS EDITORIAL 87S7PE-AK2TO17A T-IR2E P5RO53 SHOP NOW Douglas R. Glad, Head of Content UNIVEVRISIST OAURLWTEBISRITEE.COM Terry McGean, Editor-in-Chief SCAN WITH PHONE Mike McNessor, Editor, Hemmings Motor News Mike Austin, Director of Digital Content, Hemmings Daily Sadie Buckallew, Managing Editor Matthew Litwin, Senior Editor Mark J. McCourt, Senior Editor David Conwill, Associate Editor Jeff Koch, West Coast Associate Editor Daniel Strohl, Web Editor Roberta Conroy, Graphic Designer Joshua Skibbee, Graphic Designer Tom Comerro, Editorial Assistant Editorial Contributors: Ray T. Bohacz, Barry Kluczyk, Jim McGowan, Steve Magnante, Jim O’Clair VIDEO PRODUCTION Mike Musto, New Media Director ADVERTISING Jaclyn Sunseri, VP, Media Revenue Sales Multimedia Sales: Tammy Bredbenner, Rowland George, Heather Naslund, Tim Redden, Nathan Sutton Robin Burdge, Ad Trafficker HEMMINGS DIGITAL Nate Wardwell, Director of Digital Product Mark Nordyke, Director of Engineering Robert Hayman, Technical Lead Jeremy Meerwarth, Engineering Manager David Richied, Web Developer Orhys Brown, Web Developer Cody Walton, Web Developer Clara Poston, UX Designer Wayne Archer, Quality Assurance MARKETING Dan Stoner, Creative Director OPERATIONS Jennifer Sandquist, Director of Operations Classified Sales: Leslie Benjamin, Lauren Bredbenner, Mary Brott, Rachelle Ferguson, Kerry Paige, Missy Telford, Erika Woods Graphic Services: Christopher Brown, Carrie Houlihan, Todd Koch, Stephanie Rawling, Mathew Sargent Information Services: Gregory Hunter, IS Director Facilities: Joe Masia, Facilities Manager Brad Babson, Paul Bissonette, Matt Williams CIRCULATION Scott Smith, Circulation Director David Argentieri, Claudia Birkland, DeLena Boutin, Glory Daignault, Alaina Krawczyk, Eddi Lynn Loveland, Darcy Lyle, Merri Mattison, Nathanial Stanley HEMMINGS AUCTIONS Terry Shea, Director of Auction Operations Kurt Ernst, Managing Editor Auctions Specialists: Allen Boulet, Karissa Crandall, Nicole Deuel, Chris Drayton, Raina Kosich, Chad Thompson ADMINISTRATION Brandy Smith, Administrative Assistant HEMMINGS MUSCLE MACHINES ISSN# 1550-0691 • www.hemmings.com Published monthly by Hemmings • 222 Main St., Bennington, VT 05201 TO SUBSCRIBE: Online: www.hemmings.com/subscribe Mail: 222 Main St., Bennington, VT 05201 Mail: PO Box 2000, Bennington, VT 05201 E-mail: [email protected] Subscription rates in the US and Possessions; 12 issues for $18.95. Canada $30.95; (CDN price includes surface mail and GST tax). All other countries $32.95 in US funds. Occasionally, we make our subscriber list available to carefully screened companies that offer products and services that we believe would interest our readers. If you do not want to receive these offers and/or information, please advise us at P.O. Box 76, Bennington, VT 05201, or call 800-227-4373. TO ADVERTISE: Online: www.hmn.com/sell E-mail: [email protected] Periodicals Postage Paid at Bennington, Vermont and additional mailing offices. POSTMASTER: send address changes to: Hemmings Muscle Machines, PO Box 2000, Bennington, VT 05201 Hemmings Muscle Machines is a publication of American City Business Journals, Inc., 120 West Morehead St, Charlotte, NC 28202 Ray Shaw, Chairman (1989-2009) Whitney Shaw, CEO 4 HEMMINGS MUSCLE MACHINES



TERRY McGEAN [email protected] • Instagram @tmcgean Wrenching for the Win W e’ve been delving deeper into a project involving one of GM’s GEN-III small- against the end of my own knowledge and be left with block “LS” engines, getting an example questions I couldn’t answer. But last week, the solutions were close at hand. ready for some dyno testing, and it’s been When I ran into an assembly process on the LS that I a learning experience. Though I’ve been interested hadn’t done before, almost instinctively, I pulled out in the LS since it debuted as the power source for my phone and jumped into a few instructional videos the 1997 Corvette, I’ve never actually gotten inside that walked through the steps. Just like that, of one until now. I was able to move forward. Messing with engines is something I’ve enjoyed Back in the day? First-line problem solving had to since I was a teen, and for better or worse, I’ve come from asking someone who might have the an- often just taken the dive into unknown waters swer, and when I was 16, the only network available without giving it a second thought. Back when we to me extended about as far as shop teachers and local were budding gearheads, not yet old enough for mechanics who might possibly entertain the queries of our driver’s licenses, my friends and I would tear a kid who’d gotten in over his head. The books I was into the Briggs & Stratton engines powering our able to get my hands on in those days never seemed already-aged minibikes, mostly out of necessity to to get into the level of detail needed to help solve the keep them running. Naturally, getting things apart issues I’d run up against; the local library didn’t have was usually the easy part — guring out what was factory service manuals on the shelves. Messing wrong and then getting all the pieces back together Of course, we’re all aware of the caveats involved with the right way was where we’d realize what we with gleaning things from the internet — it’s up to you engines is something didn’t know. to check the accuracy of the source — but having ac- I’ve enjoyed since I was These were my earliest experiences with arriv- cess to all that information is still an incredibly helpful a teen… ing at what would be a familiar crossroad, the one tool. How many mistakes might I have avoided back where you either give up and leave the thing you then if I’d had access to today’s trove of virtual data? dismantled as a pile of parts, or you push ahead Traditional sources are still a great help when the and start learning. During the minibike days, our right ones are available — the Hemmings library of motivations came from getting back to riding — automotive resource material is exponentially larger that pile of parts was standing in the way of our than what I had access to years ago. Plus, through fun. But there was something else — a sense that the years I’ve built up my own collection of useful making the thing run again was akin to some sort printed and electronic media. But the kid who started of victory. There seemed to be a power in possess- gathering and saving every book and magazine ing the knowledge required to get that win, and article he thought might come in handy later didn’t that sense has never really gone away. know that one day he’d be able to overcome obstacles Minibikes later gave way to cars, and again, the just by referencing the device he carried around in ones my friends and I could afford were already his pocket. well-seasoned and in frequent need of attention. And so, we were able to press on with our LS Add in our desire to make them go faster and you engine project, nding solutions, checking the have a recipe for near-constant tinkering. We really accuracy of the data, and learning new things didn’t know what we were doing, but that never throughout the process. Along the way we found seemed to hinder us from jumping into projects. special tools that have been developed to facilitate The learning curve was steeper with cars and the some of the specialized tasks involved in LS engine stakes were higher with V-8s than they’d been with building and discovered some of the “workaround” the single-cylinder Briggs engines, since making alternatives enterprising hot rodders have devised, all mistakes could be much costlier. Still, we persisted. of it helpful. I was reminded of those days when we were There’s probably never been a better time to tackle working on that LS engine last week. While it is an automotive projects that you haven’t attempted American V-8 engine, the LS has a number of before, nor better opportunities to gain new its own idiosyncrasies that past experience with knowledge in the process. When our LS res up other, earlier engines didn’t cover. Encountering during its upcoming dyno session, I’m hoping we’ll some of those things triggered an old feel- see it make more power, triggering that old sense of ing — the one that would come when I’d run up scoring another win.

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PRODUCTION LINE By Jeff Koch HURRICANE! STELLANTIS SIX CYLINDERS, THREE one feeding three cylinders) will offer 90 percent of peak LITERS, TWO TURBOS, AND torque from as low as 2,350 rpm, suggesting that turbo lag A 500-HP PROMISE won’t be an issue, with a flat torque band. Water-cooled exhaust manifolds will be integrated into the cylinder head. As enthusiasts, we want unbridled Premium fuel will be recommended for both engines. This power. As a company with international engine will almost certainly be combined with Stellantis’ reach that must operate within the electrification program to offer even more power while rules, Stellantis has to be a good remaining eco-friendly. corporate citizen and work toward its commitments to slice its carbon emissions If you recall the Hurricane name used in and around Jeeps in half by 2030, and to be Carbon Net Zero before, you’re not wrong. Jeep used the name on a four- by 2038. At the same time, it doesn’t want to cylinder engine in its CJ3-B, CJ-5, and CJ-6 models; it was ruin performance or the driving experience. the old Go-Devil flathead four with a new “F-head” cylinder Can we have both? Stellantis’ new Hurricane head introduced in the early ’50s, and was in production into engine suggests that we can. ’70s. More recently, the Hurricane name was applied to a 2005 Jeep concept with carbon-fiber body, twin 5.7-liter Hemi Hurricane is a gasoline-fueled, DOHC, direct- V-8s, and four-wheel steering that allowed it to turn 360s in injection twin-turbo inline six, based on the existing place, meaning a turning radius of zero feet. two-liter four-cylinder currently found in several Jeep products. Two variations will be available: a standard According to Stellantis, “The Hurricane twin-turbo I-6 is output version optimized for fuel economy and offering the primary internal combustion power plant of the future in more than 400 horsepower and 450 lb-ft of torque, and a North America for vehicles using the STLA Large and STLA high-output version said to offer more than 500 horsepower Frame platforms,” which means we probably won’t be seeing and 475 lb-ft, all while offering improved fuel mileage and this engine stuck crossways into anything front-wheel-drive reduced emissions. Peak boost will be 22 psi on the stan- (sorry, Pacifica fans). We’ll see what this engine means for dard models and 26 psi on the high-output versions. The the future of V-8 power soon enough — Hurricane-powered turbochargers will be air-to-water intercooled, with a greater vehicles are set to roll into dealerships this fall. capacity on the high-output version. Power ratings will vary depending on vehicle, and will be announced later this year. The block (which will be deck-plate honed during manu- facturing) is an aluminum deep-skirt design, with a struc- tural aluminum-alloy oil pan. The cylinder bores have a low-friction Plasma Transfer Wire Arc coating to reduce wear, heat, and emissions; PTWA has ten times the wear resistance of a cast-iron cylinder liner and is far thinner, while leav- ing more aluminum between the cylinders for better heat transfer and engine cooling. A chain-driven shaft will activate the direct-injection fuel pumps at a rate of 5,075 psi (350 bar); standard-issue models get a single pump, while the high output models will receive a pair of these pumps. The crank and rods are all forged; the steel main-bearing caps are cross- bolted for strength. The pistons that live atop those rods will vary: The standard-output unit has cast-aluminum pistons and 10.4:1 compression, while the high-output 9.5:1-compres- sion Hurricane uses oil-jet-cooled, forged-aluminum slugs with a diamond-like coating to reduce friction. The twin cams feature fully independent variable valve timing. The two high-flow, low-inertia turbochargers (each 8 HEMMINGS MUSCLE MACHINES

