By on April 21, 2009

You know those anti-meth ads, which graphically show the physiological effects of speed—lots of bad skin and rotten teeth? Well, this car is the automotive equivalent of the tweaker. I found it sitting forlorn among the garbage cans in a dirty alley, complete with lumpy, flaking yellow skin, bald tires revealing their cords, and exuding the smell of cold, stale tobacco. And desperately awaiting its next hit of crank. The Duster 340 is the speed freak incarnate.

Recently, I spelled out my Curbside Classic check list. Here’s the fail list: perfectly restored Duster 340s and all the other vintage cars, rods and exotics tucked away in their cozy garages only to come out on warm Sundays. There’s plenty of places to see them in the flesh, in print, and on the web. I’m looking for unvarnished street-side authenticity. And this Duster is dripping with it.

No polished Cragar S/S’s with big fat rubber here. Just two pairs of mismatched el-cheapo Pep Boys wheels and original-sized threadbare shoes. And check out that interior: all business (and butts). I wouldn’t want to meet this tough customer in a dark and dusty alley—oh, wait, I just did.

And not for the first time either. My traumatic stress-inducing encounter was in a purple-colored doppelganger of this car including the bald tire (right rear in this case). Once again, a hitchhiking story or, rather, nightmare. Heading to Baltimore to visit the folks, I got picked up by a crazed-looking human counterpart to our featured Duster, right down to the yellowish tint to his skin. There wasn’t much doubt in my mind about the role amphetamines were playing in his metabolic processes.

He drove like an utter maniac (the deeply terrifying kind). I couldn’t relax enough to enjoy the 340’s heavy-metal glass-pack shorty-pipe solo.  At nothing less than 95, the trip from Hagerstown to the Beltway was at least mercifully quick. I’m sure we exposed one more layer of polyester cord on his baldest tire. Good thing it wasn’t the last.

In every way possible, it was the polar opposite of my slow and steady chuff through swirling snow in the 1951 Plymouth. But then, the Duster 340 was the yang to the Cranbrook’s yin. Exactly what Plymouth needed in 1970.

When the ChryCo big-wigs decided to split the Barracuda from the Valiant A-body for 1970, it created both a legend (in the ’cuda) and a problem (for the Valiant). Through 1969, the mini-Marlin had been the sporty Valiant variant. Now, Plymouth was looking at a 1970 compact line-up of nothing but boxy sedans—Cranbrooks reincarnated. And right during the nexus of the youth and performance-oriented sixties-seventies carmonic convergence.

Something had to be done and quickly as well as cheaply. And so it was. Out of new-car development dust (a mere fifteen million bucks and six weeks from sketches to tooling) the Duster was created. Obviously, it rode on Valiant underpinnings and shared its front end sheet metal. But the transformation from the boxy donor to the bumble-bee shaped Duster was a neat trick, especially that first application ever of 45-inch radius curved side glass. It put your head mighty close to the window, but then Duster drivers were more likely to be wearing mullets than fedoras.

The Duster was an instant hit: almost a quarter million sold in 1970 alone. How’s that for ROI? Thanks to the little tornado that could, Plymouth reclaimed the number three sales spot in 1971 and 1974. The Duster really was the anti-Cranbrook, if not the Demon; that would be Dodge’s badge-engineered Duster equivalent. As usual, Dodge muscled into Plymouth’s action—when it had any.

Speaking of muscle, the 340 had more than plenty. Advertised at an insurance-friendly 275 horsepower, the informed-user consensus had it pegged at more like 325+. Maximum revs: 6,000. Weight: 3110 lb. Good to go for a six second zero to sixty, and the quarter mile in 14.5 @ 99 mph. That’s with the pathetic little tires of time. Good enough, too, to dust 350 Novas and Camaros all day long. It would take a hemi ’cuda or a healthy 427 Chevy to make the pesky twister eat dust.

Compared to that kind of big-block metal, the Duster 340 was a steal: $2547; that’ll buy you an Aveo in today’s dollars. It was the best dollar to performance equation in the land. Fast fun was dirt cheap in 1970!

But the fun wouldn’t last. Although plain-Jane Dusters stayed hugely popular right to the end, the 340 had its best year in 1970, with over 25,000 sold. It morphed into the de-smogged Duster 360, and by 1975, a mere 1400 were sold. The vortex had dissipated, but not before it became a legend—or a living relic—like this one.

