FAST FACTS: '67 WO23 Dodge Coronet race carMike and Rhonda Ricketts . Chesterfield Township, MI

Mopar Power
Engine: With help from Chuck Millen at Best Machine in Warren, Michigan, Mike's ride is ready for wheels-up battle, with 915 horses on tap in its current configuration. Heads with titanium valves came from Modern Cylinder Heads, while the .800-plus cam was a design by Scott Brown at Straightline Performance. The intake, hosting a pair of Pro Systems-massaged Holley 4150s, was custom-built by Hogan, while Hookers handle the exhaust; a Jesel belt keeps it all in time. Jesel rockers, Smith Brothers pushrods, and Jesel lifters are housed beneath the custom Moroso valve covers.

The block came from Mopar and got the full treatment-stress relieved, align-bored crank and cam journals, deck clean-up-before getting treated to hard parts from Callies (crank), GRP rods, ARP bolts, and C/P pistons with a static compression ratio of 13.5 (thanks to Shelby Township, Michigan's Ed "'the balancing guy"). An MSD Digital 7 box, offset NRC distributor (due to the manifold), NGK plugs, MagnaCore wires, and two trunk-mounted 16-volt Power Master batteries round out the go package.

Transmission: This one has a 727 'Flite under the tunnel, which was built by JPT and works in conjunction with a 6,000-plus-rpm stall 8-inch PTC converter. A Griner brake and CSI shield round this part out, and Mike grabs gears with a PPP floor-mounted air shifter. Differential: Racefab (that also did the chassis) built a custom Dana 60 housing for the car; 5.13 gears make it impractical for grocery runs (that's why Mike has his Hemi wagon).

Horsepower and Performance: 915 at 8,000 or so; 9.7s at 138 best to date, but there's still more in it.

Sure Grip
Suspension: During its time at Racefab, artisan Al Wisniewski took care of the heavy lifting, which included a complete rear subframe, four-link layout, 20-point cage, and custom 60-inch moly wheelie bars. Shocks are adjustable Strange units up front and Afco biggies in the back. the stock front suspension and steering layout were not re-engineered, though a custom steering column was added.

Brakes: Strange on all four corners.

Wheels and Rubber: Bogart 15X311/42 with Moroso DS2 rubber in the front; Bogart 15X10 with M/T 10.5-33x15W in the back.

High Impact
Body: when purchased, the shell was spent, so two pedestrian Coronets shed parts to make it right. After prep, the whole shell was acid-stripped and epoxy-coated to keep the metal mites away forever. Real acid dipping was done on some of the replacement pieces for weight reduction. Tricks include the fiberglass, big scoop/hood combination, smoothed cowl, welder wiper pivot holes, and a 5-inch widening of the rear wheel openings for better tire clearance and great aesthetics. The car is straight as an arrow now, loaded with N.O.S. trim and complete detail. Purists would say it's a rebody; the machine will hold court on the racetrack for its real approval.

Paint: Jack Pennington gets the credit for House of Kolors' silver in a custom mix.

Interior: No radio or heater in here, but comfort and class are another story as Mike combined mild customizing with race-bred equipment. The door upholstery and trim inside is appealing to the eye. Mike Browne at Wires and Pliers did the masterpiece job of wiring the car.