SANDWICH
Sarnia sucks!
The Challenger project was first started in about 1965 as Dodge's answer to the pony car. Carl Cameron refined the car for some time, and, by 1968, they were building 1970 Challenger prototypes. Finally, in the fall of 1969, Dodge finally introduced the E bodies. With a choice of nine engines, from a slant-six Coupe (and, starting in February, a Deputy) to an R/T Hemi, and eighteen colors, the Challenger offered a lot of choice.
The E-body tag reflected current Chrysler Corp. body styles: the compacts were As, mid-size to large were B, and C and D were reserved for oversized Chrysler models. The E was built off a shortened B platform.
Tom Murden mentioned that the Plymouth 'Cuda was an inch too short for Can-Am - the Challenger, being an inch longer, was raced in Can-Am, and the 'Cuda remained in Trans Am.
[Dan Harling:] By 1970, the list of E-bodies included an R/T, SE, and T/A, a variety of engines including the Hemi.
Trans Am ChallengersThe Trans-Am Challenger was the race version of the normal street demon. About 2,400 were built to comply with the SCCA (Sports Car Club of America) rules - the AAR Cuda was built for similar reasons. Sam Posey drove the real T/A. It had a destroked 303 cubic-inch LA (273-318-340-360) motor with a four barrel. The early-production T/As had a twin-scoop hood and a bumblebee stripe with the modified 340 six pak.
William Fayling wrote: there were 989 four speeds and 1411 automatics made. You talk about early T/As having dual scoops, this is not factual. I have had the pleasure of seeing the first one built and it has T/A striping, [fiber]glass hood (single scoop), rear and front spoilers. 1,226 JH23H1B & 1,078 JS23H1B (RTs) were made in 1971 with 340-4BBl. [The Webmaster notes that the Monstrous American Car Spotter's Guide does show an early T/A with the dual scoop hood. Would anyone else care to comment?]
Early T/As looked just like any other Challenger, and without the bold graphics and spoilers of later T/As, those cars surprised many at stop-light shoot outs. The T/A's 340 had valvetrain improvements, beefier heads, increased webbing in the mains, and other improvements like one of the best hood scoop designs! it had enough lift above the hood to allow actual cool air to flow in...unlike alot of air induction scoops, the boundary layer of hot air off the hood was under the scoops opening.
The Dodge Challenger was based on the Plymouth Barracuda platform, but its wheelbase was stretched by two inches to provide more interior room. The Challenger was offered in both hardtop and convertible versions. Performance versions wore the R/T (Road/Track) badge and either the base or R/T model could be ordered with the SE luxury package. The SE package included leather seats and a vinyl roof with a smaller "formal" rear window. Challenger R/T's came standard with the 335 bhp 383 engine. Optional were two 440 engines, the four-barrel Magnum with 375 bhp and the tri-carb Six Pack with 390 bhp (chosen by 2,035 buyers). Topping the list was the almighty 426 Hemi with 425 bhp (chosen by 356 buyers). The Hemi cost an additional $1,228 and required heavy-duty equipment. The 440s and the Hemi came standard with TorqueFlite automatic. Optional was a four speed manual which included a pistol-grip Hurst shifter and a Dana 60 axle. Gear axles climed from 3.23:1 to 4.10:1, with limited slip as an option. All R/Ts received a heavy duty suspension and the 440s and Hemi received 15 inch 60 series tires, although essentials such as power steering and front disc brakes were still optional. The R/T's standard hood had two hood scoops, but they did not feed directly into the air cleaner. For just $97, the buyer could specify the shaker scoop, which mounted to the air cleaner and stuck up through an opening in the hood. It was known as the "shaker" as it vibrated along with the engine. Some faults of the Challenger included poor outward visibility and it feeling too bulky for its size.
