That car was a sleeper, for sure.
In 1975, my Dad bought a Plymouth Fury with a 360 4-barrel police package in it. It was similar to this one, only in silver with a maroon top:
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That car was fuckin' possessed. It was the height of the gas crisis, so the left front directional, which say atop the fender, would light up continuously when you were wasting gas. I could get a half a tank of gas for five bucks back then.
I only ever lost one race in that car...
People would be surprised how little difference the ET times in the 1/4 mile between the stock 69 Cuda, Road Runner, Dodge Swinger, Charger, RT, and etc. They all weighed in somewhere around 28 hundred pounds off the showroom floor. They all had around 350 - 375 horsepower. The 340 was a little special as it was a short stoke, even shorter with the shaved heads, with the polished ports, valves, and springs, and which was the main difference between the 360 and the 340 magnum. Of course little differences like opting for a 4-speed vs. the Torqueflyte automatics, would get you a little faster ET. And the Giant Thermoquad carbs, that came stock in all of these models, tended to bog down for a few milliseconds when you floored them. And they all came with Firestone wide ovals E60's that would burn rubber and smoke all the way through 1st, if not 2nd gear, as well, and a quick little 3rd gear scratch just for funzies and braggart rights, but actually just killing your ET. Not to mention the little 4th gear smoking scratch, if you had a 4 speed. And all the torqueflytes bands would slip all the way through the quarter, if they were still hot from the race before. THEY HAD TO KOOL DOWN BETWEEN RACES. A transmission cooler would resolve this issue.
My answer to this bogging dilemma, was a Holly 660 center-squirter carb and the addition of an Edelbrock High-Rise manifold. I added some horsepower by adding some tuned Hooker Headers that had dump valves that could be manually opened to bypass the dual exhaust muffler system, and I started switching over to a couple of cheater slicks that I used only when drag racing. They helped my ET by a full second.
Some of these MOPARS had more streamlined windshields than others, and some were lower to the ground, and had less resistance to the wind in your face or the wind that would get up under the car and slow them down. The Cudas and Challengers seemed to have a better wind resistance than the sedan models like mine. At 150 MPH, it made a huge difference.
It was fun and we all were within a couple of car doors or car lengths at the end of a Quarter Mile race from each other - depending mostly on aftermarket solutions to the common problems to give you just that little slight advantage to win the race.
I had friends in school that had all these cars, and I would show up at the student parking lot before class, and say, "Allright! Who called for this meeting of the Mopars"?!
With all the Boss 302 Mousestangs, Ford GT's, SS 396's, 442's, Javelins, and GTO's, toss in a few souped up Corvette engined 55 and 57 Chevies, and our student parking looked more like a Car Show!