31

Listed Now

$68,957

Avg. Asking Price

1970–1982

Year Range

Transmission Distribution

Automatic 65% ◄

Manual 32%

Condition Distribution

Excellent 10% ◄

Good 16%

Fair 6%

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Mopar E-body rust on Challenger follows the same patterns as the Plymouth 'Cuda. The lower fenders behind the front wheels, the rear quarter panels (lower and upper at the rear glass), the trunk pan, the trunk drop-offs, the rear frame rails, and the floor pans are all standard rust zones. The rear window channel on coupes traps water and rots from inside out. Mechanically, the Mopar B and RB big-block V8s (383, 440) are bulletproof when maintained. The 426 Hemi requires specialist setup — cross-ram intake, dual four-barrel carburetors, and solid-lifter valvetrain need attention from someone who knows the engine. The A833 four-speed manual and Torqueflite 727 automatic are both robust. The 8.75-inch and Dana 60 rear ends are strong; broken stub axles are uncommon except on extremely abused cars. Body alignment is a particular concern for E-body Challengers. The unibody is structurally lighter than Mustang and Camaro of the same era and is prone to flex damage on hard-driven cars. Push down on each corner and watch the doors. They should not move relative to the body. Inspect the rear frame rails for rust and impact damage. Electrical issues vary. Original wiring harnesses are 50+ years old and prone to chafing. Voltage regulators on 1970-1972 cars commonly fail. Ammeter wiring on dashboards has caused fires in some cars — always check the back of the gauge cluster for heat damage and consider a voltmeter conversion. Vacuum-actuated systems (heater controls, Tic-Toc-Tach optional) commonly fail and require careful repair.

Fender tag and broadcast sheet are the gold-standard authentication for any Mopar E-body. The fender tag (riveted to the driver-side inner fender) is a coded plate listing all factory-installed options. The broadcast sheet (the build sheet that traveled with the car through the assembly line) is often hidden under the rear seat, in the springs of the front seat bottom, behind the back panel of the rear seat, or stuffed into the heater box. For any Challenger R/T claim, verify the fender tag R/T option codes. The 5th digit of the VIN identifies the engine code: G=318, H=340, J=340 Six Pack (T/A only), L=383 4V, U=440 4V, V=440 Six Pack, R=426 Hemi 8V. Cross-reference all three (VIN, fender tag, engine block partial VIN) and demand a Galen Govier inspection for any car priced over $150,000. For T/A Challenger claims (1970 only), verify the unique equipment package: 340 Six Pack engine (three two-barrel carburetors), side-exit exhaust system, fiberglass hood scoop, strobe-stripe graphics, and special suspension. Only 2,400 T/A Challengers were built — Galen Govier inspection is mandatory for authentication. Body alignment is the second non-negotiable for E-body cars. The unibody is structurally weak compared to other muscle cars of the era — heavily flexed cars show up as misaligned doors, cracked windshields, or trunk lids that don't close right. Push down on each corner of the car and watch the doors. They should not move relative to the body. For Hemi Challenger claims, demand specialist authentication. Forgeries with re-stamped fender tags and Hemi engines from non-Challenger donor cars are well-documented in the market. The Hemi engine has unique casting numbers, special engine mounts, and specific stamping codes that verify originality. Document the car. Photograph every panel, every fender tag, every chassis number stamping, every engine bay component, and every identifying tag. Build a comprehensive case file before purchase.

1970-1971 Challenger pricing varies dramatically by engine. Base 318 hardtops: driver-quality $32,000-$55,000. 340 R/T cars: $50,000-$85,000. 383 R/T cars: $55,000-$95,000. 1970 T/A Challenger (only 2,400 built): driver-quality $90,000-$160,000. Documented numbers-matching cars: $130,000-$220,000+. Convertibles in T/A spec do not exist (T/A was hardtop-only). 1970-1971 440 R/T cars: driver-quality $80,000-$140,000. 440 Six Pack R/T cars: $120,000-$220,000+ documented. 1970-1971 Hemi R/T cars: driver-quality $250,000-$450,000. Documented numbers-matching Hemi R/T hardtops: $400,000-$800,000+. Hemi R/T convertibles (only 9 built across two model years) approach $1.5M-$2.5M+ at top auctions. 1972-1974 Challengers: driver-quality 340/360 cars run $30,000-$55,000. Documented original cars in good condition: $42,000-$70,000. The 1973-1974 Challenger Rallye package (the closest thing to R/T trim post-1971) commands $35,000-$60,000. Convertible Challengers (1970-1971 only): add 30-50% premium over equivalent hardtop pricing. Driver-quality 1970-1971 base convertible cars run $55,000-$95,000. Project Challengers start around $20,000-$40,000 for non-numbers-matching base cars. Stripped E-body roller candidates without engine or transmission can still bring $15,000-$28,000 because the demand for proper Challenger restoration projects exceeds supply.

The Dodge Challenger was Chrysler's response to internal demand from Dodge Division for an E-body offering after Plymouth had already secured the Barracuda. Initially, Chrysler's product planners had not approved a Dodge variant of the E-body platform — Plymouth was supposed to be the sole E-body brand. Dodge Division executives lobbied successfully through 1968-1969 for a Dodge variant, and the 1970 Challenger launched with a slightly longer wheelbase (110 inches versus Barracuda's 108 inches) to differentiate it from the Plymouth car. The 1970 Challenger T/A was developed specifically for SCCA Trans-Am racing homologation. Dodge needed to produce a minimum number of street-legal cars to qualify the Challenger for the racing series. The 340 Six Pack engine (three two-barrel carburetors) was unique to the T/A package and not offered on any other E-body. Only 2,400 T/A Challengers were produced for the 1970 model year — the 1971 Trans-Am season saw rule changes that made continued homologation production unnecessary. The Hemi 426 in the Challenger R/T was significantly under-rated by Dodge. The factory rating of 425 horsepower (gross) was deliberately conservative to manage insurance company concerns about high-output muscle cars — actual dyno output on a properly tuned Hemi 426 was approximately 500 horsepower. Documented Hemi Challengers are now blue-chip collector cars with consistent appreciation, particularly for the rare convertible variants.