THE DODGE BROTHERS

Tony Peck’s Challenger Transformation

Tony and Phillip grew up in a family that already had its allegiance with Mopars, so it should be no surprise their daily drivers have roots in Highland Park, Michigan. Older brother Tony drives the Challenger he bought from the family of its original owner, back in 1992. Unfortunately the car was parked under a pine tree for a number of years and had rusted considerably. Eventually, Tony, younger brother Phillip, dad Frank and uncle George began a complete restoration on the E-body. When it was practically finished, a friend’s trailer somehow escaped from its hitch, rolled down Tony’s driveway and smashed into the Challenger denting up the front and pushing the car into its engine, which was sitting on a stand behind it. Tony was so distraught, so he let the car sit unfinished for five long years.

The good news is, he re-thought the entire project during this time, and decided a resto rod, with a road-racing flavor, was more to his liking than a restored stocker. So, he towed the Challenger to his dad’s shop, E&R Transmissions in Atlanta, and began the transformation. It didn’t hurt that this facility also happens to have expertise in body and chassis work as well as engine building. At the same time, the original 318 was retired from active duty and a fresh big block replaced it. The new Challenger engine is a 0.030-inch over 440, utilizing forged six-pack pistons and forged factory rods that were resized, shot-peened and secured with ARP fasteners. A factory crank operates in the oversized block that was also decked and aligned bored. To keep the engine’s weight in check, Edelbrock aluminum heads were used after being CNC ported and polished. Further dietary supplements include an Edelbrock RPM intake, and one of Vic’s 800 cfm aluminum carbs.

Challenger Powertrain and Performance

A Comp Cams XE274 hydraulic cam and lifters orchestrate the valvetrain with the help of 1.6:1 roller rockers, and pushrods from mother Mopar. Mom also supplied the aluminum water pump and housing, high volume oil pump and 6-quart Hemi oil pan with windage tray. Hedman ceramic coated headers, MagnaFlow 3-inch X-pipe and a 3-inch exhaust system from TTi expel exhaust gases like cannon fire.

As you might imagine the rebuilding and upgrading of the Challenger’s Torqueflite was a walk in the park for the Peck family. Tony chose a Mancini converter with a 2500 rpm stall speed, to harness the engine’s power and deliver it to a 8.75-inch Chrysler Sure-Grip rearend spinning 3.23 gears.

Stopping and Handling Upgrades

To make this Mopar stop as well as it goes, factory 12-inch ’cop car’ rotors from a B-body, 4-piston calipers and proportioning valve from Wilwood, and a Stainless Steel Brakes rear disc conversion kit join forces to thwart forward motion as required. Polymatrix pads at all corners help guarantee the intended results.

The car’s suspension and steering systems were completely rebuilt or replaced with more modern equipment including a fast ratio steering box and polyurethane bushing throughout. Even the sway bars were upgraded with units from Addco and measure 1-1/8-inch diameter up front and 7/8-inch out back. Putting all this energy to the ground is the responsibility of 17×8-inch front Center Lines with 225/50X17 Nitto tires and 17×9.5-inch rears with 275/50X17 Nittos, along with gas charged shocks all around.

Final touches to the Challenger include re-chromed bumpers, all new interior including reupholstered late-model Nissan seats (for lateral support), new weatherstripping, new carpet and replacement headliner.