AMBULANCES part V international Ambulances on Alphabet from D

AMBULANCES D:

Dacia 1300 Ambulance  DACIA Logans, Dusters, Dokker + 13(20)

1950 DAF A10 Ambulance

Leyland-Daf 400 V8 1991 Ambulance by ‘Mountain’

DAF – DAF Leyland – YA – Trucks – DAF Sherpa – Army

DAIMLERS from WWI + later

De Dietrich Ambulances van 1900, 1902 +1912

Delauny Belleville Ambulances 1907-1918

  1959 Dennis Lomas ambulance

tpt transport bus minibus double decker coach ambulance dennis

Dennis Brothers – Dennis – Lomas bodybuilders Ambulances

1954 Desoto Weller Special Ambulance Service Wagon

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

DeSoto or De Soto Ambulances + Hearses + Limo Ambulances 1938 – 1958

DKW Schnellaster – F 800- Munga

Dodge -Dodge Brothers – Dodge Dart Ambulances

AMBULANCES part I international and special about Dutch Ambulances

 

Ambulance

For other uses, see Ambulance (disambiguation).

A modern van-based Volkswagen Crafterambulance in the Czech Republic

An ambulance is a vehicle for transportation, from or between places of treatment, and in some instances will also provide out of hospital medical care to the patient. The word is often associated with road going emergency ambulances which form part of an emergency medical service, administering emergency care to those with acute medical problems.

The term ambulance does, however, extend to a wider range of vehicles other than those with flashing warning lights and sirens. The term also includes a large number of non-urgent ambulances which are for transport of patients without an urgent acute condition (see below: Functional types) and a wide range of urgent and non-urgent vehicles including trucks, vans, bicycles, motorbikes, station wagons, buses, helicopters, fixed-wing aircraft, boats, and even hospital ships (see below: Vehicle types).

The term ambulance comes from the Latin word “ambulare” as meaning “to walk or move about” which is a reference to early medical care where patients were moved by lifting or wheeling. The word originally meant a moving hospital, which follows an army in its movements. Ambulances (Ambulancias in Spanish) were first used for emergency transport in 1487 by the Spanish forces during the siege of Málaga by the Catholic Monarchs against the Emirate of Granada. During the American Civil War vehicles for conveying the wounded off the field of battle were called ambulance wagons. Field hospitals were still called ambulances during the Franco-Prussian War of 1870 and in the Serbo-Turkish war of 1876 even though the wagons were first referred to as ambulances about 1854 during the Crimean War.

There are other types of ambulance, with the most common being the patient transport ambulance (sometimes called an ambulette). These vehicles are not usually (although there are exceptions) equipped with life-support equipment, and are usually crewed by staff with fewer qualifications than the crew of emergency ambulances. Their purpose is simply to transport patients to, from or between places of treatment. In most countries, these are not equipped with flashing lights or sirens. In some jurisdictions there is a modified form of the ambulance used, that only carries one member of ambulance crew to the scene to provide care, but is not used to transport the patient. Such vehicles are called fly-cars. In these cases a patient who requires transportation to hospital will require a patient-carrying ambulance to attend in addition to the first responder.

History

Early car-based ambulances, like this 1948 Cadillac Meteor, were sometimes also used as hearses.

U.S. ambulance in 1949

Main article: History of the ambulance

The history of the ambulance begins in ancient times, with the use of carts to transport incurable patients by force. Ambulances were first used for emergency transport in 1487 by the Spanish, and civilian variants were put into operation during the 1830s. Advances in technology throughout the 19th and 20th centuries led to the modern self-powered ambulances.

Functional types

Ambulances can be grouped into types depending on whether or not they transport patients, and under what conditions. In some cases, ambulances may fulfil more than one function (such as combining emergency ambulance care with patient transport

Emergency ambulance – The most common type of ambulance, which provide care to patients with an acute illness or injury. These can be road-going vans, boats, helicopters, fixed-wing aircraft (known as air ambulances) or even converted vehicles such as golf carts.

Patient transport ambulance – A vehicle, which has the job of transporting patients to, from or between places of medical treatment, such as hospital or dialysiscenter, for non-urgent care. These can be vans, buses or other vehicles.

Response unit – Also known as a fly-car or a [Quick Response Vehicle], which is a vehicle which is used to reach an acutely ill patient quickly, and provide on scene care, but lacks the capacity to transport the patient from the scene. Response units may be backed up by an emergency ambulance which can transport the patient, or may deal with the problem on scene, with no requirement for a transport ambulance. These can be a wide variety of vehicles, from standard cars, to modified vans, motorcycles, pedal cycles, quad bikes or horses. These units can function as a vehicle for officers or supervisors (similar to a fire chief’s vehicle, but for ambulance services). Fire & Rescue services in North America often staff EMTs or Paramedics to their apparatuses to provide medical care without the need to wait for an ambulance.

Charity ambulance – A special type of patient transport ambulance is provided by a charity for the purpose of taking sick children or adults on trips or vacations away from hospitals, hospices or care homes where they are in long term care. Examples include the United Kingdom’s ‘Jumbulance’ project. These are usually based on a bus.

Bariatric ambulance – A special type of patient transport ambulance designed for extremely obese patients equipped with the appropriate tools to move and manage these patients.

Vehicle types

In the US, there are four types of ambulances. There are Type I, Type II, Type III and Type IV. Type I is based upon a heavy truck chassis and is used primarily for Advanced Life Support and rescue work. Type II is a van based ambulance with little modifications except for a raised roof. Its use is for basic life support and transfer of patients. The Type III is a van chassis but with a custom made rear compartment and has the same use as Type I ambulances. Type IV’s are nomenclature for smaller ad hoc patient transfer using smaller utility vehicles where passenger vehicles and trucks would have difficulty in traversing, such as large industrial complexes, commercial venues, and special events with large crowds. These do not, generally, fall under Federal Regulations.

Ambulances can be based on many types of vehicle, although emergency and disaster conditions may lead to other vehicles serving as makeshift ambulances:

A Modern American Ambulance built on the Chassis of a Ford F-450 truck

Van or pickup truck – A typical ambulance is based on either the chassis of a van (vanbulance) or pickup truck. This chassis is then modified to the designs and specifications of the purchaser.

Car/SUV – Used either as a fly-car for rapid response or for patients who can sit, these are standard car models adapted to the requirements of the service using them. Some cars are capable of taking a stretcher with a recumbent patient, but this often requires the removal of the front passenger seat, or the use of a particularly long car. This was often the case with early ambulances, which were converted (or even serving) hearses, as these were some of the few vehicles able to accept a human body in a supine position.

Motorcycle – In developed areas, these are used for rapid response in an emergency as they can travel through heavy traffic much faster than a car or van. Trailers or sidecars can make these patient transporting units. See also motorcycle ambulance.

Mercedes-Benz Sprinter ambulance of the HSE National ambulance service in Ireland. This type of ambulance is typically used in England, Wales, Ireland and Northern Ireland.

Bicycle – Used for response, but usually in pedestrian-only areas where large vehicles find access difficult. Like the motorcycle ambulance, a bicycle may be connected to a trailer for patient transport, most often in the developing world. See also cycle responder.

All-terrain vehicle (ATV) – for example quad bikes; these are used for response off-road, especially at events. ATVs can be modified to carry a stretcher, and are used for tasks such as mountain rescue in inaccessible areas.

Golf cart or Neighborhood Electric Vehicle – Used for rapid response at events or on campuses. These function similarly to ATVs, with less rough terrain capability, but with less noise.

Helicopter – Usually used for emergency care, either in places inaccessible by road, or in areas where speed is of the essence, as they are able to travel significantly faster than a road ambulance. Helicopter and fixed-wing ambulances are discussed in greater detail at air ambulance.

Fixed-wing aircraft – These can be used for either acute emergency care in remote areas (such as in Australia, with the ‘Flying Doctors‘), for patient transport over long distances (e.g. a re-patriation following an illness or injury in a foreign country), or transportation between distant hospitals. Helicopter and fixed-wing ambulances are discussed in greater detail at air ambulance.

Boat – Boats can be used to serve as ambulances, especially in island areas or in areas with a large number of canals, such as the Venetianwater ambulances. Some lifeboats or lifeguard vessels may fit the description of an ambulance as they are used to transport a casualty.

Ship – Ships can be used as hospital ships, mostly operated by national military services, although some ships are operated by charities. They can meet the definition of ambulances as they provide transport to the sick and wounded (along with treatment). They are often sent to disaster or war zones to provide care for the casualties of these events.

Bus – In some cases, buses can be used for multiple casualty transport, either for the purposes of taking patients on journeys, in the context of major incidents, or to deal with specific problems such as drunken patients in town centres.Ambulance busses are discussed at greater length in their own article.

Trailer – In some instances a trailer, which can be towed behind a self-propelled vehicle can be used. This permits flexibility in areas with minimal access to vehicles, such as on small islands.

Horse and cart – Especially in developing world areas, more traditional methods of transport include transport such as horse and cart, used in much the same way as motorcycle or bicycle stretcher units to transport to a local clinic.

