25 minute read
Starting Lines
Dodge has announced that ordering is now open for the 2021 Dodge Charger and Durango Pursuit vehicles which are now equipped with new transmissions and hightech options which are meant to enhance officer safety, responsiveness and fuel efficiency. The Charger Pursuit will now offer the TorqueFlite eight-speed transmission on both available powertrains which include the all-new V6 all-wheel-drive and the legendary V8 HEMI rear-wheel drive. The new powertrain combos will exceed the previous model’s performance and will also increase fuel efficiency. Other standard features of the Charger Pursuit include a top speed of 225 km/h with the ability to configure and limit top speed for specific agency needs, electric power steering, Apple CarPlay, Android Auto and an increased GVWR (Gross Vehicle Weight Rating) of 5,500 lbs. to accommodate more payload. The 2021 Dodge Durango Pursuit will also offer many new features and include the option of the 3.6L V6 or 5.7L HEMI V8 engine both paired to the same 8-speed TorqueFlite found in the Charger. Other improvements include an IP-mounted shift lever to free up space in the centre console area, four programmable auxiliary switches and police-specific front seats to accommodate duty belts. A new upfit-friendly Vehicle Systems Interface Module will also be offered as will a heavy-duty BR9 brake package, standard vinyl flooring and a tri-zone climate control system designed with K-9 units in mind.
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Volume 18, Issue No. 5 October / November 2020 Second Class Mailing Agreement #40050183
Publisher: Dean Washington dean@rpmcanada.ca
Associate Publisher: David Symons david@rpmcanada.ca
Managing Editor Jordan Allan jordan@rpmcanada.ca
Distribution Manager: Brenda Washington brenda@rpmcanada.ca
Copy Editor: Gerry Frechette gerryf@rpmcanada.ca
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Contributing Writers / Photographers: Jordan Allan John Gunnell Cam Hutchins
Muscle Car Plus Magazine is published six times per year by RPM Media Inc.
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2021 Dodge Challenger R/T Scat Pack Shaker and T/A 392 Now Available In Widebody Package
Dodge announced it will be expanding the availability of its Widebody Package for the Challenger in 2021 by offering it for the R/T Scat Pack Shaker and T/A 392 models. Both models are powered by the same naturally aspirated 392 HEMI V8 that produces 485 horsepower and 475 lb-ft of torque and is paired to a standard Tremec six-speed manual or optional TorqueFlite eight-speed automatic transmission. The Widebody package on the
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R/T Scat Pack adds 3.5-in. of overall width and features 305/35ZR20 Pirelli tires mounted on 20x11-in. wheels as well as an SRT-tuned chassis and SRT-tuned high-performance adaptive damping suspension. The automatic-transmission models feature steering wheel mounted paddle shifters while both transmission options boast a dual extractor hood, SRT Performance Pages with drive modes and Line Lock which engages the front brakes but leaves the rear wheels free for a burnout. Those who opt for the Challenger R/T Scat Pack Shaker and T/A 392 Widebody Package will see an improvement of close to 2 seconds per lap or 12 car lengths when compared to the non-Widebody model. On the quarter-mile, the Widebody gains 0.2 seconds, with a 12.1 second run at 180 km/h (112 mph). Both models are set to become available early next year.
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Still Flawless
Dave Deeg’s beautifully restored 1969 Chevelle SS
The 1969 Chevelle SS 396 we see here today is a very different car than what rolled across the production line. Today, this car is treated like a jewel and lovingly looked after, proudly driven from show to show. Its early life was more like that of a race horse, driven hard and put away wrecked. Its owner, Dave Deeg, bought this car off his brother Alvin in 1979 for $1,500. He then proceeded to treat the car to all the horrors a 17 year-old can do to a big-block Chevy.
Racing friends, long high-speed, hi-revving drives, burnouts, neglect, more high-speed runs and burnouts. The car had probably got used to this because when his brother bought it in the early ‘70s, it had already been wrecked once and had a new “Service Block” because someone had blown the motor....hard.
The car was built in the General Motors Oshawa Plant on April 21, 1969 and sold new in Regina. Regina has a long and illustrious history with General Motors Canada and at one time, the corner of Winnipeg Street and 8th Avenue in Regina was the home to a plant building many cars for GM including Chevrolets. The location for a Western production facility was picked because Saskatchewan in 1928 had the third highest population in Canada and the highest car ownership per capita in Canada, and GM products sold well there.
