In our last update on my Charger, I had just dragged my heat-soaked hind end from a 1,500-plus mile roadtrip to the Chrysler Carlisle Nats and back home again, with not one hint of trouble from our big B-body Mopar. It didn’t overheat, it didn’t ping in the mountains, it didn’t cough or bitch the whole way there and back. Other than a non-functional air conditioning unit that could’ve really come in clutch, there was nothing to complain about. Well…I say that, but there was one major factor that I really didn’t bring up about that trip that did bother me. Except for speed and a rough guess at fuel, I didn’t have a clue what was going on with the car. Aside from the NOS replacement speedometer I put into the car shortly after buying it, the fuel gauge that was inaccurate but in the acceptable way (in short, if I found a gas station the second I hit “Empty”, I would only have used about eight gallons of fuel instead of about 17 gallons), nothing worked. I had no tachometer to show me how hard I was spinning the unopened 360. I had no oil pressure gauge. The only time I’d ever seen the temperature gauge wake up was when the upper radiator hose popped off and the car steamed out, never in normal conditions, and the ammeter was a constant concern for the possibility of an electrical fire.
I hinted about what I was up to in Part 7, but didn’t go deep into details, so here’s what happened: after PRI 2022, I left the show and went to buy a Rallye gauge cluster from a 1978 Dodge Magnum. Ordinarily, this should’ve been enough…I had a full gauge cluster, complete with tach, that should just bolt straight in. But…well, let the photos tell you the rest of the story:
That’s one major project wrapped up. But winter has just started, and we have more things to get done before next year. Stay tuned, the next update will arrive sooner than later…
Need to catch up?