1968 Dodge Charger

[Paul Ceasrine]

'Just What The Doctor Ordered'

Several Southern California Dodge Dealers partnered with Cragar Wheels to market a
1968 Charger R/T '440 Magnum' with a "Cragar Performance Package".

Cragar S/S Wheels, Cyclone Headers and a Dodge Maximum Performance
(ignition-kit and carburetor jet-kit) installed.

The Charger R/T '440 Magnum' 4-Speed with 3.54 Sure-Grip Gears advertised as
running a 13.80 @ 103 MPH.

[Paul Ceasrine]

July 6, 1967 (Dodge Press Release)

Dodge unveil's the new 1968 Charger R/T '440 Magnum' at Chrysler's Chelsea Proving Grounds.

Public Relation's Manager Frank Wylie, is pleased with the car's performance, and sends information to Hot Rod Magazine listing
the Charger R/T specifications and performance results.

Charger R/T '440 Magnum' with Automatic Transmission and 3.23 Sure-Grip Rear.

1/4 Mile Performance.......14.66 @ 97.4 MPH

Base Price - $3506

[Paul Ceasrine]

Street and Strip (October 1967)

Street and Strip Magazine tests the 1968 Charger R/T '440 Magnum'

We were supposed to receive a new 1968 Charger R/T with a '426 Hemi', but when we got to the
Dodge Storage Facility on the West 51st Street in Manhattan, we were given a 'Bronze Metallic'
Charger R/T with a '440 Magnum' as our 'Test Car'.

The new stylish Charger was equipped with a Torque-Flite Automatic Transmission, and a
3.23 Sure-Grip rear-end. The Charger R/T was also equipped with - an upgraded interior with
Bucket seats, Console, Dashboard Rallye Guage Package with an 8000 RPM Dash-mounted
Tachometer. The black Vinyl-Top and rear deck Bumble-Bee black-stripe added nice exterior
appointments to the 117" Wheelbase and 208" elongated car.

Other added options included; Front Disc-Brakes, Power-Steering, 26" Radiator and Fan-Shroud,
Tinted-Glass, Exterior Decor-Trim and the 'stylish' 14" x 5.5" Chromed Road Wheels with
F-70 x 14" 'red-line' Goodyear tires.

Though we were disappointed in not getting the '426 Hemi' we were still pleased with getting a '440'
instead of the slug-383.

A quick look at the 'Dealer Price Book', we found that a 4-Speed Transmission is 'standard' with the
Charger R/T (Base Price; $3506), and that the Automatic Transmission is an additional $186

Our Charger R/T had a sticker price of $4317

Our 3-Week long 'performance test' will include, Elapsed-Time tests performed at WestHampton Raceway
on Eastern, Long Island and follow-up perfomance upgrades at Rockville Centre Dodge on Sunrise Highway.

The Charger R/T '440 Magnum' with a shipping weight of #3737 lbs, rates at 375 Horsepower, and as per the
1967 Drag Rules, the Charger would fit into the the NHRA 'B/SA' Class, and the AHRA 'C/SA' Class.

Performance Test

Running in 'delivered' condition, a series of 'break-in runs' were performed first, to get the feel of how the 3700+ lb.
Charger R/T would handle down the track and through the traps.

After we got the feel of the Charger, we were able to run several 1/4 Mile 'accelerated elapsed time tests' - with the car
performing between 14.62 and 14.88, with speeds between 94 and 96.4 MPH.

Our best run was - 14.62 @ 96.4 MPH

Our tests were run, by keeping the Torque-Flite Transmission in 'Drive', and leaving the starting line at idle (1100 RPM's),
as the Charger R/T had to be feathered off the line, to help prevent the F-70 X 14 tires (6.55" wide and 26.45" diameter)
from spinning into oblivion.

Once we were able to get a steady traction-load, we dropped the gas-pedal to the floor and the Goodyears still broke loose
while the Charger accelerated steadily. We found the 440/375 HP pulled very strong, and the Torque-Flite had shifts points of
4000 RPM between 1st-and-2nd, and 4600 RPM between 2nd-and-3rd.

The Dash-mounted Tachometer has a 5000 'red-line', but the 440 pulled into the 5200 RPM range without a problem, and
there were no valve-float problems with the Hydraulic-tappet Camshaft and High-Rate Valve Springs.

We will follow up, with a visit to Rockville Centre Dodge for our 'check-up' and recommended performance up-grade before
returning to the West Hampton Raceway.

[Paul Ceasrine]

'Speed and Custom' was later changed to 'Street and Strip'



Charger R/T '440 Magnum' Perfromance Test

After running a previous best of 14.62 @ 96.4 MPH - the car was brought to Rockville Centre Dodge
outside of Hempstead, Long Island - located on Sunrise Highway.

Their first job at task, was to make improvements to the ignition timing, by re-curving the distributor,
and installing a set of colder Champion Spark-Plugs (from J12Y to J11Y).

The crack Performance Staff also tweaked the Carter 750 AVS Carburetor, by making the neccessary
changes to the Primary and Secondary Jets, as well the Primary Metering/Step-Up Rods.

When we left the Dealership, we could feel the improvemts immediately, as the Charger R/T was more
responsive, and had more of a kick when depressing the gas-pedal.

We were more than pleased with the improvements, as we headed back out to Eastern Long Island for another
accelerated performance test.

This time, we removed the Air Cleaner Top, and disconnected the vacuum-advance from the Distributor. We
also made the correct timing advances as per the 'script' given to us by Rockville Centre Dodge, and we were
ready to go.

Following the same racing style as last time, the Charger R/T let go with more 'V-Room', and literally flew down the
'1/4 Mile Track' and surprised us with an initial run of 14.35 @ 97.9 MPH.

