1970 - 74 Plymouth Barracuda
Provided by Hemmings

Much like Ford's Mustang, Plymouth's E-body Barracuda of 1970-74 evolved off a sub-compact that really didn't have much of a chance in the hotly contested pony car market. Its predecessor, the A-body Barracuda (1964 1/2-70) was introduced as a revamped fastback Valiant. Though it had passable styling and a good handling balance, the youth market for which it was created wanted as much power as they could get under the hood along with styling that made a definite visual statement out on the street. Even though the Formula S versions of the A-body Barracuda (a racing striped, V-8 version with a special handling package) that debuted in 1965 sold well, (just under 65,000) it wasn't enough to make a dent in the Mustang's sales success. At this point, the Mustang was outselling it at a ratio of nearly 10:1! When the all-new E-body Barracuda debuted in 1970, it came too late to cut into Ford and GM's sales with any noticeable effect. The intent had been to recreate the Barracuda as a true long-nose/short-deck pony car, and in that regard, the Barracuda, and its high-performance derivatives (badged as 'Cudas) succeeded. The 1970-74 Barracuda was the epitome of classic pony car styling, but its timing was way off. Burgeoning emissions regulations, rising gas prices, and an increasingly intrusive insurance industry cut into sales severely. From a high of over 55,000 in 1970, sales of the new Barracuda steadily fell, hitting a low of 11,734 in '74. For those seeking to relive the days of their youth, a base-level Barracuda powered by the slant-six or 318-cu.-in. V-8 represents a very economical means of achieving that goal.

The 1970-74 Barracuda line was split into three separate model designations, the base-level Barracuda, the high-performance 'Cudas, and the Gran Coupe luxury versions. Convertible versions were offered for all three models in 1970 and '71 only, and the Gran Coupe was not offered after the 1971 model year. Aside from various stripe packages, colors, and hood treatments for the performance 'Cudas, changes during the E-body's short four-year production run were limited to restyled grilles and tail-panel/taillights in '71 and '72, with bumper changes made in 1973. The initial seven basic engine choices (Slant-Six, 318-, 383-, 340-, 360-, 440- and 426-cu.in.) that comprised a total of nine offerings available across the three models were pared down to the 318-cu.in V-8 as the base engine and the 360-cu.in. V-8 as the optional and 'Cuda engine by '74. Today, buying in at the base Barracuda level is very affordable. Hemmings Motor News and Hemmings Rods & Performance magazine's most recent issues have a number of examples listed for sale, from an original condition '70 Gran Coupe with 318-cu.in. and automatic transmission needing some minor rust repairs for less than $8,000, to a "very restorable" 318-powered 1973 for $3,750. There are even a few of the more desirable 'Cudas with 340-cu.in. four-speed drivetrains for just over the $10,000 mark.

THE GOOD
As one of the premier pony cars of the era, the Barracuda's hardtop coupe's GT styling is timeless. The low roofline, coupled with a rear end that rises above the tops of the doors at the C-pillar, gives the Barracuda a brutally purposeful, hunkered down and ready-to-pounce appearance that's unforgettable. Despite shortcomings in the driver's compartment (see below) the Barracuda's ergonomics were surprisingly well thought out. Perhaps the most memorable item of the period, the four-speed's renowned pistol grip shifter falls right into hand when sitting in command central. Likewise, the standard bucket seating positions the driver very well for spirited driving sessions and affords a good level of visibility when it comes to monitoring the various gauges. Just be prepared for a bit of sideways sliding in hard cornering as there was little side bolstering! If you start at the base Slant-Six or 318 V-8 level and desire more power later, upgrading is easy. With the Six, a new engine K-member will be needed along with heavier-duty suspension components, and all are available through the aftermarket. Installing a bigger displacement V-8 in place of the 318 is a bolt-in affair. Likewise, upgrading the base-level interior gauges to Rallye gauge status only requires a few spliced wires in the harness. Since there were no real structural changes, one can even mix-and-match the grilles and front valence panels across the different years from 1970-74. Economically, though they may not get 30 mpg, both the Six and the 318-cube V-8 offer decent fuel consumption levels and rock-solid reliability. That's something you can't say about the rare and staggeringly expensive Hemi 'Cudas. Both base engines were lighter than any others installed in the performance versions. This helps make for a Barracuda that handles better with less understeer than the high-performance versions. They just don't go as quickly in a straight line. Our final pro - the WOW factor. These cars still turn heads and will bring plenty of thumbs-up as you motor down the road.

AND THE BAD
Like most muscle cars and some pony cars of the era, the E-body 'Cuda was big on exterior styling but fell short inside. Its doors slam shut with a reverberating hollow boom that's loud enough to blow your eardrums out. Cheap, hard plastic surfaces are abundant. The fit and finish of both the interior and exterior panels were crude by the standards of the day, and today would be considered unacceptable in a new car. One should remember though that these were go-fast cars for the young set, and all that mattered was how many heads it would turn and what was under the hood. Leaky deck lids were an inherent design flaw and lead to plenty of rusty trunks. Likewise, you'll usually find rust at the bottom edge of the backglass, and repairs require stripping the headliner out along with the glass, if it's to be fixed properly. Another problem area is right at the C-pillar, where stress cracks in the sheet metal caused by years of hard-hitting stoplight launches are often hidden by body filler and multiple layers of economy paint jobs. As with nearly all cars of this period, the wheel arches are prone to rot, and one should carefully inspect all vinyl-top cars, as rust quite often hides underneath.