Editor's note: I borrowed the title to this story from an early Pro Stock Duster campaigned at Connecticut Dragway by owner/driver, the late Dennis Kutsavage. It didn't take long for the Enfield resident to learn that he'd chosen a class that was both technically and financially challenging. Dennis was a genuine guy and he's sorely missed.

Deep In the heart of Massachusetts there's a successful businessman who lives, eats and breathes all things Mopar and Hemi related. By day, Al Smyth is a hard-working electrical specialist, who owns Portatree Timing Systems along with his dedicated wife, Sue. With an uncanny knowledge of drag racing's electronic intricacies, thanks to Al, countless racers are able to test and improve their starting line reaction times with Portatree products. The company's hand-held, tabletop Christmas trees can be found in thousands of race car trailers, hospitality lounges and garages nationwide. His full-size, national event trees are just as common, as are complete professional systems for race track operators.

Al's passion for the sport of drag racing has prompted him to study and research what's going through your brain, or the psychological side of starting line reactions. He'll also be happy to give you his concept on how promoters can make wheelstanding Super Stock action more appealing to both the racer and general spectator alike. Furthermore, Al has dedicated himself to important local causes such as spearheading efforts to open new drag strips in and around his Northeast home. The moment you engage Al Smyth in conversation, you immediately know he means what he says and there's absolutely no B.S. about it. He's the real deal.

This long-time Mopar fanatic owns two Hemi Cudas. His black 1970 street Hemi became part of the Smyth family in September of 1975 for the outrageous sum of $850. Al raced it occasionally, turning 10.80s following exciting, 3-foot wheelstands at the starting line. At the time, wife Sue thought it best not to risk the car's escalating value (even then) by testing its limits on the quarter-mile. So, Al set out to find another Cuda to build especially for drag racing.

Enter the '68 Cuda shown here. It was located in an Auburn, Massachusetts, wrecking yard, sans engine, but including lots of damage, as well as having suffered the ravages of harsh New England winters (a.k.a. rust). Starting under the hood, it needed left and right inner splash aprons, so Al located an Arizona front clip, complete with a good header panel and lower valance. Next came new inner and outer rocker panels, four new quarter panels, as two were used per side in order to modify the rear wheel openings. A fresh trunk floor was also necessary, along with the back body panel, roof panel, deck lid, and doors. The car had certainly seen better days, but Al was bound and determined to have it in "Best Appearing" condition when all was said and done.

It rolled out of the body shop in June of 2001, and was made race-ready by the third week of July. We had spoken to Al during the actual build-up, and he stated, "I'll tell you what, these things aren't easy to build (meaning a competitive SS/AH). Every time I turn around it's five-grand for this and another five-grand for that!" At the time, we had to sympathize with him, but the finished product revealed this gentleman's passion for excellence. Mike Pustelny Racing (Almont, Michigan) assisted a great deal with the suspension pieces, while it employs Koni double-adjustable shocks front and rear, a Chassis Engineering 4-link and rear stabilizer from Jerry Bickel Race Cars. The front K-member was modified to clear the oil pan, and Mike Pustelny also designed and fabricated the wheelie bars.

Power-wise, Al consulted with Northeast Hemi specialist, Ray Barton (Robesonia, Pennsylvania). Smyth's tech sheet said "call Ray for specifications." However, we've seen tech sheets filled out by the guys at Ray Barton Racing Engines, and most information related to the engine internals remain proprietary. Generally speaking, Barton uses a great deal of components that are built to his specs, and those are guarded house secrets. After all, we are talking purpose-built Hemi powerplants here. What we can divulge is Barton's choice for a custom Moroso oil pan, Titan pump and a Moroso accumulator to ensure complete lubrication upon initial fire-ups. Mallory spark allows this elephant to bark along with Moroso wires and ACCEL plugs.

When the exciting Super Stock Hemi Shootout at Indy first gained everybody's attention, only A-Automatic cars were welcome to play. But as this phenomenon gained steam, the mighty Hemi cars were reclassified by lumping the stick-shifted versions right alongside the automatics. Al Smyth has preferred to yank the stick way before this beautiful specimen was built, so he stuck to his guns even while watching the first few Hemi Shootouts from the sidelines. Now, with these special events being organized more than once each year, Smyth feels his chances are as good as anyone's, regardless of transmission type. The Portatree car uses a Hays 8-inch, dual-disc  clutch assembly and a Lakewood bell housing. The G-Force transmission is fitted with a 3.16:1 first gear, 1.91 second, 1.33 third, and 1:1 fourth gear, all of which are engaged manually with a Long shifter.

Thanks to his expertise in electrical circuitry and such, Al designed and built a unique electrical system using solid-state relay controls with a 40-amp capacity. He ran 22-gauge, 12-conductor wire from his control panel to a gang of relays in the trunk area. Al explains, "The wiring itself was very easy and it looks nice and neat in the vehicle. The reason I went with solid state is because it provides no metal contacts, thereby eliminating electrical arc. As far as I'm concerned, it's the way to go for a race car application." In keeping with his tasteful theme, all exterior lighting is operational right down to the front side marker lamps, mounted in OEM fashion on the fiberglass fenders.

Another one of Al's passions involves educating competitors on his "package racing" concept. This is a no-breakout deal where the successful driver is the one who's perfect on both ends of the track. You're allowed to go up to .100 red, but the tree still shows green. Negative .101 would receive a conventional red light. This allows more green-light racing for the fans. The way Al explains it, a -.015 reaction time is still legal (same as positive .015, and is .015 from perfect), while .000 is still considered the best light. So, if you dialed in a 10.00 and ran 9.99, you'd simply add the .001 variance to your .015 allowance, and your package is .016. The lowest package tally between both lanes is the winner.

According the Smyth, the fans benefit by seeing fewer red lights, nobody lifts near the finish line (like typical bracket racing), and the track operator doesn't have to worry about every racer applying the brakes at 150 mph (or more) in order to avoid running under his dial-in. Also, after just one session, each racer automatically has his dial-in for the next round, because he's just made a full-power run all the way through the lights. If you don't lift on the high-end, there's no guessing what your dial-in should be. This concept is scheduled to run twice this season at Lebanon Valley Dragway in West Lebanon, New York, and we'll be sure to catch up with Al to report on the outcome. Smyth added, "The average fan sees we're playing games by backing off the throttle on the high-end, and it doesn't become a race anymore. If nine out of 10 racers were asked if they like to lift at the finish line, they'd say no. In my opinion, it automatically becomes a performance sport again, when fans see us running all the way through the finish line."

In case you've never met Al or Sue Smyth, you just might have the opportunity at the track someday. You see, they're both "Goodwill Ambassadors," and they're always happy to discuss Portatree products, collectible Mopars or life in general. And if you do get the opportunity to visit the Smyth's pit area, be sure to examine this mighty Mopar closely, it's one fine piece. DR