Of all the modern muscle cars, the Dodge Challenger has been hailed as the most “true” of the original, and rightly so. While dimensionally dwarfing its predecessor, the new Challenger is unmistakeable in its genealogy. And while a variety of option packages allow for a myriad of different combinations, much of the same remains.

The Dodge comes in several tiers of trimmings, from the SE and Rallye, to the R/T and R/T Classic editions. Not to mention the 392-powered SRT8, the limited-numbered Inaugural Edition and even a super rare “Kowalski Editions” to honor the cult movie classic (all of which have been spoken for).

The new T/A scoop on a late-model SRT. Image: Moparparts.com

But has every angle of the classic Challenger now been covered? Not by a long shot. You see, the SE and the R/T (later to be replaced by the Rallye) weren’t the only packages offered on the original Challenger.

What a lot of Johnny-Come-Lately car fanatics don’t know is that there was a one-year-only package called the Challenger T/A, as in the Trans Am racing series organized by the Sports Car Club of America (SCCA).

As per SCCA/Trans Am regulations of the day, all cars entered in the series had to displace no greater than 305 cubic inches, and Dodge was happy to comply with a destroked 340 displacing 303cui.

The road-going version retained the full 340 cubes, while also relying on three two-barrel carburetors to feed air and fuel into the factory-installed Edelbrock aluminum intake. Plymouth shared a similar story with its E-body cousin, the ‘Cuda AAR.

With a quarter-mile performance recorded best of 14.3 at 99.5mph as a result of its factory-rated [gross] 290hp (more like 320hp), 4-speed manual, and 3.55 Sure-Grip gears, the Challenger T/A was a big block performer in a small block package.

It was also a direct competitor for the Camaro Z/28 and BOSS 302 Mustang. Only 2,539 were produced in its only year of production, and although plans for producing a ’71 version were initially conspired they never came to fruition.

So where does that leave us today? As most of us can’t afford (or find) a legit ’70 Challenger T/A to call our own,  should we just sit around and wait for Dodge to build a new one, or should we tap into our own imaginations and build one ourselves using the new car as the basis of our project?

Better do a double-take; that's a late-model 6.1L HEMI you're looking at! Image: Moparparts.com

We’re thinking the latter. First, we suggestion starting with a new Challenger with the manual 5-speed. Since the V6 forces you into an automatic, we’d lean towards a R/T Classic edition. It’s got the vintage Challenger fender badges and the performance brakes and handling bits you’ll need. Plus the 5.7L HEMI.

Cosmetically, the T/A varied only slightly. Through Mopar you can pick up a modern T/A hood (which comes in matte black and is ready for paint, but as you know, original T/A hoods came black) as well as a matte black rear spoiler. For an added touch of authenticity, we strongly suggest the two front hood pins as well.

While R/T stripes are now available through the dealership, we suggest going without and adding these authentic-looking T/A shoulder stripes.

The original T/A’s weren’t designed to be quarter-mile killers, rather, lightweight handling machines. While Mopar’s aluminum block would be a great bit of weight savings, the cubic inch size starts at 426 cubes, way above the ’70 T/A’s 340.

And since we suggest starting with an R/T – and its standard 380hp 5.7L HEMI, which is close to the 340’s original displacement – we suggest hopping over to Indy Cylinder Heads for their Mod Man Six-Pack EFI setup.

Next, break out the Hotchkis catalog, and order a full suspension package for your Challenger? Go all out; sway bars, lowering springs, a-arms, Bilstein shocks, strut tower brace, everything.

Now there’s just two more changes to make. First, our rolling stock. Wheel Vintiques makes vintage Chrysler Rallye wheels in modern sizes. Last but not least, side exhaust. The new BOSS Laguna Seca has ’em, why shouldn’t your new T/A? Well, look no further than StainlessWorks and their side exit exhaust system.