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GAS ’EM & PASS ’EM!

GAIN 100+ HP WITH A SNIPER NITROUS KIT!

SEE WHAT’S NEW AT DODGE FOR 2018 …

INCLUDING THIS WIDEBODY HELLCAT!

SHOW-WINNING 1971 ’CUDA BUILT FOR PENNIES ON THE DOLLAR!

1E0R5 !

S E D I R S’

SPECIAL ISSUE:

READ

STEER WITHOUT FEAR! BORGESON B-BODY STEERING BOX UPGRADE

E-BODY REHAB: BREATHE NEW LIFE INTO RUSTED ROCKER PANELS!

BEHIND THE SCENES AT PETTY’S MUSEUM AND GARAGE!

THIS 1966 CHARGER WAS BUILT ON A BUDGET USING DIRT TRACK RACER TRICKS!

CONTENTS

VOLUME 30 ✪ NUMBER 12 ✪ DECEMBER 2017

.COM

TECH

70

10 RESTO CORNER WITH AMD: E-BODY ROCKER PANEL REPAIR The rocker panel torque box is critical to handling powertrain and suspension loads.

Here’s how to repair it correctly on a 1971 ’Cuda convertible.

16 SNIPER NITROUS TEST Bolt on over 100 easy horsepower to your 5.7L Hemi and close up the gap with your competition!

22 STEER WITHOUT FEAR

64 10

16

22

30

Borgeson’s faster-ratio steering box delivers more responsive steering to match today’s driving demands. .

FEATURES 64 STRIKER Jesse Matlock’s ’71 Plymouth ’Cuda showstopper was built on a real-world budget.

70 BUDGET BRUISER Mike Svagera’s mild restomod 1966 Charger proves you can do a reliable driver on the cheap.

SPECIAL FEATURES 30 THE PETTY MUSEUM The only place on earth you can find 50 years and four generations of NASCAR royalty under one roof!

38 WHAT’S NEW FOR 2018 FCA takes the wraps off the hot new Dodge, Jeep, SRT, and Ram stuff for 2018!

44 ON THE COVER

The 2017 Mopar Muscle Reader Photo Contest brought in a deluge of cool cars, but when the June 14 deadline rolled around it was the photography of Brian Turney—an IT manager from San Diego—who won the competition with imagery of his ’06 Dodge Magnum SRT8. Turney is a self-professed photography nut who also happens to be into Mopars, so when the contest rolled around he knew exactly what to do with his Canon 5D-Mark II and L-Series zoom lens. When you see Brian’s photos, you’ll realize just how much he loves his Hemi-powered SRT! For his efforts Brian will be rewarded with $800 in Auto Meter Custom Shop gauges. Check out all 105 readers’ rides entries, starting on p. 44.

MOPAR MUSCLE (ISSN 1056-2966) December 2017; Volume 30, Number 12. Published monthly by TEN: The Enthusiast Network, LLC, 261 Madison Ave., 6th Floor, New York, NY 10016-2303. Copyright 2017 by TEN: The Enthusiast Network Magazines, LLC. All rights reserved. Periodicals postage paid at New York, NY and at additional mailing offices. SUBSCRIPTIONS: U.S. and U.S. Possessions $29.97 for 12 issues. Canadian orders add $12.00 per year and international orders add $24.00 per year (for surface mail postage). Payment in advance, U.S. funds only. POSTMASTER: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: Send address corrections to Mopar Muscle, P.O. Box 420235, Palm Coast, FL 32142-0235. Contributions should be sent to Mopar Muscle Magazine, 1821 E. Dyer Rd., Ste. #150, Santa Ana, CA 92705. Manuscripts must meet the criteria of the Writer’s Guidelines. For a copy, send an SASE to Mopar Muscle Magazine,1821 E. Dyer Rd., Ste. #150, Santa Ana, CA 92705.

44 READERS’ RIDES 105 loyal Mopar owners show off their iron for all to see, but only one wins the grand prize in our 2017 photo contest!

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BANGIN GEARS JOHNNY HUNKINS, EDITOR

ALTERNATIVE MOPARS guy, there’s nothing quite like the Chrysler Nationals in Carlisle, Pennsylvania. While there are certainly other major shows worth attending, my favorite for pure excess is Carlisle. It’s perhaps a little less overwhelming for the seasoned enthusiast who has been there several times, but can you imagine what it must be like for the newbie? The Carlisle fairgrounds has 83 acres, and every single one of them is packed with cars, parts, and memorabilia. This year’s show was held July 13-16, with Carlisle Events opening the show a day earlier (Thursday) for setup. That was a solid headsup move on Carlisle Events’ part, allowing early birds to grab deals before the main crowd descended on Friday.

The success of the Chrysler Nats is born out not only by the sheer number of cars and showgoers in attendance, but by the high concentration of the rarest and best examples of the breed. Hemi cars, Super Stock package cars, Max Wedges, winged warriors—you name it, you’ll be able to find it at Carlisle. These cars are historically important and deserve to be seen, but the large quantity of them at Carlisle also has the unintended effect of making them seem common and ordinary. For 51 weeks out of the year, a real 1970 Plymouth Superbird is as rare as hens’ teeth—until you see them piled up like cordwood in the Pennsylvania countryside!

And just like the car show, the Carlisle car corral is jam packed with classic Mopars for sale. Every year I want to bring the checkbook and blow my life savings there, but reality sets in a day or two before I board the airplane. And it’s a good thing, because that pot of gold wouldn’t get me very far! No, not because the deals aren’t good at Carlisle mind you, but because overall values have swelled beyond my mere editor’s salary. I wasn’t one of those guys who scarfed up a cheap hoard in the 1980s, so I have to buy my Mopes at today’s prices.

Five years ago, I scored a running, driving, two-door post sedan 1968 Plymouth Valiant for $2,800. Originally a slant-six car, it has performed service as a platform for various tech stories at Popular Hot Rodding and Mopar Muscle magazines.

A-Bodies still can be found at bargain prices, and make for great projects where their more pricy B- and E-Body siblings 6

moparmuscle.com

PHOTO CREDIT: JOHN MACHAQUEIRO

To a Mopar

This 1968 Chrysler New Yorker is just one of the many cool C-Body project cars you could’ve scored at the Chrysler Nats in Carlisle this year. These are still cheap and abundant, and with a $3,750 asking price, this one will make someone a great driver.

are out of range. As the Valiant comes in the home stretch at Alloy Motors in Oakland, California, where Geoff Gates continues to supply fresh fodder for body and paint stories, I have begun turning my thoughts to what model might become the next project car. I would certainly be open to a B- or E-Body—even another A-Body—but unless I run into a magnanimous benefactor, it looks like it will be a C-Body.

For many of us, the only cars in financial reach are A-Bodies and C-Bodies, which is kind of convenient because they fall at opposite ends of the spectrum; A-Bodies are at the lightweight end, and C-Bodies at the full-figured land-yacht end. I figure the Valiant—with its all-aluminum 500-inch Indy Wedge—will be good for chasing down smart-aleck Mustangs. A C-Body, however, would be sweet for gliding around town nice and slow while people gawk. When these long-wheelbase luxury machines hit the market in 1965, they were the pinnacle of style and grace. Plymouth Furys, Dodge Polaras and Monacos, and Chrysler New Yorkers, 300s, and Newports were the visible sign you had made it in life, and this was your reward for a job well done. Built between 1965 and 1977, their prices today remain comfortably in the four-figure range, even in excellent condition—when you can find them! Truth be told, many are scavenged for their bulletproof 727 TorqueFlite transmissions and big-block engine cores. Perhaps that’s for the better, as the nicer ones tend to survive unmolested.

It was nice to see so many C-Bodies for sale at Carlisle at a reasonable price.

“…you could buy (and then build!) two of these and still spend less than on a new Hemi-powered Challenger.”

After experiencing the sticker shock of a ’71 Plymouth Hemi ’Cuda for nearly a cool half million dollars, I ran into a bigblock–powered ’68 Chrysler New Yorker for $3,750. This creampuff had a perfect white vinyl interior and very nice original Military Blue paint. I could easily see myself doing some mild mods to this with cash to spare. Rebuild the 383 with a stroker kit and ported heads, upgrade to disc brakes, rebuild the trans, put a nice exhaust on it, and freshen the whole thing mechanically. It would need a solid $10K put into it to do right, which isn’t cheap, but all together it’s a whole lot less pricey than building your typical B- or E-Body.

Heck, you could buy (and then build!) two of these and still spend less than on a new Hemi-powered Challenger.

Next time you get bent out of shape about the high price of classic Mopars, I want you to consider the possibility of other options. C-Bodies, A-Bodies, fourdoors, wagons, trucks, smog-era, and pre-’62 machinery are all lower cost ways to enjoy the hobby. They’re all legit, and can be made as fast or as classy as you want. Moreover, nobody is going to get bent out of shape if you push the envelope and deviate from stock—something that would be taboo with stuff like a real Hemi car. And driving it worry-free will be the ultimate reward!

WHAT’S ON DEMAND THIS MONTH? 9/15/17

Virgin Australia Supercars, Sandown 500 (live)

9/15/17

Hot Rod Drag Week

9/15/17

Trans Am Racing Series, Road America

9/16/17

Pirelli World Challenge, Sonoma Raceway (Live)

9/16/17

Virgin Australia Supercars, Sandown 500 (Live)

9/17/17

Pirelli World Challenge, Sonoma Raceway (Live)

9/18/17

British Touring Car Championship, Rockingham

9/18/17

Best Driver’s Car

9/18/17

Ignition, Episode 183

9/19/17

Best Driver’s Car

9/20/17

Best Driver’s Car

9/20/17

Modified, Episode 4

9/21/17

Best Driver’s Car

9/21/17

Roadkill Garage, Episode 22

9/22/17

Best Driver’s Car

9/26/17

Dirt Every Day, Episode 69

9/27/17

Goodwood Revival, Goodwood, UK

9/28/17

HOT ROD Garage, Episode 57

9/29/17

Roadkill, Episode 70

10/2/17

Ignition, Episode 184

10/3/17

The House of Muscle, Episode 12

10/4/17

Modified, Episode 5

10/7/17

Virgin Australia Supercars, Bathurst 1000 (Live)

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10/13/17 British Touring Car Championship, Silverstone 10/9/17

Engine Masters, Episode 27

10/11/17 Head 2 Head, Episode 95 10/12/17 Put Up Or Shut Up, Episode 4 10/13/17 Formula D, Irwindale, CA (Live)

1-800-932-7663 Restoration & Performance Parts for GM, Ford & Chrysler Muscle Cars

10/13/17 Real Road Racing, Scarborough Gold Cup

Chrysler Catalog Mopar A/B/E-Body (1966-74)

Schedule Key: Racing Original Programming MotorTrendOnDemand.com

(ALSO AVAILABLE ONLINE)

* The program information provided is subject to change. © 2017 YEARONE

MM017

MASTHEAD Mopar Muscle Magazine www.moparmuscle.com

EDITORIAL Network Content Director Douglas R. Glad Editor Johnny Hunkins Managing Editor Laura Peltakian Contributing Editors Christopher Campbell, Grant Cox, Mark Ehlen, Dan Foley, David Hakim, Richard Holdener, John Machaquiero, Jorge Nunez

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Reprints: For high-quality custom reprints and eprints, please contact The YGS Group at 800-290-5460 or TENreprints@theygsgroup.com MOPAR MUSCLE is licensed to use MOPAR, a trademark of FCA US LLC, in the title of the magazine MOPAR MUSCLE. No other connection with FCA US LLC is expressed or implied. The editorial opinions are those of the publisher and do not necessarily represent the views of FCA US LLC. Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http://www.enthusiastnetwork.com/ submissions/

Copyright 2017 by TEN: The Enthusiast Network Magazines, LLC ALL RIGHTS RESERVED • PRINTED IN THE U.S.A.

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TEN: THE ENTHUSIAST NETWORK, LLC Chairman Peter Englehart Chief Executive Officer Scott P. Dickey Chief Financial Officer Bill Sutman President, Automotive Scott Bailey EVP/GM, Sports & Entertainment Norb Garrett Chief Commercial Officer Eric Schwab General Manager, Video Programming Bobby Akin Managing Director, Studio TEN Jerry Solomon EVP, Operations Kevin Mullan SVP, Editorial & Advertising Operations Amy Diamond SVP/GM, Performance Aftermarket Matt Boice VP, Financial Planning Mike Cummings SVP, Business Development Mark Poggi SVP, Business Intelligence Dan Bednar SVP, Automotive Digital Geoff DeFrance SVP, Aftermarket Automotive Content David Freiburger SVP, In-Market Automotive Content Ed Loh SVP, Digital Advertising Operations Elisabeth Murray SVP, Marketing Ryan Payne VP, Human Resources David Hope

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TECH

TEXT AND PHOTOS: MARK EHLEN

E-BODY ROCKER PANEL REPAIR

THE ROCKER PANEL TORQUE BOX IS CRITICAL TO HANDLING POWERTRAIN AND SUSPENSION LOADS. HERE’S HOW TO REPAIR IT CORRECTLY ON A 1971 ’CUDA CONVERTIBLE.

