Triple threat

By: Chris Beattie, Photography by: Iain Curry

Date: 17.07.2024

The horsepower-fixated early '70s saw Mopar stablemates Dodge and Plymouth flex their muscle cars with some unforgettable heavy metal.

A triple-threat of a T/A Challenger, AAR 'Cuda and R/T Challenger

Can anyone ever forget the ‘man on a mission’, Kowalski, in the original classic-car chase movie Vanishing Point as he fled the law in his pearl-white ’70 R/T Dodge Challenger, leaving a trail of carnage, wounded cop egos and sadly, in the movie’s final scene, an explosive fireball of Mopar car parts (or were they?). The throaty roar of its big 440 cubic inch V8 was enough to stir the hormones of any red-blooded car tragic. Interesting fact number one is the white car that explodes so spectacularly in the finale was actually a ’67 Chevy Camaro packed with explosives and mocked up to look like a Challenger. It turned out the director and crew had gone through so many Challengers (five) that the mortified Mopar company management refused to supply any more to be sacrificed for movie fame!

Watching that movie as a youngster was a prime reason for me purchasing a ’70 R/T SE Dodge Challenger a few years back, albeit it was ‘only’ a 383ci 4bbl big block and not the fire-breathing Hemi, of which legends were made.

It seemed for a few far-too-short years, Dodge could do no wrong with its comparatively heavyweight E-body Challenger ‘pony cars’, which went up against the generally lighter and more nimble Ford Mustangs, Cougars, and GM Camaros and Firebirds of its arch rivals in the sales wars. While sales were relatively modest against the opposition, they were good enough for third-placed Mopar to continue the line until the supercar furore and fuel shortage hit the USA in the mid-’70s, bringing an end to one of the more memorable periods in US auto history.

But the somewhat more staid sibling (and sadly now defunct) Plymouth brand, which also came under the Chrysler corporate umbrella, was determined not to be left behind, when it came to compact performance cars. While it was known for its mostly more conservative sedan range, apart from such notable standouts as the winged Superbird, Roadrunner and Barracuda (which preceded the Challenger by four years, having been introduced in 1966) it was felt by using shared driveline, engine and other components, Chrysler could produce similarly styled compact Plymouth pony cars, to appeal to hardcore Mopar lovers. Thus was born the E-body Barracuda and the limited edition AAR Cuda, as depicted here.

There is a popular myth amongst car buffs the Challenger and Barracuda are built on the same basic floorpan and share many identical body parts and dimensions, but while they have very similar sloping, curving lines and profiles, very few parts interchange and the Plymouth is actually somewhat smaller in scale and shorter (108-inch wheelbase as opposed to the Challenger’s 110-inch) than its Dodge stablemate.

Of course, the ultimate expression of Mopar muscle in this era was the 426 Gen II Hemi, which, in various guises and specification, was dominant on the nation’s drag strips, NASCAR ovals and on the streets of Anytown USA in the hands of anyone after ultimate performance. In the hands of such drag-racing luminaries as Ronnie Sox and Buddy Martin, the formidable Ramchargers syndicate, and the cigar chomping ‘Dandy’ Dick Landy, the E-body Hemi cars dominated Pro Stock and early Funny Car racing to such an extent that the sanctioning bodies added ballast to all Hemi cars to slow them down so the rest could catch up in the late ’60s and into the ’70s. And the same went for NASCAR, with the legendary Richard Petty dominant in his distinctive blue number-43 cars, which were eventually hampered with carburettor restrictor plates and other measures.

Mopar also focused for the first time on road racing with its new E-bodies, the Dodge T/A (referring to the Trans-Am road race series) Challenger and Plymouth AAR Cuda specifically contrived to compete in the prestigious SCCA 1970 Trans-Am road-race series – but there was a catch. They needed to achieve homologation before they could front on the grid, and so the story goes, with barely a month to produce enough showroom examples of their hot-rod pony cars, Mopar virtually closed down its Hamtramck, Michigan factory for a month to concentrate solely on T/A and AAR production.

In total, 2754 AAR (for All-American Racers, legendary racer Dan Gurney’s team, which would campaign the factory cars) ‘Cudas were built in 1970, with 2400
T/As finding their way to dealers. For the time, they were aggressive performance cars from their side-exit rumbling exhausts, four-bolt mains, specially strengthened engine blocks and better flowing heads, aided by aluminium Edelbrock intakes topped by the linked Holley two-barrel carbies. The centre carb fed the engine at low rpms, with the flanking units opening their gobs the more the throttle was depressed. Rated power for the high-revving small blocks was a very conservative 290hp – no one believed that number – with closer to 330hp being the true figure.

