Performance sells cars! It always has and probably always will. Regardless
of what a buyer may be looking for, performance is often the deciding factory
in which particular car that buyer will drive off the showroom floor and
performance can mean vastly different things to different people. Whether
they need to navigate mountainous roads, tow a trailer, or just out-accelerate
the guy next to them at the stoplight, performance is important to the automobile
buyer. If for no other reason than just for the exhilarating feeling one
gets from wide open throttle blasts from a spirited vehicle. Very often,
what we drive is an extension of our personality.
In the early days of the automobile, horsepower and acceleration weren't considered
factors in marketing and selling cars. Top
speed was the key! As more and better
paved roads began spreading across the country, travelers were concerned with
how quickly they could get from Point-A to Point-B, just as they are today.
In 1926, just two years after the first Chrysler was built, there were four
separate and distinct Chrysler models available. They were the four-cylinder 50 series, the six-cylinder 60 series, the six-cylinder 70 series and a brand
new high-compression version of the same six known as the Imperial 80. Each
received it's model designation based on the top speed, in miles-per-hour,
each was capable of attaining.
THE MODERN ERA - 1951
As the decade of the 50s dawned, the motoring public was demanding ever more
power from their automobiles. Modern paved highways, even turnpikes, began
to crisscross America, much like a plate full of spaghetti. These roads presented
all sorts of demands on a vehicle, and buyers wanted cars better equipped to
handle these demands. Inline six and eight cylinder engines were no longer
able to meet those demands, and it was clear the future lay in the V8
engine.
Chrysler responded in 1951 with the now legendary Firepower V8. Those of us
in the Mopar hobby affectionately call it the "hemi" due to its hemispherical-shaped
combustion chamber. The engine displaced 331.1 cubic inches with a bore and
stroke of 4.81x3.63 inches. Horsepower, which seems tame by today's standards,
was a mere 180 x 4000 rpm. Compression was just 7.5:1. Modest though these
numbers may be, they held the key to what was yet to come.
Dodge received its version of the Hemi
engine mid-way through the 1952 model
year on selected models and for 1953, Hemi power was a regular production engine.
But it was in 1954 that the public started to sit up and take notice of the
new and evolutionary engine from Chrysler Corporation as a 3375 pound 1954
Dodge Royal 500 convertible equipped with a 150 horsepower, 241 cubic-inch
Hemi V8 was chosen as the Official Pace Car for the 1954 Indianapolis 500.
At the other end of the performance spectrum, a 1954 Dodge won the Mobilgas
Economy Run with an overall average of 25.3873 miles per gallon.
1955
On February 10, 1955, half-way through the 1955 model year, Chrysler introduced
the C-300, a new model that would prove to be, quite frankly, "the shot
heard around the world." By taking a light weight Windsor
body with an
Imperial grille added, leather interior and "export" suspension
underpinnings,
Chrysler created a distinctive-looking and luxuriously-appointed car. But it
was the installation of the Imperial's 331 cubic-inch Hemi
engine with a "hot" camshaft
and dual 4-barrel carburetors that created the "heart" of the beast.
The 300 name was derived from the fact that the Chrysler C-300 had the industry's
first 300 horsepower production engine. The early concept which created the
1955 Chrysler C-300 would guide the American automobile industry for nearly
20 years into the future: lightweight body - large engine. When Pontiac did
the same thing nine years later to create the GTO, it was dubbed the first
musclecar. Mopar fans know better.
1956
The driving force behind the C-300 continued to evolve as the 1956 Chrysler
300B featured a larger 354 cubic-inch Hemi
V8 which produced 340 horsepower
at 5200 rpm from the standard engine. An optional 10.1:1 compression engine
(8.5:1 was standard) shot the horsepower to 355.
Interest and sales of the 300 cars had proven to Chrysler executives that the
public was hungry for musclecars - but not all were prepared to pay the King's
Ransom of $4,242 the 300 was commanding. Consider this: A 1956 Lincoln could
be bought for $4,119 and a Cadillac for $4,146. A Chrysler Imperial would set
a buyer back $4,832. In comparison, a 1956 Chrysler New Yorker St. Regis hardtop
(a top-of-the-line car) with a similar 354 cubic-inch V8 engine rated at 280
horsepower, could be had for $3,889. So admission into the 300Bs realm came
at a rather high cost.
