Only the weak are habitually content living in the shadow of their peers, which explains why the Plymouth Barracuda would not stomach Mustang’s taunts for too long. The most painful part of Mustang’s domination is that Plymouth introduced the Barracuda just weeks before Ford launched the high-achieving Mustang in 1964. If that wasn’t bad enough, the Barracuda looked just as sportily cool and affordable, but never got to attain Mustang’s prestige and popularity.

This was the prevailing situation until the Hemi-powered Barracuda came along in 1971, effectively morphing into one of the most desirable muscle cars from that era. As the “Hemi” suggests, the new ‘Cuda’s engine featured hemispherical-shaped combustion chambers and pistons with rounded, instead of flat, tops. It was a 7.0-liter Hemi-V8 engine good for 425 horsepower and capable of pushing the 'Cuda from 0 to 60 mph in 5.6 seconds.

The best part of this change in circumstances is that the new Mustang-eating Cuda mixed the powerful engine with killer looks offered with a range of cartoonish colors and a ‘shaker hood scoop’ poking through the hood to gulp air into the engine. It’s a dream combination for every gearhead we know.

Related: A Look Back At America's Most Iconic Car, The Ford Mustang

A Brief History Of The 1964 To 1974 Plymouth Barracuda Muscle Car

1971-Plymouth-Hemi-Cuda-Convertible
Via NetCarShow

The Chrysler-owned Plymouth first introduced the Barracuda model line in 1964 as a 2-door pony car. The Plymouth ponycar was necessary as Chevy already enjoyed years of success with the Corvette, and Ford was poised to let loose its Mustang that year. Barracuda was an inventive product attempting to combine Mustang’s quickness with Corvette’s dashing looks.

It was a clever combination with big market potential. That’s why you could observe the Mustang on the design of Barracuda’s rear-end, and the Corvette on Barracuda’s rear windshield. (Fun fact: the 1964 Barracuda’s wrap-around rear windshield weighed around 150 lb and is the heaviest ever installed on a car) Thus, the Plymouth Barracuda was an unashamed copycat, so unabashed that, though a new pony car, it was advertised as an extension of the older Plymouth Valiant.

Plymouth Hemi Cuda engine
Via NetCarShow

Just seven years later, Plymouth would rather quit making them than stifle the almighty Hemi V8 just to meet new emissions laws. That’s a huge part of the reasons the Hemi ‘Cuda is a highly sought-after collector car these days, especially the convertible variants, with just seven made, that command millions of dollars on the rare occasions they pop up in the market. By the time the model was withdrawn in 1971, Plymouth had sold just 115 Hemi ‘Cudas.

The 1st-gen Barracuda lasted till 1966. It was a 2-door hardtop, with no B pillar, based on the Chrysler A-body fastback design. It shared most of its parts and the body design with the Plymouth Valiant. The 2nd-gen Barracuda was introduced in 1967 and rode on the same Plymouth Valiant platform but with a thoroughly revised design. They were sold as a fastback, notchback, and convertible 2-door models and lasted till 1969.

1970_Plymouth_AAR_Cuda
 Sicnag via Wikimedia

The 3rd-gen rode on the then-new Chrysler E-body platform utilized exclusively by the third-gen Barracuda and the slightly larger Dodge Charger. The 3rd-gen 2-door Cuda was offered with hardtop and convertible body styles and was produced until 1974.

To be on the safe side, don’t view Hemi ‘Cuda as no more than a nickname for the 3rd-gen Barracuda. It’s not the same as Chevrolet and Chevy; it’s more like the Mustang and the Shelby GT500s. So, if you thought the Hemi ‘Cuda was the performance-oriented Barracuda, you got that right.

Related: A Close Look At The 1968 Chevrolet Camaro Z/28

Why Gearheads Love The Legendary Third-Generation Hemi V8 ‘Cuda

1970_Plymouth_Hemi_'Cuda
Via Hemmings

Ditching the Valiant design language in favor of the new E-body platform direction allowed the Barracuda to look the part it was created for and “shake the stigma of 'economy car." The new design equally allowed a larger engine bay to accept Chrysler's 7.0-liter Hemi V8. Only now did Plymouth’s Barracuda have a real chance of being taken seriously as a muscle car.

1971_Plymouth_Hemi_'Cuda_engine
Sfoskett via Wikimedia

In 1969, Plymouth shipped off 50 Barracudas to the now-defunct Hurst Performance to be prepped for the NHRA and SCCA race season. They came back rocking the 426cid Hemi engine and largely fiberglass bodies for weight reduction. The best part? They were road-legal. So, Barracudas were already seasoned muscle cars with stints in motorsports by the time the 3rd-gen was released.

Three versions of the 3rd-gen Barracuda were offered for the 1970 and ’71 model years, including the Base (BH) Barracuda, the luxury-oriented (BP) Barracuda, and the performance-oriented (BS) ‘Cuda. However, only the more performance-oriented models were sold as “‘Cudas.”

1970_Plymouth_Hemi_'Cuda
Greg Gjerdingen  via Wikimedia

As much as we’ll rather the ‘Cudas are still here with the seventh-generation Dodge Charger and the sixth-generation Ford Mustang together looking forward to the electric third millennium, we can't be prouder that Plymouth chose to retire the model line than dilute the Hemi V8. If gearheads think alike, then we’re certain that the gearhead brotherhood around the world loves the Plymouth Hemi 'Cuda for this reason. It’s the literal definition of dying on your feet than living on your knees.

No one can be faulted for choosing to live, but those who sacrifice for what they believe in are worthier. Consider the current rat race towards full migration to electric propulsion by 2030. Petrolheads lost all hope when even Lamborghini announced an all-electric Lamborghini coming in 2024, reinforcing the beginning of the end for the vociferous gas-powered supercars gearheads swear by. Lamborghini CEO Stephan Winkelmann all but admitted in an interview with TechCrunch that the raging bull has no choice but to get tamed by emissions regulations.

1970_Plymouth_Hemi_ Cuda
Greg Gjerdingen  via Wikimedia

"We still have the opportunity maybe to go into synthetic fuel with those types of cars,” Winklemann said, “but this means that there must be a change in the legislation which I cannot foresee right now...If this is not going to happen, we will be fully electric by the latest beginning the 2030s.” Well, the Hemi ‘Cuda chose death over living at the mercy of stiff legislations. And for that, it has our undying respect.