Other vital statistics included Rallye suspension, with improved shocks and front and rear sway bars, making the Mopar siblings superior handling cars, matching the opposition both on the road and track. Speaking of the racetrack, while lack of development time hampered both models, experienced road-racer Sam Posey took the helm of the T/A, while Gurney and David ‘Swede’ Savage drove a pair of AARs.

In keeping with Trans-Am capacity limits, the engines were destroked to 303ci, with four-barrel carbies replacing the triple-carb stock set-ups. Lack of development time and reliability issues impeded both teams in the one and only year the factories officially competed, with a second and a third place being the best results in 1970, a string of DNFs filling in the gaps.

Meanwhile, the all-conquering big-block Hemi found its way into limited numbers of E-body Challengers and Barracudas and remains the most sought-after of all powerplants in the Mopar line-up, with authentic Hemi cars bringing astronomical prices at the auctions.

But back in the day buyers were given a wide selection of powerplants, from the venerable 225ci Slant Six 273 V8 and all the way up to the 440 and the Hemi.

We are fortunate here to have three excellent, but distinct examples of the glorious inaugural year of Mopar E-body muscle, when both brands vied for sales supremacy, albeit aiming for slightly different market segments in their execution.

This is as much a story about their owners as it is about the rare and significant cars you see here. Both aspired to one day owning these cars, almost from childhood, and finally enjoyed the special feeling that comes from seeing your dream car parked in your own garage.

Beginning with Sunshine Coast-based Phil’s pair of Dodges, we have the all-black R/T 440 Magnum Six Pack Challenger, plus another Six Pack model, but this the more track-orientated small-block 340ci T/A performance model in vibrant orange. The Queenslander wears his Mopar dedication on his sleeve and is justifiably proud of his rare pair of iconic American muscle cars.

His Mopar journey actually began as a youngster with a ’63 Dodge 318 Phoenix (that he still owns) that he inherited and from there on he was bitten by the Dodge bug, although it was quite a few years before he took the leap into rarified E-body territory, taking his time to do his research before he eventually found both cars, the T/A sourced in the USA and the R/T amazingly being a genuine ‘barn find’ that he tracked down in Victoria and which had only 51,000 genuine miles on the clock!

"I had Vas, from Iconic Imports in Caloundra, scout around in the US for me for the T/A and eventually, after a two-year process, we tracked down this car, which was mostly original, save for a 5-speed Tremec gearbox and a Dana diff," explained Phil.

Dominating the front view is that imposing and massive T/A hood scoop atop the fibreglass bonnet, which lets everyone in sight know that the T/A means business. From the factory, T/As had a few handling mods to improve basic on-road behaviour, but Phil has taken his to a whole new level with the addition of a Hotchkis suspension and frame kit, which does away with the original torsion-bar/shock-absorber system on the front, and stiffens and transforms the car completely, he says.

"It’s really like a go-kart to drive now and handles amazingly," he enthuses. "I have a hard time keeping up with it through corners because of the big steering wheel and no power steering, but it has made a huge difference to how it sits through corners and holds the road."

Further plans call for a thorough mechanical overhaul back to stock spec, including the engine and rear end, but staying with the Tremec ’box, which will be completed by Mopar specialists, Go Hard Engineering in Gympie, who Phil heartily promotes.

Re his big-block Challenger, he says it was a real fluke find and he hocked just about all of his possessions to secure it.

"I’d always loved Challengers and was looking around for a car when the 440 R/T popped up two years ago on a For Sale site in Victoria," he explained. "The plan was always to have a small-block and a big-block car. It had been in the country for around 20 years, but had never, ever been registered!

"It was in really good original condition, being a 440 Six Pack Magnum, although we reckon it might have been a drag car in America because it has a low 4:10 ratio in the Dana diff, which is just not practical as it’s revving out to over 5000rpm at 100km/h. But it’s still fun – you just have to be very careful with the throttle because of the power.

"Paul, from Elko Performance in Melbourne, actually helped me with a lot of parts I’ve bought and I’d also like to mention Lee, from Caloundra Exhaust Centre, who has been hugely helpful getting both cars on the road."

Phil shared a humorous anecdote about the truck driver who delivered his barn find from Melbourne to Qld, the experienced car hauler with an eye for American muscle giving the car’s proud new owner a reality check.

"He said: ‘You know mate, it’s not a Six Pack, it’s actually a V8!’ thinking that he was doing me a favour telling me that I’d been misled! It was really funny because in Australia we think of Six Packs as being Valiant or Charger sixes."

Apart from his twin Six Packs, Phil says the only other Mopar he’d have to make his collection complete is our next car, an AAR Plymouth ‘Cuda, which handily also brings us to Queensland, where the purple car you see on these pages has graced a display at the recently opened Brisbane Motor Museum.

