(first posted 7/31/2013) Let’s get one thing straight: I love these E-bodies. While I might give a slight edge to the Challenger (I especially love the full-width taillights of the ’70), the Barracuda is equally good looking. One thing that let these cars down, however, was their cheap interiors. My brother’s first car was a 1973 ‘cuda 340. I drove it many times, and could never get over the sit-on-the-floor driving stance and doors that came above your shoulders. Nonetheless, I will always love them for their style. And the seldom-seen Gran Coupe spruced up the often stark interiors quite a bit.
At the start of the 1970s, Plymouth was still a serious contender against the other two members of the “Low-Priced Three,” with big, comfortable Fuselage Furys; solid B-body Satellites and Belvederes; the stone-reliable Valiant and its new Duster sibling; and, of course, the all-new ’70 “Bacaruda.”
Base Barracuda and sporty ‘cuda variants had returned from 1969, as had the convertible, but the fastback–the original Barracuda body style–was gone for good. However, there was now a pleasing new luxury variant available as the Gran Coupe.
Yes, the Gran Coupe was the top-of-the-line Plymouth, unless you considered the sporty ‘cuda model more worthy. Like its similarly-equipped Challenger Special Edition (SE) sibling, it was likely a response to the Ford Mustang Grandé (CC here) and Cougar XR7: a plush ponycar for those buyers so inclined.
The Gran Coupe added leather bucket seats in a special sew style (proto-Brougham?), a center console and other refinements. The leather buckets were also available optionally in the ‘cuda.
But the really cool feature of the Gran Coupe was its Flair Bird-like overhead console, which included low-fuel and door-ajar warning lights. Unlike the overhead console on my mother’s 1992 Grand Caravan ES, there was no digital clock or compass, sad to say. Note the “Gran Coupe” badging on the door panel.
Gran Coupes also got wood-grain trim that wrapped around the spear-shaped door panels. This particular example also has A/C, Slap-Stick automatic transmission, and rarely seen power windows. My brother’s ’73 had the Slap-Stick and console but, sadly, no A/C. Despite the white interior of his car (Hemi Orange and white top, non-original 340 Billboard decals on the outside), it was VERY hot in there while sitting at a light since the fresh air vents were not powered. The result was sweat dripping off your nose while waiting for the light to turn green!
I rode in the back seat once, and it was tight to say the least. At least the rear quarter window rolled down. Very unusual to see power-window buttons on one of these!
While many pan the E-bodies as rip-offs of the 1969 Camaro, I beg to differ. Yes, they do bear a resemblance, but I think the ‘cuda and Challenger look better. What’s more, you don’t see fifty 1970-74 Barracudas at every fricking car cruise and show–unlike 1969 Camaros. Ooh, a Camaro, how original!
image: imageshack.us
Interestingly, the Gran Coupe package was also available on the convertible for 1970 only, which created the somewhat incongruous “Gran Coupe convertible.” Obviously, they did not get the cool overhead console.
The model returned for ’71 as a V8-only coupe, but there were far fewer produced; only 1,615 of the plush $3,029 hardtops found buyers. Come 1972, only a base Barracuda and defanged ‘cuda were available (with 318 and 340 V8s only) with no convertible in sight.
On the outside, Gran Coupes received an argent-finish rear panel, bright side moldings, wheel lip and belt line moldings and the expected “Gran Coupe” crests on the tail panel and front fenders. Coupes started at $2,934 with the Slant Six and $3,035 with the base V8, and $3,160/$3,260, respectively, in drop-top guise. Finding one today is not especially easy, as only 8,183 coupes and a mere 596 convertibles were built. And unlike the ‘cuda model, no one is making fakey-fake “tribute” Gran Coupes.
So, seeing this one was a treat. At first blush it appeared to be a Plum Crazy ‘cuda, but my Brougham radar spotted the cool Gran Coupe badges a split-second later. I had never seen a Gran Coupe in person before, and the colors on this one were great. I love the overhead console! The only changes I’d make are a set of whitewalls and full wheel covers. Hey, the Rallye wheels look great, but this Broughamiest Barracuda shouldn’t try so hard to blend in with the rest of the ‘cuda herd!
I had forgotten that these even existed, and am not sure I ever saw one in person. That “Gran Coupe” badge looks a lot like the “Ghia” badge that would grace FoMoCo products within a few years.
I am surprised that leather was available in these, and again have never seen any Mopar of this era short of an Imperial with leather seats. But Chrysler around 1970 was a strange world where decisions got made that would not make sense in the reality shared by the rest of us.
I always found these really attractive, but I was totally put off by the awful interiors. This was one of the earliest versions of the molded hard plastic interior that I hated then and still do.
Leather was available as an option on ’68 and ’69 Plymouth VIP models. Over the years, I have personally seen one ’68 VIP Coupe and one ’69 four door hardtop so equipped.
