In the 1970s and ‘80s, Chrysler published a series of performance manuals under its Direct Connection brand. Direct Connection was significant as it was Chrysler’s official performance parts and racing division, serving as the predecessor to Mopar Performance Parts, a name likely as familiar to many Mopar enthusiasts.
Above: The two books that were most influential in the build of the Dart. Using the Small Block ‘A’ Engines book provided direction on how to build a 340 capable of solid 11-second runs. The Chassis book included plenty of data on how to set up the Dart’s suspension and drivetrain to maximize the horsepower the 340 developed.
These books were not just guides but practical tools that empowered enthusiasts to build high-performance versions of Chrysler engines and drivetrains using factory and aftermarket parts. Many books included specific performance builds designed to give readers evaluated combinations for horsepower and reliability, making the seemingly complex task of performance modification more accessible and achievable.
Above Left: Although I have not been involved with sprint car or oval track racing, the data in both books is interesting, and there may have been some information that could be used for straight line racing. Above Right: The massive Oval Track Modifications book has extensive performance mods for all types of vehicles on circle tracks.
Nearly every book had detailed build ‘recipes’ for Chrysler engines, which included the small blocks (318-360), big blocks (383-440), and the 426 Hemi. The performance levels were listed for various applications’ elapsed time breakdowns. These included 13- to 14-second street cars, quicker street-strip vehicles, bracket cars, and combinations for the .90s classes (Super Street (10.90), Super Gas (9.90), and Super Comp (8.90)). Additionally, there were tips for Super Stock and Stock Eliminator race cars.
Each recipe was a guide and a comprehensive benchmark that left no stone unturned in pursuing performance. The books covered every aspect of engine assembly, from camshaft recommendations to carburetor and intake combinations, ignition setups, gear ratios, and torque converter choices. Some editions even delved into chassis setup, transmissions, axles, and drag racing tips, ensuring readers were fully informed and equipped for their performance projects.
Above: The Engines manual has plenty of speed secrets and racing modifications for Chrysler V8, V6, and slant six engines. It is a conglomeration of several individual Mopar Performance books.
Several books have been written over the years, and there are a few notable volumes:
• Mopar Performance Mopar Engines book
• Mopar Performance Chassis book
• Mopar Performance Small Block ‘A’ Engines book
• Mopar Performance Magnum Engines book
• Various Mopar Performance Oval Track Modifications, Oval Track Engine Buildup, and Sprint Car Engine Buildup Manuals
Above: For those who transitioned to the Magnum engine, Mopar Performance Parts had a manual for performance upgrades to that engine. Although V8 Magnum engines are extensively covered, the V6 and even the 2.5-liter four-cylinder have excellent coverage in the book. Electronic fuel delivery systems are also discussed.
Many of these books have transcended their original purpose to become cherished collector’s items, a testament to their enduring legacy. The impact of these books on the automotive industry cannot be overstated. They provided knowledge and guidance to Mopar builders and racers, and their influence can still be felt today. Reproductions and PDFs often circulate among enthusiasts, fostering a sense of Connection and shared passion.
Over three decades ago, I took advantage of the detailed list required to turn my 1969 Dart into an 11-second 340 bracket car. The recipe called for a 340 block that was torque plate honed, align bored, and fitted with ARP main studs. A forged factory 340 crankshaft and stock 340 rods (subsequentially swapped for Scat Rods during one engine refresh) with ARP bolts would keep the costs down. A set of 10.0:1 TRW pistons (actual compression 10.53:1) and Perfect Circle rings completed the rotating assembly. The entire assembly was balanced for high-RPM consistency.
Above: This is the recipe that initiated it all. The 11- to 11.5-second range seemed attainable while I was planning to start racing my 1969 Dodge Dart. The Small Block ‘A’ Engines book has all the mods necessary to build an engine that would, with a decent chassis setup, drop the Dart into the predicted elapsed time range.
The cylinder head of choice was a pair of the Edelbrock RPM aluminum heads. With mild porting, the heads flowed in the 245-260 cfm range at a .600-inch lift. While a .590-inch lift Purple Shaft was recommended (for an 11-second bracket racing package), I selected the less aggressive .557-inch lift Purple Shaft camshaft (11.5-second bracket racing package) and the matching dual valve springs and damper. The matching Mopar dual springs, hardened retainers, and keepers rounded out the package. A set of Dick Landy prepared 1.5:1 roller rockers actuate the valves.
