History about the Dodge Challenger T/A 1970
(by Tom Quadrini, Chrysler Quarterly, Summer 1995)
Chrysler's Trans Am car, namely the Challenger T/A (and also Plymouth AAR Cuda) were the result of successful involvement by Chrysler in the Sports Car Club of America (SCCA) Trans Am auto racing. From small beginnings in 1966 through the spectacular 1970 season, the Trans Am series included nearly every American auto manufacturer and famous drivers.
The Challenger T/A differ from any other standard high performance vehicles built by Chrysler. They differed simply by the fact they handled curves as well as went fast in a straight line. Mechanically unique and distinctive in appearance, the cars definitely were unlike any of the other E-bodies. Both cars featured a functional fresh air fiberglass hood, ducktail rear spoiler, trumpet style side exiting exhaust, bias ply raised white letter Goodyear polyglas GT's, distinctive stripes and textured black paint treatment on the hoods.
The cars provided performance and looks unmatched in the pony car market. In March of 1970, these cars were introduced to the sport compact (pony car) market. The Trans Am race Challengers did not have any major affiliation to be identified with, so a name was needed for the production Trans Am Challengers. Since Pontiac had already spoken for the name Trans Am, that name was out of the question. Thus, Challenger T/A was created, complete with T/A stripes, 340 six pack fender decals and "Challenger T/A" on the rear spoiler.
Challenger T/As could not be ordered from the dealer to suit ones personal taste. Chrysler informed each eligible dealer of the number of cars each was to be allotted and asked them to pick the options they wanted on the cars. Since a car dealer pays interest on his inventory, the lower the retail value of the car, the less overhead the car is. Consequently, most AARs and T/As were not heavily optioned. As in the case of the Superbirds, many of the cars sat in dealer inventories for a long time and the dealers usually had to sell the cars cheap to move them.
Due to heavy financial losses in both the racing program and in the production of the assembly line cars, the Trans Am models were dropped as quickly as they were introduced. Not enough cars could ever be sold in order to break even on the cost of research and engineering the project, let alone make the hassles on the assembly line worthwhile. It seems that shaker hoods on other E-bodies caused many a confusing situation on the line, but the Trans Am cars really caused major chaos since the configuration of a Trans Am car was greatly different than a standard E-body.
The sales code for the Trans Am special group was A53. The following will outline the special features of the Challenger T/A:
Engine (E55): W-1 340 or more commonly known as the 340 Six Pack engine or T/A 340. The Dodge version was called the 340 Six Pack and the Plymouth version was called the 340 Six Barrel. Conservatively rated at 290 hp (editor´s note: commonly believed it was at least 350 hp), the engines were specifically modified in the following areas: stress relieved with filled pan rails, additional material added in the main bearing web area to allow for the use of four bolt main caps. All T/A blocks came from the factory with two bolt main caps. Cylinder heads (F08) commonly referred to as T/A heads, had the pushrod holes relocated away from the ports to allow for better porting capabilities. The rocker arms were adjustable cast/machined pieces similar in style of the 426 Hemi. The rocker arm shafts used additional lube spreader grooves. The intake manifold was an Edelbrock aluminum six pack manifold painted the engine color (bright orange). The Holley 2300 series carburetors were used with vacuum operated secondaries. The center carb was the only carb with a metering block and accelerator pump while the two outboard carbs were used for idling and opened when they were called for. A large oval shaped air cleaner that sealed to the hood rested over the top of all three carbs.
Exhaust (N44): Dual transverse flow mufflers (the inlet and outlet were on the same end), located forward of the rear axle. Special straps and hangers were used to secure the mufflers with side exiting chrome tipped exhaust pipes completing the system. The cars were shipped with the exhaust tips in the trunk and installed by the dealer as they would not easily clear the transport trucks while being loaded and unloaded. High flow cast iron exhaust manifolds completed the system. These are the same exhaust manifolds used on 68-70 340 motors. PN2863545 (left) and 2863552 (right) commonly but often mistakenly referred to as T/A exhaust manifolds. The Challenger T/A were the only cars produced with a black painted exhaust system which was done to hide the weird configuration engineered to give side exiting exhaust. All other cars were produced with unfinished exhaust systems.
