2008 Dodge Challenger Videos & History

Chrysler recenty released a video of the Challenger riding around in the desert somewhere. It is thought that that this video is from the same scene that produced before the Challenger was officially unveiled.

2007 Dodge Challenger Concept

1970 Dodge Challenger Commercial

A Brief History of the Dodge Challenger

Of all the classic muscle cars, none have become more collectible or more valuable than the Dodge Challengers and Plymouth Barracudas produced during the 1970 and 1971 model years. First-Generation Plymouth Barracuda (1964 1/2-1966). While Ford's Mustang is generally credited as being the first "pony car" (there is, after all, a reason why they're called pony cars), Plymouth's Barracuda came first. The first Barracuda wasn't much more than Plymouth's "A-Body" Valiant compact two-door coupe with a new fastback roof, a huge wraparound glass rear window, bucket seats and some sporty decoration. In fact during its inaugural year the car was known as the Plymouth Valiant Barracuda. As a Valiant, the first Barracuda was an extremely simple car with the Chrysler Corporation's signature torsion bar sprung independent front suspension and a solid rear axle on leaf springs in the back. Like other Valiant coupes and sedans, the Barracuda rode on a 106-inch wheelbase and stretched out 188.2 inches long overall. Standard power for the Barracuda came from Chrysler's famously indestructible Slant Six overhead valve engine. The only optional engine in the Barracuda was a 273-cubic-inch version of Chrysler's small-block family of overhead valve V8s that sucked in the atmosphere through a two-barrel Carter carburetor and was rated at 180 hp. "Plymouth's new Barracuda is surely a winner if public interest is any indication," wrote Motor Trend. "Everywhere we stopped our Barracuda test car, people bombarded us with questions. A more positive indication of the car's future lies in the fact that the Barracuda's production quota has been increased three times since this model's introduction." According to the magazine's first test, the Barracuda took 11 seconds to reach 60 mph and completed the quarter-mile in 18.2 seconds at 79 mph.

Plymouth sold a total of 23,443 Barracudas this first year. "Valiant" was banished from its position on the Barracuda's deck lid for 1965, but the car otherwise looked the same. In Formula S trim, the Barracuda was dang near interesting to drive.

"Fitted with Barracuda's top engine option," wrote Motor Trend in its test of a Formula S, "our test car had Chrysler's excellent four-speed transmission topped off with a Hurst shifter. Barracuda production rose to a solid 64,596 units during its sophomore year.

The first Barracuda put Plymouth in the pony car game for a relatively small investment. Second-Generation Plymouth Barracuda (1967-1969)
The second Barracuda wasn't just a Valiant with a weird roof, but a whole line of cars in its own right. For 1967 the Barracuda fastback returned with all-new styling and a rear window that covered far less acreage. The three Barracuda bodies directly paralleled the three Ford offered in the Mustang line.

Once again the base power plant for the Barracuda was a 225-cubic-inch Slant Six making 145 hp, which it pushed through a three- or four-speed manual gearbox or a three-speed automatic transmission. The 273-cubic-inch V8 was back as an option and was rated at 180 hp when equipped with a two-barrel carburetor or, in the Formula S model, at 235 hp with a four-barrel.

While the second-generation Barracuda was undeniably attractive, it didn't scorch the sales chart, with Plymouth selling 28,196 coupes, 30,110 fastbacks and 4,228 convertibles during its first model year.

Cosmetically, the 1968 Barracudas were practically a rerun of the previous year with the changes limited to a new front grille texture using vertical slats, slightly tweaked taillights and modified badges. While the 225 Slant Six still anchored the Barracuda line, the 273 V8 was gone in favor of 318- and 340-cubic-inch small-block V8s and the 383-cubic-inch big-block V8. Inhaling through a two-barrel carb, the 318 was rated at 230 hp, the four-barrel 340 carried a 275-hp rating and the four-barrel 383 produced a full 300 hp. Both the 340 and 383 were available in special "Formula" versions of the Barracuda on any of the three body styles.

"But," wrote Motor Trend in its test of a 383-powered Barracuda, "here's what's important. During '68 Plymouth also produced 75 Barracudas (and 75 Dodge Darts) powered by the legendary 426-cubic-inch "Race Hemi" V8. Because radical surgery was necessary to fit this massive engine into the A-body cars (including relocating the front suspension's shock towers) Chrysler never gave any serious consideration to making this generation available with the Hemi as a regular production item. Instead, all these cars were built specifically for racing and were illegal for street use. Plymouth produced a total of 45,412 Barracudas during the 1968 model year. That's 19,997 hardtop coupes, 22,575 fastbacks and 2,840 convertibles.