Mr. Bill
I was amazed by that fact too.
The seats in this example aren’t leather, are they? They look like “luxury vinyl”.
I just checked on OldCarBrochures.
Apparently they are in fact leather. More specifically, the seating bottom and back are. The bolsters are vinyl.
I guess it’s just hard to see the difference in textures from pictures. And I’ll also bet that the leather inserts weren’t the “Fine(est) Corinthian Leather”.
Agreed Brendan, the seats in the pictured subject car just don’t have the same rich appearance as the black leather shown in the advertisement. To me, it looks like the seats have been redone in vinyl but closely matching the original pattern.
Mr. Bill
As per most cars. Only the seat surfaces to save costs My Jap spec Miata
is the same..
I had a ’70 340 Cuda but now I am suspecting it may have been a Gran Coupe. The hood was not original and it had Gran Coupe badges on the interior but not exterior. But it did have the black matt rear panel that 340 Cudas had (not argent) and it came with a “Slapstick” automatic. It had the rare display panel on the ceiling and shark fin panel below the doors, which no one mentioned. It didn’t have the speed of a 340 so I suspect it may have been the 318 you could order in a Gran Coupe. I don’t have the VIN number so I can’t tell…very confusing now that I think back 35 years!
The only engines available in the Grand Coupe Was the slant six and the 318 V-8
The 2 and 4 barrel 383 were available on Gran Coupe and base Barracudas, same as non Road Runner intermediates.
Purple is my favorite color, but I wouldn’t want a whole car painted in it. Otherwise, the Gran Coupe is the Barracuda I’d want. Except that I really, really wish Plymouth would have figured out how to spell Grand.
An Italian twist ? Like in GT, Gran Turismo.
BMW also uses Gran Coupe (6-series), doesn’t sound like Bavarian to me….
How about Grande?
Sounds Great !!
Buick didn’t get the memo either.
I like that font, the classic GS is always cool, but there is something cool about that 73 GS font.
A Cadillac Sedan de Ville is actually a Cadillac Town Car.
And the official name for a Plymouth Roadrunner is a Plymouth Geococcyx.
What’s in a name ?
By the way, Buick should have stuck to GM’s house rules: French names and spelling.
I know this is an old comment but I had to say…
THEEEE LOOOVE BOOOOOAAATTTTT
I had a 1970 barracuda Deluxe Coup! I have not heard of this style acknowledged anywhere. Could this had been a very rare one?
> What’s more, you don’t see fifty 1969 Camaros at every fricking car cruise and show!
I think you meant “fifty 1970 Barracudas”. Other than that little nitpick, great article!
Any Barracuda with wire spoke wheel covers looks weird, brougham edition or not. Not quite as strange looking in conjunction with a vinyl roof….
http://storm.oldcarmanualproject.com/plymouth/1970barracuda03.jpg
Right you are. Will fix.
I LOVE these Barracudas! And Plum Crazy is my favorite color they came in!
That’s amazing about the overhead console. I thought they were a late-80s innovation. And though I knew about the rarely selected power window option, it’s still amazing to actually see it. I’ve only ever seen it on one other Gran Coupe on ebay before.
Count me among those unimpressed by “Rallye” wheels. They look like the sad little steelies on my old Horizon. Magnum 500s with whitewalls would be just “gran” on this car.
YES, thank you sir. I actually find the whitewall/wire wheelcovers quite attractive on the purple car above. Maybe it’s because the pictured car is just so darn attractive. The more I look at photos of this particular year & model with its overhead console, white interior, door panel emblems, argent rear filler panel, etc. the more sensual it looks to me.
Too bad they’re probably more scarce than the Hemi cars at this point.
I love whitewall tires on pretty much anything old and will never understand the Whitewall Sux mentality. The same guys that scoff at white striped tires are the ones painting white stripes on their Chevelles, Cameros*, Cutlesses*, pickups, etc. And how can red-stripe tires be so cool if whitewalls suck so bad?
*intentional
Spelling LOL. Extra points if you defend your Camero by calling the haters “morans”!
Loosers!
I don’t think that steering wheel is correct for that year E-body. It wasn’t used until maybe ’72 when it became the standard steering wheel (with the ‘Tuff’ steering wheel optional).
I wish people would disclose their “customization” when they show their cars. I like knowing how the cars were originally equipped and feel like I’m being lied to when I actually spot a real discrepancy.
I’m not bashing adding options or anything…. (I’ve done it)…but it sure would be nice to really know how these things were built.
the colors and options are the perfect choice for the Gran Coupe in the 71 promotional shot.
There is a local Grand Coupe that does the car show rounds down here, its a silvery green color, with the simulated alligator skin top!
Thanks for showing me another car I’d not heard of before.This one is just right unlike the Charger SE from the other day.I never realised they were so cramped in the back.
