Dodge Challenger TA, 1970

Dodge Challenger TA, 1970

The first Challenger was the division's late entrant to the pony car market segment in the United States, launched for the 1970 model year.

It was strongly based on the similar Plymouth Barracuda's new E-body but with two inches (51 mm) of extra wheelbase and somewhat different outer sheetmetal. Exterior design was done by Carl "CAM'" Cameron, whom also did the exterior for the 1966 Dodge Charger. For the 1970 Challenger grille, CAM' based it off of an older sketch of his of a 1966 Charger prototype that was designed 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 80,000 sales in 1970 alone), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Challenger production ceased after the 1974 model year, only having lasted five years; performance dropped off dramatically after the 1971 models. About 165,500 Challengers were sold over this model's lifespan.

Challengers could either be hardtop coupes or convertibles (through 1971 only). The performance model was the R/T (Road/Track), available in both body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof and a smaller 'formal' rear window. The convertible Challnger was only available as an R/T in 1970. In 1972, Dodge dropped the R/T badging and now called it the "Rallye". Other options, as well as engines and a manual transmission, included steeper rear axle ratios, a limited-slip differential, and a shaker hood scoop were gone for 1972.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car, which used a specially tuned Six-Pack version of the 340 in³ (5.6 L) engine, topped with a giant hood scoop on a fiberglass hood. 'Megaphone' exhaust outlets were fitted in front of the rear wheels. These cars came standard with front and rear sway bars to enhance handling. Unusually, different-sized wheels were fitted front and back, with very fat rubber on the rear. The T/A also came with a rear ducktail spoiler and front ground effect spoilers as standard equipment.

By 1972, all big-block engines were gone, maximum power was down to 240 hp, and production ceased in mid-1974.

Although the body style remained the same throughout the 5 year run, there were two notable changes to the front grille. 1971 models had a more stylized "split" grille, and the final manipulation coming in 1972, with the incorporation of the "sad-mouth" design. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish said models is by the front and rear "bumperettes" which exponentially increased in size during each consecutive year. These changes were made to meet US 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 of the rear. 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 lamps similar to the mid-size Mercurys of the time.

Collector's value
As the Chrysler E-body line reaches legendary proportions, so too do the prices to buy them. 1970 and 1971 models tend to generate more attention from potential (and usually deep pocketed) buyers, as the performance and style options had not yet been toned down. However, with the popularity of these vehicles on the increase, coupled with the number of useable and restorable Challengers being on the decrease, many collectors have begun looking towards the later models to create their own customizable dream machines. Indeed, many "clones" of the more visceral 1970 and 1971 Challengers have been created by using 1972 through 1974 donors; The front and rear grilles/bumpers on these vehicles are easily interchangeable. However, the tail panel is not so easy to change, since the 1970 and 1971 tail panels are quite different from the 1972 to 1974 models.

Pontiac GTO, 1970

Pontiac GTO, 1970

The Pontiac GTO was an automobile built by Pontiac from 1964 to 1974, and by General Motors Holden in Australia from 2003 to 2006. It is often considered the first true muscle car. From 1964 until 1973.5, it was closely related to the Pontiac Tempest, but for its final year it was based on the Pontiac Ventura. The 21st century GTO is essentially a left hand drive Holden Monaro, itself a coupe variant of the Holden Commodore.

Second generation
1968
GM redesigned its A-body line for 1968, with more curvaceous, "bustleback" fastback styling. The previous 115 inch (292 cm) wheelbase was shortened to 112 inches (284 cm) for all two-door models. Overall length was reduced 5.9 inches (150 mm) and height dropped half an inch (12 mm), but overall weight was up about 75 pounds (34 kg). Pontiac abandoned the familiar stacked headlights for hidden headlights behind the split grille (actually a US$52.66 option, but seen on many GTOs). The signature hood scoop was replaced by dual scoops on either side of a prominent hood bulge extending from the protruding nose.

Powertrain options remained substantially the same as in 1967, but the standard GTO engine rose to 350 hp (261 kW) @ 5,000 rpm. At mid-year, a new Ram Air package became available with freer-breathing cylinder heads, round port exhaust and the 744 cam and 3.90:1 rear differential. Horsepower rating was not changed, although actual output was likely somewhat higher, especially with open exhausts. Another carry-over from 1967 was the 4-piston caliper disc brake option. While most 1968 models had drum brakes all around, this rare option provided greater stopping power and could be found on other GM A-Body vehicles of the same period. 1968 was also the last year the GTOs offered separate vent, or "wing", windows—and the only year for crank-operated vent windows.

