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Dodge Challenger
History Page 4
The Challenger was
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. "Both the Challenger and
Barracuda were available in a staggering number of trim and option
levels" and 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, the Challenger was "a rather
late response to the ponycar wave the Ford Mustang had started." In his
book Hemi Muscle Cars, Robert Genat wrote 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. The Barracuda was actually the first car in this sporty car
segment by a few months, but was quickly overshadowed by the release of
the segment defining Mustang (the segment being referred to as "Pony
Car"). He added that Chrysler intended the new Dodge as "the most potent
ponycar ever," and positioned it "to compete against the Mercury Cougar
and Pontiac Firebird." Genat also noted that the "Barracuda was intended
to compete in the marketplace with the Mustang and Camaro/Firebird,
while the Dodge was to be positioned against the Cougar" and other more
luxury-type musclecars.
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. A/C and a rear window defogger were
optional.
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 though sales rose for the 1973 model
year with over 27,800 cars being sold, Challenger production ceased
midway through the 1974 model year. 165,437 Challengers were sold over
this model's lifespan.
A 1970 Challenger R/T 440
Magnum is the centerpiece of the existentialist 1971 film "Vanishing
Point".
Models
1970 Dodge
Challenger R/T coupe with a 426-cubic inch engine
Four hardtop models were
offered: Challenger Six, Challenger V8, Challenger T/A
(1970 only), and Challenger R/T with a convertible version
available only in 1970 and 1971. Although there were no factory-built
R/T Challenger convertibles for 1971, the R/T continued as a model with
the hardtop body-style. The standard engine on the base model was the
225 cu in (3.7 L) six-cylinder. The standard engine on the V8 was the
230 bhp (171.5 kW)318 cu in (5.2 L) V8 with a 2-barrel carburetor.
Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s,
all with a standard 3-speed manual transmission, except for the 290 bhp
(216.3 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 2-barrel 383 CID V8.
1971 Dodge
Challenger convertible
The performance model was
the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp
(249.8 kW); 300 bhp (223.7 kW) for 1971, due to a drop in compression.
The standard transmission was a 3-speed manual. Optional R/T engines
were the 375 bhp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 bhp
(290.8 kW) 440 CID Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7.0 L)
Hemi. The R/T was available in either the hardtop or convertible. For
1970 only, base hardtop and R/T hardtop models could be ordered with 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
that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer,
1972–1974 tachometer went to 7,000 rpm and an oil pressure gauge. In
1972, the R/T badging was dropped and these models were called "Rallye",
although they were never badged as such. The Rallye model featured a
faux brake vent on the fenders. The shaker hood scoop was not available
after 1971.
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 Trans Am, Dodge 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 aluminum intake manifold, creating the
340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only
15 bhp (11 kW) more than the original 340 engine (which also had the
same rating as the Camaro Z/28 and Ford Boss 302 Mustang). The engine
actually made about 320 bhp (238.6 kW). It breathed air through a
suitcase sized air scoop molded into the pinned down, hinged matte-black
fiberglass hood. Low-restriction dual exhaust ran to the stock muffler
location, 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 rate of the rear springs. The T/A was the first U.S.
muscle car to fit different size tires front and rear to give a racing
stance: E60x15 in the front, and G60x15 in the rear. The modified
chamber elevated the tail enough to clear the rear rubber and its side
exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass
ducktail rear spoiler, and a fiberglass front spoiler added to the
racing image. The interior was strictly stock Challenger.
Dodge contracted Ray
Caldwell's Autodynamics firm in Marblehead, Massachusetts to run the
factory Trans-Am team. Sam Posey drove the No.77 "sub-lime" painted car
that Caldwell's team built from a car taken off a local dealer's
showroom floor. When the No.76 was completed mid-season from a chassis
provided by Dan Gurney's All American Racers, Posey alternated between
the two. Both cars ran the final two races, with Posey in the #77.
Ronnie Bucknum drove the No.76 at Seattle Washington, and Tony Adamowicz
drove it at Riverside, California.
The Challenger T/A's
scored a few top three finishes, but lack of a development budget and
the short-lived Keith Black 303 c. i. engines led to Dodge leaving the
series at season's end. .
The street version
suffered from severe understeer in fast corners, largely due to the
smaller front tires. Only 2,399 T/As were made. A 1971 model using the
340 engine with a 4-barrel carburetor was planned and appeared in
advertising, but was not produced since Dodge had left the race series.
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.