I don’t know anything about cars from the sixties/early seventies, but the nerd in me was tickled to see power windows in a muscle car.
I’m always curious as to how many “luxury” options were available on muscle cars. Camaros, Birds, Chevelles, Cudas. Were these cars always available with leather, power windows/locks/seats, etc.? It always looks like an aftermarket feature on these things to me. I saw an early-70’s Chevelle on eBay with power windows but I’ve never seen a Camaro/Bird/Mustang from this era so equipped.
The Barracuda is a “pony car”. It’s only a “muscle car” if it has the performance to warrant the name. 🙂 Regardless, power windows in a Barracuda is probably pretty rare to see.
Tom didn’t say what engine is in this example, but he did point out that the Gran Coupe was available with a slant-6 or a 318, in which case not a “muscle car”. With the A/C, I would hope that this one has at least a 318.
Jeeze, I hardly saw ANYTHING with power windows in the 60s, outside of Cadillacs, Lincolns, big Buicks, and the like. On anything else, they were highly unusual. I know they were on some option lists, but cannot say on the ponycars. I do know that the GM A bodies from 1968-72 offered power windows, because our 72 Cutlass was the first car my mother ever had with them. I can confirm that they came on the Studebaker Avanti, because the red 64 that the guy down the street had from new was so-equipped.
As for leather, I never saw it on a ponycar or muscle car, ever. Ditto power locks. Not saying that these were not occasionally offered, but if you found one, it was something like a unicorn.
GM A-bodies before 1968 also had power windows, almost every GM car made had available power windows in the 60’s, with the exception of the Corvair, which never had them available ever.
In sixties Uk you had to by an American car or a Rolls to get power windows until the 1966 Vauxhall Viscount, the first mass produced British car to get them as standard.
This is a great Barracuda!
Regarding luxury options on Pony Cars: power windows became an option on Cougars in ’69, and Mustangs in ’71. There were optional on mid-sized Mercurys and Fairlanes/Torinos beginning in ’68, IIRC. Little known fact is that could also get a 4-way power seat on Cougars beginning in ’71. The Tilt-Away steering column was an option on ’67-’69 Cougars and Mustangs, moving to a tilt-only steering column in ’70. Speed Control was also optional on Cougars and Mustang in ’67-’69, but with so few takers it was discontinued in ’70. And most all ’67-69 Cougar XR-7s have leather seating surfaces (there was a delete option/credit to replace it with Comfort Weave vinyl or, in ’69, Shelby (plaid) Cloth); beginning in ’70, it was standard leather or optional cloth upholstery. No factory leather upholstery in a Mustang until ’79.
There were many luxury options available on 1970-71 Barracudas and Challengers – it seemed the entire oeuvre of Mopar drivetrains and options were on offer. Slow sales of the ’71 models ended that; for ’72 both the top and bottom of the engine range were lopped off, as were luxury options like power seats, leather upholstery, and power windows. Also gone were sporty suspension upgrades and the convertible body style.
Again, not ALL Chevelles were “Muscle cars”. And yes, they could be had with vinyl tops and power accessories. Not an “aftermarket feature”
And yes, there were actual Chevelle Station Wagons and 4 doors! 🙂
It wasn’t until 1974, when the Malibu Classic came out that a full ‘luxo’ Chevelle was offered. But then the super car era was over.
Actually it was the ’73 Laguna, which was positioned as the luxury Chevelle for that year only, before becoming the sporty Chevelle for ’74-’76.
I have no doubt that they’re incredibly rare, but I have seen power windows on a couple of ’57 Chevys.
Power windows were extremely rare on anything smaller than a mid-size car (Chevelle/Torino/Satellite), until the first Ford Granada in 1975. Power seats were offered on a few of the mid-sizers, but NEVER on anything smaller through the sixties and early seventies. We tend to look down on the Granada today, but it was a huge success when introduced (my local Ford dealer had a waiting list), and set the trend for downsized luxury cars for years to come.
This is an area where Ford Australia was ahead. Because the Falcon was the mainstream model, there wasn’t the pressure to move customers ‘up’ to a bigger car (though they were available). But a fairly full complement of luxury features could be optioned in.
Here’s the options page from the XY brochure of ’70-’71.
The 1970 E-Bodies are interesting in that they are far more popular today as collectible automobiles than they ever were as new cars. Someone once said that Chrysler in the early and mid-1970s always “zigged” when it should have “zagged,” and the history of these cars is Exhibit A in that regard.
Sales of the 1970 models were disappointing to Chrysler. Total Dodge Challenger and Plymouth Barracuda sales that year were about 130,000 units, and Chrysler apparently expected that much volume out of the Barracuda or Challenger alone.
The 1967-69 Barracudas were very handsome cars, but the biggest V-8s didn’t fit into their engine bays. The 1970 models were designed to easily accommodate anything from the slant six to the Hemi V-8. Unfortunately, they debuted after the muscle-car craze was essentially finished.
