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1970 Dodge Challenger - Big Noise From Shreveport In 1998, Time

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1970 Dodge Challenger - Big Noise From Shreveport In 1998, Time ...

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									1970 Dodge Challenger - Big Noise From Shreveport
Matt Delaney's V10 Moparus Maximus Is A Bona Fide Ground-Breaker.
By Ro McGonegal
Photography by Robert McGaffin




Year One bits are everywhere. The AAR hood is fiberglass and the slick Aero Catch latches are from Coast Fabrication.
The modified grille is by Mopar Metal Restoration. The trunk spoiler is a carbon fiber piece by Cerious Performance. To
not piss off the cops, Delaney installed laser jammers, an Escort 9500I up front and Shifter ZR3 at the back bumper.


In 1998, Time Machines (Hudson, Florida) built a ground-shaking purple Challenger. It looked like any other
rendition from the outside, but under the hood, the TM crew had slung a Ram truck V10-actually rebuilt the front
of the car to manage its new motivator. We believe it to be the premier conversion. But Matt Delaney's Charger
rendition, built in 1999, was the first car to employ a Viper motor. So this idea isn't new, but is by far the most
scienced-out V10 installation yet.

Delaney is no stranger to the pages of PHR. We've featured a couple of his outstanding creations already. So does
this guy have a real job, or does he just fool around with vintage Hamtramck tin? Although he puts real estate and
real estate developers together, we know that's really just a subterfuge for feeding his considerable and
unquenchable Mopar lust, so much so that he builds them at his own Delaney Auto Designs (DAD) in Shreveport,
Louisiana. His cohort and equal in this important occasion is Bill Reilly (up White Haven, Pennsylvania, way).

What appears to be just a warmed-over loved one is brimming with custom mechanical highlights, fabulous ideals
and details. And Chevrolets, well, they can just go hang. With a substantial repertoire so far, Matt is regarded as a
Mother Mopar standard bearer. His renditions are unique, thought-provoking, and bad-ass controversial. The
Dodge folk understand his methods, too. This Challenger was on display in the Chrysler booth at the '07 SEMA
show. Hard to miss it. Clean, neat, and looking just a little bit used (read: real).




Sure as hell, Matt drives this car just like all the others he's built. He made the run from Phoenix to Vegas for
Mopars at the Strip in it, just one of countless sojourns he's made in his other children, a 526-inch '70 Road
Runner, the '73 Red Dog blower-motor Duster, a Hemi-squeezed '70 AAR 'Cuda, the SRT8-powered '70 Challenger
raggy, and so forth.

Other than something sticking ominously through the bonnet, Matt's Mopars are always faithful to the factory lines
and flat hoods. Indeed, all the crazy stuff happens below the decks. This Challenger might be Delaney and Reilly's
pinnacle automobile-so far, at least. In fact, to them it represents little more than a test bed mule. The intent was
borne of the '68 Charger that Matt built in 1999. Aside from the Viper crate motor, it had a six-speed backed by a
traditional four-link suspension. Through that experience, the pair identified areas of concern.

To accept the V10, the Challenger's firewall must be moved rearward 4 to 6 inches, something that no home
wrench would feel comfortable with. The V10 maintains a long, flat-bottom sump that requires a higher-than-
normal engine mounting location to clear the steering and suspension. In the Charger of old, the four-link worked
great laying down straight lines, but was a detriment to precise, fluid handling characteristics.
Matt: "Although the requirements for this build sound common today-extreme performance and comfort, right at
home on the street or track-the trick, however, was to pull it off using an out-of-the-box race-team Viper V10
(one of a handful), the brand-new T6060 six-speed, and HD Viper center section from Mopar Performance, and do
it all with bolt-on parts and with as little cutting as possible."

He favored the E-body this time because it has more undercarriage room than an A-body, and a shorter
wheelbase than a B-body, so it can be a nimbler partner when esses and switchbacks start flying up. They
originally contemplated the switch from torsion bar springs to conventional coils, but settled on the smoother ride
afforded by the torsion bars, and fabbed a bolt-in K-frame that housed the adjustable splined bars internally,
thereby increasing clearance for the suspension. To counter the V10's fat and abundant torque, DAD installed
braces where there were none before: from firewall to shock tower, from left framerail to right framerail
underneath the radiator, subframes tied together, and a new brace beneath the rear seat.

In turn, these modifications relinquished quite enough clearance to narrow the width of the track substantially so
that the 285/35 tires (on 9-inch wheels) don't bump into the fenders or framerails. To situate the motor in the
desired location ahead of the stock firewall, they developed a rear-steer, center-steer power rack ahead of the
engine, and behind the radiator cowl, and an adjustable Z-bar steering linkage that correctly places the tie rods
and reverses the travel direction of the rack.




This construction corrected a number of geometry issues and allowed a full Ackerman ratio in a very tight turning
radius. Lock-to-lock is 1.8 turns. Now that's tight, bro. The payoff, though, was watching the V10 slip into place
ahead of the firewall and about 5 inches lower in the engine bay than previously possible. The result is a very
favorable center of gravity for a bent-road athlete. To complete the puzzle, DAD incorporated a smaller-than-stock
billet aluminum thermostat housing, a high-flow Wizard Cooling aluminum core, and four SPAL electric fans. As
standard procedure, they cleaved the driveshaft tunnel to give the big T6060 breathing room. Enthusiasts rejoice.
Matt hints that this conversion could soon become a Direct Connection retrofit.

