{"id":492862,"date":"2013-01-01T20:00:09","date_gmt":"2013-01-02T04:00:09","guid":{"rendered":"https:\/\/sportscardigest.com\/\/?p=22372"},"modified":"2024-08-18T09:38:55","modified_gmt":"2024-08-18T09:38:55","slug":"last-giant-1970-hemi-cuda","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/last-giant-1970-hemi-cuda\/","title":{"rendered":"1970 Hemi \u2019Cuda – Last Giant"},"content":{"rendered":"
\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

It\u2019s rather ironic that both the birth of the \u201cPony Car\u201d movement in the mid-1960s, and its eventual death in the early 1970s, would be brought about by the \u201ceconomy car.\u201d Perhaps even more interesting, and less well known, is the fact that the first car to officially enter this \u201cPony Car\u201d world and the last to renounce its muscle car ways would be the Plymouth Barracuda.<\/p>\n

Panda for the Masses<\/b><\/p>\n

The early 1960s saw a ground swell shift in the demographics of the United States with the coming of age of the \u201cBaby Boomer\u201d generation. The country was soon overrun with young adults born from the ravages of World War II, and with this enormous new population of potential consumers, American automobile manufacturers were scrambling for ways to tap into this new, potentially lucrative market. But these new young adults didn\u2019t share the same tastes and habits as their more staid parents. They looked different, dressed different, listened to strange music and, in general, wanted nothing to do with the \u201cold ways\u201d\u2026including their parent\u2019s cars. This new generation began to eschew Detroit\u2019s \u201cBig Iron\u201d ways, for smaller, \u201csporty\u201d cars; they wanted something very different than their parent\u2019s giant, lumbering Cadillacs and Buicks.<\/p>\n

\"Photo:<\/a>
Photo: Joon Lim<\/figcaption><\/figure>\n

As a result, by 1962, design studios at Detroit\u2019s Big Three were hard at work developing concepts for newer, smaller \u201ceconomy\u201d cars that this large group of young consumers could both afford and want. At Chrysler\u2019s studios, designer Irv Ritchie began making sketches of a fastback adaptation of Chrysler\u2019s Plymouth Valiant. Ritchie\u2019s early sketches piqued the interests of Chrysler\u2019s styling chiefs enough that a full size clay interpretation was ordered. Both Ritchie and fellow Chrysler designer John Samsen were directed to create detailed design studies, using Ritchie\u2019s fastback concept, but ultimately it was Samsen\u2019s design that was chosen to be brought to life in full-size clay. According to Samsen, \u201cI was happy when I was chosen to direct the clay modeling of my design. I\u2019m sure Ritchie was disappointed that he did not get to direct the clay work, but he was given credit for the initial design.\u201d<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

Samsen\u2019s final design featured reverse-slant C-pillars and an enormous glass backlite that gave the design its fastback silhouette. Samsen\u2019s concept was scaled to be built on Chrysler\u2019s 106-in wheelbase, A-body platform, which was launched in 1960 for cars such as the Plymouth Valiant. As a way of saving money on expensive tooling for a new model, Samsen\u2019s new design not only incorporated the Valiant\u2019s A-body platform, but also the Valiant\u2019s hood, headlamp bezels, windshield, quarter panels and bumpers. Unique to the new design was the expansive rear backlite, made by Pittsburg Plate Glass Co., that encompassed 14.4-sq.ft. of glass\u2014the largest rear window of any production automobile up to that point in time. Mechanicals for the new model were also all Valiant-sourced including the 170-cu.in. or 225-cu.in. Slant-6 Chrysler engine options, as well as independent front suspension via unequal length wishbones suspended by torsion bars and leaf sprung live axle. However, unlike the Valiant, this new \u201csporty\u201d model would also be offered with Chrysler\u2019s new 273-cu.in. V8 that, with 2\u2013barrel carburetor, produced 180-hp compared to the 170-cu.in. Slant-6\u2019s rather anemic 101-hp. With the new, sportier Valiant derivative\u2019s spring 1964 debut date quickly approaching, Chrysler executives decided to name the new model the Plymouth Panda. However, Samsen and his fellow designers positively hated the name\u2014knowing full well that it lacked the sex appeal necessary to sell to its intended young audience\u2014so after canvassing the design staff for ideas, one of Samsen\u2019s suggestions was ultimately chosen\u2014the new car would be dubbed the Plymouth Barracuda, after the be-toothed fighting fish.<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

