The Plymouth Barracuda: First Pony (Fish?) Car

From an article by Doug Zwick with material by Allpar and by Lanny Knutson.

The Barracuda beat the Mustang to market by two weeks (April 1, 1964). It was an A-body from its introduction in 1964 through the 1969 model year. It was replaced with the E-body version for 1970-74. (Click here for development rationale and details.)

The Valiant Barracudas (thanks, Jim Deane, for additions)

The first Barracudas (1964) were actually a Valiant option package. The base engine was a 225 slant 6 with a 180 horsepower, 273 cubic inch V8 available. With the 180 hp V8, early Barracudas would run 0-60 in 12.9 sec, and the quarter mile in 17.8 @ 72 mph. Gas mileage was 16-19. The test car had 2.73:1 rear gears and a 3-speed automatic (Car Life, July/64). 90% of buyers 1964 Barracudas were ordered with the V8.

1964 was the only year that Barracuda had Plymouth, Valiant, and Barracuda badging. It also had the Valiant symbol used throughout instead of the later Fish. Despite strong reviews for the Barracuda, the inexpensive, more clearly unqiue (as opposed to sedan-based) Ford Mustang outsold the Valiant model by 8:1.

See the end of the page for 1965 specifications and a Plymouth Barracuda ad.

By the end of the first generation (after the 1966 model year), the Commando 273 V8 — introduced in 1965 with the Formula S — was producing 235 HP. With 3.23:1 gears it would propel the Barracuda to 60 MPH in 10.3 sec, with the quarter coming up in 17.7 @ 79 MPH. (Road & Track, March 1966). Car & Driver got 0-60 in 9.1, and 1/4 mile in 17.6 @ 81 MPH (C&D, June/66). Both test cars had automatics.

The Barracuda Formula S made a name for itself with its ability to corner better than most American (and European) cars; it provided a nice balance of acceleration and handling, with a European feel. Introduced in 1965, the Formula S had stiffer springing, front anti-roll bar, special badging, and most importantly, the 'Commando 273' engine, putting out a 'conservative' 235 hp. (Most engine simulation programs put the Commando 273 at 271 horses output. In modern times, with relatively stock engines [no special pistons or camshaft, etc.], my 180 hp 273 Cuda does 0-60 in 9.5 seconds, my brother's 1966 Commando 273 'Cuda 4 speed significantly quicker.

Engines were the same in 1965 and 1966. The 4 speed was available from the introduction.

Motor Trend tested an 1965 model with 3.55 gears and a 4-speed at 0-60 in 8.0 seconds, and the 1/4 mile in 16.1 @ 87 (MT, Jan/65). Though roughly the same as a 1995 Neon stick, these were excellent times for the day, when 0-60 in 12 seconds was considered pretty good (despite all those muscle cars, which were by no means what everyone drove).

The first separate Plymouth Barracuda cars

For 1967 the Barracuda was completely redesigned, and no longer shared any sheet metal with the Valiant. A coupe and convertible were added to the line. The engine bay of the A body was enlarged, so the 383 would fit (and fit it did, starting in 1967), and the 340 could be made optional in 1968. The 225 CID six would generate 0-60 times of 13.6 sec, and 1/4 mile in 19.4 @ 69.8 MPH. The 273 V8 did 0-60 in 9.2 sec, quarter-mile in 16.9 @ 85.6 MPG. Both test cars were automatics and 3.23:1 gears. (Car Life, March 1967)

Because the engine bay was not that large, the 383 ended up with just 280 horsepower and 400 lb-ft of torque, down from the 325 hp and 425 lb-ft of torque seen in the bigger Belvedere and Fury.

The new Barracuda, the product of the design team of Plymouth Chief Stylist Dick McAdam, was Chrysler's first application of the flowing-curves style introduced by General Motors in 1965, largely because Barracuda didn't have a sedan to compromise its sporty styling. The new Barracuda seemed purposely designed for the fastback style and, in a reversal of 1964, the hardtop and convertible seemed afterthoughts.

With the three body styles, Barracuda matched Mustang, which had been marketing hardtops, fastbacks, and convertibles since 1965. However, Plymouth decided not to match Mustang's long-hood-short-deck dimensions that had been adopted by the new-for-1967 Cougar, Camaro and Firebird. Ironically, Plymouth had championed the long-hood/short-deck style on its 1960 Valiant and 1962 Plymouth, but it was quickly abandoned, only to be picked up by Ford's Mustang.

When Barracuda finally adopted the accepted sporty car dimensions in 1970, its profile appeared similar to that of the 1967 Camaro while, in another irony, the new 1970 Camaro sported a fastback roof that seemed to be a direct copy from the 1967 Barracuda. Had the 1967 Barracuda had been designed in the long-hood, short-deck style, General Motors might never have introduced its 1970 Camaro/Firebird for fear of accusations of blatant plagiarism!

