The Flyin' (Flying) Whale ('66 300) Hits the streets again!

Thought I would post this photo of one of the cars that I owned long before and while Henry was building the Flyin' Whale. There are days that I regret selling this great driver in 2007. I sold it to someone in Rhode Island who sold it to someone in Southeastern MA a few years ago. If anyone here has this car, let me know. When I sold it, it had upholstered cloth seat covers over the factory vinyl seat covers on the front buckets.

This photo was taken on my way to Carlisle in 2007 where it was parked in my swap meet spaces with For Sale signs on it. Same exterior color as the Flyin' Whale but with 2 extra door.

I will update this thread some more, hopefully tomorrow night. BTW, I still have the 2002 Ram, 4 x 2, 5.9 Magnum V8 that cruised along at 75 - 80 MPH loaded up and towing as seen in this photo.

DCP_0975.JPG
 
Bashton, your post has me speechless! I would be honored and will PM you.
Bill, I know Chicago is a pretty good trek from CT, but if there is any way to take Bob up on the invite to MCACN you have to find a way to make it happen. It is a very special show. Bob and his crew have a top notch class A event. Each time I have shown a car there I have been treated royally and the cars on display are spectacular.
 
Bill, I know Chicago is a pretty good trek from CT, but if there is any way to take Bob up on the invite to MCACN you have to find a way to make it happen. It is a very special show. Bob and his crew have a top notch class A event. Each time I have shown a car there I have been treated royally and the cars on display are spectacular.

Bill, my wife told me last night that we have to find a way to make that show with the car next year and I certainly want that to happen as that show is on my bucket list. The biggest obstacle I see is getting the car there at that time of the year that the show takes place. I may have to have it shipped. I would not want to trailer it on my open trailer at that time of year and the enclosed trailer is too heavy for my truck and pulling the enclosed trailer with my motorhome would take forever to make that trip and would present some other challenges.
 
I have invested $3,000 in repairs, tires, wheels etc.
If those are the wheels in the first pics, they really look like **** and need to go! You could have done waaaaaaaay better then that for the coin!
 
The wheels are American Racing VN501's, 17 x 8 in the front with 255R/50/17 and 17 x 9 in the rear with 275R/50/17 in the rear. They have a Magnum 500 look to them and were very reasonably priced (less than $700 shipped). The 16" 80's cop car style wheels that Henry had on the car had to go because there were no tires available that were anywhere near big enough for the rear wheels except for drag radials.
 
Best lookin hood scoop on a slabbie I have ever seen! Love the colour is it Spanish Red QQ1?
 
The wheels are American Racing VN501's, 17 x 8 in the front with 255R/50/17 and 17 x 9 in the rear with 275R/50/17 in the rear. They have a Magnum 500 look to them and were very reasonably priced (less than $700 shipped). The 16" 80's cop car style wheels that Henry had on the car had to go because there were no tires available that were anywhere near big enough for the rear wheels except for drag radials.
I like the wheels.
 
I got to ride shotgun once in the Whale with Henry behind the wheel - I’m no expert, but you’re in for a good bit of fun!!!
 
Bill, I must have been napping as I don't recall this car either on the Drydock or in Mopar Action. However, like everyone else here, I agree the car is gorgeous. I like everything about it. Also, I think the wheels look great on this car.
 
For those not familiar with the build of this car, the following is an outline of what was done. When the car was sold to the guy in Washington State it came with over $25,000 in receipts for the build. Sadly, those documents were not with the car.


1966 CHRYSLER 300. Unrestored, mostly original paint car from California.

Built in 2005

Approx. 5,000 – 6,000 miles on the car since it was built

The following is the builder, Henry's original build description.



VEHICLE DESCRIPTION:

This '66 300 has a full race 493” engine, 727 automatic with a Gear Vendors overdrive unit, Dana 60 rear end, and road race suspension with four wheel disk brakes. Henry states that despite the fact the 300 weighs 4544 lbs, she has a best 1/4 mile of 12.2 seconds at 114 mph, with a 60 ft. time of 1.94 seconds, on street tires and limited traction and leaving from idle, gently accelerating to full throttle.

THE ENGINE:

Corrected power and torque numbers at the rear wheels are 550 hp at 5800 rpm, with 500 ft./lbs. torque at 4800 rpm. Redline is 7,500, the Rev limiter in the MSD 6AL is set at 7,200 RPM.

This engine was designed and built by myself (Henry) and Jerry Porter of P&P Machine. It's a 1974 Imperial thick deck 440 block, bored .030", and filled 1/2 way up with Moroso block filler. Billet steel main caps were added, anchored by ARP studs. Block preparation included all the oil passages smoothed, all flashing ground off, crank clearancing, valve reliefs in the deck and a Hemi oil pickup. An Eagle 4.15" stroke crank is used with a set of .200" over Manley H-beam rods, total length 6.965", giving a near perfect 1.68 rod/stroke ratio. The Manley rods come with ARP wave-loc bolts. The pistons are custom Ross forgings with an 11.8cc dish. The Ferrea wrist pins are tapered, light weight, .990" diameter, full floating.

