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1971 Pro Street Dodge Challenger


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What: '71 Dodge Challenger
Owner: Keith Legar, a man with a Mopar past
Hometown: Redondo Beach, California, where the sun and the surf make car guys smile

Short-Block: The block was a used R3 race version that he bought at a car show, and Keith's friend John Gilbert took it to 427 ci with a 4.125-inch bore and 4.00-inch stroke. The holes are stuffed with custom JE dished pistons for 8.5:1 compression. The rods are Manley H-beams with Chevy 0.927-inch pins and they swing on a Moldex billet crank. Milodon provides the oiling, and the cam is a mystery solid flat-tappet grind.

Heads: The block shoulders a pair of Indy Cylinder Head 360-2 oval-port, W2-style heads with CNC-cut 230cc intake runners and 2.100/1.650-inch valves. They're fitted with Indy proprietary shaft rockers.

Induction: The D-1SC centrifugal Procharger supercharger is hung on a custom bracket and drive system with parts from SD Performance and The Supercharger Store. It's connected to the Procharger air-to-air intercooler with custom stainless-steel tubing. Boost runs 8-12 psi when the belt isn't slipping. The intake is an Indy unit with 83-lb/hr RC Engineering injectors and a Mopar Performance throttle-body with a hat from The Supercharger Store.

Fuel System: A Motec Systems USA electronic control unit controls the flow from a trunk-mounted JAZ 12-gallon fuel cell with twin electric Paxton fuel pumps and XRP braided stainless fuel hoses. A pair of nitrous bottles are also in the trunk, but he hasn't opened them yet.

Exhaust: Stock TTI headers feed 3.00-inch stainless tubing and a pair of Spin Tech mufflers.

Transmission: A Dodge 518 automatic transmission that was swapped in from a '92 pickup modified by ProTrans in Lancaster, California, with a reverse-pattern valve body, a transbrake, and a 3,200-stall converter from Continental Torque Converters. The trans is fitted with an electric overdrive that can be operated in any gear through a toggle switch, so the Challenger can be quite docile on the highway. It can also be shifted hard on the track through a Precision Performance Products air shifter. The bottle for the shifter is housed under the dash and can be adjusted with a chip to change the tranny's shift points. When launched with the transbrake, the stock cast U-joint yoke gave up, so the car is now fitted with billet yokes and an aluminum driveshaft from Inland Empire Driveline Service.

Chassis: It's stock in front but has an Alston back-halved rear with a four-link and Koni coilovers. The rolling stock consists of Mickey Thompson 26x7.50-15 front and 31x18.50-15 rear rubber wrapped around Center Line rims. The rear wheelwells were opened to get the car low without feeding the rubber to the fenders. The power is passed back through an Alston Fab 9 rearend that carries a 4.56:1 ring-and-pinion set, a Detroit Locker, and Currie axles.

Interior: The interior reflects the car's street/track dual purposes. The 12-point rollcage heads up the safety gear and is supplemented by a pair of Recaro seats fitted with Simpson harnesses. The black door panels, carpet, and headliner are the work of Geisens Automotive Upholstery in Laguna Hills, California, and an aluminum instrument insert was added to the stock dash. It carries a host of Auto Meter Pro Comp mechanical gauges, including monitors for voltage, boost pressure, fuel pressure, and water temperature as well as a tachometer and a speedometer.

Performance: Keith has never run it down the 1,320, but it recently turned 6.86 at 100 mph in the eighth-mile. Rear-wheel horsepower is estimated at 700. With the upgrades being planned, high 9s in the quarter are expected.

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