Matt, like Phil, embarked on quite a journey to find his own dream car, after a childhood spent building plastic models of the cars he hoped to one day own and drive. An engineering draftsman for Brisbane restomod specialists, Trick Customs, he is immersed in the classic-car and performance culture on a daily basis, so the AAR is a perfect fit for the Mopar devotee.

A quick look through the list of cars he’s owned since he was 19, his first being a VC Valiant, confirms his passion, with his second only a couple of years later being a 1968 Chrysler Newport and apart from the AAR he also is the proud owner of a ’71 Plymouth Duster Twister, which he has upgraded from the standard 318 to a 340 stroker engine.

As far as the AAR goes, it’s a relatively recent acquisition, with Matt having stumbled across it in an online ad.

"I contacted the owner, who was in Perth, but it was difficult as he was deaf, so all our communications were via SMS, which I was a bit concerned about to begin with to be honest," said Matt.

"But the story was convincing and it all turned out to be legit because it’s actually a Graveyard Carz restoration that was completed between 2005 and 2008, before the TV show, so I flew over to take a look at it and it was everything the owner said it was. A real concours car."

At the time, Matt owned a few other vehicles, as well as assorted engines and parts, and calculated that he could just afford his dream car if he sold the lot, although he managed to keep the Duster.

Just getting the ‘Cuda transported to his Brisbane home entailed a lot of organising as it had to be via an enclosed truck and he eventually found a specialist outfit that transport V8 Supercars to tackle the job.

He has owned it now for a couple of years and in that time has shown it on a few occasions, as well as having it on show at the new Brisbane Motor Museum, as part of a special Muscle Cars Of Brisbane exhibition, which included a similar era AMC Javelin. Interestingly, AMC was absorbed by Chrysler in 1987, but eventually folded due to poor sales. Given the relatively miniscule resources of the AMC factory, they managed to acquit themselves quite well, initially in the hands of drivers Peter Revson and George Follmer in 1968, before the mighty Penske Racing operation got in on the act in 1970, with driver Mark Donohue racing to a second overall in the 1970 Trans-Am series, before going one better the following year to become 1971 Trans-Am champion.

On the road, Matt says it performs as you’d expect from such a high-quality restoration.

"It drives just like I’d imagine a new AAR would have back in 1970," he confirms. "It’s just a really special car and there’s nothing, really, that could be improved on."

A fastidious owner who considers himself the custodian of a very rare and significant relic of the muscle-car era, Matt says it is not allowed out to play in the rain with the other cars, although he’s keen to show it at selected Mopar gatherings. His aim is to take it to the premier national gathering, Mopars on the Murray, at Albury, NSW.

"I know of four other genuine AARs in Australia and the ultimate ambition is to have all five on show at Albury. We have a Facebook group and keep in touch, and if it’s possible I’m hoping we can all gather and share our special Mopars with other Dodge and Plymouth fans." In the meantime, muscle fans of all persuasions can feast their eyes on these pages as these unique cars and remnants of a forgotten age are displayed in all their muscular and colourful glory.

Smart buyer's troubleshooting checklist: 1970-74 Dodge Challenger

Body & chassis: E-body Mopars weren’t paragons of build quality, and even those that have never been crashed may display panel gap inconsistencies. If the bonnet and doors don’t fit properly, have the car checked for correct body alignment and bent rails. A car that has been ‘rotisserie’ restored will cost more than one that hasn’t been touched, but over the longer term it will be worth more and demand less in maintenance. Rust attacks floors and the turret, also check window apertures and the rear pillars for bubbling plus floors, the lower door skins and sills. Bumpers are available at $895 locally, but replacing an R/T grille could cost US$750.

Engine & transmission: Basic cars will likely have the 383 big-block V8 which came to Australia in a range of models. Plenty of parts are available and rebuilding easy. Overheating is the big enemy so check for ‘milky’ oil, stains around hose connections and the water pump. Revamping the cooling system, including a new radiator, should cost around $1000. Sets of ‘Six Pack’ carburettors with the correct manifold, linkages and gaskets are available ex-USA but allow A$7500 just for the parts, currency conversion and taxes. Manual cars are very rare indeed but the ‘727’ automatic transmissions used most often in these cars have a great reputation for durability. Be wary of an auto that shudders when downshifting.

Suspension & brakes: Mopar vehicles were for many years characterised by their torsion-bar front suspension. The system is light and simple but as the bars age they can delaminate and metal around the mountings rusts. Creaks when U-turning or cracking noises from the front end over bumps are danger signals. For owners who want a car that handles more like a current-model Challenger, complete replacement front ends are available that eliminate the torsion bars. They do cost several thousand dollars but are said to improve ride and lateral loadings and reduce weight. Cars with V8 engines generally have disc brakes already but conversion kits are available for those still running front drums.