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BACKFIRE Send your letters, photos and opinions to [email protected] Letter of the Month: WHERE’S THE CAP? Just Like Jim I have been a subscriber to HMM since friend, (the late) Milt Schornack at his In 1984, my wife Elizabeth and I the beginning. I have read many articles Royal Pontiacs Inc. shop in Mount needed transportation big enough to written by Jim McGowan (even before Clemens, Michigan. (The original carry our four young ones around and he joined this great magazine). I loved Royal Pontiac was long gone by made the curious choice to do that in the story about his Reef Turquoise ’65 then). He swapped in an “068” cam, a 1965 Impala SS ragtop. It’s still with GTO convertible (“Flexibly Stock,” did some head work, and added the us today and obviously brings back HMM #227, July 2022) as it uncannily Bobcat Package. Other than that, this profound and wonderful memories. parallels the ownership of my Reef GTO remained stock until 2001 when What a grand boat it was and still is. Turquoise ’66 GTO convertible. a 700-R4 with a shift kit was installed followed by front disc brakes in 2002. While explaining the car’s In September of 1964, while Jim was This made driving on long trips to profoundly simple features recently to buying his rst ’65 GTO, I was drooling shows safer and more comfortable. our 12-year-old grandson, the clever over ’65 GTOs in the showroom at lad asked, “But grandpa, where’s Paradise Pontiac while walking to In 2004, a knock in the engine the gas cap?” Where’s the gas cap, high school. I knew then I would one required a rebuild. A complete Butler indeed. day own a GTO. In 1986, I bought my Stroker Kit with a 4.25-inch crank pushed the 389 out to 447 cubic inches. The 1965 Impala we own sports rst: a ’66 GTO hardtop. I wanted a Also added were KRE prepped 1975 a gas cap behind the rear license convertible like my rst car, and in 1988 “6X” heads, ’67 Ram Air exhaust plate. A bit inconvenient, I grant, but I found a very original, low-mileage manifolds, and a ’66 Tri-Power with you can clearly understand the car’s Reef Turquoise ’66 convertible (it phenolic spacers. A 3.55 Posi was next. designers choice: A cap planted on had one repaint). It had a turquoise In 2014, a set of repro Hurst wheels that wonderful sloping side fender interior, the original 389, 4-bbl., two- were installed wrapped in Firestone would be a design ga e of major speed automatic, 3.23 gears and small Silvertown redlines. All these changes proportions. hubcaps. Sound familiar? All this was were very similar to what Jim did to veri ed by the billing history that I his ’65. You can see From the little research I have procured from one of my customers at why I enjoyed his done it seems that most Impalas the Pontiac Administration Building article so much! had gas caps in traditional places, prior to the existence of PHS. including the black 1962 convertible I Jim Racela purchased in 1967 with money I saved Early on I changed to Rally I wheels Acworth, Georgia while in the Army. with redlines. In 1990, I took it to my Now whenever I glance at old cruis- ers, I can’t help thinking, “Why didn’t more cars hide those ugly caps!” Our California vanity plate, again ordered decades ago, sports the digits 65 HOOPD. That slang moniker always provokes many a smile. Brian & Liz Halton San Francisco The fuel cap behind the license plate confounded a few fuel station attendants (New Jersey still won’t let people pump their own gas) when I was driving my ’96 Impala SS. To me, the filler behind the rear license plate is normal, but the younger pump jockeys had never seen that — a sign of the times, I guess. I always thought it was a great way to alleviate having to pull up to the pumps on the correct side — the center filler is universal! With that said, it may not work with modern vehicles or impact standards. -Ed. 10 HEMMINGS MUSCLE MACHINES

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MODIFIED SPOTLIGHT: Mopar Muscle THE PERFECT SOLUTION AN EFI-FED ’71 BARRACUDA THAT WAS BUILT TO DRIVE WORDS AND PHOTOGRAPHY BY BARRY KLUCZYK 14 HEMMINGS MUSCLE MACHINES

IKE HERNDEN’S 1970 GTX WAS A STUNNER.It was a local-area car since new, with its original 440+6 engine, and he’d lusted after it for ages. After 39 years with the B-body, and much persistent nudging, the owner finally relented and sold the car to Mike. M “It was an amazing-looking car, in Tor-Red with white stripes and a white interior,” he says. “And it was original, right down to the carburetors, but it needed a restoration.” Mike spent the next four years on the painstaking project, ensuring every last fastener was fastidiously fawned over in his quest to make the GTX as correct as possible. The work paid off, as the car drew plenty of rewarding attention from aficionados who assumed it was a professional job. “It was satisfying, because I knew I’d done virtually everything on it myself,” he says. “I always wanted a perfect, all- correct muscle car and the GTX was it.” 15OCTOBER 2022 WWW.HMN.COM

The look of dual quads comes It was also far from perfect. The For their long-hauling ambitions, from a pair of FiTech four- wiring was a mess and mostly drivability was a priority, and for that missing, according to Mike, and the Mike took the plunge by adding an barrel EFI throttle bodies on an engine was weak, thanks to a wiped- electronically controlled fuel-injection Edelbrock manifold; a Hemi air out mechanical camshaft. The ‘Cuda system on the 440. cleaner base mates the induction was shop owner Keith Smith’s project; in a trade-out for some of the work on “I wanted the tuning control that to the Shaker scoop. his GTX, Mike agreed to help with the came with it,” he says. “That was the ‘Cuda’s engine work. It also had its air overall goal, but I also wanted the look There’s a “but” to that sentiment, conditioning removed, a process that of multiple carbs, because all of my however, and Mike says it was the age- included swapping the dashboard to Mopars have had them.” old philosophical dilemma of having a non-A/C version and even cutting a car so perfect that he and his wife, out part of the firewall and replacing Mike found it with FiTech EFI’s 2x4 Jamie, didn’t drive it. They had a fine the section with one from a non-A/C setup, which used a pair of throttle time displaying it at shows but didn’t donor body. bodies that had the classic look of dual take it on long-distance trips — some- quads when mounted on an Edelbrock thing they’d been wanting to do with a The paint, however, which wore the CH-28 440 dual-quad intake manifold. muscle car for years. iconic billboard stripes, was in surpris- In fact, their installed position on the ingly strong condition, considering it intake allowed the use of a factory “You’re kind of in a box with a had been sprayed in 2002. After about Shaker hood scoop assembly without perfectly restored car,” Mike says. “We of a week of color-sanding and buff- any modifications. were looking for something outside of ing, the Sassy Grass green gleamed in that box. Something with a bit more the sunlight. It was shortly thereafter, “I used the Hemi base and was freedom to drive.” in 2018, that the shop owner, Keith thrilled when it all fit perfectly,” Mike Smith, decided to part with the ‘Cuda. says. “The only thing I did was add a The solution showed up about five years ago at the paint shop that “He told me that he was going to list resprayed his GTX. It was a 1971 it on eBay, and I told him not to bother, Plymouth Barracuda that had been to because it was already sold,” Mike virtually every corner of the country, says. “With the car being far from with a number of owners who’d original, I knew it was exactly what systematically restored and “restified” my wife and I wanted for a restomod the car, changing its original brown- driver. It would just be a matter of over-brown color combination to Sassy making it really ours.” Grass green over black, and swapping its original 318 V-8 for a 440. 16 HEMMINGS MUSCLE MACHINES

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The interior appears mostly stock, save for the white-face gauges in the factory Rallye dash. Optional simulated wood wheel includes “Rim-Blow” horn feature. couple of spacers on top of the throttle over TRW pistons. Mike also added Mike reports that it’s not too bad bodies to get the height of the Shaker high-flow Edelbrock aluminum heads at the moment: 2,600 rpm at 75 mph just right.” and a roller camshaft to complement the with a 3.54-geared Dana 60. The engine anticipated capability with the new in- would tach even higher on the highway, Mike says he was also surprised by duction system. He also capped off the however, if it weren’t for strategically the relative ease in the injection sys- build with TTI step headers that flow sized 28-inch-tall rear drag radials. tem’s self-learning setup and additional into a TTI 3-inch exhaust system (with fine-tuning. In a nutshell, one of the X-pipe). Electronic exhaust cutouts turn “Many people go with shorter tires, throttle bodies worked as the brains of the engine’s grumble into a snarl at the especially with larger-diameter wheels, the operation, while the other added push of a button. but that just works against them on the four additional injectors and the Idle Air highway, when you don’t have over- Control motor for idle stability. Another Mike estimates his fuel-injected 440 drive,” Mike says. “It’s like installing an key to its success, he notes, was the in- is putting out about 575 horsepower even shorter gear ratio.” vestment in a properly baffled fuel tank and 550 lb-ft of torque, and revs and in-tank high-pressure fuel pump. willingly to 6,500 rpm. And because Mike says he tried multiple tire sizes RB engines are known to run warm, on his Barracuda, evaluating three or “You’ll hear all sorts of opinions especially when modified, the four sets until they filled the fenders just about this system. If you take the time standard water pump was changed to right. The car rolls on 17-inch modern to learn how to not only make tuning a FlowKooler pump to keep the heat Rallye wheels from Year One, and the adjustments, but to also save and store under control. Its identifying feature is trick with them, he says, was finding them properly with the controller, it’s a 16-vane billet-aluminum impeller that really quite easy,” he says. “I think it’s a greatly enhances coolant flow. really good system, and it’s never given me any issues after we got the tune “It really moves the water!” Mike sorted.” says. “It’s an absolute must with these engines. With a big, thick aluminum Perhaps the biggest endorsement radiator, this engine has never topped came from Mike’s longtime cruising 180 degrees.” companion. That’s another notch in favor of the “Jamie told me, ‘I can roll down the car’s desired drivability, and Mike says window now and not taste gasoline,’” he’s contemplating an overdrive con- he says. “And if she’s happy, I’m happy. version for the A833 four-speed manual The drivability with the injection system gearbox backing the 440 — this will is really great. It’s just what we were bring down the highway cruising rpm, looking for.” which, ultimately, would be easier on the engine, not to mention the fuel tab Beneath the induction setup, the on long drives. engine has a stock-spec 440+6 steel crankshaft and rods, along with 0.030- 18 HEMMINGS MUSCLE MACHINES