The depression hurt the initial plans and manufacturing was halted after only a year of production. By the later ‘30s, they were producing Chevrolet cars and trucks, Maple Leaf trucks, Buicks, Oldsmobiles and Pontiacs. WWII stopped auto production and then after WWII, the plant never built cars again.
Oshawa’s production continued to grow, and in 1969, it built this car along with 5,303 other Chevelles in April, with total production of 34,765 Chevelles built only in 7 months, January to July of 1969, according to online sources. Information provided by George Zapora indicates there were 9,612 Chevelles, same model, built for Canada with 903 of them having the Z/25 option SS396 package.
The Z/25 package came with front disc brakes, and a 12-bolt rear end with Positraction an option. Other options included in the Z/25 package were the blackaccented grille, upgraded suspension, sport wheels, special hood, and a special 3-speed manual transmission. The available optional transmissions are impressive, with five choices - two 4-speed manuals, the M-20 and M-21, and three versions of the TH400 Turbo-Hydramatic 400 mated to the power put out by
whatever version of the 396 that was ordered. “CC” coded TH400 for the base 396/325hp engine, “CE” coded TH400 for L34 396/350hp engine, and a “CX” coded TH400 for the L78 396/375hp engine.
This car also came with the option “D55” front compartment Floor Console and “D96” Body Side Accent Stripe. Other options include tinted windshield, front bucket seats, vacuum power brakes, chambered pipe exhaust system, hydraulic power steering, pushbutton AM radio, manual antenna, and the ever important “Z49” Mandatory Canadian Base Equip Modifications. No mention of a block heater.
In the early ‘80s, Deeg was off to live with his sister in Regina while he attended an auto body repair course. The car was driven a lot because his girlfriend lived in Saskatoon, about two hours from his hometown Wynyard, and two-and-a-half hours from Regina. Of course, two hours is according to Google, not gas pedal; let’s just say the Chevelle never had any “carbon” build up in its 396! It was worth all the driving because they have been married since 1993 and have two great sons, and she likes to take the Chevelle out for the occasional burn when Deeg is busy.
Possibly because of all that driving, one of the wheel bearings seized while he was on his way to school. So he headed home in his sister’s commandeered car and with his Dad’s help, fashioned a “work around” to get the Chevelle home to the farm in Wynyard, which is so small Deeg had to mention it was near Raymore. Of course Raymore is so small you need to realize it is kind of the mid-point between Regina and Wynyard. Let’s just say where we have a few 1/4-mile drag strips, they have lots of arrow-straight “1/4-mile” drag strips all around Deeg’s hometown!
Now, here is where the car’s life goes sideways....the car just sat at the farm - for years! Alvin put his foot down in 2005, and said to his younger brother, the “Body and Paint Guy,” he had better restore the car within two years or he was going to take the car back because it had never been paid for in full! Deeg got his butt in gear and took the car apart and redid it all back to stock over the next four years.
New floors, new front fenders, new quarters, and a full new interior, from a kit from Parts Unlimited, Inc. out of La Grange, Kentucky, and installed by Deeg himself. Paint and some engine goodies made for a pretty sweet ride. The engine was treated to Magnaflow Headers, aluminum Edlebrock RPM intake manifold, and Holley 770 Street Avenger carb. He drove it like this until last year when Deeg decided some upgrades were needed.
A Classic Performance Totally Tubular CPP front end was installed along with quicker “500 Series” steering box from Classic Performance Products. The front and rear now have fully adjustable shocks. The old TH400 was swapped in favour of a more highway-suitable, 4L80E 4-speed transmission, and a brand new Moser Engineering rear end with disc brakes that was for his 1970 Chevelle project was put under the ‘69.
The old radio sits in its proper place but the glove compartment has the real remote stereo tucked away for all to hear. An aftermarket tach sits proudly where one has sat since almost forever, and the gas gauge is almost as big as the speedometer.
This Chevelle, back when it was restored to stock, caused Deeg to decide he really did not want a stock car. He started building a resto-mod and began buying parts for his next project, a 1970 Chevelle Convertible. He finally bought one that was located in Saskatchewan, originally from Ontario and rusty. Deeg was prepared to do the needed rust repairs, but the 1970 Chevelle was so bad, the whole windshield-surrounding metal was gone.