Interior & electrics: Challenger cabin fittings and trim (in common with other models in its price bracket) were cheap and fairly nasty. Even the SE and RT were quite obviously being built to a price. Seats unless recently reconditioned may be sagging or split and the backs reluctant to lock in position. Replacement seat covers and foam padding are available but installation is a job for a professional unless you are experienced. New door cards to complete the job cost around $1000 per pair plus freight. Peeling plasti-wood trim, cracked dash plastics, door trims and armrests can be replaced but try to view a sample because quality varies between suppliers.

VITAL STATS

NUMBER BUILT: 1970 – 66,548, 1971 – 25,622, 1972 – 22,077 (all V8s)

BODY: Integrated body/chassis two-door coupe & convertible

ENGINE: 5210, 5565, 6275, 6974 or 7206cc V8 w/ overhead valves, single or triple downdraft carburettors

POWER & TORQUE: 279kW at 4800rpm, 554Nm at 3600rpm (440 4bbl)

PERFORMANCE: 0-96km/h: 5.9 secs, 0-400 metres 14.4 secs (440-6 4-speed)

TRANSMISSION: 3- or 4-speed manual, 3-speed automatic

SUSPENSION: Independent w/ torsion bars, control arms, wishbones, telescopic shocks and anti-roll bar (f); live axle w/ semi-elliptic springs and telescopic shocks (r)

BRAKES: Drum or disc (f) drum (r) w/ power assistance

TYRES: F70-14 bias ply

Smart buyer's troubleshooting checklist: 1970-74 Plymouth 'Cuda

Body & chassis: E-body Mopars were a compromised design intended to be powered by six-cylinder engines or a small V8. Certainly they weren’t intended to deal with the weight or torque of a 7.2-litre lump up front. Build quality wasn’t flash either and cars that have never been crashed or restored may still have shocking panel gap inconsistencies, poor-quality welds and body rattles. A car that has had the ‘rotisserie’ restoration treatment will cost considerable money but should, in the long-term, be more enjoyable to drive and cost less to maintain than one that hasn’t been touched. Rust attacks sills, floors and the turret. Closely check windscreen apertures and rear pillars for bubbling plus the lower door skins and sills. 

Engine & transmission: Basic cars will have a 383 big block, some including the exotic AAR a 5.5-litre ‘340’ or a massive 7.2-litre 440. Overheating is the big enemy of these engines so check for ‘milky’ oil due to water contamination, stains around hose connections and the water pump. Revamping the cooling system, including a new radiator, should cost less than $1000.Replacements for the ‘Six Pack’ carburettors, aluminium manifold and even the correct linkages are available but allow A$7500 plus freight and fitting. Manual and automatic transmissions used in these cars have a great reputation for durability. Be wary if a manual baulks when shifted quickly or an auto shudders when downshifting.

Suspension & brakes: Mopar vehicles were for many years characterised by their torsion-bar front suspension. The system is light and simple but as the bars age they can delaminate and mountings rust. Creaks when U-turning or cracking noises from the front end on bumpy surfaces are danger signals. For owners who want a car that handles there are now complete replacement front ends available which eliminate the torsion bars. They do cost several thousand dollars but are said to improve ride and lateral loadings, improve ground clearance and reduce weight. Disc brakes are pretty much a must-have in big-block cars and conversion kits are available for those that still have their original front drums. 

Interior & electrical: Even though your ‘Cuda might currently cost $100K or more, the interior is anything but luxurious. Vinyl seats, some with ‘brushed nylon’ inserts, were pretty basic and quickly sagged under the weight of occupants. Replacement seat vinyl and foam padding are being remanufactured, however, suppliers recommend engaging a professional trimmer to undertake the fitting. Peeling plasti-wood trim, cracked dash plastics, door trims and armrests are also now available, however, adding the cost of replacing just the dash and console with reproduction parts from one supplier totalled more than US$1700. Basic electrics are available and affordable.

VITAL STATS

BODY: Integrated body/chassis two-door coupe & convertible

ENGINE: 5565, 6275, 6974 or 7206cc V8 w/ overhead valves, single or triple downdraft carburettors

POWER & TORQUE: 279kW  at 4800rpm, 554Nm at 3600rpm (440 4bbl)

PERFORMANCE: 0-96km/h: 5.9 seconds, 0-400 metres 14.4 seconds (440-6 4-speed)

TRANSMISSION:
3- or 4-speed manual, 3-speed automatic

SUSPENSION: Independent w/ torsion bars, control arms, wishbones, telescopic shocks and anti-roll bar (f); live axle w/ semi-elliptic springs and telescopic shocks (r)

BRAKES: Drum or disc (f) drum (r) w/ power assistance

TYRES: F70-14 bias ply

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