For those

of you who have had the chance to see a car body up close after a thorough chemical stripping, have you ever taken a moment to notice how intertwined many of the parts seem to be?

Ever wonder how in the world they managed to make many of the spot welds when so many parts seem to be in the way?

One of these areas is at the front end of both rocker panels where you have the inner and outer rocker panels, a rocker panel endcap, the inner and outer door posts, the front framerail, the firewall, the floor, and a splash panel that fits between the rocker and the frame that all converge at pretty much the same spot.

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Of course the factory had to assemble all of this in a very specific order using tools and jigs that none of us have access to, and couldn’t use even if we did because we are deconstructing the parts in order to perform repairs—not building the car from scratch.

Unfortunately, these areas tend to collect moisture, then rust from the inside out. Such is the case with this ’71 ’Cuda convertible we found at Muscle Car Restorations in Chippewa Falls, Wisconsin.

But in addition to the rust damage, there is also some physical damage to the splash pan and torque box plate directly behind the front wheel. We don’t know what someone tried to run over but it must have given them a pretty good jolt!

Before starting a repair like this, MCR always takes the time to come up with a

plan for not just how to make the repair but in what order each part should be addressed. Blindly tearing into any repair will nearly always take more time and create unintended difficulties that could have been avoided.

This repair may be in a small area but there will be a lot going on with it.

Some parts will be replaced, one will be spliced, one repaired, and a couple created from scratch. There will also be tack-welded seams, spot welding where there is access, and plug welding where there is not.

One relatively easy part of this project will be aligning the new parts. The order that MCR has chosen to replace the parts will leave plenty of reference points to properly align the new pieces. Let’s take a deep breath and dive in.

Stand on the Gas.

Trick Flow upped the ante for big block Mopar performance with the PowerPort® 270 cylinder heads.

Based on the popular PowerPort 240 heads, these heads feature raised 270cc Max Wedge-style intake runners that provide a straighter path to the valve for improved airflow.

Other features like A356-T61 aluminum castings, CNC Competition Ported runners and chambers, 2.190"/1.760" stainless valves, beefed-up rocker shaft bosses, PAC Racing Pacaloy™ valve springs, ductile iron valve seats, and bronze alloy valve guides come standard. PowerPort 270 heads work with all factory-style big block Mopar pistons, rocker arms, headers, and Max Wedge intakes. Trick Flow also offers single-plane intake manifolds, valvetrain components, and gaskets for big block Mopar so be sure and check those out too.

Trick Flow engine parts—when only the best will do!

Dyno Results

Airflow Results

PowerPort 270

PowerPort 270

Test Engine: 10.15:1 compression Mopar 505 c.i.d. with Trick Flow PowerPort® 270 cylinder heads (TFS-61617802-C01), Trick Flow Track Max® hydraulic roller camshaft (TFS-61602003), Trick Flow retro-fit hydraulic roller lifters (TFS-21400011), Harland Sharp 1.6 ratio shaft mount roller rocker arms (CSP-S70016KE), port matched Trick Flow Track Heat® intake manifold (TFS-61600113), Trick Flow by Quck Fuel Technology Track Heat Pro 950 cfm carburetor (TFS-20950R), Trick Flow billet aluminum carburetor spacer (TFS-2141501B), 93 octane pump gas, Hooker headers with 2" primaries, 31⁄2" dual exhaust with Flowmaster mufflers.

1712MPTF

Lift Value

Intake Flow CFM

Exhaust Flow CFM

.100"

72

58

.200"

154

130

.300"

230

186

.400"

288

222

.500"

322

243

.600"

343

253

352

262

.700"

Tests conducted at 28" of water (pressure).

Bore size: 4.350"; exhaust with 2" pipe.

Some parts are not legal for use in California or other states with similar laws/regulations.

Please check your state and/or local laws/regulations.

TECH | E-BODY ROCKER PANEL REPAIR

The upper part of the rocker panel end cap was simply cut away from the lower seam of the firewall panel because that part also needs to be replaced but at another time. When the time comes, we’ll be using AMD PN 451-1570-R, $24.00.

This area under the passenger-side doorpost is suffering from both rust and physical damage. Areas like this that have any number of panels coming together at one “corner” of the car can be a bit intimidating but a one-step-at-a-time approach can get you through the repair.

Removing the rusted portion of the end of the rocker is actually a rather delicate procedure on a convertible as there is a large C-channel inside the rocker that reinforces the rockers on both sides. MCR must make a very shallow cut just deep enough to remove the outside rocker without scoring the inside channel.

MCR’s first step was to remove the rust-damaged portion of the outer doorpost panels to gain clear access to the front end of the rocker that is underneath.

These large C-channels are on the inside of both rockers on convertible cars only to make up for the support lost from having no roof. In the lower right of the photo note the damage to the splash panel and the wrinkled torque box plate. Somebody must have run over something fairly big?

The preferred tool for busting spot welds is a 3/8-inch Rotabroach cutter.

Despite the effectiveness of using a plug cutter to release spot welds, it’s not uncommon for MCR to also have to employ a little brute force to separate parts from a stubborn weld.

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With the splash panel removed, MCR now has access to the torque box plate that is added by the factory to some highperformance optioned cars. In an effort to preserve the rather crude welds applied by the factory, MCR heated and reformed the plate on the car. When it’s time to install the new splash panel, it will be AMD PN 437-1570-R, $59.99.

The 1969 Plymouth GTX — The Car to Be Seen... and SEEN IN!

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Mirrors the engineering of this rare GTX HEMI Convertible — of which ONLY FIVE were ever produced!

Shown smaller than actual size of 10" long

Doors and hood open to reveal highly articulated interiors.

Boasts a Jamaican Blue showroom finish; replica GTX badges; side mirrors; steerable tires; chrome-colored trim; plus MORE! Presented by The Hamilton Collection in partnership with Round 2, Licensee with Chrysler.

Pure MOPAR HEMI Muscle!

Chrysler Corporation enjoys a stellar reputation for delivering terrific power, engineering and styling — all at a great value. And in 1969, the Plymouth GTX Convertible, powered by an optional 426 HEMI, epitomized the brand’s exceptional Mopar performance!

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Honor the sophisticated style of this iconic muscle car — and the 426 HEMI V8 packed with enough torque to reach 60 mph in 4.8 seconds — with the “1:18-Scale 1969 Plymouth GTX Convertible”! Every inch is expertly engineered, from the sleek body contour and Air Grabber hood to the chrome-colored trim and opening hood that reveals fine HEMI detail.

The doors fully open to reveal the car’s spacious interior, complete with high-back bucket seats, headrests, replica woodgrain accents, full dashboard instrumentation, working steering and more.

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TECH | E-BODY ROCKER PANEL REPAIR

Only the very end of the outer rocker panel is needed for this repair, so a measured length is cut from the end of a new part (AMD PN 450-1570-R, $299.99).

A simple way to make a pattern for a sheetmetal patch is to lay down wide masking tape over the area to be patched.

Then, cut the tape from the opening and apply it to the new metal. Cut along the edges of the tape, and you’ll have a perfect fitting patch ready to be welded in place.

After the E-coating is removed, a couple of holes are drilled in the locations where there were spots welds in the original.

This is the finished repair minus the lower lip of the firewall panel, which will be part of another phase of the repair, and the final welding of the torque box plate.

The new rocker end is welded in place using MCR’s typical tack welding technique. The spot weld locations have to be plug welded in this case. Next, the splash panel and rocker endcap are fitted.

As mentioned earlier, these torque box plates were crudely added after the normal assembly line processes. Yes, they really were this ugly from the factory minus the discoloration from the torch of course.

SOURCES AUTO METAL DIRECT 866- 591-8309 • AUTOMETALDIRECT.COM In some areas, the spot welds can be replaced in their original factory locations. In others, the lack of access requires plug welding. Plug welds will be ground flat of course.

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MUSCLE CAR RESTORATIONS 715-834-2223 • MUSCLECARRESTORATIONS.COM

TECH

TEXT AND PHOTOS: RICHARD HOLDENER

SNIPER NITROUS TEST BOLT ON OVER 100 EASY HORSEPOWER TO YOUR 5.7L HEMI AND CLOSE UP THE GAP WITH YOUR COMPETITION!

Despite

the fact that the LS guys get all the praise, the modern Hemi is arguably every bit as good, maybe even better. The one thing the two engine families share is that both were blessed with impressive cylinder head flow right off the assembly line. In fact, the modern Hemi, especially the later 6.1L and 6.4L versions, have what would have been considered full-race heads not long ago. Even the early 5.7L Hemi, like our test motor, offered stock heads that flowed over 260 cfm. Putting that number into perspective, the 5.7L heads will support over 525 hp on the right (normally aspirated) application. Things start to get serious when you jump up to the 6.1L and 6.4L “Apache” heads, as you are looking at factory heads capable of nearly 700

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hp. What this means to the average owner is that the modern Hemi will respond very well to aftermarket modifications, including our old standby, nitrous oxide.

While nitrous oxide is pretty universal, meaning almost any combination will respond favorably to it, the Hemi is particularly responsive. One of the reasons for this is the impressive cylinder head flow.

You see, despite the impressive power gains offered by nitrous oxide, the injection actually displaces some of the airflow into the motor. That’s right folks, despite a sizable increase in power, a nitrous-injected motor actually flows less air than the same motor run in normally aspirated trim. Keep adding nitrous and the airflow continues to drop. How does the motor make more power with less airflow? The answer is in the chemical compound of the nitrous

itself, as it carries its own power-producing oxygen molecules. The introduction of these oxygen molecules more than offsets the drop in airflow. The generous port volumes and massive head flow offered by the Hemi heads make them ideal for nitrous use. In essence, the heads have excess flow potential and are less affected than others with reduced flow.

To illustrate just how well the amazing Hemi responds to nitrous oxide, we naturally had to set up a test. The test motor started out life as a 5.7L crate motor from Mopar Performance, but we made a few changes to the as-delivered package. First we swapped out the cam for something a little more sporty. The new hydraulic roller cam profile offers .547/.550 inches of valve lift, 224/228 degrees of duration, and a 114-degree lobe separation angle.

The cam was teamed with a set of new beehive valve springs to allow us to take full advantage of the lift and rpm offered by the new cam profile. The cam was teamed with a set of ported 5.7L heads, making them even better for our nitrous application. As delivered by Mopar Performance, the 5.7L was supplied with a single-plane intake and 4150 sized, four-hole throttle body. Run with 1 7/8-inch Hooker longtube headers (for a late-model Magnum R/T application) using a Holley HP management system, the fuel-injected 5.7L crate motor produced 479 hp at 6,800 rpm and 402 lb-ft of torque at 5,300 rpm.

Now it was time for some sniping.

The Holley NOS Sniper nitrous kit (PN 07001NOS, $445.95 Summit pricing) was advertised as an affordable, universal, carbureted plate nitrous system designed for use with a 4150 Holley carburetor flange. Luckily, the MP intake used on the 5.7L crate motor featured a bolt pattern designed to accept a Holley carburetor.

Though we ran the Hemi in fuel-injected form, we plumbed the Sniper nitrous kit with a low-pressure fuel system as though it were run on a carbureted motor. Such is the beauty of testing on the engine dyno. For this test, we employed a simple Sniper carbureted plate system on the fuelinjected Hemi. We made sure to plumb the low-pressure (5.5 psi) to the fuel solenoid and not the high-pressure (50 psi) used for the fuel injection.

Though designed as an entry-level system the Sniper kit featured everything you needed to add between 100-150 hp with the supplied jetting. According to Holley, the Sniper solenoids are maxed out at 175 hp, but the available jetting was more than sufficient for our needs. The kit includes the nitrous plate, solenoids, 10-pound nitrous bottle, all mounting hardware, and the arming and activation

TECH | SNIPER NITROUS TEST switches. It is important to point out that the bottles are shipped empty and must be filled prior to use.

After installation of the kit and jetting to provide 100 extra horsepower, we ran the Hemi again. It should be mentioned that the EFI fuel rails required use of a carb spacer to mount the nitrous plate. After heating the bottle, the nitrous injected

Hemi thumped out 595 hp at 6,500 rpm and 562 lb-ft of torque. A momentary spike of 605 hp was realized, but the numbers settled in just a hair under 600 hp. Just imagine the surprise on the faces of Camaro and Mustang owners when you snipe them with your nitrous Hemi?!