Hospital train – Early hospital trains functioned to carry large numbers of wounded soldiers. Similar to other ambulance types, as Western medicine developed, hospital trains gained the ability to provide treatment. In some rural locations, hospital trains now function as mobile hospitals, traveling by rail from one location to the next, then parking on a siding to provide hospital services to the local population. Hospital trains also find use in disaster response

Fire Engine – Fire services (especially in North America) often train Firefighters in emergency medicine and most apparatuses carry at least basic medical supplies. By design, apparatuses cannot transport patients.

Vehicle type gallery

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  Volvo V70 Fly-car in Sweden

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  A paramedic’s scooter in Israel

  

  In large, congested cities, paramedics may travel by bicycle, such as this one of the London Ambulance Service

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  An air ambulance in Austria

  

  An air ambulance in Turkey

  

  A water ambulance in the Scilly Isles

  

  A Russian hospital train

Design and construction

Ambulance design must take into account local conditions and infrastructure. Maintained roads are necessary for road going ambulances to arrive on scene and then transport the patient to a hospital, though in rugged areas four-wheel drive or all-terrain vehicles can be used. Fuel must be available and service facilities are necessary to maintain the vehicle.

Car-based ambulance in Sweden

Truck-based ambulance in Columbus, Ohio using a pre-built box system

Methods of summoning (e.g. telephone) and dispatching ambulances usually rely on electronic equipment, which itself often relies on an intact power grid. Similarly, modern ambulances are equipped with two-way radios or cellular telephones to enable them to contact hospitals, either to notify the appropriate hospital of the ambulance’s pending arrival, or, in cases where physicians do not form part of the ambulance’s crew, to confer with a physician for medical oversight.

Ambulances often have two manufacturers. The first is frequently a manufacturer of light trucks or full-size vans (or previously, cars) such as Mercedes-Benz, Nissan, Toyota, or Ford. The second manufacturer (known as second stage manufacturer) purchases the vehicle (which is sometimes purchased incomplete, having no body or interior behind the driver’s seat) and turns it into an ambulance by adding bodywork, emergency vehicle equipment, and interior fittings. This is done by one of two methods – either coachbuilding, where the modifications are started from scratch and built on to the vehicle, or using a modular system, where a pre-built ‘box’ is put on to the empty chassis of the ambulance, and then finished off.

Modern ambulances are typically powered by internal combustion engines, which can be powered by any conventional fuel, including diesel, gasoline or liquefied petroleum gas, depending on the preference of the operator and the availability of different options. Colder regions often use gasoline-powered engines, as diesels can be difficult to start when they are cold. Warmer regions may favor diesel engines, as they are thought to be more efficient and more durable. Diesel power is sometimes chosen due to safety concerns, after a series of fires involving gasoline-powered ambulances during the 1980s. These fires were ultimately attributed in part to gasoline’s higher volatility in comparison to diesel fuel. The type of engine may be determined by the manufacturer: in the past two decades, Ford would only sell vehicles for ambulance conversion if they are diesel-powered. Beginning in 2010, Ford will sell its ambulance chassis with a gasoline engine in order to meet emissions requirements.

Standards

Many regions have prescribed standards which ambulances should, or must, meet in order to be used for their role. These standards may have different levels which reflect the type of patient which the ambulance is expected to transport (for instance specifying a different standard for routine patient transport than high dependency), or may base standards on the size of vehicle.

For instance, in Europe, the European Committee for Standardization publishes the standard CEN 1789, which specifies minimum compliance levels across the build of ambulance, including crash resistance, equipment levels, and exterior marking. In the United States, standards for ambulance design have existed since 1976, where the standard is published by the General Services Administration and known as KKK-1822-A. This standard has been revised several times, and is currently in version ‘F’ change #10, known as KKK-A-1822F, although not all states have adopted this version. The National Fire Protection Association has also published a design standard, NFPA 1917, which some administrations are considering switching to if KKK-A-1822F is withdrawn. The Commission on Accreditation of Ambulance Services (CAAS) has published its Ground Vehicle Standard for Ambulances effective July 2016. This standard is similar to the KKK-A-1822F and NFPA 1917-2016 specifications.

The move towards standardisation is now reaching countries without a history of prescriptive codes, such as India, which approved its first national standard for ambulance construction in 2013.

Safety

 A video on ambulance crash testing

Ambulances, like other emergency vehicles, are required to operate in all weather conditions, including those during which civilian drivers often elect to stay off the road. Also, the ambulance crew’s responsibilities to their patient often preclude their use of safety devices such as seat belts. Research has shown that ambulances are more likely to be involved in motor vehicle collisions resulting in injury or death than either fire trucks or police cars. Unrestrained occupants, particularly those riding in the patient-care compartment, are particularly vulnerable. When compared to civilian vehicles of similar size, one study found that on a per-accident basis, ambulance collisions tend to involve more people, and result in more injuries. An 11-year retrospective study concluded in 2001 found that although most fatal ambulance crashes occurred during emergency runs, they typically occurred on improved, straight, dry roads, during clear weather. Furthermore, paramedics are also at risk in ambulances while helping patients, as 27 paramedics died during ambulance trips in the US between 1991 and 2006.

Equipment

Interior of a mobile intensive care unit (MICU) ambulance from Graz, Austria

Four stages of deployment on an inboard ambulance tail lift

In addition to the equipment directly used for the treatment of patients, ambulances may be fitted with a range of additional equipment which is used in order to facilitate patient care. This could include:

Two-way radio – One of the most important pieces of equipment in modern emergency medical services as it allows for the issuing of jobs to the ambulance, and can allow the crew to pass information back to control or to the hospital (for example a priority ASHICE message to alert the hospital of the impending arrival of a critical patient.) More recently many services worldwide have moved from traditional analog UHF/VHF sets, which can be monitored externally, to more secure digital systems, such as those working on a GSM system, such as TETRA.

Mobile data terminal – Some ambulances are fitted with Mobile data terminals (or MDTs), which are connected wirelessly to a central computer, usually at the control center. These terminals can function instead of or alongside the two-way radio and can be used to pass details of jobs to the crew, and can log the time the crew was mobile to a patient, arrived, and left scene, or fulfill any other computer based function.

Evidence gathering CCTV – Some ambulances are now being fitted with video cameras used to record activity either inside or outside the vehicle. They may also be fitted with sound recording facilities. This can be used as a form of protection from violence against ambulance crews, or in some cases (dependent on local laws) to prove or disprove cases where a member of crew stands accused of malpractice.

Tail lift or ramp – Ambulances can be fitted with a tail lift or ramp in order to facilitate loading a patient without having to undertake any lifting. This is especially important where the patient is obese or specialty care transports that require large, bulky equipment such as a neonatal incubator or hospital beds. There may also be equipment linked to this such as winches which are designed to pull heavy patients into the vehicle.

Trauma lighting – In addition to normal working lighting, ambulances can be fitted with special lighting (often blue or red) which is used when the patient becomes photosensitive.

Air conditioning – Ambulances are often fitted with a separate air conditioning system to serve the working area from that which serves the cab. This helps to maintain an appropriate temperature for any patients being treated, but may also feature additional features such as filtering against airborne pathogens.

Data Recorders – These are often placed in ambulances to record such information as speed, braking power and time, activation of active emergency warnings such as lights and sirens, as well as seat belt usage. These are often used in coordination with GPS units.

Intermediate technology

In parts of the world which lack a high level of infrastructure, ambulances are designed to meet local conditions, being built using intermediate technology. Ambulances can also be trailers, which are pulled by bicycles, motorcycles, tractors, or animals. Animal-powered ambulances can be particularly useful in regions that are subject to flooding. Motorcycles fitted with sidecars (or motorcycle ambulances) are also used, though they are subject to some of the same limitations as more traditional over-the-road ambulances. The level of care provided by these ambulances varies between merely providing transport to a medical clinic to providing on-scene and continuing care during transport.

The design of intermediate technology ambulances must take into account not only the operation and maintenance of the ambulance, but its construction as well. The robustness of the design becomes more important, as does the nature of the skills required to properly operate the vehicle. Cost-effectiveness can be a high priority.

Appearance and markings

An ambulance on an oncoming lane in Moscow

Emergency ambulances are highly likely to be involved in hazardous situations, including incidents such as a road traffic collision, as these emergencies create people who are likely to be in need of treatment. They are required to gain access to patients as quickly as possible, and in many countries, are given dispensation from obeying certain traffic laws. For instance, they may be able to treat a red traffic light or stop sign as a yield sign (‘give way’), or be permitted to break the speed limit. Generally, the priority of the response to the call will be assigned by the dispatcher, but the priority of the return will be decided by the ambulance crew based on the severity of the patient’s illness or injury. Patients in significant danger to life and limb (as determined by triage) require urgent treatment by advanced medical personnel, and because of this need, emergency ambulances are often fitted with passive and active visual and/or audible warnings to alert road users.

