Dodge Challenger Cliffjumper Car Design

Dodge Challenger Cliffjumper

Transformers: Generation 1
Transformers character
Cliffjumper
Affiliation Autobot
Japanese name Cliff
Sub-Group Deluxe Vehicles, Mini-Bots
Function Warrior
Motto "Strike first, strike fast, strike hard."
"Let's bend some tailpipes!" (Classics)
Alternate Modes 1981 Porsche 924 (Turbo)
Cybertronian Car
Series Transformers: Generation 1
Transformers: Titanium
Transformers: Classics
English voice actor Casey Kasem
Japanese voice actor Takuro Kitagawa

Cliffjumper's bio indicates he compensates for his small size by being the first to rush into any dangerous situation, desiring only to beat up "Decepti-creeps". While this has won him the respect of his fellow Autobots, it can occasionally lead him into situations he can't handle. His motto is "Let me at 'em!" [1]

According to original tech spec notes written by Bob Budiansky found at Iacon One in 2006 the original name for Cliffjumper was Blow-Out, a name later used for a Generation 2 Autobot.

Hasbro registered the name Cliffjumper for U.S. Trademark in October of 2003. [2]

[edit] Marvel Comics

Cliffjumper appeared in the Marvel Transformers comic, where his role was much the same as in the animated series. The earlier comic stories featured Cliffjumper prominently, deploying his 'glass gas' gun against unfortunate Decepticons.

Cliffjumper worked with Windcharger and Gears on the Dinobot Hunt, charged with bringing in the mentally incapacitated Dinobot Sludge. Unfortunately the party were victims of an ambush set up by Soundwave.

Cliffjumper returned to fight alongside hundreds of Autobots and Decepticons against the Underbase-empowered Starscream, and was one of the many casualties of his rampage.

[edit] Animated series
Cliffjumper and Ratchet.

Cliffjumper was part of the original Autobot crew of the Ark. When the Autobots and Decepticons were reawakened, Cliffjumper was given the alternate mode of an Earth car. Cliffjumper and Hound were sent to scout out the location of the Decepticons. Although ordered not to engage the Decepticons, Cliffjumper took the opportunity to try to shoot Megatron, revealing their existence to the Decepticons. Because of this, Hound was blown off the road by Laserbeak - something that made Cliffjumper regret his impulsiveness. Hound, however, didn't blame him, quipping that he was only sorry he missed.

Cliffjumper's bravery was often a boon to the Autobots - as well as a problem. In the episode "Changing Gears", Cliffjumper's rash actions helped the Autobots get past a Decepticon force field and stop their Solar Needle device from destroying the sun. [3]

Cliffjumper's most prominent appearance came in the second season episode "Traitor", where he developed the belief that Mirage had sold them out to the Decepticons after missing a Decepticon power plant while on patrol. Mirage then devised a scheme to prove he wasn't a traitor, setting the Decepticons and Insecticons against each other. However, Cliffjumper had followed him, and misinterpreted his actions. Reporting back to base, Cliffjumper took Prime to see for himself - only to run into an ambush, as Mirage betrayed them. The reason soon became apparent - Mirage had been implanted by one of Bombshell's cerebro shells. After the Decepticon plant's destruction, Cliffjumper apologised to Mirage.

When Starscream broke off from Megatron and created the Combaticons in "Starscream's Brigade", his first act was to capture the Autobots Cliffjumper and Jazz during the unveiling of a statue of Optimus Prime.

During The Transformers: The Movie, Cliffjumper is stationed on Moonbase 1, from which he and Jazz try unsuccessfully to escape when attacked by Unicron. After their apparent consumption by the planet-eater, they are ultimately saved by Daniel Witwicky.

By season 3, Cliffjumper was reduced to a background character, a result of voice actor Casey Kasem's objection to the portrayal of Arab characters as stereotypical villains [4] and departure from the show.

His last appearance in the original U.S. cartoon was the season 4 episode "The Rebirth - Part 1".

[edit] Audio books

Cliffjumper was featured in the 1985 audio adventure Laserbeak's Fury. In this story's accompanying book Cliffjumper was depicted in his yellow variant, not his usual red one.

