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  •   Jarkle reacted to this post about 3 years ago
    Jarkle created a new group

    Dodge Challenger Second generation

    The Challenger was described in a book about 1960s American cars as Dodge's "answer to the Mustang and Camaro." Introduced in fall 1969 for the 1970 model year, it was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. "Both the Challenger and Barracuda...
    The Challenger was described in a book about 1960s American cars as Dodge's "answer to the Mustang and Camaro." Introduced in fall 1969 for the 1970 model year, it was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. "Both the Challenger and Barracuda were available in a staggering number of trim and option levels" and were intended "to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler's inventory." However, the 1970 Challenger was "a rather late response to the ponycar wave the Ford Mustang had started" with its introduction in April 1964. In his book Hemi Muscle Cars, Robert Genat wrote that the Challenger was conceived in the late 1960s as Dodge's equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang. The 1964 Barracuda was actually the first car in this sporty car segment by a few weeks, but was quickly overshadowed by the release of the segment defining Mustang (the segment being referred to as "Pony Car"). He added that Chrysler intended the new 1970 Dodge as "the most potent ponycar ever," and positioned it "to compete against the Mercury Cougar and Pontiac Firebird." Genat also noted that the "Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar" and other more luxury-type musclecars.

    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 wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang. Air conditioning and a rear window defogger were optional.

    Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger featured that car's grille. 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.

    A 1970 Challenger R/T 440 Magnum was featured in the existentialist 1971 film Vanishing Point. For the 1973-74 season of the TV show Mannix the title character drove a 1974 Challenger Rallye, which was specially ordered and built for the show. The car had every option available including the 360 4-barrel engine and the rare factory sunroof.
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  • Jarkle updated the picture of the group Dodge Challenger Second generation
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  •   Jarkle reacted to this post about 3 years ago
    The #1968 #Dodge-Charger fully charged / #Dodge-Charger-II / #Dodge /

    The one thing that stands out more than anything else on this car has to be the colour – it is glorious. Where many might have gone for a “safe” colour, this particular choice might have seemed a bit risky. But it works brilliantly, and enhances the beautiful lines in a way that might not have been possible had the choice been different. The way the sunlight dances on the surface is something to be seen. And then there’s the car itself. It has been expertly restored with great attention to detail. Ian Viljoen, the owner of Side Ways Customs, collaborated with Kevin Magee in this project and the results are astounding. Ian did the build, with Kevin, a retired air pilot, chiefly handling the financial aspect of it.

    When it comes to experience in building cars, Ian has loads. He has built around 80 cars since he first started on a car his dad bought him many years ago when he was still in school. His dad had tired of him constantly taking his lawnmower apart and bought him a 1971 Lancia – with the engine and a toolbox on the back seat – and that is where it all started. He hasn’t looked back since. Some of his prominent customers are Rian Kankowski, Michael Rhodes, Sol Kerzner’s son Brandon (for whom he built a GT500) and one who was not yet infamous at the time, Oscar Pistorius. The latter bought a Mustang from Ian but it’s quite possible that a getaway vehicle was the last thing on his mind.

    The Charger wasn’t in the greatest condition when it was bought, and the rear quarter panel and floor pan needed to be replaced. The body was entirely stripped and sandblasted, and epoxy primed before receiving its PPG coats of candy apple Kawasaki green. Kevin wanted the car to retain its matching numbers credentials and opted to retain the original engine which was fully rebuilt. It received new pistons, bearings, cam, lifters, valves and engine mountings.

