They were called pony cars, models that fit a small but sporty segment between economy models and midsize cars. Named for the sales niche that Mustang had established in 1964, all the major manufacturers were making offerings to this marketplace by 1970. Prior to that, Plymouth had used their A-body platform to release the first Barracudas, but sales proved that it and the Dart from the Dodge Division was not quite what the public wanted. For 1970, it was the new Duster 340 aimed at the economy muscle market, because now Chrysler had released a completely new design, designated as the E-body, to meet the desires for ‘pony’ muscle.

These new models, Dodge Challenger and Plymouth Barracuda (that was called ‘cuda in performance trim), could be had with any engine in the Chrysler line-up, right up to the 426 Hemi. Though based on the B-body platform, big blocks in the E-bodies tended to be nose heavy. When it came to handling prowess, the refined 340 small-block ended up being the best overall choice, and you could get the four-barrel version in the both the coupe or convertible E-body styles. For hardcore fans, you could also get a very special E-body with a Holley six-barrel layout, which arrived in the special A53-coded Trans Am models that came off the line in March.

The Sports Car Club of America’s Trans-Am racing series had become a big deal for the manufacturers, and 1970 was by far the most visible year the SCCA ever had. Dodge hired Sam Posey to direct their Challenger program, while Dan Gurney’s All American Racers oversaw the Plymouth ‘cuda development. Part of the SCCA rules required that race-engineered equipment needed to be available on production examples. Thus the Cuda AAR (named after Gurney’s company) and the Challenger T/A (named after the racing series) were born, to homologate that hardware for the racetrack and promote the factory’s involvement in the series.

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Special graphics and callouts in black tape were also standard, as was the rear spoiler, rear-mounted radio antenna, and mixed-size tires (Goodyear raised letter Polyglas E60x15 up front and G60x15 in the rear, all on 15x7 rims, with a Sav-A-Space inflatable spare in the trunk). Special heavy duty suspension equipment, front power disk brakes, and the special E55 340” engine completed the package.

Based on a stock 340, this was the most radical small-block done by Chrysler in the era. A high nickel content block with meat for four-bolt mains, head castings drilled for offset pushrods, and an Edelbrock aluminum intake (painted the same color as the engine) topped with three Holley two-barrels, were all part of it. Rated at a paltry 290 horses, the E55 was never again offered as a production option. With changes in policy and government mandates, the factory pulled out its money and support of the series after just one season, and the cars were never revived (though a ’71 Challenger was depicted in some 1971 model advertising).

The Wellborn Musclecar Museum features two of the most impressive examples from the one-year experiment. Moreover, both vehicles are low-mileage survivor cars, something the museum has specialized in. The duo came from the legendary collection of Otis Chandler, were subsequently sold to Carlos Monterverde and shipped to England, and finally returned to the States to become part of the Wellborn’s then-private museum in 2002. Take a look at them: Plymouth ‘cuda AAR and Dodge Challenger TA.

“I think this is likely the best survivor T/A in existence,” says Tim. “There are a couple of things that have been changed or fixed on it over the years, but it is a real time capsule. I don’t own many small-block cars, but I have never regretted buying this one. Like the AAR, it is a lot of fun to drive.”

Mileage: 30,000

Production: 2400 (989 four speeds)

Color: EB3 Light Blue Metallic with a B5 Blue interior

Standard Equipment: A53 Trans Am package (T/A graphics, fiberglass hood, rear fiberglass spoiler, side exit exhaust, heavy duty suspension, E55 340 engine, D21 four speed, D56 3.55 Sure grip, U01 Goodyear tires - E60 front/G60 rear tires front, V6H tape stripe, W34 collapsible spare)

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The T/A hood was by far its most visible feature, and for good reason; this was perhaps the most effective scoop design to ever come from Detroit. Chrysler engineers used the raised forward opening to prevent turbulent over-hood air from entering the inlet. It proved to be a winner in drag racing when the hood was optionally offered on all performance models due to safety issues with the Challenger's original ‘Shaker’ design.

Options: (A44) rear window louvers (includes black vinyl top) * (A45) front spoiler package * (C16) console * (G34) outside LH remote painted mirror * (R11) AM radio * (J46) locking gas cap * (J55) undercoating * 15x7 Rallye wheels.

Cost in 1970: $4200 – plus.

The lines of the Challenger remain classic, enough so that this was the basic design selected for the re-release of the model in the 21st century. The T/A was certainly the most visually radical of the breed offered during the car’s five-year production cycle 1970-1974.

Offset tire sized on the E53 models were a first for Chrysler, allowing the body to attain a forward rake right off the showroom floor. The chrome exhaust tips were dealer-added following delivery to prevent damage in transit.

This Sav-A-Space spare tire came with a can of inflator; all of it is very hard to find if you need one for your E-body restoration.

The E55 small-block had the Six Pack Holley set-up on an Edelbrock manifold. The motor also had adjustable rockers, which had been discontinued when production ended on the 273 four-barrel. It was the most serious LA-series engine Chrysler released back in the day. Keith Black did the actual Trans-Am race versions, which displaced 305” inches.

Among the options on the T/A are the B5 Blue interior, which gives it a great deal of curb appeal. Note the Pistol Grip and dash layout; this is an unrestored car.

The view from above and behind again shows that raw muscle was a characteristic of the E53 package cars, making both the T/A and AAR legendary small-block vehicles from the musclecar era and very much at home at the Wellborn Musclecar Museum.

“I really enjoy this car,” says Tim. “Compared to the other Mopars, it handles like something modern, and it responds; it’s definitely the most fun car in my collection. I normally keep a set of radials on it so I can take it out when I want to just drive. I bought it thinking I’d resell it; after driving it, now I will never sell it.”

Mileage: 20.600

Production: 2724 (1,120 four speeds)

Color: FE5 Rallye Red paint with accompanying A22 elastomeric bumpers, black interior

Standard Equipment: A53 Trans Am package (15x7 Rallye wheels, AAR graphics, fiberglass hood, rear fiberglass spoiler, side exit exhaust, heavy duty suspension, E55 340 engine, D21 four speed, D56 3.55 Sure grip, U01 Goodyear tires - E60 front/G60 rear tires front, V6H tape stripe, W34 collapsible spare)

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FE5 Rallye Red was not a High Impact color (EV2 Tor-Red was), but the color works perfectly on this terrific survivor car, especially with the color-matched elastomeric bumpers and mrrors. Many AARs were not heavily optioned due to the high initial price; this one is an exception.

Options: (A22) Elastomeric front and rear bumpers (includes outside mirrors (left remote control) and deck panel treatement) * (A62) Rallye instrument cluster group * (R22) solid state AM / 8-track * (R31) dual rear speaker * (S74) power steering fast ratio (Y16) sales group * (A67) rear window louvers * (C16) console *(G15) tinted windshield * (J55) undercoating * (J78) front spoiler package.

Cost: $4,724.05

Helping boost the sticker price to over $4700.00 were the optional rear window louvers.

The Pistol Grip was one of the highlights of the 1970 model year; it looks right at home in the AAR.

The AAR hood used a scoop designed by National Advisory Committee for Aeronautics (NACA); created due to issues with aircraft approaching the speed of sound, it was not as functional on an automobile. It looked cool, though…

This air cleaner sealed the Six Pack carb layout to the scoop to keep cool air moving into the engine.

From behind, the car takes on the classic appearance of an American street machine, yet is completely stock as sold to public.