Passive visual warnings

A North West Ambulance Serviceambulance displays reversed wording and the Star of Life, with flashing blue grille lights and wig-waggingheadlamps

The passive visual warnings are usually part of the design of the vehicle, and involve the use of high contrast patterns. Older ambulances (and those in developing countries) are more likely to have their pattern painted on, whereas modern ambulances generally carry retro-reflective designs, which reflects light from car headlights or torches. Popular patterns include ‘checker board’ (alternate coloured squares, sometimes called ‘Battenburg‘, named after a type of cake), chevrons (arrowheads – often pointed towards the front of the vehicle if on the side, or pointing vertically upwards on the rear) or stripes along the side (these were the first type of retro-reflective device introduced, as the original reflective material, invented by 3M, only came in tape form). In addition to retro-reflective markings, some services now have the vehicles painted in a bright (sometimes fluorescent) yellow or orange for maximum visual impact, though classic white or red are also common. Fire Department-operated Ambulances are often painted similarly to their apparatuses for ease of identification and the fact that bright red is a very striking color appropriate for this type of vehicle.

Another passive marking form is the word ambulance (or local language variant) spelled out in reverse on the front of the vehicle. This enables drivers of other vehicles to more easily identify an approaching ambulance in their rear view mirrors. Ambulances may display the name of their owner or operator, and an emergency telephone number for the ambulance service.

Ambulances may also carry an emblem (either as part of the passive warning markings or not), such as a Red Cross, Red Crescent or Red Crystal (collective known as the Protective Symbols). These are symbols laid down by the Geneva Convention, and all countries signatory to it agree to restrict their use to either (1) Military Ambulances or (2) the national Red Cross or Red Crescent society. Use by any other person, organization or agency is in breach of international law. The protective symbols are designed to indicate to all people (especially combatants in the case of war) that the vehicle is neutral and is not to be fired upon, hence giving protection to the medics and their casualties, although this has not always been adhered to. In Israel, Magen David Adom, the Red Cross member organization use a red Star of David, but this does not have recognition beyond Israeli borders, where they must use the Red Crystal.

The Star of Life represents emergency medical services.

The Star of Life is widely used, and was originally designed and governed by the U.S. National Highway Traffic Safety Administration, because the Red Cross symbol is legally protected by both National and international law. It indicates that the vehicle’s operators can render their given level of care represented on the six pointed star.

Ambulance services that have historical origins such as the Order of St John, the Order of Malta Ambulance Corps and Malteser International often use the Maltese cross to identify their ambulances. This is especially important in countries such as Australia, where St. John Ambulance operate one state and one territory ambulance service, and all of Australia’s other ambulance services use variations on a red Maltese cross.

Fire service operated ambulances may display the Cross of St. Florian (often incorrectly called a Maltese cross) as this cross is frequently used as a fire department logo (St. Florian being the patron saint of firefighters).

Active visual warnings

Main article: Emergency vehicle lighting

An ambulance in Denmark with roof-integrated LED lights, plus side-view mirror, grill and front fend-off lights, and fog lamps wig-wags

The active visual warnings are usually in the form of flashing lights. These flash in order to attract the attention of other road users as the ambulance approaches, or to provide warning to motorists approaching a stopped ambulance in a dangerous position on the road. Common colours for ambulance warning beacons are blue, red, amber, and white (clear). However the colours may vary by country and sometimes by operator.

There are several technologies in use to achieve the flashing effect. These include flashing a light bulb or LED, flashing or rotating halogen, and strobe lights, which are usually brighter than incandescent lights. Each of these can be programmed to flash singly or in groups, and can be programmed to flash in patterns (such as a left -> right pattern for use when the ambulance is parked on the left hand side of the road, indicating to other road users that they should move to the right (away from the ambulance)). Incandescent and LED lights may also be programmed to burn steadily, without flashing, which is required in some provinces.

Emergency lights may simply be mounted directly on the body, or may be housed in special fittings, such as in a lightbar or in special flush-mount designs (as seen on the Danish ambulance to the right), or may be hidden in a host light (such as a headlamp) by drilling a hole in the host light’s reflector and inserting the emergency light. These hidden lights may not be apparent until they are activated. Additionally, some of the standard lights fitted to an ambulance (e.g. headlamps, tail lamps) may be programmed to flash. Flashing headlights (typically the high beams, flashed alternately) are known as a wig-wag.

In order to increase safety, it is best practice to have 360° coverage with the active warnings, improving the chance of the vehicle being seen from all sides. In some countries, such as the United States, this may be mandatory. The roof, front grille, sides of the body, and front fenders are common places to mount emergency lights. A certain balance must be made when deciding on the number and location of lights: too few and the ambulance may not be noticed easily, too many and it becomes a massive distraction for other road users more than it is already, increasing the risk of local accidents.

See also Emergency vehicle equipment.

Audible warnings

Main article: Audible warning devices

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A Whelen(R) siren with wail, yelpand phaser tones is a common sound in many cities

In addition to visual warnings, ambulances can be fitted with audible warnings, sometimes known as sirens, which can alert people and vehicles to the presence of an ambulance before they can be seen. The first audible warnings were mechanical bells, mounted to either the front or roof of the ambulance. Most modern ambulances are now fitted with electronic sirens, producing a range of different noises which ambulance operators can use to attract more attention to themselves, particularly when proceeding through an intersection or in heavy traffic.

The speakers for modern sirens can be integral to the lightbar, or they may be hidden in or flush to the grill to reduce noise inside the ambulance that may interfere with patient care and radio communications. Ambulances can additionally be fitted with airhorn audible warnings to augment the effectiveness of the siren system, or may be fitted with extremely loud two-tone airhorns as their primary siren.

A recent development is the use of the RDS system of car radios. The ambulance is fitted with a short range FM transmitter, set to RDS code 31, which interrupts the radio of all cars within range, in the manner of a traffic broadcast, but in such a way that the user of the receiving radio is unable to opt out of the message (as with traffic broadcasts). This feature is built into every RDS radio for use in national emergency broadcast systems, but short range units on emergency vehicles can prove an effective means of alerting traffic to their presence. It is, however, unlikely that this system could replace audible warnings, as it is unable to alert pedestrians, those not using a compatible radio or even have it turned off.

Service providers

An ambulance from St John Ambulance WA in Perth

A volunteer ambulance crew in Modena, Italy

A city fire service ambulance from the Tokyo Fire Department.

Non-acute patient transport ambulance from New Zealand.

Some countries closely regulate the industry (and may require anyone working on an ambulance to be qualified to a set level), whereas others allow quite wide differences between types of operator.

Government Ambulance Service – Operating separately from (although alongside) the fire and police service of the area, these ambulances are funded by local or national government. In some countries, these only tend to be found in big cities, whereas in countries such as the United Kingdom almost all emergency ambulances are part of a nationwide system under the National Health Service. In Canada ambulance services are normally operated by local municipalities or provincial health agencies as a separate entity from fire or police services.

Fire or Police Linked Service – In countries such as the United States, Japan, Hong Kong and France ambulances can be operated by the local fire or police service, more commonly the fire service due to overlapping calls. This is particularly common in rural areas, where maintaining a separate service is not necessarily cost effective, or by service preference such as in Los Angeles where the Los Angeles Fire Department prefers to handle all parts of emergency medicine in-house. In some cases this can lead to an illness or injury being attended by a vehicle other than an ambulance, such as a fire truck, and firefighters must maintain higher standards of medical capability.

Volunteer Ambulance Service – Charities or non-profit companies operate ambulances, both in an emergency and patient transport function. This may be along similar lines to volunteer fire companies, providing the main service for an area, and either community or privately owned. They may be linked to a voluntary fire department, with volunteers providing both services. There are charities who focus on providing ambulances for the community, or for cover at private events (sports etc.). The Red Cross provides this service across the world on a volunteer basis. (and in others as a Private Ambulance Service), as do other organisations such as St John Ambulance and the Order of Malta Ambulance Corps. These volunteer ambulances may be seen providing support to the full-time ambulance crews during times of emergency. In some cases the volunteer charity may employ paid members of staff alongside volunteers to operate a full-time ambulance service, such in some parts of Australia and in Ireland and New Zealand.

Private Ambulance Service – Normal commercial companies with paid employees, but often on contract to the local or national government. Private companies may provide only the patient transport elements of ambulance care (i.e. nonurgent or ambulatory transport), but in some places, they are contracted to provide emergency care, or to form a ‘second tier’ response. In many areas private services cover all emergency transport functions and government agencies do not provide this service. Companies such as Falck, Acadian Ambulance, and American Medical Response are some of the larger companies that provide such services. These organisations may also provide services known as ‘Stand-by’ cover at industrial sites or at special events. From April 2011 all private ambulance services in the UK must be Care Quality Commission (CQC) registered. Private services in Canada operate non-emergency patient transfers or for private functions only.

Combined Emergency Service – these are full service emergency service agencies, which may be found in places such as airports or large colleges and universities. Their key feature is that all personnel are trained not only in ambulance (EMT) care, but as a firefighter and a peace officer (police function). They may be found in smaller towns and cities, where size or budget does not warrant separate services. This multi-functionality allows to make the most of limited resource or budget, but having a single team respond to any emergency.

Hospital Based Service – Hospitals may provide their own ambulance service as a service to the community, or where ambulance care is unreliable or chargeable. Their use would be dependent on using the services of the providing hospital.

