’71 Dodge Dart Demon Pro Touring Restomod

As far back as their July 1989 issue—that’s 30 years—HOT ROD Magazine has been saying to its readers: “Dare To Be Different”, meaning look outside the box and don’t keep modifying the same old cars. Well, the car builders took notice and over the past three decades, builders have modified everything from AMC Gremlins to Jeep Wagoneers and to great effect.

One car that you might never think about modifying is the 1971 Dodge Dart Demon—heck, you might never have even seen or heard of a Dodge Dart Demon. The Demon came about because in 1970 sister group Chrysler-Plymouth had the Valiant Duster, a uni-body two-door coupe built on the A-body platform. With sales topping a quarter-million units, Dodge wanted a slice of the pie and got the Demon complete with small but controversial devil decals that were soon axed.

The Demon was to be called the Beaver but for obvious reasons, that name was also option delete. Basically, it was a Dodge Duster with Dart front sheet metal and a few other minor differences. Badge engineering it might have been but under the optional black hood with scoops, you could get the 5.6L 340 ci V8.

The Demon was to be called the Beaver but for obvious reasons, that name was also option delete.

The 340-equipped Demons could accelerate zero-to-60 mph in under 8 seconds. That’s not too shabby for a car almost 50 years old, but what if we took the age-old approach to performance and dropped in a bigger motor?

Incidentally, for those who don’t know, back in the day, Norm Krause, a.k.a. Mr. Norm was running Grand Spaulding Dodge on the northwest side of Chicago. By 1966, they were the largest dealer of high-performance Dodges in the country building hot rod Dodges when the factory couldn’t or wouldn’t deliver. One of Grand Spaulding’s notable efforts was the ’71 GSS Dart to which this car is a tribute.

“Just drop in a bigger motor,” was the instruction owner Bill Sefton gave to builder Mike Staveski of Restomod World in Hudson, Florida. No-need-to-be-told-twice Mike, well-known for his mad Mopar builds and the first to drop a Viper V-10 into a ’70 Challenger, dropped in a new Gen III 6.1L SRT8-derived HEMI that is a little different.

“I was so impressed, I eventually bought the company and this restomod Demon is a fitting tribute to the original ’71 GSS Dart.”Bill Sefton

It’s topped off with an Imagine Injection Six Pack system (three two-barrel throttle bodies) with a FAST Engine Management System and an original 1971 cast-aluminum GSS Tri-Power air cleaner. The rest of the drivetrain includes a Tremec five-speed manual box with a Hurst shifter and a Moser-built Dana 60 rear end.

To enable the Demon to handle like a modern car, Staveski installed a complete, fully adjustable suspension system with anodized-aluminum coilovers from AFCO Racing ably assisted with Wilwood 12.88-inch four-piston brakes. The wheel and tire combination comprises 19- and 20-inch Modern Muscle Pentastar forged split-rims and Pirelli P Zero Rosso tires: 225/40R19 in the front and 330/30R20 out back.

Like the exterior, the interior was likewise updated but not overstated. Corvette C5 bucket seats were re-upholstered in Year-One materials to afford more lateral support, power windows were fitted, as was Vintage Air air conditioning and a custom ’68 Dart instrument cluster by Red Line Graphics complete with push-button start and remote entry. Finally, a Sony stereo system was installed with a five-channel full-range/subwoofer with two 12-inch Xplod woofers installed in the trunk.

According to owner Sefton, “Mr. Norm’s was one of my regular destinations as a young man growing up in Chicago. I was so impressed, I eventually bought the company and this restomod Demon is a fitting tribute to the original ’71 GSS Dart.”

A C10 Across All Ages

Mike Hegarty’s 1971 Chevrolet C10

Found in a town not far from where Mike Hegarty lives was a 1971 Chevrolet C10. From its side of the road beginnings, this C10 has become an OEM Plus conversion using all original GM parts.

When Mike Hegarty took possession of the ’71 C10, the fenders were, strangely, removed. There was no crash damage that he could find and, to make matters worse, they were placed in the bed face down. You might not think that would be a big deal, but it used to have a camper on it with a carpet in the floor. At some point before placing the fenders there, that camper was pulled off. Rainwater collected in the carpet and ruined the front fenders.

