Dodge Challenger First Generation: A Shock Naue History
The Dodge Challenger stands as a true icon of modern muscle car prowess, widely celebrated as one of the most successful retro-designed vehicles ever created. Given its current status, the history of the Dodge Challenger First Generation is surprisingly… less illustrious. Arriving late to the burgeoning pony car scene, the original Challenger proved to be one of the last entries and among the least successful. Its successor, the second-generation model, diverged even further from the high-performance image embodied by today’s Hellcat Redeye. Let’s take a look back in time to explore the full story behind the legendary Dodge Challenger and its foundational, albeit challenging, initial years.
First Generation, 1970-1973: A Delayed Debut
The pony car market experienced a white-hot boom in the late 1960s. By 1970, Chrysler projected this “specialty compact” segment could reach 1.5 million units annually, confidently expecting to capture at least 200,000 sales. The company began work on a replacement for the Plymouth Barracuda, with a key directive: Dodge would finally get its own variant, positioned as an upscale competitor to rivals like the Pontiac Firebird and Mercury Cougar.
The initial 1964 Plymouth Barracuda actually launched two weeks ahead of Ford’s legendary Mustang, prompting some Mopar enthusiasts to suggest the class should be dubbed “fish cars” rather than pony cars. However, both the ’64 Barracuda and its 1967 successor were based on Chrysler’s compact A-body platform, which struggled to handle the output of Chrysler’s larger V-8 engines. For the 1970 models, Chrysler engineered a new E-body platform, a hybrid design incorporating elements from both the A-body and the Charger’s intermediate B-body.
Dodge introduced the 1970 Challenger in the autumn of 1969. While it bore a strong resemblance to the Barracuda, the two cars featured unique sheet metal and differed in size. The Challenger boasted a wheelbase two inches longer, measured 4.6 inches longer overall, and was two inches wider than the Barracuda. Notable features included concealed windshield wipers, flush door handles, an energy-absorbing steering column, and the industry’s first molded polypropylene door panels. This E-body foundation was crucial for the Dodge Challenger First Generation.
1970 Dodge Challenger R/T convertible, a classic example of the first generation E-body pony car.
Dodge offered the Challenger in standard ($2,850) and R/T ($3,266) trims. The R/T featured a stiffer suspension, larger brakes, and was equipped with bigger engines. Both coupe and [new Dodge Challenger convertible] body styles were available. A high-luxury SE coupe was also offered, featuring a padded vinyl roof and a more refined interior. The powertrain lineup for the dodge challenger first generation was extensive, including nearly every engine Chrysler offered, from the fuel-efficient Slant Six all the way up to the massive 440 (7.2-liter) V-8 and the iconic 425-hp 426 Hemi. Transmission options included three- and four-speed manuals, plus the three-speed TorqueFlite automatic, which featured a “SlapStik” ratchet shifter, an early precursor to modern paddle shifters. Enthusiasts interested in classic convertible styles might also explore the [Dodge Challenger cabriolet].
A particularly noteworthy model was the Challenger T/A, a special version created for homologation in the Sports Car Club of America’s Trans American Championship racing series. This model featured a unique version of the 340 V-8 engine, shared only with Plymouth’s AAR ‘Cuda, equipped with a “Six Pack” setup utilizing three two-barrel carburetors. Dodge built just 2,399 examples of the Challenger T/A, making it a rare and desirable variant of the dodge challenger first generation.
The primary issue for the dodge challenger first generation wasn’t its design or performance, but unfortunate timing. As the 1970s began, the muscle car craze started to wane. Rising insurance costs and shifting consumer preferences towards smaller, more economical vehicles impacted sales. Despite its strong entry, Chrysler sold fewer than 140,000 E-bodies in 1970, with approximately 83,000 being Challengers. Many of these sales were thought to have cannibalized Charger sales. By 1971, Challenger sales plummeted to just under 30,000 units, while Barracuda sales barely reached 19,000. The E-body’s peak was brief.
The year 1972 is often cited as the end of the true muscle car era. Industry-wide horsepower ratings dropped significantly due to a shift from gross to net figures, coupled with lower compression ratios mandated by new emissions standards. The 1972 Dodge Challenger received a styling update, but the convertible model was discontinued, as were the R/T trim and all the large big-block engine options. For 1973, the Challenger was fitted with massive bumper blocks to comply with new Federal collision regulations. Engine choices were further reduced to the 150-hp 318 and 240-hp 340. Sales saw a slight increase in 1973, a generally strong year for the auto industry, but then the OPEC oil embargo triggered an energy crisis in the U.S. Ford’s smaller Mustang II became an instant success, while Dodge sold only 16,000 Challengers in 1974. After a short five-year production run, Chrysler discontinued the E-body cars, never achieving its sales targets and reportedly losing money on the program.