Once the marketing wizards at Chrysler figured out that a strong performance
image would sell cars, they offered a new engine option for Dodge and a whole
new musclecar from Plymouth. The Dodge D-500 engine was a 315 cubic-inch V8
producing 260 horsepower at 4400 rpm. In a 3,475 pound Coronet, it offered
brisk acceleration at an affordable price tag.
The musclecar from Plymouth, an all-new model dubbed the Fury, also made its
debut in 1956. Featuring gold anodized side
trim (white was the only paint
color offered) and gold appointments elsewhere (including its turbine-style
gold wheel covers) the Fury 2-door hardtop was a distinctive car from any angle.
Under the hood was a 303 cubic-inch Polyspherical (Poly) V8 engine developing
240 horsepower at 4800 rpm. A 3.73:1 rear axle was standard with 4.11:1 offered
on manual transmission overdrive-equipped cars.
The TorqueFlite automatic transmission,
which would go on to help transmit the power of muscle Mopars through the next
two decades, was also introduced for the 1956 model year, but on Chryslers
only.
1957
The entire lineup from Chrysler Corporation was totally restyled and re-engineered
for 1957 and the new Chrysler 300C was indeed a thing of beauty. Displacement
on the Hemi V8 was now at an all-time high of 392 cubic inches and produced
375 horsepower at 5200 rpm. An extra cost engine, available only with a manual
transmission and no power options, produced 390 horsepower at 5400 rpm with
a 2-1/2", low restriction exhaust system. With either engine, the 300C continued its reign as the fastest and
most powerful production car in America.
Over in Dodge country, the D-500 engine was now a 354 cubic-inch Hemi V8 that
cranked out a whopping 340 horsepower at 5200 rpm. D-500-equipped Dodge Coronets
became the car of choice for police departments across the country as their
blistering performance had few equals.
The Fury continued as Plymouth's musclecar
offering with the only color now
available being Buckskin Beige with gold anodized trim, similar to the 1956.
Under the hood was a standard 299.6 cubic-inch Poly V8 rated at 235 horsepower
at 4400 rpm. An optional 317.6 cubic-inch engine upped the horsepower ante
to 290 at 5400 rpm.
1958
The Chrysler Letter Car for 1958 was the 300D with styling very similar to
the previous year. Under the hood a standard 392 Hemi received five additional
ponies and was now rated at 380; it breathed through dual Carter WCFB 4-barrel
carburetors. Electronic Fuel
Injection (Bendix Electrojector) now fed the
optional 390 horse engine and marked the first use of a computer in a Chrysler
product but it proved very unreliable. Most if not all EFI-equipped 300Ds
were recalled and converted to normal carburetion. 1958 would be the last
year the early Hemi engine would power a Chrysler product.
Dodge had already moved into the era of Chrysler modern engines that would
see the company throughout the next two decades. The D-500 was now a 361 cubic-inch
305 horsepower V8 with wedge-shaped combustion chambers. It would be the first
in a long line of performance engines in what was known as the "B" engine
family. One step up was the Super D-500, a 361 rated at 333 horsepower with
Electronic Fuel Injection. In 1958, Dodges were a significant part of the California
Highway patrol fleet.
The 1958 Plymouth Fury was powered by a 4-barrel version of the Poly V8 which
was now up to 318 cubic inches and 250 horsepower. A "Dual Fury" option
was offered that featured a 350 cubic-inch B-engine with dual Carter WCFB 4-barrel
carbs and a 305 horsepower rating. An optional Bendix Electronic Fuel
Injection system was offered but it too proved so troublesome that all EFI cars were
converted to Dual Fury configuration. Buckskin Beige was still the only color
choice for the Fury 2-door hardtop.
1959
Strictly from an engineering point of view, 1959 was a pivotal year at Chrysler.
The 300E was now powered by a 413 cubic-inch RB Wedge
engine ("R" for
raised deck height B-engine) with dual Carter AFB 4-barrel carburetors.
While much cheaper to produce than the Hemi, the 413 Wedge was rated at an
identical 380 horsepower as
the earlier and more costly Hemis.
The big, beautiful new Dodge for 1959 received engine upgrades befitting its
new look. The D-500 engine was now an enlarged version of the 361 B-engine
at 383 inches and 320 horsepower from a single 4-barrel carburetor. The Super
D-500 V8, also a 383 B-engine, produced 345 horsepower through dual Carter
AFB 4-barrel carbs.
Alas, the Plymouth Fury was gone as a true performance-specific car with a
stand-alone identity. Fury badging was now available on several body styles,
including a Plymouth Fury Suburban station wagon. At the top end was the new
Sport Fury available as either a hardtop or convertible; silver anodized aluminum
replaced the gold of previous years. Standard propulsion in a Sport Fury was
the 318 Poly engine with a single 4-barrel carb and 260 horsepower. A 361 cubic-inch,
305 horsepower "Golden Commander" engine was a $74 option.
1960
To anyone astute enough to take notice, it appeared Chrysler, as a corporation,
was out to win the "Battle Of The Tailfins" at any cost. The "Forward
Look" Chrysler 300F had perhaps the smallest fins of any car wearing
a Pentastar that year but was a thing of beauty nonetheless. Under the hood
was a 413 RB-engine with something new, something innovative and, at the
very least, revolutionary. It was known as "Ram Induction" and
it placed each of the dual Carter AFB 4-barrel carburetors outboard of the
valve covers attached to 30-inch long manifolds. Horsepower was down to 75, but the Ram
Induction system proved
to be a "torque-monster" in the low to mid-range rpm band. A limited
number of 300Fs were built with a French-made Pont-A-Mousson 4-speed manual
transmission.
Dodge expanded its model lineup for 1960 with all new styling everywhere. Full-sized
Dodge models rode on a 122-inch wheelbase while the mid-sized Dodge Dart models
were four inches shorter in length and rode a 118" wheelbase. Buyers were
confused by the similar styling and often hard to distinguish models and Dodge
sales suffered overall for 1960. The top-of-the-line engine, which was not
available in a Dart chassis, was the 330 horsepower 383 B-engine D-500. A Super
D-500 was no longer offered.
Plymouth for 1960 had perhaps the largest tailfins in the auto industry. Still
at the top of the lineup was the Sport Fury in both hardtop and convertible.
The top engine for a Sport Fury was a 330 horsepower 383 B-engine which utilized
a similar induction system to that found on the 300F. Plymouth called it "Sonoramic
Induction," and it was a $405 option. Perhaps the best news out of Chrysler
Corporation for the model year was the new compact Valiant. Although not "officially" a
Plymouth for 1960, it was sold almost exclusively in Plymouth dealers. The
Valiant introduced Chrysler's new Slant Six engine as well as the industry's
first alternator.
Standard Valiant power came from a 101 horsepower version of the new six, but
a "Hyper
pack" option raised the output to 148 horsepower. Hyper Pack-equipped
Valiants swept the top-seven positions at the Daytona Speedway Compact Car
Race January 31, 1960.
1961
The 1961 Chrysler 300G was little changed from the 1960 300F. Under the hood
the same 413 RB-engine was rated at the same 375 horsepower. A few 300Gs
were built with 3-speed manual transmissions.
Dodge was still holding onto the confusing lineup of models introduced the
previous year but with some radical styling changes to the mid-sized Dart,
intended to clear the confusion. There were now separate and distinct D-500
engines for the mid-sized Dart and full-sized Polara models, and the engine
sizes were tied to the size of the cars. The Dart D-500 was the by now tried-and-true
305 horsepower 361 B-engine while the Polara D-500 was a 320 horsepower 383
B-engine. Then, to further add to the frustration of the different body styles,
Dodge decided to muddy the water a bit more with a Super D-500 413 cubic-inch
RB engine rated at 350 horsepower. Confused yet? Then try this: A Polara D-500
Ram Induction 383 at 340 horsepower was offered on, what else, Polara models
with a 413 cubic-inch Super Ram Induction D-500 developing 375 horsepower also
available. Both Ram Induction engines featured the long (30 inch) tube intake
manifolds and dual Carter AFB 4-barrel carburetors.
A new Dodge was added to the family for 1961. It was a virtual clone of the
Valiant and was called the Dodge Lancer. The Valiant now officially became
a Plymouth and both the Valiant and Lancer were available with the "recommended
for competition-only" aluminum block 225 cubic inch Hyper Pack Slant Six
which produced an astounding 275 horsepower.
Elsewhere at Plymouth Division, styling was the most controversial to ever
roll off a Chrysler Corporation assembly line. Front-end
styling has been described
as looking "like an Edsel sucking on a lemon". Agree or disagree,
but it only lasted one year. Ugly though they may have been considered by some,
there was no ignoring the fact that a Plymouth could be loaded for bear with
the top-of-the-line 413 Sonoramic Induction RB-engine cranking out 375 horses.
Those who have never seen a 1961 Sport Fury convertible with the top down will
never know what an undeserved bad rap the cars got.
1962
While the 300 Letter Series cars continued with the 1962 300H, the Brain Trust
at Chrysler took a step backward and watered-down the performance image begun
in 1955. Added to the Chrysler line was a new 300 non-letter-series model.
Seems Chrysler execs were trying to cash in on the 300 name without giving
folks what they obviously thought was a performance car (all steak/no sizzle).
The letter-series 300H could still be had with a 380 horsepower 413 RB-engine
with front-end styling carried over from 1960-61. A new rear-end treatment,
with not a hint of a tailfin, distinguished the 1962 models.
The confusion was all but gone from the Dodge
model lineup for 1962. A down
sizing was put into effect whereby all Dart and Polara models now shared a
116-inch wheelbase and were 10" shorter than the 1961 Dart. For those
seeking a full-sized car in the Dodge showrooms, a Custom 880 was offered,
achieved by grafting a 1961 Dodge front end onto a 1962 Chrysler body. The
compact Lancer received a sport GT model 2-door hardtop and the Hyper Pack
225 Slant Six continued as an optional engine.
Like their Dodge cousins, the 1962 Plymouths were downsized with all but the
Valiant riding on a 116" wheelbase. Valiants were also available with
the Hyper Pack engine option.
Styling of the downsized Dodge and Plymouth for 1962 remains controversial
to this day. It's a love-it-or-hate-it relationship among Mopar
fans. But one
thing about the 1962 cars that no one can dispute is the importance of the
revolutionary new engines introduced that year.
A NEW BEGINNING
If we consider the 1955 Chrysler C300 as the first link in Chrysler's performance
heritage chain, then 1962 would certainly have to be the second link. The
1962 "Max Wedge" (short for Maximum Performance Wedge engine but
named Ramcharger at Dodge and Super Stock at Plymouth) 413 RB-engine was,
most certainly, the "shot heard around the world".
Based on a regular production 413 RB, the Max-Wedge
engine received everything
needed to become a dominant force on the drag strips and streets of America.
Beginning with a beefed-up bottom end with some of the best connecting rods
ever developed for the B-series engines, the Max-Wedge proved nearly bullet-proof.
High-dome pistons brought the compression ratio to an unbelievable (for the
era) 11.0:1 and 12.0:1 with horsepower ratings at 410 and 415, respectively.
Cylinder blocks required an "eyebrow" notch at the top of the cylinder
bore to clear the huge 1.88" exhaust valves in cylinder
heads with the
largest intake and exhaust ports ever found on a production engine. Solid lifter
camshaft profiles were also among the most radical ever to be put in a production
engine. Topping it all off was a Ram Induction/Cross Ram intake manifold with
dual Carter AFB 4-barrel carburetors. The racing world was literally turned
on its ear as these behemoths were routinely driven to the track where they
eliminated most, if not all "competition-only", and usually trailered
opponents, and then were driven home.
1963
A major restyling effort brought some needed life back to the letter-series
Chrysler as the 300J was a very sporty-looking car in its coupe-only (no
convertible was offered in the Letter Series but was available in the non-letter
300 Sport series) configuration. Power came from a 390 horsepower 413 RB-engine
mounting dual Carter AFB 4-barrel carburetors.
Controversial Dodge styling was refined somewhat for 1963 with the Dart
name now appearing only on the new compact which replaced the Lancer. Dodge
models were now the 330, 440, Polara and Polara 500. The 880 and Custom 880 remained
the top-of-the-line, full-sized Dodges.
Plymouth also received a reprieve on the bold styling of the previous year
with Valiant seeing a complete make-over. The Hyper-Pack Slant Six engine was
gone from Valiant models as full-sized Plymouths continued to offer Savoy,
Belvedere, Fury and Sport Fury trim levels.
The big news for 1963 was, of course, the increase in displacement, compression
ratio and horsepower ratings for the Max-Wedge
engines. Over-boring the 413
RB-engine resulted in a displacement of 426 cubic inches for the Ramcharger
and Super Stock II engines with compression ratios as high a 13.5:1 and horsepower
ratings to 425. Although the drag racing superiority of the Max-Wedge engines
continued, the competition was beginning to respond.
1964 - THE NEXT LINK
Quick! When did Chrysler build its first K-car?
Wrong! It was 1964 and the Chrysler 300K was indeed, a beautiful car, even
though it was clear the letter-series was no longer a priority at Chrysler.
Still no slouch at 360 horsepower, the 413 RB-engine was equipped with a single
4-barrel carburetor for the first time in Letter Series history. Was the end
of an era in sight?
Dodge entered its 50th year of production with all-new
styling and an ever-growing
reputation as a performance car to be reckoned with - a concept that sold cars
of every configuration in the 60s. Model lines continued unchanged with the
compact Dart receiving an all-new 180 horsepower, 273 cubic-inch LA-family
V8 engine.
Over at Plymouth, styling refinements and the ever-growing performance reputation
of Chrysler products brought buyers into the showrooms in droves. A mid-year
offering from Plymouth would set the stage for sales figure increases in the
years to come. The all-new Valiant-based Barracuda fastback joined the Plymouth
family in the soon-to-be-coined "Pony Car" class. As with the Dart,
a Barracuda could be had with either 170 or 225 cubic-inch Slant Six power
on the new, lightweight 273 cube V8.
At first glance, 1964 could have appeared to be a "watering-down" year
for the Max-Wedge engine just as it was for the 300 cars. Now available in
just one version (426 cubic-inch, 425 horsepower, 12.5:1 compression ratio),
the Stage III Max-Wedge would see only a 1/2 year production. The competition
was beginning to catch up and Max-Wedge was losing its domination in the racing
and street wars. And, drag racing was no longer the #1 priority at Chrysler.
The company wanted desperately to be a force in NASCAR racing and a secret
plan was about to make that possible.
In early February, just in time for the annual Daytona 500, a new "Crate
Motor" was released
for competition. The 426 cubic-inch
Hemi engine (Hemi Charger for Dodge/Super Commando for Plymouth) was
put into the hands of factory-backed NASCAR teams, including Richard Petty,
and history was written as Petty won the race handily. Within two months, Max-Wedge
production was ended and production race cars were now equipped with the new
Hemi as a running production change. A 365 horsepower, single 4-barrel 426 "Street" Wedge
engine proved a very popular option as did the new A833 4-speed transmission.
NOTE: As much as most of us would like to believe otherwise, the 426
Hemi engine was developed solely for NASCAR stock racing competition. Drag racing versions
that came later were, in fact, an after-thought!
1965 - A FUNNY THING HAPPENED . . .
The much downgraded Chrysler 300 would see its final year as a letter-series
car. The 1965 300L was powered by a 360 horsepower 413 engine with a single
4-barrel carburetor and hydraulic
lifters (a first).
Over at Dodge and Plymouth,
things were really heating up. Available to the general public were the lightweight
A990 Dodge Coronet and Plymouth
Belvedere 2-door Super Stock sedans. Every effort was made to reduce weight
wherever possible on these cars, from thinner steel
front sheetmetal to gutted interiors. Up front was the 12.0:1 compression
ratio 426 "Race" Hemi engine. But for a select number of factory-backed
racers, Chrysler built the now legendary Dodge
Coronet and Plymouth
Belvedere "Altered-Wheelbase" cars
for the "Factory Experimental" class that eventually evolved into
today's Funny Car.
A 225 horsepower "high-performance" version of the 273 was now offered
in the Barracuda and Dart with the 426 Street Wedge still the top of the line
for street consumption. A new and sporty Satellite model joined the Plymouth
ranks.
1966 - THE LINK BETWEEN RACING AND THE STREET
So successful was the race version of the Hemi
engine, so strong was the demand
to make it available to the general populace, so heavy was the pressure from
the various sanctioning bodies to make it a regular production piece or stop
racing it, that Chrysler did just that. The new Street Hemi was merely a
slightly detuned version of the race engine with a reduced compression ratio
and inline dual 4-barrel AFB carburetors, as opposed to the race engine's
Cross Ram intake configuration.
Dodge introduced the new Charger, a sporty fastback based on the Coronet platform
which quickly became the body of choice for Dodge NASCAR teams. The Charger
also proved popular with street car buyers with engine availability up to and
including the Street Hemi. The 426
Street Wedge continued to satisfy performance
enthusiasts looking for a warranty - which the Hemi did not have. Curiously,
little hype surrounded the new Chrysler and Imperial-only 440 RB Wedge-engine
introduced in 1966.
1967 - OFFICIAL MUSCLE EVERYWHERE
Possibly the biggest news from Chrysler for 1967 was the introduction of the
Plymouth Belvedere, GTX and Dodge Coronet R/T, making the corporation's first
entry into the street wars with "officially-badged" musclecars.
Standard power for the GTX and R/T came from a 375 horsepower version of
the new 440 cubic-inch engine known as the "Magnum" at Dodge and
the "Super Commando" at Plymouth. Optional for each was the 426
Hemi. The 440 and Hemi were both optional for the second-year Dodge Charger.
Moving down in size we find the Barracuda and the new Dart "GTS" (both
with larger, totally-restyled bodies and re-engineered platforms) still available
with the 235 horsepower 273. But big-block power was now available in the form
of a slightly detuned 280 horsepower version of the 330 horsepower 383 cubic-inch
B-engine. Camshaft and exhaust compromises made for the diminished rating.
For serious "off-road" competitors, Chrysler offered the Belvedere
II and Coronet 440 Super Stock cousins. Known as the RO and WO cars (for their
first two serial number digits) the cars were built without all of the heavy
sound deadener and body caulking of a normal production car. Under the hood was a specially-prepared
426 Street Hemi with a massaged intake manifold as just one of its trick pieces.
1968
A strong argument can be made that 1968 was the year the entire automotive
world began to give Chrysler Corporation a new-found respect. Several factors
contributed to that attitude:
- A newly restyled Charger was, perhaps, the most breathtakingly beautiful
automobile ever to see a dealer's showroom floor. Performance-oriented R/T
models could be had with 383 (standard),
440 or Hemi power. Charger sales figures
skyrocketed.
- Once it became obvious that Plymouth had scored a home run with the "original" economy
musclecar, the Road
Runner, Dodge responded with the Super
Bee. Sales for both
far exceeded any and all expectations as America embraced the concept. A 335
horsepower 383 B-engine was standard in each with the 425 horsepower 426
Hemi as the only optional equipment.
- Drag racing would never be the same once the Super Stock Hemi-powered Darts and Barracudas reached the hands of such notables as Dick Landy and the Sox & Martin
team. Built for Chrysler by Hurst, these 8-second-quarter-mile rockets continue
to dominate the Super Stock ranks to this day.
- The Plymouth GTX and Coronet
R/T received further refinements and upscale-appointments,
putting them at the forefront of the musclecar world. With the largest displacement
engine available in any musclecar, the two had no equal.
- Last, but certainly not least, was the introduction of the new 340 cubic-inch
LA small-block V8 engine. Rated at a conservative 275 horsepower, the 340 in
a Dart or Barracuda routinely beat up on big block-powered Brand-X musclecars.
Many argue that the 340 was as significant an achievement for Chrysler as the
Hemi.
1969 - THE HEMI GETS SOME COMPETITION
For three years, Hemi-powered Plymouths
and Dodges ruled the street. They had
no equal! But, truth be known, a Hemi wasn't an easy engine to keep in tune,
and a sour Hemi could be a sour ride. But when it was right, nothing could
touch it - until 1969-1/2, that is.
Midway through the 1969 model year, both Plymouth and Dodge offered a new engine
option and the only way to get it was to buy the entire package - which included
the unique car it came in. The Plymouth
Road Runner 440+6BBL and Dodge
Super Bee 400 Six Pack packages featured three Holley 2-barrel carburetors on
an aluminum Edelbrock intake manifold, special connecting rods and a low-taper
camshaft and lifters. A one-piece, fresh-air-induction, lift-off fiberglass
hood distinguished the cars as something very special, as did the fact that
no wheel trim was available beyond the chrome
lug nuts. At 390 horsepower, it proved to be reasonably
economical and very driveable so long as only the center carb was used. But
the Hemi now had serious competition on the street - and it came from another
member of the family.
NASCAR racing continued to be a priority at Chrysler and Dodge Charger (the
swoopiest body to wear a Pentastar) would spawn two cars designed solely for
high-back oval track racing. Mopars were taking a beating from their more aerodynamic
competitors and something had to be done - quickly. First was the Charger 500
with a flush grille and rear window. It was faster, but not fast enough. When
the Charger Daytona arrived with its bullet-shaped nose and high-mounted wing-like
spoiler, stock car racing would never be the same.
The Dart GTS and Plymouth Barracuda could now be had with 440 power and performance
intermediates (GTX, Road Runner, Coronet R/T and Super Bee) offered "controllable" fresh
air induction systems for the first time.
1970 - THE BEAT GOES ON
Everywhere you looked in 1970 there was something new from Chrysler. Dodge finally got a car for the Pony Car class with the all-new Challenger, which
shared its E-body platform with the totally revamped Barracuda from Plymouth.
Both were available with every engine Chrysler built from the Slant
Six to the Hemi. Performance Barracudas were badged as 'Cudas and hot Challengers
wore the now revered R/T badging. Both 'Cuda (AAR) and Challenger (T/A) received
special Trans Am models equipped with exclusive 340 engines (rated at 290
horsepower) breathing through three Holley 2-barrel carbs. Gone from the
compact Dodge Dart option sheet was the GTS model and either the 383 or 440
big-block engine. Both the Charger Daytona and Charger 500 were gone as performance
models, with the 500 continuing as an up-scale trim level.
Plymouth added three new models with the Road Runner Superbird - a Daytona
look-alike designed to win Richard Petty back from Ford as the most notable.
It worked! At the other end of the spectrum was the Plymouth Duster. Built
on the same A-body platform as the Dart and earlier Barracudas, the Duster
received a performance model, the "Duster 340" along with its mainly
economy status. The 340-powered Mopar compacts continued to embarrass Brand-X
owners at every stoplight in America. With historical ties to 1956-58, a special
performance model wearing the Fury name once again appeared. The Sport Fury
GT could be had with the 390 horsepower 440+6BBL engine. Few were built, making
it a very rare and collectible car today.
Hemi engines for 1970 had hydraulic
lifters for easier maintenance and a running
production change found 440+6 engines with Chrysler-built cast-iron intake
manifolds replacing the earlier aluminum Edelbrock manifold.
1971 - GOING, GOING . . .
All the signs were there. Performance cars in America were a dying breed, and
all the information anyone needed to recognize that was right in front of
their face. The trouble is, most of it was disguised as something else -
something less foreboding - something less tragic.
On the plus side there were all-new intermediate (mid-sized, B-body) cars for
both Plymouth and Dodge. Where all mid-sized Dodges were once known as Coronets,
now only the 4-door cars would wear Coronet badging with all intermediate 2-door
cars badged as Chargers. The Coronet R/T was gone and the Coronet-based Super
Bee was now known as Charger Super Bee with all performance
engines still available
for it and the Charger R/T. A new Dodge model, spun-off from the Plymouth Valiant
Duster was the Demon, with a Demon 340 heading the order sheet and effectively
replacing the Dart Swinger 340.
