Whether they’re wrapped in original steel or simply a fiberglass replica, race cars are some of the most prized and priceless possessions to their proud owners. But it’s the cars with a long family heritage that would have one heck of a story to tell if they could talk that are most cherished.

The year was 1988, and a young Eric Monsenego had discovered and purchased a 1970 Plymouth Barracuda from a striptease club owner in downtown Paris, France near the Pigalle quarter – the area he was calling home at the time. The ‘Cuda became his daily driver around the streets of Paris and it was in that very car, 24 years ago, that he met his bride-to-be. That’s instant “keeper” cred there.

As Monsenego explains it, the ‘Cuda gradually began a transformation into a Pro Street-style road warrior, beginning with the installation of a 440-ich powerplant “screaming in the quiet streets of Paris.” Monsenego even took the classic chunk of American iron for a spin on the legendary LeMans circuit, where an eighth-mile strip had been marked off for drag racing.

Over time, as the natural evolution of a street car-turned-race car goes, Monsenego began to entertain the thought of a tube chassis. Problem was, no one in France had the capability of doing such a job. He then turned to the British natives, and was quickly turned on to a one Andy Robinson of Robinson Race Cars during a visit to the Santa Pod Raceway in England. Like Monsenego, Robinson was a young up-and-comer with a love for race cars, and already had a number of quick doorslammers on the track with his handiwork involved.

Monsenego's eight-second 'Cuda following its first racing transformation begun in the late 1990's. Image credit: Blackett Photography

Robinson set out to built the first real chassis under Monsenego’s ‘Cuda, featuring round mild steel tubing in a configuration virtually standard to Pro Modifieds of the time. “It was much more than I expected; the craftsmanship was perfect. The car was ahead of his time,” he explains.

Monsenego spent more ten years finishing the car as a family, a new home, and the creation of a new business took precedence.

But once it hit the track, ran it did, as Monsenego jut missed the sevens with an 8.03-second, 178 MPH best from the naturally-aspirated, 572-inch big block topped with B1 heads.

“We still had a good amount to gain. One trouble with the car though: it was such a well-built combination that it was boring to drive. Once again, I needed a beefier car, and a legitimate Pro Modified car was obvious inmy  mind.”

All those years later, Monsenego called Robinson and set the wheels in motion on a new, even more advanced project.

“[Andy] is not only a very good chassis builder, but he’s the guy I trust 100-percent for all the friendly advice he gives me on the car construction. He often jokes with me because I used to ask him so many questions. He’s not a business man, but a racer trying to live off his passion without fancy.”

One thing was certain in this new project: Monsenego wanted to use the original steel body from the car that held so many memories for he and his family.

“It was a challenge I gave to Andy. He tried several times to push me to buy a carbon fiber body, but I’m a ‘mullet head’ and insisted there was no way – it was either steel body or nothing.”

Robinson constructed a state-of-the-art chromoly chassis, and at Monsenego’s behest and later to his dismay, chopped up the ‘Cuda body and altered its dimensions by more than 12-inches and dropped the roof by two inches to create a more Pro Mod-like aerodynamic design. With the chassis complete, Monsenego returned it to his owns hop, where he’s presently assembling the car himself.

Monsenego, an American car aficionado with a love for restoring classic Ford Mustangs, is busily taking care of the body work, engine assembly, ad every other facet of this killer-looking Barracuda necessary to get it on the track.

“It will take the time needed, but one thing is for sure:  I won’t shortcut the job; it will be perfect. I’m very meticulous and even the smallest of details are very important to me.”

The Barracuda will initially be motivated by a 511-inch, B1-headed Keith Black engine with a K8 Kobelco supercharger mated with a three-speed Lencodrive transmission. Then, once it fits into his already bursting-at-the-seams budget, the KB bullet will be retired in favor of a Brad Anderson or similar Hemi powerplant.

“The key now is to have a ‘reliable’ mid six-second Pro Modified car that I can maintain by myself without sponsorship. Regularity can be a way to success in the class where many teams break so many parts trying to run in the fives.”

Citing the challenging FIA European series and the travel it requires as outside of his reach, Monsenego has pinpointed the British Pro Mod Challenge and events at Santa Pod as his likely target once the new and improved ’70 ‘Cuda makes its return. And perhaps one day, he hopes to tackle his dream race track: The Strip at Las Vegas Motor Speedway, stateside. “Sponsors are more than welcome to make that happen,” Monsenego jokes.

Monsenego’s made-over Barracuda certainly has a fresh new look a far cry from what it displayed when it first terrorized the streets of Paris in the 1980’s, but its soul remains, and that’s something a replica simply can’t replicate.