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'72 Plymouth 'Cuda - E Ticket Ride

Scott Kruger’s Blown Hemi ’72 ’Cuda

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If you found yourself at Disneyland back in the ’60’s, you paid a small fee to enter the park and then purchased tickets for the individual rides. The most coveted rides required an E ticket, hence the now popular phrase. For Scott Kruger, it’s especially appropriate, as his E-body is powered by nothing less than a stroker 426 displacing 528 inches. A normally aspirated, old-school Hemi would be more than enough to create your own rolling Adventureland, but this ride comes with a boost from a crank-driven pinwheel in the form of a ProCharger F-2. Car crafters always have a motivation to venture beyond the norm. Scott’s was simple: “I had to beat my brother-in-law’s Stage II Grand National.” Looks like his brother-in-law better start harvesting more horsepower from that bent Six. Let the games begin!

“It’s finally fast enough to be scary!” - Scott Kruger on his blown Hemi ’Cuda

Tech Specs

Who: Scott Kruger

What: ’72 Plymouth ’Cuda

Where: Prior Lake, MN

Engine: By 1972, all new cars had been horsepower-neutered, and the Hemi had been dropped altogether. Scott’s version includes a stroke of revisionist history, with an Indy Cylinder Heads Street Legend engine using a World Products iron Hemi block with a massive 41⁄2-inch bore and a 4.15-inch stroke Eagle crank. Diamond pistons create 8.5:1 compression, as the power plan calls for plenty of boost. The Indy cylinder heads support 2.25/1.94-inch valves, while the short-block was machined by Steve Morris and is equipped with a solid roller cam and a complete Indy valvetrain.

Induction/Exhaust: The F-2 ProCharger pushes a mere 14 psi of boost to the Fast XFI fuel-injection system using an Accufab throttle-body and a set of 96-lb/hr injectors to control the power. That may not sound like much, but the effect of 14 psi is the same as essentially doubling the size of this engine, making it nearly equal to a 1,056ci Hemi! Since Scott is a general manager in the hydraulic division at Eaton Corporation, you would expect all the hydraulic hoses and fittings to be Eaton Aeroquip. There’s also a custom-plumbed, air-to-air intercooler fabricated and installed by Mike Nabers, which contributes to the Hemi making heroic horsepower on 93-octane pump gas and making us all jealous. TTI built the 21⁄4-inch headers, while DynoMax provides the sound damping.

Transmission: With this kind of power potential, Scott needed a 727 TorqueFlite bookended by a Turbo Action 10-inch converter and a Gear Vendors overdrive unit.

Rearend: When you stuff a blown Hemi under the hood, the smart move is to add the requisite Dana 60 rear-axle assembly. Mark Williams got the nod not only for the driveshaft but also for the axles, while Richmond supplied the 4.10:1 gears. An Eaton Detroit Locker ensures the power is equally distributed to both rear tires.

Chassis: With this much power, you have to pay attention to how it gets the ground as well. The front suspension includes a complete Reilly MotorSports (RMS) AlterKtion front suspension, including QA1 coilover shocks and tubular upper and lower control arms along with RMS rack-and-pinion steering. In the rear, the ’Cuda plants the rear tires with help from a pair of CalTracs split monoleaf springs and Rancho rear shocks.

Wheels/Tires: While the temptation might have been to slap on a set of fashionable 18s, restraint won out, and the ’Cuda retains its classic factory look with help from a set of Wheel Vintique 16-inch aluminum Rallye wheels. Rubber on the front is a set of 225/55ZR16 BFGs, while sticky 28x111⁄2 x16 Hoosier Quick Times hook up the rear.

Brakes: It goes without saying that you’ll need a way to stop as well, which is why there is a pair of Wilwood four-piston calipers on the front and Mark Williams four-pot spots on the rear.

Body: The PPG Burnt Orange paint and bodywork is the result of Sam Taormino’s handiwork along with massaging the MAS fiberglass lift-off hood.

Interior: The near-stock interior is all Paul Sermo, while Todd Robertson twisted the wiring.

Thanks To: Wife Caroline, kids Allison and Kyle, Rocco Wilson and Dennis K. for their fabrication work, and Jeff Sawruk for his tuning expertise.

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