The 1970 Plymouth Cuda is a beautiful re-design of its previous models. An increased width of 5 inches allowed more powertrain options. The uncluttered and clean appearance of the this truly respected and memorable Plymouth was designed by sheet metal and styling. The smooth features of the exterior side were fenders, quarter panels with flush mounted door handles. The grill had single headlamp, two rectangular inlets with urethane coated electrometric bumpers which were optional. The Cuda looked like a pony car with the long hood and deck lid. Interior features such as high back buckets, steering wheel, smooth edges, large gauges and door panels gave a new look to the car. The 1970 Cuda was available with options like rear spoiler, rear window louvers, Hurst pistol grip shifter, Ralleye wheels, hood scoops, fog lamps, hockey stick striped quarter panels with attractive colors of TorRed, Lemon Twist, In Violet, Vitamin C and Lime Light. The Cuda 70 cars were considered as the most valuable Mopar muscle cars which were available in coupe and convertible models. There was 21,017 Cudas produced during the 1970 model year.
The 1971 Plymouth Cuda saw some changes from the 70 model which included a cheese grater grill with 4 headlights, tail lights, fin like vents on fenders. The model included billboard decals which were optional on quarter panels covering door to rear side of the Plymouth car. The engine sizes during the year were 340, 383, 440 and hemi with optional electrometric bumpers. Interior of the car was upgraded with good seats and grip with options of split buckets. With minimal styling changes, the 1971 Cuda was most sought after by the people. Coupe and convertible models were available and totally 6602 Cuda cars were produced during the year.
The Plymouth Cuda muscle car was released in 1972 with drastic changes from its previous models. During the period of the car, just like Detroit muscle cars, the Plymouth also faced issues of insurance pressures, gas shortages and emission standards. The features of the old model such as shaker scoop, shaker and big blocks were changed by small low compression blocks. The exterior Cuda had minimal changes. The single headlights of the 1972 Cuda were just like the 1970 model. Instead of using horizontal blind style which existed in the models of previous years, large dual round unit tail lights were used in the 1972 Plymouth Cuda model. There were some minor exterior changes which included optional striping and not hockey stripe or billboard. The interior of the Cuda looked much the same as its previous models. But the advertisements of the car boasted standard bucket seats offering the users better grip and comfort compared to its previous models. The 1972 Plymouth Cuda was available in two basic options viz., 318 2bbl or hi performance 340 cid motor. The Plymouth Barracuda was available with a 4 speed including a pistol grip shifter. The 1972 Cuda came in a Coupe model. The 318 cid model had engine options of 8.8 Comp., 150 HP with standard motor whereas 340 model had engine of 8.5 Comp., and 240 HP. During the year 7828 total Cuda cars were produced much to the muscle car crowds enjoyment.
It happened back in the 70’s, but the evidence was still there. It was the case of the disappearing horsepower and this is what happened.
In the era of the muscle car power was everything. It didn’t matter what it was, sports car, family car, pickup; it had the biggest V-8 possible stuffed under the hood. Cubic inches were king and advertised power was astronomical. These cars could kick sand in the windscreens of anything else on the road.
But then horsepower seemed to disappear overnight!
Take my favourite muscle car, the Ford Mustang. The macho models had V-8s, though meeker models came with an inline six. The biggest six had 200 cubic inches and 155 hp in 1969/70.
What did the V-8s punch out? The most powerful 351 gave 300 hp in 1970 and the 427 gave a massive 390 hp in 1968. But by 1973 the most powerful Mustang had a 351 V-8 with just 156 hp. Almost half what it had in 1970, and only one horsepower more than the 200 cu in six of 1970! As for the Mustang II of 1974, we won’t even go there.
The story was similar with the other manufacturers. What was going on? It just didn’t add up. Could I trust the figures?
My detective mentor, Agatha Christie, taught me that when you’re solving a case you can’t trust anyone. Murderers do lie. In this case it wasn’t murder though it was the death of the muscle car, and it wasn’t so much of an outright lie as not telling the whole truth. And outside forces were at play.
I had to dig deeper. I had to find the facts. Why would horsepower virtually halve?
It turned out there were a few reasons. Salesmanship was one. Horsepower was everything so why not measure it in a salesman friendly way? Gross SAE horsepower was used. Power was measured at the flywheel with no power-hungry accessories attached. Only the bare essentials were used.
In 1972 SAE Net measurements were phased in. Power was still measured at the flywheel but all the accessories were installed including the full exhaust system, emission controls, all pumps and the alternator. SAE Net can’t be compared exactly to SAE Gross because there are just too many variations in measuring, but it is down around 80%. So power ratings dropped. In 1973 horsepower ratings went down again as power sapping emission controls were tightened.
Gross SAE horsepower had pushed the listed power up. So did the advertised horsepower some car companies used. What’s wrong with a little rounding up of the numbers for the brochure? Surely that would help sales too.
All this horsepower galloping around got noticed and not just by young guys.
Safety legislators noticed, and so did insurance companies who started charging more for insurance. The word on the street is that in 1967 a young guy under 25 with a clean driving record would have paid $700 a year for GTO coverage. Ouch! Some car companies lowered their advertised horsepower ratings.
Muscles peaked in 1970, and by 1971 they were starting to get flabbier. Engines were being detuned and within another year bigger engines were being dropped.
In 1973 many muscle cars were a shadow of their former selves. And they were finished off by the oil crisis of late ’73. Long lines at gas stations and soaring prices were a real shock, and so was a 55 mph national speed limit. Gas guzzlers were irresponsible, expensive and unwanted, it didn’t matter how much fun they were.
So there you have it. I now knew what had happened to all that brute power. Some exaggeration had pushed listed horsepower up. A fairer, more accurate measuring system brought it down. Emission controls brought it down more, and soaring insurance costs made ground-thumping power too expensive to own. The oil crisis finished the muscle car off. This case was solved.
Both Smiley Webb & Warren Newson Newson are contributors for EditorialToday. The above articles have been edited for relevancy and timeliness. All write-ups, reviews, tips and guides published by EditorialToday.com and its partners or affiliates are for informational purposes only. They should not be used for any legal or any other type of advice. We do not endorse any author, contributor, writer or article posted by our team.
Smiley Webb has sinced written about articles on various topics from Internet Marketing, Computers and The Internet and Hybrid Cars. Browse through the pictures and read the articles I'm sure you'll see a Cuda of your dreams! For more information and your viewing and reading pleasure check out these Mopar & other SUPER Muscle cars at:. Smiley Webb's top article generates over 12100 views. to your Favourites.
Warren Newson Newson has sinced written about articles on various topics from Aging, Build Muscle and Mental Health. Warren Newson is editor of/ where you’ll find sports car pictures, articles, and collectibles.. Warren Newson Newson's top article generates over 720 views. to your Favourites.