Transmission: Hurst pistol grip, close ratio four-speed (D21) was standard with the 727 torqueflite (D32) being optional with either floor shift or column shift.
Rear Axle: 8¾ suregrip (D91) with 3.55:1 (D56) standard, 3.91:1 (D57) optional. The Dana 60 was not available.
Suspension: (S13) Heavy duty shocks (S25), larger .95" diameter front sway bar (S31), .75" diameter rear sway bar (also found in 71-74 E-bodies), .92" torsion bars (same as Hemi cars), special rear springs, 150 lbs/inch with increased arch to give better tire and exhaust clearance.
Brakes: Standard system 11-inch power disc front with semi-metallic linings, 11-inch drum rear. No optional brake system available.
Steering: 24:1 manual steering standard. Options available were (S74) fast ratio 12:1 T/A power steering or 16:1 standard power steering (S77).
Tires (U01): Goodyear raised white letter polyglas GTs, E60 x 15 front, G60 x 15 rear. (The first car from Detroit to have different sized front and rear tires).
Wheels: 15 x 7 silver rallye wheels (W21) standard on AAR's, optional on T/A. 15 x 7 black painted steel wheels with cap and ring were standard on the T/A. Weight saving collapsible spare (W34) was a required option.
Hood: Black, fiberglass fresh air hood (N94) with hood pins (J45) was standard. No other hood was used. Factory literature states the T/A hood was optional on the Challenger and that the steel R/T power bulge was standard with the T/A hood to be introduced at a later date. This plan never materialized. T/A hoods did appear on other Challenger R/Ts due to production shortage of the shaker hoods, however they were in extremely limited numbers. The hood springs are slightly different being smaller with less tension.
Grille: Black grilles were standard on both T/A's and AAR's, however, textured argent gray as well as unfinished bright grilles were also used on T/A's.
Mirrors: Inside day/night (G41), and painted drivers side, remote controlled racing mirror (G34) was standard. Painted manual passenger side mirror (G36) was optional.
Spoilers: Black, ABS plastic rear ducktail spoilers (J82) were standard, wing spoilers were never available. Front spoilers (J78) were optional, shipped in the trunk and dealer installed. Many variations exist in the mounting positions of these front spoilers on AAR 'Cuda's due to this.
Interior: Interior options were the same as the R/T and 'Cuda. Interior colors: Black, White, Green, Blue, Burnt Orange and Red, as well as cloth houndstooth seats. All radio options, light package options available. All antenna's mounted on the right rear quarter, (first and last time on any Chrysler Product) (N94), rallye dash (A62) was optional.
Stripes (V6H): Black side stripes standard on all cars even with black paint (23 T/As and even fewer AARs produced black with black stripes), 340 six pack fender decals on Challenger only.
Paint: All acrylic enamel colors available, same as R/T and 'Cuda. Organsol black (Ditzler code DDL9355) was used on all hoods, taillight panels, fender tops.
Sheet Metal: AAR 'Cudas and Challenger T/As came with what is known as 15 inch fenders. The only difference between 14" and 15" fenders is the lip at the top of the wheel well is rolled in. All other sheet metal is the same as the standard E-body.
Misc Available Options: Rear window louvers (A67), vinyl roof limited to black (V1X), power windows, rear defogger, wheel lip moldings (M26).
Performance: Figures published in July 1970 Car and Driver:
14.3 seconds at 99.5mph in the ¼ mile
0-60 in 5.8 seconds
0-100 in 14.4 seconds
Estimated top speed of 128 mph
Braking from 80 mph to zero in 220 feet
Curb weight of 3585 lbs.