But Dodge had one more trick up its sleeze. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carbs atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated at the 340 Six Pack at the same 290 bhp rating as the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 350 bhp. It breathed air through a suitcase sized air scoop molded into the pinned down, lift off matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. TorqueFlite automatic or Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, manual or power steering were available. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, and a ducktail spoiler added to the street punk image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A wasn't very competitive and the street version suffered from severe understeer in fast corners. But it could turn mid 14s in the quarter mile which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge would pull out of Trans Am racing.
1970 R/T ( Road and Track ) was standard equipped with 383 magnum and a
special interior with "woodgrain" , "speedometer" and "ampere" and three
different Steering Wheels. Many options were available. Different hoods
were made , some with double air intakes. For the HEMI and 440 Magnum (and
some 340's) you could get "Shaker Scoop " that was bolted on the engine.
The happy owner could see it move when he revved his machine!
SE ( Special Edition ) was the most luxurious model you could choose from.
This car had a smaller rear window and vinyl roof , more expensive interior
with leather seats,overhead console Plus, these cars had an other engine program to choose
from!
R/T SE...this had all of both worlds!
1970 (total) 76,763
hardtop 38,091
w/340 6,933
w/383 2-bbl 3,085
w/383 4-bbl 1,486
convertible 2,543
w/340 265
w/383 2-bbl 211
w/383 4-bbl 122
SE hardtop 5,858
w/383 2-bbl 1,306
w/383 4-bbl 815
R/T hardtop 13,668
w/383 8,939
w/440 2,802
w/440-6 1,640
w/Hemi 287
R/T convertible 995
w/383 684
w/440 168
w/440-6 99
w/Hemi 9
R/T SE hardtop 3,741
w/383 2,506
w/440 879
w/440-6 296
w/Hemi 60
R/T SE convertible 33
T/A hardtop 2399
Chrysler management decided to offer the platform to Dodge. Chrysler wanted an upscale version of the Barracuda, in the same way that the Mercury Cougar was an upscale Mustang, and so Dodge started work on a longer wheelbase E-body that would become the Challenger.
This early drawing by Carl Cameron (who had designed the Charger) is dated 4th Feb. 1967.
Dodge felt it had missed out on the "ponycar" market so, even though the end was in sight for this type of car, they wanted to market it as a performance model. Dodge realized that by using the Plymouth platform they could reduce their own development costs enabling them to recover their investment with fewer cars sold.
As the deadline approached for the outer skin proposal Chief Designer Bill Brownlie contributed his own concept. In the end it was his design that was chosen. The body was given a more pronounced "coke bottle" effect in the rear quarter and it flared out into a character line that ran the length of the body reflecting the upper beltline.
Originally the wheelbase was to be 3 inches longer than the Barracudas at 111 inches. This made it the same as the Dodge Dart. Remembering that Plymouth had been criticized for using the Valiant platform in 1964, Carl Cameron suggested that the Challenger wheelbase be reduced, by one inch to 110 inches, just to make it different. Bill Brownlie liked the idea and got it changed
At first glance the new Barracuda and Dodge Challenger look very similar. However no body parts on the cars interchange. Under the skin everything was traditional Chrysler unibody, with torsion bar front suspension and semi-elliptical leaf live rear axle. The driver and passenger doors featured side impact beams and the steering column was collapsible in the event of a crash. Nine different engines were available in the two cars and all could accommodate things like air con., power brakes and steering - even with the biggest engines (although some multi-carb. engines could not have air con.).
The Challenger used more chrome and brightwork than the Barracuda for a more upscale look and used dual headlights instead of the Plymouths larger single units.
Both companies offered their cars in EIGHT body styles, including performance versions of the hardtop, sports hardtop and convertible. Plymouths performance badge was again the 'Cuda and Dodge used the R/T (Road & Track) name from its other model lines. These cars were not just base models with badges and stripes. The 'Cuda and R/T had body re-enforcement in key areas and beefed-up suspension and drivetrains to take the power and weight of the big blocks. The Hemi hardtop cars were in fact convertibles (which had a stronger chassis) with a roof welded on!!