Charity Ambulance – This special type of ambulance is provided by a charity for the purpose of taking sick children or adults on trips or vacations away from hospitals, hospices or care homes where they are in long term care. Examples include the UK’s ‘Jumbulance’ project.

Company Ambulance – Many large factories and other industrial centres, such as chemical plants, oil refineries, breweries and distilleries, have ambulance services provided by employers as a means of protecting their interests and the welfare of their staff. These are often used as first response vehicles in the event of a fire or explosion.

Costs

The cost of an ambulance ride may be paid for from several sources, and this will depend on the type of service being provided, by whom, and possibly who to.

Government funded service – The full or the majority of the cost of transport by ambulance is borne by the local, regional, or national government (through their normal taxation).

Privately funded service – Transport by ambulance is paid for by the patient themselves, or through their insurance company. This may be at the point of care (i.e. payment or guarantee must be made before treatment or transport), although this may be an issue with critically injured patients, unable to provide such details, or via a system of billing later on.

Charity funded service – Transport by ambulance may be provided free of charge to patients by a charity, although donations may be sought for services received.

Hospital funded service – Hospitals may provide the ambulance transport free of charge, on the condition that patients use the hospital’s services (which they may have to pay for).

Crewing

Various ambulance crews help to load a patient into an air ambulance in Pretoria

There are differing levels of qualification that the ambulance crew may hold, from holding no formal qualification to having a fully qualified doctor on board. Most ambulance services require at least two crew members to be on every ambulance (one to drive, and one to attend the patient), although response cars may have a sole crew member, possibly backed up by another double-crewed ambulance. It may be the case that only the attendant need be qualified, and the driver might have no medical training. In some locations, an advanced life support ambulance may be crewed by one paramedic and one EMT-Basic.

Common ambulance crew qualifications are:

1. First responder – A person who arrives first at the scene of an incident, and whose job is to provide early critical care such as cardiopulmonary resuscitation(CPR) or using an automated external defibrillator (AED). First responders may be dispatched by the ambulance service, may be passers-by, or may be dispatched to the scene from other agencies, such as the police or fire departments.
2. Ambulance Driver – Some services employ staff with no medical qualification (or just a first aid certificate) whose job is to simply drive the patients from place to place. In some emergency ambulance contexts this term is a pejorative toward qualified providers implying that they perform no function but driving, although it may be acceptable for patient transport or community operations. In some areas, these drivers would survey and study the local network of routes for better performance of service, as some road routes may be blocked, and the driver must know another route to the patient or to the hospital. The driver would gather the local weather and traffic status reports before and in-between emergencies. They may also have training in using the radio and knowing where medical supplies are stored in the ambulance.
3. Ambulance Care Assistant – Have varying levels of training across the world, but these staff are usually only required to perform patient transport duties (which can include stretcher or wheelchaircases), rather than acute care. Dependent on provider, they may be trained in first aid or extended skills such as use of an AED, oxygen therapy and other lifesaving or palliative skills. They may provide emergency cover when other units are not available, or when accompanied by a fully qualified technician or paramedic.
4. Emergency Care Assistant/Emergency Care Support Workers – Also known as ECA/ECSW are members of a frontline ambulance that drive the vehicles under both emergency and non-emergency conditions to incidents. Their role is to assist the clinician that they are working with, either a Technician or Paramedic, in their duties, whether that be drawing up drugs, setting up fluids (but not attaching), doing basic observations or performing 12 lead ECG assessments.
5. Emergency medical technician – Also known as Ambulance Technician. Technicians are usually able to perform a wide range of emergency care skills, such as defibrillation, spinal immobilization, bleeding control, splinting of suspected fractures, assisting the patient with certain medications, and oxygen therapy. Some countries split this term into levels (such as in the US, where there is EMT-Basic and EMT-Intermediate).
6. Registered nurse (RN) – Nurses can be involved in ambulance work dependent on the jurisdiction, and as with doctors, this is mostly as air-medical rescuers often in conjunction with a technician or paramedic. They may bring different skills to the care of the patient, especially those who may be critically ill or injured in locations that do not enjoy close proximity to a high level of definitive care such as trauma, cardiac, or stroke centers.
7. Paramedic – This is a high level of medical training and usually involves key skills not permissible for technicians, such as cannulation (and with it the ability to administer a range of drugs such as morphine), tracheal intubation and other skills such as performing a cricothyrotomy. Dependent on jurisdiction, the title “paramedic” can be a protected title, and use of it without the relevant qualification may result in criminal prosecution.
8. Emergency Care Practitioner – This position, sometimes called ‘Super Paramedic’ in the media, is designed to bridge the link between ambulance care and the care of a general practitioner. ECPs are already qualified paramedics who have undergone further training, and are trained to prescribe medicines for longer term care, such as antibiotics, as well as being trained in a range of additional diagnostic techniques.
9. Doctor – Doctors are present on some ambulances – most notably air ambulances – will employ physicians to attend on the ambulances, bringing a full range of additional skills such as use of prescription medicines.

Military use

An URO VAMTAC ambulance of the Spanish Army emblazoned with the Red Cross

1917 Red Cross ambulance

Military ambulances have historically included vehicles based on civilian designs and at times also included armored, but unarmed, vehicles ambulances based upon armoured personnel carriers (APCs). In the Second World War vehicles such as the Hanomag Sd Kfz 251 halftrack were pressed into service as ad hoc ambulances, and in more recent times purpose built AFVs such as the U.S. M1133 Medical Evacuation Vehicle serve the exclusive purpose of armored medical vehicles. Civilian based designs may be painted in appropriate colours, depending on the operational requirements (i.e. camouflage for field use, white for United Nations peacekeeping, etc.). For example, the British Royal Army Medical Corps has a fleet of white ambulances, based on production trucks. Military helicopters have also served both as ad hoc and purpose-built air ambulances, since they are extremely useful for MEDEVAC. In terms of equipment, military ambulances are barebones, often being nothing more than a box on wheels with racks to place manual stretchers, though for the operational conditions and level of care involved this is usually sufficient.

Since laws of war demand ambulances be marked with one of the Emblems of the Red Cross not to mount offensive weapons, military ambulances are often unarmed. It is a generally accepted practice in most countries to classify the personnel attached to military vehicles marked as ambulances as non-combatants; however, this application does not always exempt medical personnel from catching enemy fire—accidental or deliberate. As a result, medics and other medical personnel attached to military ambulances are usually put through basic military training, on the assumption that they may have to use a weapon. The laws of war do allow non-combatant military personnel to carry individual weapons for protecting themselves and casualties. However, not all militaries exercise this right to their personnel.

USNS Mercy, a U.S. Navy hospital ship

Recently, the Israeli Defense Forces has modified a number of its Merkava main battle tanks with ambulance features in order to allow rescue operations to take place under heavy fire in urban warfare. The modifications were made following a failed rescue attempt in which Palestinian gunmen killed two soldiers who were providing aid for a Palestinian woman in Rafah. Since M-113 armored personnel carriers and regular up-armored ambulances are not sufficiently protected against anti-tankweapons and improvised explosive devices, it was decided to use the heavily armored Merkava tank. Its rear door enables the evacuation of critically wounded soldiers. Israel did not remove the Merkava’s weaponry, claiming that weapons were more effective protection than emblems since Palestinian militants would disregard any symbols of protection and fire at ambulances anyway. For use as ground ambulances and treatment & evacuation vehicles, the United States military currently employs the M113, the M577, the M1133Stryker Medical Evacuation Vehicle (MEV), and the RG-33 Heavily Armored Ground Ambulance (HAGA) as treatment and evacuation vehicles, with contracts to incorporate the newly designed M2A0 Armored Medical Evacuation Vehicle (AMEV), a variant of the M2 Bradley Fighting Vehicle (formerly known as the ATTV).

Some navies operate ocean-going hospital ships to lend medical assistance in high casualty situations like wars or natural disasters. These hospital ships fulfill the criteria of an ambulance (transporting the sick or injured), although the capabilities of a hospital ship are more on par with a Mobile Army Surgical Hospital. In line with the laws of war, these ships can display a prominent Red Cross or Red Crescent to confer protection under the appropriate Geneva convention. However, this designation has not always protected hospital ships from enemy fire.

Reuse of retired ambulances

Retired ambulances may find reuse in less-demanding emergency services, such as this logistics unit, such as this Ford E-Series ambulance.

When an ambulance is retired, it may be donated or sold to another EMS provider. Alternately, it may be adapted into a storage and transport vehicle for crime scene identification equipment, a command post at community events, or support vehicle, such as a logistics unit. Others are refurbished and resold, or may just have their emergency equipment removed to be sold to private businesses or individuals, who then can use them as small recreational vehicles.

Toronto‘s City Council has begun a “Caravan of Hope” project to provide retired Toronto ambulances a second life by donating them to the people of El Salvador. Since the Province of Ontario requires that ambulances be retired after just four and a half years in service in Ontario, the City of Toronto decommissions and auctions 28 ambulances each year.