Lame Pony<\/b><\/p>\n

The new Plymouth Barracuda made its debut on April 1, 1964, making it retrospectively, the first \u201cPony Car\u201d of the 1960s. With a list price of just $2,500, it was also the market leader\u2026for all of two weeks, until on April 17, when Ford released its new model, the Mustang. While the new Barracuda hit the mark on the economy side of the equation, it couldn\u2019t compete with the new Mustang in terms of performance and sex appeal. The new Mustang with fresh styling and better performance numbers captivated the young American market like nothing else before it, resulting in Ford selling almost 1.5 million examples in the first two years of production. While the Barracuda sold well for Chrysler\u2014relative to its existing product line\u2014if it was going to compete in the new Pony Car wars, which saw the addition of the Chevrolet Camaro in 1966, it was going to have to find a new look and a lot more muscle.<\/p>\n

\"\"<\/a>
Urgent Broadcast<\/p>\n

One of the difficulties in buying an original Hemi-powered Dodge or Plymouth is in authenticating that it is, in fact, an original, factory car. Due to the relative ease with which one can install a Hemi V8, into a non-Hemi chassis, it is vitally important to be able to confirm that a given chassis is a factory Hemi. The ideal way to do this is via what Chrysler terms a \u201cBroadcast Sheet.\u201d The Broadcast Sheet is essentially the original build sheet for any given Chrysler product that specifies all the specifications and options that a given chassis left the factory with. In the case of the factory Hemi-powered cars, the existence of a factory Broadcast Sheet can add enormous value to the car, by substantiating its provenance.<\/p>\n

While usually placed somewhere in the vehicle upon completion, this vital document is often missing on many vehicles after many years and many ownership changes. In the case of this month\u2019s Profile car, the current owner had all of the original paperwork for the vehicle, including window sticker and bill of sale, but knew nothing of the Broadcast Sheet. However, after the Russo & Steele auction team encouraged him to pull the rear seats out of the car to search for it, the owner discovered that there, tucked into the backing of the seats, was the \u2019Cuda\u2019s original factory Broadcast Sheet, as well as a handful of 1970s pennies and several small children\u2019s toys from the same era!<\/p>\n

Automotive archaeology at its best.<\/figcaption><\/figure>\n

<\/p>\n

As early as 1965, designers at Chrysler were already sketching away at new variations on the Barracuda concept. One such designer was John E. Herlitz. Herlitz began submitting sketches of his cars to Chrysler\u2019s design department at the tender age of 13! With suggestions and encouragement from the Chrysler staff, Herlitz went to school and received his industrial design degree and immediately went to work for Chrysler, where he was placed in the Plymouth Studio. One of Herlitz\u2019s first tasks at Chrysler was to design a concept\/show car for the Barracuda program. His design came to be known as the Barracuda SX and was popular enough with styling management that when it was decided that the Barracuda needed a new look for the 1967 model year, Herlitz\u2019s SX concept was chosen as the basis. In 1966, as Herlitz and the design team were about to translate his sketches into full-size clay, Herlitz was drafted into the National Guard, resulting in John Samsen having to step in to guide the ultimate translation of the new, second generation Barracuda design.<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

Fresh Fish<\/b><\/p>\n

The second generation Barracuda (1967-1969) was still based around Chrysler\u2019s A-body platform, but unlike the first iteration, it was stretched to a 108-in wheelbase and all the external sheet metal was now new and unique to the Barracuda. The newly styled car also now came in notchback, fastback and convertible forms and enjoyed a much-expanded range of options and engines to choose from. While the base, entry model still came with the venerable Valiant-based 225-cu.in Slant 6, a much wider variety of V8 options were now available including 2-barrel and 4-barrel 273-cu.in engines, as well as a 383-cu.in. \u201cBig Block\u201d. With demand for \u201cMuscle Car\u201d performance hotly on the rise in the \u201cPony Car\u201d segment, 1968 saw the further enhancement of the Barracuda engine options with both 318-cu.in and 340-cu.in 4-barrel packages, as well as a \u201cSuper Commando\u201d option that wrestled 300-hp out of the 383-cu.in. V8.<\/p>\n