...and in some rare cases, afew R/T's were equipted with the T/A hood from the factory because of hood prod hassels.
The E-body tag reflected current Chrysler Corp. body styles: the compacts were As, mid-size to large were B, and C and D were reserved for oversized Chrysler models. The E was built off a shortened B platform.
Tom Murden mentioned that the Plymouth 'Cuda was an inch too short for Can-Am - the Challenger, being an inch longer, was raced in Can-Am, and the 'Cuda remained in Trans Am.
[Dan Harling:] By 1970, the list of E-bodies included an R/T, SE, and T/A, a variety of engines including the Hemi.
Trans Am ChallengersThe Trans-Am Challenger was the race version of the normal street demon. About 2,400 were built to comply with the SCCA (Sports Car Club of America) rules - the AAR Cuda was built for similar reasons. Sam Posey drove the real T/A. It had a destroked 303 cubic-inch LA (273-318-340-360) motor with a four barrel. The early-production T/As had a twin-scoop hood and a bumblebee stripe with the modified 340 six pak.
William Fayling wrote: there were 989 four speeds and 1411 automatics made. You talk about early T/As having dual scoops, this is not factual. I have had the pleasure of seeing the first one built and it has T/A striping, [fiber]glass hood (single scoop), rear and front spoilers. 1,226 JH23H1B & 1,078 JS23H1B (RTs) were made in 1971 with 340-4BBl. [The Webmaster notes that the Monstrous American Car Spotter's Guide does show an early T/A with the dual scoop hood. Would anyone else care to comment?]
Early T/As looked just like any other Challenger, and without the bold graphics and spoilers of later T/As, those cars surprised many at stop-light shoot outs. The T/A's 340 had valvetrain improvements, beefier heads, increased webbing in the mains, and other improvements like one of the best hood scoop designs! it had enough lift above the hood to allow actual cool air to flow in...unlike alot of air induction scoops, the boundary layer of hot air off the hood was under the scoops opening.
The Dodge Challenger was based on the Plymouth Barracuda platform, but its wheelbase was stretched by two inches to provide more interior room. The Challenger was offered in both hardtop and convertible versions. Performance versions wore the R/T (Road/Track) badge and either the base or R/T model could be ordered with the SE luxury package. The SE package included leather seats and a vinyl roof with a smaller "formal" rear window. Challenger R/T's came standard with the 335 bhp 383 engine. Optional were two 440 engines, the four-barrel Magnum with 375 bhp and the tri-carb Six Pack with 390 bhp (chosen by 2,035 buyers). Topping the list was the almighty 426 Hemi with 425 bhp (chosen by 356 buyers). The Hemi cost an additional $1,228 and required heavy-duty equipment. The 440s and the Hemi came standard with TorqueFlite automatic. Optional was a four speed manual which included a pistol-grip Hurst shifter and a Dana 60 axle. Gear axles climed from 3.23:1 to 4.10:1, with limited slip as an option. All R/Ts received a heavy duty suspension and the 440s and Hemi received 15 inch 60 series tires, although essentials such as power steering and front disc brakes were still optional. The R/T's standard hood had two hood scoops, but they did not feed directly into the air cleaner. For just $97, the buyer could specify the shaker scoop, which mounted to the air cleaner and stuck up through an opening in the hood. It was known as the "shaker" as it vibrated along with the engine. Some faults of the Challenger included poor outward visibility and it feeling too bulky for its size.
But Dodge had one more trick up its sleeze. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carbs atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated at the 340 Six Pack at the same 290 bhp rating as the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 350 bhp. It breathed air through a suitcase sized air scoop molded into the pinned down, lift off matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. TorqueFlite automatic or Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, manual or power steering were available. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, and a ducktail spoiler added to the street punk image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A wasn't very competitive and the street version suffered from severe understeer in fast corners. But it could turn mid 14s in the quarter mile which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge would pull out of Trans Am racing.