Plymouth offered two new performance models using the contraction 'Cuda as the trim level's name. The 'Cuda 383 and 'Cuda 340 were powered by the V8s of those respective displacements and were available as coupes or fastbacks. The 'Cudas all featured simulated hood scoops, black body stripes and chrome exhaust tips. Sales sagged, however, with Plymouth building just 31,987 examples. That's 12,757 hardtops, 17,788 fastbacks and 1,442 convertibles. Third-Generation Plymouth Barracuda and First-Generation Dodge Challenger (1970-1974)
If there's one thing the Chrysler Corporation specialized in during the '70s, it was poor timing — it always seemed to have exactly the product the market didn't want. And that was first apparent with the all-new 1970 Plymouth Barracuda and Dodge Challenger.

The new Challenger and Barracuda had very little to do with the A-body cars from which previous Barracudas sprang and were based on a new architecture known within Chrysler as the "E-body." Using components swiped from both the compact A-body and midsize B-body cars, the E-body was built to compete against cars like the Chevrolet Camaro and Ford Mustang and to do it while offering virtually every engine in Chrysler's inventory. That included the beefy 440-cubic-inch big-block and the near race 426-cubic-inch Hemi V8s. Both the Barracuda and the Challenger were beautiful cars. Their oversize engine bays meant they were wider than the previous Barracuda by 5 inches and wider than the Mustang and Camaro, too. There were only two body styles offered: coupe and convertible.

Besides such superficial elements as headlight and grille arrangements (the Barracuda had two headlights, the Challenger four), there was one significant difference between Plymouth and Dodge versions of the E-body: The Dodge was bigger. The Barracuda had a 108-inch wheelbase and stretched out 186.7 inches. The Challenger had a 110-inch wheelbase and stretched out 192 inches.

Both the Challenger and Barracuda were available in a staggering number of trim and option levels. The Barracuda could be had as a base Barracuda, a luxury-oriented Gran Coupe or the performance-skewed 'Cuda. Those trim levels were paralleled on the Dodge side by the base Challenger, Challenger SE and Challenger R/T models. In between were the 318-cubic-inch V8 with a two-barrel carburetor at 230 hp, a 340-cubic-inch V8 with a four-barrel at 275 hp, three versions of the 383-cubic-inch V8 at 290, 330 and 335 hp, a 440-cubic-inch four-barrel at 375 hp and a 440 wearing three two-barrel carburetors (a "Six-Pack") rated at 390 hp. At midyear a 10th engine, a 340 topped by Six-Pack induction (making 290 hp) debuted in the limited-edition 'Cuda AAR and Challenger T/A models.

Motor Trend tested the '70 'Cuda in 340, 440 Six-Pack and Hemi versions. The acceleration results had the 340 car getting to 60 mph in 6.4 seconds, the 440 car scooting there in 5.9 seconds and the Hemi making it in 5.8 seconds. The quarter-mile flew by in 14.5 seconds at 95 mph for the 340, 14.4 seconds at 100 mph for the 440 and 14 seconds flat at 102 mph for the Hemi.

Built for competition in the SCCA's Trans-Am series, the 'Cuda AAR and Challenger T/A both had the high-performance 340, a stiffer suspension, a flat black painted hood with functional scoop, unique rear deck spoilers and side exhausts.

Plymouth sold a total of 55,499 Barracudas and 'Cudas during this year while Dodge had 84,032 Challengers hit the road.

But by 1971 it was already apparent that the muscle-car movement was fading, a fact that was reflected in the mildly restyled Challenger and Barracuda (the Challenger got a new split grille, the Barracuda a segmented grille and four headlights).

There were now eight engines offered, starting with the 198-cubic-inch version of the Slant Six at 105 net horsepower and ranging back up to the unchanged 426 Hemi V8 that was still rated at 425 gross hp (but only about 350 net). The 225-cubic-inch six was now rated at 110 hp (net), the two-barrel 318 V8 at 155 hp, the four-barrel 340 at 235 hp, the two-barrel 383 at 190 hp, the 383 four-barrel at 250 hp, and the 440 Six-Pack at 330 hp. A total of 29,883 Challengers were built during the '71 model year and just 17,690 Barracudas and 'Cudas. The muscle-car era was in full collapse by the introduction of the 1972 models. The convertible body style was gone from both the Barracuda and Challenger lineups, as was the Hemi engine. The Barracuda grille reverted back to two headlights with the center splitter now looking like a piece of the '71 'Cuda's grille. The tails were also redesigned, with the Challenger getting four rectangular taillights and the Barracuda four round ones.