But perhaps the most significant development in the Barracuda story came in 1968 when Chrysler elected to build 50, special fastback Barracudas for Super Stock drag racing that came equipped with Chrysler\u2019s game changing 426-cu.in. Hemi engine. Built by Hurst Performance, these high performance weapons included fiberglass fenders, fiberglass hood with air scoop, lightened glass, no sound deadening and no back seats. While these special drag racers were never sold for the street, their lightweight and high horsepower planted the seed in the public\u2019s mind that a Barracuda with a Hemi engine, might be the ultimate road going muscle car.<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

By 1969, Plymouth was pushing the performance side of the Barracuda program much more, with an even more expanded list of high performance options. These new hi-po versions of the Barracuda came to be known as the \u2019Cuda package and were available with the 340-cu.in., 383-cu.in., and new 440-cu.in. \u201cSuper Commando\u201d V8 engine.<\/p>\n

E-Ticket Ride<\/b><\/p>\n

While the mid to late \u201960s saw the Pony Car war transform into a Muscle Car war\u2014with ever bigger and more potent engines being shoehorned into the Big Three\u2019s \u201cEconomy Cars\u201d\u2014this same time period also saw the introduction of ever more stringent government control on automotive safety and smog emissions. While both Ford and Chevy had begun to slowly ebb away from the battle for horsepower supremacy, Chrysler was determined to ride that gravy train until it came slamming into the station. As a result, for 1970, Chrysler elected to completely cast off the Barracuda\u2019s \u201cEconomy\u201d roots, with a complete redesign of the Barracuda that fully embraced the Muscle Car ethic.<\/p>\n

Back from his tour with the National Guard, designer John E. Herlitz was given the task of creating a new, more aggressive version of the Barracuda. Herlitz\u2019s new design was built on a new E-Body platform, which was essentially a shortened (108-in) and widened Chrysler B-body platform, previously used in such vehicles as the Plymouth Fury and the Dodge Charger.<\/p>\n

\"\"<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

The new Barracuda came in three versions, the base Barracuda (BH), the more luxurious Gran Coupe (BP) and the sport model \u2019Cuda (BS), with these packages being offered in coupe and convertible form. No less than eight different engine options were available starting with the lowly and unloved 198-cu.in and 225-cu.in Slant-6 and moving on to 318-cu.in., 340-cu.in., 360-cu.in. and 383-cu.in. V8s. But with the increased size and room afforded by the E-body and its larger engine bay, the Barracuda could now also accommodate the mighty 426-cu.in. Hemi and the 440-cu.in. \u201cSuper Commando\u201d V8s, more easily. With 425-hp on tap, the 426-cu.in Hemi sat unabashedly at the top of the Barracuda food chain as the biggest, baddest, fastest, most thirsty (6-mpg!) Plymouth Pony Car of all time. The little economy car fish had evolved into the muscle car equivalent of the Kraken.<\/p>\n

While the Hemi \u2019Cuda package was the ultimate incantation of the Barracuda, it came at a stiff price. The Hemi engine option added $900 on to the price tag of a Barracuda (nearly a 30% premium) making its $5,000 sticker price almost prohibitively pricey for an American car in 1970. As a result only 652 Hemi \u2019Cuda coupes were built in 1970.<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

While the Hemi \u2019Cuda was certainly the shining star of the Plymouth line, sadly, the candle that burns twice as bright, burns twice as fast. Oil prices were soaring, the push to limit smog emissions were increasing and insurance companies were adding massive surcharges onto \u201cdangerous,\u201d high performance vehicles. As a result, the high performance \u2019Cudas (Hemi and Super Commando) would only be offered in 1970 and 1971. In 1970, Chrysler built only 423 Hemi coupes and 14 Hemi convertibles, while in 1971 those numbers dropped to 108 coupes and 7 convertibles. In the following years, smaller more anemic versions were offered until Chrysler finally gave up on the Barracuda, discontinuing the model on April 1, 1974. Born of the \u201ceconomy car\u201d movement, the mighty Barracuda ultimately was killed by the very same movement, exactly 10 years to the day after it was launched.<\/p>\n