No matter how many times we run nitrous, we can’t help but be amazed at

the impressive power gains. No other modification this simple is capable of increasing the power output by 100-150 hp, or is as inexpensive as nitrous oxide. Running a 47/53 jet combo, we increased the power output of the modified 5.7L Hemi from 479 hp and 402 lb-ft of torque to 595 hp and 562 lb-ft of torque—that’s a gain of 116 hp and 160 lb-ft of torque!

The test motor we planned to test our NOS Sniper kit on started out life as a 5.7L crate motor from Mopar Performance. The fuel-injected, crate motor combo featured this 4150-style, four-hole throttle body.

Prior to testing the nitrous, the crate Hemi was modified with both ported 5.7L heads and a healthy performance cam.

The 4150 throttle body employed on the 5.7L Hemi crate motor feeds a Mopar Performance single-plane intake.

Though the intake could be run in carbureted form, we chose to retain the EFI.

Exhaust chores were handled by a set of Hooker 1 7/8-inch long-tube Magnum headers.

Fuel for the Hemi was supplied by a set of factory fuel rails and injectors. The beauty of the Sniper kit is that fuel enrichment happens at the nitrous plate.

The headers were run with 24-inch (3.0-inch OD) collector extensions. The extensions offered a dramatic increase in low-speed torque without sacrificing peak power.

18

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TECH | SNIPER NITROUS TEST The fuel and nitrous were supplied to the plate through these solenoids. Activation of the solenoids allowed fuel and nitrous to flow through the plate and into the motor.

Nothing like pushbutton power, baby!

All tuning for the naturally aspirated and nitrous dyno runs came from a Holley HP EFI management system.

To maximize power production, we made sure to heat the Sniper nitrous bottle using the dyno’s bottle heater.

Optimum nitrous flow came with the bottle temp near 92 degrees.

When we ran the modified 5.7L Hemi crate motor on the dyno in normally aspirated trim, it produced 479 hp at 6,800 rpm and 402 lb-ft of torque at 5,300 rpm.

After establishing our baseline in normally aspirated trim, we removed the throttle body and installed the Sniper nitrous plate. Note the cross bars designed to feed nitrous and fuel to the motor and that installation requires a 2-inch carb spacer to clear the fuel rails.

Equipped with the Sniper nitrous system, the peak power numbers jumped to a hair over 600 hp and 562 lb-ft of torque.

In truth, the 604 hp was a spike, and the real number settled in closer to 595 hp, but either way, the 100hp shot added more than 100 hp to our Hemi. Now sporting nitrous, this Hemi is locked, loaded, and ready to snipe the competition.

The power output of the Sniper nitrous kit was adjustable via the supplied jetting.

We installed jets to provide an additional 100 hp.

SOURCES HOLLEY/HOOKER/WEIAND 270 782-2900 • WWW.HOLLEY.COM 20

moparmuscle.com

The before-and-after dyno results of our modified 5.7L Hemi crate motor show an added 116 hp (not including the peak spike) and 160 lb-ft of torque using the 100hp jets. Not bad for a $450 investment!

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TECH

TEXT AND PHOTOS: DAN FOLEY

STEER WITHOUT FEAR

Keep in mind this is also a great upgrade for cars with manual steering. Modern power steering brings much more driving enjoyment and safety on today’s roads with crazy traffic situations. Installation on our ’65 Dodge Coronet was quite easy with its open engine compartment waiting for the incoming Gen 2 Hemi. Just remember, the most important part of the job is precise measuring before cutting the steering column shaft. This cut needs to be done to install the Borgeson U-joint/vibration reducer steering coupler. The Borgeson coupler is stronger than the stock coupler and will provide smoother and tighter steering. Most A-, B-, C-, and E-Bodies will have to cut the shaft shorter for this conversion. Ironically, our power steering– equipped early B-Body (’62-’65) didn’t need its steering column shaft cut. Cars originally equipped with the shorter, smaller manual steering box will surely need to cut the longer steering column shaft.

We feel the Borgeson power steering system is a better route to take than rebuilding the stock setup (steering box, pump, steering coupler, hoses, etc.). With its quicker ratio, all new parts, and modern steering feel, your classic Mopar can drive like a newer LX-body car. To complete our swap and be worry-free about leaks, we ordered a new power steering pump (our original leaked) and hoses.

Once the 825hp 528ci Street Hemi is under the hood of our project, we’ll have plenty of confidence while driving our classic Dodge. cl i D d

BORGESON’S FASTER-RATIO TIO STEERING BOX DELIVERS MORE RESPONSIVE STEERING RING TO MATCH TODAY’S DRIVING NG DEMANDS. classic Mopars with stock, sloppy, or leaky power steering systems on today’s roads can be challenging. Manual steering is even worse with its slow 24:1 ratio. A wandering car that requires constant fighting with the tiller is not an enjoyable ride.

Many folks convert to rack-and-pinion steering and coilover suspension systems for that modern feel, but going that route is more expensive and labor intensive.

Our plan here is to stick with the traditional steering box and torsion bar

Driving

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suspension setup, yet y enjoy j steering i to a rack-andthat is as close as it gets g pinion setup. We’vee been b hearing h i lots l of positive feedbackk about Borgeson’s g ’ retrofit faster-ratio ((14:1)) power steering system. (Stock is 16:1.) It was designed g to give Mopar classsics that modern feel f eel Face it in the steering wheel. it: The steer steering systems on our A-, B-, C-, and E-Bodies were designed over 50 years ago, and they don’t deliver the road feel, accuracy, or feedback we’ve become accustomed to with our late-model daily drivers.

The original g larger, g heavier (10 ( 0 pou po nds), ) sloppy, and leak slopp leaky po power er steering bo box was in dire need of rebuilding or replacement. We opted for Borgeson’s retrofit box (left). It bolts right in, offers a quick 14:1 ratio (16:1 is stock), and increased engine compartment clearance while adding a more responsive steering feel.

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TECH | STEER WITHOUT FEAR We employed Borgeson’s box (PN 800127, $629) with the 1 1/4-inch sector shaft for proper Pitman arm fit. Also available is a box with the 1 1/8-inch sector shaft. Left is Borgeson’s universal joint steering coupler (PN 036425, $130).

This coupler offers more strength and tighter steering over stock.

Borgeson’s steering coupler also reduces road vibrations felt in the steering wheel. We’ve seen lots of Dodge truck owners with big tires replace the stock wimpy coupling for the smootheroperating Borgeson unit. The retrofit coupler comes with a drill bit and three roll pins for steering confidence.

Our Coronet’s original power steering pump seeped fluid and had the small, 5-inch belt pulley. We moved up to a new unit from Borgeson (PN 800322, $216.34) with a 1-inch larger pulley. The power steering hose kit (PN 925113, $75.00) makes it easy to connect the Saginaw pump to the Borgeson conversion box.

In an earlier story, the original box was removed for the rebuild of the K-member front suspension. Here the new Borgeson box is mounted in position with its three bolts snugged tight for measuring purposes.

The original steering coupler needs disassembly and all of its parts removed from the steering column shaft.

Eyeballing the new Borgeson coupler lined up in position had us looking twice. It appeared we wouldn’t need to cut the steering shaft. To be certain, we would need to take more measurements.

Before unbolting and moving the steering column fore and aft, we marked its original location at the C-collar bracket.

When the coupler is in its proper position, the set screw will go into the groove of the input shaft. Measuring showed us the steering column shaft will go 1 7/16 inch into the collar of the coupler. Notice we marked the shaft at the distance it needed to go, to be sure it would go all the way into the coupler when assembled.

Driving Your Classic Should Be A Pleasure.

TECH | STEER WITHOUT FEAR

The input shaft, coupler, shaft, and Pitman arm were all lined up in the center steering position. We checked the previously marked steering column position and it bolted back into its original location. The steering center was rechecked with the steering wheel and front tires aimed straight ahead. Lock-to-lock is 3.5 turns. Steering is centered when there’s roughly the same 1 ¾ turns to the left and to the right.

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The supplied sector shaft boot is 1/2inch shorter and might fool you into thinking the Pitman arm wasn’t installed far enough up the spline of the sector shaft.

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Notice the dirt line impression on the original box’s sector shaft, revealing the Pitman arm position after years of service. The sector shaft and Pitman arm are tapered for a tight fit. Proper installment of the Pitman arm onto the sector shaft will show roughly ½ inch of the splined area with the Pitman arm torqued to 100 ft-lb.

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The three holes in the steering coupler serve as a guide for drilling through the shaft. Using the provided drill bit made it a cinch to drill and install the three roll pins. Before drilling, be certain the steering system is centered with the same amount of turning the steering wheel from center to the left and to the right.

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TECH | STEER WITHOUT FEAR

1960-76

A, B & E-BODY PARTS & ACCESSORIES

The set screw has been tightened into the groove in the input shaft. Here we double checked it and secured its lock nut. The three bolts for the steering box received 65 lb-ft of torque. We’ve seen steering box bolts come loose with the steering box ready to fall out! Not a safe situation. It’s a good idea to periodically recheck their torque.

Here’s the Coronet’s original Federal pump typically used on pre-1970 Mopars (right). The Borgeson-sourced pump (left) is the Saginaw type used in the ’70s and ’80s, but the brackets bolt on differently. We found a set of brackets online for an early 1970s Wedge or Hemi without A/C. The new pump and brackets bolted up nicely to the Mopar Performance aluminum water pump housing we’ll be using on our Street Hemi.

28

moparmuscle.com

Here’s before-and-after pics of the rehabbed K-member suspension with PST, Wilwood, InLine Tube, and Hellwig components. With the Borgeson fasterratio steering box, we’ll have a wellmatched setup that will make driving our 825hp Coronet an enjoyable and safe experience.

SOURCES BORGESON 860-482-8283 WWW.BORGESON.COM

THE PETTY MUSEUM U CAN FIND THE ONLY PLACE ON EARTH YO NS OF 50 YEARS AND FOUR GENERAETIO OF! NASCAR ROYALTY UNDER ON RO

BY JOHN MACHAQUEIRO

✪ PHOTOGRAPHY BY THE AUTHOR

hen your career spans 35 years and you’ve racked up 200 wins with seven Winston Cup titles, it’s probably a safe bet that you’ve collected some swag along the way. Throw in a bunch of cars and all the sponsorship merchandise associated with those accomplishments, and you inevitably end up with enough stuff to start a museum.

That is exactly what “The King” Richard Petty’s wife, Linda, did in 1988.

The Petty Museum was originally established at the Richard Petty Enterprises facility in the Petty family’s hometown of Level Cross, North Carolina. In 2003 it was moved to a new facility in the nearby town of Randleman, where it remained until 2014. That year it moved back to the Level Cross location, which is actually where Lee Petty started the race team, and where the cars that took Richard to those seven titles were built.

W 30

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While the main focus of the displays are linked to Richard’s success, it is more than just a celebration of one individual. It is a showcase that spans four generations of the Petty family, which includes his father Lee Petty, his son Kyle, and his grandson, Adam. If you’re a Mopar lover, there is plenty of eye candy on display, since the most successful years Richard had were either behind the wheel of a Dodge or a Plymouth. There are also some Oldsmobiles, Buicks, Chevys, and Pontiacs in the mix if you’re a well-rounded car guy.

The museum also offers 60-plus years of NASCAR history, and the impact that the Petty name had in its growth. From its humble origins, you can see the series growth as big money poured into the sport, and how sponsorship evolved beyond the Detroit automobile companies to all forms of products. If you like diecast cars, you’ll be able to spend a few hours looking at all the various examples made over the years, and the various obscure liveries that have

been preserved in small scale. There are, of course, cases and cases filled with trophies collected over the years that are the measure of success, and cases of items that have nothing to do with racing. One of those prominent displays shows the huge collection of firearms that Richard has amassed over the years. As an avid gun aficionado, his collection is both vast and impressive in its scope.

Beyond the cars and memorabilia on display, the facility also houses a thriving work zone that is Petty’s Garage. At any given point in time when you visit the museum you can also have a peek at some of the projects the Petty’s Garage crew are working on in the shop. If you own a Dodge, Chrysler, Jeep, or Ram vehicle, they can take it to the next level in performance with one of their powertrain and suspension upgrades. If vintage Mopars are your thing and you want one restored, they can do that as well. If you want a Superbird clone like the one they recently built as a

In 1972 the Hemi was w the weapon of choice in the NASc ranks. Under CAR C tthe hood of the er lies one of Charg C tthe race-prepped Hemis that proH “The King” to pelled p his fourth Winston h Championship.

Cup C

This car is a recreation t on of the ’71 71 Plymouth Road Runner that Richard drove. While it looks the part on the outside, it is actually a road-going car that is used for promotional purposes at ARCA races. The original car had Goodyear tires, however, Petty’s Garage has a huge sponsorship deal with General Tires, which are the official tire supplier of ARCA, so this car sports General rubber.

