Add it all up, and you get a 2,900-pound, four-linked, 1,400hp street machine capable of running mid-8s at the strip, and putting around town on cruise nights without pegging the water-temp gauge. Best of all, Scot built the whole thing himself with the help of his buddies, and wisely spread out the financial hit over 11 years to finish the car to his exacting standards. With all that Scot’s Dart has going for it, you can’t help but wonder why the Pro Street trend ever lost steam. The car’s heavy-hitting yet perfectly streetable motor combo, attention to detail, functionality, and universally tasteful execution hints at what Pro Street might have evolved into if it hadn’t become the butt of all gearhead jokes. Even so, thanks to one man’s flair for extreme solutions, now everyone knows what Pro Street in 2012 is supposed to look like.
’71 Dodge Dart
Engine: Nothings screams street cred like a Hemi. Based on a Mopar Performance block, the Elephant motor checks in at a healthy 528 ci, thanks to a 4.500-inch bore and a 4.150-inch stroke. The short-block boasts a Mopar Performance forged crank, Eagle steel connecting rods, and Wiseco 10.75:1 forged pistons. On the induction side, massaged Mopar Performance aluminum cylinder heads with massive 2.25/1.94-inch valves and an Indy Cylinder Head single-plane intake manifold provide the air supply. The hungry Hemi ingests fuel through a Holley 1,050-cfm Dominator carb and relies on a Crane 262/274-at-0.050 mechanical roller cam with 0.659/0.659-inch lift to actuate the valves. The distributor, coil, and ignition box are all from MSD, and exhaust exits through custom 2.25-inch headers and dual 4-inch Flowmaster mufflers. For days when 800 naturally aspirated horsepower isn’t enough, Scot cracks open a 600hp hit of spray, courtesy of a Nitrous Oxide Systems fogger. Dave Kropp gets credit for the bolting the Hemi together.
Transmission: Splitting quadruple-digit power into manageable doses is a beefed up Pro Trans Torqueflite 727 with a transbrake and reverse-manual valvebody. It’s matched with a Coan 4,500-stall converter and shifted with a Hurst handle.
Rearend: It’s a shame that something as pretty as the CNC-machined aluminum Mark Williams 9-inch rearend has to hide beneath the car. The housing is home to monster 40-spline axles, a lightened spool, 4.11:1 gears, and a billet yoke. An Inland Empire 4-inch aluminum driveshaft hooks it up to the trans.
Suspension: As expected in a tube-chassis machine, the Dart’s suspension is all heavy-duty drag racing fare. Up front are Strange control arms and shocks. Hypercoil springs transfer weight back to a custom four-link rear suspension with AFCO coilovers.
Brakes: Strange Pro Steel discs with four-piston calipers, front and rear, scrub off speed after each pass. A Wilwood master cylinder and proportioning valve meter the brake fluid.
Wheels/Tires: With no class rules to contend with, Scot went crazy with the rollers. Out back, 32x17.5x15-inch Mickey Thompson ET Streets wrap around 15x14-inch Weld Magnum Pro wheels. In the front are Mickey Thompson 26x7.5x15 skinnies and 15x3.5-inch Welds.
Paint/Body: In addition to the typical dent and rust repairs, the Dart’s gone on a diet with a fiberglass hood and trunk lid. Scot and his buddies did all the bodywork themselves, and Grady Colvin sprayed the car in PPG Delstar acrylic-enamel black paint.
Interior: Race cars aren’t built for comfort, but the Dart’s interior is as nice as you’ll see in any drag machine. Inside the cabin are Kirkey seats, a Grant steering wheel, Auto Meter gauges, a Chassisworks switch panel, and a Safecraft fire system. Custom aluminum door panels, powedercoated by Scot and his friend, Matt Stone, spruce up the interior.