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38 Comments on “Curbside Classics: 1970 Plymouth Duster 340...”


  • avatar
    Airhen

    Nice review! I remember this car as a youth… rode in the back seat of one a few times, and even got sick once!

  • avatar
    paris-dakar

    Very nice.

  • avatar
    windswords

    This (and the Demon) were such nice cars. I remember someone who had one. The rear seat would fold down with a pass thru from the trunk (or was it a true hatchback?). You had the storage space of a wagon in that thing.

    One of Chrysler’s pivotal mistakes was rushing the development of the Duster’s replacement, the Pymouth Volare and Dodge Aspen. They were not ready for prime time, and the troubles they had ruined the good will Chrysler had with the previous car.

  • avatar
    jpcavanaugh

    Ahhh, the Duster/Valiant. Between my college roommate and I, we had 4 of em in the late 70s-early 80s. But never a 340. The closest we got was my roomie’s 73 Gold Duster with a 318 and a 3 speed on the floor. I remember how fast that car was, so a 340 must have been truly awe inspiring.

    Don’t forget Plymouth’s other cure for the 4 door sedan – the Scamp, which was a badge-engineered Dart Swinger hardtop that came out in 1971. While the Duster shared the 108 inch wheelbase of the Valiant sedan, the Scamp was on the 111 inch platform of the Dart.

    These were fabulously durable cars. Of course, most of them were equipped with the bulletproof 225 slant six. The six was not a bad performer, but the V8s were like lightning in these lightweight cars.

    Ahh, the memories. WD 40 in the distributor cap so they would run in damp, foggy weather, the little fresh air vent doors under the dash. My roommate thought those a great place to hide cigarettes, until he discovered that airflow sucked the whole pack into the heater blower which blew shredded tobacco and an occasional filter onto the floor for months. Also carb icing and a split in every seam in the seat vinyl. But they always, always got us where we needed to go.

    By the way, your insight about the rushed design on the Duster solves a mystery for me. I always felt that the Scamp had a much more solid, quality feel to it than the Dusters. I always chalked it up to being a product of Chrysler’s mid 60s engineering, before the advent of the fuselage cars which always felt as though they were built from coke cans.

    Great series, but especislly this one.

  • avatar
    geeber

    Another great article!

    The first Barracuda was a Valiant with a different roofline – the most notable feature was a huge wrap-around rear window. Sales were okay, but nothing compared to the Mustang, which debuted two weeks later.

    Plymouth tried again for 1967, this time giving the Barracuda unique (and very attractive) sheetmetal. Sales went nowhere against the Mustang and Camaro. Even the Cougar easily outsold it.

    For 1970, Plymouth went even further, and based the Barracuda on the intermediate platform (which meant that the 440 and Hemi V-8s easily fit) with unique sheetmetal. Sales again when nowhere.

    But there was hope. With the Duster, Plymouth returned to the formula for the original Barracuda – a Valiant with restyled rear quarters. But it sold! The Duster beat both the Mustang and the Camaro in sales for that year.

    Interestingly, the original Duster was done on the sly. Plymouth used funds that were appropriated for a restyle of the Valiant to create the Duster. Chrysler brass was initially not too happy when it discovered that Plymouth had created the Duster instead of restyling the Valiant. But the car was given a green light, and ended up as one of the success stories of 1970.

    Unfortunately, Chrysler never really built on the reputation and sales appeal of the Duster – or the Dart/Valiant – and was facing bankruptcy by 1980.

    When I was a kid, our neighbors had a dull green Duster with dog-dish hubcaps and a three-on-the-tree. It was never washed, so between the numerous dents and the dull green color, it looked like Army surplus material, even though it was a fairly new car.

  • avatar
    rochskier

    Heh, this motor is before my time but the excellent writing is making me nostalgic!

    Thanks for the great read.

  • avatar
    jpcavanaugh

    geeber,
    Unfortunately, Chrysler never really built on the reputation and sales appeal of the Duster – or the Dart/Valiant – and was facing bankruptcy by 1980.