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OWNER’S VIEW I ’ve been a Mopar guy my tires with suf cient sidewall height. In items to tackle before his wife is ready whole life. My first car the front, they’re sized 245/45R17 and for a cross-country drive. was a 1969 Dodge that I in the rear, they’re 275/50R18. transformed into a Super Bee, “She wants air conditioning in the and over the years, I’ve done it Yes, those are pretty wide rear treads car, which is ironic, because a lot of all: modified street cars, drag for an E-body with stock wheelhouses, work went into eliminating all the racing, restored muscle cars. All but the Dana 60 on which they’re A/C-related components,” he says of it. This Barracuda provided the hung is the narrower 52-inch-wide with a sigh. “But we’ll add it. That and opportunity to build something axle from a B-body rather than the some more comfortable seats for the really creative that my wife and E-body’s 54-inch axle. That pulled the long hauls.” I could enjoy more than anything wheels in, enabling more room for the else I’ve built. There are still a wider tires, and the effect works very Those projects haven’t kept the couple of things we want to do well. Other chassis and suspension couple from already hitting the road; with it, but it’s exactly the car upgrades done to support the car’s they’ve been busy racking up miles to we’ve wanted, and we couldn’t be performance capability include proper events throughout their home state of happier with the results. big-block torsion bars in front and Michigan. The car’s Sassy Grass green Hemi-spec leaf springs in the rear. color and billboard stripes draw plenty —Mike Hernden of attention, while the “dual-quad” Inside, the car’s black vinyl cabin is fuel injection system triggers more mostly stock-appearing, with white- than its share of questions and debate. face gauges, a trio of aftermarket instruments that supplement the less- “Yes, there are some purists who are than-speci c readouts of the originals, still uncomfortable with a restomod and a replacement radio being the like this, but the car strayed from only standout deviations from stock. original long before I bought it,” Mike There’s also a display screen for the says. “The bottom line is that it wasn’t FiTech EFI control system. built to satisfy anyone but my wife and me. It was built to drive and that’s just It’s a clean cruising environment, what we plan to do with it for the next but Mike notes a couple of “honey do” few years.” 20 HEMMINGS MUSCLE MACHINES

SPECIFICATIONS 1971 PLYMOUTH BARRACUDA ENGINE Block type...............................Chrysler RB-series “big-block” OHV V-8, cast-iron block, Edelbrock Performer RPM (aluminum) cylinder heads Displacement ......................................................................................................... 446-cu.in. Bore x stroke ................................................................................................4.350 x 3.750 in Compression ratio .......................................................................................................... 10.5:1 Horsepower @ rpm ................................................................................................. 575 (est.) Torque @ rpm ................................................................................................. 550 lb-f (est.) Valvetrain ............................................. Lunati hydraulic roller lif ers and Hughes Racing aluminum roller rocker arms Camshaf ...........................................................Edelbrock Rollin’ Thunder hydraulic roller Induction................................................FiTech EFI 2x4-style throttle bodies mounted on Edelbrock CH-28 440 aluminum 2x4 intake manifold Lubrication system........................................................................... Milodon billet oil pump Ignition system.......................................................MSD Pro-Billet distributor (electronic) Exhaust system...............TTI stepped headers (2-in. to 2-1/8-in), with TTI 3-in exhaust system (incl. X-pipe) and Badlanz electronic exhaust cutouts TRANSMISSION Type............................................................. Chrysler A833 four-speed manual (18-spline) Ratios....1st/2.65:1 … 2nd/1.93:1 … 3rd/1.39:1 … 4th/1.00:1 … 5th/0.82:1 … Reverse/2.56:1 DIFFERENTIAL Type.............................................................. Dana 60 9.75-in with Power-Loc limited-slip (with B-body 52-in housing width) Ratio................................................................................................................................ 3.54:1 STEERING Type.................................................................................. Power-assisted recirculating ball Ratio .................................................................................................................................. 15.7:1 BRAKES Type....................................................... Hydraulic front disc/rear drum with power assist Front: 10.72-in ventilated disc Rear: 10 x 2.5-in expanding drum SUSPENSION Front.........................................................Independent with unequal-length control arms, 0.92-in torsion bars, telescopic shock absorbers and anti-roll bar Rear................................................................ Solid axle located with parallel semi-elliptic multi-leaf springs and telescopic shock absorbers WHEELS & TIRES Wheels .............................................................................YearOne Mopar Rallye, aluminum Front: 17 x 8 in Rear: 17 x 9 in Tires ................................................................................................Mickey Thompson radial Front: 245/45R17 Rear: 275/50R18 21OCTOBER 2022 WWW.HMN.COM

STOCK PPLEURSFPOERRSMISATENNCCEE OFTEN FORGOTTEN AMONG THE 427-CU.IN. HOOPLA, THE 330-HORSEPOWER 390 “POLICE SPECIAL” ENGINE GIVES ITS ’64 GALAXIE HOST STAYING POWER BY DAVID CONWILL • PHOTOGRAPHY DAVID CONWILL AND MATTHEW LITWIN

The heart of Ford’s Police Interceptor package was the 330-hp Thunderbird Police Special F ORD PERFORMANCE390-cu.in. V-8. It could be ordered outside of the Interceptor, too, as this Galaxie attests. in 1964, especially before the Mustang came out mean that adjustment, repair, and, ultimately, a rebuild, would at mid-year, meant one thing to most people: come more frequently unless certain parts were bolstered. The 427. That 7.0-liter behemoth, winkingly The average customer didn’t want or need those extra 30 hp and the costs that would come along with them. If they rated at 425 horsepower like all of its top-dog did, they’d probably be willing to put up with the special competitors, was derived from the 1958-vintage FE series needs of an R-code 427. The exception came from police of big-block V-8 engines. The FE’s were originally intended fleets, where every bit of power was called on to intercept for sedate-duty hauling around increasingly beefy Ford and speeders and nab fleeing suspects, yet drivability was still Edsel passenger cars in 332, 352, and 361-cu.in. sizes. paramount. Ford was a leader in the police field from the The 1957-declared ceasefire in the horsepower wars flathead V-8 days, when it offered departments bigger, didn’t last, however, and for model year 1960, Ford started Mercury-sourced V-8 engines in the lighter Ford chassis. reinforcing the FE series for duty on the NASCAR oval The idea that “you’ve got to have a Ford, to catch a Ford” tracks and quarter-mile dragstrips nationwide. Winning held on through the Y-block days and into the FE era. For there meant sales to performance-oriented consumers and those customers, there was the P-code, spiritual descendent a 360-hp iteration of the 352 was the first High-Performance of 1958’s 300-hp 352 that Ford said combined “the soaring version of Ford’s original big-block. From there, the tuning acceleration needed for modern highway pursuit, plus the technology and displacement increases kept leapfrogging: heavy-duty durability that it takes to maintain reliable, 1961’s dealer-upgraded 401-hp 390; 1962’s factory-installed, sustained high-speed operation.” 405-hp 406; and 1963-’64’s 425-hp 427, both years in the To obtain that power (330 hp at 5,000 rpm and engine’s original “top-oiler” design. 427 lb-ft at 3,200) and stamina, Ford turned to a high-lift The problem with the 427, though, was its big- (4.23-inch) mechanical camshaft, steel-alloy exhaust valves, and special bore/short- (3.78-inch) stroke arrangement and the snortier exhaust springs. The single-four-barrel induction system camshafts used to make power in the upper-rpm ranges. drew air through an open-element air cleaner identical That’s fine for the track, ideal even, but for sustained high- to the 1960 Hi-Po unit and exhaust gasses exited through speed driving on real roads it means quicker wear on the header-style cast-iron manifolds. Manual-transmission buy- engine; at low speeds around town it makes for a tempera- ers could get the standard three-speed, fully synchronized mental mount that really only wants to go hard or not at all. transmission (synchro first was a new feature for 1964); a The 427s were fine for the drive-in hero with a short trip to three-speed overdrive; or a Toploader four-speed with 3.50:1 work, but not for the customer who wanted a big, high- or 4.11:1 gearing. For the ever-growing automatic market, performance Ford to operate in all conditions. there was a special “Interceptor Cruise-O-Matic,” which was The typical customer would be directed to the 300-hp 390, “specially calibrated for faster upshift at higher rpm” for the top version of the FE’s utility tuned for normal use. A police duty, backed up with 3.00:1 or 3.50:1 final drive. fine, satisfying car would result, but there was still some To Ford, the Interceptor wasn’t just an engine and a performance left on the table in the name of low maintenance. transmission, it was supposed to be an entire package Wringing, say, another 30 horsepower out of the 390 would (alongside lighter-duty offerings like the Cruiser and 23OCTOBER 2022 WWW.HMN.COM

Fitting police parts to a Galaxie instead of a Custom made for a car both capable and comfortable. Guardian) to be fitted to its full-size All cool stuff, but according to Ford, guy.” Possibly a guy who was friends Custom and Custom 500 passenger the Interceptor Package was limited to with someone at the dealer, or at least cars. The 330-hp, 390-cu.in. Thunder- the cheaper cars in the lineup. There who knew stuff about options Ford bird Police Special engine came paired shouldn’t have been a P-code 390 in would build, but didn’t advertise. Ac- with a heavy-duty battery — better a Galaxie 500/XL like this because cording to some sources, Ford would to run lights, sirens, and radios — and P meant for the police, not us civilians, build P-code cars for those asking an “Extra-Cooling Radiator.” Manual- right? Except it’s not that simple. You through the end of the 390’s time in transmission cars came standard with could, if you wanted, buy a P-code that role. an 11-inch clutch. in your civilian Galaxie if you knew how to ask for one and were willing Marty’s car, with P’s factory stamped All 1964 Police Interceptors also to pay the extra money. What’s more, in all the appropriate places, also bears came with Ford’s “Hi-Speed and Han- you weren’t obligated to purchase evidence that, as with the 427 and dling Package,” which included heavy- everything that went into making the earlier Hi-Po engines, getting the 330- duty springs, shock absorbers, and a Interceptor package an ideal home for hp 390 may have mandated some extra front anti-sway bar. Police Package a P-code engine — in fact, conventional equipment. Marty’s car came equipped cars also had reinforced lower suspen- wisdom says that the sheer inconve- with the Interceptor’s bigger anti-sway sion arms (using a different bolting nience of fitting most of the police-spec bar, 11 x 3-inch front drum brakes, arrangement than civilian models) and parts to civilian chassis on the assem- 15-inch Kelsey-Hayes steel wheels, lubrication fittings for the upper inner- bly line kept full Interceptor Packages and an alternator — that last of which arm bushings. Manually adjusted (ex- from being built outside of fleet or appears under the “Limited Produc- cept on 4.11-geared cars), heavy-duty occasional special orders for smaller tion Options” section of 1964’s “Ford “Fade-Resistant” 11-inch brakes were departments. Police Cars and Emergency Vehicles” a separate piece of standard equip- brochure rather than its description of ment in the Interceptor Package. Not It happens that feature-car owner the Interceptor package. standard, but a mandatory option for Marty Ambrosini, of Sayville, New cars potentially exposed to “prolonged York, knows the name of the fellow high-speed conditions,” were 15 x 5.5- who ordered this one originally, down inch wheels and 6.70- or 7.10-15 tires. in North Carolina, and he was “just a 24 HEMMINGS MUSCLE MACHINES

