The closest I’ve come to owning a Shaker equipped E-body was this 1970 Barracuda I had back in 1989. Born a G-code 318 2-barrel, somebody swapped in a 383 and most of the Shaker bits from another car. The hood was a standard flat Barracuda unit that was jig-sawed for clearance. At least it had a real die-cast metal adapter ring screwed to the butchered hood skin. Notice how Mopar’s habit of installing drivelines off-center (for steering box clearance) forced the carburetor inlet to favor the passenger side. My non-Mopar buddies always got confused over this detail. We called this car the “Faker Shaker”.
That’s a much younger “me” (complete with black Swatch wrist watch and Love and Rockets concert T-shirt) checking out the stack-height of the Shaker on the 383 during an engine-out detailing campaign in 1989. Resting atop an Edelbrock dual plane and Holley 750, the non-factory induction forced the bubble to sit higher in the hood opening. Happily it didn’t rub or cause trouble. Like many Shakers, mine had been completely gutted. The flaps, hinges, cables and round air cleaner lid were eliminated. Air flowed directly into the Holley. Mine even lacked the mounting feet and was trapped between the carburetor and closed hood. Nothing else held it in place but it worked.
This factory service manual illustration hints at the complexity hiding inside every E-body Shaker unit. While the bubbles were standardized, specific base plates were needed for 340 4-barrel, 383 4-barrel, 440- 4-barrel, 440 Six Pack and 426 Hemi installations. Considering that only 408 Challengers were built with Shaker hoods, there is no doubt Dodge lost fistfulls of money on the Shaker hood program. But the legend is so strong, Dodge wisely brought it back.