D/Dart in Stock

[Paul Ceasrine]

W J,
June 1968, my father takes my mothers car to Dover Drag Strip,
classed in J/Stock. Without her knowledge, of course
With the air cleaner on (Chrome unit, w/Commando lettering), spare tire in trunk and no air adjustment for the tires, ran an honest 16.35.
First time out won class trophy. Beat out a couple of 66' 289/225Hp
Mustangs, a 68' 290/220HP Javelin and a 65' Chevelle Malibu convertible 327/250 HP.
Thats all it took.
Paul

[W J]

Paul, back then I was running a '64 maroon hdtp. Malibu SS, 283/ 220hp power pack, Muncie 4sp, 3.70 posi car. It was real respectable for the times, running high 14's, but the green Valiant convert 273/235 beat me pretty regularly at the track when we were paired up....Damn, wish I had put that Malibu away in a barn somewhere...... WJ

[Paul Ceasrine]

W J,
Now thats a rare car. Nice little engine too
Paint code #922 Ember Red. (Body shop/paint days)
Paul

[Paul Ceasrine]

dat4forte,

The carburetor for the D-Dart was a Holley #4160 (List #3778)
Which means it had metering-plates only.
A single-feed with the short transfer tube, between the front and back float bowls.
It was a vacuum-only for the secondaries.
The butterly openings were 1 11/16" (Primary and Secondary).
Here's the confusion, what was the CFM-rating.
It was 700 CFM.
Holley serial #'s _776 = 600 CFM
_777 = 650 CFM
_778 = 700 CFM (D DART)
_779 = 750 CFM
_780 = 800 CFM

* The D DART carburetor was equipped with a manual choke only.
PC

[dart4forte]

Originally Posted by Paul Ceasrine

dat4forte,

The carburetor for the D-Dart was a Holley #4160 (List #3778)
Which means it had metering-plates only.
A single-feed with the short transfer tube, between the front and back float bowls.
It was a vacuum-only for the secondaries.
The butterly openings were 1 11/16" (Primary and Secondary).
Here's the confusion, what was the CFM-rating.
It was 700 CFM.
Holley serial #'s _776 = 600 CFM
_777 = 650 CFM
_778 = 700 CFM (D DART)
_779 = 750 CFM
_780 = 800 CFM

* The D DART carburetor was equipped with a manual choke only.
PC

So what you are saying is the last three numbers in the list number is the CFM rating? Also, I thought the spacer between the carb and the manifold was to allow full openings of the butterflys. If that's true then why did they need to bore out the manifold? I wonder how that motor would of responded to an Edelbrock D4B?

[Paul Ceasrine]

Yes,
The Holley List #'s for the #3775, #3776, etc. coincide with the higher
CFM ratings.
I mis-stated earlier that the D-Dart Holley carb was a 600-CFM rated unit. I was incorrect, as I didn't check my old data sheet.
It was a Holley 4160, with a 700 CFM rating.
Again, more mystery surrounding the D-Dart information.
Also, the carburetor wasn't just a bolt-on, from out-of-the box. It was tweaked at the factory ("Chrysler Performance Factory-Prepped").
Just what did that mean? (Next posting)
PC

[dart4forte]

Originally Posted by Paul Ceasrine

Yes,
The Holley List #'s for the #3775, #3776, etc. coincide with the higher
CFM ratings.
I mis-stated earlier that the D-Dart Holley carb was a 600-CFM rated unit. I was incorrect, as I didn't check my old data sheet.
It was a Holley 4160, with a 700 CFM rating.
Again, more mystery surrounding the D-Dart information.
Also, the carburetor wasn't just a bolt-on, from out-of-the box. It was tweaked at the factory ("Chrysler Performance Factory-Prepped").
Just what did that mean? (Next posting)
PC

Maybe tweeked by teams/driver that had sucess with their 273 combos

[Paul Ceasrine]

On the Edelbrock, aluminum dual-plane high-rise intake.
Now that MANIFOLD should have been part of the standard unit for the
D-Dart. Worked well in mid-range 3800 - 5800 RPM.
A nice way to bolt-on an additional 15HP.
Not too bad of price either ($100 back in 1971). Worked very well with
our 67' 273/235 Cuda convertible/automatic car (SS/NA in 72'/73').
Only draw-back, the Carter #4295A (500 CFM) was a little under-sized.
PC

[Paul Ceasrine]

To Akan Hvizdos (ddartdude),
Regarding Post #12.
Nothing on Ted Spehar/Ralph Costa.
But one thing perplexes me? What was Jon Rasbach doing in
H/SA in 1970. Now I think Lapeer Dragway didn't open until 1968.
To be classified in H/S (11.00 -11.49 wt/hp) that weight factor was
used by NHRA in 69'/70'/71' (3 straight years)
I'm wondering if the NHRA didn't re-rate the HP for the D-Dart to
265HP at that time, giving it an 11.11 stock class factor.
I remember back then, that the NHRA re-rated the 340/275HP to
290HP.
Now I don't think Lapeer was an AHRA sanctioned track. But
Detroit Dragway, where Ted Spehar ran was AHRA-sanctioned.
PC

[ddartdude]

Originally Posted by Paul Ceasrine

To Akan Hvizdos (ddartdude),
Regarding Post #12.
Nothing on Ted Spehar/Ralph Costa.
But one thing perplexes me? What was Jon Rasbach doing in
H/SA in 1970. Now I think Lapeer Dragway didn't open until 1968.
To be classified in H/S (11.00 -11.49 wt/hp) that weight factor was
used by NHRA in 69'/70'/71' (3 straight years)
I'm wondering if the NHRA didn't re-rate the HP for the D-Dart to
265HP at that time, giving it an 11.11 stock class factor.
I remember back then, that the NHRA re-rated the 340/275HP to
290HP.
Now I don't think Lapeer was an AHRA sanctioned track. But
Detroit Dragway, where Ted Spehar ran was AHRA-sanctioned.
PC

Paul,
sJust looked at the photo of Jon and the D/Dart and it had L/SA not H/SA on the windshield. Not sure what the weight factor of it would be. Jon did put on the photo, although it was done by computer, that it was taken at Lapeer during the summer of 1970. I talked to him briefly on night and he said he didn't know what it ran back then -- but in the one picture he sent to me, his wife is standing next to thecar holding a trophy.

Jon bought the car from Spehar in the Summer of 70 with the automatic already in it. He raced it a few times that summer and then sold it to Al Adam sometime in 1971. I bought it in 2002 from Al. At the time, it was at his mom's place in Reading,Pa. I think Al may have raced the car there at times.

Alan