“A CAR THAT HAS HAD RESTORATION TREATMENT WILL BE MORE ENJOYABLE”

BODY & CHASSIS

E Body Mopars were a compromised design intended to be powered by six-cylinder engines or a small V8. Certainly they weren’t intended to deal with the weight or torque of a 7.2-litre lump up front. Build quality wasn’t flash either and cars that have never been crashed or restored may still have shocking panel gap inconsistencies, poor quality welds and body rattles. A car that has had the ‘rotisserie’ restoration treatment will cost considerable money but should, in the long term, be more enjoyable to drive and cost less to maintain than one that hasn’t been touched. Rust attacks sills, floors and the turret. Closely check windscreen apertures and rear pillars for bubbling plus the lower door skins and sills.

ENGINE & TRANSMISSION

Basic cars will have a 383 big block, some including the exotic AAR a 5.5-litre ‘340’ or a massive 7.2-litre 440. Overheating is the big enemy of these engines so check for ‘milky’ oil due to water contamination, stains around hose connections and the water pump. Revamping the cooling system, including a new radiator, should cost less than $1000. Replacements for the ‘Six-Pack’ carburettors, aluminium manifold and even the correct linkages are available but allow $3500 plus freight and fitting. Manual and automatic transmissions used in these cars have a great reputation for durability. Be wary if a manual baulks when shifted quickly or an auto shudders when downshifting.

SUSPENSION & BRAKES

Mopar vehicles were for many years characterised by their torsion bar front suspension. The system is light and simple but as the bars age they can delaminate and mountings rust. Creaks when u-turning or cracking noises from the front end on bumpy surfaces are danger signals. For owners who want a car that handles there are now complete replacement front ends available which eliminate the torsion bars. They do cost several thousand dollars but are said to improve ride and lateral loadings, improve ground clearance and reduce weight. Disc brakes are pretty much a must-have in big-block cars and conversion kits are available for those that still have their original front drums.

INTERIOR & ELECTRICAL

Even though your ‘Cuda might currently cost $100K or more, the interior is anything but luxurious. Vinyl seats, some with ‘brushed nylon’ inserts, were pretty basic and quickly sagged under the weight of occupants. Replacement seat vinyl and foam padding are being remanufactured, however suppliers recommend engaging a professional trimmer to undertake the fitting. Peeling plasti-wood trim, cracked dash plastics, door trims and armrests are also now available however adding the cost of replacing just the dash and console with reproduction parts from one supplier totalled US$1700. Basic electrics are available and affordable.

NUMBER BUILT 26,117 (1973 ) BODY integrated body /chassis t wo-door coupe & conver tible ENGINE 5565, 6275, 6974 or 7206cc V8 with overhead valves, single or triple downdraf t carburet tors POWER & TORQUE 279kW @ 4 800rpm, 554Nm @ 3600rpm (4 4 0 4bbl) PERFORMANCE 0-9 6km /h: 5.9 seconds, 0-4 0 0 metres 14.4 seconds (4 4 0-6 4-speed) TRANSMISSION 3 or 4-speed manual, 3-speed automatic SUSPENSION Independent with torsion bars, control arms, wishbones, telescopic shock absorbers & anti-roll bar (f) ; live axle with semi-elliptic springs & telescopic shock absorbers (r) BRAKES Drum or disc (f) drum (r) with power assistance TYRES F 70-14 bias ply