A superb and rare photo of the new 1974
Dodge Challenger , as photographed for its debut and introduction in the
new model year.
The Dodge Challenger is the name of three different generations
of automobiles marketed by the Dodge division of Chrysler. The first generation
Dodge Challenger was a pony car built from 1970 to 1974 (SEE PHOTO!), using the Chrysler E platform and sharing
major components with the Plymouth Barracuda. The second generation, from 1978
to 1983, was a badge engineered Mitsubishi Galant Lambda. The third, and
current generation, was introduced in 2008 as a rival to the evolved fifth
generation Ford Mustang and the reintroduced fifth generation Chevrolet Camaro.
The first car that carried the Challenger name was the mid-year introduction of
a limited edition 1959 Dodge Silver Challenger. This was a six-cylinder or V8
model available only in silver paint and only on a two-door body. It came with
extra features at no cost, including premium white wall tires, full wheel
covers, electric windshield wipers, as well as an upgraded interior with luxury
fabrics and wall-to-wall deep pile carpeting. The Challenger was described in a
book about 1960s American cars as Dodge's "answer to the Mustang and
Camaro." It was one of two Chrysler E-body cars, the other being the
slightly smaller Plymouth Barracuda. "Both the Challenger and Barracuda
were available in a staggering number of trim and option levels" and were
intended "to compete against cars like the Chevrolet Camaro and Ford
Mustang, and to do it while offering virtually every engine in Chrysler's
inventory." However, they were "a rather late response to the ponycar
wave the Ford Mustang had started." In his book Hemi Muscle Cars, Robert
Genat wrote that the Challenger was conceived in the late 1960s as Dodge's
equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete
against the Mustang and Camaro. He added that Chrysler intended the new Dodge
as "the most potent ponycar ever," and positioned it "to compete
against the Mercury Cougar and Pontiac Firebird." Genat also noted that
the "Barracuda was intended to compete in the marketplace with the Mustang
and Camaro/Firebird, while the Dodge was to be positioned against the
Cougar" and other more luxury-type musclecars. The Challenger's longer
wheelbase, larger dimensions and more luxurious interior were prompted by the
launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more
expensive pony car aimed at affluent young American buyers. The wheelbase, at 110 inches
(2,794 mm), was two inches longer than the Barracuda, and the Dodge
differed substantially from the Plymouth
in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase
Ford Mustang. Exterior design was done by Carl Cameron, who also did the
exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille
off an older sketch of his 1966 Charger prototype that was 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 76,935
produced for the 1970 model year), it was criticized by the press, and the pony
car segment was already declining by the time the Challenger arrived. Sales
fell dramatically after 1970, and Challenger production ceased midway through
the 1974 model year. 165,437 Challengers were sold over this model's lifespan.
Four hardtop models were offered: Challenger Six, Challenger V8, Challenger T/A
(1970 only), and Challenger R/T with a convertible version available only in
1970 and 1971. Although there were no factory-built R/T Challenger convertibles
for 1971, the R/T continued as a model with the hardtop body-style. The
standard engine on the base model was the 225 cu in (3.7 L)
six-cylinder. The standard engine on the V8 was the 230 bhp
(171.5 kW)318 cu in (5.2 L) V8 with a 2-barrel carburetor.
Optional engines were the 340 cu in (5.6 L) and
383 cu in (6.3 L) V8s, all with a standard 3-speed manual
transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which
was available only with the TorqueFlite automatic transmission. A 4-speed
manual was optional on all engines except the 225 CID I6 and the 2-barrel 383
CID V8. The performance model was the R/T (Road/Track), with a 383 CID Magnum
V8, rated at 335 bhp (249.8 kW); 300 bhp (223.7 kW) for
1971, due to a drop in compression. The standard transmission was a 3-speed
manual. Optional R/T engines were the 375 bhp (279.6 kW)
440 cu in (7.2 L) Magnum, the 390 bhp (290.8 kW) 440
CID Six-Pack and the 425 bhp (316.9 kW) 426 cu in
(7.0 L) Hemi. The R/T was available in either the hardtop or convertible.
For 1970 only, base hardtop and R/T hardtop models could be ordered with the
more luxurious SE specification, which included leather seats, a vinyl roof, a
smaller 'formal' rear window, and an overhead interior console that contained
three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T
came with a Rallye instrument cluster that included a 150 mph (240 km/h)
speedometer, an 8,000 rpm tachometer, 1972–1974 tachometer went to 7,000 rpm
and an oil pressure gauge. In 1973, the R/T badging was dropped and these
models were called "Rallye", although they were never badged as such.
