The
Challenger is described in a book about 1960s American cars as Dodge’s
"answer to the Mustang and Camaro."It was one of two Chrysler E-body
cars, the other being the slightly smaller Plymouth Barracuda. Although
developed differently by Plymouth and Dodge stylists working from the same
basic body shell, both versions were intended "to compete against cars
like the Chevrolet Camaro and Ford Mustang, and to do it while offering
virtually every engine in Chrysler's inventory."However they were "a
rather late response to the ponycar wave the Ford Mustang had started."The
author of a book about "Hemi"-powered muscle cars says that the
Challenger was conceived in the late 1960s as Dodge’s equivalent of the
Plymouth Barracuda, and that the Barracuda was designed to compete against the
Mustang and Camaro. He adds that Chrysler intended the new Dodge as "the
most potent ponycar ever," and positioned it "to compete against the
Mercury Cougar and Pontiac Firebird."
The
Challenger's longer wheelbase, larger dimensions and more luxurious interior
were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more
luxurious and more expensive pony car aimed at affluent young American buyers. The
wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda,
and the Dodge differed substantially from the Plymouth in its outer sheetmetal,
much as the Cougar differed from the shorter-wheelbase Ford Mustang.
Exterior
design was done by Carl Cameron, who also did the exterior for the 1966 Dodge
Charger. Cameron based the 1970 Challenger grille off an older sketch of his
1966 Charger prototype that was to have a turbine engine. The Charger never got
the turbine, but the Challenger got that car's grille. Although the Challenger
was well-received by the public (with 76,935 produced for the 1970 model year),
it was criticized by the press, and the pony car segment was already declining
by the time the Challenger arrived. Sales fell dramatically after 1970, and
Challenger production ceased midway through the 1974 model year. About 165,500
Challengers were sold over this model's lifespan.
Four
models were offered: Challenger Six, Challenger V8, T/A Challenger, and
Challenger R/T. Challengers could either be hardtops, coupes, or convertibles
(through 1971 only). The standard engine on the base model was the 225 CID (3.7
L) six-cylinder. Standard engine on the V8 was the 230 horsepower (170 kW) 318
CID (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 CID
(5.6 L) and 383 CID (6.3 L) V8s, all with a standard 3-speed manual
transmission, except for the 290 horsepower (220 kW) 383 CID engine, which was
available only with the TorqueFlite automatic transmission. A 4-speed manual
was optional on all engines except the 225 CID I6 and the 383 CID V8.
The
performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at
335 horsepower (250 kW). Standard transmission was a 3-speed manual. Optional
R/T engines were the 375 horsepower (280 kW) 440 CID Magnum, the 390 horsepower
(290 kW) 440 CID (7.2 L) Six-Pack and the 425 horsepower (317 kW) 426 CID (7 L)
Hemi. The R/T was available in all three body styles; both standard and R/T
hardtops could be ordered as the more luxurious SE specification, which
included leather seats, a vinyl roof, a smaller 'formal' rear window, and an
overhead interior console that contained three warning lights (door ajar, low
fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster
which included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, and
an oil pressure gauge. The convertible Challenger was available with any
engine, as well as in the R/T and SE trim levels. In 1973, Dodge dropped the
R/T badging and now called it the "Rallye", although it was never
badged as such. The shaker hood scoop was not an option for 1972.
A
1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation
car. 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 carburetors atop an Edelbrock
aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six
Pack at 290 brake horsepower (220 kW), only 15bhp more than the original 340
engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302
Mustang), it actually made about 320 brake horsepower (240 kW). It breathed air
through a suitcase sized air scoop molded into the pinned down, hinged
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. Options included
a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission,
3.55:1 or 3.90:1 gears, as well as manual or power steering. 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,
a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added
to the image. The interior was strictly stock Challenger. Unfortunately, the
race Challenger T/A was not competitive and the street version suffered from
severe understeer in fast corners. 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 pulled out of Trans Am racing. Only 2,142 T/As were
made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned
and appeared in period advertising, but was not produced.
The
"Western Special" was a version available only to west coast dealers.
It came with a rear-exit exhaust system and Western Special identification on
the rear decklid. Some examples came with a vacuum-operated trunk release.
Another late production version was the low-priced "Deputy", stripped
of some of the base car's trim and with fixed rear side glass.
By
1972, all the big-block engines were gone, maximum power was downgraded to 240
horsepower (180 kW) to reflect the more accurate Society of Automotive
Engineers (SAE) net hp calculations. Production of Challengers ceased in
mid-1974.