The amount of trim and engine options turned out to be overkill, especially when E-body sales collapsed for 1971. Chrysler began quickly paring back the engine options and eliminated the convertible body style for 1972.
It’s interesting how much hoopla accompanied the introduction of these cars in the fall of 1969, and how quickly their impact faded. They were pretty much unloved and unmourned when Chrysler pulled the plug in the spring of 1974.
One wonders how the cars would have fared after 1974, given that the Ford Mustang had morphed into the subcompact Mustang II, the Mercury Cougar had become a mini-Lincoln Continental Mark IV and the AMC Javelin died after that model year. Perhaps a lightly facelifted Challenger and Barracuda could have shared in the sales bonanza enjoyed by the Chevrolet Camaro and Pontiac Firebird later in the decade.
I often thought the Dart/Demon/Duster combination took sales away from the E bodies.Ford took care not to make the Falcon and Maverick into a Mustang fighter
The E-body is a perfect example of one of those cars that is much better in legend than reality. In fact, the E-body was so bad, was so expensive to produce, and sold so poorly when new, that it has the potential to actually be a considered as a candidate for Deadly Sin status.
If not for the money Chrysler ended up spending/losing on the E-body, they might have had enough to actually engineer the F-body Aspen/Volare properly.
According to the Allpar story on these, key people were demoted over it.
The Mustang II was kind of the exact opposite – derided and laughed at today, but a profitable hit in its time.
Those buckets on the featured Charger SE & this Barracuda look like one would slide right off of them. Did anyone in Detroit give half a thought to ergonomics then?
Half a thought is about right. Ergonomics was way down on the list of design priorities after styling, production economy and (from 1968 on) federal motor vehicle safety standards.
Also, a lot of Detroit “bucket” seats didn’t offer a whole lot more lateral support than a bench. I don’t know if it was a cost issue (“Look, Steve, I’d like side bolsters, too, but they’ll add 75 cents to the cost of each seat and we can’t have that”) or Detroit’s occasionally ludicrous obsession with mass appeal; side bolsters tend to be confining for people with, shall we say, a wide rear track.
The other problem was that the seat back angle frequently wasn’t adjustable for rake. I don’t remember if the E-bodies had rake adjustments for the front seats or not.
Rake adjustment is a head-scratcher. The Imp has 6-way power seats. The rake is fixed for the driver. The passenger gets to recline. Is lumbar strain meant to keep me awake and alert?
Reclining seats back then were looked down on as an “AMC thing”, and Big 3 were in the “not invented here” syndrome. Even as late as early/mid 80’s, most US cars still had fixed backs.
Reclining seats were also looked on by Detroit as being for sleeping, not finding a comfortable rake for the driver. It was common on ’70s and early-’80s Detroiters to offer a reclining seat for the front passenger but not the driver.
My 74 Vega GT had an optional “reclining” feature for the driver seat only.
You flipped a little lever on the left side of the side and wow! the seat back reclined slightly. Very slightly, like hardly at all. Strange…
I know these cars didn’t sell as well as Chrysler had hoped – the competition-from-Duster argument seems logical – but what if the fastback body style had been retained? Did the Camaro/Firebird, by adopting fastback styling just when Barracuda was going to notchback, pick up sales they otherwise wouldn’t have gotten?
Obviously the fastback Barracuda had a great deal more utility, with the folding rear seat, but presumably Chrysler did some research (or not) and decided that feature wasn’t sufficiently popular to justify the expense of offering three body styles. At least they did retain the convertible a while longer, unlike GM.
Personally I’d want a habitable rear seat if I were in the market for a Plymouth of this era when they were new – perhaps a ’71 GTX (msrp $3733 including the base 440 motor).
I don’t think continuing the fastback theme would have made much difference. There were more fundamental problems.
First, by 1970, the pony car market was contracting. Mustang sales were down more than a third from 1969. Camaro and Firebird sales sank quite a bit, too, despite the new styling. (Some of that decline was due to the strike that delayed the introduction, but 1971 wasn’t any better.) Blame insurance rates and the fact that the kids who bought Mustangs were now having kids and needed something more than a pony car back seat.
Second, the E-body Barracuda and Challenger were definitely in the battleship class as far as pony cars went; both were (in a structural sense) basically cut-down B-body intermediates. They were big and fairly heavy, although they had tiny trunks and almost no back seat room. If you just wanted a sporty-looking coupe with a six or a 318, the Duster was a lot more practical and a bunch cheaper.
If you wanted a Supercar, a Duster 340 was lighter, a lot less expensive (more than $200 cheaper than a six-cylinder Barracuda hardtop) and in good tune would give anything short of a 440 or Hemi E-body a run for its money. The big-engine E-bodies that everybody wants today would run you more than $4,500 and if you were under 25 would cost as much to insure as the monthly payment on a 36-month loan for a new Duster. Then there was the matter of feeding and maintaining a Hemi or 440, which wasn’t cheap, especially if you had to put some of your income toward baby food and diapers.