Working smarter not harder, Deeg bought a new Dynacorn body and started amassing an impressive collection of “go-fast’ parts. The desire to install a bad ass 454 was replaced when a near new 502 cu. in. mill was found for a great price. Starting with a bare frame, Deeg put extra supports in to handle some high horsepower. He also installed the stage three CPP Pro Touring suspension kit which consisted of the complete front and rear tubular control arms and sway bars, four-wheel disc brakes, adjustable shocks, rotors and spindles as well as a 500 series steering box.
This Chevelle Convertible was going to be awesome....but the well needed to be replenished a bit, so a bit of a hold got put on the project and this is why the ‘69 Chevelle got the project car’s Moser rear end and similar front suspension set up. The body and paint are still flawless as expected from a guy in the trade, but to further enhance the looks of a nearly perfect-looking ‘69, American Racing Magnum 500 17-inch wheels were installed, with 7-inches wide up front and 8-inches in the rear.
Just after these photos were taken, Deeg installed a Holley Sniper Electronic Fuel Injection system to make the car easier to love. It is incredible the difference fuel injection can make over carbs, and now the drivability is improved so much, he better hide the wife’s keys if he ever wants to drive it. The car just got back from a road trip to the only remaining indoor car show in Saskatchewan, and many trips are planned for this beauty, and the occasional burnout, drag race and runs on the “1/4 mile” tracks all over Saskatchewan.
Every Painting Tells A Story. Begin Your Collection Today.
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Old-School Muscle
Story and photos by Jordan Allan, additional photos courtesy of FCA Canada
With most of the automotive world focused on electrification these days, it is refreshing to know that modern muscle cars are still a thing, and are perhaps better than ever.
Though I’ve driven a few different versions of each of the Chevrolet Camaro, Ford Mustang and Dodge Challenger over the years, I still get very excited when I have the opportunity to spend time behind the wheel of one. There is just something about a big, loud, old-school, V8-powered rear-wheel drive, two-door muscle car that is unlike anything else. Recently, I got the opportunity to spend some time behind the wheel of a 2020 Dodge Challenger Scat Pack 392 Widebody and loved every minute of it.
The car is powered by a 392 6.4L HEMI engine that makes 485 horsepower and 475 lb-ft. of torque and provides that throaty, deep, V8 sound that simply cannot be replicated. Sure it isn’t the 700+ horsepower Hellcat or Hellcat Redeye model, but there was a time when 485 horsepower was considered astonishingly powerful, and I can confirm that it still feels that way.
My test model this time was paired to the 8-speed TorqueFlite automatic transmission rather than the 6-speed manual I have driven before and I have to admit, going in I was a bit skeptical. Sometimes high-horsepower cars are paired with automatic transmissions that simply can’t keep up to the engine and thus leaves a bitter taste in your mouth due to sloppy and slow shifts. This simply isn’t the case in the Challenger as the 8-speed does an incredible job of providing lightning fast shifts which can be controlled via the steering wheel mounted paddle shifters. Though it may be slightly not as fun as drop-
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The exterior of the car looks absolutely incredible in the Indigo Blue colour and the Widebody package that not only adds a great look on the outside, but also increases performance. The Widebody models are roughly 3.5-in. wider than the regular models giving you a wider stance and lower centre of gravity which is helpful in corners and during acceleration. Scat Pack badging is featured in a few different spots and overall, the Challenger, in my opinion, does the best job of all of the modern muscle cars of staying true to the late 1960s/early 1970s models that inspired it and really provides an old-school feel.
Comfortable and supportive seats are found up front and in the back you’ll find a surprising amount of room that can fit two additional adults as long as they are not overly tall. The gauges have an old-school look to them and the flat-bottomed, thick steering wheel felt great. The Uconnect 8.4-in.
display is easy to use and features SRT performance pages that allow you to time your laps, edit the car’s settings, view performance-oriented gauges and change the drive modes.
While Comfort or Normal modes are probably the ideal modes of choice for everyday driving, I simply couldn’t help myself and had it turned up to Sport at the very least, even venturing all the way up to Track when I found some open road. These modes alter the steering feel, throttle response and shift points of the car and you can roll with the preset settings that come with the car as I did, or set up a Custom package that gives you a bit more freedom to set it up as you see fit.