T ’57 Oldsmobile 88 on display in the muse The um is a replica of Richard Petty’s first car that he raced in NASCAR. This car was designed with a removable hardt op so that it could race in either the convertible or the hardt op series. Cars like this were designed to race in different series , unlike today, where teams have purpose-built cars for a variety of different tracks.

g e y uth,, the engin Plymo 71 P While the hood says 426 on the ’71 stock how with ar famili Those 440. a is under the hood car still retains cars look under the skin will notice that this its original firewall and inner fenders.

priva Petty s private 49 Buick Roadmaster is from Richard Petty’s This ’49 collection. He is a big fan of this body style so it is prominently displayed in the museum.

T This ’72 Dodg dge e Charger is the real deal deal, not a recreation.

This car represents the first year Petty and STP teamed up.

That year he notched eight wins, 25 Top 5, and 28 Top 10 finishes, which gave him his fourth NASC AR Winston Cup Championship.

giveaway for Smithfield Foods, they can put one together powered by whatever Chrysler flavor you like, old or new. They also have a thriving Mustang business if you happen to have friends who are looking for a unique Blue Oval product. We spent a few days hanging out and documented some of what you can see at the museum; some items not open to the public, and some of the really cool projects currently under construction at Petty’s Garage.

Not every race car that is built makes it tto th the ttrack. k T This Dodge Charger is actually a show car that was built to mark the end of Winston as the primary spons or of NASCAR’s premier series in 2003. It was never raced , but was used extensively by Richard Petty for promotion al purposes.

MOPAR MUSCLE DECEMBER 2017

31

TECH | THE PETTY MUSEUM

W When NASC CAR AR introduced the “Car Car of Tomorrow rrow,” ” teams were forced to switch over. This is the first “Car of Tomorrow” built at Petty Enterprises. It was assem bled in 2007 and was driven by Bobby Labonte. The paint scheme celebrated Richard’s 50th year of NASCAR involv ement.

t many of the 1965, NASCAR banned the 426 Hemi, so I 1965 In . racing of forms other to d move s Chrysler-backed driver red Barracuda.

Richard went drag racing with a Hemi-powe second of two This car on display in the museum is the ’s Garage.

Petty at red resto tly recen was It built in 1965.

This is is one of the Hemi-po Hemi powered wered Belvedere’s re s that propelled Richard Petty to 27 wins, 10 of which were consecutive in 1967. This is the most successful car in the Petty collection.

te, ored and built for the Automotive Lift Institu sored S Spon enger and Chall e Dodg ’09 this ied modif e Garag ’s Petty made it a running tribute to Richard Petty.

32

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collection,, the ’70 Perhaps the most famous car in the Petty rd Petty to Richa get to er answ Superbird, was Plymouth’s to the Blue Oval defect from Ford. In 1969 he switched over r ranks if an aero but said he might return back to the Mopa race. to him for ble car was availa

This station wagon is based on the “Mrs Mrs. The King” char characte t r from the Cars movie. This is a ’69 Ford Fairlane station wagon that was actually used by Lynda Petty to go to the races.

itiion off his contribuI recognit In tions to NASCAR, this checkered flag was given to Richard Petty after his last Daytona 500 in 1992. It was signed by all the drivers and is an item that hangs in one of areas in the museum not open to the public.

The “200 200 Wins” license plate was a gift to Richard Petty commemorating the legacy by Petty’s Garage.

Die-cast cars play prominently n in the Petty family h histor y. Richard Petty partnered with Racing Chamn pions p to do a series of cars that spanned 50 c years y . Each car in the set portra p ys the actual graphics i used on the race car from f that year. How many have h you collected?!

At the end of 1970, NASCAR banned the Superbird, so Plymouth went back to the wind tunnel with the 1971 model. The 1:6 scale cla clay mode d l on di display was used to develop the aero package for 1971.

When you have a sucs cessful career as long as Richard Petty, other stars in other sports pay attention. Over the years many have given him personalized mementos in recognition of his achievements.

N all items in the Petty Not Museum come from corM p porate sponsors. These pedal cars are actually p gifts to the museum that g w weren’t available for sale.

Richard Petty is an avid gun collector a and d hi his museum is the ideal spot to showcase that collection. There are many limited-edition numbered guns in the collection, and his goal has always been to collect the 43rd of every series he liked. Some of these were purchased over the years, and some were donated.

There are nume mero rous us cases that display the die die-ca cast st cars in the museum. This one houses a collection of 1:18th scale cars that show the various liveries over the years. er pair of dieA Anoth commemoc casts the first win r rates a last start for and rd Petty at R Richa sville SpeedM Martin This was way. w awarded to him a in 1992, his final n as a driver. seaso s In 2009 and 2010, Rich-ard Petty Enterprises fielded an Indycar entry y at the Indy 500 with John Andretti as the driver. The deal saw the e cars carry the traditional blue and day-glo orange found on the stock cars. These two die-cast examples illus-trate what the cars looked like.

This ’73 Plymouth Road Runner GTX is a car that came from Texas to have some engine work done. The Viper behind has a twin-turbo installation. Both cars illustrate the versatility and variety of work being performed at Petty’s Garage.

D Durin g our visit to o Petty’ Petty s Garage e, there were three Superbirds in the shop being rebuilt. The blue one is a real 440 six-barrel car that is receiving a 426 Hemi transplant and will look like Richard Petty’s 1970 Superbird, while the orange one is a clone.

426 Hemi T This will be dropped into w tthe blue Superbird once it is complete. o Hemis like this one H were lying all over w tthe place during our visit! o

s, there are often merchanWhen you cut deals with sponsors dising opportunities involved. In the mid ’80s Richard Petty had a personal service agreement with Pepsi and these limited-edition bottles are part of that deal. These are NOT for you to open and drink!

TECH | THE PETTY MUSEUM s Engine swaps are pretty common at Petty’s Garage. This vJeep was having a 5.7L d Hemi installed e while we were there.

This ’63 Dodge s Polara Convertible is e a recent arrival to the shop. It is 1 of 11 convertibles built with a 426 Max Wedge engine. Petty’s Garage will be doing a full restoration on this car.

the Dodge Polara W While looks a bit rough, the 426 Max Wedge that came M with the car looks ready w tto be dropped in.

This ’74 Dodge Charger took Richard Petty to his fifth Daytona 500 win. He also won 10 races that year and took home his fifth NASCAR Winston Cup Championship.

Something new and something old old. The ’17 17 Challenger Hellcat is awaiting the installation of a bigger blower, while the Superbird is a project car that has been at Petty’s Garage for a number of years, and is finally moving forward with a nut-and-bolt restoration.

T This Pontiac ac Grand Prix propelled Richard to his 200th win at the ’84 Firecracker 400 at Daytona. This was his last win in NASCAR and was attended by President Ronald Reagan.

ance N t every car that comes into the shop is a perform Not was havvehicle. The Dodge Magnum R/T wagon on the lift ing a head and camshaft package installed.

The he orange Challenger with the Barracuda grill grille was a ffull ll build performed at the shop. It was super charged and also received a suspension upgrade.

34

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section, the Located in its own section museum has on display items that belonged to Adam Petty. On display is the Pontiac he drove in the ARCA series, and the Chevrolet that he used in the Busch Series.

SOURCE PETTY MUSEUM 336-495-1143 WWW.RPMUSEUM.COM

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WHAT’S NEW FOR 2018

FCA TAKES THE WRAPS OFF THE HOT NEW DODGE, JEEP, SRT, AND RAM STUFF FOR 2018!

BY DAVID HAKIM

✪ PHOTOGRAPHY BY THE AUTHOR

very summer, Fiat Chrysler Automobiles (FCA) brings in automotive journalists from around the world to their “What’s New” media event to check out soon-to-be released 2018 rides from all the brands such as Chrysler, Dodge, SRT, Ram, Mopar, and Fiat. While there was not one brand-new totally redesigned car or truck in attendance at this event, there were plenty of new looks combined with performance and attitude for many of the updated 2018 models. This is also one of our favorite media events of the year as we get to drive like mad men in high-powered Hemi machines around the fabled Chrysler Proving Grounds nestled in the rolling hills of Chelsea, Michigan. So here are highlights on what’s hot, cool, and coming soon to a dealer near you!

E

2018 CHALLENGER SRT HELLCAT WIDEBODY The biggest news from Dodge at this event wasn’t the Demon that got let loose back 38

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in April in the Big Apple, but rather its tamed, street-friendly, nicer twin: the Hellcat Widebody. We had seen images of a Challenger SRT Hellcat clad in wheel flares popping up all over the internet and many proclaimed this to be some Demon engineering mule, but we had other thoughts

The feedback among the Mopar faithful on the Hellcat Widebody flares is almost universally positive, and we personally dig them. Those massive 20x11 “Devil’s Rims” and 305/35ZR20 Pirelli P-Zero tires fill up those broad shoulders.

Meet the Challenger SRT Hellcat Widebody. Think of it as a street-friendly Demon that can be driven daily while bending corners and clicking off 10.90 e.t.’s at will on the stock Pirelli tires. Unlike its satanic Demon brother, the Hellcat Widebody makes for a better daily driver.

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WHAT’S NEW FOR 2018

Head of Passenger Cars for FCA, Tim Kuniskis, was grinning at the press event. While his team of SRT engineers had been developing the Demon for months, the Challenger Hellcat Widebody was running around in plain sight and no one realized it. Glistening in Octane Red, the Hellcat Widebody is stunning in person—take our word for it.

The ’18 Challenger SRT Hellcat Widebody is powered by the tried and tested 707hp 6.2L supercharged Hemi. Even with the massive Pirellis on the Widebody, the 650 lb-ft torque from the blown Hemi can still roast them at will.

and had a notion the fender flares (first seen on the Challenger GT concept almost two years ago) would be repurposed for another project. Little did anyone know (except us!) that the Hellcat Widebody was hiding in plain sight right under our noses.

While the world was possessed by the Demon, the SRT engineers were developing the Hellcat Widebody. Good thing they did and here’s why…

The Hellcat Widebody gets more meat on all four corners and makes better use of its tried-and-true blown 6.2L Hemi and all its glorious 707 hp and 650 lb-ft

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New for 2018 on the Challenger SRT Hellcat and Hellcat Widebody is the Demonic Red Laguna leather interior. It’s blindingly beautiful when sunlight dances off those high-back bucket seats.

torque. According to Dodge/SRT, road course lap times on a 1.7-mile track got lowered by approximately 2 seconds per lap verses a standard Hellcat Challenger. In the dragstrip arena, the place most Hellcat owners will likely frequent, the Widebody ran 10.90s on stock Pirelli street rubber verses 11.20s on the standard Hellcat rubber (275/40ZR20).

The Challenger SRT Hellcat Widebody won’t get the sticky 315/40R18 Nitto NT05R street-legal drag radials as found on its evil twin, the Demon, nor does it get the Demon’s ’68 Super Stock Hemi

The ’18 Challenger SRT Demon looks great in B5 Blue. Unfortunately, they didn’t let us take it for a rip down the drag strip at the Chrysler Proving Grounds. These guys are as smart as they look!

40

Mark Trostle, Head of Design for Dodge and SRT, played a major role in creating the ’18 Challenger SRT Hellcat Widebody and making sure the sculpted wheel flares gave it a wider, more menacing stance.

Dart inspired hoodscoop. All that was borrowed from the Demon’s part bin was its fender flares and front spoiler that add an additional 3.5 inches to the Challenger’s width.

Filling the Hellcat Widebody’s flared wheelwells is a more civilized rubber for everyday usage. Pirelli P-Zero 305/35ZR20 tires are mounted on what Dodge calls “Devil’s Rims.” These splitfive spoke aluminum wheels measure 20x11 and have a cool matte finish. This helps camouflage the massive amounts of brake dust from the six-piston Brembo

Journalist in tow, SRT Engineer Jim Wilder takes the Demon for a run around Chelsea. Wilder has the dubious honor of being the test pilot during the Demon’s development and he made all the quarter-mile passes in this beast.

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WHAT’S NEW FOR 2018 brakes kissing those two-piece 15.4-inch rotors as you haul the 4,400-pound Hellcat Widebody down from 195 mph.

The ’18 Challenger SRT Hellcat Widebody gets a standard electric power steering (ESP) with selectable modes, a new front splitter (borrowed from the Demon), new grille and fender badges, and optional colors for the Brembo brake calipers. A new interior seating color is available called “Demonic Red Laguna.”

One final note, unlike the Demon which comes in only an automatic, the Hellcat Widebody can be had with a manual transmission for those of you who like to grab gears and play footsy with a third pedal.