OWNER’S VIEW The original owner also sprung for notwithstanding, this Guardsman Blue the optional seatbelts, fluted outside car proved to be worth waiting for. I f you want one, do your mirrors for both sides, and an AM/FM Marty added a set of Power Master homework, look up what you radio. It has the Toploader four-speed front disc brakes, along with a dual- want. I knew what I wanted. and 3.50:1 gears in the rear axle. Marty reservoir master cylinder and new Ever since I was a kid, I’ve loved bought it in 100-percent original form, cupro-nickel brake lines. He also set the ’64. One of the guys down down to the plug wires and distribu- aside the 5.5-inch wide wheels in favor the block had one. Here on Long tor cap (but not, thankfully, things like of 15 x 6’s in front and 15 x 7’s in the Island, it’s a Chevy island, but spark plugs and oil), from its second rear, allowing him to fit 225/70R15 and I worked for Ford for 30 years owner, who kept the machine from 255/60R15 BFGoodrich radials in lieu and I’d wanted one since I was 1974 to 2004. of the OE bias-plies. eight years old. I’ve had others before this, so I knew what I was Marty found the car via an online Aside from that, the 85,000-mile car looking for. I don’t take it out as classified at the Galaxie Club of did nine years of duty with just regular much in the heat because the car America website. He wasn’t looking maintenance before Marty finally felt feels it and doesn’t run as well, for a P-code, just a big 1964 Ford with a compelled to perform a thorough plus you’re hot too, but it drives 390 and a four-speed. The Police Special mechanical overhaul in 2015, some- perfect: At 80 mph, I’ve got two engine was just gravy. After a long, thing his 30 years as a Ford mechanic fingers on the wheel. I drive the exhaustive search for the right car, he (though he’s just a hobbyist now) snot out of it.— Marty Ambrosini jumped on it. made him eminently qualified to do. “All I wanted was a ’64. I looked for “I redid the engine, transmission, three years. I really just wanted a 390 and rear end.” That was all back to with a four-speed and when I saw that stock, with Marty even resisting the call this was a P-code, I jumped all over it. to upgrade to a limited-slip differential I had just gotten back from looking at in the process. A few concessions to another ’64 in Indiana and I went for it. ease of maintenance did come up, When I called, the seller said, ‘Did you however, like a Pertronix ignition kit know it’s 11 on a Sunday night?’” in the original distributor. A set of NOS points and condenser ride in the Late school-night beginnings NEW MOPAR B & E BODY SUSPENSION KITS HEIDTS BOLT-IN PRO-G IFS HEIDTS BOLT-IN PRO-G IRS • Heidts NEW ‘70-74 Cuda/Challenger & • 800 Horsepower 33 spline CV shafts ‘68-72 Charger PRO-G IFS • 6” Suspension travel • Adjustable camber and toe • Heidts adjustable coilover shocks & springs • Heidts adjustable coilover shocks and springs • Wilwood brake kits • Fabricated Ford 9” housing with 4 qt. capacity avail. • Adjustable tubular upper control arms with heim ends • Adjustable splined swaybar available • PRO-G heavy duty spindles • Splined or bent swaybar options available Products painted for advertising purposes only. TM Follow us on: WWW.HEIDTS.COM • 1-800-841-8188 800 Oakwood Road, Lake Zurich, IL 60047 ©2022 HEIDTS Call or click for your FREE HEIDTS Catalog! Most products shipped within 24 hours! 25OCTOBER 2022 WWW.HMN.COM

SPECIFICATIONS ILLUSTRATION BY ROBERTA CONROY 1964 FORD GALAXIE 500/XL PRICE Base price ....................................................................................................................$3,233 Options on car profiled.......................P-code 330-hp Thunderbird Police Special engine; Toploader four-speed transmission; heavy-duty front anti-sway bar; 60A, dual-belt alternator; 15 x 5.5-inch steel wheels; pushbutton AM/FM radio; seat belts; fluted exterior mirrors glovebox, though, just in case. ENGINE With the mechanicals all sorted, Block type.....................Ford FE-series “big-block” OHV V-8; cast-iron block and heads Marty decided in 2017 to freshen up the cosmetics to match. The paint shop Displacement .........................................................................................................390-cu.in. discovered it was the rst to re nish the car since it left the factory. Bore x stroke .....................................................................................................4.05 x 3.78 in “They loved it because it had never Compression ratio ............................................................................................................. 10:1 been touched before. The trim came off like butter.” Horsepower @ rpm ........................................................................................... 330 @ 5,000 On the inside, Marty himself handled Torque @ rpm ............................................................................................ 427 lb-f @ 3,200 the change to reproduction front seat cushions and covers, along with fresh Valvetrain ............................................................................................................. Mechanical carpet. The new seat foam and covers, he says, might have been a mistake. Camshaf .............Ford C3AZ-6250-T, 282/282 duration (advertised), .246/.246-in lif Despite lots of breaking in, the new pieces are “de nitely not as soft.” Main bearings ................................................................................................................... Five The distinctive Stewart-Warner Intake .............................................................. Single Autolite 4100 four-barrel carburetor Greenline gauges are another Marty touch and something that drew us Lubrication system..............................................................Full-pressure, gear-type pump in even before we spotted the “Po- lice Special” decals underhood. The Electrical system ................................................................................ 12-V, negative ground under-dash gauges replace an earlier, less-period set Marty found mounted Exhaust system...............................................Cast-iron headers, dual mu ers and pipes to the transmission tunnel when he bought the car. TRANSMISSION “I added the tach myself.” It’s the Type............................................................................................. Ford Toploader four-speed perfect touch, of course. The complete impression of accessory gauges, four- Ratios............................2.36:1/1st … 1.78:1/2nd … 1.41:1/3rd … 1.00:1/4th … 2.42:1/Reverse speed, Police Interceptor parts, and stylish luxury touches like the 500/XL DIFFERENTIAL interior and AM/FM radio all suggest a shockingly capable midcentury turnpike Type............................... Ford 9-inch, semi-floating axle, hypoid gears, open di erential cruiser. It’s living up to that, but in the 21st century, thanks to Marty’s efforts. Ratio................................................................................................................................ 3.50:1 “I’ve put 24k on the motor since the STEERING rebuild,” he tells us. “You’ve got to drive it. If you don’t, it’s just a model.” Type.............................................................. Recirculating ball, 30:1 ratio, no power assist You might have to have a Ford to Turns, lock-to-lock .............................................................................................................4.5 catch a Ford, but good luck catching — and staying with — this one. Turning circle .................................................................................................................... 41 f 26 HEMMINGS MUSCLE MACHINES BRAKES Type...................................Hydraulic drum/drum (Currently disc/drum), no power assist Front: 11 x 3.0-in cast-iron drum (Currently 11-in rotor w/ single-piston calipers) Rear: 11 x 2.5-in cast-iron drum SUSPENSION Front.........................................Independent; coil springs, upper and lower control arms, hydraulic shock absorbers, heavy-duty anti-roll bar Rear........................Solid axle; semi-elliptical leaf springs, hydraulic shock absorbers WHEELS & TIRES Wheels ......................... Kelsey-Hayes stamped-steel (Currently custom stamped steel) Front: 15 x 5.5 in (Currently 15 x 6) / Rear: 15 x 5.5-in (Currently 15 x 7) Tires ....................................................................... Bias-ply (Currently BFGoodrich radial) Front: 6.70 x 15 or 7.10 x 15 (Currently 225/70R15) Rear: 6.70 x 15 or 7.10 x 15 (Currently 255/60R15) PRODUCTION Ford built a combined total of 923,232 full-size cars for 1964, including 88,136 Galaxie 500/XLs, of which 58,306 were two-door hardtops like this one. PERFORMANCE* 0-60 mph.................................................................................................................. 9.3 sec 1/4-mile ET...............................................................................................17.1 sec @ 82 mph * Source: a February 1964 Motor Trend road test of a 1964 Ford Galaxie 500/XL four-door hardtop with a 300-hp 390, three-speed automatic transmission, and 3.00:1 gears

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SPECIAL FEATURE SPOTLIGHT: Mopar Muscle