Thus, for all its new good looks, the Barracuda suddenly seemed a bit out of style. A driver sat higher in a Barracuda than in its competitors, comfortably practical but not as sporty.

Restrictive exhaust manifolding (due to the tight engine bay space) helped keep the 383's horsepower down to 280, compared to its 325 hp counterpart in the bigger Plymouths. (The 325 hp version apparently did become available in the Barracuda later in the model year.) The big engine left room for neither air conditioning nor the power steering that would have been especially welcome in such a front-heavy car. And changing spark plugs on a hot engine was difficult. On the other hand, a relatively stock 1968 383 Barracuda ran the quarter in 14.20 @ 100+, using 3.23:1 gears and a 4-speed (Performance for the Chrysler Car Enthusiast, March 1992). Some reviewers prefered the sport Plymouth with the smaller V8, since it provided good enough acceleration with far better balance than the nose-heavy 383s would.

The 340 cubic inch engine used starting in 1968 provided the best of both worlds: relatively light weight with amazing speed. In 1968 the 340 engine was added to the option list. A 1969 road test clocked the 340 A-fish at 7.1 sec 0-60, and 14.93 @ 96.6 in the quarter.

Detailed look at the 1967 Plymouth Barracuda.

The big news for 1968 A-bodies was the Super Stock 426 Hemi package, available in the Dart and Barracuda; around 50 of the latter were produced. This was a drag race only package, featuring a race-tuned Hemi and a seriously lightened body with acid-dipped doors, Lexan in place of glass, factory delete of anything not essential to life on the drag strip (e.g. back seat, sound deadener, window cranks). Lightweight van seats on aluminum brackets were used in place of the factory bench. They had a little sticker which indicated that the car was not for use on public highways, but for "supervised acceleration trials" only. It ran the quarter in the mid 10s in '68. Today [well, in the mid-1990s, when this paragraph was written], these cars dominate the top NHRA Super Stock classes (SS/A and SS/AA), and have broken into the eights! (Mopar Muscle Apr/94, Mopar Action Dec/93, Mopar Action Apr/94, Chrysler Power Mar/94). Spaulding Dodge also produced some 440 Barracudas in 1968, but these weren't true factory packages, even if they did masquerade as a "dealer installed option."

1969 saw the first appearance of the 'Cuda designation for a performance Barracuda package. A limited number of 440 Darts and Barracudas were produced. Car Life tested the 'Cuda 440 at 0-60 in 5.6 sec, and 14.0 @ 103 in the quarter mile. They were disappointed. It seemed that they just couldn't get the car to hook up. It kept spinning the tires. (Car Life, June/69). Another period road test, reprinted in Musclecar magazine, backs up the 14-flat quarters, but they also tried it with ten-inch slicks, and ran low 12s. Modern street tires are better than those slicks ...

The final Barracudas kept numerous reminders of their Valiant roots, in their basic exterior dimensions and dashboard shape, as well as a considerable amount of small hardware, but they were differentiated far enough that casual buyers would probably not see the similarities.

Closer look at Rich Rinisland’s 1969 Plymouth Barracuda.

E-body Barracudas: moving to their own platform (by Kelly Doke-Journigan and Allpar)

The E-bodies were first started in about 1965. Carl Cameron refined the car for some time, and, by 1968, they were building 1970 prototypes. Finally, in the fall of 1969, the nearly identical 1970 Plymouth Barracuda and Dodge Challenger were introduced. Both were made in hardtop and convertible versions. The Plymouth version was two inches shorter in wheelbase than the Dodge.

The E-bodies had a huge range of powerplants - from the slant six engine to the 426 Street Hemi, with just about every other engine in between, and a choice of four-speed sticks and tough three-speed TorqueFlite automatics.

The 340 pushed out a rated 275 hp (gross) and 340 lb-ft of torque at a low 3,200 rpm; the 340 Six Pack (triple two-barrel Carter carburetors) provided the muscle of bigger engines with much lower weight, helping traction and cornering. The 383 was up to 335 gross horsepower standard, with three optional engines: the legendary Hemi (425 hp), the 440 Magnum (375 hp with a single four-barrel carb), and the Hemi-challenging 440 Six Pack, with three two-barrel carburetors (390 gross hp and a stunning 480 lb-ft of torque at a very low 2,300 rpm).

The ‘Cuda, with its 340 six-pack engine, seemed perfect for Trans Am racing, but the package didn't work as well as they had planned; traction remained an issue, and the AAR ‘Cudas, acid-dipped and generally weight-reduced, didn't remain in production long. (A small number were sold to the public, but worksmanship seems to have been unusually poor.) Tom Murden mentioned that the Plymouth 'Cuda was an inch too short for Can-Am, so the Challenger, being two inches longer, was raced there.