    Fuel is fed via a #Holley 750 carburettor and a brand-new Edelbrock Torker intake was installed, as well as a new water pump. The green extends to the spotless engine bay and engine and the colour reflects off the polished aluminium Edelbrock air filter and the rocker covers, in a mesmerising green haze. The #Chrysler-727 Torqueflite 3-speed autodrive was fully rebuilt, as was the 9-inch #Chrysler diff, with new bearings and seals. To keep all this power in check, the car also received a #Brembo 4-pot front calliper upgrade with a rear hydrobooster and new Master front suspension which was fully rebuilt with new bushing, ball joints and wheel bearings. The wheels are imported 9.5-inch wide XXR wheels shod with low-profile Pacer 275/35/20s in front and 10.5-inch XXR wheels with Pacer 315/35/20s in the rear. The front and rear bumpers have been tucked, rolled and colour-coded. All the door and hood gaps have also been tightened.

    It was less expensive to import the moulded carpet and roof lining than to have it made locally. The seats were reupholstered in black leather by Mac’s Car Interior Specialists, and the door panels were redone. New rubber seals replaced the originals and new exterior and interior door handles were installed as well as new window cranks. Ian is unable to find a replacement for the centre console, and is afraid that if it’s sent off to be redone, that he runs the risk of it not being completed to his satisfaction. I like the fact that the original console is still there – a reminder of the history and age of this car. All the glass is still original but age has caused slight delamination of the windscreen. By the time this goes to print it would’ve been replaced with a new unit.

    The wiring loom was restored, a process that took a painstaking two and half weeks. A new fuel cap provides access to the 80 litre tank. The stainless steel exhausts exit either side, between the doors and rear wheel arches. While their placement might appear discreet, the sound they emit is anything but. I still can’t decide if I would see or hear this car first if it approached me on a highway. All I do know is that anyone living close to where this car is kept will think that World War Three had just broken out every time it starts.

    Because it looks loud, it wouldn’t seem right if it didn’t sound loud too. This build took many man-hours to bring to fruition and Ian would like to thank his staff, Christo Brand, Tonie Verwey, Percy Ndaba, Howard Macdonald and Fuad Fisher for all their hard work. The good news is that this rare #Dodge Charger is for sale, the bad news, from a personal point of view is that I couldn’t possibly afford it. If you have a spare R1200k lying around and want to buy something truly awesome that will only appreciate in value, now is your chance.

    OWNER: Ian Viljoen and Kevin Magee
    LOCATION: Strand, Western Cape
    BUILDER: Ian Viljoen of Side Ways Customs
    YEAR: 1968
    COLOUR: Candy apple Kawasaki green
    PAINT TYPE: #PPG
    PAINTER: Howard Macdonald
    ENGINE: #Chrysler-383
    TRANNY: #TorqueFlite 3-speed
    INTAKE: #Holley-750 , #Edelbrock-Torker
    REAR END: 9’ Chrysler diff
    SUSPENSION: Master
    BRAKES: Brembo 4-pot calliper upgrade
    WHEELS: #XXR 9.5’ front, 10.5’ rear
    TYRES: 275/35/20 front, 315/35/20 rear
    FUEL TANK: 80 litres
    REBUILD TIME: 5 months
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  • CLASSIC ON THE CUSP / #Dodge-Challenger-Hellcat / #Dodge-Challenger / #Dodge / #Dodge-Challenger-Mk3 /

    With 707bhp-worth of thrills and spills on tap, this is no pussycat

    Cost new #2014 £40,000
    Value now #2015 £40,000


    When your passenger pees herself you know you’re in a very scary ride. That most awkward of awkward moments happened last summer on the Pacific Coast Highway outside Malibu in a Dodge Challenger Hellcat SRT. I’d got it hopelessly out of line showing off and ended up stalled and sideways across two carriageways.

    When the tyre smoke cleared my producer made her embarrassing confession and I drove her (slowly) to the nearest restroom. But that’s the Hellcat for you – the fastest and most powerful muscle car in history and an insane homage to the legendary #Chrysler Hemis of the Sixties and Seventies. It cranks out 707 horses from a 6.2-litre V8, does the standing quarter in 11 seconds – on street rubber – and hits 60mph in 3.5 seconds. I’ve been in planes that seem slower. But while a fi ne 1969 Dodge Charger Six Pack is now $150k, the 2015 Hellcat costs just $61,000 – or forty grand sterling to you. That’s epic value for the sort of straight-line performance worthy of an original seven-litre Cobra.

