Introduced in 1964, two weeks before the Ford Mustang, the Plymouth Barracuda remained in showrooms for about ten years. Initially a pony car, the Barracuda morphed into a fully-fledged muscle car in 1969, when Plymouth launched the third-generation model.
Available with Chrysler's most potent big-block mills, including the 440-cubic-inch (7.2-liter) RB and the 426-cubic-inch (7.0-liter) HEMI, the third-gen Barracuda is arguably the most desirable iteration of the nameplate. The 1970 and 1971 models years take the top spot due to their availability with the aforementioned engines. Both the 440 and the 426 HEMI were discontinued at the end of 1971.
The HEMI variant is obviously the most desirable and expensive, mainly because these cars are scarce. Of the 48,867 examples built in 1970, only 666 were ordered with the mighty 426. In 1971, only 114 of the 16,492 Barracudas were equipped with the HEMI. In all, only 1.2% of the Barracudas produced in 1970 and 1971 got the range-topping mill. If that's not rare, I don't know what is.
Come 2023, the HEMI 'Cuda is among the most expensive classic cars of its era. Some hardtops change hands for more than $300,000, while the convertibles, of which only 21 were built in 1970 and 1971, go for millions of dollars. Not surprisingly, Mopar enthusiasts who can't afford one are building clones. And some of them look impressively authentic, like this 1970 example in FJ5 Limelight green.
Although this drop-top didn't start life as a HEMI, it definitely looks like one on the outside. It rocks the iconic Shaker hood, it has the extra lights in the bumper, and hockey-style HEMI stripes on the rear fenders. The black spoiler atop the trunk lid completes the package. The interior is just as authentic, featuring wood inserts, bucket seats, and even a pistol grip shifter.
What about under the hood? Does this clone have a period-correct HEMI? No, it doesn't. The owner opted for a crate engine. He also chose to make his replica special by stuffing a massive, 572-cubic-inch (9.4-liter) HEMI under the hood. Sourced from Mopar's diverse catalog, the modernized unit is a monster capable of 650 horsepower and 660 pound-feet (895 Nm) of torque. And it's extremely loud, giving this 'Cuda the soundtrack of a fully-fledged race car.
So why am I calling this car "rare" given that it's not an original HEMI? Well, the 1970 Barracuda convertible is rare regardless of the drivetrain configuration. Plymouth sold only 2,501 drop-tops that year, which is only 5.1% of total production. Cars equipped with the 318-cubic-inch (5.2-liter) V8 are the most common at 1,457 units, followed by 467 units fitted with the big-block 383-cubic-inch (6.3-liter) mill.
Plymouth sold 262 convertibles with the 340-cubic-inch (5.6-liter) V8 and 238 cars with the 225-cubic-inch inline-six. The statistic is rounded by 34 'Cudas with the four-barrel 440, 29 examples with the six-barrel 440, and only 14 HEMI rigs.
Our host doesn't say what was under the hood of this drop-top before it got the massive HEMI, but the car is a 'Cuda trim. This makes it one of 548 cars, regardless of the drivetrain. Assuming it left the factory with a 340 or a 383, it's one of 262 or 209 examples made, respectively. All told, this monster is only a swap away from becoming a rare gem. As long as it gets a date-correct engine, of course.
But that's enough talk for today. Hit the play button below to see and hear this 'Cuda roar when the pedal hits the metal.
Ask Ciprian about cars and he'll reveal an obsession with classics and an annoyance with modern design cues. Read his articles and you'll understand why his ideal SUV is the 1969 Chevrolet K5 Blazer. Full profile
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