Perhaps the most standout trademark of cars built by JHRS are stances that peg the aggressiveness meter. Elsewhere in this issue you’ll find an entire story on how to achieve the perfect g-Machine stance (p. 32), and if you need a visual aid on how to do things right, look no further than this Charger. While most shops are content to crank down on the coilovers (or torsion bars) and call it a day, JHRS engineers the entire body, chassis, and suspension to work around a desired stance and profile. Optimizing rearend width, wheel backspacing, tire size, and wheeltub dimensions are all part of the equation, but there’s more to it than that. “On this car, we built a new trans tunnel and driveshaft tunnel to tuck the entire driveline more tightly into the body,” Alan says. “This allows for a very aggressive stance without compromising suspension travel. The rear wheelwells were also moved inward 3 inches on each side.” The net effect are fender openings that just slightly obscure the tops of the rims, rolling stock that fills every last millimeter of real estate, and a subtle rake that complements the Charger’s substantial rear proportions.

Granted, Seth and JHRS have built one truly badass street machine, but if there’s one thing the owner isn’t entirely crazy about, it’s the automatic transmission. “All of my road course cars have had manual transmissions, and this Charger had a T56 in it when I bought it. Unfortunately, I’m having some problems with my feet, and my legs are too weak for a clutch now, so I put an automatic in it,” he says. On one hand, we can understand why Seth is a little bummed out about it having to forgo the privilege of banging gears with a 651hp Hemi on tap, but we can only wish more 72-year-olds had the same problem. While people half Seth’s age might be able to handle a clutch, they’re probably only half as cool.

By The Numbers

1967 Dodge Charger

Seth Wagner, 72 • Crystal Lake, IL

Engine

Type: Chrysler 528ci Hemi

Block: Mopar Performance iron, bored to 4.500 inches

Oiling: Melling pump, Moroso pan

Rotating assembly: Barton 4.150-inch forged crank and billet steel rods; JE 10.0:1 pistons

Cylinder heads: Mopar Performance aluminum castings with 2.375/1.900-inch valves

Camshaft: Barton hydraulic roller (specs classified)

Induction: Mopar Performance cross-ram intake manifold, dual Edelbrock 650-cfm carbs

Ignition: MSD 6AL box, spark plugs, and wires; Mopar Performance distributor

Exhaust: custom JHRS 2.25-inch long-tube headers and X-pipe, dual 2.5-inch MagnaFlow mufflers

Cooling: Walker radiator; Stewart water pump, custom electric fan

Output: 651 hp and 618 lb-ft

Built by: Ray Barton Racing Engines

Drivetrain

Transmission: Bowler 4L80E trans and 2,300-stall converter

Rear axle: Dana 60 rearend with 35-spline axles, 3.50:1 gears

Chassis

Front suspension: Magnum Force tubular K-member, control arms, and splined sway bar; RideTech coilovers, Heidts spindles

Rear suspension: Magnum Force four-link, RideTech coilovers

Brakes: factory Dodge Viper 14-inch discs with four-piston calipers, front and rear

Wheels & Tires

Wheels: Billet Specialties Lobeck 18x9, front; 19x12, rear

Tires: Pirelli 255/40ZR18, front; 345/35ZR19, rear