    On corners the Hellcat is useless. Too much weight, girth and understeer. But on the strip very few cars actually feel faster. I totally understand why one of the first buyers totalled his Hellcat within an hour of leaving the showroom. Driving this explosive missile is a constant exercise in monastic restraint. Get the throttle pressure ever so slightly wrong and the tyres light up, you’re wreathed in smoke and suddenly pointing in the opposite direction. But that’s the total wonder of this car – that and the fact it sticks up two transatlantic fingers to any semblance of European finesse. The Hellcat feels tons more fun than a 458.


    And it looks so horny with its coke bottle shape, vibrant Seventies colours and rubber wide enough to roll a polo field. At idle that monster supercharged V8 rocks angrily on its mountings and makes a noise like the devil’s kettledrum. Shift the eight-speed auto into drive (there’s also a manual option for the brave) and you find yourself concentrating like you’re in a full-on fistfight. Visceral doesn’t begin to describe the experience – more like petrifying but in a hugely exciting and exhilarating way. Bringing one into the UK won’t be simple and taxes will inflate that tempting US sticker price, but if you want a proper hardcore act of absolute one-upmanship the Hellcat will make most other supercars look like suburban clichés.

    Will it appreciate in value? Who knows? Will owning one be one of the wildest things you’ve ever done? Absolutely. And that’s why the Hellcat will always have a place in history as one of the most amazing muscle cars ever to come out of America.

    ‘It sticks up two transatlantic fingers to any semblance of European finesse’
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  • Kevin Magee updated the picture of the group Dodge Charger Second generation
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  • Kevin Magee created a new group

    Dodge Charger Second generation

    Dodge Charger Second generation. The entire B-body lineup for 1968 was redesigned and the Charger was further differentiated from the Dodge Coronet models. Designer Richard Sias developed a double-diamond coke bottle profile with curves around the front fenders and rear quarter panels. Front and...
    Dodge Charger Second generation. The entire B-body lineup for 1968 was redesigned and the Charger was further differentiated from the Dodge Coronet models. Designer Richard Sias developed a double-diamond coke bottle profile with curves around the front fenders and rear quarter panels. Front and rear end sheet metal was designed by Harvey J. Winn. The rear end featured a "kick up" spoiler appearance, inspired by Group 7 racing vehicles. On the roof, a "flying buttress" was added to give the rear window area a look similar to that of the 1966-67 Pontiac GTO. The Charger retained its full-width hidden headlight grille, but a vacuum operated cover replaced the electric motor rotating headlights. The previous full-width taillights were replaced with dual circular units at the direction of Styling Vice President, Elwood P. Engel. Dual scallops were added to the doors and hood.

    Inside, the interior was new with a conventional fixed rear seat replacing the folding bucket seat design. The conventional trunk area included a vinyl mat, rather than the previous model's carpeted cargo area. The center console in the front remained, but there was no center armrest. The tachometer was now optional instead of standard and the electroluminescent gauges disappeared in favor of a conventional design.

    The standard engine was the 318 cu in (5.2 L) 2-bbl V8, until it was replaced in mid-year with a 225 cu in (3.7 L) slant-six. The 383-2 and 383-4 remained unchanged. A new high-performance package was added, the R/T ("Road/Track" with no 'and' between Road and Track). The R/T came standard with the previous year's 440 "Magnum" and the 426 Hemi was optional.

    In 1968, Chrysler Corporation began an ad campaign featuring a cartoon bee with an engine on its back featuring models called the "Scat Pack". The Coronet R/T, Super Bee, Dart GTS, and Charger R/T received bumble-bee stripes (two thin stripes framing two thick stripes). The stripes were standard on the R/Ts and came in red, white, or black, but could be deleted at no extra cost.

    The 1968 model year Charger sales increased to 96,100, including over 17,000 Charger R/Ts.
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