[edit] Dreamwave Productions
War Within Cliffjumper

When civil war broke out on the planet Cybertron between the Autobots and Decepticons, Cliffjumper joined the Autobot cause. When Decepticon Military Operations Commander Shockwave led a force of Decepticons against the Autobot capitol of Iacon, Cliffjumper was among the Autobots who defended the capitol (Transformers: War Within #3).

When Decepticon leader Megatron and Autobot leader Optimus Prime disappeared in an accident with a space bridge, the Autobot and Decepticon forces splintered into smaller factions. Cliffjumper stayed with the Autobots under the leadership of Prowl. Learning that the Decepticons were testing a new mobile command base at the Praetorus Wharf, Prowl led Cliffjumper, Gears, Jazz, Skids and Sideswipe to investigate. What they discovered was Trypticon. The giant Decepticon easily routed them, and Prowl's team were only saved by Shockwave's calling him away to battle against the Fallen and Chaos Trinity. (Transformers: The War Within - The Dark Ages #3).

Six million years ago, Ultra Magnus united the Autobot factions and lead them to victory over Decepticons and Ultracons. Megatron returned to Cybertron in command of the clone forces of the Aerospace Extermination Squadron and took over Cybertron. Cliffjumper was among the Autobots enslaved and forced to labor tunneling into Cybertron's core (Transformers: War Within - The Age of Wrath #2). Eventually Optimus Prime returned to Cybertron and helped free the enslaved Autobots.

Cliffjumper was among the Autobots who followed Optimus Prime on his mission on board the Ark and crash landed on Earth. In 1984, when the Ark's computer re-activated, it reformatted Cliffjumper as in the form of an Earth car. Eventually the combined forces of the Autobots on Earth, and their human allies were able to capture the Decepticons. A ship called the Ark II was built to take the Cybertronians back to Cybertron, along with some human companions, but the ship exploded shortly after takeoff. The human allies were killed, but the Cybertronians were lost in the ocean, again in stasis lock.

Cliffjumper traveled to Cybertron along with Optimus Prime and a number of Autobots when arrested by Ultra Magnus.

Bumblebee was placed in command of the Autobot supply shuttle Orion, with Powerglide, Warpath, Seaspray, Cosmos, Cliffjumper, Bumper and the Powerdashers assigned to him. Their mission was to aid the Autobots on Earth. Upon arriving in the Earth system from transwarp space, they witnessed the arrival of Sunstorm (Transformers: Generation One III #1). After Omega Supreme was damaged in the fight with Sunstorm, Cliffjumper was reluctantly assigned the duty of protecting him until he recovered. Dreamwave would go out of business at this point, preventing any further tales of Cliffjumper from being told.

[edit] Devil's Due Publishing

Cliffjumper reappeared in the third G.I. Joe vs. the Transformers crossover series from Devil's Due Publishing as part of the combined Autobot/G.I. Joe force trying to rescue Optimus Prime.

[edit] Fun Publications

Based on the Classics toy line, one Timelines story is set 15 years after the end of the Marvel Comics story (ignoring all events of the Marvel U.K. and Generation 2 comics). Megatron survived the crash of the Ark on Earth, reformatted himself into a new form and commander several rebuilt troops. Optimus Prime has also returned to Earth commanding a small groups of Autobots including Cliffjumper.

In "Crossing Over" Landquake allied himself with the Megatron, although he was held in suspecion by the Deception leader. After examining Landquake the Decepticons learned his story of being from a parallel dimension may be true, and then detected a similar energy source to that detected at Landquake's arrival in South America. Skyfall allied himself with the Autobots and they arrived at the same time to investigate the energy. Skyfall, Landquake and Cliffjumper (assigned by Optimus Prime to watch Skyfall) arrived in the underground energon pool together and met the Autobot Breakaway, who was guarding the pool, but had little memory of why. Together the three Transformers who seemed to feel they were connected. Cliffjumper refused to leave Skyfall, were sent through a dimensional portal by Breakaway's Caretaker computer to find their "fourth".

In "Shattered Glass" Cliffjumper was separated in dimensional transit and ended up by himself on a mirror universe Cybertron where the tyrant Optimus Prime and his evil Autobots were opposed by Megatron and the heroic Decepticons. After being shot by Optimus Prime for being a traitor, he was recovered by the Decepticons and joined their cause. He was a key to the destruction of the Ark launch pad - a space ship the Autobots planned to use to conquer Earth.