Identification: AAR 'Cudas and Challenger have become rare due to low production figures with a high scrappage rate making it lucrative to create a replica from parts and sell it as the real thing. Unlike other makes of automobiles, the VIN number for AARs and T/As is found several places on the car making it extremely difficult, if not impossible, to "create" a Trans Am Chrysler. The VIN for an AAR 'Cuda will be BS23J0B______ and a Challenger T/A will be JH23J0B______, the last six spaces representing the sequence number of the car. The fifth digit "J" represents the engine code for 340 Six Pack. The sequence or serial number of the car appears on the cowl and inside the radiator core support preceded by the letters BO. The full VIN number is stamped on the raised pad on the right side of the transmission. The letters "OB" followed by the sequence number of the car will be stamped on a flat pad just above the oil pan on the right side of the engine. On a completely original car, all sequence numbers must match. Due to the passage of time and several owners, many cars are found to have had motor transplants and the original motor may be gone, but a T/A motor still resides in the engine compartment. Every T/A motor is easily identified. On the left side of the engine about two inches below the block deck or head gasket surface, a seven digit casting number 3577130 followed by TA 340 should be found.
Under the hood on the drivers side of the car attached to the top of the inner fender should be two ID plates. One should have stamped on it the VIN number of the car and all its build codes, and the other one should have Trans Am stamped on it. The second plates identifies the car as having the A53 Trans Am package. In addition to all this, the production broadcast sheet can be found under the rear seat cushion or on top of the cardboard glove box liner. The sheet is a computer feed code listing all options and equipment on the car. The VIN is also listed along with the drive train information.
With the increased popularity of Mopar muscle cars that has occurred over the last few years, the once forgotten Chrysler Trans Am cars are getting the attention they deserve. Looking back to late 1969 when Chrysler decided to compete factory backed cars in SCCA Trans Am auto racing, you still see the lasting effects today of the efforts made. Cars that are fast and handle equally as well are popular still and engineered even better today, AAR 'Cudas and Challenger T/As may have been limited in production but there are a good number left to remind us of an era where true performance and handling were first successfully combined in an American muscle car.
Other Car magazines that reviewed the Challenger T/A were Car Craft, April 1970 and May 1978; Car Exchange, March 1982; High Performance Cars, June 1970, August 1970, October 1970 and November 1980; Rod and Custom, October 1970; Science and Mechanics, September 1970; Super Stock, April 1970 and July 1970.
Chrysler's Trans Am car, namely the Challenger T/A (and also Plymouth AAR Cuda) were the result of successful involvement by Chrysler in the Sports Car Club of America (SCCA) Trans Am auto racing. From small beginnings in 1966 through the spectacular 1970 season, the Trans Am series included nearly every American auto manufacturer and famous drivers.
The Challenger T/A differ from any other standard high performance vehicles built by Chrysler. They differed simply by the fact they handled curves as well as went fast in a straight line. Mechanically unique and distinctive in appearance, the cars definitely were unlike any of the other E-bodies. Both cars featured a functional fresh air fiberglass hood, ducktail rear spoiler, trumpet style side exiting exhaust, bias ply raised white letter Goodyear polyglas GT's, distinctive stripes and textured black paint treatment on the hoods.
The cars provided performance and looks unmatched in the pony car market. In March of 1970, these cars were introduced to the sport compact (pony car) market. The Trans Am race Challengers did not have any major affiliation to be identified with, so a name was needed for the production Trans Am Challengers. Since Pontiac had already spoken for the name Trans Am, that name was out of the question. Thus, Challenger T/A was created, complete with T/A stripes, 340 six pack fender decals and "Challenger T/A" on the rear spoiler.
Challenger T/As could not be ordered from the dealer to suit ones personal taste. Chrysler informed each eligible dealer of the number of cars each was to be allotted and asked them to pick the options they wanted on the cars. Since a car dealer pays interest on his inventory, the lower the retail value of the car, the less overhead the car is. Consequently, most AARs and T/As were not heavily optioned. As in the case of the Superbirds, many of the cars sat in dealer inventories for a long time and the dealers usually had to sell the cars cheap to move them.
Due to heavy financial losses in both the racing program and in the production of the assembly line cars, the Trans Am models were dropped as quickly as they were introduced. Not enough cars could ever be sold in order to break even on the cost of research and engineering the project, let alone make the hassles on the assembly line worthwhile. It seems that shaker hoods on other E-bodies caused many a confusing situation on the line, but the Trans Am cars really caused major chaos since the configuration of a Trans Am car was greatly different than a standard E-body.