    The Volare/Aspen was supposed to have replaced the Valiant/Dart. Unfortunately, they were in development during the bad economy of 1974-75. I read that Chrysler laid off virtually its entire engineering staff during part of the car’s development, retaining only those necessary to meed federal emissions and safety requirements. The results showed. While the Valiant and Dart had been the best in the segment, the Volare/Aspen were undoubtedly the worst. They sold moderately well at first, trading on the earlier car’s reputation for durability. But they were cheap, repair-prone rustbuckets that are today unlamented and unloved. Much like everything else Chrysler produced in the late 70s.

  • avatar
    rpol35

    In the fall of ’70 a friend from high school went in halfsies with his sister on a new ’70 Duster 340, dark blue, white upholstery, very understated. It had a Torqueflite and 3.91 gears and it was a rocket!

    Another kid in my high school class had a brand new ’71 Mach I Mustang with a 351 C and a four speed (courtesy of his father who owned a Ford dealership) and the Duster regularly ate the Tangtang for lunch.

    That Duster 340 was truly an inspired car, I haven’t encountered many that had that kind of grunt right off of the showroom floor and at a bargain price. I don’t know how well the Duster held up as I lost track of my friend in later years but it was truly a car on a mission.

  • avatar
    fincar1

    This article certainly renewed some A-body memories even though I never had a Duster. I did have a 1969 Valiant Signet coupe that was a factory 318 4-speed car, and I’m here to tell you that it was not a slow car. I also had a 76 Dart police package car with the 360 4-barrel engine with factory dual exhausts sans catalytic converters. And a 67 383 Barracuda…and a 65 Signet hardtop with a 273 4-barrel engine and 4-speed…and a new 65 Barracuda, again V8 and 4-speed. I may be unique in having that many A-body cars, none of them a slant-six, and none of them slow.

    Most of them leaked water onto the floor through the windshield wiper pivots, and I replaced the heater core on more than half of them; two on the 69 Valiant. And those are not easy to replace…if you’re an A-body guy you know what I’m talking about.

    They were in general pretty solidly built and had decent handling, and gave lots of performance for the money. Definitely not the run-forever-and-cost-nothing stories you hear from most old Dart and Valiant owners though.

  • avatar
    cjdumm

    Ahh, the Dart/Valiant! My dad’s family owned a small fleet of these in the 1960s, and they were utterly solid cars.

    When they were variously sold off or totaled out by the late 70s my said relatives replaced them, en masse, with Aspens and Volare’s. jpcavanaugh has it right: these cars were complete hunks of $#|+.

    Up to that date, my extended family’s worst automotive experience was my uncle’s 1976 MG. It was in the shop or on blocks more than it was on the road, but it was a workhorse compared to the brand-new Aspen/Volare abominations.

  • avatar
    dougjp

    Thanks for the article. I owned a 1970 Duster 340, green. Loved it.

  • avatar

    I think the declining sales were due to the smog equipment that went on by federal mandate in, was it 1973? Or ’74? Wrecked the performance, and accounted for how horrible the Volare/aspens were. I don’ tknow abut the 340, never driven one, but my parents bought a new ’70 Valiant with the 225 in my last year of high school. An absolutely wonderful car. Extremely durable, and by far the most pep of any car they’d ever had. When we got it, even my baby sister (then 7) realized–she told me years later–that it was going to last.

    At certain speeds, the carburetor would sing.

    I once drove a Duster (6cyl) across the country. That was a very nice car, too.

    I love the wide-angle photo of the Duster from the rear.

    If I still lived in DC, I’d do my own curbside classics series on the classic cars of Mt. Rainier, MD, which is just across the line. When I lived in DC–and probably still–Mt. Rainier was loaded with classics. One guy had five ’57 Chevies, including two identical red convertibles. Across the street from him was someone with about that many Peugeots, 403s and 404s. One woman had a rather moth-eaten Volvo Amazon wagon. I have vague memories of a Rambler American wagon, probably a ’63. It was a regular classic carnucopia.

  • avatar

    Geeber Interestingly, the original Duster was done on the sly. Plymouth used funds that were appropriated for a restyle of the Valiant to create the Duster. Chrysler brass was initially not too happy when it discovered that Plymouth had created the Duster instead of restyling the Valiant. But the car was given a green light, and ended up as one of the success stories of 1970.

    Very interesting. I’m glad they used the funds to create the duster, rather than restyle the Valiant, because that 1970 styling was, in my opinion, the best since the first Valiant. Boxy, yes, but very nicely done, and very crisp and clean. I give it an A. And much better looking than any of its competitors. It didn’t need to be restyled also because people bought Valiants for the quality.

