The Dodge Challenger is the name of three different generations of automobiles (two of those being pony cars) produced by American automobile manufacturer Dodge. However, the first use of the Challenger name by Dodge was in 1959 for marketing a "value version" of the full-sized Coronet Silver Challenger.
From model years 1970 to 1974, the first generation Dodge Challenger pony car was built using the Chrysler E platform in hardtop and convertible body styles sharing major components with the Plymouth Barracuda.
The second generation, from model years 1978 to 1983, was a badge engineered Mitsubishi Galant Lambda, a coupe version of an economical compact car.
The third and current generation is a pony car that was introduced in early 2008 originally as a rival to the evolved fifth generation Ford Mustang and the fifth generation Chevrolet Camaro.
Introduced in fall 1969 for the 1970 model year, the Challenger was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. Positioned to compete against the Mercury Cougar and Pontiac Firebird in the upper end of the pony car market segment, it was "a rather late response" to the Ford Mustang, which debuted in April 1964. Even so, Chrysler intended the new Challenger as the most potent pony car ever, and, like the less expensive Barracuda, it was available in a staggering number of trim and option levels, and with virtually every engine in Chrysler's inventory.
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 110 in (2,800 mm) wheelbase was 2 in (51 mm) longer than the Barracuda's, and the Dodge differed substantially in its sheetmetal, much as the Cougar differed from the shorter-wheelbase Mustang. Air conditioning and a rear window defogger were optional. With 1971 being the sole exception, the front ends of both cars differed from each other in that the Challenger had four headlights and the Barracuda had only two; this is similar to how the 1967–73 Mustangs and Cougars looked, as well as the 1967–69 Camaros and Firebirds.
Exterior design was penned by Carl Cameron, who was also responsible for the exterior designs of the 1966 Dodge Charger. Cameron based the 1970 Challenger grille on an older sketch of an unbuilt 1966 Charger prototype that was to have a turbine engine. 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 though sales rose for the 1973 model year with over 27,800 cars being sold, Challenger production ceased midway through the 1974 model year. A total of 165,437 Challengers were sold over this generation's lifespan.
The Challenger was available as either a two-door hardtop coupe or a convertible, and in two models for its introductory model year.[better source needed] The base model was the "Challenger" with either an Inline-6 or V8 engine, as well as a "Challenger R/T" that included a 383 cu in (6.28 L) V8. The Special Edition (SE) trim package added a number of appearance, convenience, and comfort items, on either the base Challenger or the R/T.[better source needed] The standard engine on the base model was a 225 cu in (3.7 L) Straight-6. The standard engine on the higher trim models was a 318 cu in (5.2 L) V8 with a 2-barrel carburetor. For 1970, the optional engines included the 340 and 383 cu in (5.6 and 6.3 L), as well as the 440 and 426 cu in (7.2 and 7.0 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 cuin. engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID Inline-6 and the 2-barrel 383 CID V8.
For 1971, the Challenger line up was modified to include a new model, the "Challenger Coupe" with either an Inline-6 or V8 engine, and as the most basic option, it had a fixed quarter windows and a basic black steering wheel with horn button.[better source needed]
The performance model was the R/T (Road/Track), with a 383 cu in (6.3 L) "Magnum" V8, rated at 335 bhp (250 kW); 300 bhp (224 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 (280 kW) 440 cu in (7.2 L) Magnum, the 390 bhp (291 kW) 440 cu in (7.2 L) Six-Pack and the 426 cu in (7.0 L) Hemi rated at 425 bhp (431 PS; 317 kW) at 5,000 rpm and 490 lb⋅ft (664 N⋅m) at 4,000 rpm of torque. 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).[better source needed] The Challenger R/T came with a Rallye instrument cluster that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer,[better source needed] 1972–1974 tachometer went to 7,000 rpm and an oil pressure gauge. In 1972, the R/T badging was dropped and these models were called "Rallye", although they were never badged as such. The Rallye model featured a faux brake vent on the fenders. The shaker hood scoop was not available after 1971.
A special model only available for the 1970 model year 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 aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216 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 (239 kW). It breathed air through a suitcase-sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhaust 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 one of the first U.S. muscle car to fit different size tires front and rear: E60x15 Goodyear Polyglas in the front, and G60x15 on the rear axle. The modified chamber elevated the tail enough to clear the rear tires and its side exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler were also included. The interior was identical to other Challengers.
Dodge contracted Ray Caldwell's Autodynamics 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 cu in (5.0 L) 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 withdrawn from the race series.
The "Western Sport Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Sport 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.
For 1972 the options lists (both for performance and appearance/convenience items) had been drastically cut back. The convertible version (though a sun-roof was made available), most interior upgrade options (in particular leather seats), comfort/convenience items (in particular power windows and power seats), and all the big-block engine options were gone. The R/T series was replaced by the Rallye series. Engine choices were down to three: the 225 cu in (3.7 L) slant-6, 318 cu in (5.2 L) V8, and a 340 cu in (5.6 L) V8 that was equipped with a 4-barrel carburetor, dual exhausts, as well as a performance-oriented camshaft and heads. All three engines were detuned to lower compression ratios to use lead-free gasoline, and the horsepower ratings were lowered to reflect the more accurate Society of Automotive Engineers (SAE) net horsepower calculations. Each engine could be mated to a 3-speed manual or automatic transmission, while the 340 could also be equipped with a 4-speed manual if so ordered. The performance axle ratios were also gone except for a 3.55 sure grip which could only be had with the 340 and the heavy duty suspension. The 1972 models also received a new grille that extended beneath the front bumper, as well as new rear tail-lights. Toward the end of the 1971 model year a few convertibles were made with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). These were specially built for TV and movie studio production use and showed up "Mod Squad", and other shows. The only way to ascertain these 1972 Challenger convertible is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an "R", which designates "Special Meaning" (in this case, a TV 'special promotions' car).
The 1972 grille and tail-light arrangement was carried over for the 1973 (and 1974) models, and the mandatory 5 mph bumpers were added. While the 225 cu in (3.7 L) six-cylinder engine was dropped, (leaving just the two V-8s), all option lists otherwise were carry-overs from 1972. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version offering 245 hp (183 kW; 248 PS), but the pony car market had fallen off and production of Challengers ceased in late April 1974. The A/C was not available with the 3-speed manual.
Although the body style remained the same throughout the Challenger's five-year run, there were two notable changes to the front grille. The 1971 models had a "split" grille, while 1972 introduced a design that extended the grille (nicknamed the "sad-mouth") beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding "5 mph (8.0 km/h)" bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5 mph (8.0 km/h) rear impact law. These changes were made to meet U.S. 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. 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 rectangular lamps.
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. With a low total production, as well as low survivability over the years, any Challenger is worth a substantial amount of money. 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.
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