|
Base list price for the standard `Cuda hardtop was $3,164. The list price for the `Cuda convertible was $3,433. Sales of the 1970 Barracuda ran fifty three percent over 1969. The `Cuda was a popular test car in 1970. Road Test magazine put a 383-powered `Cuda through its paces. With a Torqueflight automatic transmission and a Sure Grip 3.91:1 rear end, the car did the quarter mile in 14.40 seconds at 98.87 mph. Car Craft tested a Hemi`Cuda with four speed manual transmission and a 3.54:1 Sure Grip rear axle. This car did the quarter mile in 13.10 seconds at over 107 mph. Motor Trend got behind the wheel of a 440 6-barrel `Cuda with the same axle setup as the Hemi car had and did the quarter mile in 14.44 seconds at 99.88 mph, but others recorded better times. There was yet another way to to in a `Cuda for 1970. In February of that year, Plymouth announced the availability of the AAR `Cuda by late March. The SCCA sanctioned Trans Am racing series drew a great deal of attention in 1969, and Plymouth wanted a piece of the action. Both Chrysler divisions wanted to gain high visibility with their respective ponycars, and the Trans Am series was one of the best ways to do it. To enter the series, Plymouth had to build 2,500 street versions of its racing `Cuda. Plymouth contracted Dan Gurney and his company, All American Racers, to build and race the Trans Am `Cuda. Plymouth then contracted Creative Industries to design and manufacture the fiberglass hood and rear spoiler that were to go on both the racing and street versions. The AAR `Cuda was conceived to resemble the racing car as closely as practicality, legality and cost would allow. The sales code for the AAR `Cuda was A53. The engine was unique to the car: a 340 block with reinforced main webs and filled pan rails, six-barrel carburetion using three two-barrel Holley carburetors on an Edelbrock aluminum intake manifold, special cylinder heads and valve train. Dodge used this same engine in its 1970 Challenger T/A, but the 340 six-barrel was not available in any other Dodge or Plymouth. The choice of either the Torqueflight or four speed manual transmission was standard, The car was equipped with a 3.55:1 real axle ratio with Sure Grip; a 3.91:1 ratio was optional. Front disc brakes were standard. The AAR `Cuda suspension included special front and rear stabilizer bars and heavy duty shock absorbers. Special heavy duty rear springs raised the rear end to make room for a Trans Am type exhaust system with side outlets, and provided room for extra large G60x15 tires. Front tires were E60x15. All models and body styles were carried over for 1971, except the AAR `Cuda. The primary changes to the Barracuda were aesthetic. The car now had four headlights instead of two, and the road lights were optional. The grille was redesigned with 6 large cutouts in a silver tone finish. The rear end panel and taillight assembly were new. In addition, the 71 `Cuda had four small simulated louvers on the front fenders. If you ordered the elastomeric bumper group, the front grille was colored keyed to the bumper and body. There was also a new stripe option offered called the "billboard". Interior seating was all new for 1971. Optionally available on the `Cuda was an all vinyl split bench seat with center armrest available in blue, green, white, black or tan. Two other seating options were offered: genuineleather bucket seats in black or tan, or cloth and vinyl bucket seats which gave better grip during cornering and were cooler in summer. Engine offerings continued virtually unchanged. The standard 383 four-barrel suffered a one point drop in compression ratio to 8.5:1, to run on regular gas. Its gross horsepower rating was down from 335 to 300, but this was also taken at 4800 rpm, which was 400 rpm lower than the previous year. Net horsepower, a more realistic rating of rear wheel horsepower then being adopted by the automotive industry, was 250. The 340 specifications were were identical except for a 0.2 drop in compression; horsepower was unaltered. The 440 four-barrel was dropped from the `Cuda line. The 440 six-barrel was still offered, but it too dropped slightly in compression from 10.5:1 to 10.3:1 with a drop of five horsepower. The specifications for the 426 Hemi were unchanged. Interestingly, the unsilenced air cleaners on the 440 six-barrel and 426-Hemi engines were not available in California because of that states new drive by noise regulations. A quieter air cleaner was used to muffle induction roar on those engines bound for California. Base price for the 1971 `Cuda hardtop was $3,155.00. The `Cuda convertible listed for $3,412.00. This was the last year of the `Cuda convertible. In 1972, Mopar enthusiasts were in for a shock. The 426 Hemi, 440 6-barrel and even the 383 engines were dropped from the `Cuda line. The hottest engine available was now a 240 horsepowwer 340 four-barrel. When the big block engines were dropped after 1971, the strong Dana 60 rear axle and choice of axle ratios were also dropped because they were no longer needed. stylistically, the 72 `Cuda reverted back to two headlights and a grille similar to the 70 model, except for slots in the center grille divider, and the taillights became round. The `Cuda logo shifted from the right side of the license plate recess to the left. Sixteen exterior colors were offered and three interior colors were offered. A blacked out hood treatment was optional on the `Cuda; the hood and fender tops were flat black but the area leading up to and including the hood scoops remained the body color. Body side stripes were standard. The front fender louvers of the previous year disappeared. The driving lights mounted below the bumper returned. The list price for the `Cuda hardtop dropped to $3,029.00.
|