A heavy duty TorqueFlite 727 automatic transmission was standard on the 440s and Hemi engines, with a four-speed manual as an option; the TorqueFlite could outrun the manual, despite its Hurst pistol-grip shifter and bulletproof Dana 60 rear axle. A limited slip differential, which would be a coveted feature, was optional, but a heavy duty suspension was standard across the R/T line. Even the Hemi was given 15-inch 60-series tires, which today are reserved for economy cars and family sedans.

The dual-scoop hood pushed air into the engine bay, rather than forcing it into the engine; for that, you need the "shaker" hood, which was essentially an attachment to the air cleaner that protruded through the hood.

The highest-performance E-bodies limited to two years only, 1970 and 1971. In 1972 the horsepower ratings fell, and the various B engines disappeared.

1973 Plymouth Barracudas

by Lanny Knutson. Copyrighted by the Plymouth Bulletin. Reprinted by permission. Abridged from this original article.

There were few visible differences between 1972 and 1973 Barracudas: the side marker light positions were slightly changed, a 'Cuda body-side stripe had a flat bottom edge, and there were impact-absorbing black rubber bumper guards. The latter didn't detract much from the lines of the original thin-line bumpers. But then, they didn't offer much extra protection either, except in head (or tail-) on situations.

This was a V8-only series this year with the 318 as the standard engine in both the Barracuda and 'Cuda models and a detuned 340--in its final year--optional in both models. Included with the 340 was a non-functional twin scoop hood whether the engine was installed in the Barracuda or 'Cuda. It could also could be ordered with a flat black pattern treatment.

Bucket seats were standard this year. A console and the Rallye Cluster instrument panel remained optionally available. Standard 'Cuda features were the scooped hood, heavy duty suspension, large tires, and a 7-blade Torquefan. But if you ordered a 340 in your base Barracuda, you'd also get these features. It seems only 'Cudas got a body color grille and a black rear valence panel, and, if you wanted all the high-performance appearance features and suspension with a 318 engine, you could get them only if you ordered a 'Cuda.

Although greatly downplayed from its splashy 1970 introduction, the Barracuda-Cuda series rebounded to a 22,213 sales total, up from the 18,450 sold in 1972 but less than half the 55,499 1970 total.

The concept "third generation Cuda"

Chad Imthurn wrote: the 1980s concept Cuda was in Mopar Collectors Guide. The white one had red stripes running down the sides that looked exactly like the stripes on the AAR cudas, except that they said CUDA instead of the the AAR shield. The red car had black stripes with black interior and the white one with red interior. They also had the rear window louvers as well as the full ground effect kits from the Shelby Chargers. Both cars were used for a driving school after they were done and I think that the red one has disappered and presumed crushed.

The guys who created the 'Cuda drove it around Chrysler HQ and everbody liked it except for one man... Carroll Shelby. He didn't like the idea of Plymouth making their own version of the Shelby Charger and he felt that it would take away the specialness of owning a Shelby Charger. Since Chrysler didn't want to offend Shelby this early in their relationship, the Cuda was quickly dropped. No offense to Shelby but he was the reason why there would be no Plymouth 'Cuda in the 80s.

Additional note

Hot rod builder George Poteet piloted his 1969 Blowfish Barracuda, powered by a Mopar 4-cylinder Midget engine and a Mopar Performance P5 Hemi head, to a new record in the Blown Fuel Competition Coupe/Sedan Class F with a run of 255.7 mph in August 2006. The pass bettered the previous record of 230 mph, set in 1990, by 25 mph.

The Blowfish Barracuda project was first conceived during the 2004 Autorama in Detroit by Poteet and fellow car builder Troy Trepanier. Trepanier, along with his father Jack, built the car at their shop, Rad Rides by Troy, based in Illinois. Dodge Motorsports engineer Terry Dekoninck worked on aerodynamics with the group, with Mopar Performance engineer Jim Szilagyi also helping on the build as designer of the Mopar 4-cylinder Midget engine used in the 1969 Barracuda.

The group, certain the record would fall entering the event, decided to run the car conservatively at about 950 horsepower but was confident another 500 horsepower could be added with slight modifications, enabling the Blowfish to run in the 280-plus mph range.

Barracuda feedback and reviews

1968 Barracuda 340-S (Steve Kokkins)

I owned a blue 1968 Barracuda 340-S fastback from 1969 thru 1974. It had a 4-speed stick, 4-barrel Carter carb, a posi rear end, manual steering (!), and no A/C. I can personally attest to the great combination of decent handling (even with the Red Line stock tires) and power, although by modern standards it was fairly nose-heavy. Much better than the 383 which my buddy owned. I live in the Boston metro area, bought the car w/15K on it from Post Motors, a defunct Watertown MA Mopar dealer for about $2800.