Out of the Barn and Back on the Road<\/b><\/p>\n

The term \u201cBarn Find\u201d is often overused in the collector car world, but in the case of the Barracuda you see on these pages, it is remarkably appropriate. In July of 1970, this Hemi-powered \u2019Cuda left the Chrysler Hamtramck Assembly Plant and was delivered to Sacramento, California\u2019s Fair Chrysler Plymouth Dealership. The \u2019Cuda came equipped with the \u201cR\u201d code, 426-cu.in. Hemi engine option (an additional $871.45!) as well as 4-speed transmission with \u201cPistol Grip\u201d shifter\u2014a rare factory package as only 284 examples were ever ordered with that combination. Other options included power-assisted front disc brakes, Shaker hood, bucket seats, Rallye instrument cluster, vinyl-covered top and black sport stripes. The \u2019Cuda was initially sold in September, but within a couple of days was repossessed from its hapless owner! The car was subsequently sold on November 20, 1970, to its first, registered owner, a farmer from Willows, California.<\/p>\n

<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

The farmer loved his \u2019Cuda and, as one might expect, loved street racing it. However, he found it tough to find anyone that would race against his red Hemi\u2014nothing could touch it. As a result, the farmer had the Hemi stripes taken off the car and even went so far as to deceptively install a 383 insignia on the hood, as a way of luring in unsuspecting victims! Over the next 15 years, the farmer lovingly took care of his \u2019Cuda until 1989, when problems with his wrist made it hard for him to use the \u2019Cuda\u2019s Pistol Grip shifter, so he put the car away in his barn with just over 49,100 miles on the clock. And there it sat, until he sold it to the current owner in 2009. Since that time, the \u2019Cuda has been cleaned, polished and serviced, but has only seen an additional 150 miles added to the odometer.<\/p>\n

Walking around this Rally Red \u2019Cuda the first thing that impresses is its magnificent patina. The paint, the trim, the vinyl top is all original and in remarkable shape for a 43-year-old car. One of the facets of this car that I really like is the fact that it is so factory original and not \u201ctarted up\u201d with larger wheels\/tires, wings, and other accessories that seem to have made their way onto so many E-Body Barracudas. There\u2019s a kind of purity of line and authenticity to this car that you don\u2019t often see on Muscle Cars from this era.<\/p>\n

\"Photo:<\/a>
Photo: Joon Lim<\/figcaption><\/figure>\n

Open the door and slide into the high-back, vinyl bucket seat and you literally slip back into 1970. Black vinyl dashboard, simulated woodgrain dash, long black steering column with thin wood and plastic steering wheel\u2014all the hallmarks of the dark days of \u201970s American car manufacturing are here! But what truly amazes is that, as poorly made as these components notoriously were, they are all preserved on this vehicle, like they were locked away in a museum. Not new, not shiny, but preserved. It\u2019s such a genuine \u201970s flashback, I\u2019d swear I could hear Flip Wilson and Mary Tyler Moore talking in the back seat.<\/p>\n

But give the steering column-mounted key a twist and the real purpose for this car\u2019s existence comes to life\u2014that Hemi engine. With a lumpy, bass note like a gorilla slamming around inside an Airstream trailer, the Hemi booms to life leaving the Shaker scoop on the hood to start its rhythmic dance. No amount of cheap plastic or vinyl can taint the automotive magic living under that hood. Grabbing the wood-handled \u201cPistol Grip\u201d shift knob, I dip the clutch, select first by driving the shifter forward with literally my entire arm, squeeze just a few ponies out of their cage and let the clutch pedal rise from the floor. The \u2019Cuda is off\u2026like a shot.<\/p>\n