Starting price is $71,495 MSRP, and don’t worry, there’s no limit to how many Dodge will crank out from its Brampton Assembly plant.

2018 CHARGER The Charger lineup for 2018 remains mostly unchanged, but there are some cool things for America’s favorite four-door muscle car. On the Charger SRT Hellcat, it also gets a refreshed grille and fender badges, new wheels, and optional colors on the Brembo brake calipers including black, orange, and gunmetal. Like the Challenger SRT Hellcat, you can outfit the Charger SRT Hellcat interior with Demonic Red Laguna Leather.

For the budget conscious buyers not looking to increase insurance company profits, the Super Track Pak option is available on the 3.6L V-6 Charger SXT Plus. What you get are some really cool upgrades such as Bilstein shocks, 3.07 axle ratio, performance hood with air induction (borrowed from the Scat Pack and Daytona), performance styled front and rear fascias, sculpted side sills, and Dodge Performance Pages in which you

Want the look of a Scat Pack or Hellcat Charger without paying for high insurance rates and premium unleaded? The ’18 Charger SXT Plus, with the Super Track Pak option, gets a performance hood, performance front and rear fascias, and other drivetrain/chassis bits to make this 3.6L V-6 machine more fun to drive while saving some coin. They did let us drive this one!

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The ’18 Durango SRT with its 392 Hemi can run 0-60 in 4.4 seconds; trip the quarter-mile beams in the high 12s, has three-row seating, and can tow 8,700 pounds. The starting MSRP is $62,995, and comes in $3,900 less than the Jeep Grand Cherokee SRT.

can browse all sorts of good data such as reaction times, 0-60 times, g-force indicator, lap times, and more. The 3.6L V-6 also gets a power bump from 292 to 300 for more scoot with less loot. Think of the ’18 Charger SXT Plus with Super Track Pak option as a modern-day Duster Twister or Demon Sizzler, except only faster and better mpg.

2018 DURANGO As more buyers step away from sedans and into SUVs, it was only a matter of time for the SRT engineers to give the Durango a serious shot of performance. With the launch of the 475hp ’18 Durango SRT back in February, Dodge now had a serious player in the field of fast and capable AWD family haulers that have three-row seating.

With e.t.’s solidly in the 12-second zone, the Durango SRT epitomizes the “family that drag races together stays together.”

The fact it has a best-in-class towing capacity of 8,600 pounds means Durango SRT might give your trailered race car a run for the money.

Also new for 2018, all Durango R/T models will share the Durango SRTs intimidating front fascia and performance hood that has a scoop and heat extractors. The new lower front valence also houses a new cold-air duct system to help the R/T’s 360hp 5.7L Hemi make good use of cold, fresh air.

“Performance is more than just stats and Dodge performance is an attitude that permeates through everything we do,” said Tim Kuniskis, Head of Passenger Car Brands (Dodge, SRT, Chrysler and FIAT, FCA, North America). To that point, even the Durango GT’s lowly 295 hp 3.6L V-6 can be had with the SRT hood. While some diehards may take this as a dilution of the SRT brand, we say bring it on.

If it helps Dodge move sheetmetal and gives buyers more options to personalize their vehicles, it’s a good thing. Also, B5 Blue will be available exclusively on the Durango R/T and SRT later in the production run.

Dodge has given the ’18 Durango R/T a frontend refresh by raiding the Durango SRT’s parts bin. The functional SRT hood with center air inlet and side heat extractors along with new front fascia and lower valance give the R/T more street attitude.

2018 JEEP TRACKHAWK After two years of enthusiasts asking for the 707hp Hellcat Hemi to be dropped in an AWD platform, the SRT geniuses created the new Grand Cherokee Trackhawk.

To say the engineers and product planners got it right would be an understatement.

The ’18 Jeep Grand Cherokee Trackhawk is the most powerful and quickest SUV ever to roam the soccer field’s parking lot. With 0-60 in 3.5 seconds, quarter-mile times in the 11.6-second range, and a top speed of 180 mph, the Trackhawk can also drop would-be opponents at the dragstrip at will.

The SRT folks made sure not to detune the Hellcat’s claws when they dropped it into the Grand Cherokee as the 6.2L Hemi still delivers 707 hp with only a slight drop in torque (645 lb-ft versus 650 in Challenger/Charger Hellcat models). Like its naturally aspirated stable mate, the Grand Cherokee SRT, the Trackhawk gives owners a myriad of tuning options for on-road or on-track. These include things like the four-wheel-drive system, transmission, paddle shifters, stability control, suspension, and steering.

The 2018 Grand Cherokee Trackhawk is still a Jeep and that means it also has to be a functional SUV. Trackhawk can tow 7,200 pounds so you’re good to hook up

You asked for it and the SRT folks delivered. The ’18 Jeep Grand Cherokee SRT Trackhawk packs the Hellcat’s 707hp beating heart. The engineers only had to give up 5 lb-ft of torque for the AWD driveline configuration. This thing will run solid mid 11-second e.t.’s all day.

your trailer with you vintage muscle car and go places. At this time, pricing has not been announced but an educated guess would put the Trackhawk north of $70K. Look for it coming fast later in the year.

RAM BRAND Even though the current Ram is going on close to a decade without any major changes, the product planners are still finding ways to keep the truck fresh and exciting. New for 2018 is the Ram Sport Appearance package for 1500. The standard equipment includes a new grille borrowed from the Ram Limited but painted body colored, 20-inch painted or polished

The current Ram truck platform is getting old, but the brand still finds way to keep the models fresh. The Ram Sport Appearance package adds a body-color Ram grille, halogen projector headlamps, and optional black wheels.

wheels, halogen projector headlamps, and other goodies that will make the guys at the Home Depot loading dock jealous.

If you like your pick-ups dripping in luxury, then the 2018 Ram Limited Tungsten package is for you. The Ram Limited is well appointed as it comes but the Tungsten package subtracts the bright, shiny chrome bits and replaces them with Tungsten color trim. Select body color features also give the Ram Limited Tungsten a more refined look, perfect for when the caddy at the private club gets your golf bag out of the bed.

The interior is also wrapped in leather with a suede headliner thrown in for good

Ram Rebel returns for 2018 wearing a new color called Blue Streak. It still packs a 395hp 5.7L Hemi and now you can dress up the inside with a leather interior option.

measure. It’s the kind of interior you’ll want to remove your muddy work boots for before stepping up into the cab. The Ram Limited Tungsten edition is available in 1500, 2500, and 3500 models and will be available later this year.

For you off-road guys, the Rebel stays for another year and gets a factoryinstalled leather option and some new colors for 2018 including Blue Streak.

Don’t look for a hopped-up version of the 6.4L Hemi under the Rebel’s hood.

The current 5.7L Hemi cranking out 395 hp and 410 lb-ft of torque carries on to fight another model year.

Now you can valet at posh restaurants and hotels in this 2018 Ram Limited Tungsten. Available in 1500, 2500, and 3500 models, the Limited Tungsten package takes luxury to a new level with special exterior trim and select body color features. Inside, the seating surfaces are bathed in premium leather.

Leave your work boots on the running boards before climbing in!

READERS’ RIDES 105

BY JOHNNY HUNKINS

LOYAL MOPAR OWNERS SHOW OFF THEIR IRON FOR ALL TO SEE, BUT ONLY ONE WINS THE GRAND PRIZE IN OUR 2017 PHOTO CONTEST!

✪ PHOTOGRAPHY BY MOPAR MUSCLE READERS

he results are in and the photos sent in by Mopar Muscle readers around the world are awesome. From the get-go, we got piles of packages of pristine Pentastars and at times we thought the deluge would never end. When the June 17, 2017, deadline finally arrived, we had amassed well over 100 entries, proving that at the end of the day, print magazines still rule, and getting on the newsstand trumps being buried in a Facebook feed any day. Disagree? Next time you go to a show, see how many cars display posters with magazine stories of their car in print.

If you sent in pix of your pride and joy and followed our simple guidelines, there’s a 98 percent chance your car made it into the story. That said, we had to make somee tough decisions at times, such as limiting the number of cars submitted per reader to just two. (Yes, we know some of you are prodigious collectors!) There were also technical reasons some didn’t get in, like you forgot to hit the “burn” button on your cd, or you forgot to submit a tech sheet with a signed affidavit attesting you were the photographer. (And while we’re at it, at least one of you doesn’t know which way you want to spell your own name.) One person even sent in their entry two weeks after the deadline. Sorry! You had over five months to get it together!

Some of the images are truly breathtaking, making it hard to pick the best.

T

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What we noticed is that some of you are quite adept at expressing the shape, stance, and personality of your Mopars.

This is not uncommon. You may have drawn Mopars as a bored kid sitting in math class, or you may have spent hundreds of hours smoothing body panels for paint—the fact is, you know the lines that drive you crazy, and you found a way to succinctly capture that. Thanks for taking the time to show us—through your eyes—what you see when you look at your machine.

In the end though, we had to go with the amazing work of 40-year-old Brian Turney (San Diego, California), who knocked us over with pix of his 2006 Dodge Magnum SRT8. Brian has apparently been paying rapt attention to some of the best automotive photographers on the planet, as he combined his eye for detail, composition, and lighting with competencies in lensmanship and photo illustration. Congratulations to Brian on a job well done. We hope he enjoys his grand prize of $800 worth of Auto Meter Custom Shop gauges!

WINNER! 2006 DODGE MAGNUM SRT8 BRIAN TURNEY; SAN DIEGO, CA “Pam The Demon Wagon” is the name Brian Turney—an IT manager from San Diego—has given to his 2006 Dodge Magnum SRT8. Brian has been a Mopar guy ever since he was four months old, which coincides with his parents buying a new 1977 Dodge Aspen station wagon. That car would later accompany him to college almost two decades later. His current car, the SRT8 Magnum, is the Aspen wagon’s spiritual incarnation. Brian writes: “In 2014, I was driving down the Coast Highway in San Diego, and I ended up behind a Dodge Magnum SRT8. Memories of my Aspen wagon came back to me. I decided it was time to get another wagon and started shopping for one.

I found one on Auto Trader being sold by a private seller. During the testdrive, I was hooked. After coming to an agreement on price, I took one last look at her in the garage as I walked away. That’s when I saw the license plate frame, which said ‘Kimi’s Hemi.’ This was the exact car I had seen a few weeks prior on the Coast Highway! It was meant to be.” Brian has kept the 425hp 6.1L Hemi all stock, except for a Borla exhaust.

On the photography side of things, Brian is a bit of a self-professed nerd. Besides driving his SRT8, Brian loves photography, and has put his Canon 5D Mark II and L-Series zoom lens to good use. On the post side, Brian uses Adobe Photoshop and Lightroom to amp up the emotion and deepen the mystery. We would put his photography and Photoshop chops on par with our best contributors—our only gripe (and it’s a small one) being that he needs to increase his depth of field and lower the ISO (to reduce noise) just a tad.

GRAND PRIZE: AUTO METER CUSTOM SHOP GAUGES Until recently, only the most lavishly equipped machines on the show car circuit had one-off instrumentation. Then Auto Meter came up with a great idea: set up a custom shop for gauges so that anybody could get exactly what they want. The Auto Meter Custom Shop lets customers design their own gauges with unique color faces, ticking, pointers, cover glass, fonts, bezels, and lighting. If it’s part of a gauge, the Auto Meter Custom Shop can do it for you. After logging on to the Auto Meter Custom Shop website, download the Custom Shop configurator, and start picking out your gauges with all the features you want. As you build your dream gauge package, the gauges take shape right on the screen. You can try out several different designs, save them for future reference, or compare them. You can even print them out and try them in your car before ordering. And all while you’re building your virtual gauges, the cost is updated and displayed with every revision. You’ll also be quite surprised how affordable it is; when compared to a standard set of catalog gauges, it’s only o l a few f extra t bucks. b k Once O d them, th th ’ll show h you order they’ll up at your door in a beautiful f handcrafted f wood box. They look so nice—you won’t even w h iin your car!! want to put them

MOPAR MUSCLE DECEMBER 2017

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RU N N ER-U P

READERS’ RIDES

R U N N E R-U P

E CHARGER R/T GE ODG 1970 DOD KEVIN QUIRK; NETCONG, NJ

1966 DODGE CORONET 500 ALEXIS PIANTIERI; NORTHRIDGE, CA

RU N N ER-U P

RU N N ER-U P

1968 PLYMOUTH BARRACUDA JOHN BYLER; BLUE SPRINGS, MO

2015 DODGE CHALLENGER DUANE SPRINGER; ROWLAND HEIGHTS, CA

1977 CHRYSLER CORDOBA COLIN VALENTIM; LOGAN LAKE, BRITISH COLUMBIA, CAN

1963 PLYMOUTH SPORT FURY RUSS HESS; PORT ORANGE, FL

1978 CHRYSLER LEBARON COLIN VALENTIM; LOGAN LAKE BRITISH COLUMBIA, CAN

1971 PLYMOUTH DUSTER STEVE NITTI; SCANDIA, MN

1973 DODGE CHALLENGER RANDY WYNN; BOULDER CITY, NV

1973 DODGE CHARGER RALLYE THOMAS PEDERGNANA; EVERGREEN PARK, IL

READERS’ RIDES

13 WAYS TO FAIL

AT THE MOPAR MUSCLE PHOTO CONTEST

From month to month, we typically feature cars that are extraordinary in some manner.