Ambulances in the Netherlands:

1905 Belgische Germain 24 H.P

1905-30 Mobil Ambulance Dinas Kesehatan Gemeente Batavia

1909 De Spyker ambulances voor het Roode Kruis

1909 SPIJKER Ambulance amsterdam redcross lehmann trompenburg

1909 spyker ambulance van het rode kruis rode kruisziekenhuis den haag

1909 spyker rodekruis

1909 ziekenauto is een Fiat

1909 ziekenauto red cross

1909 fiat kroeskop meppel

1912 Spijker 16pk, de ziekenauto in die tijd in Rheden

1912-14 Adler betreft met zeer waarschijnlijk een carroserie v d N.V. Fabriek voor luxe rijtuigen en automobielen vh gebroeders H & F Kimman De nieuwe Haarlemsche ziekenauto zijingang

1912-14 Adler betreft met zeer waarschijnlijk een carroserie v d N.V. Fabriek voor luxe rijtuigen en automobielen vh gebroeders H & F Kimman De nieuwe Haarlemsche ziekenauto zijingang

1912-1913 Fiat of Opel Ambulance Groningen-bakker-emmamij-1913-2

1914 Spyker

1915 Leeuwarder ziekenauto (spyker)

1916 ford-t-ambulances-st-vincents-web

1917 Ford Model T Army ambulance

1918 FIAT de eerste ziekenauto van Kroeskop in Meppel

1918 Ford T Ambulance

1920 Dodge Brothers model 30 Ambulance Zuid Holland Wateringen H-31364

1920 Dodge Brothers model 30 Ambulance Zuid Holland Wateringen H-31364

1920 Dodge Brothers model 30 Ambulance Zuid Holland Wateringen H-31364

1920 Dodge Brothers Ziekenauto

1920 Oudkerkhof Utrecht. De ziekenauto van de GGD rukt uit (HUA)

1920 Spyker and Maybach

1920-25 Gemeentelijke Geneeskundige Dienst bij een drenkeling langs het Merwedekanaal te Utrecht

1926 Ziekenauto Vlaardingen

1927 Gemeentelijke Gezonheidsdienst Ziekenauto te Batavia

1927 ziekenauto gebaseerd op een T Ford vracht auto chassis

1928 chevrolet-ambulance-700

1928 Dodge brothers ziekenauto NL

1928 Morris Commercial T Type Tonner

1928 Studebaker type D5521 carr Jan Karsijns NL

1929 Cadillac serie 353 Kijlstra Drachten NL

1929 Eerste ziekenauto Hilversum 3 nov 1929

1930 Burgemeester Troost Waddinxveen met ziekenauto in 1930 met chauffeur v.Gelder NL

1930 Cadillac Ambulance v Leersum NL

1931 Cadillac B21473 de Vrij Leeuwarden Serie 341B NL

1934 Ambulance Adler Standard 8 B-20341 NL

1934 Lincoln type KB B-21473 W de Vrij Leeuwarden NL

1936 Cadillac series Rust Groningen de Vrij Leeuwarden NL

1936 Chevrolet Matane 1940, première ambulance Leon Sihors NL

1937 Hudson ambulance NL

1938 Het Sint Jozefziekenhuis beschikt over een Vauxhall ambulance NL

1938 Mercedes-Benz L1500E NL ?

1939 Packard Ziekenauto op Storkterrein Hengelo NL

 

 

NIOD01_AE0218, 13-03-2002, 15:52, 8C, 4799×3362 (1508+3887), 100%, niod poster fo, 1/60 s, R57.0, G17.4, B17.9

1940 Ziekenauto Bedrijfsongeval Demka fabrieken te Zuilen NL

1941 1e-ambulance-peugeot-d4b-carr-visser NL

1942 Austin K2HZ77982 Visser de Vries Assen NL

1942 chevrolet-ambulance de Vries Assen NL

1943 Amerikaanse Dodge WC54 Ambulance 2nd WW NL

1944 Cadillac multifunctionele zieken, doden, brandweer en taxiauto Ommen NL

1945 Austin K2 NL

1945 Chevrolet ziekenauto GG&GD Amsterdam NL collectie Jan Korte

1947 Cadillac Fleetwood kent Compaan Poepe Assen Holten Reinders Roden NL

1947 Ziekenauto uit Sneek Chauffeur was T.J Vallinga. met Packard uit 1947

1948 Ford ambulance-ziekenauto, die bemand werd door de verpleger-chauffeur Bolks NL

1948 Ford ? Ziekenauto Drachten NL

1949 Chevrolet GK2100 TG3225 De Boer Co Assen De Vries Assen NL

1949 gezondheidsdienst. G.G.D. boot in het water en de ziekenauto op de kant. Het was een repetitie in 1949

1950 Packard 1950 Buick en Buick De Vrij Zuiderplein Lw NL

1950 Packard de luxe supereight ambulance NL

1950 Packard de luxe supereight ambulance carr. de Vrij Leeuwarden NL

1950 van links naar rechts de Packard DeLuxe Super Eight uit 1950, de Buick Roadmaster uit 1955 en de Buick Super Series 50-70

1953 Mercedes-Benz ambulance NT-72-51 NL

1955 Buick Ambulance by de Vrij Leeuwarden SG-08-01  NL

1955 Ford Type 79B Country Sedan SP8342 Compaan Poepe Assen De Vries Assen NL

1956 Buick Roadmaster de Vrij Leeuwarden NL

1958 Buick Limited Series 700 met kenteken ZD-57-31 NL

1958 Cadillac Ambulance de Vrij Leeuwarden NL

1959 Verschillende Ambulances NL

Cadillac Ambulance

1960 Cadillac type BT6246 DT2956 Smit Joure de Vrij Leeuwarden NL

1964 Chevrolet Ziekenauto van de GG en GD Voorburg

1964 Ford Transit FK1000 UN5697 carr St Pancras KW1

1965 Mercedes-Benz 190 Ambulance NL

1965 Mercedes Benz LP 1213 truck from the steered front axle series, medium-duty class1965 Peugeot 403 Pickup D4B Bus Ambulance Brochure

1965 Peugeot D4B Ambulance gemeente Texel

1966 Ford Transit 8999 BV Ambulance carrosserie de Vries Assen NL

1966 Mercedes Benz Ambulance NL

1967 Citroën ID 19 Ambulance NL

1967 Mercedes 230 Ambulance

1967 Opel Admiraal ziekenauto Geleen opel kapitein NL

1967-68 Mercedes Benz 230 amb 84-91-FM

Miesen, 1968

1968-mercedes-benz-limousine ambulance-114-115 car. Miesen NL

1967 peugeot-j7-ambulance-verkoop-brochure

1967-76 Mercedes-Benz W114-115 84-83-UL Visser Leeuwarden NL

1969 Citroën hy-ambulance NL

1968 Mercedes-Benz ambulance Visser, Leeuwarden ZS-97-16

1969 20-93-JM MERCEDES-BENZ W114 230 BINZ Ambulance NL

1969 Peugeot-J7-Ambulance NL

1971 Merc Benz 220

1970 Bedford Ambulance HY-91-JT NL

1971 Mercedes W114 Ambulance NL

1971 Mercedes-Benz W122 5735RR Visser de Vries Assen NL

1971 peugeot-j7-ambulance-carrosserie-visser-standplaats-schiphol NL 1972 Mercedes W114 230 Visser Ambulance NL

1974 M38A1-NEKAF-Nederlandse-Kaiser-Frazer-Fabrieken-Rotterdam-Ambulance-Royal-Dutch-Army-1974-Jan-W.-Michielsenweb

1975 Dodge B200 56GF46 Visser de Vries Assen NL

1975 Dodge van 08GK53 Akkermans de Vries Assen TT NL.

 1975 Mercedes-Benz W122 8970HJ Binz De Vries Assen NL

1975 Mercedes-Benz Ambulance Wagenpark Eindhovense GG

1977 Dodge B200 64RE70 Wayne De Vries Assen

1977 Volvo 245 53RT52 De Vries Assen TT Assen NL

1978 Chevrolet Chevy Van 27UP55 WHC De Vries Assen

1978 Peugeot 504 Ambulance NL

1979 GMC Van FF71RZ WHC De Vries Assen NL

1979 Mercedes Benz W123 250 automatic Binz Ambulance NL

1979 Peugeot 504 Ambulance NL

1980 Mercedes-Benz 240D NL

1981 Volvo 245 HD18GP De Vries Assen ANWB Alarmcentrale NL

1984 Mercedes-Benz Bremer LK93FP WHC De Vries Assen NL

1985 PEUGEOT 505 GR Ambulance NL

1986 Opel Senator Miesen Ambulance D

1987 Peugeot J9 ambulance Leiden en omstreken RP-44-XJ NL

1988 Chevrolet Vanguard met zwaailichten aan NL

1989 Mercedes-Benz W124 XY-96-JS Binz carr NL

1994 German Army ambulance version of Mercedes Benz G250 ook gebruikt in Nederlands leger.

1996 Volvo 960 NVJH33 RAV Drenthe.941.co NL

2001 Nederlandse Volvo S80 ambulance met Nilson carrosserie NL 2013 Mercedes-Benz Ambulance 08116 uit veiligheidsregio Gelderland Zuid NL