CROSS COUNTRY, QUICKLY ROADTRIPPING A 2021 DODGE DURANGO SRT HELLCAT FROM VIRGINIA TO SAN FRANCISCO CONSIDER MYSELF TO BE A DRIVING PROFESSIONAL,and as such, I take pride in being prepared before I hit the road. I I’ve crisscrossed this country WORDS AND PHOTOGRAPHY BY MIKE MUSTO my favorite, the types I live for, and the and capable SUVs on the market. kind I recently embarked on in a 2021 With over 85 cubic feet of cargo space, Dodge Durango SRT Hellcat. all-wheel drive, and some pretty trick more than a dozen times in First, however, a quick backstory: Not technology, it seems the sky’s the limit everything from classic muscle cars, to long ago, I was at the racetrack with on its capabilities. moving vans, to high-end Euro-missiles some buddies, guys who have been To pull this project off, I needed and luxury barges. Each journey has racing all manner of vehicles for over some help, so the first thing I did was been a lesson in how to do it right. 25 years. As we hung out in the pits, contact my buddy Neil Tjin of Tjin Step one is to figure out what type we noticed just how much of our tools, Designs in southern California. Neil is of trip you’re embarking on. In my gear, and belongings were haphazardly one of the most accomplished builders experience, there are a few different strewn about the space. That got us in the industry. Since 1996, he’s built types of on-road excursions. The first is talking about what our fantasy race over 150 SEMA show display vehicles, the sightseeing drive. This is where you support vehicle would look like if we however, unlike so many of the rides pack up the family, their luggage, enter- could build it ourselves. at the annual SEMA Convention in Las tainment, and snacks, and hit the road We pondered things like storage, Vegas, all of Neil’s builds remain fully for a week or so to take in the splendor. towing capacity, power, interior functional. I pitched Neil on the idea of These sorts of trips are fun for about 48 security, as well as the possibility of the ultimate race support hauler before minutes — that’s around the time you adding some additional functionality even telling him what kind of vehicle realize you’ve made a terrible mistake to it as needed. If there was one we were focusing on. and instead should’ve splurged for the underlying theme above all else, it was The second piece of the puzzle was airfare and resort fees. that everything incorporated into the to get back to the mothership at Hem- The second type of trip is that of build would have to be functional while mings and sell the idea. A full-on, con- the high-speed, point-to-point burn. looking cool. Thus, the idea for “Project temporary, race-support-vehicle build I’d use the term “Cannonball,” but RAMPART” was born. That brings us may not be the first thing you think of in my experience, the image brings back to the Durango. when you hear the Hemmings name, out the safety weenies. There is one At 5,700-pounds, the Durango SRT but our team includes a number of mo- goal here: Get from Point A to Point B Hellcat shouldn’t be as fast as it is. Nor torsports junkies who live and breathe in the shortest time possible. If done should it tow 8,700 pounds, hit 60 mph petrol. The race-support Durango idea right, these runs can be brilliant, but in 3.5 seconds, or pull 0.91g on the skid didn’t require much convincing. just know that there are risks involved pad. In fact, there are so many things With the blessing of the Hemmings (we’ll get to those later). the Durango SRT Hellcat shouldn’t be brass secured, it was time to find a Finally, we get to the hybrid — that able to do that leave you scratching Durango Hellcat. The issue here was combination of seeing a few sights in your head and muttering “What the..?” that Dodge only produced the Hellcat- conjunction with covering a fair amount Fact is, the Dodge Durango, in any powered Durango for a single model of ground at a rapid pace. These are spec, is one of the most accomplished year: 2021, and that run was limited to 29OCTOBER 2022 WWW.HMN.COM

I pulled off for fuel in Cheyenne, channel. Before any of that could be In a nutshell, the procedure is as Wyoming and made a quick stop planned out, however, we needed to follows: get it back to California. That provided to see “The Mighty Big Boy,” the opportunity to see what it’s like • 0-100 MILES: which is the world’s largest steam to pilot one of the fastest and most Avoid engine idling for extended locomotive. Quick factoids: When capable SUVs on the planet over the periods; don’t go over 3,500 rpm; course of 3,000 miles across the United keep it under 55 mph; no aggressive built in 1941, it cost $265,000 States… in just four days. braking. and held a total of 25,000 gallons My journey would take me from • 101-300 MILES: of water. Impressive, no? Virginia to my home in San Francisco, Don’t depress the accelerator more California. The goal? Do it safely and than halfway; no rapid acceleration; just 3,000 units. By the time we were without any mechanical mishaps or don’t go over 5,000 rpm; keep it ready to go, every one of the rare beasts conflicts with the authorities. The under 70 mph. seemed to be spoken for. After an ex- mechanical part didn’t worry me — hausting search, we found a brand-new there wasn’t a doubt that the truck • 300-500 MILES: example at Koons Dodge in Vienna, would make it just fine. The on-road Run through the full engine rpm Virginia. This proved brilliant, as they authorities, though? Keeping them off range, shifting manually if possible; were not only one of the elite Dodge my back was up to me. don’t go over 85 mph but vary your Power Broker dealers, but a Direct speeds. Connection performance parts installer I took the northern route over as well. The problem? They were 3,000 Interstate 80, which meant that Day • 500-1,500 MILES: miles away. 1 consisted of bombing up through Basically, don’t go to any racetracks. Maryland, Pennsylvania, Ohio, and This truck will undergo some then into Indiana, where I’d stop briefly A slow go in the beginning meant significant changes, all of which will to spend the night at a buddy’s place that I’d become properly acquainted be detailed here in upcoming issues in the picturesque town of Nappanee. with the Durango’s cabin. From an of HMM, as well as in a six-part video As this was a brand-new Dodge SRT ergonomic standpoint, it’s a wonderful series on the Hemmings YouTube vehicle, the break-in procedure for place to be. The interior is airy with the 6.2L supercharged Hellcat V-8 great visibility, and the heated and and performance drivetrain was quite cooled leather sport seats in this extensive, meaning my first 500 miles example are excellent. We were also were a bit on the slow side. With 710 hp and 650 ft-lb being channeled through all four wheels, the Dodge Durango SRT Hellcat is capable of mind- bending acceleration, particularly for a roomy SUV. In spite of the performance capability, the interior is a great place to traverse many miles. Fuel mileage is even reasonable, all things considered. 30 HEMMINGS MUSCLE MACHINES

treated to heated rear captain’s chairs, scenery and a great dinner at my desti- too bad. Six a.m. showed up quickly, which is a nice alternative to a standard nation. If the break-in procedure didn’t and after a quick BLT breakfast (thanks, rear bench. The Durango SRT could kill the driving fun, then the traffic I Jeff!), I hit the road. also be optioned as a two-row SUV by encountered certainly did. deleting the third row. Before continuing, I want all The next day was poised to be a Durango SRT owners to remember Once settled, drivers will notice how big one if I wanted to get back to San these settings for their DRIVE MODE intuitive the overall layout is. Resting Francisco in four days. Day 1 saw a page: Transmission: Sport; Paddle your hand on the classic style T-handle scant 615 miles of travel, which meant Shifters: On; All Wheel Drive: Sport; shifter meant that an outstretched finger this one needed to be a hammer if I Stability Control: Sport; Suspension: is all it took to operate the HVAC and wanted to stay on schedule. With the Street; Steering: Sport. Why? Because audio controls. Then there was the new engine and drivetrain fully broken in, after experimenting with the different Uconnect 5 infotainment system. With I felt that now I’d be able to make up drive modes, this was the combo that its big 10.1-inch touchscreen, it’s not some time — so long as traffic wasn’t performed the best under all conditions. only quicker in than its predecessor, but also fully customizable. Here you can access vehicle settings and apps, media pages, navigation, climate and of course, your SRT Performance and Drive Mode pages. Additionally, larger drivers like myself (six-foot-four, 240 pounds) will appreciate the range of the telescoping steering wheel, and the fact that the center console is narrow. For some, this isn’t a big deal; for us big guys, it makes a dramatic difference in comfort. Now, I’d be lying if I said that getting to Nappanee wasn’t a slog, despite the 31OCTOBER 2022 WWW.HMN.COM

Getting out of Indiana and through system via a tuned Torqueflite eight- as crushed as I thought I’d be. Hell, Illinois wasn’t easy. There was traffic speed automatic transmission. That I’ve done 300-mile runs in vehicles that and an awful amount of road construc- means a ¼-mile time of 11.5 seconds I wanted to set on fire upon arrival. tion that kept speeds under the posted and a top speed of 180 mph. Even more The Durango, with its ultra-comfy and limit, and in a 710-hp SUV, this was impressive, though, is just how well it quiet cabin and gobs of power? This brutal. Before I left Illinois, though, I drives. was turning out to be one of the great- did have to stop at the now-defunct est road trip vehicles I’d ever driven. I Joliet Prison, where “Joliet” Jake Blues First, it performs much smaller than explored North Platte to check out the was incarcerated. The Blues Brothers is its 5,700-lb. curb weight and 119.8-inch sights, took some photos in front of a one of my favorite films, so a stop was wheelbase would have you believe. statue of “Buffalo Bill” Cody, and was in order, and anyway, it was only eight Cruising at 85 mph is effortless and the treated to one of the most beautiful fire- miles off the interstate. truck feels like it’s glued to the tarmac red sunsets I’d ever seen. at speed. Wind noise is far less intrusive With my fandom satisfied, I got back than I would have thought, and thanks A quick dinner was followed by on the road with the goal of making to its chunky curb weight, high wind some much needed sleep before a 6:15 time. But then Iowa happened, and it gusts don’t upset the Durango at all. a.m. departure. My hotel’s parking lot felt like time stopped. Shockingly, 80-85 mph will also see caught my eye as there were some an average of almost 17 mpg, which I interesting rides parked out front, Folks, if you live in Iowa, I apologize, thought was exceptional for a blown including a PERFECT replica of the but y’all are the SLOWEST drivers I’ve V-8 making this kind of power. Wagon Queen Family Truckster from ever encountered. Seriously, 65 mph the 1983 film Vacation. It was one of on the interstate when the speed limit After 852 miles, I pulled into North the best recreations I’ve ever seen, is 70?! You guys were KILLING me. Platte, Nebraska; while tired, I wasn’t and combined with a Gremlin X, Dart For 500 miles, the residents of Iowa Swinger, and a hilarious NASCAR seemingly made it their plan to slow Truck replica, the morning was off to a me down and send my blood pressure far better start than expected. to the moon. The Durango was like a caged animal that wanted to eat. When With 1,400 miles to go, and just two I finally hit Nebraska, eat it did. days to cover it, I figured that I could knock out 900 miles and make it to I’d be lying if I said I didn’t rip Elko, Nevada. The route would take through most of Nebraska like I was me through the remainder of Nebraska, on fire. The driving conditions were through Wyoming, Utah, and then near perfect: The traffic had drastically ultimately, into Nevada. I’d also be subsided, and with a posted speed limit covering two time zones and hammer- of 75 mph, one could actually kick it up ing through a lot of open country, so a notch. staying hydrated and energized was important, and planning fuel stops Mechanically, the 2021 Durango would be critical. Hellcat is a beast of a machine. The 6.2L HEMI V-8 with its IHI supercharger When I do trips like this, I pack light on top makes 710 horsepower and 645 lb-ft of torque. It puts the power down through a beefed-up all-wheel-drive 32 HEMMINGS MUSCLE MACHINES