Basically, the E-bodies’ problem wasn’t styling or performance, but the fact that they were out of step with the market. Add to that the fact that the Barracuda had never been a big seller and it’s not a big surprise that sales weren’t so hot.
Although I have no figures, I would imagine that the high-water mark for big-block ponycar/musclecar sales would be the first generation Camaro SS396. Chrysler undoubtedly saw this and, as usual, planned the next generation Barracuda (and the variant that the Dodge dealers had been screaming for) accordingly, figuring by the time they got their Camaro SS396 clones to market, there’d still be plenty of buyers. Boy, were they wrong.
The thing that really killed the E-body was the much cheaper , more practical, and nearly as fast Duster 340. It’s worth noting that those within Chrysler who were responsible for that car weren’t exactly heroes. The problem was that although the Duster sold great, the profit margin wasn’t nearly as large as the E-body.
The numbers I’m finding for first-gen SS396 production suggest something fewer than 40,000 cars for all three years combined (and that’s probably generous because I don’t want to bring up a calculator). I don’t know how that compares to total big block Mustang sales for the same period, although my guess is that it’s a similar percentage and fewer in actual numbers.
Of course, the point of the big-engine pony cars was not that they sold in huge numbers, but that they got the buff book editors and amateur street racers excited, earning ink and word of mouth that helped to sell 289s, 302s, and 327s (as appropriate). I can see Chrysler being very frustrated by the “almost, but not quite” reviews of the big-engine A-body Barracudas; the 440 had the suds to be the class leader in raw performance, but since the RB had to be shoehorned into the A-body and the 440 again precluded power steering, it ended up seeming more like a shade tree conversion more than a complete package.
This is the point where reacting to the market rather than looking ahead really kills you. The pony car market was always more heavily skewed toward base V-8s than any of the performance engines in actual sales volume. Given the upward trend in price and insurance rates, it shouldn’t have taken a lot of prognostication to realize the big-engine cars were in danger of pricing themselves out of the market and that designing the cars around the big block engines might not be the best idea.
I don’t want to single out Chrysler too much on that, since Ford made pretty much the same error with the 1971-73 Mustang. Ford, however, had two advantages: first, the value of the Mustang name and second, the fact that Ford limited (whether wisely or just fortuitously I don’t know) sporty packages for the Maverick to the cosmetics and a base 302. The Maverick had enough mechanical commonality with the Mustang that it wouldn’t have been much of a trick to offer a 351 Maverick with a Mustang HD suspension, but that probably wouldn’t have done Mustang sales any favors.
Thanks for all the detail – I enjoy your site too.
It really is amazing, how the utterly dull 1967-69 Valiant short-wheelbase slant-6 two-door sedan gave way to the Duster, which (despite the Valiant front end) was both better-looking and more practical while providing a more suitable home for the larger engines. In retrospect those sportier Dusters don’t attract much attention, perhaps, but they clearly made a difference at the time.
I’d meant to add that I helped maintain a girlfriend’s 15-year-old ’67 2-door Valiant (purchased from her boss’s wife for $500) for 2 years in Minneapolis. Inevitably, this required me to replace the heater core during mid-winter. Because I knew that car intimately, I’d be interested to learn more about how the Duster emerged from it. (She moved away, I sold the car for $500, and 10 years later she introduced me to my wife-to-be, so it all worked out fine.)
Honestly, part of the reason the Duster sold so well was probably that it looked better than the standard Valiant sedan. The Duster wasn’t a gorgeous car (although I prefer it hands down to the gawky Chevy Nova), but it was decent enough that it may have gotten people who otherwise hadn’t considered a Valiant to recognize the cars’ other virtues.
Glad to see them referred to as “Supercars”. Muscle car term was never used back then. Always called Supercars when they were new.
With ChryCo losing money in the late 70’s, the E bodies would have been replaced by the FWD L cars anyway.
When younger car fans are surprised to see a “Gran Cuda” or Mustang Grande’, they have to realize the Pony Cars were not just ‘muscle cars’ alone. They were unique bodied compact coupes, that could be optioned from plain to Hi-Po. As with other coupes of the time.
Just that the modern Big 3 coupes [Mustang, Camaro, Challenger] are labeled ‘muscle cars’ by the Media.
I’ll just come out and say it: Best looking cars EVER built! Reasonably short, low, wide, tons of tumblehome, perfectly proportioned wheelbase/overhang ratio, wide tracks and great details. Practicallity be damned!!! The first generation Camaro comparisons are valid, but then again, those too were pretty blatant knock offs of hardtop Mustangs. I just always considered that the “ponycar look” for coupes.