The tops of the pistons have been polished to a mirror finish (lowers heat transfer to the piston). Installed height is .002" down from the deck. Rod and main bearings are Clevite 77 P-Series with the main and rod clearances set at .003" and .0025" respectively. Piston rings are Speed-Pro Plasma-Moly top ring and stainless oil ring with Childs & Albert ZGS gapless second rings.

The block is fitted with a Moroso windage tray and a modified stock oil pan, enlarged to 7 quarts, with baffling. The cylinder heads are Edelbrock RPM's with Hughes Engines Stage III porting. This includes replacing the intake valve with 2.19" diameter ones for added flow. Flow at .700" lift and 28" water is 320cfm for the intake, and 245cfm for the exhaust. The heads were also milled to bring the chamber volume down to 76 cc's. The combustion chambers were fully polished to a mirror finish like the pistons.

With the Fel-Pro head gaskets, the combustion chambers have a nice .041" quench area to promote turbulence and reduce the risk of detonation. The static compression ratio is 11.3:1, a compression test produces about 210 psi, and the engine runs great on 93 octane unleaded premium. The cam is a custom Ultradyne solid roller with 257/265 deg. at .050 and .668"/.668" gross lift with 109 deg. lobe centers installed 4 deg. advanced. The cam is spun by a Milodon gear drive, and a Melling high volume oil pump uses a Mopar hardened shaft with a bronze gear.

The valve train uses Comp Cams Pacaloy springs with titanium retainers and lash caps. Harland-Sharp 1.6 ratio roller rockers with Comp Cams .080 wall chromoly custom pushrods. The roller lifters are custom Crower units with the large axle and oil provided to the needle bearings. There is also a Mopar aluminum water pump housing and Moroso aluminum water pump with a Mr. Gasket balanced thermostat.

A Holley 950 HP is used with an Edelbrock Victor intake. Fuel is fed to the carb by a 150 gph Carter mechanical pump. The intake has been port matched and the Holley has been reworked and dyno tuned. An MSD billet distributor with a MSD 6AL CD box provides the ignition through Moroso 11mm wires. Timing is set at 12 deg. initial with 34 deg. total advance. Hooker Super Competition headers feed into a full mandrel bent 3" exhaust with Excelerator (magnaflow look-alike) mufflers, and stainless 3-1/2" tips.

DRIVETRAIN:

The 1969 727 torque flight uses stock components except for the following. A Hemi cast iron intermediate band, 4.2 ratio 2nd gear band lever, billet 6061 T-6 aluminum low/reverse piston and heavy duty spring (enhances 1-2 shift), accumulator blocker is installed (firmer shifts), and an A&A Transmission race manual reverse pattern valve body with low-band apply (provides first gear braking and extra sprag protection).

The torque converter is a custom Hughes 11" 3000 stall with forged stator, heavy duty roller bearings and sprag, and furnace brazed fins. This is a high efficiency converter and has reduced slippage at cruise rpm. The transmission also has a Gear Vendors overdrive attached which can be shifted in between the regular 3 transmission gears, effectively creating a 6 speed automatic.

A custom 3-1/2" diameter steel driveshaft uses Spicer 1350 U-joints. The rear end is a Dana 60 with 3.54 gears, a Powr-Lok limited slip, and Dutchman 35 spline forged axles with screw in studs.

SUSPENSION:

Front: Lower control arms are boxed, custom 1-1/4" roll bar from Quickor Suspension, custom 1-1/4" torsion bars from Firm Feel, all new bushings, ball joints, and tie-rod ends from Rare Parts, Proshocks adjustable shocks, higher compression strut rod bushings, 1973 11-3/4" Chrysler disks with stock calipers and braided steel lines.

Rear: Custom leaf springs from National Spring with double wrapped front eye, 9 leaves front/7 rear, poly bushings, Addco 3/4" roll bar, Proshocks adjustable shocks, front leaf spring mount moved inboard 7/8" (for tire clearance), Street Rod Manufacturing rear disk brake kit (maintains the emergency brake) with Lincoln 11" rotors and Eldorado calipers and braided steel lines.

The brakes use a 4-wheel disk master cylinder and proportioning valve from MP Brakes. All the brake pads are semi-metallic with low fade characteristics. The suspension is tuned to be neutral in the turns with power on.

