The 1970 Plymouth ‘Cuda Buyer’s Guide: What Every Enthusiast Should Know

Buying a 1970 Plymouth ‘Cuda without doing your homework is one of the fastest ways to turn a dream car into an expensive mistake. Hemmings breaks down the E-body platform, the full engine lineup from the 340 up to the 426 Hemi, and the specific trouble spots and options that separate a great example from an overpriced tribute car. With E-body prices climbing fast, the stakes for getting it right have never been higher. Watch the full buyer’s guide before you write a check.

Buying a 1970 Plymouth ‘Cuda without doing your homework first is one of the fastest ways to turn a dream car into an expensive mistake — which is exactly why Hemmings built an entire buyer’s guide around this specific model instead of just admiring it. The ‘Cuda moved to Chrysler’s new E-body platform for 1970, shared with the Dodge Challenger, and came with an engine lineup wide enough to range from a mild small-block cruiser to a genuine 426 Hemi monster. The gap between a great example and what one commenter called an expensive mistake comes down to details most buyers never think to check.

From A-Body to E-Body: A Genuine Platform Change

The ‘Cuda name had already been around for two full generations before 1970, built on Chrysler’s compact A-body Valiant platform shared with the Dodge Dart. For 1970, Plymouth moved the performance model to an entirely new E-body chassis, engineered jointly with the Dodge Challenger and built specifically to compete with the Ford Mustang and Chevrolet Camaro in a segment that had grown considerably more serious since the ‘Cuda’s 1964 debut. That platform switch wasn’t cosmetic — it gave the 1970 ‘Cuda a wider stance, room for genuinely big engines under the hood, and the aggressive styling that’s made this generation the most recognizable and sought-after of any Barracuda ever built.

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An Engine Lineup From Mild to Legendary

Buyers in 1970 could order a ‘Cuda with anything from a 340-cubic-inch small block — prized today for its light weight and genuinely eager handling — up through the 383, the 440 in both four-barrel and six-barrel Six Pack configurations, and at the very top, the fabled 426 Hemi. Commenters on this exact video specifically called out the 340 and 440 as the two engines that earn the most respect from serious enthusiasts: the 340 for how well-balanced and drivable it is, the 440 for delivering big-block power without the Hemi’s extreme cost and complexity. That range matters enormously for buyers today, since a numbers-matching Hemi ‘Cuda now sells for seven figures at major auctions, while a well-sorted 340 car remains genuinely attainable for enthusiasts working with a real-world budget.

The Trouble Spots Every Buyer Should Check

Hemmings’ guide walks through the mechanical weak points specific to this generation of E-body — areas where rust tends to hide, drivetrain components known to wear predictably, and the kind of details that separate a straightforward restoration from a money pit. E-bodies share some structural rust patterns with other unibody Chrysler products of the era, particularly around the trunk floor, torsion bar crossmember, and rear quarter panels, all areas that can hide expensive structural repairs behind a fresh coat of paint. For a buyer relying on photos rather than an in-person inspection, that’s exactly the kind of detail a proper buyer’s guide exists to flag before money changes hands.

Why Options and Packages Move the Price So Much

Beyond the engine, a huge range of factory options can dramatically shift a 1970 ‘Cuda’s value — shaker hoods, Rallye wheels, specific high-impact paint colors, and the AAR ‘Cuda’s unique Six Pack 340 combination all carry premiums that go well beyond simple cosmetic preference. Buyers who don’t know which combinations are genuinely rare versus common can easily overpay for a car dressed up to look special without the underlying documentation to back it up. That’s precisely the gap a Hemmings-style buyer’s guide is built to close, walking through which options actually move a real auction result rather than just looking impressive in a listing photo.

What E-Body Prices Actually Look Like Today

Commenters were candid about how dramatically E-body prices have moved — one described finding a 1972 ‘Cuda with a 340 and automatic transmission for $3,500 needing a full restoration, calling current E-body prices insane by comparison to what they once were. That kind of price escalation across the entire E-body market, Challengers included, is exactly why a buyer’s guide matters more now than it did a decade ago: getting the engine, options, and structural condition right on the front end protects a buyer from paying collector-car money for a car that turns out to be something less than advertised.

A Platform Shared With the Challenger — But Not Identical

Because the ‘Cuda and Challenger share the same E-body architecture, it’s tempting to treat buying advice for one as interchangeable with the other, but Hemmings’ guide treats them as genuinely distinct cars for good reason. Wheelbase, sheet metal, and available options diverged enough between the two nameplates that a Challenger-specific inspection checklist won’t catch every issue specific to a ‘Cuda, particularly around trim pieces and options unique to Plymouth’s version of the platform. For buyers cross-shopping both nameplates, that distinction is worth remembering before assuming a good Challenger deal translates directly to ‘Cuda pricing.

Why This Buyers Guide Format Keeps Getting Requested

Multiple commenters specifically asked Hemmings for more videos in this exact format, a sign that detailed, model-specific buying guides fill a gap that general classic car content usually skips over. For a car market where a documented, correctly optioned ‘Cuda commands a serious premium over a car dressed up to look the part, that kind of granular, model-specific guidance is worth far more to a serious buyer than another walkaround video. It’s a straightforward formula — history, engine options, trouble spots, and value drivers — but it’s exactly what buyers say they need before writing a check.

The AAR ‘Cuda’s Own Chapter

Alongside the standard ‘Cuda lineup, Plymouth also built the AAR ‘Cuda in 1970, a homologation special created specifically to qualify the car for Trans-Am racing, built around a unique 340 Six Pack engine, a fiberglass hood, and a side-exit exhaust unlike anything else in the lineup. That racing connection gives the AAR ‘Cuda its own distinct collector following separate from the big-block cars, and it’s exactly the kind of option-specific nuance a general buyer’s guide has to account for — a car that looks like a standard small-block ‘Cuda at a glance can carry a completely different value and history depending on which specific package it left the factory wearing.

Catch the full video above and leave your thoughts below.