  • avatar
    Cerbera LM

    Bring A Trailer posted a Duster 340 last week. Back when I played dodge ball during recess, a high school kid had a 340 with the back end jacked up so the wide Firestones wouldn’t rube the fenders. We thought it was cool.

  • avatar
    285exp

    A quarter of a million sold in 1970 alone? I think you’re off by an order of magnitude.

  • avatar

    The Aspen/Volare was Chrysler’s own version of GM’s X cars – poorly developed and heavily hyped bread and butter sedans that replaced very well selling cars late in their development cycles. In both cases the companies ended up selling a lot of people unreliable junk and convinced a generation of people that American cars suck.

  • avatar
    psarhjinian

    The Aspen/Volare was Chrysler’s own version of GM’s X cars…In both cases the companies ended up selling a lot of people unreliable junk and convinced a generation of people that American cars suck.

    I’ll testify to this: the Aspen is the reason my parents and grandparents (who owned Chryslers since the Plymouth reviewed a few days ago) dropped Chrysler like a hot rock. Brief subsequent experiences with the Citation (rental, transmission cracked) and Tempo (bought, returned under lemon suit) only served to drive them right into Toyota’s waiting arms.

    My dad’s jaw hit the floor when he heard Chrysler was dusting off the Aspen nameplate.

  • avatar
    Paul Niedermeyer

    @285exp,

    No I’m not. All Duster sales, not just 340’s.

  • avatar
    geeber

    David Holzman: Very interesting. I’m glad they used the funds to create the duster, rather than restyle the Valiant, because that 1970 styling was, in my opinion, the best since the first Valiant. Boxy, yes, but very nicely done, and very crisp and clean. I give it an A.

    The Valiant had a simple, clean style that endured for years. Although the safety bumpers installed on both ends after the 1972 model year didn’t do it any favors. I do prefer the Darts of those years, with the forward-leaning front.

    258exp: A quarter of a million sold in 1970 alone? I think you’re off by an order of magnitude.

    The sales figures I found show that the Duster sold 193,375 units in 1970. The Valiant itself sold 50,810 units, so total Duster/Valiant sales were about a quarter of a million units.

    By 1974, total Duster sales were a little over 280,000 units. Adding Valiant and Scamp sales to the mix brought total sales to around 450,000.

    And that doesn’t include Dodge Dart/Swinger/Sport sales.

    Chrysler dominated the domestic compact market in the early 1970s. While its total market share was usually about 15-16 percent, it claimed over 30 percent of the compact market. Unfortunately, profits were lower there than in the full-size and intermediate segments, which GM dominated.

    When I was a kid, the Mopar compacts were everywhere…kind of like the Civic and the Corolla today.

  • avatar
    Lorenzo

    There are interesting numbers floating around. According to valiant.org, total Valiant/Duster sales in 1970 were 268,002, with 217,192 being Dusters. Not quite a quater-million Dusters, and certainly not all 340’s, but still a helluva success.

    http://www.valiant.org/duster.html

  • avatar

    Even Chrysler, btw, has traded on the knuckledragging drooling yahoo with a Duster 340 stereotype. The “that thing got a HEMI?” ads had the rubes driving a dirty old Duster.

  • avatar
    mattdaddy

    My Dad has a Moulin Rouge Duster while I was a kid. He still pines for that car. I still remember my skin burning on the black vinyl seats. He still wishes that was the one car he kept.

    Years later they brought that colour back on the Neon. My Dad still cringes about it. Great colour, pink in the day, dark purple almost black at night. A dream for a guy that was an auto paint chemist for CIL/ICI/PPG.

  • avatar
    86er

    I always felt that the Scamp had a much more solid, quality feel to it than the Dusters.

    My dad owned a ’76 and I can vouch for that.

    Not to mention it was the only car of ours that started on a -40 morning one frosty January day.

  • avatar
    JTParts

    I had 2 1970 Dart swingers at the same time. Car number one had been my mom’s and it was “given” to me dead in the gutter. I new distributor got the 225 going again. Car 2 was a 318 two barrel car, that I put all the typical go fast goodies on. I had them painted in grey primer and would take the six to the street races and line up races then change over to the V8 on the way to the start! only got away with that a few times. Car number two ended up with the 6 in it and car number one got a built up 360 I pulled from a monaco. Reverse manual valve body 727 and a 390 posi were good for 13.30’s. Dad sent that car to the junkyard after I moved out and I have never forgiven him.