1972 Dodge
Challenger Rallye
For 1972 the options lists
(both for performance and appearance/convenience items) had been
drastically cut back. The convertible version, most interior upgrades
options, comfort/convenience items (in particular power windows and
power seats), and all the big-block engine options were gone. The R/T
series was replaced by the Rallye series. Engine choices were down to
three: the 225 cu in slant-6, the 318 cu in V-8, and the maximum power
340 cu in V-8. All three were detuned to lower compression ratios in
order to run on lead-free gasoline, and the horsepower ratings were
lowered to reflect the more accurate Society of Automotive Engineers (SAE)
net hp calculations. Each engine could be mated to a 3-speed manual or
automatic transmission, while the 340 could also be equipped with a
4-speed manual if so ordered. The performance axle ratios were also gone
except for a 3.55 sure grip which could only be had with the 340 and the
heavy duty suspension. The 1972 models also received a new grille that
extended beneath the front bumper. The only 1972 convertibles which
exist are actually 1971 models with the 1972 front end (grille, lights,
etc.) and rear end (tail lights and their panel). These were specially
built for TV programs such as "Mod Squad". The only way to ascertain a
'real' 1972 Challenger convertible is to look at its fender tag. On the
code line which gives the dealer order number, that number will start
with an "R", which designates "Special Meaning" (in this case, a TV
'special promotions' car). A cigarette lighter was standard.
1974 Dodge
Challenger Rallye with added R/T stripe from 70/71
For the 1973 models, the
mandatory 5 mph bumpers were added, while the 225 cu in six-cylinder
engine was dropped, leaving just the two V-8s, otherwise all option
lists were carry-overs from 1972. For 1974, the 340 cu in (5.6 L) engine
was replaced by a 360 cu in (5.9 L) version offering 245 hp, but the
pony car market had fallen off and production of Challengers ceased in
late April 1974. The A/C was not available with the 3-speed manual.
Cosmetic variations[
Protruding bumper
guards, 1973
Center backup
light, 1970
Although the body style
remained the same throughout the Challenger's five-year run, there were
two notable changes to the front grille. The 1971 models had a "split"
grille, while 1972 introduced a design that extended the grille
(nicknamed the "sad-mouth") beneath the front bumper. With this change
to the front end, 1972 through 1974 models had little to no variation.
The only way to properly distinguish them is that the 1972s had flush
mounted bumpers with no bumper guards, (small bumper guards were
optional), while both the 1973 and 1974 models had the protruding "5 mph
(8.0 km/h)" bumpers (with a rubber type filler behind them) in
conjunction with large bumper guards. The 1974 cars had larger rear
bumper guards to meet the (new for 1974 and on) rear 5 mph rear impact
law. These changes were made to meet U.S. regulations regarding crash
test safety.
The 1970 taillights went
all the way across the back of the car, with the backup light in the
middle. In 1971, the backup lights were on the left and right instead of
the middle. The taillight array also changed for 1972 onwards, with the
Challenger now having four individual rectangular lamps.
Collectibility
Although few mourned the
end of the E-body models, the passage of time has created legends and
highlighted the unique personalities of both the Challenger and the
Barracuda. In a historic review, the editors of Edmunds Inside Line
ranked these models as: 1970 was a "great" year, 1971 was a "good" one,
and then "three progressively lousier ones" (1972–1974). With total
sales and production off by 2/3 from 1970, the performance engine 1971
Challengers are the most rare. Sales and production of the 1973 cars
(with only two V8s available) actually exceeded 1971 by approximately
1,700 cars. This may be explained by 1973 being a very good year for the
U.S. auto industry in general and an increased interest in Chrysler (the
Plymouth Barracuda and Plymouth Road Runner also saw sales increases)
performance cars.
Original "numbers
matching" high-performance 1970–71 Challengers are now among the most
sought-after collector cars. The rarity of specific models with big
engines is the result of low buyer interest and sales with the
correspondingly low production when new. The 440 and the 426 Hemi
engines presently command sizable premiums over the smaller engines. The
1970 and 1971 models tend to generate more attention as performance and
style options were still available to the public. However, with the
popularity of these vehicles increasing, and the number of usable and
restorable Challengers falling, many collectors now search for later
models. Many "clones" of the 1970 and 1971 Challengers with
high-performance drivetrains have been created by using low-end
6-cylinder and 318-powered non-R/T or non-T/A cars and installing one of
the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi)
and adding the specific badging and hoods. Total production (1970–74)
was 165,437 cars, and perhaps 1/3 of that number now exist in any
condition.
Export markets
Dodge Challengers were
mainly produced for the U.S. and Canadian markets. Interestingly,
Chrysler officially sold Challengers to Switzerland through AMAG
Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few
cars were shipped overseas each year to AMAG. They did the final
assembly of the Challengers and converted them to Swiss specs. There are
few AMAG cars still in existence. From a collector's point of view,
these cars are very desirable. Today, less than five Swiss Challengers
are known to exist in North America.