Highlighting the best of the breed—whether that’s for customization, speed, rarity, ingenuity, or the perseverance of its owner—is the goal in light of the fact that we typically only have the resources to feature between 24 and 36 cars each year. That means a lot of folks don’t get into the magazine. To level the playing field and give the typical Mopar owner a chance, we’ve created the Photo Contest, which places the emphasis on your photography, not your car-building or income-earning prowess. We’ve lowered the bar so that theoretically at least everybody with decent eyesight and a smartphone can participate. Nevertheless, some find it difficult to hold a cellphone camera level and get the entire car in the shot. To keep guys on the right track, we even provided a list of photo tips to follow when shooting a car for a magazine. Those tips can be found in our original call-out introducing the Photo Contest. Naturally, Mopar guys can be a stubborn breed. Who among us hasn’t laughed heartily while tossing out the instructions for installing or assembling an expensive piece of equipment? The same thing happened here. Forthwith, enjoy the failures depicted below, and please don’t take it too personally if you find your photo!

9 1

Chop h the h ffront ((or bback) k) off the h car off. ff

2

3

4

Cars are llike k cattle, l andd are in their h element l ddriving through the pasture.

Don’t’ give the h subject b visuall room to breathe. b h Crop the photo right to the edge.

Make large, strange objects grow out off the rooff of the car.

5

6

7

8

Make k allll your bbest shots h verticall in the h presumption it’s going to be the main cover of the magazine.

Don’t wipe the h pocket k llint andd sweat offff your cellphone camera’s lens before you shoot.

10

Drive your car into the h swamp, or at least l get the tires soggy at the edge.

11

Crop the photo so fflat, it can only be viewed through the rear window of a new Camaro.

12

Destroy a really ll great photo h bby setting the h windows at weird openings.

Looking ffor a large enough piece off pavement to shoot a car is such a hassle.

Turn it into a selfie and get your own shadow in the photo.

Tilt the camera at a crazy angle, then crop it so we can’t put the horizon straight again.

13

Spend 30 seconds taking your cellphone shots in harsh midday light, then spend half a day triple-wrapping your photo CD in bubble plastic, printing giant 8x10 pix at Staples, assembling your tech sheet and story in a hefty scrapbook, then pack it all carefully in a giant box with half a roll of packing tape.

READERS’ RIDES

1967 PLYMOUTH HEMI GTX KAITLYN BLANC; CULPEPER, VA

2009 DODGE CHALLENGER R/T WAYNE R. BOYD LITTLE EGG HARBOR TWSP., NJ

1970 PLYMOUTH ROAD RUNNER TOM PAPEZ; WEST BEND, WI

1969 DODGE DART DEREK DANIELS; TUCSON, AZ 1968 PLYMOUTH ROAD RUNNER TONY MANNELLA; PETALUMA, CA

1965 DODGE DART GT CONVERTIBLE MARK THILTGEN BLOOMINGTON, MN

1971 DODGE POWER WAGON MARK J. POLK; HARRELLS, NC

1962 PLYMOUTH FURY JOHN INGALLS; WELLSTON, OH

1965 PLYMOUTH BELVEDERE I BOB MACALUSO; WEBSTER, NY

1967 DODGE DART GT SHANNON HEBERT DICKINSON, TX

1973 PLYMOUTH DUSTER TODD SHAW; MCKINLEYVILLE, CA

1966 DODGE CHARGER CAMERON D. MOORE; AUBURN, IN

1971 PLYMOUTH ’CUDA JEFF DUCKWORTH; DERBY, KS

1969 DODGE CORONET TOM MUELLENBACH; MALONE, WI

1968 PLYMOUTH O CUSTOM SUBURBAN MARK CHILDS; TIGARD, OR

1967 DODGE O CHARGER C JOHN BLAESI; OCHELATA, OK

READERS’ RIDES

1990 DODGE DAYTON RWD CONVERSION TOM ALLARD; FAYETTEVILLE, NC

1970 DODGE CHARGER NICHOLAS OURS; MENTOR, OH

1970 PLYMOUTH ROAD RUNNER RICK TETRAULT GRANDE POINTE, ONTARIO, CAN

1976 CHRYSLER CORDOBA MATT JOHNSON; VANCOUVER, WA

1987 DODGE W150 POWER WAGON MARLIN STENGER BROOKVILLE, IN 52

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1969 DODGE DART SWINGER RICK JONES; VICTORIA, TX

1965 PLYMOUTH SATELLITE PAUL KINZER; LOUISVILLE, KY

1972 DODGE DEMON RICK BUCK; MAQUOKETA, LA

1970 DODGE CHARGER R/T DON LESKOVAR; BUTTE, MT

1965 PLYMOUTH BARRACUDA WAYNE BRIERE CAMERON, ONTARIO, CAN

1962 DODGE DART MICHAEL A. PAIPAL OAKDALE, MN

1967 PLYMOUTH GTX DENNIS LAUVER HARRISBURG, PA

1965 PLYMOUTH BELVEDERE II NICK GODAT; HERMANN, MO

1970 PLYMOUTH ’CUDA DENNIS LAUVER HARRISBURG, PA

1980 DODGE MIRADA KEVIN BOLLINGER; LEBANON, PA

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READERS’ RIDES

1969 DODGE DART ROGER FOSSETT FORT WORTH, TX

1968 DODGE CORONET CHRIS KRULL; VANDALIA, OH

1966 PLYMOUTH BELVEDERE II FRANK PAVIA; WEBSTER, NY

2016 DODGE CHALLENGER R/T RANDY TUCKER; SPOKANE, WA

1978 DODGE D150 WARLOCK BARON LEAP; HYNDMAN, PA 54

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1971 PLYMOUTH BARRACUDA CHARLES MORRIS RICHARDSON, TX

1970 DODGE CHALLENGER SE GLENN HEIMBIGNER LIBERTY HILL, TX

2016 DODGE CHALLENGER SCAT PACK KURT SCHACHER; STOCKTON, CA

2015 DODGE CHALLENGER SRT HELLCAT JOHN RICHMOND DORADO HILLS, CA

1970 PLYMOUTH ROAD RUNNER DARREN DEARTH WEYMOUTH, MA

1965 DODGE CORONET 440 RANDY DURHAM HOT SPRINGS, AR

1962 DODGE POLARA 500 DAVE LOUGHNER GREENSBURG, PA

1971 DODGE CHARGER STEVE BROCK; MYRTLE BEACH, SC

1965 PLYMOUTH BELVEDERE II CONVERTIBLE TIMOTHY SEYMORE; CRESSON, PA

1970 DODGE CORONET SUPER BEE RANDY ROHDE; LAVERNIA, TX

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READERS’ RIDES

1969 DODGE CORONET CONVERTIBLE PAUL KERL; LORTON, VA

1968 PLYMOUTH BELVEDERE EDDIE STREETER CRESTWOOD, KY

1969 PLYMOUTH ROAD RUNNER BOB MELHORN; FISHERVILLE, KY

1971 DODGE CHALLENGER R/T DAVID ROMA; CHICHESTER, NH

1968 PLYMOUTH VALIANT 100 JOSH HOLSOPPLE; EVERETT, WA 56

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1967 PLYMOUTH SPORT FURY CONVERTIBLE STEVE GOLDSMITH FLORAL PARK, NY

1936 PLYMOUTH P2 COUPE DEAN RAWSON; BOISE, ID

1970 PLYMOUTH FURY SEDAN GIL HAAS; LONG VALLEY, NJ

1967 DODGE CORONET JOHN JADWISIAK PORT CLINTON, OH

1971 DODGE CHARGER JON WILSON; ATASCADERO, CA

1968 CHRYSLER 300 CONVERTIBLE TED BORDVIN GRAND RAPIDS, MI

1965 PLYMOUTH BELVEDERE WILLIAM UDEY PORT ORANGE, FL

1967 DODGE DART GT RICHARD GILBERT WILLOUGHBY, OH

2010 DODGE CHALLENGER R/T MIKE PERRINO MASSAPEQUA, NY

1968 PLYMOUTH BARRACUDA FORMULA S VINCENT PATTISON; DEAR, DE

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READERS’ RIDES

1968 DODGE O DART PAUL CORVINO; DEER FIELD, FL

1973 DODGE CHALLENGER RALLYE MIKE SANCHEZ; AFTON, WY

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1974 DODGE CHALLENGER RICHARD SHEOLA LONG VALLEY, NJ

1971 DODGE CHARGER TROY TADLOCK; BILLINGS, MT

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1970 PLYMOUTH BARRACUDA GRAN COUPE ED MADILL; GLENDALE, AZ

1967 PLYMOUTH BARRACUDA RICHARD OTT; SANTA MARIA, CA 1967 PLYMOUTH BELVEDERE DWAYNE GOUW; RED DEER, ALBERTA, CAN

1964 CHRYSLER 300 CHUCK JACKLEY TERRE HAUTE, IN

1973 DODGE CHARGER SE JARED REESE; GOODSPRINGS, NV

1968 PLYMOUTH ROAD RUNNER FRANK DAVIS HACKETTSTOWN, NJ

1969 CHRYSLER NEWPORT CUSTOM JOSEPH CALISE; SMITHTOWN, NY MOPAR MUSCLE DECEMBER 2017

59

READERS’ RIDES

1965 PLYMOUTH BARRACUDA BRIAN MOSEL; DUBLIN, CA 1970 DODGE CHALLENGER R/T MICHAEL BOLLINGER LEBANON, PA

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1972 DODGE CHARGER R/T LLOYD RADEMACHER; PORTLAND, MI

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1969 DODGE CHARGER R/T JERRY KLUPP; MILWAUKEE, WI

2012 DODGE CHALLENGER R/T LARRY LIPPERT WALKERTON, ONTARIO, CAN

1970 PLYMOUTH â&#x20AC;&#x2122;CUDA JAMES CAMERDEN COLORADO SPRINGS, CO

1974 DODGE W100 POWER WAGON KURT HOFFMAN; LAQUINTA, CA

1971 PLYMOUTH SATELLITE SEBRING D. MILLARD-HURST; GREENTOWN, PA

2012 DODGE CHALLENGER R/T JOEL DALMAN HUDSONVILLE, MI

1967 PLYMOUTH BARRACUDA FORMULA S RASCHEL ADAMS; BENTON, KY

1967 PLYMOUTH BARRACUDA JASON HOWE; BIRDSEYE, IN MOPAR MUSCLE DECEMBER 2017

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READERSâ&#x20AC;&#x2122; RIDES

1963 PLYMOUTH SPORT FURY LYLE F. DONAHEW; LOUISVILLE, KY

1970 DODGE CHALLENGER ROD WHALEY; MELBOURNE, FL

)â&#x2C6;&#x2014;, 1969 DODGE CORONET SUPER BEE GARY MICHEL; IOWA CITY, IA

!( " $ %&

0â&#x2C6;&#x192;%â&#x2C6;&#x20AC;. â&#x2C6;&#x2014;â&#x2C6;&#x192;&â&#x2C6;&#x2014;â&#x2C6;&#x20AC;. % . (+â&#x2C6;&#x2014;â&#x2C6;&#x192; â&#x2C6;&#x20AC;â&#x2C6;&#x20AC;â&#x2C6;&#x2014; â&#x2C6;&#x2039;â&#x2C6;&#x2014;+1â&#x2C6;&#x2014; . (â&#x2C6;&#x20AC; !&â&#x2C6;&#x2014;â&#x2C6;&#x192; +, â&#x2C6;&#x2019; %â&#x2C6;&#x20AC; ! ,+â&#x2C6;&#x2019;/&â&#x2C6;&#x2014;â&#x2C6;&#x192; .%+, â&#x2C6;&#x20AC; â&#x2C6;&#x2014; )+!&#2 2+0â&#x2C6;&#x2019; (0)&â&#x2C6;&#x2014;0) 2(&â&#x2C6;&#x2014;!â&#x2C6;&#x20AC;â&#x2C6;&#x2019; %â&#x2C6;&#x20AC; !. +â&#x2C6;&#x2019; &â&#x2C6;&#x2014;/ â&#x2C6;&#x2039;â&#x2C6;&#x20AC; ) â&#x2C6;&#x2014;&#+(! #+â&#x2C6;&#x2019; &â&#x2C6;&#x2014; â&#x2C6;&#x2019;â&#x2C6;&#x20AC; .â&#x2C6;&#x20AC;! #(+1 â&#x2C6;&#x2014;! )+â&#x2C6;&#x2019;â&#x2C6;&#x20AC; ,+1â&#x2C6;&#x20AC;â&#x2C6;&#x2019;

1969 PLYMOUTH ROAD RUNNER JOHN BUTLER; EUGENE, OR

/ )â&#x2C6;&#x2014;, &â&#x2C6;&#x2019;â&#x2C6;&#x2039;â&#x2C6;&#x192;(â&#x2C6;&#x2019;â&#x2C6;&#x2039; ! +

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1974 DODGE CHARGER TERRY HOWE; BIRDSEYE, IN

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1970 DODGE CHALLENGER CONVERTIBLE HERB DOYLE; LITTLE NECK, NY

1969 PLYMOUTH ROAD RUNNER JACK BOWEN; BRENTWOOD, CA

1972 DODGE DART SWINGER JENS KROEBER LAUCHINGEN, GERMANY

1974 PLYMOUTH DUSTER RANDY KAYSER BOSQUE FARMS, NM

1969 PLYMOUTH GTX LOU VERMETTE; VICTORIA, BRITISH COLUMBIA, CAN

Thanks for taking the time to show us—through your eyes—what you see when you look at your machine.