The tires are BFG Radials, 265/50R-16 in the front, and 295/50R16 in the rear. The rims are custom steel rallies, 9" wide in the front, 10" rear, with stainless steel trim rings and center caps made from original 300 spinner hubcaps.

OTHER MODIFICATIONS:

A custom 4 core, high tube density radiator by US Radiator, 1964 Imperial gas tank, and 3/8" fuel line throughout, including into the tank. A trunk mounted 1000 ah battery with Moroso battery cutoff switch. High torque mini starter. A handmade gauge cluster with a modified A-body console base. Autometer gauges include tachometer, oil pressure, fuel pressure, oil temp, water temp, volts and trans temp. A B&M Quicksilver ratchet shifter changes the gears. A handmade custom cowl induction provides fresh air to the engine. The steering has been converted to manual, and the brake pedal ratio is modified from 3:1 to 6:1 so no power booster is needed. Modified Lakewood traction bars.
 
For those not familiar with the build of this car, the following is an outline of what was done. When the car was sold to the guy in Washington State it came with over $25,000 in receipts for the build. Sadly, those documents were not with the car.


1966 CHRYSLER 300. Unrestored, mostly original paint car from California.

Built in 2005

Approx. 5,000 – 6,000 miles on the car since it was built

The following is the builder, Henry's original build description.



VEHICLE DESCRIPTION:

This '66 300 has a full race 493” engine, 727 automatic with a Gear Vendors overdrive unit, Dana 60 rear end, and road race suspension with four wheel disk brakes. Henry states that despite the fact the 300 weighs 4544 lbs, she has a best 1/4 mile of 12.2 seconds at 114 mph, with a 60 ft. time of 1.94 seconds, on street tires and limited traction and leaving from idle, gently accelerating to full throttle.

THE ENGINE:

Corrected power and torque numbers at the rear wheels are 550 hp at 5800 rpm, with 500 ft./lbs. torque at 4800 rpm. Redline is 7,500, the Rev limiter in the MSD 6AL is set at 7,200 RPM.

This engine was designed and built by myself (Henry) and Jerry Porter of P&P Machine. It's a 1974 Imperial thick deck 440 block, bored .030", and filled 1/2 way up with Moroso block filler. Billet steel main caps were added, anchored by ARP studs. Block preparation included all the oil passages smoothed, all flashing ground off, crank clearancing, valve reliefs in the deck and a Hemi oil pickup. An Eagle 4.15" stroke crank is used with a set of .200" over Manley H-beam rods, total length 6.965", giving a near perfect 1.68 rod/stroke ratio. The Manley rods come with ARP wave-loc bolts. The pistons are custom Ross forgings with an 11.8cc dish. The Ferrea wrist pins are tapered, light weight, .990" diameter, full floating.

The tops of the pistons have been polished to a mirror finish (lowers heat transfer to the piston). Installed height is .002" down from the deck. Rod and main bearings are Clevite 77 P-Series with the main and rod clearances set at .003" and .0025" respectively. Piston rings are Speed-Pro Plasma-Moly top ring and stainless oil ring with Childs & Albert ZGS gapless second rings.

The block is fitted with a Moroso windage tray and a modified stock oil pan, enlarged to 7 quarts, with baffling. The cylinder heads are Edelbrock RPM's with Hughes Engines Stage III porting. This includes replacing the intake valve with 2.19" diameter ones for added flow. Flow at .700" lift and 28" water is 320cfm for the intake, and 245cfm for the exhaust. The heads were also milled to bring the chamber volume down to 76 cc's. The combustion chambers were fully polished to a mirror finish like the pistons.

With the Fel-Pro head gaskets, the combustion chambers have a nice .041" quench area to promote turbulence and reduce the risk of detonation. The static compression ratio is 11.3:1, a compression test produces about 210 psi, and the engine runs great on 93 octane unleaded premium. The cam is a custom Ultradyne solid roller with 257/265 deg. at .050 and .668"/.668" gross lift with 109 deg. lobe centers installed 4 deg. advanced. The cam is spun by a Milodon gear drive, and a Melling high volume oil pump uses a Mopar hardened shaft with a bronze gear.

The valve train uses Comp Cams Pacaloy springs with titanium retainers and lash caps. Harland-Sharp 1.6 ratio roller rockers with Comp Cams .080 wall chromoly custom pushrods. The roller lifters are custom Crower units with the large axle and oil provided to the needle bearings. There is also a Mopar aluminum water pump housing and Moroso aluminum water pump with a Mr. Gasket balanced thermostat.

A Holley 950 HP is used with an Edelbrock Victor intake. Fuel is fed to the carb by a 150 gph Carter mechanical pump. The intake has been port matched and the Holley has been reworked and dyno tuned. An MSD billet distributor with a MSD 6AL CD box provides the ignition through Moroso 11mm wires. Timing is set at 12 deg. initial with 34 deg. total advance. Hooker Super Competition headers feed into a full mandrel bent 3" exhaust with Excelerator (magnaflow look-alike) mufflers, and stainless 3-1/2" tips.

