The first generation Dodge Challenger was a pony car built from 1970 to 1974, using the Chrysler E platform and sharing major components with the Plymouth Barracuda.
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, the Challenger was "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. The Barracuda was actually the first car in this sporty car segment by a few months, but was quickly overshadowed by the release of the segment defining Mustang (the segment being referred to as "Pony Car"). 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.
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.
Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda. In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a "great" year, 1971 was a "good" one, and then "three progressively lousier ones" (1972–1974). With total sales and production off by 2/3 from 1970, the performance engine 1971 Challengers are the most rare. Sales and production of the 1973 cars (with only two V8s available) actually exceeded 1971 by approximately 1,700 cars. This may be explained by 1973 being a very good year for the U.S. auto industry in general and an increased interest in Chrysler (the Plymouth Barracuda and Plymouth Road Runner also saw sales increases) performance cars.
Original "numbers matching" high-performance 1970–71 Challengers are now among the most sought-after collector cars. The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines. The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many "clones" of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6-cylinder and 318-powered non-R/T or non-T/A cars and installing one of the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods. Total production (1970–74) was 165,437 cars, and perhaps 1/3 of that number now exist in any condition.
On December 3, 2007, Chrysler started taking deposits for the
third-generation Dodge Challenger which debuted on February 6, 2008
simultaneously at the Chicago Auto Show and Philadelphia International Auto Show. Listing at US$40,095, the new
version was a 2-door coupe which shared common design elements with the
first generation Challenger, despite being significantly longer and
taller. The LC chassis is a modified (shortened wheelbase) version of
the LX platform that underpins the 2006–Current Dodge Charger, 2005–2008 Dodge Magnum, and the 2005–Current Chrysler 300.
The LX was developed in America from the previous Chrysler LH platform,
which had been designed to allow it to be easily upgraded to rear and
all-wheel drive. Many Mercedes components were incorporated, including
the Mercedes-Benz W220 S-class control arm front suspension, the
Mercedes-Benz W210 E-Class 5-link rear suspension, the W5A580 5-speed
automatic, the rear differential, and the ESP system. All (7119) 2008
models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a
5-speed AutoStick automatic transmission.
The entire 2008 U.S. run of 6,400 cars were pre-sold (many of which for
above MSRP), and production commenced on May 8, 2008; Chrysler Canada
offered a further 670+ SRTs uniquely badged as the Challenger 500
(paying homage to Charger and Coronet 500s) all of which were shipped to
Canadian Dodge dealers. Chrysler of Mexico offered only 100 of these
cars for that country with a 6.1 liter V8
and 425 brake horsepower (317 kW) (SAE); the version of which was the
SRT8. Chrysler auctioned off two 2008 SRT8 for charity with the first
car going for $400,000 to benefit the notMYkid non-profit organization. A "B5" Blue No.43 car fetched a winning bid of $228,143.43 with proceeds going to the Victory Junction Gang Camp.The 2009 SRT8, while still equipped with the 6.1L (370 cu in) Hemi V8, is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the R/T and SE models such as air conditioning and cruise control.In addition, the 2009 had a true "limited slip" differential. A "Spring Special" SRT8 Challenger was also offered in B5 Blue, but due to rolling plant shutdowns, just over 250 Spring Special Challengers were built before the end of the 2009 model year. For 2010, SRT8 models added Detonator Yellow as an available color (at extra cost), and only with the optional "Special Edition Group". Yellow Challengers were only be built for a limited time (October/December 2009) in the 2010 model year. Another retro color, Plum Crazy Purple, was also available during Spring 2010 production, offered exclusively in the "Spring Special" package. Furious Fuchsia, similar to the 70s Panther Pink, was limited to one-day production at the Brampton, Ontario plant. The Furious Fuschsia Challengers, unlike previous limited edition Challengers, also featured a custom interior with white seats as well as black rims.
Rumor has it that the Challenger will be replaced with a Barracuda in a few years time.
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