MOPAR MUSCLE DECEMBER 2017

63

STRIKE

BY CHRISTOPHER CAMPBELL

✪ PHOTOGRAPHY BY GRANT COX

erspective is a funny thing.

What seems insurmountable to some can look very achievable to others. Sometimes that has to do with financial means, beneficial connections, or innate talents, but just as often the difference relies upon resourcefulness and the willingness to work hard and learn. It’s all about one’s frame of reference. From the outside looking in, it can be difficult or impossible to tell the difference, though. That’s why

P 64

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it’s smart to never jump to conclusions.

This ’Cuda—known as Striker— is a prime example. Just look at this thing. Have you ever seen a more highend, every-trick-in-the book, custom E-Body show car? We haven’t. This isn’t some ordinary show car though. Striker competes at the highest level of the International Show Car Association (ISCA) show circuit against what are arguably the finest built custom cars in the world.

Time and attention to detail are taken to

extremes here. Judges will take flashlights and mirrors to inspect even completely hidden crevices of a car—things that are behind other panels or are purely structural.

Creating cars good enough to stand up to this level of scrutiny takes time, and time at a shop good enough to build cars like this is not cheap, so it’s not just common, but expected for price tags on these builds to cruise well into the high six-digit range. Actually, that would

ER

be a bargain; guys don’t bat an eye at sinking $1 million into a car expected to garner first-place honors. Our favorite extreme example is Ross and Beth Myers’ phenomenal ’36 Ford coupe known as “First Love” that took the Ridler award in 2007. Built by Rad Rides by Troy over a period of three years, the rumored cost to build was just shy of $3 million.

Yeah, really. Now that we’ve shifted your perspective a little bit, let’s get back to Striker.

JESSE MATLOCK’S ’71 PLYMOUTH ’CUDA SHOWSTOPPER WAS BUILT ON A REAL-WORLD BUDGET.

While most wouldn’t call this a “budget build,” to be competing and winning against cars at that level you’d expect that it came at a high cost. We won’t tell you exactly what owner and builder Jesse Matlock has invested in Striker, but we’ll tell you that it’s about a tenth of what was spent on some of its notable competitors.

But like we said, from the outside looking in, no one would expect that, certainly not the judges who awarded it the ISCA Street Machine Championship, nor the

ones at Mopars at the Strip who awarded it the coveted World’s Ultimate Mopar title. While he had set out from the very beginning to build a car that could win, having done so has left him floored. “Six months ago, I was a nobody in the field,” Jesse told us. “Now, on the car show circuit, everyone knows this car and my shop. It’s been a wild ride so far.”

While he’s a bit humble about his preStriker days, it’s not really accurate to say that he was completely off the radar. Long MOPAR MUSCLE DECEMBER 2017

65

STRIKER

“ “While there isn’t a single piece of the body that h hasn’t been massaged, reshaped, or re-contoured, it was all done by hand the low-tech, old-fashioned way.”

That fantastically red paint is a Matrix custom mix. Jesse used MS42 high solid clear for most of the car, but used MS100 Matte finish clear to create the ghosted Hemi billboard.

Exhaust passes through the frame and exits through openings in the rockers ahead of the rear tires. The pipes and mufflers are entirely hidden between the floor and bellypan with exit holes for exhaust and heat to escape.

We don’t have dyno numbers yet, but a boosted 6.1 is safely in the mid 500 to low 600hp range. Jesse will play with that more later, but for now, the jaw-dropping attention to detail is what most people looking under the hood are wowed by.

before Jesse opened his paint and body shop in downtown Dewey, Oklahoma, he latched onto a ’66 Satellite when he was just old enough to drive. Jesse fell in love with the angular B-Body, and it made him a Mopar guy for life. In fact, he still has that Satellite today, and still hops in it to run around to car shows and cruises. As he was fixing up that Satellite, Jesse knew that this would be his future—having an automotive shop. Or play pro baseball, whichever worked out.

Baseball wasn’t shaping up quite like he would have liked, so Jesse also spent time learning from the best mechanics and metal craftsmen that he could. He didn’t start out with any particular edge, but he was determined to earn one through hard work. By 20 he was managing a body shop, and by 26 he was ready to open his own shop: Jesse’s Auto Body. As a way of both fueling his passion and showing off the abilities of his shop, Jesse rounded up a few more Mopar projects and quickly

earned a reputation in the region as one of the go-to guys for doing serious over-thetop restorations on E-Bodies.

Back in the early 2000s, when the market for Hemi-powered cars was really starting to explode, Jesse just happened to finish a ’70 Sublime Green Hemi ’Cuda hardtop clone for himself.

The build generated a lot of buzz in the Mopar community, because it was such a convincing clone that it offered some hope for those lamenting that they suddenly couldn’t afford a factory Hemi ’Cuda. For a whole lot less, customers could now have essentially the exact same car, minus the little numbers on the dash, and 99 percent of the world would never know the difference. Jesse’s phone started ringing a whole lot more because of that car, forcing him to expand his shop to two buildings and concentrate on late-model collision repair and restoration work at almost equal business levels.

Nevertheless, as is bound to happen

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with repetition, Jesse eventually began to grow bored with building the same cars over and over again, and looking over rows of identical restored cars at shows. He found that his eyes kept wandering over to the radical customs being turned out by famous builders, primarily on the West Coast, and he started thinking maybe he should try his hand at that type of build.

Maybe even step it up a notch.

After formulating a plan, the Sublime Hemi ’Cuda clone was sold in 2011 to finance the project, and he started looking for the right car to turn into the most radical custom the Mopar world had ever seen. Considering his purist heavy clientele, it’s not surprising that there has been some grumbling about the extensively modified E-Body. Our opinion is pretty obvious, but we would like to take the opportunity to remind everyone that they’re not all sacred. Building custom cars actually saves more cars than it kills. For example, the starting point for Striker was

Aaron Lawrence at Fast Al’s Upholstery did an amazing job with the completely custom interior. Just about everything you see—seats, carpet, headliner, console, dash, sail panels—was hand-built and done in a crazy 30-day period. There’s also a complete Kicker Audio System grafted in, and all the gauges are VDO.

The fiberglass AAR hood had its framework stripped away so it could mate up with a one-off hydraulic and electrical lift system that actually raises the entire hood straight up at all four corners and brings it up to roof level.

hardly a glorious machine—a friend’s parts car ’71 318 Barracuda that was missing all of the valuable parts and had been sitting in an Oklahoma field for quite a while. Thankfully, Oklahoma is dry most of the year, so the remaining sheetmetal was solid and (aside from the hood) everything you’re looking at here is steel.

Back at his shop, the Barracuda was torn completely apart, and the unibody set on a chassis jig so that Jesse could set the stance and suspension. Working with Patrick Haggerman, they came up with a unique custom-built 2x4 dual frame system with a triangulated fourlink rear suspension and RideTech ShockWaves supporting a narrowed 8.75inch rearend. The front suspension began life as an Art Morrison crossmember and tubular control arm kit that was heavily modified so that it could be slammed to the ground with bags.

A salvage yard Gen III Hemi out of a wrecked ’09 SRT8 provided the basis for

the motive power and allowed for a whole lot of test-fitting and planning. Working on a seriously hectic schedule, Jesse wanted to debut the unfinished project at the 2013 SEMA show in Las Vegas, so he and his crew spent a lot of hours flailing on the body, fitting it to the suspension, and installing a set of large-by-huge Foose Nitrous II wheels with Mickey Thompson rubber. Even in mock-up form, the ’Cuda attracted a lot of attention from both attendees and vendors. Several vendors saw something special in the works and inquired about getting some of their parts included in the build—something that surprised Jesse. He went back to Oklahoma with some generous offers, but he had to deliver something worthy.

While Jesse’s shop is well stocked, it doesn’t feature any CNC machines, computer aided milling or cutting machines, or any of the big-league equipment you’d expect to be necessary to build something that could compete with

Builder Jesse Matlock did a host of mods to the ’71 grille, but it still looks very “’Cuda” and would fit in a stock car. The headlights are completely custom and actually made up of four different headlight assemblies.

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STRIKER

FAST FACTS

1971 PLYMOUTH ’CUDA CAR OWNER: Jesse Matlock • Dewey, OK

ENGINE TYPE: 6.1L Gen III Hemi BLOCK: OEM SRT8 Challenger ROTATING ASSEMBLY: stock crank, rods,

and pistons

CYLINDER HEADS: stock SRT8 CAMSHAFT: stock SRT8 INDUCTION: Magnuson supercharger

“…one primary goal of the build from the outset was to create something that would appeal directly to the younger crowd…” cars out of shops like Foose, Ring Brothers, Roadster Shop, and so on.

Other than showstopping looks, one primary goal of the build from the outset was to create something that would appeal directly to the younger crowd that might feel shut out by the rich guys, and prove to them that it could be done on a very reasonable budget—provided you were willing to work a little bit. Jesse likes to joke that Striker was built “Basically, with ball-peen hammers and a screwdriver.”

That’s not too far off. While there isn’t a single piece of the body that hasn’t been massaged, reshaped, or re-contoured, it was all done by hand the low-tech, oldfashioned way. Part of that was out of necessity, and part of it was a piece of the plan. From the very beginning Jesse wanted to balance extreme custom work with approachability. Making sure that car was mostly built using tools anyone could afford was a big part of that.

As for those modifications, there are so many beneath the blinding red paint that they can be hard to spot. Every single piece of the ’Cuda has been modified, but yet it still feels like a ’Cuda. “Every time I did something, it had to complement something else to keep the flow,” Jesse said. We’ll give you a few of the major highlights, and then let you stare at the pics and see what else you can find. To start, the rockers were extended 2 inches to meet the framerails, and then arch inward to form a bellypan that completely covers the chassis. The entire front clip is now one piece and is hinged for easy access to the engine bay, should that become necessary.

The front and rear valences are custommade and molded into the body and bumpers, all the glass is flush-mounted to the body, and the entire body is channeled down over the custom frame. Driprails, door handles, locks, and side markers are all shaved, and the front fenders are 68

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extended down two inches. The engine bay is entirely made from scratch, and Jesse himself designed the most unique hood hinge mechanism we’ve ever seen. Yup, all this and more with general shop tools.

What started as a one-year project timeline grew into nearly six years with things still coming down to the wire for SEMA 2016. The big Hemi fired up for the first time in June 2016, the paint was laid in July and August, and then a rapid-fire reassembly of the entire car was underway with a constant eye on the calendar. Thirty days out from SEMA, Striker was sitting on the ground, it was running, it was painted, but the interior hadn’t even been built. At Fast Al’s Upholstery, Jesse and Aaron Lawrence spent more than 500 hours putting the interior together, including building the custom instrument cluster. The only stock thing you’ll find in the interior are the door handles.

Jesse and crew did make it to SEMA where Striker was prominently displayed in VDO’s booth and drew awe-inspired crowds all week. Since then things have only accelerated. In addition to winning the ISCA Street Machine Championship and World’s Ultimate Mopar at Mopars at the Strip, Jesse and Striker have logged 102 days of travel and over 18,000 miles to various shows, and they’re just getting started. Jesse wants to hit just about every major Mopar event in the country for the next couple of years, plus they’ll be back at SEMA this year competing in Battle of the Builders, as well as GoodGuys for Street Machine of the Year, and even Hot August Nights. After that, he might go back for a second shot at the ISCA title.