See also

Air ambulance

Ambulance bus

Ambulance station

Bariatric ambulance

CEN 1789

Combination car

Cutaway van chassis

Emergency Medical Dispatcher

Emergency medical services

Fly-car

Motorcycle ambulance

Rail ambulance

What-is-a-private-ambulance

References and notes

1. Jump up^ Skinner, Henry Alan. 1949, “The Origin of Medical Terms”. Baltimore: Williams & Wilkins
2. Jump up^ “How Products Are Made: Ambulance”. How products are made. Archived from the original on 25 March 2007. Retrieved 2 June 2007.
3. Jump up^ Oxford English Dictionary ambulance definition 1
4. Jump up^ Civil War Ambulance Wagons
5. Jump up^ The memoirs of Charles E. Ryan With An Ambulance Personal Experiences And Adventures With Both Armies 1870–1871 [1]and of Emma Maria Pearson and Louisa McLaughlin Our Adventures During the War of 1870 “Archived copy” (PDF). Archived from the original (PDF) on 10 April 2008. Retrieved 25 March 2008.
6. Jump up^ Emma Maria Pearson and Louisa McLaughlin Service in Servia Under the Red Cross “Archived copy” (PDF). Archived from the original (PDF) on 9 July 2008. Retrieved 7 February 2016.
7. Jump up^ Oxford English Dictionary ambulance definition 2a
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40. Jump up^ “2006 Ford E-Series Cutaway Chassis: Specifications”. Ford. Retrieved 2 June 2007.
41. Jump up^ “2006 Ford F-Series Super Duty Chassis Cab Ambulance: Specifications”. Ford. Retrieved 2 June 2007.
42. Jump up^ “2006 Ford E-Series Van Ambulance: Specifications”. Ford. Retrieved 2 June 2007.
43. Jump up^ James Philips. “Ford to Offer Gasoline Ambulances in 2010”.
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45. Jump up^ Cole, Dean (2013). “Ambulance Vehicle Design Specifications Revision” (PDF). Nebraska EMS/Trauma Program. Retrieved 24 May 2013.
46. Jump up^ “Ministry gives its nod to national ambulance code”. The Statesman. 7 June 2013.
47. Jump up^ Becker LR, Zaloshnja E, Levick N, Li G, Miller TR (November 2003). “Relative risk of injury and death in ambulances and other emergency vehicles”. Accid Anal Prev. 35 (6): 941–8. doi:10.1016/S0001-4575(02)00102-1. PMID 12971929.
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53. Jump up^ “CCTV to protect ambulance staff”. BBC News. 26 July 2004. Retrieved 13 June 2007.
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56. Jump up^ Hofman, Jan J.; Dzimadzi, Chris; Lungu, Kingsley; Ratsma, Esther Y.; Hussein, Julia (2008). “Motorcycle ambulances for referral of obstetric emergencies in rural Malawi: Do they reduce delay and what do they cost?” (PDF). International Journal of Gynecology & Obstetrics. International Federation of Gynecology and Obstetrics. 102 (2): 191–197. doi:10.1016/j.ijgo.2008.04.001.
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59. Jump up^ “CTAS Category Definitions”. Implementation Guidelines for the Canadian ED Triage & Acuity Scale (CTAS). Canadian Association of Emergency Physician. Archived from the original on 21 September 2010. Retrieved 19 November 2009.
60. Jump up^ “Star of Life DOT HS 808 721”. National Highway Safety Administration. Retrieved 19 November 2009.
61. Jump up^ “The Red Cross Emblem”. The Canadian Red Cross. Archived from the original on 11 January 2010. Retrieved 19 November2009.
62. Jump up^ “The History of the Emblems”. International Committee of the Red Cross. Retrieved 19 November 2009.
63. Jump up^ “The Geneva Convention of 1949”. International Committee of the Red Cross. Archived from the original on 22 November 2009. Retrieved 19 November 2009.
64. Jump up^ http://www.orderofmalta.ie
65. Jump up^ [2] Archived 8 February 2011 at the Wayback Machine.
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67. Jump up^ “ACT Ambulance Service”. Archived from the original on 30 June 2007. Retrieved 27 June 2007.
68. Jump up^ “Ambulance Service of New South Wales”. Archived from the original on 7 June 2007. Retrieved 27 June 2007.
69. Jump up^ “South Australian Ambulance Service”. Archived from the original on 25 June 2007. Retrieved 27 June 2007.
70. Jump up^ “St. Florian – Patron Saint of Firefighters”. stflorian.net. Retrieved 3 June 2007.
71. Jump up^ “23”. Emergency Care Manual. The Canadian Red Cross. Guelph, ON: The StayWell Health Company. 2008. p. 359. ISBN 978-1-58480-404-8. Viewed 19 November 2009.
72. Jump up^ “Emergency warning device – patent application”. Retrieved 19 November 2009.
73. Jump up^ Wright, Scott (1997). The Broadcaster’s Guide to RDS. Woburn, MA: Butterworth-Heineman. p. 73. ISBN 0-240-80278-0.
74. Jump up^ “UK NHS Ambulance Service Information”. NHS Direct. Archived from the original on 30 October 2009. Retrieved 1 November 2009.
75. Jump up^ “British Red Cross Event First Aid service”. British Red Cross. Archived from the original on 26 July 2013. Retrieved 2 June2010.
76. Jump up^ “St John Ambulance First Aid Cover for Events”. St John Ambulance UK. Archived from the original on 27 May 2007. Retrieved 2 June 2007.
77. Jump up^ “Order of Malta Ambulance Corps”. Order of Malta Ambulance Corps. Archived from the original on 9 October 2007. Retrieved 2 June 2007.
78. Jump up^ “First Aid Services”. First Aid Services. Retrieved 31 March2009.
79. Jump up^ “OHIP:Ambulance Services Billing”. Ontario Ministry of Health and Long-Term Care. Retrieved 19 November 2009.
80. Jump up^ “Payment Policy”. American Medical Response. Retrieved 19 November 2009.
81. Jump up^ “Yorkshire Air Ambulance Charity”. Archived from the original on 25 November 2009. Retrieved 19 November 2009.
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83. Jump up^ “Role of the First Responder”. Resuscitation Council UK. Archived from the original on 29 May 2007. Retrieved 2 June2007.
84. Jump up^ “Ambulance Care Assistant Role”. nhs. Archived from the original on 25 November 2009. Retrieved 1 November 2009.
85. Jump up^ “US Government Careers advice on EMT”. Archived from the original on 7 June 2007. Retrieved 2 June 2007.
86. Jump up^ “nursing”. nhs. Archived from the original on 3 December 2009. Retrieved 1 November 2009.
87. Jump up^ National Occupational Competency Profile. Paramedic Association of Canada. 2001. pp. 96–97. Retrieved 19 November2009.
88. Jump up^ “UK Health Care Professionals Council advice on use of protected titles”. Health care Professionals council. Retrieved 2 June 2007.
89. Jump up^ “Definition of an Emergency Care Practitioner”. South West Ambulance Service. Archived from the original on 17 May 2007. Retrieved 2 June 2007.
90. Jump up^ “London Air Ambulance Crew List”. London Air Ambulance. Archived from the original on 8 December 2009. Retrieved 1 November 2009.
91. Jump up^ “Surrey Air Ambulance”. Surrey Air Ambulance. Archivedfrom the original on 6 October 2009. Retrieved 1 November 2009.
92. Jump up^ “History of Military MEDEVAC helicopters”. Archived from the original on 17 June 2007. Retrieved 2 June 2007.
93. Jump up^ “International Committee of the Red Cross policy on usage”. International committee of the Red Cross. Archived from the original on 6 July 2007. Retrieved 2 June 2007.
94. Jump up^ “UK Army information on basic training for medical personnel”. British Army. Retrieved 1 November 2009.
95. Jump up^ “Defense Update page on use of Merkava tank as ambulance”. Defense Update. Archived from the original on 27 June 2007. Retrieved 2 June 2007.
96. Jump up^ “BBC New article on the killing of soldiers rendering ambulance aid”. BBC News. 14 May 2004. Retrieved 2 June 2007.
97. Jump up^ “Technical data on armament of M113 APC Ambulance”. Inetres. Retrieved 2 June 2007.
98. Jump up^ U.S. M2A0 Armored Medical Evacuation Vehicle
99. Jump up^ M2A0 AMEV
100. Jump up^ Bradley AMEV
101. Jump up^ “Report on the sinking of the HMHS Llandovery Castle”. World War One Document Archive. Archived from the original on 14 July 2007. Retrieved 27 June 2007.
102. Jump up^ “Report No. 6 of the Community and Health Services, §2: Donation of Decommissioned Ambulances for 2011”. Archived from the original on 26 July 2013. Retrieved 4 February 2012. Full report at http://www.york.ca/Regional+Government/Agendas+Minutes+and+Reports/_2011/CHSC+rpt+6.htm
103. Jump up^ “Media Release: York Region donates ambulance to Haitian recovery efforts”. Community and Health Services, York Region. Archived from the original on 26 July 2013. Retrieved 4 February2012. [3]
104. Jump up^ “Orangeville Police inherit retired ambulance”. Archived from the original on 1 January 2013. Retrieved 7 July 2012.
105. Jump up^ “Reconditioned ambulances”. Malleyindustries.com.
106. Jump up^ “Supporting hope”. Retrieved 7 July 2012.