Chrysler exported Dodge
Challengers officially to France as well through their Chrysler France
Simca operation, since Ford sold the Mustang in France successfully in
small numbers. However, only a few Challengers were exported and
Chrysler finally gave up the idea of selling them in France. A few
French Challengers still exist today.
Engines
Engine choices by Chrysler
included the following:
- C: 225 cu in (3.69 L)
Slant 6 I6: 1970–71 145 bhp (108 kW) SAE gross, 1971-72 110 bhp
(82 kW) SAE net
- G: 318 cu in (5.21 L)
LA V8 (2-barrel carburetor, single exhaust): 1970-71 230 bhp
(172 kW) SAE gross, 1971 155 bhp (116 kW) SAE net, 1972-74 150 bhp
(112 kW) SAE net
- H: 340 cu in (5.6 L)
LA V8 (4-barrel carburetor, dual exhaust): 1970-71 275 bhp (205 kW)
SAE gross, 1971 235 bhp (175 kW) SAE net, 1972-73 240 bhp (179 kW)
SAE net
- J: 360 cu in (5.9 L)
LA V8 (4-barrel carburetor, dual exhaust): 1974 245 bhp (183 kW) SAE
net
- J: 340 cu in (5.6 L)
LA V8 (3 × 2-barrel carburetor): 1970 290 bhp (216 kW) SAE gross,
used in T/A
- L: 383 cu in (6.28 L)
B V8 (2-barrel carburetor, single exhaust): 1970 290 bhp (216 kW)
SAE gross, 1971 275 bhp (205 kW) SAE gross, 1971 190 bhp (142 kW)
SAE net
- L: 383 cu in (6.28 L)
B V8 (4-barrel carburetor, dual exhaust): 1970 330 bhp (246 kW) SAE
gross (likely 240 bhp (179 kW) SAE net)
- N: 383 cu in (6.28 L)
B V8 Magnum (4-barrel carburetor, dual exhaust): 1970 335 bhp
(250 kW) SAE gross, 1971 300 bhp (224 kW) SAE gross, 1971 250 bhp
(186 kW) SAE net
- U: 440 cu in (7.2 L)
RB V8 Magnum (4-barrel carbureted): 1970 375 bhp (280 kW) SAE gross,
(Charger R/T only in 1971 370 bhp (276 kW) SAE gross, 305 bhp
(227 kW) SAE net)
- V: 440 cu in (7.2 L)
RB V8 Six-Pack (3 × 2-barrel carburetor): 1970 390 bhp (291 kW)/490 lbf·ft
(660 N·m) SAE gross, 1971 385 bhp (287 kW) SAE gross, 1971 330 bhp
(246 kW) SAE net
- R: 426 cu in (6.98 L)
Hemi V8: 1970-71 425 bhp (317 kW)/490 lbf·ft (660 N·m) SAE gross,
1971 350 bhp (261 kW) SAE net. Costing an extra US$1,228 with very
few sold.
SAE gross HP ratings were
tested with no accessories, no air cleaner, or open dyno headers. In
1971, compression ratios were reduced in performance engines, except the
426ci and the high performance 440ci, to accommodate regular gasoline.
The compression ratio would be reduced on the high performance 440ci
starting in 1972. 1971 was the last year for the 426ci hemi.
Chrysler may have
underrated their performance engines. There are current tests by Mopar
Magazine and others, which built and dyno-tested the 426-8V, 440-6V,
440-4V, 340-6V, and 340-4V in 100% stock configuration (SAE net).
Results have come within 1% of the above rated power SAE gross HP.
Publishing SAE net ratings
became required by federal law starting with the 1972 model year. SAE
net ratings were produced and published for many engines in 1971, but it
was not a requirement. Therefore, SAE net ratings could be estimated
from SAE gross ratings before 1971 based on what was published in 1971.
Chrysler Corp. had plans
to continue the 1970 Dodge Challenger T/A for 1971, even publishing
advertisements for a 1971 Dodge Challenger T/A. However, no 1971 Dodge
Challenger T/A was made.
The 383 Magnum was the
standard engine for the 1970 Dodge Challenger R/T, 1970 Dodge Coronet
Super Bee, 1970 Plymouth Cuda, and 1970 Plymouth Road Runner. It was not
available in any other models. However, before 1972, American automobile
manufacturers were allowing customers to special order nearly any engine
they wanted. Thus, you could get a 1970 Plymouth Sport Fury S/23 with
the 383 Magnum, which likely had 270 bhp (201 kW) SAE net. This engine
was very difficult to start in cold weather until the compression ratio
was reduced in 1971. It was introduced in 1968.
