1965 Dodge Coronet 500 – Funny Lookin’ – 41

September 8th, 2009 by NZV8

Dodge Coronet 500 V8 41 fq

Darren Selwyn’s ’65 Dodge Coronet pays tribute to the beginning of the funny car era

To the uninitiated, there are a lot of things about drag racing that can cause confusion. There are myriad classes, some of which feature totally dissimilar cars; there are handicapped starts; and, as incredible as it sounds, it’s entirely possible to lose a race by going too fast. But one question that invariably comes up is how that sleek, aerodynamically tweaked, carbon fibre air-brushed blob ever got landed with such a stupid misnomer as ‘Funny Car’.

These things are as serious and as frightening as a train wreck, and there’s nothing funny about that. The answer lies back in drag racing’s past, the heyday of the sport back in the early 1960s.

Funny car invented here!

The sport initially grew up around hot rods, and the cars and classes reflected this. But by the early ’60s Detroit’s car companies ” and Chrysler in particular ” were starting to show an interest in selling new cars to the crowds that flocked to watch the races. The philosophy of ‘win on Sunday, sell on Monday’ created the era of match race stockers, in which drivers of subtly modified Fords, Chryslers and a few die-hard GM independents (who may or may not have received factory support) battled it out weekly, with partisan spectators creating heroes overnight.

Racers would try anything to gain the upper hand. In late 1963, Ford put Jack Christman on the road in a nine-second-capable supercharged Mercury Comet to show up unannounced at any race Chrysler’s Ramchargers were attending.

In ’63 the Dodges and Plymouths had slight illegal modifications to the wheelbase; in late ’64 they pulled out all the stops, sliding both the front and rear wheels forward massively, gaining more rear overhang for better traction and, at the same time, shortening the actual wheelbase. The sanctioning bodies came up with different names for these cars, including Unlimited Stockers, or Factory Altereds, but the name that stuck was the one the spectators used. The crowd decided these were funny-looking cars. By 1966 Ford had upped the ante with a full fibreglass lift-off body on a dragster-like chassis, and the altered wheelbase machines became little more than an interesting footnote in drag racing history. Until almost 40 years later¦

Making Plans

Due to a favourable exchange rate, the last few years have seen an influx of cool machinery onto this country’s drag strips. In a couple of examples, these cars came complete with owners.

Darren Selwyn and Sarah Gray built up this awesome rendition of a 1960s altered wheelbase match race Super Stocker in the UK, but when the opportunity came to move half way around the world, Darren planned to sell the unique Dodge. “We came out for a holiday during the summer before we moved, and discovered both a drag strip and a hot rod club, so we decided to bring it with us and continue to play with it,” he says.

Darren was merely looking for a home for the 440 he had built: “All I wanted was a hot street car with a 440”. This ’65 Coronet had been imported into Blighty by its US-based owner to race as a hot street car, and it performed that task admirably for a few years. Normal wear and tear aside, the car had stood up to the rigours well and looked to be exactly what Darren was after: a rolling body minus engine and trans. Cash changed hands and ‘Dazz’ procured a trailer to pick up his new project. The excitement of purchasing his new toy was no doubt still pumping through his veins when a different excitement ” fear, I think it’s usually called ” grabbed Darren’s attention.

The towing van got into a bit of a speed wobble in peak traffic. “We were cruising along, then the van’s at 90 degrees to all the other traffic and the trailer’s about to pass us. Then there’s this almighty bang and everything’s pulled back round to where it was supposed to be. I got out to inspect the carnage and change undies, and we’d hit a bloody great motorway sign, which was now leaning on a 45-degree angle and the back of my new car was severely munted. I was far from impressed but I guess it was an omen to build it as an altered wheelbase car.”

Changing Plans

Darren drops this into the conversation as if it was the easiest thing in the world, but I’m sure everyone could appreciate it was not exactly the soft option. “We made a start and then it sat for a while,” he admits. “We didn’t have a clue what we were doing and I had to do a fair bit of research.” Without going into great detail, a 305mm section of floor where rear passengers once rested their feet was cut out and tossed into the discarded tin pile, then the rear wheel wells, wheel arches and all associated and attached panels were cut free, rolled forward 205mm and welded into position. As the Coronet features unibody construction there is a 10-point roll cage. Various round tube cross members and braces were welded into place underneath to help tie the car back together and provide a mount for the new Competition Engineering ladder bars. A stock width 8-3/4 diff was attached to the ladder bars and a pair of Avo shocks is used to damp unwanted axle movement. Once the basic rear suspension was in place, work began up front. Chrysler’s torsion bars and K member joined the growing junk pile, to be replaced with some hairpin-shaped radius rods and a straight axle. Naturally enough, this is mounted 255mm further forward, placing the front wheels ” like the back ones ” somewhere other than where the Dodge stylists originally envisaged them. The huge dent and the holes behind the rear wheels where the wheel arches used to be were repaired with steel, but the front guards are fibreglass items, as is the six-pack-style bonnet, the boot lid and front and rear bumpers. Dale of DRE in the UK made a mould from the original panels and then cut up the guard moulds to move the front wheel arches forward. The front is not one piece ” the Dodge’s bonnet comes off separately, as they did on the ’60s match racers.