DUAL-GHIA

Dual-Ghia two-speed automatic auto 1956-58 made bij Ghia in Italy on a Dodge frame and the design was bij Chrysler. Italy and USA

Dual-Ghia
Overview
Production	1956–1958
Body and chassis
Body style	2-door convertible 2-door coupe
Layout	FR
Powertrain
Engine	315 CID 4-bbl. 230 hp (172 kW) V8
Transmission	two-speed automatic
Dimensions
Wheelbase	115 in (2,921 mm)
Length	203.5 in (5,169 mm)
Width	79 in (2,007 mm)

1957 Dual-Ghia D-500

1958 Chrysler Dual-Ghia Coupe Prototype

Dual-Ghia is a rare, short-lived, automobile make, produced in the United States between 1956 and 1958. The idea for Dual-Ghia came from Eugene Casaroll, who formed Dual Motors in Detroit, Michigan to build an exclusive car at a moderate price.

The design was based on 4 1954 and 1955 Chrysler concept cars, named the Firearrow II, III, and IV and the Firebomb, which had all been designed by Virgil Exner. The Dual-Ghia car was designed by Chrysler. The design was fairly conservative with single headlamps and slab-sided features, small conservative fins and no styling gimmicks. A four-place convertible was the only offering.

A Dodge frame and drive-train was transported to Italy, where the bodywork and interior was fabricated by the Italian Coachbuilder Ghia. Performance was excellent, due to the cars being powered by the small 315 cu in (5.2 L) Dodge hemispherical-head short-stroke V-8 engine.

Rarity

With a retail price close to $7500, the Dual-Ghia was about $200 more expensive than the next most expensive American car, the late 1950s Cadillac Eldorado Biarritz convertible. Out of the 117 cars produced, 32 still existed as of July 2006. The cars were mostly bought by American celebrities, such as Frank Sinatra, Sterling Hayden, and Richard Nixon. Desi Arnaz owned one, but he wrecked it. Ronald Reagan owned one, which he lost in a high-stakes poker game with then-President Lyndon Johnson, who kept the car for several years. Dean Martin had one at one point as well, according to his son Ricci. Dean Martin can be seen driving his Dual-Ghia in the film Kiss Me, Stupid.

See also

Dual Ghia Original Unrestored

Ghia

References

Jump up^ Craig Cheetham (ed.). Ultimate American Cars. Amber Books Ltd. ISBN 0-7603-2570-7.

Jump up^ Craig Cheetham (ed.). Ultimate American Cars. Amber Books Ltd. ISBN 0-7603-2570-7.

Jump up^ Craig Cheetham (ed.). Ultimate American Cars. Amber Books Ltd. ISBN 0-7603-2570-7.

External links

“Dual-Ghia”.

Jaehnig, Kent. “The 1956-1958 Dual-Ghia: Hollywood Status Symbol”. Z. Taylor Vinson Transportation Collection. Hagley Museum. Retrieved June 17, 2013.

Horsley, Carter B. (May 18, 2002). “Classic Car auction at Christies”.

Brierly, Brooks (December 15, 2005). “1954 Dodge Firearrow Sport Coupe”. AutoWeek.

This was all what I could find ond the WWW. With special thanks to conceptcarz.com and others 

 

DODGE Cars and Trucks Auburn Hills, Michigan, USA Part VI only Pictures

DODGE Cars and Trucks Auburn Hills, Michigan, USA Part VI

DODGE

Pictures combined with some Askam, Commer, Chrysler, Dodge Brother, Fargo, FIAT, Karrier + RAM pictures

DODGE Cars and Trucks Auburn Hills, Michigan, USA Part III

DODGE

Cars and Trucks Auburn Hills, Michigan, USA Part III

In Part III I hope there is place for the rest.

• Lancer (1955–1989)

Dodge Lancer

Not to be confused with Mitsubishi Lancer or Mitsubishi Lancer Evolution.

Dodge Lancer
1962 Dodge Lancer 170 2-Door Sedan
Overview
Manufacturer	Chrysler Corporation
Production	1955–1959 1961–1962 1985–1989
Body and chassis
Platform	FR layout A-body (for 1961–62) FF layout H-body (for 1985–89)
Chronology
Successor	Dodge Dart (for 1963) Dodge Spirit (for 1989)

The Dodge Lancer is a passenger car from the Dodge division of Chrysler Corporation. Dodge used the Lancer name on three different vehicles over the years.

1955–1959 Coronet Lancer, Royal Lancer and Custom Royal Lancer

 1956 Dodge Custom Royal Lancer

Dodge used the Lancer name from 1955 to 1959 to designate the two- and four-door hardtop (no B-pillar) models in the full-sized Coronet, Royal, and Custom Royal lines. The Custom Royal Lancer was a hardtop only and top-of-the-line model for Dodge in 1959. There were 6,278 two-door and 5,019 four-door hardtops made in 1959. A total of 11,397 Custom Royal Lancers were made.

The Custom Royal Lancer featured a big-block V8 engine, the 361 cu in (5.9 L) producing 305 hp (227 kW; 309 PS). A D-500 option was available, which included a 383 cu in (6.3 L) engine with a single Carter four-barrel carburetor rated at 320 hp (239 kW; 324 PS), as well as a Super D-500 version with dual four-barrel carburetors producing 340 hp (254 kW; 345 PS).

The Custom Royal Lancer also featured a padded dashboard and steering wheel, Lancer emblems on the fenders, steering wheel, hubcaps, foot-operated windshield wipers, dual radio antennas, deluxe side trim, and thick chrome eyebrows. Optional equipment included power windows and brakes, air conditioning, and swivel seats. The Lancer designation was dropped for 1960.

1961–1962 Lancer

1961–1962
1962 Dodge Lancer 4-Door Sedan
Overview
Production	1961–1962
Assembly	United States: Detroit, Michigan Hamtramck, Michigan Los Angeles, California Newark, Delaware St. Louis, Missouri Mexico: Mexico City Switzerland: AMAG Automobil- und Motoren, Schinznach
Body and chassis
Class	Compact
Body style	2-door hardtop 2-door sedan 4-door sedan 4-door station wagon
Layout	FR layout
Platform	A-body
Related	Plymouth Valiant Chrysler Valiant
Powertrain
Engine	170 cu in (2.8 l) Slant-6 225 cu in (3.7 l) Slant-6
Transmission	3-speed manual 3-speed A904 automatic
Dimensions
Wheelbase	106.5″
Length	188.8″

For the 1961 model year, Dodge applied the Lancer nameplate to its higher-priced, upmarket badge-engineered clone of Chrysler’s very popular Valiant compact. The model was introduced when Chrysler officially assigned the Valiant to the Plymouth division for 1961, leaving Dodge dealers without a compact to sell. All the same body variants available on the Valiant were also available on the Lancer: two- and four-door sedans, two-door coupes and four-door wagons.

Styling & trim

 1961 Dodge Lancer 770 Station Wagon

 1962 Dodge Lancer 170 2-Door Sedan

 1962 Dodge Lancer GT 2-Door Hardtop

The Lancer wheelbase and body shell were identical to those of the Valiant, but interior and exterior trim were fancier on the Lancer. Lancers featured round taillights and a full-width grille, instead of the Valiant’s cat’s-eye taillights and central grille. For 1961, trim levels were the basic “170” and the premium “770”. In 1961, the two-door hardtop was marketed as the “Lancer 770 Sports Coupe”, essentially a performance appearance package. For 1962, the Sports Coupe was given the more concise model name of “GT” and carried premium trim; two-tone paint was available and instead of the front bench seat, there were two bucket seats. Also for the 1962 model, “Lancer GT” medallions were mounted on the doors’ interior trim panels below the vent window and on the sides of the front fenders just aft of the headlamps. “GT” emblems were placed on the hood, the deck lid and on the vinyl dash pad. The headlamp bezels and the grille’s horizontal slats were blacked-out. The GT also lacked certain ornamentation found on the 170s and 770s such as the “Lancer” door scripts, the slanted chrome hash marks on the lower quarter panel, and the hook-ended stainless steel door-to-fender spears.

Powertrains

The Lancer used the slant-6 engine. The base engine was the 170 cu in (2.8 l) unit, rated at 101 bhp (75 kW). The optional power package consisted of the larger 225 cu in (3.7 l) engine, rated at 145 bhp (108 kW). After the start of the 1961 model year, a die-cast aluminum version of the 225 engine block was made available. The aluminum 225 weighed 45 pounds (20 kg) less than the iron 170 and 80 pounds (36 kg) less than the iron 225. Any of the available engines could be equipped at the dealer with Chrysler’s Hyper Pak parts kit for a significant power upgrade: the 170 Hyper Pak’s published output was 148 bhp (110 kW), while the 225 Hyper Pak’s was 196 bhp (146 kW). The Hyper-Pak shaved more than four seconds off the 0 to 60 mph (97 km/h) time versus the standard 225, and was over a second quicker and seven miles per hour faster in the quarter mile. With the Hyper Pak, a 225 Lancer could go from 0 to 60 mph (97 km/h) in 8.6 seconds and turn in a standing quarter mile time of 16.4 seconds. 1962 cars had the engine and transmission moved for a flatter front floor.

