And here is more info as taken from Henry's eBay auction and the Doctor who bought it next eBay auction:
1966 CHRYSLER 300, FASTER THAN A HEMI CUDA, DODGE CHARGER OR GTX, DART AND CORONET
ULTIMATE MOPAR STREET MACHINE
I purchased this amazingly engineered and professionally built car last summer to be a drive train donor for another project but after driving the car lost any interest in cutting it up. The car came with over $25,000 in receipts down to nuts and bolts not including labor. I have put about 3000 miles on the car since purchase. The builder checks in on the car every couple of months to see how it's doing. I'm selling this car for what has been invested into the motor alone. The A and B bodies have become outrageously priced and this car will out handle and outperform any of them. This car is very drivable and will idle in traffic on a 90 degree day without overheating. Drivetrain has approx. 5k miles since build and has not been raced since original testing by builder.
Change of life forces sale.
Good Luck
Dr. Moore
The following is the builder, Henry Lugg's original build description.
VEHICLE DESCRIPTION:
You are looking at THE FASTEST and BEST HANDLING 1966 Chrysler 300 in the world, bar none. Think I'm joking? Well, I invite you to read on, and decide for yourself.
INTRODUCTION:
I thought it would be cool to have a unusual car that could blow the doors off almost anything else on the road. A car that would really spin onlookers on their heels, give passengers the willy-nillies, and bring giggles of delight to the driver. Well, this 300 delivers and is the manifestation of that idea. This '66 300 has a full race 493 cid engine, 727 automatic with overdrive, Dana 60 rear end, and road race suspension with four wheel disk brakes. 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! If slicks were used, the time would drop into the high 11's. Top speed (calculated at 6500 rpm) is 180 mph. Corrected power and torque numbers at the rear wheels are 497 hp at 5800 rpm, with 500 ft./lbs torque at 4800 rpm. This 300 was just featured in the June '06 issue of Mopar Action. All the work done on the car was just completed last year, and everything described below is NEW, with less than a 1000 miles since completion.
RAW MATERIAL:
I purchased this grand old lady from the original owners in California. The 300 spent its whole life (until 2000) in the Sacramento area. She comes with original window sticker, certicard, original maintenance records, build sheet, and original black CA plates. Even the original sales order! When purchased new she had a 330hp TNT 383, automatic, power steering and power drum brakes, AM radio, A/C, with Spanish red exterior and interior, pretty much a plain-Jane 300. It was well cared for during her life, always garaged, with only one mishap when the passenger side door was scraped backing out of the garage. Hence the passenger side door and rear quarter were repainted. Other than that, she has all original paint, and with the original vinyl top. The chassis has 122,390 miles currently, and there is no rust on the body. Period.
THE ENGINE:
The only original parts on the engine are the block, thermostat housing and a few bolts. Everything else is new, literally. This engine was designed and built by myself and Jerry Porter of P&P Machine, a Hemi dragster racer of many years. It's a 1974 Imperial thick deck 440 block, bored .030", 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 Ultra dyne 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 chrome-moly 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 torqueflight 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.
OTHER COMMENTS:
The car looks great, but up close the discerning eye, a few dings, scratches and chips can be seen. Overall she's in fantastic shape for a 40 year old car! The driver’s seat base has some tearing and could use a new cover. This vehicle is not for the faint of heart. The steering is heavy in a parking lot but fine out on the road with good road feel. The brakes work excellently but require significant pedal effort to lock all four tires. Acceleration in the 300 is blindingly fast and she sticks to the road like peanut butter in the turns.
AS IS NO WARRANTY
This vehicle is being sold as is, where is with no warranty, expressed written or implied. Descriptions are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the vehicle, and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this vehicle at the buyer's request prior to the close of sale. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle.