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Roomiest back seat was Cougar's, though leg room (knee room) is tight. Entry and exit are tricky—feet are easily trapped.

Challenger's seat-back release is easy to operate from back seat. When outside, you can use a foot to press the button.

Flush outside door handles on Challenger are convenient, and have sure action. Anti-theft locks, located inside, have been recessed in the armrests.
  But it doesn't sound like a racer. In traffic, the engine is docile and makes no more noise than a Catalina. On wide-open throttle, a sporty exhaust note takes over.
      The inside may look closed-in from outside the car, but we had no problems with rear vision. Forward view was excellent. We haven't much use for the twin fake air scoops, but the hood line is so low that they cause no obstruction. Rear-seat accommodation is a bit cramped, but the wide doors make entry and exit quite easy. The ride is, well cushioned-for a sports car, but not for a family car. Ground clearance is critically low.
      Steering and handling are the best we have ever found in an American car. The steering is quick and precise, and the power assist was flawless in its response. It has enough feedback and self-centering action to make fast country-road driving pleasant—almost restful.
      The Firebird has an excellent display of gauges, and small controls are handy (and recognizable by feel,             Continued

Firebird trunk is the smallest—only 7.5 cubic feet of usable space. Liftover height is inconveniently high on all three cars.

Cougar trunk looks quite spacious but it pretty shallow and gives only 10.1 cubic feet of useful space, despite large floor.

Challenger trunk, despite claim of only eight cubic feet, easily holds two big suitcases. Filler pipe is small disadvantage.

JULY 1970
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