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When Plymouth announced the Rapid Transit System for 1970, it generated a lot of excitement among enthusiasts in general and Mopar nuts in particular. Virtually every American car manufacturer was offering performance cars in various sizes and stages of performance and hawking their cars using a "top this" type of advertising. Selection had never been better, and Plymouth had an army of cars for the offering. In an effort to rise above all of the performance hoopla from other car companies and draw attention to its product line, Plymouth created the Rapid Transit System. As stated earlier, the System was not just a fleet of cars but a whole support network between Plymouth and it's performance car buyers. Other manufacturers tried to imitate Plymouth's approach, none offered such a complete package. The GTX was back for it's 4th installment, and received some exciting changes. Although the GTX would remain on it's 116 inch wheelbase, it would receive enough changes to completely change the appearance with options to suit all flavors of performance. The GTX was re-skinned for 1970, receiving mild but noticeable refinement with new trim and power train offerings. The sharp creases that were previously sculpted into the fender flanks were shaved off. A nonfunctional scoop was sculpted into the sides between the rear wheels and the door. The hood received a prominent power bulge; the dual hood scoops of before were gone. The front and rear ends were redesigned as well, which would lay the groundwork for the changes to the next years model. Although the 1970 GTX would retain the same roofline, the reworking of the sheet metal gave the car a completely new look. The result would end up becoming one of the most popular GTX's among enthusiasts in years to come. Plymouth targeted the GTX at the twenty-five year olds and up, as before. This group made more money and could afford and appreciate the the GTX's more luxurious fittings while still getting the solid kick-in-the-pants the 375-hp four barrel 440 V-8 could provide. The only setback Plymouth made was that the GTX convertible was dropped in 1970. The 440 suffered a slight compression ratio drop in 1970 from 10.1:1 to 9.7:1. Horsepower and torque ratings remained unchanged, however. One of the upgrades the 440 received was that all Super Commando 440 four-barrels used in the GTX had the same mechanicals and specifications as the optionally available 440 6-bbl, except for the lifters and cam drive. The 426 Hemi was still optional in the GTX. The Air Grabber was optional with either 440 engine, and was standard when ordering the 426 Hemi. The Air Grabber system operated by an electronic solenoid switch inside the car that activated the vacuum-actuated trap door in the center of the hood's power bulge. The Air-Grabber system forced cool outside air directly to the air cleaner. It also provided the ultimate form of intimidation at stoplights. If the 440 6-bbl decal on the side of the power bulge wasn't enough to shake up the driver of the GTO, Camaro or any other competitor next to you, a flip of the switch popped up showing off the Air Grabber with it's menacing graphics. It was stated that the Air Grabber system was good for knocking off a tenth of a second off your quarter mile elapsed time, and added approximately 1.5 mph to your trap speed. Due to clever marketing with the Road Runner, a shift in Nascar attention, and insurance costs on the rise the GTX had taken a hit in popularity. With the government regulating and imposing emissions standards the muscle car days were also starting to fade. The GTX which was bred for power and style was becoming expensive and lost in the crowd of a large group of full sized high horsepower cars that were losing footing to the newer and smaller breed of muscle cars. In the end the 1970, GTX sales totaled 7,748, less than half of which were sold in 1969 and compared to the 41,000+ Road Runners that were sold the GTX dipped further into rarity. However, as previously stated the 1970 GTX remains among the most popular cars from the era. It's distinctive style, high horsepower standards and beefed up drivetrain make a popular choice among those looking for a restoration project. |
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