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 their E body (Plymouth’s was the newly enlarged Barracuda, which had been a compact A-body). 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.
In the fashion of the times, the Challenger had two more inches of wheelbase than the Plymouth version; Dodge then below Chrysler but above Plymouth. The Challenger was made in both hardtop and convertible versions; there was an R/T (road and track) performance version and an SE luxury package, with leather seats, a vinyl roof, and the "formal styled" rear window. Base engine for the base Challenger was the humble slant six, but the "starter" V8 was the 340, producing a rated 275 hp (gross) and 340 lb-ft of torque at a low 3,200 rpm.
The R/T was the hot model, with a 383 horsepower engine putting out 335 gross horsepower standard, and three optional engines: the legendary Hemi (425 hp but only 356 buyers), the more affordable 440 Magnum (375 hp with a single four-barrel carb), and the Hemi-challenging 440 Six Pack, with three two-barrel carburetors (sold to over 2,000 people, and featuring 390 gross hp and a stunning 480 lb-ft of torque at a very low 2,300 rpm).
A heavy duty TorqueFlite 727 automatic transmission was actually standard on the 440s and Hemi engines, with a four-speed manual as an option; people say that the TorqueFlite could outrun the manual, despite its Hurst pistol-grip shifter and bulletproof Dana 60 rear axle. A limited slip differential, which would be a coveted feature, was optional, but a heavy duty suspension was standard across the R/T line. It may shock modern buyers to know that even the Hemi was given 15-inch 60-series tires, which today are reserved to base model economy cars!
While the R/T had a standard dual-scoop hood, the functional scoops simply pushed air into the engine bay, rather than forcing it into the engine; for that, you need the "shaker" hood, which was essentially an attachment to the air cleaner that protruded through the hood.
There was also a T/A edition, named after the SCCA Trans American series; it was a street version of the racing car, using a 340 Six Pack and running at a rated 290 horsepower (gross); some claimed it was actually more poweful. On many of these Challengers, fiberglass hood was lifted off (no hinges), and the flat black color and fender pins gave the car a unique look. (Wendell Lane wrote: “my 1970 Challenger T/A had hood hinges (with lighter hood springs for the fiberglass hood), and dual hood pins up front.”)
The Challenger T/A was rather showy in general, with big stripes and dual exhausts with special outlets. The T/A was a runner, though, with a special heavy duty "Rallye" suspension, increased rear-spring camber, different sized front and rear tires, and an engine that could do 14 second quarter miles. Like the Plymouth AAR E-body, it wasn't competitive in the series it was designed for.
Tom Murden mentioned that the Plymouth 'Cuda was an inch too short for Can-Am - the Challenger, being two inches longer, was raced in Can-Am, and the 'Cuda remained in Trans Am.
We have more information on the Plymouth version, the E-body Barracuda.