Although it is fairly capable, high-speed cornering is not where the Challenger truly shines as it is straight line acceleration that is the true highlight. Whether you’re already rolling or utilizing the Launch Mode, which is initiated using the ‘Launch’ button on the centre stack near the climate controls, when you really put your foot into it, the car instantly throws you back into your seat and provides an amazing sound from its big
V8, which is something I can simply not get enough of. Breaking the back wheels loose is very easy, even in the automatic model, and adds even more fun into the mix.
On top of the amazing acceleration, the car is just as comfortable as a highway cruiser with a decent ride and great overall steering feel and is fairly easy to manoeuvre around the city during everyday errands and tasks. The trunk is big enough for a set of golf clubs or a large hockey bag and as I mentioned, the rear seats have more than enough room for the kids. The car still has all of the safety and technology features you’d want including Apple CarPlay, A/C, Navigation, parking sensors and a backup camera, but in a very fun package when compared to everyday cars and SUVs.
Driving a Hellcat Challenger is certainly on my automotive bucket list, but having now driven a couple of different 392-powered Challengers, I can say that it does sufficiently scratch the Muscle Car itch and provides an old-school feeling that can only be found with a car such as this. It looks, sounds and feels incredible and with an astested price of $71,560 ($52,495 base price for Scat Pack 392
Widebody), that includes a Brembo brake system, aggressive 305/35ZR20 tires and outstanding 20x11-in. aluminum wheels, it also provides fairly good value when compared to other cars with similar specs.
Special Edition GTO
This Judge could also be bought - but few were
The Gallery (www.theautomobilegallery.org) displays the car as a Guest Vehicle. Story and photos by John Gunnell
In the mid-1950s, Jim Wangers worked for a man named Jack Stuart at Chevrolet’s advertising agency Campbell-Ewald. Stuart said that Wangers was a top-notch public relations genius, but he often spent more time talking to his drag racing buddies than completing his promotional projects. Stuart solved the issue by removing Wanger’s office phone until his assignment was done. Wangers then banged the project out overnight.
In 1958, Pontiac General Manager “Bunkie” Knudsen told Jim Graham, an account supervisor at Pontiac’s advertising agency, MacManus, John & Adams, that he wanted to hire a “car guy” who liked cars. Wangers was a car guy and since he was a racer, he liked the idea of working for Pontiac, which was in the middle of building a performance image to attract younger buyers. Wangers’ interest in racing was a plus at Pontiac.
In the fall of 1960, Wangers made headlines when he drove a 1960 Pontiac nicknamed “the Hot Chief” to a win at the National Hot Rod Association’s Nationals at Detroit Dragway. The car—sponsored by a performance-oriented dealer named Royal Pontiac—made a winning pass over the quarter mile in 13.92 sec. at 102.5 mph. That feat led to Wangers’ first meeting with John Z. DeLorean, who would go on to become Pontiac’s General Manager. In 1964, DeLorean, along with the Pontiac Engineering staff and Jim Wangers, conceived of the GTO as a $295 options package for the Tempest.
When the GTO bowed in the middle of the year, a legend was born. The car was quickly dubbed the “GeeTO Tiger” and a rock and roll group called Ronnie & the Daytonas recorded a song “Little GTO’ that rose to the top of the charts. Wangers was tied into the record. He then discovered that the Thom McAn shoe
company was the number one buyer of air time on America’s Top 40 radio stations. So a second tie-in became a pointed shoe with a tire tread sole and GTO badge that was advertised as “Made to Fit the Tiger.”
The release of the stripped-for-action Plymouth Road Runner named after a Warner Brothers cartoon character prompted Wangers and DeLorean to create the Pontiac GTO “The Judge” in 1969. Like the Road Runner, it was a factory hot rod with a popular name— in this case taken from the “Rowan & Martin Laugh-In”—a hit television show that coined the phrase “Here comes da Judge!” One of Wangers’ tongue-in-cheek advertisements for the new GTO model simply said, “The Judge can be bought!”