The 440 Magnum was not
available in the 1971 Dodge Challenger R/T except by special order.
Performance 1/4
mile
- 340: 14.8 @ 96 mph
(154 km/h)
- 340 T/A: 14.3 @
99.5 mph (160.1 km/h) 4-speed with 3.55; it was the same car used on
all published tests.
- 383 2-barrel: 15.1 @
96 mph (154 km/h)
- 383 Magnum R/T: 14.3
@ 99 mph (159 km/h)
- 440 Magnum R/T: 13.8
@ 102 mph (164 km/h)
- 440 Six-Pack: 13.4 @
107 mph (172 km/h)
- 426 Hemi: 13.2 @
108 mph (174 km/h)
(year unknown)
Serial numbers
ex. JS27R0B100001
- J: Car line, Dodge
Challenger
- S: Price class
(H-High, S-Special)
- 27: Body type
(23-Hardtop, 27-Convertible, 29-Sports hardtop)
- R: Engine code (see
engines above)
- 0: Last digit of
model year
- B: Assembly plant
code (B-Hamtramck, E-Los Angeles)
- 100001: Consecutive
sequence number
Production numbers
- 1970 =
76,935 *includes 2,539 T/As
- Hardtop I6:
9,929
- Hardtop V8:.
39,350*
- Sports hardtop
I6: 350
- Sports hardtop
V8: 5,873
- Convertible I6:
378
- Convertible V8:
2,543
- Hardtop R/T:
13,796
- Special Edition
hardtop R/T: 3,753
- Convertible R/T:
963
- 1971 =
26,299
- Hardtop I6:
1,672
- Hardtop V8:
18,956
- Convertible I6:
83
- Convertible V8:
1,774
- Hardtop V8 R/T:
3,814
- 1972 =
22,919
- Hardtop I6:
842
- Hardtop V8:
15,175
- Hardtop V8 Rallye:
8,123
- 1973 =
27,930
- Note: All models
were V8-powered hardtops
- 1974 =
11,354
- Note: All models
were V8-powered hardtops
Colors
1970
Light Gold Metallic-FY4,
Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi
Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue
Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green
Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1,
Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3,nk-FM3
1971
Light Gunmetal
Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark
Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3,
Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan
Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9,
Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum
Crazy-FC7, Top Banana-FY1
1972
Light Blue-HB1, Bright
Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green
Metallic-GF7, Eggshell White-GW1, Black-TX9, Honeydew-GY4, Light
Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan
Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4,
Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1
1973
Black-TX9, Dark Silver
Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark
Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale
Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3,
Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green
Metallic-GF3
1974
Yellow Blaze-KY5, Golden
Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic
(Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1
Second generation (1978–1983)
Second generation
|
Production |
1978–1983 |
Assembly |
Okazaki, Aichi, Japan |
Class |
Subcompact car |
Body style |
2-door coupe |
Engine |
1.6 L (98 cu in)
4G32 I4
2.6 L (160 cu in) 4G54 I4 |
Transmission |
5-speed manual
3-speed automatic |
Wheelbase |
2530 mm (99.6 in) |
Length |
4525 mm (178.1 in) |
Width |
1675 mm (65.9 in) |
Height |
1345 mm (53 in)–1355
mm (53.3 in) |
Related |
Mitsubishi Galant
Lambda
Plymouth Sapporo |
The Challenger name was
revived in 1978 for a version of the early Mitsubishi Galant Lambda
coupe. It was known overseas as the Mitsubishi Sapporo/Scorpion and sold
through Dodge dealers as a captive import. It was identical except in
color and minor trim to the Plymouth Sapporo with the Dodge version
emphasizing sportiness, with bright colors and tape stripes, while the
Plymouth emphasized luxury, with more subdued trim. The cars were
slightly restyled in 1981 with revised headlights and other minor
cosmetic changes. Both cars were sold until 1984, until being replaced
by the Conquest and Daytona.
The car retained the
frameless hardtop styling of the old Challenger, but had smaller engines
(inline-4s instead of the six and eight-cylinder engines from the old
Challenger) and was a long way off in performance from its namesake.
Nevertheless, it acquired a reputation as a reasonably brisk performer
in its class, not least because of its available 2.6 L engine.
Four-cylinder engines of this size had not usually been built due to
inherent vibration, but Mitsubishi pioneered the use of balance shafts
to help dampen this effect, and the Challenger was one of the first
vehicles to bring this technology to the American market; it has since
been licensed to many other manufacturers.