Cliffjumper appeared in the fiction "Dungeons & Dinobots", a text based story from Fun Publications. He defended the Arch-Ayr fuel dump from an Autobot attack. He later captured the Dinobots Slugfest and Goryu for the Decepticons. Cliffjumper, Sideswipe, Blurr and Rodimus then tracked Grimlock through a maze of traps and discovered the Omega Terminus.

[edit] IDW Publishing

Cliffjumper made his first IDW Publishing appearance in issue #3 of The Transformers: Megatron Origin, mourning Bumper alongside Bumblebee and Hubcap.

[edit] Toys

* Generation 1 Cliffjumper (1984)

One of the retroactively-called 're-Transformer' toys, the Cliffjumper mold was originally designed and released in 1983 in Japan by Takara as part of the Micro Change subset of their Microman line. The toy was designated simply `1981 'orsche 924' (MC-01). Its "stubby" vehicle mode proportions were designed to resemble Takara's Choro-Q toyline (Penny Racers in the US). Following Hasbro's licencing of Takara toys for sale in the US, 'Cliffjumper' was released with the first wave of Transformers in 1984. A second side effect of the use of Takara overstock was that of a similar MicroChange mold (MC-02 Mazda Familia 1500 XG in yellow) being placed on Cliffjumper packaging. This toy was sometimes also found on Bumblebee cards, leading to fans referring to the character as Bumblejumper (BUMBLEbee + cliffJUMPER). The name was later officially shortened by Transformer fiction to simply Bumper. Cliffjumper was later remolded into the Series 3 mini-bot Hubcap.
In 1985 a special Listen 'N Fun edition of Cliffjumper was sold that included a cassette with the audio story Sun Raid.
Cliffjumper was released under a number of names in different countries (Carrera in Mexico, Cliff in Japan, Matamore in Canada, Grillo in Italy, etc) and was available in a variety of additional colors including blue, green, orange, white, gold, and silver.

* Generation 1 Yellow Cliffjumper (1984)

Owing to Hasbro using leftover toy stock bought from the Microman line, some Cliffjumper toys were yellow (its alternate MicroChange color) instead of red.

* Generation 1 McDonalds Cliffjumper (1985)

One of the four original McDonalds Happy Meal Transformers toy from 1985, this toy was just a solid blue statue of the character in robot mode. [5]

* Generation 1 Keychain Cliffjumper

Cliffjumper was reissued (with the addition of a keychain attachment) in his traditional red. This mold was later recolored into the convention-exclusive Transformers: Universe Tap-Out figure.

* 'Generation 1 Black Keychain Cliffjumper

A variant all-black color was blind packaged in Japan.

Classics Cliffjumper

* Classics Cliffjumper (2007)

In February 2007 a new Cliffjumper figure was released, a redeco of the Classics Bumblebee toy. The figure was first publicly seen at BotCon 2006. This toy was later redecoed into BotCon Bugbite.
Oddly he doesn't come with a gun, despite being described as having one in his tech specs, he has the same accessory as Bumblebee, a waverider jetpack.

* Titanium 3 inch Cliffjumper (2007)

Cliffjumper, a repaint of Bumblebee, was released as a 3 inch non-transforming figure in the Transformers: Titanium line in early 2007. This version of Cliffjumper does carry a gun.

* Titanium 6 inch War Within Cliffjumper (unreleased)


A prototype of a 6 inch tall War Within Bumblebee/Cliffjumper figure was seen at a Hasbro factor tour in 2007. This figure had two different head scuplts, one for Bumblebee and one for Cliffjumper. This figure has yet to be released and seems to have been canceled. [6]
Dodge Challenger is the name of three different automobile models marketed by the Dodge division of Chrysler LLC since 1970.