The Belvedere name was gone from the Plymouth lineup as all mid-sized cars
(except Road Runner and GTX) now wore Satellite
badging. A GTX or a Charger
R/T still offered the 440 4-barrel engine as standard equipment, but it was
now rated as 305 "net" horsepower. The 440+6BBL at 350 "net" horsepower
and the 425 horsepower 426
Hemi were optional in a GTX or Charger R/T. Net
horsepower ratings were a clue to the future. Few noticed.
For the first time, the venerable 340 LA-engine was offered in a mid-sized
car. Both the Road Runner and Charger Super Bee came with 383 power as standard
equipment with 340, 440 4-barrel, 440+6BBL and the 426
Hemi as optional engines.
All but the Hemi were down on compression and horsepower (another clue?) and
most were now designed to run on low-lead fuel. A look under the hood of a
1971 performance Mopar revealed an ever-increasing number of hoses and gadgets,
all designed to clean up the environment and, as we would later learn, put
a stake through the heart of performance.
1972 - GONE!
Although there were still performance
engines and performance models available
from Chrysler, the general consensus is that the performance era died after
the 1971 model year. For 1972, there would be no Hemi! There would be no
440 Six Pack! No B-body
or E-body convertibles. There would be no Challenger
R/T and no big-block engines offered in any Barracuda or Challenger. Horsepower,
torque and compression ratios continued to plummet and, what the federal
government didn't legislate out of existence, the insurance industry managed
to surcharge well into the ionosphere. The flow of muscle
Mopars out of the
assembly plants as we had once known them may have been shut off, but that
didn't mean we had to bury the cars.
PRESERVATION OF THE BREED
As Mopar enthusiasts, we have all undertaken an awesome responsibility. We've
chosen to preserve not only the memory of these great cars, but the cars
themselves. In so doing, we are not attempting to turn back the clock, but
to stop it - to prevent the aging process and the ravages of time from further
destroying something which was designed and built to wear out through time
and use, then be thrown away and replaced by a new-and-improved model. If
not for the passion of those who know and love these artifacts of history
- those who have pampered and preserved them - that's exactly what would
have happened.
But the mere concept of preservation is a nearly impossible task considering
the elements and the aging factor of all things - including man-man automobiles.
So what are we to do? Are we to freeze-dry the cars and keep them hermetically-sealed
in a bubble or a time capsule? How are we expected to combat the effects of
time on a 30+ year-old machine when the original manufacturer stopped making replacement
parts for it 20 years ago? How are we, the custodians of these
priceless examples of a bygone era in history, expected to keep the flame burning?
How can we possibly enjoy the use of these beautiful
and powerful machines and keep them in pristine condition all at the same time? While it might be
easy to just give up and concede to the elements, we don't have to. There is
an alternative.
The folks at The Paddock Inc., share our passion
for our beloved Mopars. And
they are as concerned as we are with keeping these awesome cars running, shining
and breathing forever. They also know the importance of keeping the cars preserved
in as "correct" and authentic condition as possible so others may
truly appreciate the cars as they were originally built and as a window to
the past. So, whether you're restoring,
repairing, maintaining or even modifying your vintage Mopar, The
Paddock can help. Throughout their catalog and website you
will find more parts designed to keep your vintage Mopar at its peak than you
may have ever dreamed possible. Whether you need interior,
carpet, engine,
body parts or anything
else to
restore your classic, The Paddock is there
to help. The restoration parts are as authentic a representation of the originals
as is humanly possible. In fact, in many cases, the parts are the original
pieces manufactured by Chrysler Corporation specifically for your car, and
now sold by The Paddock. If you're into making
your Mopar shine a little more
than the factory intended, there's a selection of chrome accessories and parts
to do just that. It's all here.
The Paddock thanks you for sharing the passion and for being a member of the
finest family in the world: The Mopar Family.
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