Seth’s road racing fix led to the acquisition of some more appropriate track hardware, such as an ’03 Corvette Z06, an ’09 ZR1, and a turbo Porsche. Despite the cornering and braking prowess that these late-models offered, he felt they were a bit mundane. Seeking to combine his love of corner burning and old-school iron, Seth picked up a ’67 Dodge Charger that had already been restored. That made it a perfect candidate for a full g-Machine transformation, and to turn his vision into a reality, he called up Johnson’s Hot Rod Shop. “After my own attempts to build the Charger stalled, I realized that the caliber of car I wanted was beyond what my own talents could support,” he says. “Of all the people I could have called, Alan Johnson was a natural choice. The creative vision, technical ability, and enthusiasm he brings to the table are second to none. Aesthetically, I wanted the Charger to stay true to Dodge’s original design, but beneath the skin I wanted a fully modernized and over-the-top chassis and suspension.”
To that end, the B-Body’s archaic underpinnings were replaced with a Magnum Force K-member, tubular control arms, and a racy splined sway bar. Out back is a Magnum Force four-link suspension, with RideTech coilovers supporting each corner. Stopping power comes courtesy of 14-inch discs swiped off of an ’06 Dodge Viper, and sticking it all to the pavement are Billet Specialties Lobeck wheels—measuring 18x9 in front and 19x12 in the rear—wrapped in Pirelli tires. Building such a capable suspension without an over-the-top engine combo just wouldn’t be right, so a Ray Barton 528ci Elephant does its best to give the chassis a workout. Based on a Mopar Performance iron block, it boasts a forged rotating assembly, aluminum heads with massive 2.375/1.900-inch valves, a cross-ram intake manifold, and a pair of Edelbrock 650-cfm carbs. The Hemi is good for 651 hp and 618 lb-ft of torque, and it sends all that grunt back to a Bowler 4L80E trans and a Dana 60 rearend.
Anyone familiar with Alan’s work knows that his creations are anything but bolt-on-engineered machines. For Alan and the crew at JHRS, factory sheetmetal—even when it’s perfectly straight—is merely a rough draft. Whenever there’s an opportunity to tighten up gaps, modernize factory body lines, or enhance functionality in a subdued fashion, JHRS will take whatever measures are necessary to make it happen. Take a gander at the custom front bumper, for instance. Not only has it been narrowed and flush fit to the fenders, but the ugly license plate indentation is gone. Furthermore, unlike the factory unit, it has a pair of discreet horizontal openings that supply air to the transmission and power steering coolers. Not only does this enhance the car’s visual punch, it means that it won’t go spewing fluid after just a couple of laps like some of the other Pro Touring posers out there. The rear bumper was subjected to a similar treatment, and features a pair of rectangular slits for the exhaust outlets. As a result, mufflers and tailpipes are invisible from the car’s rear profile.