First generation (1970-1974)
First generation 1973 Dodge Challenger Rallye
Production 1970-1974
Assembly Hamtramck, Michigan, USA
Los Angeles, California, USA
Class Pony car
Body style(s) 2-door convertible
2-door hardtop coupe
Platform E-body
Engine(s) 198 cu in (3.2 L) Slant 6 I6
225 cu in (3.7 L) Slant 6 I6
318 cu in (5.2 L) LA V8
340 cu in (5.6 L) LA V8
360 cu in (5.9 L) LA V8
383 cu in (6.3 L) B V8
426 cu in (7 L) Hemi V8
440 cu in (7.2 L) RB V8
Transmission(s) 4-speed manual
3-speed TorqueFlite automatic
Wheelbase 110.0 in (2794 mm)
Length 191.3 in (4859 mm)
Width 76.1 in (1933 mm)
Height 50.9 in (1293 mm)
Related Plymouth Barracuda
Designer Carl Cameron

The Challenger is described in a book about 1960s American cars as Dodge’s "answer to the Mustang and Camaro."[1] 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."[2] However they were "a rather late response to the ponycar wave the Ford Mustang had started."[3] The author of a book about "Hemi"-powered muscle cars says 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 and Camaro. He adds that Chrysler intended the new Dodge as "the most potent ponycar ever," and positioned it "to compete against the Mercury Cougar and Pontiac Firebird." [4] Similarly, the author of a book about the Chrysler pony-cars notes that "[t]he 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.[5]

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.[6] 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.

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 got 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 Challenger production ceased midway through the 1974 model year. About 165,500 Challengers were sold over this model's lifespan.

[edit] Models

Four models were offered: Challenger Six, Challenger V8, T/A Challenger, and Challenger R/T. Challengers could either be hardtops, coupes, or convertibles (through 1971 only). The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. Standard engine on the V8 was the 230 bhp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 383 CID V8.

The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp (249.8 kW). Standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 CID Magnum, the 390 bhp (290.8 kW) 440 cu in (7.2 L) Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7 L) Hemi. The R/T was available in all three body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller 'formal' rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster which included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, and an oil pressure gauge. The convertible Challenger was available with any engine, as well as in the R/T and SE trim levels. In 1973, Dodge dropped the R/T badging and now called it the "Rallye", although it was never badged as such. The shaker hood scoop was not an option for 1972.
SE "formal" rear window

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth 'Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive, due to the fact that they had to be large enough to accommodate engines as large as the 426 Hemi, and 440, the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in period advertising, but was not produced.

The "Western Special" was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced "Deputy", stripped of some of the base car's trim and with fixed rear side glass.

By 1972, the convertible version and all the big-block engine options were gone. Maximum power was also downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. The 1972 models also received a new grille that extended beneath the front bumper.

The 1973 models were no longer available with a six-cylinder engine. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version, but the pony car market had deteriorated and production of Challengers ceased in mid-1974.

1974 Dodge Challenger coupe


1970 Dodge Challenger RT


Dodge Challenger coupe


1972 Dodge Challenger coupe

Dodge Challenger coupe


Dodge Challenger R/T coupe


'74 Dodge Challenger


1970 Dodge Challenger TransAm

[edit] Cosmetic variations
Protruding bumper guards, 1973
Center backup light, 1970

Although the body style remained the same throughout the Challenger's five year run, there were two notable changes to the front grille. The 1971 models had a "split" grille, while 1972 introduced a design that extended the grille beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding "5 mph (8.0 km/h)" bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

[edit] Collector's value

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.[2] In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a "great" year, 1971 was "good" one, and then "three progressively lousier ones" (1972-1974).[2]

Original "numbers matching" high-performance 1970-71 Challengers are now among the most sought-after collector cars.[citation needed] The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines (with the exception of the limited edition Challenger T/A with its 340 six-pack).

The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many "clones" of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6 cylinder and 318 powered non-R/T or T/A cars and installing one of the "Magnum" performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods.

[edit] Export markets

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector's point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.[7]

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

[edit] Production

[edit] Engines
RT 440 Six-Pack engine

Engine choices included the following:

* C-225 cu in (3.7 L) Slant 6 I6:

(145 bhp) 1970-1972

* G-318 cu in (5.2 L) LA V8:

(230 bhp) 1970-1974

* H-340 cu in (5.6 L) LA V8:

(275 bhp) 1970-1973

* J-340 cu in (5.6 L) LA V8 Six-Pack

(290 bhp) 1970 *T/A

* J-360 cu in (5.9 L) LA V8:

(245 bhp) 1974

* L-383 cu in (6.3 L) B V8:

(290 bhp and 330 bhp) 1970-1971

* N-383 cu in (6.3 L) B V8:

(335 bhp) 1970-1971

* U-440 cu in (7.2 L) RB V8:

Available in Magnum 4-barrel carbureted form (375 bhp) 1970-1971

* V-440 cu in (7.2 L) RB V8 Six-Pack

(3 × 2-barrel carburetors and 390 bhp (291 kW)/490 lb·ft (664 N·m)) 1970-1971

* R-426 cu in (7 L) Hemi V8:

(425 bhp) (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228, and very few sold. 1970-1971

[edit] Performance 1/4 mile

* 340:14.8 @ 96 mph (154 km/h)
* 340T/A: 13.99 @ 97 mph (156 km/h)
* 383 2-barrel: 15.1 @ 96 mph (154 km/h)
* 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
* 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
* 440 Six-Pack: 13.4 @ 107 mph (172 km/h)
* 426 Hemi: 13.0 @ 108 mph (174 km/h)

[edit] Serial numbers

ex. JS27R0B100001

* J - Car line, Dodge Challenger
* S - Price class (H-High, S-Special)
* 27 - Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
* R - Engine code (see engines above)
* 0 - Last digit of model year
* B - Assembly plant code (B-Hamtramck E-Los Angeles)
* 100001 - Consecutive sequence number

[edit] Production numbers

* 1970 = 76,935 *includes 2,539 T/As
o Hardtop I6: 9,929
o Hardtop V8:. 39,350*
o Sports hardtop I6: 350
o Sports hardtop V8: 5,873
o Convertible I6: 378
o Convertible V8: 2,543
o Hardtop R/T: 13,796
o Special Edition hardtop R/T: 3,753
o Convertible R/T: 963

* 1971 = 26,299
o Hardtop I6: 1,672
o Hardtop V8: 18,956
o Convertible I6: 83
o Convertible V8: 1,774
o Hardtop V8 R/T: 3,814

* 1972 = 22,919
o Hardtop I6: 842
o Hardtop V8: 15,175
o Hardtop V8 Rallye: 8,123

* 1973 = 27,930
o Note: All models were V8-powered hardtops

* 1974 = 11,354
o Note: All models were V8-powered hardtops

[edit] Colors

* 1970

Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3

* 1971

Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum Crazy-FC7, Top Banana-FY1

* 1972

Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9, Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4, Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1

* 1973

Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green Metallic-GF3

* 1974

Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic (Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1

[edit] Second generation (1978-1983)
Second generation 1978 Mitsubishi Sapporo
Production 1978-1983
Assembly Okazaki, Aichi, Japan
Body style(s) 2-door coupe
Engine(s) 1.6 L (≈98 cu in) 4G32 I4
2.6 L (≈159 cu in) 4G54 I4
Transmission(s) 5-speed manual
3-speed automatic
Wheelbase 2530 mm (99.6 in)
Length 4525 mm (178.1 in)
Width 1675 mm (65.9 in)
Height 1345 mm (53 in)–1355 mm (53.3 in)
Related Mitsubishi Galant Lambda
Plymouth Sapporo

See Mitsubishi Galant Lambda for more information

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe, known overseas as the Mitsubishi Sapporo and sold through Dodge dealers as a captive import, identical except in color and minor trim to the Plymouth Sapporo. Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, and the Plymouth on luxury with more subdued trim. Both cars were sold until 1983 , until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had only a four-cylinder engine and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help damp this out, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

[edit] Third generation (2008-present)
Third generation 2008 Dodge Challenger at the Texas State Fair.
Production 2008-present
Assembly Brampton, Ontario, Canada[8]
Class Pony car
Body style(s) 2-door coupe
Platform Chrysler LC platform
Engine(s) 6.1 L (370 cu in) HEMI V8
5.7 L (345 cu in) HEMI V8 (2009 & later)
3.5 L (214 cu in) SOHC V6 (2009 & later)
Transmission(s) 4-speed Automatic (2009 & later V6)
5-speed Automatic
6-speed Manual (2009 & later)
Wheelbase 116.0 in (2946 mm)
Length 197.7 in (5022 mm)
Width 75.7 in (1923 mm)
Height 57.0 in (1448 mm)
Related Chrysler 300
Dodge Charger
Dodge Magnum
Mercedes-Benz E-Class

