Unveiling the Power: Rod Arndt’s Legendary 1969 Hemi Cuda

Project cars, by their very nature, are true labors of love. They demand countless hours spent under the hood, wrestling with greasy parts, enduring frustrating setbacks, and yet, somehow, leaving us with a sense of accomplishment when the work is done. It’s a unique bond, often stronger and more enduring than some human relationships. This deep connection is perfectly embodied in the story of a particular 1969 Barracuda that has been powerfully pumped up with a Hemi engine, making it a prime example of a classic 1969 Hemi Cuda in spirit, if not factory designation.

This vicious fish has been a constant in Rod Arndt’s life for over 35 years. Like any good long-term relationship, it has matured into a sort of mellow coexistence – a remarkable feat for a machine capable of unleashing such horsepower. Rod, who spent three decades as a truck driver before joining his wife Marla’s quilt shop business, confirms, “Oh, I raced it.”

The car started life as a legitimate ’69 Barracuda Formula S notchback – a somewhat uncommon configuration. From the factory, it was equipped with a 383 engine. However, Rod significantly upped the ante by installing a ’66 Hemi engine block sourced from a friend’s Coronet. His friend needed a more practical vehicle for college, leading to a straightforward trade for a rebuilt 440 Rod had. The Coronet is long gone, but that Hemi heart has powered the Barracuda ever since.

A Hemi is Born

When Rod decided to revive the car in the mid-1990s after a long period of storage, engine technology had evolved significantly, with stroker kits becoming increasingly popular. Although he planned to handle the final engine assembly himself, he sent the critical components to Muscle Motors in Lansing, Michigan, for machining and balancing. This included incorporating a new Eagle stroker crankshaft, increasing displacement to a modern 478 cubic inches. Muscle Motors also performed a port-and-match job on the original Hemi heads and provided parts advice. An Indy single-four intake manifold was chosen for the induction system.

Powering this potent setup is an assembled engine Rod built himself. He keeps the engine speed manageable at 6,100 rpm, yet it still pegs the dyno at nearly 700 horsepower thanks to an MSD ignition system. The original cast OEM heads were retained but enhanced by Muscle Motors with a port job and fitted with fresh stock-size valves, utilizing the factory OEM rockers and shaft layout. A mechanical roller camshaft from Comp Cams provides the aggressive lift and duration needed for performance, working in conjunction with Muscle Motors custom pushrods and a Cloyes timing set.

Feeding this Hemi beast is the Indy single-four intake, prepped and port-matched by Muscle Motors, topped with a hefty 1090 King Demon carburetor. Fuel is supplied by Barry Grant lines and a pump from a 16-gallon fuel cell mounted in the trunk. The exhaust system is one of the car’s most distinctive features: side-mounted pipes fed by homemade custom-tube headers and mufflers. All exhaust components were Jet-Hot coated before Rod performed the final welding.

The Mid-’90s Transformation

The car has always featured a four-speed manual transmission since new. Rod recognized that the potent Hemi engine and the demands of a stick-shift setup would require substantially more tire than the factory narrow rubber. This necessitated significant modifications to the wheelwells.

“I stretched the rear wheelwells 5 inches,” Rod explains. “I also did the big exhaust outlets and installed the rollcage, tubs, and frame connectors.” He credits Don Willett at Art Morrison for crucial technical information and supplying the correct parts on the first attempt for the rear suspension setup.

The heavy factory Mopar K-frame was replaced with a Magnum Force tubular unit, incorporating rack-and-pinion steering, enhancing the car’s handling and feel. The rear end is a narrowed Dana 60 housing, packed with Moser axles, a Richmond 4.88 ring gear, and a Sure Grip differential. This setup, combined with the Art Morrison four-link suspension and QA1 shocks, helps keep the powerful rear wheels planted. Rod undertook all these complex chassis and suspension modifications himself in his home garage. This extensive work is vital for handling the power output of such a potent 1969 Hemi Cuda build. For context on similar high-performance convertibles of the era, you might find details on the 1969 mustang boss 429 convertible intriguing.

While Rod handled the mechanical and chassis work, the bodywork and paint were entrusted to Tony’s Hot Rod Shop in Antigo, Wisconsin, Rod and Marla’s hometown. Working with the original sheetmetal and A1 fiberglass replacement panels, Tony’s shop is praised for the seamless DuPont black ChromaBase paint, which still looks fantastic years later, and the excellent panel alignment. Weighing in at 3,280 pounds, the finished car is surprisingly light for its size and capabilities.

Track Success and Recognition

If the sight of a ’69 Barracuda notchback packing massive rear tires and Hemi power wasn’t enough, the customized interior provides the final touch. Given the Arndts’ business involves machines that program and create intricate designs, it was only fitting that custom embroidered fish motifs adorn the upholstery, a detail also featured on signage displayed with the car at shows.

Beyond its stunning appearance, the car is a proven performer. It has clocked times just into the 9-second range on the drag strip, with a best E.T. of 9.98 seconds recorded at Rock Falls, Wisconsin. This track performance underscores that this isn’t just a show car; it’s a serious machine.

The Barracuda’s excellence hasn’t gone unnoticed in the show circuit either. It has won awards at two Year One events, took home the coveted Participant Pick award at the ’04 Car Craft Summer Cruise in Minneapolis, and earned a Best Engineered crown at the MegaParts show in LaCrosse, Wisconsin. When we encountered Rod, he was holding his own among a lineup of real Hurst-built race cars at an event in Elkton, Minnesota, a testament to the car’s build quality and performance capabilities. Understanding the effort and components that go into such a build can shed light on the plymouth hemi cuda price when these custom machines or original examples come to market.

A Lifelong Passion

The original Formula S 383 notchback Barracuda is a scarce car from that era. Rod acknowledges that if these cars follow the trajectory of the E-body Cudas in the muscle car market, returning it to stock would be a daunting task, highlighting its current status as a unique, highly modified piece.

The interior maintains a basic black theme, featuring RCI seats, Deist harnesses for safety, and Auto Meter gauges to monitor performance. Notably, all original accessories, including the heater and defroster, wipers, and lights, remain functional, proving it’s a car built for both performance and usability, even in Wisconsin’s unpredictable weather. The transmission is a stout factory A833 four-speed crash box, utilizing a Lakewood bellhousing and Hayes clutch to handle the Hemi’s power, shifted via a cool Hurst Super Shifter. As an additional safety measure given its performance, a Deist parachute is also installed.

Rod and his son Nate continue to work on automotive projects; Nate is currently undertaking a stroker build on a ’67 Valiant. Rod admits he didn’t keep track of the money or the thousands of hours invested over the decade-long primary build period for the Barracuda. However, as his first serious, ground-up project car attempt, he undeniably stitched together a champion. The dedication required for such a project is similar to the passion seen in preserving and restoring other classic Mopars, such as a 1969 plymouth roadrunner convertible.

The journey of Rod Arndt’s 1969 Barracuda, transformed into this impressive 1969 hemi cuda machine, is a powerful story of automotive passion, technical skill, and enduring dedication. It stands as a shining example of what can be achieved with a vision and the willingness to invest the time and effort required to build a legendary classic car.