The manual steering was very heavy for parking and the clutch was heavy also (needed to transmit the torque, which was prodigious.) I had to sell it when I developed kneecap tendon problems from too-zealous workout squats, and could not use the clutch for any length of time. The gas crisis of ’73 was a factor too. It required premium fuel. I miss it dearly today, and I regret selling it 35 years ago with 85,000 on it (for $600, and it needed work at the time).

One thing not mentioned in your tech info was that it had a dual point distributor which wasn’t easy (at least for me) to set up. One set determined the opening, and the other the closing; the dual points were needed, I think, to get enough current thru the coil. I still have some of the N9Y Champion plugs for it. I put on transistorized ignition to extend point life, although the rubbing blocks wore, requiring re-timing each year.

In the snow (weekend ski runs up to Vermont), studded snow tires were needed on all four corners. Back then, you could get studded front winter tires, which did not have the huge aggressive tread of the rears, so handling on drier roads was not too scary. I remember some coming out like pistol shots at 85 mph, but it was the usual rear-drive muscle car in its behavior, which required a sensible attitude. I had just started being a pilot then (still am, with the geezer part of the US Coast Guard), so a little snakiness in the handling at speed was valuable for developing a light touch on the controls. We slept in it too, folding the seats down. I was in SCCA driving a Turner GT in D-Production, so it towed the race car trailer fine.

1970 AAR Cuda and 440 Six-Pack (Tom Murden)

In 1970, I had an AAR 'Cuda 340/6, and my friend had a 440/6 'Cuda. Mine had a 727, 3.55 rear, his, a 4 SPD, 3.91 rear. We were well matched - while he spun tires through 1st, 2nd, and part of 3rd gear, I'd be moving! A fender one way or the other was the difference in a quarter mile, both of us over 100 MPH! The only thing that could come close to us was a 1968 427/6 Corvette, and that got so squirrely the driver couldn't stay in it. We took a lot of money from that boy that summer!

1969 Barracuda 383 (Darrell Walls )

I'm 60 years old and the only new car I ever bought was a 1969 Barracuda Coupe with a 383 and 4 speed with 323 gears. I out run most every thing I run except one 1969 Dodge Charger R/T 440. With his automatic trans he pulled me about a half car link and we stayed that way up to around 140 to 145 mph; we ran out of road and that was the only loss my Cuda ever handed me. Pound for pound, this was one hell-of-a-ride. I kept it 36 months and like a nut thought I needed something different. The only thing I ever did performance wise was to put a set of Mickey Thompson Super Scavenger headers on it. It was already fast, but this really helped, at least I thought it did. It also was a Formula S.

Specifications

	1965	1968
Headroom F/R	38.5 / 36.8	37.4 / 35.8
Legroom R/F	40.6 / 31.1	41.7 / 30.2
Hiproom F/R	56.9 / 56.4
Seat Height F/R	7.8 / 10.3
Wheelbase	106.0	108 inches
Max Tread	55.9	57.4
Length	188.2	192.8
Height	70.1	52.6
Brakes	Drum	Drum
Front Suspension	Torsion bar	Torsion bar
Rear Suspension	Solid axle, leaf springs

Plymouth Barracuda Engines (1964-65)

Engine	225	273	273 Commando
Horsepower (gross)	145 @ 4,000	180 @ 4,200	235 @ 5,200
Torque (lb-ft)	215 @ 2,400	260 @ 1,600	280 @ 4,000
Compression ratio	8.4:1	8.8:1	10.51
Bore x stroke	3.40 x 4.125	3.625 x 3.31	3.625 x 3.31
Carbs	Single-barrel	Two-barrel	Four-barrel
Note		Chosen by 90% of buyers in 1964	Not available in 1964
0-60		12.9 (auto, 2.73:1)
Quarter mile		17.8 @ 72 mph (auto, 2.73:1)

Plymouth Barracuda Engines (1968)

Engine size	225	318	340	383
Horsepower (gross)	145 @ 4,000	230 @ 4,400	275 @ 5,000	300 @ 4,200
Torque (lb-ft)	215 @ 2,400	340 @ 2,400	340 @ 3,200	425 @ 3,200
Compression ratio	8.4:1	9.2:1	10.5:1	10.0:1
Carbs	Single-barrel	Two-barrel	Four-barrel	Four-barrel

Barracuda Books

• Barracuda Muscle Portfolio 1964-1974 by R. M. Clarke - Paperback (1995) - $19.95
• Challenger & Barracuda Restoration Guide, 1967-1974 (Authentic Restoration Guides) by Paul A. Herd (1997) - $29.95

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