While Greg does race his Dodge Swinger often, he also enjoys showing it off. "It's not something you see all the time, and it's two-tone," he says. "I also haven't seen another car in these same colors." He has attended the Carlisle show for the past nine years and there's no end in sight. His A-Body attracts quite a crowd because of the attention to detail that Greg has invested into the project. "I wanted it to look like it wasn't modified even though it is," he adds. "I have all the correct factory decals in the rights spots, and I even have aftermarket parts in the correct locations, like the black MSD blaster coil." Don't be fooled by the good looks and factory appearance, though. Greg's Swinger is one mean street machine.

Fast Facts
'69 Dodge Dart Swinger
Owned by Greg Ondayko, Irwin, Pennsylvania

Mopar Power
Engine: Common practice these days would have replaced the Slant Six with a hopped-up 340 or comparable small-block. However, Greg kept the Slant Six. In a dare-to-be-different attempt, Greg had Broughers' Speed Shop in Pittsburgh build his Slant Six to a point that deserves everyone's respect. The block was shaved .100 inch and received a .030-inch overbore. Inside are a set of TRW pistons, with stock forged Chrysler rods and crankshaft. With the larger 3.430-inch bore and 4.125-inch stroke, it now pushes 228 ci of air and fuel. This is exhausted through 1 5/8-inch headers with 2 1/4-inch collectors. The mufflers come from a stock 340 setup and measure 2 1/4 inches. Air is drawn in through a Carter-style Edelbrock carburetor bolted to a Chrysler Hyper Pak cast-aluminum intake manifold reproduced by Doug Dutra. The mixture is then channeled through a ported and polished factory cylinder head with five-angle valve job on the intake and three-angle performed on the exhaust. The ignition was giving a jolt with the addition of a Pertronix Ignitor replacing the stock points and an MSD Blaster Coil.

Transmission and Rearend: The column-shifted three-speed was replaced with an A-833 four-speed. It required the addition of a hump to the floor plan and uses a 10-inch Ford pressure plate and McLeod clutch. Out back sits an 83/4 rear with centersection changeability featuring either a Sure Grip or a Detroit Locker differential with 4.10 or 3.23 rear gears respectively.

Sure Grip
Suspension and Brakes: With 9-inch drums on all four corners from the factory, the addition of power called for a more reliable stopping system. Greg installed four-piston disc brakes up front from Kelsey-Hays as well as 10-inch rear drums. Underneath it all is a stock, rebuilt suspension. The most notable alterations are new added factory front sway bar, 340 front torsion bars, and rear air shocks.

Wheels and Tires: The wheel and tire combination contribute the most to the misleading stock appearance. Greg resisted the temptation of the aftermarket's offerings by retaining the stock steel 14x5.5-inch wheels. These now wear modern Radial T/A rubber from BFGoodrich, size P225/70R14 front and P235/60R14 in the rear.

High Impact
Paint and Body: Some of the bodywork was performed by Greg, but the rest was sent out to Jamie Codispotti Auto Body in West Mifflin. There, it was treated to a thorough cleaning and smoothing and then dressed in PPG Deltron Base/Clear in the hues of T5 Copper Metallic on the roof and T3 Light Bronze on the body. This is the original color scheme.

Interior: Before Greg got his hands on it, the inside of this A-Body was tarnished by the elements. He replaced all the soft trim and plastic and managed to keep the original steering wheel, carpet, and seats.