  • avatar
    jpcavanaugh

    psarhjinian :
    My dad’s jaw hit the floor when he heard Chrysler was dusting off the Aspen nameplate.

    I will confess to having the same reaction. But I came to terms with it when I saw that the new one was actually uglier than the old one. Is it too late to rename the Sebring as the Chrysler Volare?

  • avatar
    Corvair

    Same experience as cjdumm. I bought a ’71 Duster, and that thing just about ran forever. When my wife needed a new car a few years later, I got her a Volare. What a disaster. Somehow I managed to stay married.

  • avatar
    ttacgreg

    This still a beautiful car to my eye. This, the W-31 Ooldsmobile, and the 302 z-28 ere my favorites back then. I liked screaming small (relative to back ten) v-8’s

  • avatar
    Stingray

    Man, excellent review.

    Dad had 2 Dart GT, same body as the Duster. We didn’t got the Duster here. I guess they had the 318.

    I still remember that he chirped the tyres for my pleasure from time to time, the V8 burble and the dual chrome exhaust tips.

  • avatar
    TonyJZX

    never heard or seen of this car

    but it looks like something from a tarantino movie so therefore looks like quite the classic

    does it have a ‘pussy wagon’ decal on the back?

    still, looks like any of the muscle cars of that era… ie. worth quite a bit if restored?

  • avatar
    obbop

    I believe the Duster shown is a ’72 model year.

    I forget the exact change in the parking lights within the grille but the tail lights are a dead giveaway.

    1972 had the upper/lower tail lights on each side touching, assembled as one unit while 1970 and 1971 had some body sheet metal between the upper/lower portion of the tail lights on each side.

    Memory is imperfect.

    Wondering how many lids were sucked up the vent and into the blower motor.

    Little seeds spewing through the car. Requiring years to find every last one to rid one’s self of evidence.

    70-71 http://www.valiant.org/photos/duster.jpg

    72 http://mapleleafmopars.homestead.com/72duster7a.jpg

    No biggie, very minor differences between the cars, barring minor trim and the effects of smog devices upon engines, etc.

    Didn’t the Duster use torsion bars vice coil springs up front?

    Too lazy to research upon the Webaroni.

  • avatar
    TAP

    In ’70, my best friend had an electric blue 340-the automatic was just amazing!

    My brother had a ’68 Dart 273 auto., complete w/ 13″wheels, that was a dog.

    His ’64 dart 225 w/red bucket seats and push button auto was a much classier ride.

  • avatar
    golden2husky

    I learned to drive on a “73 Scamp. The six was bulletproof, as was the Torqueflite. Nothing usually broke on these cars but they did have a couple of weak points. The rear leaf spring mounts rotted away from the frame, and the radiator sprang leaks every three years. The problem of wet distributors on the six was because the distributor was located next tot he wheel well and often the person doing the alignment would fail to put back the rubber cover that pegged into the wheel tub. Hit a puddle and the distributor would becomes soaked.

    Best thing about these cars? The little doors hidden under the dash for “ram air” venting. A great place to hide the bong!!

  • avatar
    davey49

    Odd thing about the Aspen/Volare comments. They were actually much nicer cars and had the desired “nicer interior materials” that people talk in length about now.

  • avatar

    @davey49
    My parents had the ’70 Valiant, and then a ’76 Volare wagon. I don’t even remember the interior materials on the Volare. I do remember how utterly tepid the performance was compared to the Valiant, and how the damn thing stalled repeatedly when it was cold. And I remember how, after the Volare was totaled when my mother was hit from behind on a cold day as she pulled out onto a minor arterial road because the Volare chose that moment to stall, my father said, “We’re well rid of that car!”

    My mechanic friend, Don told me that when he used to get Volares in the shop with the stalling complaint for a second time, they’d drill out something in the carb to prevent the stalling.