1970 R/T ( Road and Track ) was standard equipped with 383 magnum and a
special interior with "woodgrain" , "speedometer" and "ampere" and three
different Steering Wheels. Many options were available. Different hoods
were made , some with double air intakes. For the HEMI and 440 Magnum (and
some 340's) you could get "Shaker Scoop " that was bolted on the engine.
The happy owner could see it move when he revved his machine!
SE ( Special Edition ) was the most luxurious model you could choose from.
This car had a smaller rear window and vinyl roof , more expensive interior
with leather seats,overhead console Plus, these cars had an other engine program to choose
from!
R/T SE...this had all of both worlds!
1970 (total) 76,763
hardtop 38,091
w/340 6,933
w/383 2-bbl 3,085
w/383 4-bbl 1,486
convertible 2,543
w/340 265
w/383 2-bbl 211
w/383 4-bbl 122
SE hardtop 5,858
w/383 2-bbl 1,306
w/383 4-bbl 815
R/T hardtop 13,668
w/383 8,939
w/440 2,802
w/440-6 1,640
w/Hemi 287
R/T convertible 995
w/383 684
w/440 168
w/440-6 99
w/Hemi 9
R/T SE hardtop 3,741
w/383 2,506
w/440 879
w/440-6 296
w/Hemi 60
R/T SE convertible 33
T/A hardtop 2399
Chrysler management decided to offer the platform to Dodge. Chrysler wanted an upscale version of the Barracuda, in the same way that the Mercury Cougar was an upscale Mustang, and so Dodge started work on a longer wheelbase E-body that would become the Challenger.
This early drawing by Carl Cameron (who had designed the Charger) is dated 4th Feb. 1967.
Dodge felt it had missed out on the "ponycar" market so, even though the end was in sight for this type of car, they wanted to market it as a performance model. Dodge realized that by using the Plymouth platform they could reduce their own development costs enabling them to recover their investment with fewer cars sold.
As the deadline approached for the outer skin proposal Chief Designer Bill Brownlie contributed his own concept. In the end it was his design that was chosen. The body was given a more pronounced "coke bottle" effect in the rear quarter and it flared out into a character line that ran the length of the body reflecting the upper beltline.
Originally the wheelbase was to be 3 inches longer than the Barracudas at 111 inches. This made it the same as the Dodge Dart. Remembering that Plymouth had been criticized for using the Valiant platform in 1964, Carl Cameron suggested that the Challenger wheelbase be reduced, by one inch to 110 inches, just to make it different. Bill Brownlie liked the idea and got it changed
At first glance the new Barracuda and Dodge Challenger look very similar. However no body parts on the cars interchange. Under the skin everything was traditional Chrysler unibody, with torsion bar front suspension and semi-elliptical leaf live rear axle. The driver and passenger doors featured side impact beams and the steering column was collapsible in the event of a crash. Nine different engines were available in the two cars and all could accommodate things like air con., power brakes and steering - even with the biggest engines (although some multi-carb. engines could not have air con.).
The Challenger used more chrome and brightwork than the Barracuda for a more upscale look and used dual headlights instead of the Plymouths larger single units.
Both companies offered their cars in EIGHT body styles, including performance versions of the hardtop, sports hardtop and convertible. Plymouths performance badge was again the 'Cuda and Dodge used the R/T (Road & Track) name from its other model lines. These cars were not just base models with badges and stripes. The 'Cuda and R/T had body re-enforcement in key areas and beefed-up suspension and drivetrains to take the power and weight of the big blocks. The Hemi hardtop cars were in fact convertibles (which had a stronger chassis) with a roof welded on!!
...and in some rare cases, afew R/T's were equipted with the T/A hood from the factory because of hood prod hassels.
No just kidding man, great story, I still have to do the Challenger history for my new website (