Base cars got the 225 six while a 150-hp, two-barrel 318 and 240-hp, four-barrel 340 V8s were optional. There were two models available in each line. At Plymouth there was a Barracuda coupe and a 'Cuda coupe. At Dodge there was a Challenger and a Challenger Rallye hardtop. Sales continued to slide, with Plymouth knocking out 18,450 Barracudas and 'Cudas and Dodge selling 26,658 Challengers.

The six-cylinder engine disappeared from both E-body cars for 1973, but the cars were otherwise very much carryovers from '72. Sales actually increased compared to 1972, with Dodge making 32,596 Challengers and Plymouth 22,213 Barracudas and 'Cudas.

By the time the 1974 models arrived, the muscle era was a receding memory and both the Barracuda and Challenger were marginal products neglected by the company. Sales collapsed during the '74 model year with just 11,734 Barracudas and 'Cudas produced and 16,437 Challengers. When the Barracuda and Challenger died, few mourned their passing.

Dodge revived the Challenger name for the 1978 model year, using it on a four-cylinder coupe produced by Mitsubishi that it imported (it was known as the Mitsubishi Galant Lambda GSR in Japan). Was it a good substitute for the old Challenger? The rear-drive Challenger was a direct competitor to cars like the Honda Prelude, Toyota Celica and Nissan 200SX and comparable in size, with a 99.6-inch wheelbase and a 180.0-inch overall length. The standard engine was a 2.0-liter, SOHC four making 77 hp. The Challenger was heavy on electronic gimmickry, according to Car and Driver's test. Carried over for 1979, the 2.6-liter engine became the standard power plant for the 1980 model year. Then the car disappeared. Current Generation

Like a Phoenix rising from the ashes, a Dodge Challenger styled like the original 1970-'74 generation appeared for 2008. To be fair, the current and more portly Challenger has a lot more in it than the old car — various airbags, stability control, more luxury features and bigger wheels. As it essentially uses a shortened version of the Dodge Charger's platform, the Challenger is once again rear-wheel drive, just as a muscle car should be. Initially, only the top-dog SRT8 version was offered, and it just happens to pack a 425-hp Hemi V8. At 370 cubic inches (6.1 liters) the newer big Hemi is some 55 cubes down compared to its burly forebear, yet actually makes more power. A manual transmission wasn't at first available, just a well-sorted five-speed automatic.

With a rapid 5.1-second 0-60 time and a storming 13.2-second quarter-mile, the Challenger SRT8 beats the performance of the legendary 426 Hemi Challenger of the early '70s. The SE, riding on 17-inch wheels has a 3.5-liter, 250-hp V6 matched to a four-speed automatic. Moving up to the iconic "R/T" means 18-inch alloys, a 5.7-liter Hemi V8 with 370 hp and a choice of five-speed automatic or six-speed manual gearchangers.

More History of the Dodge Challenger...

The Challenger project was first started in about 1965 as Dodge's answer to the pony car. Stylist Carl Cameron refined the car for some time, and, by 1968, they were building 1970 Challenger prototypes. 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. In the fashion of the times, the Challenger had two more inches of wheelbase than the Plymouth version; Dodge was 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 cubic inch 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).
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.

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 showy, with big stripes and dual exhausts with special outlets, but it was also a runner, 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. We have more information on the Plymouth version, the E-body Barracuda.

Trans Am Challengers

The Trans-Am Challenger was the race version of the normal street demon. About 2,400 were built to comply with the SCCA (Sports Car Club of America) rules - the AAR Cuda was built for similar reasons. 1,226 JH23H1B & 1,078 JS23H1B (RTs) were made in 1971 with 340-4BBl. [The Monstrous American Car Spotter's Guide does show an early T/A with the dual scoop hood.

1970 Dodge Challenger History

The 1970 Dodge Challenger was a new car, in two series, the Challenger R/T and just-plain-Challenger; each series had a hardtop, convertible, and Special Edition, all with two doors. The Special Edition added a vinyl roof, formal roof-line with small rear window, leather and vinyl bucket seats, and various trim changes. On the outside, the Challenger featured new, flush pull-up door handles, a new interior door lock recessed in the armrest, and high-back bucket seats with built in head restraints, or bench seats with folding center armrests in the Hardtop. (Fourteen inch wheels were still available too). 60-series tires were on 15 inch wheels, fairly aggressive for the time, as long as you got an engine beyond the non-Magnum 383 (such as the 340 or 383 Magnum); the 225, 318, and 383 non-Magnum engines came with 14 inch wheels. Wheels were 5.5 inches wide, except for the 340 and Hemi, whose wheels were 7 inches wide.