The shaker hood scoop was not available after 1971. A 1970-only model was
the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race
in the Sports Car Club of America's Trans American Sedan Championship Trans Am,
Dodge built a street version of its race car (just like Plymouth
with its Plymouth
'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the
race cars ran a destroked version of the 340, street versions took the 340 and
added a trio of two-barrel carburetors atop an Edelbrock aluminum intake
manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at
290 bhp (216.3 kW), only 15 bhp (11 kW) more than the
original 340 engine (which also had the same rating as the Camaro Z/28 and Ford
Boss 302 Mustang). The engine actually made about 320 bhp (238.6 kW).
It breathed air through a suitcase sized air scoop molded into the pinned down,
hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the
stock muffler location, then reversed direction to exit in chrome tipped
"megaphone" outlets in front of the rear wheels. Options included a
TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission,
3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes
were standard. The special Rallye suspension used heavy duty parts and
increased the rate of the rear springs. The T/A was the first U.S. muscle car to fit different
size tires front and rear to give a racing stance: E60x15 in the front, and
G60x15 in the rear. The modified chamber elevated the tail enough to clear the
rear rubber and its side exhaust outlets. Thick dual side stripes, bold ID
graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler
added to the racing image. The interior was strictly stock Challenger. Dodge
contracted Ray Caldwell's Autodynamics firm in Marblehead, Massachusetts
to run the factory Trans-Am team. Sam Posey drove the No.77
"sub-lime" painted car that Caldwell's
team built from a car taken off a local dealer's showroom floor. When the No.76
was completed mid-season from a chassis provided by Dan Gurney's All American
Racers, Posey alternated between the two. Both cars ran the final two races,
with Posey in the #77. Ronnie Bucknum drove the No.76 at Seattle
Washington, and Tony Adamowicz drove it at Riverside, California.
The Challenger T/A's scored a few top three finishes, but lack of a development
budget and the short-lived Keith Black 303 c. i. engines led to Dodge leaving
the series at season's end. The street version suffered from severe understeer
in fast corners, largely due to the smaller front tires. Only 2,399 T/As were
made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned
and appeared in advertising, but was not produced since Dodge had left the race
series. The "Western Special" was a version available only to west
coast dealers. It came with a rear-exit exhaust system and Western Special
identification on the rear decklid. Some examples came with a vacuum-operated
trunk release. Another late production version was the low-priced
"Deputy", stripped of some of the base car's trim and with fixed rear
side glass. By 1972, the convertible version, most interior upgrades options,
comfort/convenience items (in particular power windows), and all the big-block
engine options were gone. The R/T series was replaced by the Rallye series.
Engine choices were down to the 225 cu in slant-6, the 318 cu in V-8, and the
maximum power 340 cu in V-8 which was downgraded to 240 horsepower
(180 kW) to reflect the more accurate Society of Automotive Engineers
(SAE) net hp calculations, and altered to run on low-lead or lead free
gasoline. Each engine could be mated to a 3-speed manual or automatic
transmission, while the 340 could also be hooked up to a 4-speed manual if so
ordered. The 1972 models also received a new grille that extended beneath the
front bumper. The only 1972 convertibles which exist are actually 1971 models
with the 1972 front end (grille, lights, etc.) and rear end (tail lights and
their panel). These were specially built for TV programs such as "Mod
Squad".
This is a very nice and very rare photo that reflects a wonderful era of
Dodge ‘s automotive history in a wonderful way.
This is your rare chance to own this photo, therefore it is printed
in a nice large format of ca. 8" x 10" (ca. 20 x 26 cm). It makes it perfectly suitable for framing.
Shipping costs will only be $ 7.00 regardless of how many photos you
buy. For 5 or more photos, shipping is free!
(Note: A. Herl, Inc. does not appear on
photo, for ebay purposes only)
No copyright
expressed or implied. Sold as collectable item only. We are clearing out our
archives that we have gathered from various sources.
All items always sent well
protected in PVC clear files and board backed
envelopes.
We have
photographs that came from professional collections and/or were bought from the
original photographer or press studio! They are all of professional and
excellent quality.
After many decades
of professionally collecting photographs and posters we are clearing out our
archives. They make the perfect gift and are perfectly suited for framing. They
will look gorgeous unframed and will be a true asset nicely framed with a
border. They are a gorgeous and great asset in every home, workshop, workplace,
restaurant, bar or club!
First come -
first served. And you can always contact us for your requests. Please ask any
questions before the auction ends.