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and always bring a few necessities. A Nevada. I’ve been here many times, but adventures like this are why vehicles small cooler keeps my snacks (fruit, they never get old, so I stopped again like the Dodge Durango Hellcat are jerky, water, and nuts) cold and fresh to admire the expanse. After fueling up made. Two, we live in an amazing and keeps me from eating garbage road in Wendover, I continued on to Elko, country, and driving through it is the food. There are also extra battery packs Nevada. For those wondering, the only way you’ll truly experience it. for my electronics in case the vehicle Durango has a 24.6-gallon tank, which Three, it has 710 hp and goes 180 mph becomes stranded, a warm coat, and of for this trip meant almost 400 miles (did I mention that course, my trusty radar detector — in between ll-ups. already?). And four, this case a Valentine 1 Gen. 2 for when I very soon you’re need to pick up the pace. I’ll never know why I woke up at going to see this 4:21 a.m., but I did, and I gured I’d Brilliant Regarding the detector: don’t for use it as an excuse to get on the road Silver Dodge a minute think that I’m a full-on early. After a quick shower, I loaded up, Durango advocate for speeding. However, when hit the starter button, and the Durango converted the road is open and clear, and I’m roared to life in a fashion only those into one of in an area that’s suited to high-speed with Hellcat-powered vehicles can the coolest (such as the desert), and especially if appreciate. Just over 500 miles of open race support I’m in a vehicle that can handle it, I will desert and mountains lay between me rigs you’ve absolutely roll at high-double digit and and San Francisco, and at this point, I ever seen. maybe even low triple-digit speeds. was itching to get home. Do it right (slowing down to highway Oh, and let’s speeds when passing, only during the This leg was sublime. It was early, face it — some- day, and being fully cognizant of road there was no one on the road as far as one had to conditions), and I truly feel there’s no the eye could see, and the Durango get it back to danger here. Do it wrong, however, was in its true element. I kept think- California, and you can be a hazard to yourself ing, “Now this is what the Durango right? and others. In short, don’t be a jerk and Hellcat was designed to do,” and I had you’ll be ne. a feeling that somewhere all the people involved in bringing this truck to life At this point the Durango had settled were grinning ear-to-ear as they sensed into a beautiful rhythm at 93 mph and someone was using their creation for I was gobbling up miles and covering its intended purpose. I’ll even go so far ground at a speed that was on par with as to say the Dodge Durango Hellcat is the distance I had chosen. the BEST road trip vehicle I’ve ever had the pleasure of piloting at speed, and if Next up were the Bonneville Salt asked, I’d hammer it across the country Flats, located right before Wendover, again without hesitation. I pulled into Elko around 7 p.m., I stopped again in Reno for fuel, checked into my hotel, and then cruised by Lake Tahoe, through did a quick scout of the town. To Sacramento, and then ultimately, ar- my surprise, Elko is a cool little rived back in San Francisco around community with a great downtown 3 p.m.. The trip took me and some beautiful scenery. I also four days, covering had dinner at this great Mexican around 3,100 miles. restaurant called Garibaldi’s (I Was it worth it? Yup, know, it sounds Italian) and then sure was. For one, took a little walk to stretch the old legs. After that it was off to bed to get some sleep before another early morning and the final leg home.

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SPONSORED CONTENT What Goes into Costs of Racing Fuel? Gas prices have reached crazy-high levels Premium fuels are used in engines that are designed in the Summer of 2022. If you want to to extract more energy from the combustion process, hear about really expensive fuel, just ask a but need the fuel to burn in a predictable manner even racer about the performance gasoline they under intense conditions. Detonation – when the fuel purchase to fuel their victories. In this article, we’ll explodes before the spark plug is fired – happens when cover some factors that impact the cost of a fuel and a fuel is too unstable to handle the heat and pressure how racing fuels can help unlock more performance during the compression stroke in the engine’s combus- from your engine. tion chamber. Fuel prices on the street will vary as the price of Racing fuels take the premium fuel idea to extreme oil changes and by the level of refining that is needed. lengths by following strict recipes and quality standards Crude oil is the starting ingredient that is refined into to ensure the fuel has the same properties on every many products we use every day, like gasoline and tank of gas. Unlike pump fuels that have considerable diesel. These fuels flow through the same distribu- variation, racing fuels need more refining to isolate spe- tion network of pipelines, terminals, trucks and gas cific chemicals that have desirable physical properties. stations. This network is designed to handle large Isooctane for example, octane rating of 100, is a hydro- volumes and capture economies of scale to keep carbon that is valuable in the fuel world because it is costs as low as possible for end-users. AAA reports the basis on which gasoline is compared to in terms of that premium gasoline commonly costs about 70 detonation resistance. In the case of racing fuels isooc- cents more than regular, per gallon(https://gasprices. tane can be used as a primary ingredient that provides aaa.com/). But additional refining is needed to make excellent burn speed, high octane rating and no deposits the higher grades of fuels, which explains the higher left after combustion. There are so many forms of racing costs at the pump. While this can make a big differ- and, thereby, racing fuels, which is why Sunoco manu- ence in the amount of money it takes to run your daily factures over 20 different performance fuels. driver, it’s nothing compared to the cost of operating a performance vehicle designed for racing. -Zachary Santner, Sunoco Race Fuels Not sure which fuel to use this coming race season? Call Sunoco Race Fuels for technical help at 1-800-RACEGAS Or email your questions to [email protected] Pre-packaged, sealed • 5 GALLON PAILS 20 Fuels to Choose From. To find a location near you visit www.racegas.com/fuelfinder 1/2 Page Ad Here ASK THE EXPERTS 37

STOCK SPELLBINDING SURVIVOR AN UNMODIFIED, ULTRA-LOW-MILE 1967 CATALINA 2+2 428 H.O. SHOWS JUST HOW MUCH PLUSH POWER PONTIAC OFFERED ITS FULL-SIZE-CAR BUYERS BY MARK J. McCOURT • PHOTOGRAPHY BY DAVID CONWILL AND MATTHEW LITWIN 38 HEMMINGS MUSCLE MACHINES

T’S NOT OFTEN THAT Asuper-desirable, highly optioned vintage performance The Starlight Black-over-blue 1967 Catalina 2+2 being shown by Marion, Ohio, resident Paul Alexander always machine makes it up to the present day without seemed to have a crowd gathered around it. When the Hemmings team got the opportunity to inspect the Pontiac I having been subjected to the slings and arrows themselves, the reason became clear. There was a full size of decades of daily use and abuse. It’s even more fastback sports coupe with fewer than 23,000 miles on its unusual to find one that is so untouched that it can be odometer, still wearing its factory-applied finishes, and held up as an example of exactly how the model was built. with its numbers-matching 428 H.O. and Hurst-shifted Hemmings’ own David Conwill and Matthew Litwin four-speed intact. This beautiful bruiser had been in the encountered just such a car at a recent Pontiac-Oakland care of its besotted owner for little over a year, and before Owners Club International national meet in Uncasville, that, carefully maintained by the same man who filled out Connecticut, and, like other attendees, were inspired to the order sheet at Arrow Pontiac in St. Paul, Minnesota, on document it for posterity. February 4, 1967. Paul wasn’t looking for a museum-quality 2+2 when he found this car; he already had an award-winning 1966 2+2 coupe in the garage. His interest in this now rarely seen model went back to 1966, when, as a 19-year-old, he bought one brand new. “I’d gotten a job on the railroad and was making decent money. I decided I wanted a 2+2 with three two- barrel carburetors and a four-speed,” he remembers. Sadly, it wasn’t long before Paul had to do military service and was compelled to sell it. Life’s subsequent obligations — marriage, children, career — kept that favorite Pontiac at bay for many more years, until his retirement. In 2012, he purchased his second ’66 coupe, this one a burgundy, automatic Tri-Power riding on 8-lug wheels. Paul was perfectly content with this replacement 2+2 until he got a message that would change his automotive life. “My friend Ron Berglund, president of POCI, called me in February 2020 and told me about this 1967 that was up for sale in San Diego, California. The car had a certified 22,591 miles on the odometer; I was very interested when I heard that, since there can’t be another unrestored 1967 2+2 with mileage that low. He gave me the seller’s contact informa- tion, and I began negotiating. It took three months for me to come to terms with the gentleman, and on the Tuesday that we did, I told him I would be at his home that upcoming Saturday to pick it up. I drove over 2,000 miles each way with my trailer, out and back.” The car that inspired driving three-quarters of the way across America was truly special. Its fresh, long, and low lines represented a handsome evolution of the previous year’s crisp style and further emphasized the brand’s Wide Track stance. While the 2+2 had been a standalone model in 1966, it was a $420.22 option on the 1967 Catalina hardtop coupe. That sole selection represented, in 2022 dollars, a $3,730 upcharge over the $26,180 that is the rough equivalent of the original $2,951 MSRP. Selecting “W51” brought a 360- hp, 4-bbl.-carbureted 428 V-8 with dual exhausts and a floor- shifted three-speed manual, a larger-diameter front anti- sway bar, Strato bucket front seats upholstered in Morrokide, eye-catching badging, and numerous deluxe trimmings. Our feature Pontiac’s original owner didn’t stop there, adding the 376-hp H.O. V-8 ($119.43), four-speed manual ($226.44), Safe-T-Track differential ($42.13), front disc brakes ($110.59), “Ride & Handling” springs and shocks ($9.32), Wonder 39OCTOBER 2022 WWW.HMN.COM

Touch power steering ($94.73), and a This 2+2 was optioned with the by the new-for-1967 dual master Cordova top ($105.32), among many High Output 376-hp 428 backed circuit, necessitating 15-inch wheels for other items that led to it nearly by a four-speed; with fewer than clearance. doubling the original MSRP. 23,000 original miles, it’s only With this black-and-blue 2+2 set That High Output 428 was a new needed regular maintenance. up for the road, how did it go so offering for ’67 and was the top-spec many decades accumulating minimal engine available in Pontiac’s full-size containing valve reliefs — provided mileage? “He lived in Minneapolis, line. The six-barrel Tri-Power carbure- a stronger 10.75:1 compression ra- Minnesota, from when he took deliv- tor setup that had been a trademark tio. A low-restriction air cleaner was ery of the car in March 1967 until he of this division for 10 years was no complemented by specific long-branch moved to San Clemente, California, longer available, replaced by the single exhaust manifolds leading into low- in 1981,” Paul tells us. “The car was four-barrel Rochester Quadrajet; this restriction dual exhausts with straight- shipped out there to him, and it was setup was dubbed “Quadra-Power” in through mufflers. kept in storage. There were long pe- its stoutest form. Pontiac engineers did riods where he had it registered with their best to make up for this corporate- The result of these installations was an the DMV as a non-operating vehicle, decreed marketing loss by bumping upward shift in the rev range and a so it kept its plates but it wasn’t often their top-spec V-8’s displacement from notable change in output: rated driven on the road.” The day that Paul 421 to 428 cubic inches, not coinciden- horsepower jumped 16 to 376 at picked it up — commemorated with a tally out-numbering the Mopar Hemi’s 5,100 rpm, while torque fell 10 lb-ft to traditional handing-of-the-keys photo, 426 and Ford’s 427 cubic inches. 462 at 3,400 rpm. Electing to pair the naturally — his new-to-him Pontiac Muncie M20 four-speed manual with was sitting on aftermarket Torq Thrust- It was more than that simple the standard, highway friendly 3.42:1 style wheels that had been custom- .030-inch increase in bore size that axle ratio meant this Pontiac left the machined to clear the front disc brake made the 428 H.O. special. Dressing Kansas City, Kansas, plant with wide- calipers. The original steel wheels and up the engine bay were chrome- ratio gearing. full wheel covers went with the car, as finished rocker covers, a chrome- plated oil-filler cap, and matching air The original owner of our feature cleaner housing. Under the glitter, car handled the order sheet in a this premium-fueled V-8 sported that conscientious manner, pairing brute 4-bbl. carburetor on an optimized power options with handling and intake manifold. An uprated valvetrain braking upgrades that would make actuated by a unique “068” camshaft it thoroughly capable in any driving topped redesigned heads with a new situation. The coil-sprung ball joint/ combustion chamber design that — in control arm front suspension and four- conjunction with flat-top pistons link solid-axle rear suspension received those firmer shocks and springs (90-lb-in front/127-lb-in rear), while the open differential was upgraded to a locking unit. Standard manual front drum brakes were swapped for 11.8-inch-diameter power discs backed 40 HEMMINGS MUSCLE MACHINES