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show[9] and Philadelphia International Auto Show. Listing at US$40,095, the new version is a 2-door coupe which shares common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006-Current Dodge Charger, 2005-2008 Dodge Magnum, and the 2005-Current Chrysler 300. All 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission, which outperforms the legendary 1970 Hemi Challenger.[10] The entire 2008 run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008. Chrysler Canada is offering the Canada 500 and Chrysler of Mexico is offering only 100 of this car for that country with a 6.1 liter engine and 425 brake horsepower (317 kW) (SAE); the version is SRT/8. Chrysler auctioned off two 2008 SRT8 for charity with car #1 going for $400,000.00 to benefit the notMYkid non-profit org, and a 'B5' Blue #43 car fetching a winning bid of $228,143.43 with the proceeds going to Victory Junction Gang Camp.[11]. Many of the "first delivery" Challengers were either pre-sold, or sold for above MSRP (as is often the case with a highly anticipated vehicle launch).

At the 2008 New York Auto Show, Chrysler debuted the full Dodge Challenger line for 2009, with three different trims (SE, R/T, and SRT8) to choose from:

[edit] SE
2009 Dodge Challenger SE

The base model Challenger is powered by a 3.5 L (214 cu in) [12] SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lb·ft (339 N·m) torque which is coupled to a 4-speed automatic transmission.[13] Several different exterior colors, and either cloth or leather interiors are available. Standard features include air conditioning; power windows, locks, and mirrors; cruise control; and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.[14] The Canadian market also sports the SXT trim, similar to the SE, however is even more generous in terms of standard features. Some of these features being ESP, and alarm system, and 18-inch (460 mm) wheels.

[edit] R/T
2009 Dodge Challenger R/T

The mid-level Challenger is powered by a 5.7 L (345 cu in) HEMI V8 producing 375 brake horsepower and coupled to either a 5-speed auto or 6-speed manual transmission. With the 6-speed manual, the Multi-Displacement System option is deleted, but the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lb·ft (548 N·m) torque, whereas the 5.7 L (345 cu in) V8 with automatic transmission has 372 brake horsepower (277 kW) (SAE) and 398 lb·ft (540 N·m) torque.[13] Also available on R/T is the "Track Pak" option group. Included, is a six-speed manual transmission, anti-spin differential (3.73 with standard 18-inch (460 mm) wheels, 3.92 with optional 20-inch (510 mm) wheels), as well as an "ESP full-off" switch.

[edit] R/T Classic

The brochure of the 2009 Challenger shows a "classic" version of the Dodge Challenger R/T, with the 5.7 L (345 cu in) HEMI, and retro aspects such as script "Challenger" badges on the front panels and black "R/T" stripes. According to a Chrysler press relase from 01/16/09 it will come with a six-speed-manual transmission (including a pistol-grip-shifter) as standard. It will be available in Brillant Black Crystal Pearl, Bright Silver Metallic, Stone White and in three "heritage" colors: HEMI-Orange, TorRed and B5 Blue. Prices start at $34,005 (including destination) and production will start in February 2009.

[edit] SRT8
2009 Dodge Challenger SRT8

The 2009 SRT8 is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include big Brembo brakes, a special suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the lower R/T and SE models such as air conditioning and cruise control.[14] In addition, the 2009 will have a true "limited slip" differential.[15]

[edit] Super Stock Concept

It was built to commemorate the 10th anniversary of 392 HEMI engine, as well as showcase Mopar's new available 392 (6.4L) HEMI crate engine. The body was based on the 2006 Dodge Challenger Concept. The vehicle was unveiled at SEMA show.[16]

[edit] SRT10 Concept

A concept vehicle using Dodge Viper SRT-10 engine and Bilstein shocks appeared in 2008 SEMA show.[17]

[edit] Drag Race Package

A race model designed for NHRA competition, based on Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 100 Challenger Drag Race Package Cars were built to meet NHRA requirements. Engine options include 6.1L HEMI, 5.7-L HEMI, 5.9L Magnum Wedge. Manual or automatic transmissions are available. "Big Daddy" Don Garlits bought the first drag race package car and plans to race it in NHRA competition.