The Judge lasted until 1971 and was a hit with enthusiasts, although it never sold in really large numbers. Bob Cloud was the owner of U.S. Paper Naturally, the full custom interior Mills in DePere, Wis. According to has Jim Wangers’ signature on it. Paul Faby of The Automobile Gallery in Green Bay, Wis., Cloud also owned a high-performance garage called Big Three Performance. Faby Cloud passed away in 2011. He was a devoted family man and said that while on a trip to Arizona, Cloud met Wangers and enjoyed golf and automobiles. Cloud was a generous, benevoover drinks, Cloud asked Wangers, “What if General Motors had lent person who supported many community causes through done The Judge right?” The two men decided to build a modern the Cloud Family Foundation. But it was his interest in muscle version of the GTO Judge with none of the restraints Wangers cars that led to his collaboration with Wangers and a number had to follow in the original car. of muscle car industry suppliers to create the Jim Wangers
Big 3 Performance used original Pontiac GTO bodies to construct the cars.
Big 3 Performance (www.Big3Performance.com) of Green Bay, Wis., did the job of recreating the iconic ’69 GTO “The Judge” as a modern interpretation of the original classic muscle car. It was an all-new vehicle from the ground up, built on a new chassis supplied by The Roadster Shop. The Jim Wangers Signature Edition GTO took styling cues from the original and combined them with contemporary technology. The stunning car was made available in limited production for performance enthusiasts or collectors.
To fashion the Wangers Edition GTO, Big 3 used original Pontiac GTO bodies from the cowl back and added fibreglass components including a functional ram-air hood, an aggressive-looking front air dam, a ducktail-style rear deck lid spoiler and a flush bumper cover. Also at the rear were custom LED taillights and a blackout rear body panel.
In addition to a custom grille and front-end treatment, the Jim Wangers Signature Edition GTO replaced the original, vacuumoperated GM Hide-A-Way headlights with electrically-operated headlights. Big 3 Performance also “souped up” the original Carousel Red Judge colour by adding a little gold pearl to make it pop a bit more.
Under the ram-air hood was a Butler Performance 505-cid fuelinjected Pontiac IA2 iron block with CNC aluminum heads and a custom valvetrain (an aluminum block was optional). The big motor is backed by a Viper-spec TR6060 six-speed transmission and Ford nine-inch rear with 3.73 gears. Custom long-tube headers handled the exhaust.
The custom RS chassis featured Corvette C6 front suspension components and big Wilwood disc brakes (six-piston calipers up front, four-pot models in the back). The GTO rolled on HRE three-piece Wangers Signature Series wheels, 19x10s in front
Cloud’s car was sold. It is now displayed at The Automobile Gallery in Green Bay.
and 20x12s out back. They were then-current knock offs of original Pontiac Rally II wheels.
The Jim Wangers Signature Edition GTO included a full custom interior that was designed with appearance, comfort and functionality in mind. Up front were heated and cooled Recaro leather seats. Matching custom rear seats were stitched up. Full instrumentation was installed to give drivers critical performance information at a glance. In addition to its many full power features, the car incorporated a keyless entry system, a high-level sound system, a touch screen navigation system and air conditioning.
With his long history in automotive public relations and promotions, Jim Wangers put the car named after him on display in the middle of October 2009 at his company headquarters in Oceanside, Calif. and invited the automotive press to come and see it. Anyone wanting a test drive could arrange one through the Big 3 Performance Website.
“This is the car Pontiac should have made but didn’t,” wrote Arizona Driver magazine in its November-December 2009 issue. Muscle Car Review’s February 2010 edition described the Jim Wangers Signature Edition GTO as a car that was “stunning and available in limited edition for the well-heeled performance enthusiast or collector.”
In January 2010, High Performance Pontiac magazine reported that the Jim Wangers Signature Edition GTO had made its debut at the 2009 Ames Tri-Power Nationals on Aug. 8-10 and described it as a “production-intent GTO with pearl-content Carousel Red paint, 20-inch ‘Rally II’ wheels and other iconic cues that make it a sure-to-be-hit among Pontiac fans.” Wangers said he was “overwhelmed” to see his name on it.
“The Jim Wangers Signature Edition GTO was the base for future product and performance parts,” said Paul Faby. “The project never got farther than building the first car and road testing it. After Cloud died the car went to his oldest son Walter. From there it was sold to the new owners of Big 3 Performance. Today, the only Wangers Edition ever built can be seen at The Automobile Gallery (www.TheAutomobileGallery.Org).”
Under the ram-air hood is a Butler Performance 505-cid fuel-injected Pontiac V8.