Jesse has to be extra careful for now, but after all the madness dies down a bit, he’s looking forward to driving Striker more. So far he’s taken it to a couple of car shows and taken kids for rides, but he really wants to do more. “It’s my spokesmodel.

EXHAUST: factory exhaust manifolds are ceramic coated, 3-inch mandrel bent exhaust with SpinTech mufflers COOLING: custom aluminum radiator

DRIVETRAIN TRANSMISSION: NAG1 five-speed automatic overdrive transmission from ’09 Challenger REAREND: narrowed 8 ¾ Mopar with Strange axles, 3.91 gears, and Sure Grip differential

CHASSIS FRONT SUSPENSION: modified Art Morrison

with RideTech ShockWaves, RidePro and Level Pro system with AirPod REAR SUSPENSION: custom triangulated four-link with RideTech Shockwaves BRAKES: Brembo system from ’09 Challenger (front and rear), stainless steel brake lines, custom underdash brake pedal and master cylinder assembly CHASSIS: modified Art Morrison and custom frame rails

WHEELS & TIRES WHEELS: 18x7 and 20x15 Foose Nitrous II TIRES: 26x8 and 29x18 Mickey Thompson

It’s my car. It’s me,” Jesse told us. “I don’t know what I would do without muscle cars in my life; it’s my therapy. Hopefully I can show kids that they can build something like this, and inspire them to stay out of trouble and get out and get involved.”

Was Striker cheap? No, but who says you have to build an ISCA contender? If you can handle a torch and a hammer, and you have patience and shop around carefully, all you need is imagination and a determined work ethic. If you think it can’t be done by the average guy at a pretty basic paint and body shop, you’re looking at roughly 3,600 pounds of rumbling red evidence that it most certainly can.

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BUDGET OD MIKE SVAGERA’S MILD RESTOM CAN DO 1966 CHARGER PROVES YOUCH EAP. A RELIABLE DRIVER ON THE

BY CHRISTOPHER CAMPBELL

✪ PHOTOGRAPHY BY JORGE NUNEZ

f we had a nickel for every time we heard the phrase, “I just want to build a good, reliable, fun, and driveit-anywhere car,” or some variation thereof, we’d have enough money to build a classic Mopar that fit that description. We hear guys say it, but rarely do they do it. Let us explain what we mean, taking our ’66 Charger feature car for example.

Back in the 1960s when these cars were built, the automotive world wasn’t

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all that different than it is today. The clear majority of them spent their lives commuting to and from work, running errands, taking kids to and from school and extracurricular activities, and taking road trips.

The freeways and interstate system were already established and speeds averaged in the 55 to 75 mph range. Sure, a ’66 Charger as produced braked a bit slower and the handling was floatier than modern cars, but it’s not like they can’t keep pace with modern life. And yet, that’s

how many guys tend to treat them when planning a build—like every single thing needs to be upgraded just to cruise it on the occasional weekend. We’re here to tell you, that’s not the case. You can keep it simple and spend money in the right places, and have a fantastic car too.

That’s not to say that you don’t have some work cut out for you to get there.

One has to keep in mind that 1966 was 51 years ago. That’s a half century for a car to accumulate hundreds of thousands

BRUISER

of miles and deteriorate all around due to weather and chemical exposure. Sure, you can still slap something together by cutting a bunch of corners and making piles of compromises, but if you really want it to be pleasant to drive, it takes going through it from end to end.

Mike Svagera of Fremont, California, knows this well, thanks to years of experience on two opposing sides of the automotive spectrum. As of one of the founders of Helcam Vintage Motors, a private

restoration and modification shop for vintage cars, Mike knows how to put together all manner of street machines. What you wouldn’t suspect is that his other passion of building dirt late-models and dirt modifieds has led to many of his philosophies about building good street cars and how much you don’t need to change.

In the world of racing, there’s asphalt racing and off-road racing at the far ends, and dirt tracks land somewhere in the middle with chassis that appear to be

road-course oriented, but are specifically constructed to handle the rigors of racing on rutted, bumpy patches of dirt. To say that’s rough on a vehicle’s suspension is putting it mildly. You think you treat your car rougher? Unlikely. Mike has built a range of dirt competition vehicles, from high-dollar Super Late Models, to oldschool Stock and Modified Stock classes.

Some of those stock classes are very production based and limit what can be swapped on the car, so you must figure MOPAR MUSCLE DECEMBER 2017

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BUDGET BRUISER out how to work with what you have, and what works.

Mike has brought that attitude with him to Helcam, and fortunately his partner Chris Helling shares the same philosophy since they spend upward of 70 hours a week in the shop, working on, debating about, and discussing builds. Many of their customers come in with a long list of high-dollar exotic parts that they think they need, but Mike and Chris often talk them back down a bit after discussing what they realistically are going to do with the car.

Most of the time it boils down to something along the lines of, “I want a really nice driving, comfortable, quick street car with handling and braking that I can take anywhere.” As a shop, it’s cool when a customer wants to spend gobs of money on cool new parts, but Mike and Chris want to make sure their customers spend money in the right place. Once that’s taken care of, the extra budget will often go to other things, such as nicer paint and rechroming. In the end, the parts list may not sound quite as sexy, but the customer always leaves pleased with how the car turned out. And really, that’s the best-case scenario for everyone involved.

Why is “overbuilding” a potential problem? Well, other than spending more money than is necessary, you run the risk of ending up a with car that loses the “comfortable and take it anywhere” part.

It’s a Helcam guiding principle, but Mike even stands by that philosophy for his own cars. With years of car-building experience, Mike can size up what level of time and money commitment he’s looking at when he checks out potential project cars. He begins with a dollar figure in his head that he’s willing to pay, and what he’s willing to put into it to get it to turnkey status.

One car Mike had been thinking about building for a long time was a secondgen ’68-’70 Charger. He searched around the usual spots—Craigslist, eBay, forums, a few online “classic car for sale” sites— but he just wasn’t seeing what he wanted.

Then one day a ’66 Charger popped up on his search. Mike had already decided that a second-gen Charger was what he had to have, and besides who builds first-gen Chargers anyway? Still, the price looked tempting, so he clicked on the ad to see what the deal was.

It was pretty much a basket case.

There was no front clip, and it was basically stripped down. Nevertheless, it didn’t appear to be a bad starting point for what Mike had in mind. It was a ’66, and he wasn’t ready to give up on his original plan yet. Over the next six months, Mike kept looking for the right second-gen Charger, 72

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The Charger’s interior remains largely stock because it’s one of the things Mike Svagera liked most about it. Just like the exterior, many of the chrome accents have been blacked-out to give the appearance of a cleaner, custom interior without large expense. The Classic Instruments gauges are one of the deviations.

The Charger’s front suspension is the embodiment of simple. Mike opted for smart bolt-ons such as QA1 low-friction strut rods, Hotchkis Hemi torsion bars, QA1 shocks, Right Stuff 2-inch drop spindles, and a Hotchkis 1 3/8-inch hollow sway bar to create a more responsive system.

First-gen Chargers pretty much get the restoration treatment on the nose, but we were attracted to the satin black grille and bumper which you don’t see every day. Aggressive and classy.

It’s hard to beat a well-built 440 for all-around street performance and reliability.

Mike kept the recipe simple, but did upgrade to a roller cam for longevity and to get the cam specs he wanted.

Where the rubber meets the road matters on every build, so Mike opted for 18-inch Boss Riddler wheels and Continental tires to fill up the Charger’s wheelwells.

We initially thought the scoop was borrowed from another model, but it’s a hand-formed piece from Helcam.

We think it complements the Charger’s hood perfectly.

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BUDGET BRUISER but kept hitting those same roadblocks: sellers wanted too much money for cars that needed too much work.

We’ve said it several times before, and we’ll say it again: ’66 and ’67 Chargers are overlooked and undervalued. The more frustrated Mike became with his project search, the more he began to open his mind to the possibility of doing the ’66. Finally, he just had to take a look. It’s a good thing Mike did, because it actually turned out to be better than he expected. Almost everything was there, and the body appeared to be very straight and undamaged. Of course, at 50 years old pretty much every soft and semisoft part from bushings to interior plastics was fairly well shot, but that was expected.

The more he looked it over, though, the more he liked what he saw, so Mike decided to redirect his plan a bit and be that guy to build a first-gen Charger.

Back at Helcam, Mike finished stripping the Charger down to a shell. Pretty much anything that was held together by bolts came apart. Believe it or not, there were no surprises at all, and not a bit of rust to be found, which certainly helped Mike continue to feel good about his project choice. It also made the build go very smoothly. After the Charger was taken to bare metal, Mike applied one of his favorite tricks learned from the dirt track racing world and welded the pinch welds and some body seams solid, as well as the front crossmember, to eliminate flex points. According to Mike, you’d be surprised how much more rigid an old unibody gets when it’s welded solid.

Speaking of adding rigidity, since the suspension plan called for retaining mostly stock parts, Mike boxed the stock upper and lower control arms to make them as strong as possible. While he saved money there, Mike wasn’t shy about spending on parts that really would make a difference, such as Hotchkis Hemi torsion bars and a hollow 1 3/8-inch sway bar paired with QA1 shocks. Good boltin stuff that will improve the drive overall. In

FAST FACTS

the rear, he relocated the leaf spring mounts and perches inward and installed the appropriate Hotckis leaf springs to complement the torsion bars. While the trend has been towards huge diameter disc brakes at all corners, the truth is they’re not always needed.

Mike went with a basic Right Stuff disc conversion up front and kept the rear drums in place. Remembering that wheels and tires make or break a car’s looks, he did shell out for a proper set of high-performance Continental tires on 18-inch Boss wheels.

Helcam’s mantra of “spend the money where it makes the most impact” even extended to the final look of the Charger.

While he’s not against chrome and polish, there’s a huge amount of it on a ’66 Charger, and all that gets very expensive to replate.

Instead, Mike let Alloy Motors of Oakland, California, coat the bodywork with a coat of custom House of Kolor silver paint. They also saved a bit of coin by having Alloy Motors paint the brightwork rather than replate it.

The finished product adds a level of aggressiveness to the first-gen Charger’s typical classy style.

So what does Mike do with the Charger now that it’s all wrapped up? He takes it to shows, on leisurely drives, out to dinner, on errands, to the grocery store—you know, just regular car stuff. “It’s literally a grocery getter some days,” Mike laughed. In fact, because he kept everything on the build reasonable and aimed at a quality driving experience, even his wife (who didn’t think she would like driving an old car) enjoys being behind the wheel. “It doesn’t feel like a big car,” she says. That’s a pretty solid endorsement.

Honestly, as things have started to settle a bit from the fever pitch that Pro Touring was a few years back, we kind of wonder if Pro Touring cars might start to tend this way in general: upgraded, but realistic in ways to complement how the car is driven. The likely result of that will be even more classic cars out on the road just being used and enjoyed, which is really why we build them at all.

1966 DODGE CHARGER CAR OWNER: Mike Svagera • Fremont, CA

ENGINE TYPE: 440ci RB-Series BLOCK: original 1966 ROTATING ASSEMBLY: stock crank and rods,

9.5:1 pistons

CYLINDER HEADS: 904 with hardened

valve seats

CAMSHAFT: Comp hydraulic roller, 286-/294-degrees duration VALVETRAIN: 1.6 stainless steel adjustable rockers INDUCTION: Edelbrock Performer RPM EXHAUST: Hooker long-tube headers, custom 2.5-inch exhaust IGNITION: Pertronix biller distributor and Flamethrower coil COOLING: high-efficiency four-row brass core radiator with original tanks OILING: high-volume oil pump BUILT BY: Helcam Vintage Motors

DRIVETRAIN TRANSMISSION: 727 TorqueFlite with 2,800-stall PTC Turbo Action non-locking converter REAREND: 8.75 with Sure-Grip diff and 3.23 gears

CHASSIS FRONT SUSPENSION: Right Stuff 2-inch

drop spindle, boxed stock LCAs, QA1 low friction strut rods, Hotchkis Hemi torsion bars, QA1 shocks, Hotchkis 1 3/8-inch hollow sway bar REAR SUSPENSION: Hotchkis leaf springs,

QA1 shocks

STEERING: Firm Feel quick-ratio box, Right Stuff 2-inch drop spindles BRAKES: Right Stuff disc conversion up front, stock drums in the rear CHASSIS: fully seam-welded body and front crossmember, relocated leaf spring perches and mounts

WHEELS & TIRES WHEELS: 18x8 (front) and 18x10 (rear) Boss Riddler TIRES: 225/45R18 (front), 295/35R18 (rear) Continental Extreme Contact DWS

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