Several follow up runs were consistent, and we hit a best of 14.29 @ 98.3 MPH, while still burning the F-70 x 14" Tires.

[Paul Ceasrine]

Though we were pleased with the Charger R/T and its performance after a few tuning modifcations, we
brought the car back to Rockville Centre Dodge for our 'second-set' of improvements.

This time, they installed a 'heat-riser' between the cast iron Intake Manifold and Carter AVS Carburetor,
to help prevent 'vapor-lock' which we experienced on back-to-back test runs.

This plate will also improve the Venturi-Effect of the Carburetor which will improve Top-End performance.

The Staff also installed a copper-plate between the Intake Manifold and Cylinder Hear heat cross-over passage,
to prevent heat from travelling to the Carburetor-base on the Intake.

And, their ignition expert Thomas, swapped out our ignition wires for a Performance set from Chrysler.

And for a treat, the staff put the Charger R/T on the lift, and performed a rear-end swap out in record time,
by removing the Stock 3.23 Sure-Grip Rear, and installed a set of 4.10 Gears that were already in a
#742 Case with a Sure-Grip unit.

Upon leaving the Dealership, we punched the gas-pedal as soon as we hit Sunrise Highway, and the
Charger R/T 'launched' like a Rocket, pinning us back in our bucket seats.

We couldn't wait to get to the Track.

[Paul Ceasrine]

Our 'third' timed accelerated adventure was highly anticpated with the additional improvements.

After removing the air cleaner top, we made our timing adjustments and set the timing at 34* @ 1500 RPM.

We even loosened the power steering pump belt, which foolishly was not done before. Now with the Charger R/T
equipped with 4.10 Gears, we expected some fun.

Coming off the starting line at an 1100 RPM Ide, and with the car left in 'Drive' for complete automatic shifting
and with F70 x 14" Goodyears, we experienced a launch like very few other big-blocks.

The result a 13.81 @ 103.9 MPH.

A few more passes were taken, and we put down a best of 13.72 @ 104.6 MPH which was better than we expected.
The 4.10 Gears helped eliminate off-the-line wheel spin, and helped kick the 440 into it's power range much sooner.
The gears knocked off (-.57) off our previous Elapsed Time, giving us an idea of further lowering the Charger R/T's
performance as we headed back to Rockville Centre Dodge with good news.

[Paul Ceasrine]

Now we were running an 'par' with the '426 Street Hemi' with nothing more than 4.10 Gears and
some intelligent Timing improvements and Carburetor adjustments.

Though we had to return car back to Chrysler within two-weeks, we still had the opportunity for
one more modification by Rockville Centre Dodge.

At the Dealership we saw a set of Doug's Headers, but we couldn't hack up the exhaust system
on our 'Test Car'. The crack staff suggested a few more subtle modifications that would go
undetected by the Chrysler Executives.

The first task, was to make some harsh adjustments to the 727 Torque-Flite. What they did was
replace the 'Governer Assembly' which would increase the shift points by approximately 800 RPM's.
Then they installed a shift-plate kit, and changed the 'Control Valve Spring' to up the shift point
between 1st and 2nd.

Then for suspension, they installed a tall-nose rubber bumper on the pinion snubber, and added
clamps to the front portion of the leaf-springs.

And before we left, they gave us a set of 8.50 x 15" Cheater-Slicks mounted on a set of 15" x 6"
Dodge chromed-trimmed road wheels that matched the style of the Charger R/T's wheels, along
with a small scissor jack.

Once we got to WestHampton Raceway the next day, we immediately went to work, by adjusting
the timing and installing the slicks.

A good power-brake warmed up the slicks, and now we would be shifting the Torque-Flite 'manually'.
And instead of coming off the line at 'Idle', we would now be leaving at a 2500 RPM power-brake.

The 'first run' was a thrill, as the Charger R/T left the line with vociferous sound, and shot out quickly.
Shifting into 2nd-gear at 4600 RPM's came with a solid-bang, instead of the stock smooth hit. And
at 4700 RPM's we shifted into 3rd with another hard-slam. The Charger R/T was flying.

The result, an eye-opening 13.27 @ 107.9 MPH

Though we didn't need to go any further, we still made 6 other runs with different shift points, resulting
in a best of 13.22 @ 108.4 MPH

[Paul Ceasrine]

Speed and Custom (October 1967)



1968 Charger R/T '440 Magnum' Overview

We were extremely pleased with the performance of the stock R/T, and the upgrades performed
by Rockville Centre Dodge were impressive.

Our Charger R/T was able to reach a best of 13.22 @ 108.4 MPH, and we believe with a proper
set of tuned Headers, blueprinted Cylinder Heads and 4.56 Gears we could be hitting 12.70's and
be within a 'stones throw' of the current 1967 B/SA NHRA Record.

The NHRA rules will be changed for the 1968 season, and the Charger R/T '440 Magnum' will fit
into the D/SA Class (9.50 - 9.99 Wt/Hp). We wonder what Dodge Dealership or 'factory-backed racer'
will be the first to catch 'Dodge Fever' with a 'Magnum 440'.

[Paul Ceasrine]

R/T,

The 'Speed and Custom' article stated that if you left the gear-selector in 'Drive',
the 727-B Torque-Flite in the Charger R/T '440-Magnum' up-shfted at;

'1st-to-2nd' up-shift @ 4000 RPM's
'2nd-to-3rd' up-shift @ 4500 RPM's.

Stock Jets sizes for the Carter AVS (#4617 or #4618) were (.101 Primary) and (.095 Secondary)

The article did not state what sizes they up-graded to, but the Jet sizes go up in .003 size incriments.

[Paul Ceasrine]

The 'Best' Dodge Charger R/T 'promotional ads'