The 10-cylinder lathe sends 610 lb-ft of grunt to the Direct Connection coconut. DAD's custom cradle holds it as
attached to its own subframe, a prototype of yet another retro-fit kit, Matt winks. To keep everything well
matched, he hid the torsion bar design to keep them out of the way and to accommodate the 305/45 fatties in the
stock wheelwells.

Prior to these shenanigans, Matt had the shell acid-dunked at Metal Rehab (Dallas, Texas), and then added the
needed Goodmark Industries sheetmetal. He also specified framerail connectors and rear factory torque boxes
from Harms Auto. The floor of the trunk is actually the top of the custom fuel cell. In addition to the braces at the
front of the car, he included five additional stringers in the undercarriage as well.




Matt's close association with Dodge availed him a handbuilt engine. He talked them out of a Team Viper 2006 spec
race motor, a 488-incher that produces 610 lb-ft at 3,600 rpm and 585 hp at 6,200 rpm, more than enough moxie
to send the 3,400-pound Challenger into orbit by simply tapping the loud pedal and producing a cacophony that
would be hard to ignore all the way down in Lake Charles.

Delaney Auto decided that the car should have nothing less than the most modern comfort and convenience
schedule, hence a Flaming River tilt steering, Nu-relics power window lifts, Dynamat deadener, Soff Seal weather
stripping, Classic Auto Air HVAC, and an audio army capable of letting blood.

With the guts firmly in place, DAD turned to the sheetmetal. Though two-tone paintjobs aren't our favorite,
Delaney pulled off this cogent rendition without a flaw. The 2008 SRT8 Charger Black Pearl blends harmlessly with
the PPG 2008 Lamborghini Pearl Yellow and clearcoat. Pretty cool duds for an R&D mule.




A   gorgeous       animal     by    any     motorhead's
estimation. All you remember here is engine,
engine, engine. The relocated V10 uses stock
tubular headers as well as the factory heat
shields.




Matt replaced the moldy spaghetti with Painless                      Delaney hung a heavy-duty Viper coconut
Performance junctions and tendrils. Sumptuous                        with a specially made suspension that bolts to
Katzkin suede and soft leather grace the '08                         its own subframe, hinting that a kit for this
Sebring      convertible     buckets       ("The     most            bolt-in conversion is coming soon. Note that
comfortable Pro Touring seats we have ever                           the 23-gallon fuel cell acts as a stressed
used,"     says   Matt).    Auto   Meter    meters    are            chassis member, adding a measure of rigidity
clustered neatly in a Rocky Mountain billet panel.                   to the construction.
The Pioneer/Kicker audio force features nine
speakers and has enough power to turn your
insides to jelly. The neato "Rapids" tiller is a
Flaming River piece.
                                                      To relieve the congestion of the factory
                                                      suspension and free up needed room, Delaney
                                                      Auto Design fabricated a bolt-in K-member to
                                                      house the adjustable, splined torsion bars
Fikse Profil 5S 18x9 modulars are hewn from           internally. A rear-steer power rack and an
aircraft-quality   aluminum,   providing   superior   adjustable Z-bar steering linkage correctly
strength as well as minimal unsprung weight.          place the tie rods and reverse the travel
Those chunky 285/35 Nittos fit without any            direction of the rack.
rubbing.




 
 
 

By The Numbers
'70 Dodge Challenger
Matt Delaney * Shreveport, LA
Vehicle weight w/driver: 3,600 pounds


ENGINE
Type:                                                   Dodge V10 displacing 505 cubic inches (4.03 bore x 3.96 stroke)
Block:                                                                   2006 Gen-3 Viper spec race engine (proprietary)
Compression                                                                                                          10.6:1
ratio:
Oiling:                                                                        stock, 7-quart aluminum, swinging pick-up
Rotating                                              stock Viper 3.96-inch stroke forged crank, forged rods, and pistons
assembly:
Cylinder heads:                                       stock Viper, 2.005 intake/1.585 exhaust valves, 1.7:1 rocker arms
Camshaft:                                                factory hydraulic roller, .550-inch lift, 245-deg. duration at .050
Induction:         Mopar SEFI, 34lb/hr injectors, Volant cold air intake, 23-gallon fuel cell, -10 braided lines, submersed
                                                                            Aeromotive pump, Aeromotive fuel regulator.
Power adder:                                                                                                          none
Ignition:                                                                                                           factory
Exhaust:             factory tubular manifolds, Dr. Gas mufflers, Jet-Hot coated 3-inch exhaust system, TTI exhaust tips
Fasteners:                                                                                                     factory spec
Built by:                                                                                                Viper Race Group
DRIVETRAIN
Transmission:                        Tremec Viper T6060, Dodge twin-disc clutch, Gunslinger Pistol Grip on stock shifter
Driveshaft:                                                           The Driveshaft Shop steel, 4340 1350-series yokes
Rear axle:                                     2008 Viper third member, clutch-type differential, 3.06:1 ring-and-pinion
CHASSIS
Front               Delaney Auto Design K-member and spindles, custom torsion bars, QA1 adjustable shock absorbers,
suspension:                                                                                   custom anti-sway bar
Rear suspension:          2008 HD Viper center section, The Driveshaft Shop custom-length half-shafts, DAD hand-built
                                                        subframe, hidden torsion bars, QA1 adjustable shock absorbers
Brakes:                Hydroboost booster, Wilwood tandem master cylinder, Finelines stainless lines, 6-piston, 13-inch
                                                                  Superlite, front; 4-piston, 12.9-inch Dynalite, rear
WHEELS & TIRES
Wheels:                                                                    forged Fikse Profil 5S 18x9, front; 18x10, rear
Tires:                                                             Nitto 555 285/35ZR, front; Nitto 555R 305/45ZR, rear


 

								
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