Rod Gone Postal

The 440 Darren bought the car for had a short lifespan, giving two years of hard service before “it tossed a rod going through the finish line,” according to Darren. “There was a hole in the block you could stick your hand in, pistons into the heads, all that; I did a proper job of it.” The replacement is a 493ci wedge that he hopes will push the much-modified Mopar down the track somewhere in the nine-second range. Featuring Indy cylinder heads and an old school Indy constant flow fuel injection system, the motor certainly has the potential.

Track time with the engine has been limited, but the car has been raced at Santa Pod, Shakespeare Raceway and York Raceway, where, Darren claims, “first to smell the pigs wins.” Pandemonium was also a big hit on the European show scene. Daz was invited to appear at Messukeskus, a big American car show held in Helsinki, Finland, in 2005.

No doubt getting he’s getting used to all the attention, as the beast also created a bit of a stir at its first appearance at Fram Autolite Dragway, where it raced for the first time at the NZV8 Chrysler/Mopar Nationals. Darren seems a bit nonplussed about all the attention. “It’s just a street car that sort of evolved,” he says, with a shrug. True, but by today’s standards the Dodge has devolved, thank the Lord. And thank some Chrysler engineers, too ” without them the funny car might never have existed.

Darren Selwyn – Owner Profile

Age: 40
Occupation: Fork hoist engineer
Previously owned Cars: 105e Anglias, ’71 Plymouth Duster, ’63 Stepside ute, ’64 Ford Falcon station wagon, ’53 Ford Customline club coupe
Dream car: This car but with a Hemi!
Build time: Three years
Length of ownership: 10 years
DARREN thanks: Harrison, Ian, The Menace, Zimmer, Ossie, Mikey Farmer, Phil, Backdraft racing: www.backdraftdragracing.co.uk, DASH racing, Valley Gas Speed Shop: www.valleygasspeedshop.com, ICE Automotive: www.iceautomotive.co.uk, Neil Melliard, Mick Hillier, Trevor, Hugh, Bronwyn, and Sarah for putting up with him when it all goes wrong.

1965 Dodge Coronet 500 – Specifications

Engine: 440ci big block stoked to 493ci (7210cc to 8079cc), cast block, billet steel main caps, Eagle stroker crank, Bill Miller alloy rods, Ross pistons, Indy SR heads, home port job, Comp Cams roller cam, roller lifters, Crane 1.5 ratio roller rockers, Indy isolated runner intake, Indy constant flow injection system using Enderle belt-driven pump, MSD 7AL electronic ignition with rev limiter, MDS pro billet distributor, MDS pro power coil, MSD ignition leads, 2-1/8 primaries 36 inches long, four-inch collector, Valley Gas Speed Shop-built alloy radiator with heat element in bottom tank, twin Moroso catch cans — one for water, one for fuel, 18-litre Moon fuel tank, System One remote oil filter
Driveline: Torque Flite 727 with reverse pattern manual shift and trans brake, TCI super street fighter 4500 stall converter, Chrysler 8-¾-inch diff, stock width axle, Richmond spool and 4:10 gears, Strange axles.
Springs: 150lb rear, 200lb front; rear: Competition Engineering ladder bars and wheelie bars
Suspension: Hair pin set up to straight tube axle, remounted 255mm (10 inches) forward from stock position, Avo coil-over shocks, adjustable preload and rebound
Brakes: Unknown origin fronts, stock Chrysler 10-inch drum rear
Wheels/Tyres: 10×15 and 4×15 American Racing mags, Goodyear Eagle slicks 30×10.5×15, Mickey Thompson ET nostalgic front runners 7.60-15
Exterior: Fibre glass front fenders with wheel arches repositioned forward eight inches, fibre glass bumpers, boot lid and bonnet with six-pack scoop, front fenders mounted on tube frame removable independently of bonnet, Old English white (Rover) candy red (Datsun) laid by Mick Hillier of Crystal Coachworks, Newbury UK; livery by Neil Melliard, Pro sign UK
Interior: Jaz race seat, custom wheel, B&M ratchet shifter, Auto Meter tacho, fuel pressure, oil pressure and water temp
Chassis: Rear chassis kick up cut out, new box replaced forward from stock, monocoque chassis linked with tube K member to mount ladder bars, front wishbone/torsion bar suspension removed, stock front K member replaced with tube member
Performance: Dyno power 650hp (485kW); 986Nm torque; 0-400m, best 10.21 at 129mph (207.6kph)

Words: Trevor Tynan Photos: Adam Croy

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