Mike isn’t one for reproduction stuff. “I like to use all original GM stuff,” Mike admits, “I’m big reproduction fan.” He accounts that to fit and finish issues he’s had in the past. He found a set of original C10 fenders and began to improve many of the parts on the truck. In a way, he kind of had to as it was a strangely built truck to begin with. It had manual front disc brakes, a manual steering box, a one-ton four-speed transmission, a manual hand throttle (like tow truck chassis had), a rubber one-piece floor mat, no chrome trim, factory painted bumpers, factory air conditioning, and a 3.08:1 rear end with posi-traction. It was an oddball of a truck and the only two options listed on the body tag were for the factory air and the posi-traction. Otherwise, it was no frills or thrills from the factory floor.

To make it look nicer, Mike searched for improved GM factory parts to replace the boring parts. Again, nothing on this truck is reproduction GM parts. These are all New Old Stock or NOS. The grille, taillights, tailgate trim, tailgate spat, bumpers front and rear, all of it was original from the General from the 1970s. Originally, he was putting it back together to eventually sell as that is something he does and did with his dad, Ed, for many years at Deal Auto Wreckers.

They would get GM cars and take parts off optioned-out junked cars and resell them. Keep in mind, this was also during a time when numbers matching didn’t mean anything. As he was putting this C10 back together, Mike started to like its character and continued to improve it with all the original GM parts he could find. He settled with a built Turbo 400 from Broadway Automotive & Transmission in Oakland, CA and was happy with it.

That is until the camshaft of the original 350-cu.in. four-bolt truck engine ground itself flat thanks to low-zinc, non-additive oil. So, out went that old engine and in went a 1969 dated 350-cu.in. Small Block Chevy with a four-bolt main. The heads were over-the-parts-counter GM, road race style angled plug heads made for ripping above 4500-RPM. It also features a 69 to 70 Z/28 high-rise intake manifold with a 780-CFM Holley 4053 DZ carburetor with the matching factory 69 Z/28 air cleaner. He even installed the big pulley alternator that the big-horsepower GM engines came with.

2.5-inch Corvette “Ram Horn” manifolds were installed but required some clearance massaging at the top of the frame rail to fit. While parts of the bracketry had to also be modified, the original A/C system is still installed. “When you open the hood,” says Mike, “I wanted it to look like the entire engine was stolen out of a 1969 Camaro Z/28.” That also means the steering and brakes were replaced with original GM power parts for a much easier drive. He’s also installed all the optional gauges you could originally get save for the original Speed Warning speedometer. “It’s a loaded option truck that I’ve taken off other trucks,” says Mike, “so none of it is reproduction.”

There are only a few non-GM parts on the truck but the part that Mike admits people were more impressed with, even with all the original GM option parts, is the gas cap. Between the cab and the bed is a four-inch wide panel and the gas cap is hidden and flush mounted into that panel. “When you look at the bed,” says Mike, “It looks like a stock truck other than the top trim panel and that’s where the gas cap is.” The only other part that’s not GM but are 100-percent original are the Halibrand 15×8.5 wheels with Milestar Streetsteel tires in 275/60R15. The knock-off caps are just original Halibrand caps to cover the lug nuts. The final bit of non-factory upgrade parts is the Early Classic Enterprises suspension kit to give it a lower, but still usable stance and improved handling, especially thanks to the addition of the adjustable Super Track Bar Kit to help center the rear end.

Before we leave you, there is are two interesting stories about the paint and scallops on the sides of the C10. It’s a factory GM white for the C10 but was shot by “The Garbage Man,” a buddy of Mike’s not far from where he lives. “I’m not kidding,” he laughed, “It was painted in the nastiest little garage you could ever imagine.” His nephew, who is also a vehicle painter over at Eastbay Speed and Custom in Concord, CA, went with Mike to pick up the truck when it was done. He was used to clean body shops and pristine equipment before this. When they arrived at the garage, he asked where it was painted when the Garbage Man said, “It was painted in here.” His nephew was flabbergasted and now looks up to him.