Always was a huge fan of E bodies, and I too have an overall slight lean towards the Challenger more so than the Barracuda, although depending on year. I might rather have a 70 Challenger over a 70 ‘Cuda but vice versa for 71 for example(I’m a fan of quad headlights). I think the subtle bodylines of the Plymouth are more attractive though, especially the exaggerated hips starting above the door handle, I always loved that touch.
I never got the hatred of the interiors. I think they *look* great. The door and sail panels are definitely plasticy, but virtually every newer car interior has that problem, so maybe I just got used to it. I think the dash design is attractive, is well built and par for the course for the era(padded vinyl cap up top, painted metal bottom) and seems well laid out(for the driver). The high back buckets are sweet and the consoles are really cool as well.
thank goodness theres at least one left that avoided being cloned into a ‘Cuda and it even has a flat hood! Bitchin’!
The 1964 1/2 Mustang was advertised as a car that was “designed to be designed by you.”
It was one of the first cars with an extensive options list, and indeed, you could mix and match the up-level interior (Galaxie 500 spiffy if not more so) with a sedate six or get a stripper with the 271-hp hi-po V-8. And the engine bay could take a 390, although they didn’t become available till later.
Even then, the best package for any of the pony cars wasn’t the big-block option, but the hottest small-block, as those didn’t kill the handling. I’d take a ‘Cuda with a hot 340 over an understeering 440 any time. Brock Yates went with a built-up 340 for his Cannoball-conquering Challenger. Same with the Z/28’s all sporting 302’s or LT-1 350’s. The Trans Am’s had 400’s and 455’s, but Pontiac had only one basic V-8 design for all displacements, save for the shortened-deck 265, 301 and race-only 303. A 350 looked and weighed about the same as a 455.
AMC, Buick and Oldsmobile were similar. A 455 Buick weighed the same as a small-block Chevy.
I have to ask – could any engine be had if one bought a Barracuda Gran Coupe?
For example, could you technically order the 440 Six-Barrel or the Hemi with these beasts?
According to the brochure the top engine choice for the gran coupe was the 330 horse 383. The 335 horse 383, 340, 440(magnum and six barrel) and Hemi were reserved for the ‘Cuda
Beautiful car. What does the license plate mean, though?
The “EA” is for “Expanded Use Antique Vehicle”: http://www.cyberdriveillinois.com/departments/vehicles/license_plate_guide/antiqueexpand.html
Quote: “The mechanical and physical condition of the vehicle, including brakes, lights, glass and appearance, must be the same or as safe as originally equipped. An antique vehicle may be a “bona fide replica” – an exact copy of the original in design, frame and mechanical operation. “Facsimiles” – close, but not exact, reproductions of the original -do not qualify for Expanded-Use Antique Vehicle plates.”
The “70” is obviously the year, but no idea what the “LIND” means.
Could it be owned by Linda or a Lindberg ?
Lind stands for Lindstrom….our last name
Check my concourse quality 70 Gran Coupe convertible. This is a calendar shot of it from my archives. I am a Mopar show judge for 3 national level shows and I have never seen another restored to this level. This is the weakling 318 2bbl, with single exhaust. It is fully optioned out with power windows, A/C and leather,,, and more. I take special pride in the somewhat rare luggage rack. By the way, I do have another set of stock rims with the fake wire spoke hubcaps they came with.
Just saw this article and to reply. I have a GC that I bought new and has 26,400 original miles. Sat so long that I did a full resto on it. Did not do the Cuda swap like most. Very happy and proud of my Gran Coupe. Did put a shaker on it as I Have always wanted one from day one but at that time they were not an option. Have all original parts in storage. Mine is a 383, 727, B7, ac
Curt’s car is featured here:
http://www.moparmusclemagazine.com/featuredvehicles/e_body/1403_1970_plymouth_barracuda_a_dream_come_true/
It is an awesome restoration! Chris, you should track him down and check it out!
The Barracuda Gran Coupes are out there, but are a rare sight, especially restored to this level of quality.
I have a 1970 Barracuda Gran Coupe is solid shape. The body is solid with a little rear quarter panel rust. The driver’s door looks like it has been replaced and the interior is a but rough. Any suggestions on where I can get info on parts and restoration techniques would be greatly appreciated
Dennis,
Go check out http://www.cuda-challenger.com
It is a board with a lot of good folks that will help you with any questions you may have.
As far as interior parts go, http://www.legendaryautointeriors.com/2197/GRAN-COUPE-70-71/catalog.html has a lot of reproduction items.
