Created to battle Z/28 Camaros and Boss 302 Mustangs on the road and track, the 340-inch ’70 DODGE CHALLENGER T/A – SIX-PACK TO GO! proved that less could be more.
Both Dodge and Plymouth had been involved in SCCA competitive events since the early to mid-1960s, before the Ponycar explosion and factory participation in Trans-Am racing. SCCA’s 1970 Trans-Am rules allowed carmakers to destroke production engines to meet the series’ 305-cube limit. Chrysler responded with the Challenger T/A and AAR Cuda.
Group 44’s Dodge Dart, campaigned by Bob Tullius and Tony Adamowicz, was a surprise entry in the 1966 Trans-Am series. It garnered a First at Marlboro and a Second at Sebring. Plymouth also participated in the first year of the series with Barracudas driven by Scott Harvey and Bruce Jennings.
The ’70 Challenger T/A and AAR Cuda were powered by a new 10.5-to-1, tri-power 340, underrated at 290 horsepower at 5,000 rpm and 345 pound/feet of torque at 3,400 rpm. They were conceived in the spring of 1969 and materialized as 1970 ½ models. There were no plans for a 1971 model, although dealers did sell new leftovers well into the 1971 model year. Because they were pricey, enthusiasts often opted for more powerful 440 and 426 Street Hemi models for just about the same money. The Challenger T/A we tested for the August 1970 issue of Hi-Performance CARS listed for approximately $4,100.
The T/A and AAR existed because Chrysler wanted to race in Trans-Am. Ford had won the series in 1966 and 1967, and Chevrolet dominated in 1968 and 1969. In April 1969, ACCUS/FIA mandated that, for a specific model to be legal for Trans-Am, the carmaker would have to build one for every two dealerships. Since Chrysler projected losing money on every Challenger T/A and AAR Cuda, they built just enough to qualify – 2,400 T/As and 2,724 AARs. Production started on March 10, 1970, and ended five weeks later.
When new, enthusiasts often thought they were just dressed-up Barracudas and Challengers with tri-power engines. They were extensively modified and fitted with an exclusive powerplant, suspension updates, and styling cues. Challengers had a 110-inch wheelbase and overall length of 191 inches, while shorter Cudas had a 108-inch wheelbase and overall length of almost 187 inches.
The engine in our magazine test ’70 DODGE CHALLENGER T/A – SIX-PACK TO GO! was great. “It was amazingly responsive and was right there up to six grand. Unfortunately, the T/A’s Mickey Mouse tach took a while to catch up to the high-revving engine!”
I loved the way our ’70 DODGE CHALLENGER T/A – SIX-PACK TO GO! tester, above, handled. “We found our test T/A with quick-ratio steering, 11-inch rear drum brakes, and 11.3-inch front discs with metallic pads to be controllable and boast fantastic directional stability.”
While much of the AAR and T/A trim differs from that of standard E-body Mopars, it’s the engine that truly defines these cars. Special 340 engines were based on a new beefy block cast with increased webbing to allow for four-bolt mains like those used in destroked race engines. The new heads offered increased breathing, thanks to smoother intake ports. Port-matched intake and exhaust manifolds ensured breathing at high RPM. Production features included an Edelbrock aluminum manifold with three Holley two-barrels and low-restriction throaty duals with side-exit exhausts. The .430/.425-inch lift hydraulic cam and relocated pushrods, special rockers, and Hemi valve springs made 5,500-rpm shift points possible.
Chrysler engineer and Ramchargers member, Dale Reeker designed the hood scoop used exclusively on the T/A. We talked with Reeker when we were driving a T/A at Chelsea. “The ‘Scat Scoop’ is totally functional. It’s located above the slow-moving boundary layer of air, ducting cool air directly to the hood-mated air cleaner. The AAR Cuda has a more traditional hood scoop.”
A lot of effort went into the suspension of these E-body twins. Front suspensions had special K-frames with skid plates and thicker-than-stock torsion and sway bars. Much of the suspension tweaking utilized springs and components from more powerful 440 and 426 Street Hemi models. Torque boxes were welded to the unibody, ahead of the rear leaf springs, for platform strengthening. Even with all the suspension and chassis upgrades, wheel hop was still a problem when launching four-speed cars.
In many ways, driving our T/A, above, with close-ratio four-speed and 3.91 Sure-Grip gearing was more fun than driving a heavier 426 Street Hemi Challenger. The T/A offered a much sportier feel, went where you pointed it, and delivered close to big-block performance. My guess was that the 290-horsepower small-block was delivering closer to 335-350 horsepower. Our best 0 to 60 time was 6.2 seconds, certainly on a par with many of the hottest Ponycars. We never made it to the strip because of inclement weather, but the same car later turned 14.0s at almost 100 mph.
Like all professional racecars built off production models, the Autodynamics Challenger T/A and Dan Gurney AAR Cuda racecars had little in common with their donors. Chrysler’s Trans-Am Racing Manager, Pete Hutchinson, shipped three acid-dipped bodies-in-white and four-speeds and Dana rears to All-American Racers. Engine components were shipped to master race engine builder, Keith Black.
