Wrong Runner Drift Car: An LS Swapped Classic Mopar

Much like the Great Dane-Yorkie mating ritual, stuffing a Chevy LS engine under the hood of an iconic Mopar falls into the category of “Sick and Bizarre.” Yeah, it might work at the end of the day, but will the poor little pup ever be the same? That is what we were thinking when we saw this ’69 Plymouth Road Runner at the 2025 PRI Show in Indianapolis. We call it the Wrong Runner.

The dark green B-body is all decked out in A12 440 Six-Barrel garb — right down to that glorious, lift-off fiberglass hood —  but a peek under the bird-swallower revealed what to the faithful is the most unholy, blasphemous, utterly vile unnatural act: Swapping a Chevy engine into a Mopar. 

Of course, who builds a giant Road Runner for drifting? The length of the trunk and all that rear overhang should be enough to dissuade even the most ardent of Mopar maniacs. Talk about doing something outside your job description.

We’re joking, of course. Yes, the ’69 ½ Road Runner was designed to do one task: Accelerate quickly in a straight line with minimal frills and maximum thrills. Black steel wheels sans hubcaps, no hood hinges with the most functional fresh-air hood ever used on a Mopar. But if you take the blinders off, this car makes sense. The Six-Barrel Road Runner and its 6 Pack Dodge cousin were meant to compete. This car’s built to do the same thing. 

“Since I’m no longer focused on competition drifting, I figured there was no better time to focus 100 percent of my time and energy into creating a well performing drifter,” said the paperwork near the Bird.

We didn’t check the VIN to see if this was a genuine Road Runner or A-12 car (we seriously doubt anyone would do this to a real 440 Six-Barrel car), but we’ve seen crazier stuff.

Mixed Marriage Under The Hood

According to the signboard by the car, the owner (whose name does not appear on any of the signage and whom we never found despite numerous attempts) always wanted to build a classic muscle car for drifting. 

While we love the classic Torsion Bar suspension of the old B-bodies, this build went in a more 21st-century direction. No, no parts from a new Charger were used. He adapted the front suspension from an E36 BMW (more heresy), added an LS3 engine, TREMEC trans, and backed it up with a Ford (gasp) 8.8-inch rear with 4.10 gears.

“I spent the last two seasons traveling the country, drifting through the mountains and some of my dream race tracks with Gridlife, Drift Appalachia, Holley and other great organizations,” the sign said. “The car has taken the abuse and asked for very little. Every time I drive this car, I smile a little at the realization of my dream … that perfect mix of vintage muscle and drifting.”

The LS3 was fitted with a BRT cam kit, trunion upgrade, and oil pump. A Holley 95 mm throttle body and Dominator ECU, fuel rails, and injectors keep things firing. Holley was also tapped for a mid-mount race accessory drive. A C&R racing radiator and MA Motorsports shroud keep things from boiling over. There’s also an NOS Big Shot dry system for those times when you really have to kick out the tail.

Hooker Super Comp headers expel the bad stuff through a 3- to 4-inch titanium exhaust system that ends with dumps at the rear axle. There’s also a Radium fuel cell. Tuning was done by Jeff Lowery of PSI Transmission & Driveline. 

Sending the power south is a TREMEC Magnum F close-ratio six-speed from American Powertrain. An ACT heavy-duty sport/race clutch and flywheel are employed.

Suspension & Drift Gear

A Titan 600 series pedal box and master cylinder with remote bias knob and three-chamber fluid reservoir are used. E36 Brembo brakes and NAPA metallic pads make the whoa-efforts drama-free. An ASD hand brake is used.

The LS is held in place with a 1995 BMW 325i crossmember, steering rack, knuckles, wheel bearings, and hubs. Feal coilovers are used.

Out back is a custom triangulated four-bar setup with Viking two-way coilovers (400 lb. rate Swift springs) using Reilly Motorsports lower mounts. 

Forgeline OE2 wheels measure 17×8 in front and 17×9-inches behind the doors. They’re wrapped in 235/40 and 255/40 Kemda KR20 tires. The rear wheel tubs were opened and reshaped to fit the big meats. The front unibody was also modified for bigger tires. 

The bumpers and A-12 hood are from AAR Stinger Fiberglass. 

Safety First

Simpson Club Race FIA seats keep the driver’s body off the floor, and Simpson Racing Platinum five-point harnesses hold him in place. An SPA Technique fire suppression system is there just in case. 

Aluminum interior panels keep things light. 

So, what do you think? Did the owner ruin a once-proud Mopar or did he just make it better? Is it an even better Road Runner or is it truly the Wrong Runner?