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OWNER’S VIEW I am very proud to own this car. Morrokide bucket seats and a It’s one of the finest survivor Hurst-shifted manual gave the cars in the country, and I’ve had a number of Pontiac people full-size Pontiac a properly want to take pictures of it to see muscular feel. The deluxe exactly what an original model pushbutton radio is one looks like. This 2+2 has won the Senior Gold award at the 2022 of many options. POCI Convention, after winning Gold in the survivor class in 2021; it has scored more than 390 out of 400 points twice. Every time I take it out, it builds my ego and puts me back in my younger days. —Paul Alexander did boxes of take-off components and didn’t need much to turn it into an factor in this car’s preservation, but new-old-stock parts that the seller had award-winning show queen. Its new Paul does start the engine regularly accumulated through the years. caretaker purchased a set of correct B.F. and periodically drives it to ensure it’s Goodrich bias-ply tires from Coker Tire working properly. “I exercise it every “I wasn’t sure I’d have enough room and had them mounted on the factory once in a while to keep all the seals and in my 24-foot trailer,” Paul says with steel wheels. “Even with so few miles, bearings lubricated,” he says, although incredulity. “He had every spark plug this car takes a lot of maintenance. I he admits cringing as he does. “It just that he’d ever put in that car, in a box. did have to rebuild the calipers and t about kills me every time I put on one The original battery. Four more boxes a new power-brake master cylinder,” mile,” he says with a laugh. “But it’s of NOS Pontiac items that included Paul tells us. Keeping those factory- fun to drive. It’s a big car, but has the things like rubber parts and the fork applied nishes in good shape takes handling and power of a GTO. It prob- for the throw-out bearing that goes still more work: he treats the vinyl top, ably rides a bit rougher than a Bonn- through the bellhousing; he had dashboard, and interior with Armor All eville or Grand Prix thanks to the 2+2’s everything listed by category, by part and tries to keep the car out of the hot stiffer suspension, but the handling is number, and what the parts were for. sun for extended periods. The origi- much better. And if you step on the gas, He never told me how or why he got nal black paint and chrome still shine it wants to go. It couldn’t keep up with them; I have the feeling that, when thanks to regular applications of Torque the turbocharged cars of today, but back Pontiac went out of business, he went Detail Mirror Shine wax spray. in that period, it would hold its own around to dealerships and bought up against almost anything.” anything he could get. I packed the front Of course, the low mileage is a key of that V-nose trailer with stuff he’d given me, all of it went with the car.” As you might imagine, the 1967

SPECIFICATIONS ILLUSTRATION BY ROBERTA CONROY 1967 PONTIAC CATALINA 2+2 PRICE Base price......................................................................................................................$2,951 Options on car profiled................................... Catalina 2+2; Quadra-Power 428 H.O. V-8; four-speed manual transmission; Safe-T-Track di erential; firm-ride suspension; front disc brakes; heavy-duty radiator; thermostatically controlled fan; transistorized ignition; heavy-duty battery; under-hood utility lamp; black vinyl top; deluxe wheel discs; deluxe body and roof moldings; Sof Ray tinted glass; rear-window defroster; Strato bucket seats; deluxe steering wheel; electric clock; auxiliary gauge package; pushbutton AM radio; rear speaker. ENGINE Block type...................Pontiac 90-degree OHV V-8; cast-iron block and cylinder heads Displacement ......................................................................................................... 428-cu.in. Bore x stroke ..................................................................................................... 4.12 x 4.00 in Compression ratio ........................................................................................................ 10.75:1 Horsepower @ rpm .............................................................................................376 @ 5,100 Torque @ rpm ............................................................................................ 462 lb-f @ 3,400 Valvetrain ..................................................................................................... Hydraulic lif ers Main bearings ................................................................................................................... Five Fuel system .................. Rochester Quadrajet four-barrel carburetor; mechanical pump Lubrication system.............................................................. Full pressure, gear-type pump Electrical system ..........................................................................................................12-volt Exhaust system............................................................Cast-iron manifolds; dual exhausts TRANSMISSION Type................................ Muncie M20 wide-ratio four-speed manual with Hurst linkage Ratios.......................... 1st/2.52:1 … 2nd/1.88:1 … 3rd/1.46:1 … 4th/1.00:1 … Reverse/2.27:1 DIFFERENTIAL Type...........................................................Semi-floating hypoid, Safe-T-Track limited-slip Ratio................................................................................................................................ 3.42:1 STEERING Type..................................................................................... Recirculating ball, power assist Ratio .................................................................................................................................. 17.5:1 Turning circle .............................................................................................................46.1 feet BRAKES Type...................................................................................................Hydraulic, power assist Front: 11.8-in disc with four-piston, two-piece calipers Rear: 11-in cast-iron drum SUSPENSION Front.......................................... Independent, upper and lower control arms, heavy-duty coil springs, heavy-duty shock absorbers, .875-inch anti-sway bar Rear................................................ Solid axle, upper and lower control arms, heavy-duty coil springs, heavy-duty shock absorbers WHEELS & TIRES Wheels ........................................... Pressed steel with full covers; Front/Rear: 15 x 6.0 in Tires ................................................................. B.F. Goodrich Rayon; Front/Rear: 8.45 x 15 PRODUCTION Pontiac built 1,768 Catalina 2+2 two-door hardtops and convertibles for 1967. PERFORMANCE 0-60 MPH ..........................................................................................................................N/A 1/4-mile ET..........................................................................................................................N/A 43OCTOBER 2022 WWW.HMN.COM

STOCK SPOTLIGHT: Mopar Muscle THIRST QUENCHER A MISSED OPPORTUNITY TO OWN A BRAND-NEW 1969 DODGE DART GTS 340 IS RECTIFIED YEARS LATER WORDS AND PHOTOGRAPHY BY MATTHEW LITWIN 44 HEMMINGS MUSCLE MACHINES

MAGINE YOU’RE BACKin the muscle car era, standing at the local Chry-Co not the compactable units, unlike the umbrella type that’s commonplace today. We’d always throw the stroller in the dealership ready to purchase a hot new performance trunk when we were out and about with our son, and on that day — just as we were going to sign the paperwork to I car. The matter of which one to buy isn’t hinging on buy one — my wife asked, ‘Is the stroller going to t in the available nances, but rather, something as simple as back?’ We all gured it would until we tried. Well, it didn’t, a baby stroller. Sounds crazy, right? by about an inch or two. “My wife, Jo Ann, and I were seriously looking to buy a “The culprit was the wider wheels and tires the GTS came brand-new 1968 Dodge Dart GTS in late ’67,” Bill Sangrey, with, which included a matching spare. It sounded great reports, adding, “We had been looking at all the options from a performance aspect: 5.5-inch wheels with E70-14s and had talked to the salesman at the Brunswick [New versus 4.5-inch wheels with 6.5- or 7-13s, or 6.95-14s. The Jersey] Dodge/Plymouth dealership a few times, and just drawback, for us, was that we couldn’t t the stroller [the by chance we had our rst-born son with us in his stroller. A-body spare sits in a well below the level of the trunk oor; Remember, this was at a time when most strollers were a cover across the spare makes up part of the oor]. That was it. So, we bought a new 1968 Road Runner off the showroom oor instead — the stroller t in the B-body trunk because the spare was tucked up under the package shelf.” Stroller conundrum aside, it was easy to understand why Bill and Jo Ann were drawn to the Dart GTS to begin with. Though it appeared late in 1967, the GTS model’s rst full year on the market, 1968, witnessed the nameplate’s promotion to the division’s new top-tier performance model in the compact series (displacing the Dart GT to the second rung). The ’65 GTS was tted with unique trim that announced its presence, speci cally, the peaked grille, full-length side trim, simulated hood air intakes, exposed exhaust tips, and the all-important GTS emblems. Available only in hardtop coupe or convertible styles, the aforementioned meaty 5.5-inch wide, 14-inch steel wheels — tted with E70 rubber — were also standard, along with more aggressive, heavy-duty suspension components. The most attractive aspect of the GTS, also known as the GT Sport, was what was hidden under its racy hood. Whereas the Dart GT could have been equipped with one of two economically minded Slat-Six engines, or with the venerable 273- or 318-cu.in. small-block V-8s, the GTS promised buyers the also-new-for-’68 340-cu.in. V-8. The hot new small-block from Chrysler’s LA-series of V-8s boasted an aggressive hydraulic camshaft, forged crank- shaft, an improved intake manifold tted with a Carter AVS four-barrel, and a pair of cylinder heads with larger ports and big 2.02/1.60-inch valves to increase air ow, all atop a 4.04 x 3.31-inch bore and stroke, promoting deep breathing and high rpm capability. The V-8’s of cial rating of 275 hp and 340 lb-ft of torque may not have sounded like much on paper to some, but it was inserted into a 3,100-pound compact. Check the Speci cations side bar accompanying this story and you’ll note that Car Life pushed a 340-powered GTS through the quarter-mile timing lights in 14.68 seconds travelling 96.2 mph. Even more stunning: the 6.3-second 0-60 mph time. Motor Trend’s test, appearing in its April 1968 issue, was even better: The quarter-mile time was 14.5 seconds, and 0-60 was achieved in six seconds at. By way of comparison, Motor Trend (in its January 1968 issue) sent a 343-equipped, 280-hp Javelin — a pony car, mind — down 45OCTOBER 2022 WWW.HMN.COM

