1973 Cuda 440 Project

Specifications

70,333 original miles (driven 3,000 miles since 1991)

Engine by Total Precision Engines

Chrysler 440 RB bored .040 over (Casting No. 2536430-7 from 1967 New Yorker)
Steel crank and stock connecting rods
Balanced and blueprinted
Compression Ratio: 9.75:1
ARP bolts
Edelbrock Performer Series 800 cfm 4-barrel carb Part No. 1413 (with electric choke)
K&N Xtreme Air Filter
Edelbrock Performer RPM dual plane high rise aluminum intake manifold
Edelbrock Performer RPM aluminum heads - complete (closed chamber 84cc) Part #60929
Competition Cam Rocker Arms
Mopar Performance chrome valve covers
Keith Black hypereutectic pistons
Edelbrock Performer RPM Cam and Lifters #7194
Edelbrock #7804 Timing Set
Edelbrock Water Pump
Tube Technologies Inc. 1-7/8" ceramic coated headers into aluminized exhaust and Dynomax mufflers
BeCool Aluminum Radiator
Custom built aluminum radiator shroud by Tri-C Engineering

Edelbrock Performer RPM Cam #7194 Specifications

Keisler Engineering - Tremec TKO 5-speed manual transmission with heavy duty flywheel (built to withstand 485 hp)
Pistol grip shifter, Keisler pedal kit, tunnel and the rest of the Keisler kit to convert from A/T to manual transmission
First gear ratio for launch (when combined with 3:55 rear end): 440:1
Custom drive shaft by Keisler Engineering
8-3/4" Dana Power-Lok Sure-grip third member (Casting No. 2070742 from 1967 Charger) with 3.55:1 gears
Performance Suspension polyurethane graphite embedded front end rebuild kit
Performance Suspension polyurethane motor and transmission mounts
KYB gas adjust shocks (front)
HAL 12-way adjustable shocks (rear)
Performance Suspension front and rear antisway bars
Mopar Performance .960 torsion bars (for E-bodies with 440's and 426 Hemi's)
Mopar Performance EHD leaf springs and replacement shackle kits
Tube Technologies Inc. 1-7/8" ceramic coated headers
TTI header-back exhaust system into Dynomax Super Turbo mufflers
Standard gauges with Autometer 7,000 rpm tach installed in the dash's clock blank space
Polished Centerline Wheels (7" x 15 front, 8.5" x 15 rear)
BF Goodrich Radial T/A's - front: P225/60R15, rear: P295/50R15
Mopar Tuff Wheel - leather wrapped and restored by American Stitches
Custom paint - Black Rose Metallic ('94 Corvette color)

Plymouth 'Cuda Rallye Hood - body and paint by Rod Alexander and Dan Fletcher

Stock front disk and rear drum brakes

Dash restored by Just Dashes, Van Nuys, California

Seat covers by Legendary Interiors

Engine Performance

Edelbrock Performer RPM 440 c.i.d. Power Package (1500-6500 rpm)

Note: the dynamometer results reflected in Edelbrock's chart above were obtained using Chrysler Cast Iron 906 heads and a 750 cfm Edelbrock Performer Series carb #1407.

Because my installation uses Edelbrock's aluminum heads that provide better flow and less heat, lighter hypereutectic pistons and a Performer Series 800 cfm carb instead of a 750 cfm carb, we estimate this engine makes approximately 500 hp and 515 lb/ft torque. Peak torque is reached at about 4,000 rpms, which is great for street use.

Main Paint and body work by

Fontana Auto Collision
17250 Valley Boulevard
Fontana, California 92335
(909)429-1202

Mopar Sure Grip Differentials

"Sure Grip" is the Chrysler name for a limited slip differential. It was optional on the 8-3/4" axles, 1958-1974. Two styles were used. 1958-1969 used the Dana Power-Lok (# 2881487). This unit utilized clutches for the differential locking action. The Power-Lok can be rebuilt using kit # 2070845 ( Mopar Performance [MP] # P4529484 ). In this assembly, axle driveshaft end thrust is taken by the thrust block assembly (replacement # 2881313). This Sure Grip appeared in the '741' and '742' assemblies. The axle bearings are: 25590 (Timken cone), and 25520 (Timken cup), (Chrysler numbers 1790523 and 696403). The Dana Power-Lok can be recognized by its bolt-together assembly, bolts around the side opposite the ring gear, and multiple openings exposing the cross shafts. 1969-1974 used the Borg Warner Spin Resistant (# 2881343). This unit utilized a spring-preloaded cone friction arrangement for the locking action. Axle end thrust is taken by the cross shaft. This Sure Grip appeared in '489' assemblies and 70 and later '741'/'742' assemblies. The differential axle bearings are: LM 104912 (Timken cone), and LM 104949 (Timken cup), (Chrysler numbers 2852729 and 2852728). The Borg Warner Spin Resistant unit can be recognized by its lack of bolts on the side opposite the ring gear (like the Dana), and two openings exposing the preload springs. Borg Warner sold this design to Auburn Gear who currently offers the replacement Sure Grip assemblies.

Sure Grips... The Dana Power-Lok is inherently stronger and provides better, equal torque transmission to both axles. It's locking capability is also proportionate to the applied torque. The Borg Warner unit is weaker, but is a more versatile unit for practical street applications in inclement traction periods. The Dana unit is better for racing applications and has clutch rebuild kits available.

BFG Radial T/A Tire Notes

Have you noticed that no one publishes information about the biggest tire size that will fit a 'Cuda with standard Centerlines and without moving the leaf spring shackles or tubbing the vehicle? Why the heck is that? By examining tires on numerous 'Cudas at car shows, I gathered the following information and came to the following conclusions regarding my own tire selection.

Typical installations for Cuda's:
front: P225/60R15
rear: P275/60R15

Spring Fling 2002 - Green AAR BFG Radial T/A
front: P215/65R15 95SM+S
rear: P295/50R15

My selection: BFG Radial T/A:
front: 225/60R15
rear: 295/50R15

The rear 295/50R15 tires clear the leaf spring shackles by 1/4" and since the tires do not flex towards the shackles on turns or under torque, I've experienced no tire chaffing or contact with the leaf springs to date.