The Challenger T/A, a street version of the Challenger campaigned in Trans Am and SCCA racing, was released late in Canada, and came with a special 340 engine with three two-barrel carbs (Six Pack), special heads, and a modified valve train.

1971 Dodge Challengers - More History

The 383 was detuned to 300 hp, the base 440 was no longer available, and the 440 Six-Pack was now 5 hp lower. Sales were dramatically lower in 1971, despite being the Indy 500 pace car — or perhaps because the pace car crashed into the press box. Production rose to nearly 33,000. The 318 was now standard, as were vinyl front bucket seats with headrests; a floor-mounted 3-speed manual transmission; front and rear ashtrays; heater/defroster; day/night mirror; concealed two-speed wipers; dual horns; various mouldings; and energy-absorbing steering column. Production was a mere 16,000 units, and the Challenger was not available for 1975; but its name appeared on a Mitsubishi import.

More detailed Dodge Challenger history

Empowered by G.M.’s big engine ban in their flagship pony cars, Camaro and Corvette, Bill Brownlee’s team wanted to put the big hemi in the next generation of the Mopar pony cars. Hurst was subcontracted by Chrysler in 1968 to hand build fifty Darts and Barracudas with Hemi power. These cars were unique in that they were delivered with the big motor, 7x14 steel wheels, grey primer, lightened Dodge A-100 Van seats, lexan glass, straps for window mechanisms and little else. The Challenger and its cousin the ‘Cuda relied on shortened B-body underpinnings for corporate convenience.

Production for the new 1970 model year cars commenced Friday, August 1, 1969. The first Challenger Convertible that rolled off the line came with a one-off factory option. The yellow jacket appearance package.
The 1969 Dodge Yellow Jacket whetted the public’s appetite for the upcoming 1970 model-year Challengers that would be available in September. It had pop-up headlights, and taillights that directly foreshadowed the later production Challengers. The Dodge Challengers hit the showroom floors in Fall 1969 with much anticipation. Offering nine engine choices and a variety of eighteen colors, this car had something for everyone. There were the Special Edition Challengers that had an overhead console and a rear window that were unique to the SE models. There were the R/T models that made everybody on Woodward squeamish, big and little engined Challenger Convertibles (151 had the hemi), the Deputy Coupes for the most frugal consumer (the largest engine was the 383 4 barrel, the rear quarter windows were fixed, it had a different interior), and starting in the Spring of 1970, the T/A model.

The Challenger Trans-Am was a street model manufactured to meet SCCA homoglation requirements (a certain number of retail models had to be made for the car to be considered “stock.”) Sam Posey drove the real T/A in the Sport Car Club of America races, and his car was powered by a 303 LA-series V8 monster.
Production started March 10, 1970 at the Hamtramck Plant. A pre-trans am Challenger does exist with the Trans Am motor and the JH23J VIN code, and it is a Challenger 340 with a dual scoop hood and the bumblebee stripe.
What set the A53 Package apart was that the engine was a modified 340 (beefier rods, four bolt mains, special exhaust manifolds, the Edelbrock intake and three dual throat Holleys), hemi suspension, the fiberglass hood, tape stripes the spoilers, and the special exhaust (California cars received the down-turned rear exit dual exhausts). Other physical deviations include hemi Challenger front fenders for the meaty E60 series Polyglas tires. The Trans Am was the first car to be produced with different front and rear tire sizes.

If full face wheel covers or Road Wheels are on that car, someone put them there. A second special Challenger manufactured in 1970 is the Western Sport Special. The Special Edition Model lost the smaller rear window. The Trans Am, and Deputy models were dropped. Big changes were in effect for the 1972 Challenger. The six cylinder, 440 triple-carb, and Hemi engines were dropped, along with the R/T, SE, and all convertibles; the Rallye replaced the Challenger R/T. The big engines were dropped due largely to poor sales, which were exacerbated by high insurance costs on high-performance engines. The Challenger now had the same body styling that would be virtually unchanged until its demise in 1974. Rising fuel and insurance prices contributed to the original Challenger’s demise.