The 1973 Dodge Challenger Rallye showed how a well-rounded pony car adapted to a difficult era

The muscle car era was in sharp decline by 1973, but the E-body Dodge Challenger (and Plymouth Barracuda/’Cuda) remained among the more exciting performers available—especially when the optional 240-net-hp 340-cu.in. V-8 engine was specified.

The Rallye returned for 1973, and though it shifted from a Challenger model to an option package, it still delivered appearance and handling attributes that performance-minded buyers craved, like heavy-duty suspension, F70-14 tires, Rallye instruments, a sport hood, black grille, fender scoops, and side strobe stripes. It could be paired with the 340 or the standard 150-hp 318-cu.in. V-8.

Available with or without the Rallye package, the 340 featured a Carter Thermo-Quad carburetor, electronic ignition, 1.88/1.60-inch valves in its heads, a 268/276-degrees advertised duration hydraulic camshaft, cast-aluminum pistons, forged-steel connecting rods, a cast-iron crankshaft, and an 8.5:1 compression ratio.

Dual exhaust was also included when the 240-net-hp V-8 was chosen, as were 5.5-inch-wide wheels (318s had 5.0-inch). A heavy-duty suspension delivered higher ride rates at the wheels from the thicker front torsion bars (and the rear leaf springs) compared to the 318’s standard specs. A rear anti-roll bar was added with the 340 to augment the front one, and extra-cost power assist was required for the standard disc/drum brakes.

A floor-shifted three-speed manual was standard. If the optional 727 TorqueFlite (904 with the 318) three-speed was paired with a console, a Slap-Stik shifter, which allowed worry-free manual shifting, came with it. The extra-cost four-speed was for the 340 only, and was installed with a 10.5-inch clutch and the Hurst Pistol-Grip shifter.

A 3.23:1 rear gearset was standard in the 8.75-inch axle, and a Sure Grip differential was optional, as was a Performance Axle Package (N/A with the 318) that added 3.55:1 gears, Sure Grip, 26-inch radiator with fan shroud, and a cooler for the (extra-cost) power steering. The latter was a wise choice, as it reduced turns from 5.3 lock-to-lock to 3.5 and lightened effort.

The Challenger’s new-for-1972 front and rear exterior design revisions carried over, but to meet the latest safety regulations, the bumpers were moved out from the body, reinforcements were placed behind them, fillers were used in the gaps, and new larger rubber guards were mounted.

Robert G. Walker was immediately taken with the Challenger Rallye’s styling when he saw the cover of the 1973 brochure. He purchased this example—his first new car—from Hills Edge Auto Sales in Hot Springs, South Dakota, in October of 1972. It was loaded with the 340, Rallye Package, four-speed, Performance Axle Package, Rallye wheels, Top Banana High Impact paint, vinyl roof, dual outside racing mirrors, A/C, tinted windows, power steering and brakes, AM radio, and rear speaker.

Robert modified his Dodge and drove and drag raced it until the mid-1970s, before moving back to Pennsylvania. He recalled, “The [Challenger] was completely dismantled for [many] years and transferred to a new storage location on two occasions. Nothing was labeled and some parts were missing.” This made the project a challenge for the restorer, who traveled to a couple of national Mopar events to examine similar cars and learn more about the proper finishes and assembly procedures, and he spent many hours online hunting down the correct parts.

After a year in restoration, the 73,000-mile Challenger Rallye was road ready in 2014, and Robert enjoyed driving it until his passing in 2020. His son Robert Aaron Walker has since become the caretaker of his dad’s Dodge and says, “It will always stay in our family.” He plans to hand it down to his son, Robert G., in the future.

Overall Challenger sales increased to 32,596 for the 1973, which was about 22 percent higher than 1972’s total, but 1974 would mark the last year for Dodge’s upscale pony car. The Rallye 340 may not have been as quick as some of its predecessors, but it was still a competent performer and a stylish E-body.

SPECIFICATIONS

Engine: OHV LA-series V-8; cast-iron block and cylinder heads

Displacement: 318-cu.in. (standard); 340-cu.in. (optional)

Horsepower: 150 @ 3,600 rpm (standard); 240 @ 4,800 rpm (optional)

Fuel system: Two-barrel carburetor with 318; four-barrel carburetor with 340

Transmission: Three-speed manual (standard); three-speed automatic or four-speed manual (optional)

Wheelbase: 110 inches

Length: 198.2 inches

Width: 76.4 inches

Height: 50.9 inches

Curb weight: 3,400 pounds (approximate)

Base price: $3,011, add $181 for 340 and $182 for the Rallye package

Production: 8,435 340-powered Challengers, Rallye package breakout N/A