Dodge Challenger

The Dodge Challenger was Chrysler's first real foray into the hot pony car market that had been dominated by Ford's astoundingly successful Mustang and GM's Chevrolet Camaro and Pontiac Firebird twins. Until the Challenger's introduction, Chrysler was content to let Plymouth carry the pony car banner with the Barracuda, but while the Barracuda tried, it wasn't really much of a threat to the Mustang or the Camaro and Firebird for a variety of reasons. That would all change in 1970, when the Barracuda was redesigned and now on the E-body platform, distancing itself from its hum-drum A-body Valiant origins. And now, Chrysler finally saw fit to add a Dodge model, aptly named Challenger, to do battle along side the Barracuda as an all-out assault on the Mustang, Camaro and Firebird.

BUT... was it ultimately a classic case of "too little, too late? Many gearheads would rightly argue that 1970 was in fact the zenith of the muscle/pony car market, but in 1971, compression ratios started to decrease, insurance companies were levying hefty surcharges on high-powered muscle/pony cars, and a middle east oil embargo was on the horizon... it wasn't looking good for the muscle/pony car market (dare we even say they became politically incorrect). Perhaps if the E-body Challenger and Barracuda come out three years earlier, their collective fate might have been very different than what it turned out to be. For that reason, many car critics, perhaps unfairly, were quick to dismiss the Challenger and Barracuda as "arriving to the party too late and leaving too early".

Challengers, however, after decades of being mere used cars on the collector market, have seen their values soar into the stratosphere as of late, especially 1970-71 numbers-matching big-block models (even bogus Hemi models can still command a 6-figure price tag). And the demand for these doesn't show any trend of slowing down any time soon. It may have taken over 3 decades, but perhaps the Challenger (and Barracuda) are finally getting their proper due in the pony car market. So instead of being "too little too late", it looks more like an argument for "better late... than [i]never[/i]".

Here's a brief rundown on year to year changes:

1970

The Challenger was built on an all-new E-body platform, which was a shortened B-body Charger/Coronet chassis, but the Challenger's wheelbase was 2" longer than the Barracuda's. The Challenger and Barracuda were corporate twins, but they shared no body panels. The Challenger could be outfitted with just about any option, several different model configurations and every engine in Chrysler's lineup including the holy-grail 426 Hemi on R/T (Road/Track) models. There were base, SE, R/T and T/A models to choose from, and the SE and R/T model could be overlapped. Coupe and convertibles were available on all versions except the T/A, which was hardtop only.

Base models could have a 145 hp 3.7L (225 cid) Slant-6, 230 hp 5.2L (318 cid) V8 (standard on the SE) or a 6.2L (383 cid) V8 in 2- or 4-bbl guise (275 and 300 hp respectively). The base engine for the R/T technically was the 383-4, but the 275 hp 5.5L (340 cid) V8 could be had too if one didn't want a big block. Optional was the 7.2L (440 cid) V8 with a 4- or 6-bbl (6-Pack) setup (375 and 390 hp respectively). And, of course, the 425 hp 7.0L (426 cid) Hemi. The lone engine choice on the T/A model was a 290 hp 340 6-pack V8. Got all that?

Their options list was equally exhausting, being available with such niceties as power windows, cruise control, air conditioning (except the 440-6 or the Hemi), overhead consoles... the list went on (literally). Hardtop SE models differed visually from base and R/T models by having a standard vinyl roof with a smaller back window than the rest. 4-speed manuals and 3-speed automatics were available on all engines, and 3-speed manuals could be had on all but the 383-4, 440-6 and the Hemi.

1970 was the highest-year selling Challenger, at almost 80,000 units altogether (including the T/A)

1971

Visual changes for this year was a new divided grille and the taillights were now separated with individual reverse lights in the middle, versus one single reverse light in the middle of last years single taillight design. The T/A was no more (although a look-alike package was offered with the black scooped hood and "go wing", but without the 340-6 engine) and there was some other shuffling of trim and packages as well. The R/T was no longer available as a convertible, but it could still be had on base models. The SE model lost its distinctive small rear window design, and the 340 was officially now standard in the R/T models. The previous 383, 440-6 (down 5 hp to 385) and 426 Hemi were still available carried over from last year, but the 440-4 was no longer available. Base and SEs still had the 225 Slant-6, 318, or 383 with 2- or 4-bbl carb. Sales were way down compared to last year, as the muscle/pony car market started taking huge sales and horsepower hits, averaging about 30,000 units this year.

1972

The party was over as far as SE, R/T, big-block engines and convertible bodystyles were concerned - they were all gone, never to return. The R/T was replaced by a new "Rallye" version, and was available with either the 318 or 340, with either the 3- or 4-speed manual or 3-speed automatic. The Slant-6 was still standard in the base model. 1972 models differed from last year with a new grille design and the quad headlights in four separate individual slots. The taillight panel was all new as well with a brushed-aluminum design, and included the taillights and reverse lights in their own separate slots as well. Sales decreased to less than 26,000 total units.

1973

The rarely-ordered Slant-6 was dropped, the 318 was now the base engine for both the base and Rallye. The 340 could still be had on the Rallye. The largest visual change was the addition of the small black rubber "bumperettes" on the bumpers to satisfy the new federally-mandated 5-MPH impact standards. Sales actually increased to 33,000+ units this year.

1974

The final Challenger was visually unchanged from the 1973 model. The 340 was dropped, replaced by the 5.9L (360 cid) V8. Base and Rallye models continued, either available with the 318 or 360. The pony car market was clearly drying up, and the Challenger had quickly lost its way despite a promising start. Chrysler realized this as well, and discontinued the Challenger and Barracuda after this year.

To be continued...