1970 Plymouth Road Runner. Scott Ross

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       The coupe was still the most affordable Road Runner in 1970. Its sticker started at just under $3,100 and included potent high-performance hardware such as its standard 383 and heavy-duty suspension. The Dust Trail stripe along the side was a $15.55 option. Bright trim on the B-pillar denotes this car as having the Code A87 Decor Package, which added Satellite-level bright trim inside and out for an extra $81.50.

      Although the Road Runner’s available engine lineup remained the same for 1970, a high-performance floor-shifted 3-speed manual gearbox became the standard transmission; the A-833 4-speed and TorqueFlite automatic were offered as options. The A-833 was one of strongest as well as heaviest 4-speed manual transmissions built during the muscle car era. Through the 1960s, the A-833 was continually developed and improved upon, and by 1970 it was offered in two versions. One was known as the 23-spline version so named for the number of splines on its input shaft that was used on all but the highest-output V-8s including the 426 Hemi and 440 Six Barrel. For those applications, the so-called “Hemi 4speed” (also known as the 18-spline version) was specified for 426 Hemi duty, and installed on the assembly line. That gearbox’s strength was evident in its input shaft because the splines (and shaft itself) were thicker than those used with the 23-spline unit. Regardless of which 4-speed your Road Runner was built with, a Hurst 4-speed shifter was standard equipment from the factory, and did not need to be retrofitted immediately after the car was purchased.

      Once again for 1970, the A-727 version of Chrysler’s rugged TorqueFlite automatic was optional on all Road Runner engines, even the 426 Hemi. In service since 1964, and noted for its smooth shifting and reliability even under severe-service conditions, this heavy-duty automatic did not require the frequent band adjustment or other service procedures that rival automatics from Ford or General Motors required.

      Similar to 1969 models, the base engine for 1970 was the special Road Runner 383, and there were just two engines on the option list: the 440 Six Barrel and the 426 Hemi. (The four-barrel-equipped 440 Magnum was GTX-only for 1970; it was not offered on the Road Runner until 1971.)

      The base Road Runner 383 engine was no pedestrian station-wagon “grocery getter” 383. In fact, it shared many of its internals with the 440 Super Commando. These included high-flow cylinder heads, aggressive high-lift/long-duration camshaft and accompanying high-performance valvetrain, and improved exhaust manifolds that scavenged exhaust gases away from the engine in a way that rivaled many expensive aftermarket exhaust headers. As Chrysler’s best rendition of the 383, the engine package produced 335 hp, and that’s despite the fact that the compression ratio dropped from 10.0 to 9.5:1 for 1970.

       The Road Runner convertible returned to the lineup for a second year in 1970. It’s seen here with the Code V21 Performance Hood Paint option atop the new domed hood (the Air Grabber scoop is shown closed). The F60-15 Goodyear Polyglas tires were introduced in 1970; it was the largest tire size offered on a Plymouth up to that point. (Photo Courtesy Mecum Auctions)

       A view under the hood of a Code N96 Road Runner shows the rubber seal that goes around the Coyote Duster air cleaner, sealing off hot, undressed air from the colder, denser outside air that the scoop directs into the engine for more power. The front of the seal sits where an optional air conditioning compressor would have been installed, making the Code H51 Airtemp air-conditioning option unavailable with the Air Grabber option.

       Underneath the hood of this 1970 Road Runner resides the 426 Hemi, the most exclusive, valuable, and powerful engine installed in this model. As you can see, it’s equipped with the N96 Air Grabber hood, Rallye Wheels, and the optional “Dust Trail” side stripes adorn the quarter panel, door, and fender. (Photo Courtesy David Newhardt)

       The high-output 383-ci engine that was standard in 1968 remained for the 1970 Road Runner. This one wears aftermarket chrome valvecovers and an orange Mopar Electronic Ignition System control box on its firewall. Note the bottom of the Coyote Duster air cleaner, which fits flush with the air-scoop mechanism on the underside of the hood when the hood is closed.

       The 426 Hemi was rated at 425 hp with 490 ft-lbs of torque; it was an $841.05 option. It’s seen here covered with unrestored patina and an aftermarket battery next to it. This car is equipped with an Air Grabber scoop (Code N96) as well as with non-power-assisted brakes. (Photo Courtesy David Newhardt)

       Redesigned for 1970, the Road Runner’s all-vinyl bench seat incorporated the federally required headrests into the seatback. The taper toward the top allowed easier rearward viewing by the driver, something that Ford’s also-new-for-1970 high-back bucket seats didn’t have. (Photo Courtesy David Newhardt)

       Another new feature for 1970 was the Rallye dash, borrowed from the Dodge Charger and featuring a standard 0-150–mph speedometer. The “Tick-Tock Tach” tachometer, which featured an electric clock at its center, was a $68.45 option (Code N85). (Photo Courtesy David Newhardt).

       For an additional $14.05, the Bird’s plumage included optional High Impact colors such as Lime Light (seen here), Tor Red, Vitamin C Orange, In Violet, and Lemon Twist. Another vivid shade of green, Sassy Grass Green, joined the High Impact color selection in February 1970, as did the shocking-pink hue Moulin Rouge.

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