Finally, before taking the truck home and before Mike’s nephew met his new painting hero, he wanted to put scallops on the sides of the truck. He knew he wanted them to match the blue of the factory interior, so he called up a local scallop artist who quoted him an astronomical price. He was good, but not that good. So, Mike and the Garbage Man laid some stripe tape down, got it to where they wanted it, and painted the scallops on the sides of the C10.

While there is a movement in the modern vehicle building world for “OEM Plus” builds, where high-end option parts are installed on a vehicle, the idea is to make it better than it originally was with factory parts. Mike Hegarty’s 1971 C10 shows that this method can also be applied to classic American vehicles, though it may take a little more time, research, and reach. The results are just as impressive in the end, too.

Bronco Buster

Bruce Winsatt’s 1971 Ford Bronco Sport

Full-size Ford Broncos are really hot right now, but the Early Model Broncos have always been highly desirable. Early Broncos bring top dollar; whether they are stock, restored, or highly modified. One Early Bronco owner is well aware of this. Bruce Winsatt had owned several full-size versions before he found this 1971 Ford Bronco early model. He was looking for a good project to undertake with his son Brandon, who was 15 years old at the time, when they found the Bronco in Pueblo, Colorado. It was a good candidate for a modified build as it was in a rather rough shape.

“The truck was in sad condition with a tired engine, a 3-speed transmission that too often would stick in second gear, and it had serious rust and holes in the floorboards,” says Bruce, “The rust was so bad, you could see the road go by from inside the truck. Having never taken on this level of restoration, we did a lot of research, talked to some great resources, and then jumped in with all 4 feet. We tore everything out, but in hindsight, we should have removed the body from the frame too.”

Like many automotive projects, you turn over a rock and find more rocks underneath. After the bodywork was finished, they had a big issue. After several attempts to align the doors, they discovered that like many nearly 50-year-old trucks, the frame had a twist in it. The frame was straightened, but in order to get the doors to line up, they would have to perform some serious sheet metal surgery. The custom half doors on each side solved their problem and add to the rugged look of the truck.

With the body sorted out and coated with Tangelo Orange paint, it was time to tackle the mechanicals. Here is where Bruce was able to pass on his knowledge to Brandon. They went through every system on the Bronco; making upgrades along the way. The front drum brakes were swapped out for discs, the brake booster was upgraded, and the entire system was redone with new hydraulic lines. The electrical wiring is all new too with the aid of a Painless Performance harness. The stock 302 engine was stroked to 347 cubic inches and puts out 400 horsepower. Mixing the fuel is a Holley 650 carb sitting on top of the Edelbrock aluminum intake manifold, and an MSD ignition lights the fire. Spent gasses are expelled out the back through a custom exhaust system. The cooling system was designed by Any Radiator in Lake Havasu City, AZ. These early Broncos are known for cooling issues and the system that Any Radiator has designed keeps the healthy V8 cool, even on the most challenging trails. All that power goes through an NP435 4-speed manual transmission with a Gear Banger shifter system. A Wild Horses 3.5-inch lift kit with Rancho 9000XL shocks allow the truck to handle extreme terrain whether they are slow speed crawling, or blazing across the desert. The suspension is further enhanced with a set of 35-inch Milestar Patagonia M/T tires. The Patagonia tires are equally at home in the rocks and in the desert. All the fun begins when you twist the Warn locking hubs, and shift into 4-wheel drive.

With the mechanicals wrapped up, there was still plenty to do. The bulged fiberglass hood, held down in front by hood pins, is coated in Tangelo paint, but much of the Bronco is a contrasting black. The bumpers, roll cage, fender flares, wheels, doors, and front grill are all dark as night. The same is true for the interior. The seats have a custom touch that ties them together with the body; matching orange piping. The custom roll cage and bumpers were designed with form and function in mind. The rear bumper includes a spare tire mount and a hitch receptacle. Both front and rear custom bumpers have Rigid Industries LED light bars flush mounted into them for a clean look.

The truck is a real looker and has been a great father and son project. Brandon is now able to build and maintain his own vehicles and is currently studying at SDSU towards a degree in Mechanical Engineering.