The sales code for the Trans Am special group was A53. The following will outline the special features of the Challenger T/A:
Engine (E55): W-1 340 or more commonly known as the 340 Six Pack engine or T/A 340. The Dodge version was called the 340 Six Pack and the Plymouth version was called the 340 Six Barrel. Conservatively rated at 290 hp (editor´s note: commonly believed it was at least 350 hp), the engines were specifically modified in the following areas: stress relieved with filled pan rails, additional material added in the main bearing web area to allow for the use of four bolt main caps. All T/A blocks came from the factory with two bolt main caps. Cylinder heads (F08) commonly referred to as T/A heads, had the pushrod holes relocated away from the ports to allow for better porting capabilities. The rocker arms were adjustable cast/machined pieces similar in style of the 426 Hemi. The rocker arm shafts used additional lube spreader grooves. The intake manifold was an Edelbrock aluminum six pack manifold painted the engine color (bright orange). The Holley 2300 series carburetors were used with vacuum operated secondaries. The center carb was the only carb with a metering block and accelerator pump while the two outboard carbs were used for idling and opened when they were called for. A large oval shaped air cleaner that sealed to the hood rested over the top of all three carbs.
Exhaust (N44): Dual transverse flow mufflers (the inlet and outlet were on the same end), located forward of the rear axle. Special straps and hangers were used to secure the mufflers with side exiting chrome tipped exhaust pipes completing the system. The cars were shipped with the exhaust tips in the trunk and installed by the dealer as they would not easily clear the transport trucks while being loaded and unloaded. High flow cast iron exhaust manifolds completed the system. These are the same exhaust manifolds used on 68-70 340 motors. PN2863545 (left) and 2863552 (right) commonly but often mistakenly referred to as T/A exhaust manifolds. The Challenger T/A were the only cars produced with a black painted exhaust system which was done to hide the weird configuration engineered to give side exiting exhaust. All other cars were produced with unfinished exhaust systems.
Transmission: Hurst pistol grip, close ratio four-speed (D21) was standard with the 727 torqueflite (D32) being optional with either floor shift or column shift.
Rear Axle: 8¾ suregrip (D91) with 3.55:1 (D56) standard, 3.91:1 (D57) optional. The Dana 60 was not available.
Suspension: (S13) Heavy duty shocks (S25), larger .95" diameter front sway bar (S31), .75" diameter rear sway bar (also found in 71-74 E-bodies), .92" torsion bars (same as Hemi cars), special rear springs, 150 lbs/inch with increased arch to give better tire and exhaust clearance.
Brakes: Standard system 11-inch power disc front with semi-metallic linings, 11-inch drum rear. No optional brake system available.
Steering: 24:1 manual steering standard. Options available were (S74) fast ratio 12:1 T/A power steering or 16:1 standard power steering (S77).
Tires (U01): Goodyear raised white letter polyglas GTs, E60 x 15 front, G60 x 15 rear. (The first car from Detroit to have different sized front and rear tires).
Wheels: 15 x 7 silver rallye wheels (W21) standard on AAR's, optional on T/A. 15 x 7 black painted steel wheels with cap and ring were standard on the T/A. Weight saving collapsible spare (W34) was a required option.
Hood: Black, fiberglass fresh air hood (N94) with hood pins (J45) was standard. No other hood was used. Factory literature states the T/A hood was optional on the Challenger and that the steel R/T power bulge was standard with the T/A hood to be introduced at a later date. This plan never materialized. T/A hoods did appear on other Challenger R/Ts due to production shortage of the shaker hoods, however they were in extremely limited numbers. The hood springs are slightly different being smaller with less tension.
Grille: Black grilles were standard on both T/A's and AAR's, however, textured argent gray as well as unfinished bright grilles were also used on T/A's.
Mirrors: Inside day/night (G41), and painted drivers side, remote controlled racing mirror (G34) was standard. Painted manual passenger side mirror (G36) was optional.