Gurney’s AAR built three racecars and shipped one, with a 475-horsepower, 303.8-inch engine, to Ray Caldwell’s Autodynamics for final race prep. The lightened unibody platforms benefited greatly from roll cages that added much-needed structural rigidity. Some cars were fitted with vinyl roof covers for the same reason. Primary drivers for the Chrysler-sponsored teams were Sam Posey at Autodynamics and Swede Savage and Dan Gurney at AAR.
It was a relatively low-budget and not very successful one-year program. The best finishes for Swede Savage were a Second at Elkhart Lake, and for Sam Posey, Thirds at Lime Rock and Elkhart Lake. They didn’t win on Sundays, and dealers didn’t sell T/As and AARs on Monday!
Dodge and Plymouth designed true, head-turning sporty Ponycars. T/As and AARs were fast, had great handling and outperformed more powerful cars. They provided Chrysler the opportunity to showcase its brands in a respected road racing series. Almost half a century later on the historic racing circuit, original Autodynamics T/A and Gurney AAR racecars are still battling Mustangs and Camaros.
For complete details about the ’70 DODGE CHALLENGER T/A – SIX-PACK TO GO! and the complete 1970 Challenger lineup, please visit OVER-DRIVE magazine @ https://over-drive-magazine.com/2024/04/20/1970-dodge-challenger-fact-sheet/
Hurst Performance volunteered to sponsor and pace the 1972 Indy 500, and it was the only time a Pace Car was supplied from other than a major automobile manufacturer. For Indy, an additional six station wagons were constructed for press and ambulance use, though not considered true Hurst Oldsmobiles, and 279 of the hardtop cars were made available and later sold. All cars were Cameo White with reflective gold stripes that were stick-on decals, not paint. All cars had the W-25 Ram Air Hood and gold SS III Rally Wheels with a chrome bolt-on center cap and chrome beauty ring. The tires were unique to the car: Goodyear Polysteel Radials.
The base Hurst/Olds engine was the L75 455-inch V-8 rated at 250 SAE net horsepower. Optional at extra cost was the W-30 option with the L77 455, above, and typical of Oldsmobile at the time, it was a massaged special-build engine rated at 300 SAE net horsepower. Engines were mated to Turbo Hydra-Matic 400 transmissions with console-mounted Hurst Dual-Gate shifters. (There were no manual transmission cars.) All Hurst/Olds were fitted with black Strato-Bucket seat interiors with center consoles and Dual-Gate Shifters, as well as “Digital Performance Computers”.
When building Hemis for Factory Experimental, the wheelbase was shortened to 110 inches. The rear wheels were moved forward 15 inches and the front wheels by 10 inches, providing an incredible improvement in weight distribution. Each FX car was also treated to a special Plaza Fiberglass Mfg. “diet” which included scooped hood, front bumper, front fenders and doors, trunk lid, and dashboard. Average weight loss was 80 pounds. Other weight reduction tricks included an 18-pound steel front K-member and Dart/Valiant front spindles and brakes for a 50-pound advantage.
Plymouth’s ’70 PLYMOUTH SUPERBIRD: WINGED WARRIOR was basically a midsize Road Runner with a wing and a nose job. Also produced by Creative Industries, the Charger-Daytona-influenced Superbird proved to be a more complex build than the Charger Daytona. It required Dodge Coronet front fenders and a hood to work with the steel “nose cone”. The Superbird’s unique, tall, raked wing was proprietary. A vinyl roof was used to hide many of the seams around the backlight. It filled the void left when ’69 ½ Charger Daytona production ended.
Designed to cheat the wind on Superspeedways, Superbirds and carryover Charger Daytonas dominated NASCAR. Pete Hamilton drove his Hemi Superbird to wins at Daytona, Atlanta, and Talladega 500s and, together with Richard Petty, gave Plymouth 21 wins. Dodge clinched the Manufacturers’ title, and Bobby Issac won the Drivers’ Championship.
Sox & Martin accounted for 75 percent of Mopar wins in NHRA Pro Stock competition in the 1970-1971 seasons. They also campaigned a Hemi Superbird in C/MP, driven by Dave McCandless. It was on the cover of Hi-Performance CARS, September 1971.
Of the 1,935 Superbirds produced, only 135 (77 automatics; 58 four-speeds) models were fitted with 426 Street Hemi engines. The 426 Street Hemi engine received a new hydraulic camshaft and valvetrain. It replaced the previous solid-lifter camshaft and had the following specifications: 284/284-degree duration with .490/.480-inch lift and 60-degree overlap.
For more information about the ’70 PLYMOUTH SUPERBIRD: WINGED WARRIOR and Plymouth’s midsize lineup for 1970, please visit OVER-DRIVE magazine @ 
According to Rosen, “Most Street Racer’s Specials had transaction prices in the mid-$4,000 price range.” The base 427/425 Biscayne at $2,998.00 came with slow manual steering, non-power brakes, and bench seating. Only dyno-tuning and status badging distinguished it from a factory stocker.