Sheet metal pieces are very plentiful now, and all of the major repro houses stock parts: Year One, Laysons, AMD, and http://www.RosevilleMoparts.com
I love seeing these Gran Coups. In 06-1973, I was 19 and bought a 70 Gran Coupe Barracuda in Sublime, with the white leather buckets, and white vinyl top. It had the chrome deck lid rack, A/C, 335 hp 383,, posi trac and 4 speed with the reverse back up, door ajar, and low fuel lights in the headliner console, I worked at a Dodge dealership in Las Vegas Nev., so I did get a few goodies including a much stronger clutch via Direct Connection, and bigger 4bbl (Holly). She had a set of factory dual exhaust, that would rattle the windows in the shop at work. The neighbors hated that car. Any way, like every one else, wish I still had it.
I had a green 73 Barracuda with white leather buckets and white vinyl top. It was in So Cal and had A/C, 335hp 383. My husband bought it for me (it was used, but barely) and I drove it to work (I taught school) on the freeways…it was such fun to drive and got me everywhere….fast…! I grew up driving cars with big engines, so I probably didn’t appreciate what a gem it was. When we divorced my husband insisted on keeping the car….we also had a Plymouth VIP at the time which was “his” car. Guess he switched and started driving the Cuda. I never knew what happened to that car, but would love to drive it again!!!
I work for the Sheriff’s Office in Memphis, TN. One of our officers pulled this Gran Coupe over on 06/10/2015. When the officer exited his patrol car, the driver of this Gran Coupe ran off on foot. The vehicle was towed to our seizure lot where it is being held for investigative purposes. Initial research revealed this Gran Coupe was purchased by fraudulent means. After reading other comments, I guess this isn’t a true Hemi ‘Cuda after all.
Interior
Under Hood
I once owned the 1970 Gran Coupe convertible when I lived in Iowa. Beautiful car. It was involved in a accident and I sold it and bought a “mini Corvettte” an OpelGT. Great cars for a twenty something.
Doug
I have a 1970 Barracuda gran coupe, special ordered 335 horse 383,727,optional am 8 track(cost over 300 bucks in 1970), leather seats, overhead console ect. Its numbers matching and completely original down to the am 8 track in the dash. Its ef8 ivy green metallic from the factory.The ivy green metallic really pops with the white vinyl top. I started the nuts and bolt resto a few years ago, everything is new, i just need time to do the complete reassembly. Every nut and bolt where gone thru and i built a rotisserie when i was doing the body.
People mix up the muscle car thing all the time.
Officially it was a mid sized car with a full sized car’s performance engine.
You started seeing pony cars, small cars, mid sized cars, full sized cars, and two seaters with good engines getting called muscle cars, when super cars covered all of them.
People gets the names mixed up.
Some cars had the same name as cars the performance versions.
So everyone thinks a Camaro, Firebird, Chevelle, Charger, etc. we’re all muscle cars and not just the Super Spoers, Trans Ams, Fomuluas, RTs, etc.
I have noticed that seems to impact sales values now.
With people thinking their Charger or Cutlass or Barracuda or Chevelle is the same as an R/T, 442, or ‘Cuda, or SS.
People don’t seem to mix up their Tempest, Lemans, or Satellite with a GTO or Road Runner.
Yep, some casual car fans call any old RWD 2 door a “muscle car”. Even full sized/Personal Lux coupes from 1970’s.
Now, the current D3 sporty cars [Camaro, Stang, Challenger] are called “muscle car segment”
I call it musclecar creep. As auction-headline prices drive up the value of the real muscle cars particularly from the golden era of the late ’60s, people take another look at the next best thing. So, four-doors, compacts (other than Nova SS and Duster 340), post-downsizing PLCs like the GM Gs and long wheebase Ford Foxes, and wagons, wagons, wagons.
Now that I think about it, this is a good thing no matter what people call it.
I think it’s because of availability, the real Muscle cars have all been snapped up and are priced into the stratosphere, so for those who want them without choosing between a car or a home, a Barracuda or Satellite coupe will suffice to give them their dream muscle car.
This of course opens up the whole topic of fakes and restomods, and I see both sides of the argument, but when you buy a plain model of one of these cars with the intent of putting in a big block or built engine that would leave the numbers matching real deals in the dust, it’s hard to proclaim “well that’s not a muscle car!!!” A lot of sellers pitch these regular models as Muscle cars because they have the potential to be “converted”.
The way I personally deal with it is I see the term “muscle car” as an affectation of a certain period and execution of car like hot rod, which generally defines custom cars based on 20s-40s models. You can then “create” a muscle car based a regular car in the same way. I call real real factory designed “muscle cars” what they were often referred to when they were new – supercars.
I saw a car TV show, “Mob Steel”, where the shop took a ’74 Road Runner*, [“malaise era”] and modified it. They said “since it’s not a ’68-’69, modding it won’t affect its value”.
I’d rather see ‘malaise cars’ modified/resto-modded, that then yet another “clone” of ’69 Camaro COPO/’70 Hemi Cuda.
*Said ’74 RR was stolen, so it did have some value.