Spoilers: Black, ABS plastic rear ducktail spoilers (J82) were standard, wing spoilers were never available. Front spoilers (J78) were optional, shipped in the trunk and dealer installed. Many variations exist in the mounting positions of these front spoilers on AAR 'Cuda's due to this.
Interior: Interior options were the same as the R/T and 'Cuda. Interior colors: Black, White, Green, Blue, Burnt Orange and Red, as well as cloth houndstooth seats. All radio options, light package options available. All antenna's mounted on the right rear quarter, (first and last time on any Chrysler Product) (N94), rallye dash (A62) was optional.
Stripes (V6H): Black side stripes standard on all cars even with black paint (23 T/As and even fewer AARs produced black with black stripes), 340 six pack fender decals on Challenger only.
Paint: All acrylic enamel colors available, same as R/T and 'Cuda. Organsol black (Ditzler code DDL9355) was used on all hoods, taillight panels, fender tops.
Sheet Metal: AAR 'Cudas and Challenger T/As came with what is known as 15 inch fenders. The only difference between 14" and 15" fenders is the lip at the top of the wheel well is rolled in. All other sheet metal is the same as the standard E-body.
Misc Available Options: Rear window louvers (A67), vinyl roof limited to black (V1X), power windows, rear defogger, wheel lip moldings (M26).
Performance: Figures published in July 1970 Car and Driver:
14.3 seconds at 99.5mph in the ¼ mile
0-60 in 5.8 seconds
0-100 in 14.4 seconds
Estimated top speed of 128 mph
Braking from 80 mph to zero in 220 feet
Curb weight of 3585 lbs.
Identification: AAR 'Cudas and Challenger have become rare due to low production figures with a high scrappage rate making it lucrative to create a replica from parts and sell it as the real thing. Unlike other makes of automobiles, the VIN number for AARs and T/As is found several places on the car making it extremely difficult, if not impossible, to "create" a Trans Am Chrysler. The VIN for an AAR 'Cuda will be BS23J0B______ and a Challenger T/A will be JH23J0B______, the last six spaces representing the sequence number of the car. The fifth digit "J" represents the engine code for 340 Six Pack. The sequence or serial number of the car appears on the cowl and inside the radiator core support preceded by the letters BO. The full VIN number is stamped on the raised pad on the right side of the transmission. The letters "OB" followed by the sequence number of the car will be stamped on a flat pad just above the oil pan on the right side of the engine. On a completely original car, all sequence numbers must match. Due to the passage of time and several owners, many cars are found to have had motor transplants and the original motor may be gone, but a T/A motor still resides in the engine compartment. Every T/A motor is easily identified. On the left side of the engine about two inches below the block deck or head gasket surface, a seven digit casting number 3577130 followed by TA 340 should be found.
Under the hood on the drivers side of the car attached to the top of the inner fender should be two ID plates. One should have stamped on it the VIN number of the car and all its build codes, and the other one should have Trans Am stamped on it. The second plates identifies the car as having the A53 Trans Am package. In addition to all this, the production broadcast sheet can be found under the rear seat cushion or on top of the cardboard glove box liner. The sheet is a computer feed code listing all options and equipment on the car. The VIN is also listed along with the drive train information.
With the increased popularity of Mopar muscle cars that has occurred over the last few years, the once forgotten Chrysler Trans Am cars are getting the attention they deserve. Looking back to late 1969 when Chrysler decided to compete factory backed cars in SCCA Trans Am auto racing, you still see the lasting effects today of the efforts made. Cars that are fast and handle equally as well are popular still and engineered even better today, AAR 'Cudas and Challenger T/As may have been limited in production but there are a good number left to remind us of an era where true performance and handling were first successfully combined in an American muscle car.
Other Car magazines that reviewed the Challenger T/A were Car Craft, April 1970 and May 1978; Car Exchange, March 1982; High Performance Cars, June 1970, August 1970, October 1970 and November 1980; Rod and Custom, October 1970; Science and Mechanics, September 1970; Super Stock, April 1970 and July 1970.