NITROS-POWERED DUSTER
I went to the city looking for a decent 4x4 way back in 1996. I came home with a $2,000 440 Plymouth Duster. It had a rebuilt engine, Hooker headers and had been stripped in preparation for becoming a race car.
First trip was to the local salvage yard where I found an interior and some other missing parts. Then home to Nimpo Lake, B.C.
Over the next 2 years I disassembled the engine, ported the heads, retarded the 509 cam timing for an 8 degree centerline, built a deep-sump pan, TM-7 intake, a modified 850 Holley, Mopar Performance (MP) distributor and MSD 6+, 250 hp NOS system, MP aluminum water pump, added in-chassis TTI headers and so on. I removed all the weight from the front and changed the radiator to an aluminum truck version. I tubbed the car to the frame while replacing the quarterpanels and welded 2"x3" tubing subframe connectors into the floor. I built my own set of clone MP Pro-stock leaf springs for traction, moved them into the frame, welding the rear axle in with a pinion snubber to maintain correct driveshaft angle. I added a 6 Barrel scoop for some fresh air and painted the car HEMI Orange with black twister-style stripes. I fitted a Premier 200w CD player into the dash, a Premier 180w amp and 21" subwoofer for tunes. I wanted the ‘73 Duster because of the front disc brakes and V-8 motor mounts, but I did add an 8 3/4" Banjo axle after I re-drilled the axles and drums to the big-bolt pattern. Then I ordered 17x10 SSIII wheels and 15x6 for the fronts. 4.30 gears and 30" tall tires made for an impressive 14 mpg and high 12 sec runs without using the nitrous. On nitrous this car is close to 10 sec runs on street tires. During winters in snowy British Columbia I would take my intake manifold, water pump and various other engine pieces for sanding and polishing while watching Car Crazy.
I upgraded everything in this car including 3-spd wipers and 3-spd heater fan. I installed front roll bars and soon expect to lose that sleeper look by installing a roll bar and removable side bars.
I built this car alone, with my old, worn Mopar Performance Engine and Chassis manuals as my guide and mentor. I’ve used the knowledge of greats like Larry Shepard and the Dodge engineers that researched and provided the information that turned all us “Dodge boys” into race experts back in the old days. Now I attend and speak with the SRT® engineers every chance I get to increase my knowledge. My other cars included supercharged Viper GTSs and a few Stealth R/T TTs.
Ted Hlokoff
Nimpo Lake, B.C.
OLD SCHOOL COOL
I purchased this 1965 Dodge Coronet 500 a little over 5 years ago. At the time, it was white with black top and black interior. Under the hood was a 361 V-8 mated to a 727 and a 2.76 open rear end. Since then I’ve added American Torque Thrust II wheels, BFG radials (front), Mickey Thompson street radials (rear), new Legendary interior, Graphic Red paint and last but not least a 512 low deck “B” engine. It is a .035 over 400 block (1976) with a 440 source 4.250 stroker kit, DC 284/484 hydraulic cam and many other Mopar Performance/Direct Connection (MP/DC) engine and tranny parts.
The engine includes the following from the MP/DC catalog. Aluminum water pump and housing, high-volume oil pump, electronic ignition package, Street HEMI® valve springs on 906 heads with 2.18/1.88 stainless valves, engine gasket package, HD stamped rocker arms, chrome valve covers, plus lots of other parts from my favorite catalog. It has a 7 qt. oil pan and a Carter AVS from a ‘69 440 on an aluminum intake. It also has a deep tranny pan and shift kit. The rear end is an 8 ¾" 3.55 Sure Grip.
The vehicle dynoed at 550 lb.-ft. at 3200 rpm and 450+ hp at 5500 rpm. I did most of the mechanical work at Rob Lelakowski’s Restorations in Buckeye, Ariz., with much help from Rob and his father, Bob, a retired Chrysler tech. An easy shakedown pass at Speedworld Dragstrip was a 12.80 at 105 mph in 100 degree heat. Later—in cooler weather—I went back to Speedworld and made two passes, the best being 12.30 at 108 mph.
When I retired from Chrysler in 1998 I was Drag Racing Manager. During my 30+ years at Chrysler I held various and numerous job descriptions ranging from Performance Parts Warehouse Supervisor to Product Line Manager. I did a stint at Sponsor Relations and for most of my career was responsible for the production of the DC/MP Catalog and DC/Mopar Performance News before it became Mopar Magazine. One thing that never changed was that my employment was always within Chrysler’s racing program.
Larry Henry
Buckeye, Ariz.
GTX IN ARGENTINA
This is my 1974 GTX with 318 V-8. I receive Mopar Magazine here in Buenos Aires. I want to congratulate you for the excellent magazine and I’m happy and proud knowing that Mopar is the best and the competition is way behind us. Viva MOPAR!
Alberto A. Buratti
Buenos Aires, Argentina
FRAME-OFF RESTORED
This is our 1972 Plymouth Fury Gran Coupe. In May 2010, we completed a three-and-a-half year frame-off restoration of this vehicle. We traveled 5,800 miles in the Fury last summer covering seven car shows.
The vehicle is a great drive—plenty of raw power from the 440 Commando V-8, a super ride from the long wheel base and great handling from the HD torsion bar suspension upgrades. Many enthusiasts have told us “Glad you saved a BIG ONE … not many do … most have gone to car derby heaven.” The vehicle has a 727 TorqueFlite automatic, 8 3/4" Sure Grip differential and PR4 Flame Red paint.
David & Linda Seagren
Marysville, Kan.