DRIVETRAIN:

The 1969 727 torque flight uses stock components except for the following. A Hemi cast iron intermediate band, 4.2 ratio 2nd gear band lever, billet 6061 T-6 aluminum low/reverse piston and heavy duty spring (enhances 1-2 shift), accumulator blocker is installed (firmer shifts), and an A&A Transmission race manual reverse pattern valve body with low-band apply (provides first gear braking and extra sprag protection).

The torque converter is a custom Hughes 11" 3000 stall with forged stator, heavy duty roller bearings and sprag, and furnace brazed fins. This is a high efficiency converter and has reduced slippage at cruise rpm. The transmission also has a Gear Vendors overdrive attached which can be shifted in between the regular 3 transmission gears, effectively creating a 6 speed automatic.

A custom 3-1/2" diameter steel driveshaft uses Spicer 1350 U-joints. The rear end is a Dana 60 with 3.54 gears, a Powr-Lok limited slip, and Dutchman 35 spline forged axles with screw in studs.

SUSPENSION:

Front: Lower control arms are boxed, custom 1-1/4" roll bar from Quickor Suspension, custom 1-1/4" torsion bars from Firm Feel, all new bushings, ball joints, and tie-rod ends from Rare Parts, Proshocks adjustable shocks, higher compression strut rod bushings, 1973 11-3/4" Chrysler disks with stock calipers and braided steel lines.

Rear: Custom leaf springs from National Spring with double wrapped front eye, 9 leaves front/7 rear, poly bushings, Addco 3/4" roll bar, Proshocks adjustable shocks, front leaf spring mount moved inboard 7/8" (for tire clearance), Street Rod Manufacturing rear disk brake kit (maintains the emergency brake) with Lincoln 11" rotors and Eldorado calipers and braided steel lines.

The brakes use a 4-wheel disk master cylinder and proportioning valve from MP Brakes. All the brake pads are semi-metallic with low fade characteristics. The suspension is tuned to be neutral in the turns with power on.

The tires are BFG Radials, 265/50R-16 in the front, and 295/50R16 in the rear. The rims are custom steel rallies, 9" wide in the front, 10" rear, with stainless steel trim rings and center caps made from original 300 spinner hubcaps.

OTHER MODIFICATIONS:

A custom 4 core, high tube density radiator by US Radiator, 1964 Imperial gas tank, and 3/8" fuel line throughout, including into the tank. A trunk mounted 1000 ah battery with Moroso battery cutoff switch. High torque mini starter. A handmade gauge cluster with a modified A-body console base. Autometer gauges include tachometer, oil pressure, fuel pressure, oil temp, water temp, volts and trans temp. A B&M Quicksilver ratchet shifter changes the gears. A handmade custom cowl induction provides fresh air to the engine. The steering has been converted to manual, and the brake pedal ratio is modified from 3:1 to 6:1 so no power booster is needed. Modified Lakewood traction bars.
Kind of amazing for me. This car was being built just as I was getting ready to sell my 68 which I was also attempting to get to be somewhat of a 1/4 mi romper. I followed this pretty closely until I got rid of my car .. it was actually kind of hard for me to look at the C Body sites after my Monaco was gone.

Long and short of it, this car was long gone by the time I got back into the game. It's really nice to see it again and DEFINITELY nice to read this write up.

I guess now that I'm in the same state I've got no excuses not to see her in person!
 
Very beautiful car. Was it an original 440 TNT package ?
I like the new wheels set. Are These 17" diamter rims ?
Wish you to have much fun with the new ride.
Frank
 
Very beautiful car. Was it an original 440 TNT package ?
I like the new wheels set. Are These 17" diamter rims ?
Wish you to have much fun with the new ride.
Frank

The car was originally a 383-4V car. The wheels are 17" American Racing VN501's, 17 x 8 up front and 17 x 9 out back.

Thanks.
 
Besides new tires and wheels, a leaking carb was fixed, a new master cylinder and rear brake calipers were installed, I got rid of the ratchet style floor shifter that was not working properly and was not in a good location for me (on the side of the transmission tunnel in front of the seat) and had the car put back to column shift but still a reverse pattern manual shift and had a bunch of little things down.

As for the future, besides having fun I need to give her a good cleaning and wax, look into having a crack in the hood scoop fixed, have an oil leak fixed that may be the front seal and some day I want to put a/c in the car. It was a factory a/c car and everything is still under the dash so I just need an under the hood a/c kit with a modern compressor.

Really bummed that we have had so much rain and cold weather that I have not been able to take her out for a few weeks.
 
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