Paul Russo’s ’74 Cuda started life as a basic 318ci coupe
The Plymouth Barracuda story is a meteoric flight toward greatness until stringent safety and emissions regulations forced a year-by-year reduction in power to meet exhaust regulations. By the end of 1974, the Barracuda met higher fuel prices and performance car insurance surcharges, leading to the brand’s demise.
The third generation ‘Cudas are highly collectible pony cars, especially in the Hemi and 340 six-pack versions. By 1973, power was down in the Barracudas and big blocks were not available in the model any longer. By 1974, the largest V8 available was the 360 family sedan engine with a mere 245 hp. This left ‘Cuda fans to wonder “what-if?”
What If?
StreetlegalTV reader Paul Russo answered the “what-if” question when he created his own version the the 1974 Barracuda that wasn’t built, but should have been.
“I couldn’t afford a ’70-’71, and I wanted a daily driver that had no collectibility or restraints,” Russo said. “So, I made my own with my idea of what it should be.”
When it came to engines in the ‘Cudas, the four-barrel 360ci engine rolled out for the 1973 model year. It replaced any of the previous big engines that muscle car fanatics desired. When 1974 came around, the pedestrian 318ci and the 360ci was all that was left for engine options.
Russo, an Ontario, Canada resident, imported the ’74 Barracuda from Ohio in 2005. It was an original 318ci car.
A Canadian licensed mechanic, the 61-year old Russo began undertaking the rebuild of the ‘Cuda with a little help from his friends. Seven-months later the project was completed.
“I drive it on nice days. Certain times of the year that is daily’” explains Russo. I don’t race it very often, but I do take it to car shows and cruise nights on a regular basis.”
The hockey stick graphics on the sides are a custom design by Russo.
About the 1974 Barracuda.
The third generation Barracudas, especially the 1970-1974 E-body cars, have become very collectible these days. They were produced in small numbers as a result of low buyer interest when these cars were new. In the final year of production, only 4,989 ‘Cuda hardtop coupes and 6,745 base Barracuda coupes were built.
The outside badging says 426 but the true measure under the hood is 485cid.
Standard equipment for the 1974 Barracudas included brake warning lights, a left outside rearview mirror, vinyl bucket seats, cigarette lighter, fuel, temperature and ammeter gauges, carpets, concealed windshield wipers and a three-speed transmission with floor shift.
7.35 X 14-inch blackwall tires were stock with the 318ci two-barrel V8 model. When it came to options, the selections were sparse. Fender-mounted turn signals, rally cluster, center console and Torqueflite automatic transmissions were available.
A performance axle package with a sure-grip differential, high-performance radiator and heavy-duty 3.55:1 rear axle ratio. The ’74 Cudas were one of the last vestiges of the muscle car age and the last Cudas built. Plymouth was out of the muscle car business in 1975.
Taking a new Gen 2 iron block Hemi, Russo added a 4.15-inch stroker crankshaft and increased the bore to 4.31-inches giving the big block a 485ci displacement. Built to last, a set of H-beam connecting rods handle the power transfer duties. Adding a set of aluminum heads with roller-rocker rocker arms and a camshaft with .485-inch lift exhaust, .503-inch lift intake and 228 degree duration at .50-inch lift. For near indestructibility he added a double roller timing chain.
Russo’s Build
Taking a new Gen 2 iron block Hemi, Russo added a 4.15-inch stroker crankshaft and increased the bore to 4.31-inches giving the big block a 485ci displacement. Built to last, a set of H-beam connecting rods handle the power transfer duties.
Adding a set of aluminum heads with roller-rocker rocker arms and a camshaft with .485-inch lift exhaust, .503-inch lift intake and 228 degree duration at .50-inch lift. For near indestructibility he added a double roller timing chain.
Adding a set of aluminum heads with roller-rocker rocker arms and a camshaft with .485-inch lift exhaust, .503-inch lift intake and 228 degree duration at .50-inch lift. For near indestructibility he added a double roller timing chain.
Topping off the engine, Russo added a Stage 5 intake with two 600-cgm Edelbrock carbs and a custom air cleaner of his own design. A Chrysler distributor with MSD ignition system provides the spark to get things going while an aluminum radiator helps keep things cool.
Russo used TTI exhaust and headers for the exhaust system system. With an improved intake and exhaust the engine could breathe and logged 540-horsepower on the dyno.
When it came time to get his rear in gear, Russo used the Mopar 8 3/4-inch rearend with 3.73:1 gears. Power is routed to the bullet-proof rearend through a Chrysler 727 automatic transmission with a Gear Vendors’ overdrive unit and a 2,600 stall torque converter.
Pro Touring Feel
“I wanted Pro-Touring style handling without the high cost,” explained Russo. Arming his suspension with large front and rear sway bars, He moved the battery to the trunk, kept the leaf spring rear suspension but installed tubular front A-arms so he could “add more positive camber and better handling overall.” Russo kept the classic power steering and power brakes on the beast.
When it came to the exterior of the car, Russo painted it with Lexus Solar Yellow base with a Copper-red pearl tint overlay. He finished it off with four coats of clear. The hockey stick stripe on both sides is a custom design of his own.
The hood scoops that accentuate the fierce look that the front end has, are fully functional hood scoops.
The hood scoops that accentuate the fierce look that the front end has, are fully functional hood scoops.
Russo replace the stock 14-inch rims with 17-inch Centerlines in the front and 18-inch Centerlines in the rear. B. F. Goodrich tires provide the traction for these classic looking wheels.
Interior
Staying true to the styling that he created for the outside, Russo kept it classy and smooth on the inside with Pro-Comp gauges in the stock locations. Doing a little re-purposing, he used 2004 Sebring convertible front seats with fish bone custom embroidery on the head rests.
The rest of the interior is representative of the stock style third generation Cudas.
Staying true to the retro look, Russo kept the modifications to the inside very discrete.
International Incident
Russo entered the build with a plan and he stayed true to the original concept. Staying within a budget, he came up with a true classic that answered the “What-If” question in a big way. Taking a car from the bible-belt of the United States, moving it to the great white north of Canada would normally cause a stir within the automotive community. The only international incident that this well-built Barracuda created was envy on both sides of the border.
Job well done Paul Russo.
Job well done Paul Russo. In 7-months the build was complete and back on the road.
If you’d like to share your ride with us here at SLTV, send us an email at Reader’s Wheels, and tell us a little about your car. Get some pictures ready and we’ll contact you and get more information and you’ll be on your way to sharing your car with the rest of our readers.
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