1969
The 1969 model did not have the vent windows, had a slight grille and taillight revision, moved the ignition key from the dashboard to the steering column, and the gauge faces changed from steel blue to black. In addition, the rear quarter-panel mounted side marker lamps changed from a red lens shaped like the Pontiac "V" crest to one shaped like the broad GTO badge.

The previous economy engine and standard 350 hp 400 in³ V8 remained, but the 360 hp engine was dropped in favor of a pair of new Ram Air engines. The 400 in³ Ram Air III was rated at 366 hp (273 kW) @ 5,100 rpm, while the top option was the 370 hp (276 kW) Ram Air IV, which featured special header-like high-flow exhaust manifolds, high-flow cylinder heads, a specific high-rise aluminum intake manifold, larger Rochester QuadraJet four-barrel carburetor, high-lift/long-duration camshaft, forged steel crankshaft plus various internal components capable of withstanding higher engine speeds and power output. Unlike the big-block Chevy and Hemi motors, the Ram Air IV utilized hydraulic lifters. As a result, it did not overheat in traffic, nor did it foul spark plugs, which set it apart from the large-displacement performance engines seen in other muscle cars.

1970
The Tempest line received another facelift for the 1970 model year. Hidden headlights were deleted in favor of four exposed round headlamps outboard of narrower grille openings. The nose retained the protruding vertical prow theme, although it was less prominent. While the standard Tempest and LeMans had chrome grilles, the GTO retained the Endura urethane cover around the headlamps and grille.

The suspension was upgraded with the addition of a rear anti-roll bar, essentially the same bar as used on the Oldsmobile 442 and Buick Gran Sport. The front anti-roll bar was slightly stiffer. The result was a useful reduction in body lean in turns and a modest reduction of understeer.

Another handling-related improvement was optional variable-ratio power steering. Rather than a fixed ratio of 17.5:1, requiring four turns lock-to-lock, the new system varied its ratio from 14.6:1 to 18.9:1, needing 3.5 turns lock-to-lock. Turning diameter was reduced from 40.9 feet (12.5 m) to 37.4 feet (11.4 m).

The Judge remained available as a separate model. The Judge came standard with the Ram Air III, while the Ram Air IV was optional. Though the 455 in³ was available as an option on the standard GTO throughout the entire model year, the 455 was not offered on The Judge until late in the year. "Orbit Orange" became the new standard color for the '70 Judge, but any GTO color was available on The Judge. Striping was relocated to the upper wheelwell brows.

An Orbit Orange 1970 GTO Judge with the 455 engine and Turbo Hydra-Matic transmission was one of the featured cars in the movie "Two-Lane Blacktop", which depicted a cross-country race between the new GTO and a 1955 Chevrolet Bel Air.

The new styling did little to help declining sales, which were now being hit by sagging buyer interest in all musclecars and by the punitive surcharges levied by automobile insurance companies, which sometimes resulted in insurance payments higher than car payments for some drivers. Sales were down to 40,149, of which 3,797 were The Judge. The GTO remained the third best-selling intermediate musclecar, outsold by the Chevrolet Chevelle SS 396/454 and Plymouth Road Runner.

Volks Wagen K70, 1970

VW K70, 1970

The Volkswagen K70 (pronounced as "ka siebzig" in German) is a sedan automobile produced by both NSU and Volkswagen from 1969 to 1974. The K70 was the first VW to have a front-mounted watercooled engine.

The K70 was originally developed by NSU as a smaller brother to the more famous Ro 80, the main difference being that the K70 used a conventional piston engine instead of the Ro80's more complicated Wankel rotary engine. The name "K70" referred to the fact that the engine had a power output of 70 hp (52 kW), the "K" denoting the German word "Kolben", meaning Piston.

In 1969, as the car was about to be launched, NSU was taken over by Volkswagen, who integrated the Neckarsulm company with Auto-Union/Audi, which it had acquired in 1964. VW was in desperate need for a new family sedan to replace the unsuccessful Type 4, which itself was intended to replace the Beetle. Thinking that the K70, featuring front wheel drive and modern styling, was the perfect way to transform its image, the Wolfsburg firm quickly scrapped publicity material showing the K70 badged as an NSU, and instead put it into production as a Volkswagen.

Despite the different badging, buyers tarred the K70 with the same brush as its unreliable Ro 80 sister car, leading to poor sales. The K70 also became notorious for serious corrosion problems, and very few have survived as a result. It was replaced in 1973 by the Audi-based Volkswagen Passat.