OWNER’S VIEW ADart GTS 340 represents The ownership appeal of the GTS On full display within the spartan a bit of a puzzle: a ‘muscle only went up from there, or at least in bay is Chrysler Corporation’s high- car’ but not a big-block. theory. Start adding in options such as It’s also a rather large car, even front disc brakes, air conditioning, a output 340-cu.in. small-block. compared to today’s ‘full size’ center console in the cabin, power as- cars, but back in the day Dodge sisted braking, a Sure-Grip differential, 1969. One was painted red, and the didn’t sell anything smaller. If you Music-Master AM radio, and other as- other was a rather typical-of-the-era first drive a GTS and then a Su- sorted creature comforts, and suddenly green with a black vinyl top, the kind per Bee, you realize how big this the hot compact was as pricey as a base of combination you used to see on all compact really was. The high- 383-equipped Road Runner… which the Darts then, whether it was sporty performance 340 Dart often falls had room for a stroller. or not. One day he told me that he behind the bigger [Mopar] dogs didn’t need two and was going to sell in the marketplace and on the Regardless, the GTS, which found the green one…again. At that point, I show field — the price range of a a reported 8,745 buyers during the knew just enough about the car — my GTS 340 falls well below that of year, went into the 1969 model year friend was both the second and fourth a 383 or 440 B-body, and on the with only minor changes to speak of, owner of it — and I thought I might show field the larger V-8s usually save for the availability of the corpora- as well buy it now rather than try to take home the trophy. But when tion’s 440-cu.in. V-8. Despite what the find another one later. I became its fifth it comes to performance the 340 Dart GTS offered, sales didn’t match owner that year, but instead of driving GTS Dart does not take a back the previous year’s pace, but that the GTS, it spent the next 10 years in seat to anyone.— Bill Sangrey didn’t stop Bill and Jo Ann from add- my basement garage. I knew I wanted ing one to their stable of cars — albeit to restore it, but my occupation at IBM the drag strip in 15.1 seconds at 93 mph, years after first attempting to buy one. kept me busy,” Bill says. with a 0-60 time of 7.6 seconds. “By 1990, we were living in Great The 1969 Dart GTS Bill purchased Dodge’s Dart GTS was, indeed, a hot Falls, Virginia, the kids had grown and featured an interesting combination one, not only as a serious contender were gone, and so was the stroller — no of standard and optional equipment in the muscle car market, but also in need for that anymore. A friend of selected by its first owner, begin- the all-important bang-for-the-buck mine had two Dart GTS models from ning with the noted exterior color category. Without options, the GTS combination, minus the tell-tale rear hardtop retailed for $3,163; the con- “bumble bee” style stripe, omitted vertible was $222 more. Upgrading to by the factory via option code V88. the more powerful 383 Magnum was A standard 340 remained under the just a $35.40 hit to the wallet, whereas hood, but it was backed by an optional there was no charge for the swap to a four-speed manual. At the opposite four-speed manual from the standard end was Chrysler’s 8-¾ Sure-Grip dif- TorqueFlite automatic. ferential that housed a 3.91 final drive ratio. Unassisted front disc brakes and a quick-ratio steering box were also specified. Standard bucket seats were in place, but a center console had not been optioned. Finally, since the car was built in December ’68, it arrived without front-seat head rests, which were mandated into production start- ing on January 1.

According to lore, its first owner, presented a real challenge due to the matching drivetrain, and although the who purchased the car through a unavailability of reproduction quarters effort was intended to retain all the Fairfax County dealership in Virginia, then — we had to bang all the dents factory-stock traits that had drawn him embarked on a career of street racing in out. The guy doing the work for me and Jo Ann to the GTS to begin with, Sterling, Virginia. Despite an attempt later said that the body had 172 dents a few minor tweaks were made. One to disguise its true mechanical DNA, in it, most of them on the left quarter. was a reproduction Glen-ray radiator, the stripe-less, dog-dish Dart quickly He also had to correct the rear wheel followed by a 2.50-inch TTI exhaust earned a reputation when losses opening lips, which had been rolled system (mated to the stock manifolds), during those late-night antics proved to accommodate larger tires at some a Chrysler electronic ignition system, rare. But little else would come to point. Fortunately, rust repairs were and urethane suspension bushings. be known of its history beyond that. relegated to a small, 2-inch square Depending upon Bill’s mission on any Like other muscular steeds, time had patch on the left front fender and pin given day, a keen eye may spot another. a way of obscuring the facts, as Bill hole repair on the right passenger discovered years later. floor pan due to a heater core leak.” “Stockton Wheel built a set of 15 x 7-inch wheels using a set of 14 x 5s “A couple years before I was set to During the restoration, Bill, who now I had purchased at Carlisle. To do retire in 2003, I was finally able to get lives in Carlisle, Pennsylvania, said that, Stockton cut the original ‘five- into the garage and begin the restora- that he was able to confirm the GTS on-four’ centers out and welded on tion. As I was stripping the body on had managed to retain its numbers- the 15 x 7 rims. Some grinding and the right side, I was thinking to myself, ‘Not bad,’ and then I got to the left side and thought, ‘Uh-oh!’ It quickly became apparent that it had suffered a serious left side collision that resulted in replacement of the front fender and door skin with factory service parts. The quarter panel was covered with a lot of body filler to straighten it out. It Your go-to source for American Made, Top Quality Steering Columns and Accessories Since 1986! 1965-1969 MUSTANG TILT FLOOR SHIFT •American Made Quality COMES WITH: •Lifetime Warranty •8-Position Tilt •Engineered for Superior Fit and Finish •Ford Splined Top Shaft •Universal, Retrofit, and Custom applications •Ford Turn Signal Switch •Accessories and Install Kits available •Ford Style Knobs & Levers •Unrivaled Customer Service and Technical Support •Model Specific Floor Mount •Ford Wiring Connectors •3/4” -36 Lower Shaft •Other Accessories Available FLOOR MOUNT IDIDIT LLC., 610 S. Maumee Street, Tecumseh, MI | 517-424-0577 | ididit.com 47OCTOBER 2022 WWW.HMN.COM

a 1⁄16-inch spacer between the wheel SPECIFICATIONS ILLUSTRATION BY ROBERTA CONROY and hub solved a minor clearance is- sue on the left front brake caliper. We 1969 DODGE DART GTS 340 then mounted a set of 215/65R15 BFG radials, which eliminated that scary, PRICE impending doom, and nearly out of control ‘wander’ that bias-plies Base price.................................................................................................................... $3,209 exhibit in black-top truck ruts. The original 14 x 5½ inch wheels with re- Options on car profiled.................................................. Four-speed manual transmission; production E70-14 Firestone Wide Oval tires live in the basement and appear Sure Grip di erential; front disc brakes; tinted glass, all; only when I take the GTS to judged shows.” Bill says. Music Master AM radio; vinyl roof, black; rear stripe delete. “The only real problem I ran into ENGINE when restoring the GTS happened after I had put it all back together and Block type....Chrysler LA-series OHV “small-block” V-8, cast-iron block and cylinder heads thought I was done: It was a bear to get in gear. Once you were driving, it Displacement .........................................................................................................340-cu.in. wasn’t a problem, but if you were sit- ting at a traf c light, you never knew Bore x stroke ......................................................................................................4.04 x 3.31 in if you were going to get it in gear or not. I had to jam it in gear and never Compression ratio .......................................................................................................... 10.5:1 knew if someone not paying attention was going to climb up my back,” Bill Horsepower @ rpm ............................................................................................275 @ 5,000 explains. It was a frustrating problem, and one that hadn’t been anticipated. Torque @ rpm ............................................................................................ 340 lb-f @ 3,200 Fortunately, the symptoms sounded familiar to other Mopar veterans. Valvetrain ..................................................................................................... Hydraulic lif ers “I talked to someone about it, and Main bearings ................................................................................................................... Five he told me to put it up in the air with someone in the car to hold the clutch Fuel system ..................... Single Carter AVS four-barrel carburetors; mechanical pump down; that way I could look through the dust cover and see if the clutch Lubrication system..................................................................... Pressure, gear-type pump was releasing. Whoops — no, it wasn’t. The pressure plate just wasn’t coming Electrical system .............................................................................................................. 12-V off, so the clutch was engaged all the time. The x was a proper clutch fork Exhaust system..............................................................Cast-iron manifolds, dual exhaust bracket, which was only a few bucks. But the driveshaft, transmission, and TRANSMISSION bellhousing had to come out to make the swap. It was a simple x, but it was Type............................................................................... Chrysler A-833 four-speed manual labor intensive. Only then was the car done — in 2005, almost 40 years after Ratios.......................... 1st/2.66:1 … 2nd/1.93:1 … 3rd/1.39:1 … 4th/1.00:1 … Reverse/2.57:1 my rst visit to buy one.” DIFFERENTIAL So many years after being tantaliz- ingly close to driving off in a GTS, it Type......................................................................... Chrysler 8.75-in Sure Grip limited-slip seems Bill and Jo Ann were destined to have one after all. “Since complet- Ratio................................................................................................................................. 3.91:1 ing the restoration, I’ve taken the time to enjoy this car out on the road and STEERING at car shows; the latter mostly AACA events where it received its ‘senior’ Type...................................................................................... Recirculating ball, un-assisted award. It took a rainy day, which kept a lot of the competition in the class in Turning circle ............................................................................................................38.7 feet trailers, but that didn’t bother me. It’s a fast, fun car, and that was the reason it BRAKES was built this way.” Type.................................................................................................... Hydraulic, un-assisted Front: 10.78-in vented rotors with four-piston calipers Rear: 10 x 1.75-in cast-iron drum SUSPENSION Front............................... Independent, torsion bar with lower control arm, upper A-arm, tube shock absorbers, anti-sway bar Rear......................................... Parallel six-leaf 55-in leaf springs, tube shock absorbers WHEELS & TIRES Wheels ..... Pressed styled-steel with hub caps; Front/Rear: 14 x 5.5 in (Currently 15 x 7-in) Tires .................................................................. Bias-ply (currently: BFGoodrich red lines) Front/Rear: E70-14 (Currently: 215/65R15) PRODUCTION O cially, Dodge built 191,000 Darts for the 1969 model year, of which 6,700 were GTS hardtops and convertibles. No breakdown by body style or engine is available. Uno cially, enthusiast researchers believe roughly 640 GTS models were built with the 440-cu.in. V-8 option, while 1,912 featured the 383 V-8 option, leaving the remaining 4,148 examples equipped with the 340 V-8. PERFORMANCE * 0-60 MPH ........................................................................................................... 6.3 seconds 1/4-mile ET.................................................................................. 14.68 seconds @ 96.2 mph * Car Life road test (April 1968) of a 1968 Dodge Dart GTS optioned with a 275-hp, four- barrel 340-cu.in. V-8, TorqueFlite three-speed automatic, and a 3.23:1 final drive ratio. 48 HEMMINGS MUSCLE MACHINES