1968 Dodge Charger

[Paul Ceasrine]

1968 Dodge Charger,

The 'base performance' Charger, with a 383/330 HP engine.

Charger 383/330 HP production numbers were '19,012' (18,754 - Automatics) and 'only' (258 4-Speeds)

Coming in at #3653 lbs., and with an 11.07 Wt/Hp factor.

Actually a fairly good Weight/Horsepower factor for the track, as the 1968 Charger 383/330 HP was classed in G/S or G/SA.

Coming out of the 'showroom' with 3.23 Sure-Grip Gears, performance was respectable.

* 4-Speed.............15.30 @ 90.2 MPH
* Automatic...........15.46 @ 89.1 MPH

The 'only' Gears available from the factory for the Charger 383 was either the 'Standard' 3.23 - or the 'Optional' 3.55's.

With 3.55's, you could get the Charger 383 into the 14.95 range.

[Charlie A]

Somewhere I have a picture of my red/black '69 Charger SE at Lakeland in Memphis.
I remember it clocking 15.20's (383-TorqueFlight) on a regular basis so your numbers are "right on".
Now, I have to dig that picture out from that old box!

[Paul Ceasrine]

Never realized the 'limited' productions numbers for the Charger 383 '4-Speed'.

Only 258 out of 19,012 'Charger 383' cars produced, were 4-Speeds. (1.4%).

Found an old article, stating that Chrysler was worried about the 4-Speed drivers
getting too rough with the near #3700 lb. Charger, and destroying the drive-train components.

"Limited 4-Speeds = Limited Warranty Repairs"

Charlie A,

Performance numbers sound 'right on'. My friend ran his 'stock' 1968 Charger 383 in H/SA in 1969.

15.30's @ 92 MPH.

Also confirmed, the 1968 Charger 383/330 HP 4-Barrel was 'not' the 383/335 HP 'H-Code engine that
was found in the 1968 Dodge Super Bee.

The 1968 Charger '383 4-Barrel' did 'not have the 440 Camshaft, Valve Train, Windage Tray and 440
Exhaust System.

Option Engine Code #062 (383 4-Barrel)

Available in 1968 Dodge
A-Body Cars......GTS 383
B-Body Cars......Charger, Coronet, Corner Deluxe, Coronet Model 440 and Coronet 500
C-Body Cars......Polara and Monaco

[Charlie A]

I was a kid working in a body shop for the local Chrysler/Dodge/Plymouth dealer back in 70-71.

What I wish I could go back and buy.

Dealer drove one of the Hurst 300's.

LOTS of muscle on the streets and on the lot back then.

Delta farmers were making tons of money in that period.

Seems like every one was driving a factory hot rod.

Leaving the office. Have to get home and find that Charger pic.

[Paul Ceasrine]

I know what you mean.

My father had an Amoco Service Station and 'Semi-Performance Shop' starting in 1967.

Surrounded by Ford, Chevy, and Plymouth Dealerships.

The Service Station was only 20-Minutes from Dover Drag Strip, and every Friday and
Saturday night the place was filled with kids with new Performance Cars, fine-tuning them for Sunday.

Everybody who got out of the Army, bought a 'Musclecar'.

I remember the 'Coke-Bottle' style of the new 1968 Chargers. They just looked 'COOL' with the
double round tail-light assemblies.

Also an excellent car for 'Power-Brake Burn-Outs'

.

[Paul Ceasrine]

Edge,

The early 1968 Dodge Charger 383 cars utilized the 'Dual-Snorkel'
Air Cleaner, and the units did 'not' have an engine identification 'pie tin insert'.



Other 'standard' items
* Open Rear-End w/3.23 Gears
* Drum Brakes (10" x 2.5") (Front and Back)
* .90" Torsion-Bar
* .94" Front Sway-Bar
* 4.5 Leaf Rear-Springs
* 1" Shock Absorbers
* 22" Radiator

Note; The R/T Package was 'not' available with the 1968 Charger 383.

[Paul Ceasrine]

Motor Trend October 1967



The 'first' 1968 Charger 383/330 HP tested, was an automatic with a 3.23 'open rear'.

Performance Results.......15.47 @ 91 MPH

Test Club Complaint / Recommendation

A) Needs a Sure-Grip rear. The car left a single rubber-stripe about 120 feet long.

B) Recommend a 3.55 Gear-Ratio. The 3.23's are highway friendly, but not good enough to unleash
the low-end torque of the 383 engine. 3.91 Gears would be nice, but they are not available on this
model from the factory.

C) Bigger Tires than the 7.35 x 14" (25.8" Diamater). The little 'Baloney Skins' are near useless, unless you
like to leave long burn-out marks on the pavement. An F-70 x 15" tire would be better suited for
this long-nose car.

D) Could use a little more Camshaft. Low-end torque was good, but the engine wants to open up on the
Top-End.

E) The engine did get 'hot' after a few test runs. The 22" Radiator is adequate, but the Optional 26" unit
would be a better suited for this Big-Block engine.

F) The 727 Automatic Transmission was consistent and moved into gears well.. But for increased performance,
a valve-body shift kit would enhance shift-points

[Paul Ceasrine]

Car and Driver (October 1967)

Found that the Charger 383 had a 'special driveshaft' with a round-disc
welded to the front of the driveshaft called an 'inertia-yoke' to help
eliminate vibration.

Part #2852162 (3.00" tube diameter driveshaft)

And the 383/330 HP with the 727 Automatic Transmission had a
'special' 10.75" (2350 RPM Stall) Torque Converter (Part #2801764).

Their 'Press Test Car' was equipped with a Torque-Flite Automatic
Transmission, 3.23 Gears w/Sure-Grip, and Red-Line F-70 x 14" tires.

Performance Results.........15.35 @ 91.7 MPH

Note; 'Car and Driver' Magazine was dissapointed, as the original 'Test Car'
was supposed to be a 4-Speed Charger 383, but the car experienced
electrical problems and was not delivered to the Magazine test location.

[Keith 944]

Quote: "Found that the Charger 383 had a 'special drive shaft' with a round-disc
welded to the front of the drive shaft called an 'inertia-yoke' to help
eliminate vibration."



i just sold my 69 440 r/t 4-speed, Dana car. i had some extra parts that someone had gathered, one part was that drive shaft w/ the ring on it, i thought it was some sort of dampener but was not sure till you posted that info....

[Paul Ceasrine]

Keith,,,,,,,

Here it is,,,,,,,Type #7290

The 383 unit with an 8 3/4" Rear utilized the 52.07" length driveshaft.
The 440 unit with the 9 1/4" Dana Rear utilized the 50.96" length driveshaft.