Although the recipe called for a 6-BBl intake, an Edelbrock Victor 340 intake with a Holley 830 cfm carburetor atop a one-inch open spacer initially did the job. Eventually, I slipped an Edelbrock Air Gap Performer intake and four-hole spacer onto the engine. The ignition consists of a Mopar Performance “Chrome” electronic ignition box rather than the recommended “Super Gold” box, an MSD rev limiter, and an MSD distributor, with full advance achieved just off idle.
Above Left: Top Fuel pilot Shirley Muldowney was sponsored by Direct Connection for several years. Direct Connection took the opportunity to discuss one of the recipes for building a 13-second car. Above Right: An early Mopar Engine Modification book discussed performance improvements for FWD 2.2, six-cylinder, eight-cylinder, and imports.
For the 11-second recipe, the exhaust headers needed to be 1 ¾-inch primaries into a 3-inch collector. Initially, I installed a pair of Hedman Hedders headers with 1 5/8-inch primaries. As the years passed, I replaced the worn-out Hedman pipes with TTI headers with stepped primary pipes (1 5/8-inch to 1 ¾-inch).
While there was no listed requirement for collector extensions, experimentation found that 6-inch extensions provided the best 60-foot times without hurting the elapsed time. Eventually, I installed 6-inch bullet mufflers without restricting the engine’s performance.
The transmission was a 904 with a reverse manual valve body. While the Direct Connection books referenced an 8-inch torque converter with a 3800-4500 RPM stall speed, a 9.5-inch, 5200 RPM converter from PTC has served for decades. An external transmission cooler and dedicated fan were added.
A pair of 26×9-inch Hoosier slicks were installed for a better fit rather than 28-inch-tall tires. The recommended gear ratio was 4.56:1, but with the shorter tires, 4.10:1 gears attached to a 30-spline spool have done the job.
The books suggested options for safety equipment, oil pans, oil pumps, flexplates, fuel pumps, leaf springs, torsion bars, shocks, frame connectors, suspension setup, roll bar (cage) installation, and hood scoops. The 11-second recipe recommended a maximum vehicle weight of 3100 lbs. With extensive use of fiberglass, I got the Dart down to 3033 lbs. with me in it.
Additionally, the books wanted a minimum of percentage of 50-50 weight distribution from front to rear. I was only able to achieve a 51/49. Since the Dart has not been re-weighed since a QA1 K-member, tubular control arms, and aluminum strut rods were added, it is a good guess that the weight distribution is closer to 50/50.
After running in the south on eight-mile tracks in the early 2000s, I ran my first quarter-mile track in Pennsylvania in 2004, and the Dart fell right into the 11-second bracket. The best run of that first day on the quarter mile was 11.739et at 113.90 mph with a 1.601 60-foot time.
Over the next two decades, with changes previously mentioned, such as the headers, intake manifold, K-member, etc., the Dart’s elapsed time dropped to 11.285et at 118.78 mph, with a 1.500 60-foot time.
Above: The Dart was on another blast down the quarter mile. With more than two decades of adjustments and fine-tuning, the Dart’s elapsed times dropped by nearly half a second, and the speed increased by nearly seven mph. Consistency has always been the focus, not reducing the elapsed times. (Photograph – George Holley)
The Direct Connection (Mopar Performance Parts) performance manuals put an inexperienced kid right into the 11s, and the manuals continued to assist, providing ideas to fine-tune the engine and chassis to place the Dart in the low 11-second range. Additionally, the books showed how to build consistency into the engine/chassis combination, which resulted in a couple of track championships.
Above: The Dart made it to another final. Over a three-year period, the Dart was in 53 finals out of 91 races. The Dart made it to the winner’s circle 39 times. In the photo, the Dart, with an 11.50 dial won over a 9-second Challenger. (Photograph – Todd Dziadosz)
While technology has progressed since the publication of most of the books, they provide a great starting point for ideas and directions to achieve a specific elapsed time at the track. If you want to pick up a new copy of several manuals, check out Mancini Racing. Not only does Mancini have the books, but it is also a source from which to pick up the parts needed to meet your elapsed time desires.