  • avatar
    rudiger

    The 1970 Duster 340 was the true heir apparent to the legendary 1968 Roadrunner (which, by 1970, was beginning to get expensive as dealers/buyers loaded them up with options and the base cars got more and more decontented). The high-winding small-block was every bit as fast as the base 383 Roadrunner for less coin and was better equipped (by 1970, the Roadrunner was reducted to a standard 3-speed and drum brakes, while the Duster 340 came with a 4-speed and discs). For street cred on the cheap, it just didn’t get much better than the Duster 340. The only other compact musclecars that would ever come close would be the ’66-’67 small-block Novas or the later big-block versions, or Chrysler’s own late sixties’ Dart GTS or Swinger 340 (but not the big-blocks – the engine bays of Chrysler’s compacts could never take them without serious, horsepower-limiting compromises). Ford never had any kind of decent compact musclecar while poor AMC had a competent (but short-lived) run with the 1969 SC/Rambler.

    Although the Roadrunner gets all the fame for originating the bargain-basement musclecar, in actuality, the Duster 340 was, by far, the most successful of the breed, easily eclipsing the Roadrunner’s best sales years. In fact, Chrysler’s overlapping musclecars cannibalized significant sales from their own marques. It’s an obvious conclusion that the success of the Duster 340 was a contributing factor to the demise of the rest of the Mopar musclecar line-up.

    As a footnote, it’s worth mentioning that one of the original names kicked around for the Duster 340 was simply ‘CK’ as in ‘Clark Kent’. Plymouth’s art department even came up with a phone booth picture with a Superman-style cape for use as an underhood pad. Fortunately, they went with the much more palatable Duster emblem which, in and of itself, was a thinly disguised rip-off of the Warner Bros Tazmanian Devil. Apparently, as Chrysler had gotten the rights to the Roadrunner cartoon for a relatively small amount and the car was a huge success, Warner Bros. wasn’t about to let them use another of their cartoon characters for nearly as cheap.

  • avatar
    Bizjetfixr

    I had a 340 four speed car “back in the day”…..since 1977, I’ve had a Duster/Dart Sport around somewhere, currently (semi-)daily driving a 73 DartSport/340/auto……..and I’ve NEVER had a mullet.

    All the attention is focused on the 426 and 440-6 cars, but the reality is that it was the 340 and 440-4 cars that MADE CHRYSLER’S REP ON THE STREET!!!!! You hardly ever even saw the Hemi and 440-6 cars, and they raced even less. Mostly, they sat around with their hoods opened, when they bothered to come out at all.

    The 340/A-body was a great combination…..everything else Chrysler made was too heavy for a small-block, and needed a big block to motivate properly. The NHRA Pro Stock guys figured out the same thing by 1972 (back when Pro Stock was based on REAL CARS)

    Since finishing the 73 DS, I’ve noticed:

    -Yeah, it’s noisy…..wind noise, suspension noise on rough pavement, overassisted steering. But it’s a nice drive out on the Interstate, and the engine soundtrack makes up for many sins. And, depending on how willing you are to modify one, a lot of these issues can be addressed.

    -It’s got massive amounts of room. I’m 6’5″, and it’s the most comfortable car I own.
    Now if I can just figure out a way to modify the seat backs, so the rake is adjustable…..

    -EVERYBODY loves Dusters/Dart Sports…..you meet all kinds of new friends every time you drive it. (unfortunately about 99% guys……..although 16-18 year old high school girls seem to like it too). From 5 year old kids, to high school kids who know what the “H” in the VIN means, to the 70 year old who told me about how he and his buddy got back from Vietnam, bought a 340 Duster in California, and drove it cross-country to their new duty station in Virginia.

    -These old cars are dirt cheap to fix, and easy to work on in the driveway. And the stuff you have to farm out (like auto trans rebuilds) are dirt cheap as well, compared to fixing the new stuff.

  • avatar
    ole timer

    I’ve been looking for a 70 Duster like the one from my early days. 340 4spd. 391 posi. rear end. Black on black w/black pin stripes. The ones I have looked at are advertised as “stock, original, etc” but most have drum brakes, ( disc was standard on the 340 car), wrong dash, wrong year grill, spoilers, ( not even a option on the 70 to my knowledge), on and on. thanks for the article.

  • avatar
    nrd515

    I took driving lessons in a Dart “Swinger”, mostly, and a few times in a black 72 Duster with a 318. They were ok cars, and there are a few of them still around here, including a 71 340 that I would love to have, if I had the cash. It’s modded enough that I wouldn’t worry about dring it a lot, and it’s VERY quick, since most of the mods are under the hood.


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