Would be pretty funny if the thieves restored it back to stock, quite the moral dilemma!
I really only have a problem with that sort of thing when they start with a nice car. If the body has a bunch of rust, no drivetrain, trashed interior etc. do what you want with it.
I also have a Gran Coupe CONVERTIBLE 318 4-SPEED 1 OF 18 MADE. Black with white int & top. PS PB A/C rallye dash & wheels luggage rack light pkg rim blow wheel, am/fm radio, console. I Plan to keep it stock. Why put a big block in it and make just another clone. Their are a lot more fake 340,383,440, & Hemi cuda’s then their are unmolested original convertibles.
Yes, the Barracuda Gran Coupe was suitably broughamy for a ponycar, but it couldn’t quite match the Challenger SE and its limo-style back window.
Odd, I thought that the Gran Coupe also had the small rear window and a standard vinyl roof.
In 1973, I went to visit my sister in Teaneck, New Jersey. Parked outside her apartment building was a 70 Gran Coupe, a dark green with black vinyl roof and I seem to remember a badge saying it had the 340…or maybe wishful thinking?
I seem to remember that one of the biggest criticisms of these cars when they were new is that they were merely Satellites/Coronets that were shortened. As a consequence, they were heavier than their competition. I thought they were good looking cars, but must confess that I have neither driven one or even ridden in one.
Going off-topic here, but a grammatical question arising from the article: Shouldn’t the plural of Fury be Furies?
Or maybe you don’t do plural forms like that in American English? Here in Australia we were always taught (well, 50+ years ago) that if a word ended in ‘y’ you’d change the ‘y’ to ‘i’ and add -es.
I’ve noticed this before on other sites too; more than one Chevy becomes Chevys, for example. Is this another American English difference, or is it purely automotive in nature? Or has the whole language changed, and I’m still using an archaic form?
I am no scholar but, there are some things about American English that defy all logic, you just have to know how things are and go with it.
No. proper nouns (like names) are pluralized by adding an s to the end. Adding “ies” changes the actual name. You wouldn’t call more than one Kennedy the Kennedies, would you?
Fury in this case is a proper noun (capitalized). if you’re talking about the common noun version of fury, than it’s the furies.
Chevy is not its given formal name, but has become one, so according to the rule, the plural is Chevys.
Are the rules different elsewhere?
No, the “whole language hasn’t changed”. These car names are trade marks or brands. “Chevys” has been in use for decades.
Going back, there were many ads saying “We got lots of Chevys on sale!”
….which is also grammatically incorrect. Those ads should read, “We’ve got lots of Chevys on sale!”
But since the Grammar Police don’t normally patrol this site (thankfully), I’ll let you off with a warning. ?
Great article- glad it was reposted. Regarding power accessories on mid-sized cars- I had a ’69 Charger SE that had, among other options, Leather (front bucket seats), Power Steering, Brakes, and Windows, Factory A/C, and a six-way manual bucket seat. I strongly suspect the original owner ordered just about every available option. It had a 383 4BBL with an Automatic, which was the largest engine yu could get without going to a R/T.
Ah, for one of these ’70 Grand Coupes with one of the Mod vinyl tops! You can’t get much more stylish (in a 1970 sense) than that!
I had one, a ’70 with a 2bbl. 383, 727, PS/PB/AC. No leather, had a black vinyl interior with cloth houndstooth seat inserts. White with a black vinyl roof. Fun car to drive, good brakes (disc), ‘Slapshift’ console shifter. Years after I sold mine to a friend, my brother bought a near-identical one, only difference was it had the 330 h.p. 383 4bbl.. Both had those Chrysler wire-wheel wheel covers that later showed up on the Cordoba.
I had a 70 Gran Coupe, with the 440 4bbl. Mine had AC/PS/PB/PW, but the brakes were drums on all 4 wheels. It’s previous owner had replaced the wheels with 5 spoke aluminum slots, and 60 series tires before I bought it. I gave it away to my brother, after he totaled his 1970 Charger 500. My wife and I still miss that car.
You just made me go out and check my garage. Yep, my rallye red Gran Coupe is still there, and I had it out the other night for it’s birthday, 9/19/1969. Strange as it may sound, I am the second owner and the tail panel has always been red and not argent. I spoke with Galen twenty years ago while in Carlisle and he advised that I should keep it as it came out of the box. White interior, white vinyl roof, 318 2barrel, and 904. Yes, I have the build/broadcast sheet and all the numbers match. Coming up on 120,000 miles and I have no plans to retire it.
The 1970 Grand Coupe was my first car. A Yellow, 318ci, 2bb, 4speed pistol grip hurst shifter with a black vinyl top. I wish I still had this car. It was a lot of run.
I have never liked anything about the Mopar E-body (except the sound of the starter), and I don’t foresee that changing.
Also, in England, “gran” is a common familiar term for “grandma”.