A 1979 Dodge Challenger coupe, representing the second generation rebadged Mitsubishi model.
Second Generation, 1978-1983: A Different Kind of Challenger
Ford famously downsized its Mustang by basing it on the compact Pinto for the Mustang II, but fewer people recall that Dodge did something remarkably similar. Since 1971, Chrysler had been importing subcompact vehicles from Mitsubishi. In 1978, they added a new Mitsubishi model to their lineup: a rear-wheel-drive coupe based on the Japanese-market Galant. While Plymouth named its version the Sapporo, Dodge revived the Challenger name for its version.
This second-generation Challenger was marketed as sporty and upscale, featuring bucket seats, alloy wheels, and a five-speed manual transmission. Like the Mustang II, its engine options focused on fuel economy: Mitsubishi-designed 1.6-liter and 2.6-liter four-cylinder engines, which utilized balance shafts for smoother operation. (The 1.6-liter was dropped after the first year.) Pricing started at $5,665, nearly $2,000 more than a base model Dodge Aspen coupe.
Unfortunately, the timing for this new Challenger was no better than for the dodge challenger first generation. Ford was on the verge of launching the highly successful Fox-body Mustang. While the 1979 oil crisis did boost sales of smaller cars, the strengthening Japanese yen caused the Challenger’s price to steadily increase, rising from $6,487 in 1979 to $8,323 by 1983. Combined sales for the Sapporo and Challenger just reached 30,500 in 1978 and declined by a few thousand units each year thereafter. The second-gen Challenger quietly ended production in 1983, replaced by Chrysler’s domestically produced sports coupe, the 1984 Dodge Daytona.
The powerful 2018 Dodge Challenger SRT Demon, a highlight of the third generation muscle car era.
Third Generation, 2008-2023: Potential Realized
The longest and most successful iteration of the Dodge Challenger began in January 2006 with the debut of the Challenger concept car at the Detroit auto show. Arriving during a period when retro designs were popular, the concept was remarkable for its close visual ties to the 1970 original. This was particularly impressive given it was based on the Dodge Charger’s LX platform, which incorporated elements from 1990s front-wheel-drive LH cars and parts sourced from Mercedes (as Daimler owned Chrysler at the time). The concept perfectly captured the essence of the original Challenger’s appearance, featuring nostalgic touches like a modern interpretation of the pistol-grip shifter and a 6.1-liter V-8 engine rated at 425 hp. When the production version, the 2008 Challenger SRT8, arrived in February 2008, it remained remarkably faithful to the concept and the original design.
Dodge expanded the lineup for the 2009 model year with the addition of the Challenger R/T, powered by a 376-hp, 5.7-liter V-8, and the value-oriented Challenger SE, featuring a 250-hp, 3.5-liter V-6 and priced under $25,000. The SRT8, initially available only with an automatic transmission in 2008, gained an optional six-speed manual transmission. With Chevrolet reintroducing the Camaro for 2010 and Ford’s Mustang having been in continuous production, the pony car rivalry was rekindled after a 35-year hiatus. While the third-gen Challenger effectively channeled its retro vibe, it did have initial weaknesses, including a somewhat low-rent interior and less-than-inspired handling dynamics.
The LX-based Challenger received its single refresh in 2015, with updated styling intended to more closely resemble the 1971 model. This update was largely overshadowed by the debut of the formidable Hellcat V-8 engine. This supercharged 6.2-liter monster produced 707 hp and 650 lb-ft of torque, capable of quarter-mile times in the low 11-second range straight from the factory—a feat even the legendary original 1970 Hemi Challenger couldn’t match. The 2015 refresh also brought more power to the rest of the engine options, improved handling, and a much-needed interior upgrade.
More powerful and specialized models followed, including an [2017 Dodge Challenger AWD] version in 2017, the potent 840-hp SRT Demon in 2018, and the 797-hp Redeye and optional widebody package in 2019, alongside a barrage of special editions. While designed as a homage to the original, one could argue that the 2008-2023 iteration is the definitive Dodge Challenger. A major hit with both enthusiasts and buyers, this latest (and potentially final) version finally achieved the widespread success that Chrysler had envisioned for the original dodge challenger first generation way back in 1967. Looking ahead, models like the [2024 EV Challenger] signal a shift, drawing parallels to the platform sharing seen with the [the new electric Dodge Charger].
A modern 2023 Dodge Challenger SRT Demon, showcasing the peak performance of the final third generation models.
In conclusion, the Dodge Challenger’s journey from a late-arriving, struggling pony car in its dodge challenger first generation to a dominant force in the modern muscle car market is a compelling automotive saga. The second generation represented a significant detour, but the third generation successfully captured the spirit and power that fans desired, finally allowing the Challenger nameplate to fulfill its true potential.