\"Photo:<\/a>
Photo: Casey Annis<\/figcaption><\/figure>\n

Driving down the road the \u2019Cuda feels firm and solid. While the steering is both heavy and somewhat vague, once the car takes a set into a turn, it remains solid and feels locked in. While the steering is unassisted, and therefore heavy at low speeds, the brakes are power boosted which give them a positive, firm grab, without the need for the driver to push himself out the back of the bucket seat to slow the \u2019Cuda down. Of course, when discussing the handling properties of the Barracuda it\u2019s important to reaffirm in one\u2019s mind what the car is and what it isn\u2019t. The Barracuda is a Muscle Car, not a sports car. While it certainly turns and stops without problem, cornering was never its prime directive. The prime directive was to get from Point A to Point B in a staggeringly short period of time and to do that with a certain amount of \u201cHey world, check me out\u201d flair. In these two departments the Hemi \u2019Cuda is right on target. Choose any gear, bury your right foot and the \u2019Cuda launches forward with an incredibly satisfying roar. Grab that Pistol Grip and snap it back from say third to fourth and re-bury your foot and you\u2019ll see what good old fashioned horsepower can do\u2026and why the 1971 movie classic \u201cVanishing Point\u201d was made.<\/p>\n

The Hemi \u2019Cuda occupies a very unique place in the world of both Pony and Muscle cars. Built for only two years it was a reasonably affordable beast, made during a time when beasts were becoming extinct on American highways. The Barracuda started life as the first Pony Car and ended it as the last Muscle Car. For all intents and purposes, it ranks as the last giant of its time.<\/p>\n

The example featured on these pages will be auctioned at Russo & Steele\u2019s Scottsdale auction January 16\u201320, 2013.<\/i><\/b><\/p>\n

SPECIFICATIONS<\/b><\/p>\n

Bodyshell: Steel unibody<\/p>\n

Front Suspension: Unequal length wishbones with torsion bar.<\/p>\n

Rear Suspension: Live axle with elliptical leaf springs<\/p>\n

\"Photo:<\/a>
Photo: Joon Lim<\/figcaption><\/figure>\n

Wheelbase: 108 inches<\/p>\n

Front Track: 57.5 inches<\/p>\n

Rear Track: 61.3 inches<\/p>\n

Length: 186.6 inches<\/p>\n

Width: 74.9 inches<\/p>\n

Height : 50.9 inches<\/p>\n

Weight: 3,620 pounds<\/p>\n

Engine: Hemi V8<\/p>\n

Displacement: 426-cu.in. (6.9-L)<\/p>\n

Bore\/Stroke: 4.25-in x 3.75-in<\/p>\n

Carburetion: Dual 4-barrel Carburetors<\/p>\n

Compression: 10.25:1<\/p>\n

Power: 425-hp @ 5000 rpm<\/p>\n

Torque: 490-lbs\/ft<\/p>\n

Transmission: 4-speed<\/p>\n

Rear End: 9.75-in Dana 60<\/p>\n","protected":false},"excerpt":{"rendered":"

It\u2019s rather ironic that both the birth of the \u201cPony Car\u201d movement in the mid-1960s, and its eventual death in the early 1970s, would be brought about by the \u201ceconomy car.\u201d Perhaps even more interesting, and less well known, is the fact that the first car to officially enter this \u201cPony Car\u201d world and the last to renounce its muscle car ways would be the Plymouth Barracuda. Panda for the Masses The early 1960s saw a ground swell shift in […]<\/p>\n","protected":false},"author":54,"featured_media":525651,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2187,9348,17105,1982],"tags":[3919,6833,13061,17106,1998,21460,21462],"class_list":["post-492862","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-1970s","category-guides","category-model-guides-production-cars","category-plymouth","tag-1970s","tag-1970s-cars","tag-car-profiles","tag-model-guides-production-cars","tag-plymouth","tag-plymouth-model-guides-all","tag-plymouth-model-guides-production-cars"],"yoast_head":"\n1970 Hemi \u2019Cuda - Last Giant<\/title>\n<meta name=\"description\" content=\"Casey Annis test drives and examines the history of one of the last giants of the Muscle Car era \u2013 the 1970 Plymouth Hemi \u2019Cuda\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.supercars.net\/blog\/last-giant-1970-hemi-cuda\/\" \/>\n<link rel=\"next\" href=\"https:\/\/www.supercars.net\/blog\/last-giant-1970-hemi-cuda\/2\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"1970 Hemi \u2019Cuda - 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