Transmission options were a Chrysler-built A903 three-speed manual with the shifter on the floor in 1961 and on the steering column in 1962, or a pushbutton-operated A904 Torqueflite three-speed automatic.

Drag strip & sales competition

In the 1962 NHRA Winternatonals, Wayne Weihe took home the win in the C/FX (Factory Experimental) class with his Hyper-Pak-equipped Lancer, clocking a 15.67 E.T. Although the bigger Dodges were beginning to appear at drag strips around the country, the “Golden Lancer” of Dode Martin and Jim Nelson was just about the fastest compact on the strips in 1962. Stuffed into the engine compartment was a 413 cu in (6.77 liters) Chrysler RB V8 engine modified by the Chrysler engineers’ “Ramchargers” racing team. The Golden Lancer raced successfully in A/FX class and could do the quarter mile in 12.68 seconds at 113 mph.

Lancer sales did not meet expectations and sold about half as well as the Valiant. As a late part of the total redesign of Dodge’s compact car for 1963, the Lancer name was discontinued. Dodge compacts for 1963 through 1976 were named Dart, a name that had previously been assigned to a larger car produced by Dodge from 1960 to 1962.

South African market

In South Africa, a right hand drive version of the Lancer was sold from 1961 through 1963, badged as the “DeSoto Rebel” not very long after the DeSoto name was discontinued in the U.S. All Rebels were equipped with the 170 cu in (2.8 l) Slant 6 engine, and most were equipped with the three-speed manual transmission. As with the Australian RV1 and SV1 Valiants, the Rebel used the instrument cluster from the U.S. 1961 Plymouth Valiant. White reflectors were mounted to the front bumper, in compliance with South African vehicle equipment regulations. The Rebel name was re-introduced by Chrysler South Africa in 1967 as the economy-priced “Valiant Rebel”.

1985–1989 Lancer

1985–1989
1988 Dodge Lancer ES Turbo
Overview
Production	1985–1989
Assembly	Sterling Heights, Michigan, United States
Body and chassis
Class	Mid-size
Body style	5-door hatchback
Layout	Transverse front-engine, front-wheel drive
Platform	H-body
Related	Chrysler LeBaron GTS Chrysler LeBaron Chrysler GTS (Europe) Shelby Lancer
Powertrain
Engine	2.2 l (134 cu in) K I4 2.2 l (134 cu in) Turbo I I4 2.2 l (134 cu in) Turbo II I4 2.5 l (153 cu in) K I4
Transmission	5-speed manual 3-speed A413 automatic

The Dodge Lancer was re-introduced in 1985 as a mid-sized 5-door hatchback. It was a rebadged version of the more expensive Chrysler LeBaron GTS and was based on the Chrysler H platform, a stretched version of the Chrysler K platform. The Lancer eventually slotted between the Aries and the 600. All Lancers were built in Sterling Heights, Michigan. Production ended on April 7, 1989, replaced by the Spirit.

Lancer Shelby

The 1988 to 1989 “Lancer Shelby” was a factory appearance and handling package including upgraded sway bars, shorter springs, and quicker steering along with an assortment of comfort and convenience features including leather seats, power locks, windows, seats and mirrors, a tilt steering wheel and a two-position cup holder. It was inspired by the 1987 Shelby Lancer, which was built by Shelby Automobiles in Whittier, California. Chrysler took over production starting with the 1988 model year, building them in the same Sterling Heights plant as regular Lancers.

The intercooled Turbo II engine with the manual transmission provided 175 hp (130 kW). The automatic variant was equipped with the 146 hp (109 kW) Turbo I. Although it was not planned as a limited edition, only 279 Lancer Shelbys were produced in 1988 and 208 in 1989.

European market

In April 1988, Chrysler started offering some models on the European market. One of them was the “Chrysler GTS”, a rebadged version of the Dodge Lancer ES. Due to European vehicle regulations, the exterior appearance was slightly different. The rear turn signals were amber rather than red, the front sidemarkers and the centre high mount stop lamp (CHMSL) were blanked off, small round repeaters were installed into the front fenders and the sideview mirrors were of spring-hinged rather than rigid design. The engine options included the naturally aspirated 2.2 l (134 cu in) Four, and a turbocharged version of the same engine. From 1989 on, the 2.5 l (153 cu in) Four became available with or without a turbocharger. The 2.2 engine was dropped, except for the Turbo II version that was standard equipment on the Chrysler GTS Shelby, the European sibling of the Dodge Lancer Shelby. A five-speed manual gearbox was standard, with a three-speed automatic transmission as an extra cost option. The GTS Shelby came only with the manual transmission.

The Chrysler GTS had few buyers in Europe; the competition was too hard. Even the comparatively low prices could not help, and sales figures were very low. By the end of 1989, the GTS was replaced by the Saratoga.

• Magnum (1978–1979, 2005–2008)

Dodge Magnum

Dodge Magnum
Overview
Manufacturer	Chrysler Corporation (1978–1988) DaimlerChrysler (2005–2007) Chrysler LLC (2008)

The Dodge Magnum is nameplate used by several Dodge vehicles, prominently as a large coupe marketed from 1978 to 1979 in the United States as well as a rear-wheel drive station wagon introduced in 2004 for the 2005 model year and produced until the end of the 2008 model year and assembled at Brampton Assembly Plant, near Toronto, Ontario, Canada.

In Brazil, the Magnum nameplate was a top of the line version of the local Dodge Dart from 1979 to 1981.

In Mexico, the Dodge Magnum was a sporty rear-wheel drive two-door car based on Chrysler’s M body (American Dodge Diplomat/Plymouth Gran Fury). It had a 360 CID (5.9L) V-8 engine with a single 4 barrel carburetor rated at 300 hp (224 kW). From 1983 to 1988 Dodge marketed a sporty two-door K-car with available turbocharger from 1984 on as the Magnum. Four engines were offered for the Mexican Magnum K, a SOHC I-4 2.2L (K-Trans-4), a turbocharged SOHC I-4 2.2L (1983–86) and two other 2.5L SOHC I-4s, with and without turbocharger (1987–88). The Mexican front-wheel drive Magnum was officially called “Dodge Magnum 400” between 1983 and 1984, as it was a sporty Mexican variation of the American Dodge 400 of the early eighties. For 1985, the “400” suffix was dropped. For the 1987 season, the turbocharger received an intercooler and the power from the turbo engine changed from 140 to 150 hp (112 kW).

1978–1979

1978–1979
Overview
Production	1978–1979
Assembly	Windsor, Ontario, Canada
Body and chassis
Class	Mid-size
Body style	2-door coupe
Layout	FR layout
Platform	B-body
Related	Chrysler 300 (1979) Chrysler Cordoba Dodge Charger Dodge Monaco Plymouth Fury
Powertrain
Engine	318 cu in (5.2 L) LA V8 360 cu in (5.9 L) LA V8 400 cu in (6.6 L) B V8
Transmission	3-speed A727 automatic
Dimensions
Wheelbase	115.0 in (2,921 mm)
Length	215.7 in (5,479 mm)
Width	77.2 in (1,961 mm)
Height	53.1 in (1,349 mm)
Chronology
Predecessor	Dodge Charger
Successor	Dodge Mirada

The 1978 and 1979 Dodge Magnum in the United States and Canada was an addition to the Chrysler line up that allowed Richard Petty to continue racing with a Mopar. The Magnum was sold in two forms; the “XE” and the “GT”. It was the last vehicle to use the long running Chrysler B platform. The appearance was somewhat of a rounded off Charger, and was in response to getting a car that would be eligible for NASCAR that would be more aerodynamic, something the 1975-78 Charger was not. Styling features included four rectangular headlights behind retractable clear covers, with narrow opera windows, and an optional T-bar or power sunroof. The Magnum was well-featured with power steering, brakes and seats; the suspension included Chrysler’s standard adjustable, longitudinal torsion bars, lower trailing links, and front and rear anti-sway bars. The base engine was the 318 in³ V8 with Lean Burn, while two and four-barrel carbureted 360 and 400 V8s were also available; weight was nearly 3,900 lb (1,800 kg). The 400 was dropped from the option list in 1979 as Chrysler stopped production of big-block V-8’s in production cars at the end of 1978. A performance model, the “GT” was available with the 400 V8 in 1978 and the “E58” police interceptor (360 V8-195 HP) engine in 1979 along with HD suspension, special axle, special “GT” badging and a “turned metal” dash applique. Technology was advanced for the time with an onboard spark control computer from inception, electronic ignition, and a lockup torque converter. The Magnum name was discarded quickly in favor of the Mirada, a smaller car that was also shared an all new body with the Chrysler Cordoba. The Magnum has something of a cult following today, with several clubs and enthusiasts who are dedicated to the recognition and preservation of Chrysler’s “last B-body”. In 1979, they made 3,704 Dodge Magnums with the T-Top.

NASCAR

For the 1978 NASCAR season, the 1974 Charger that Chrysler teams had continued to use was no longer eligible for competition. Chrysler worked on several car designs to smooth out the current 1975 bodied Charger into something that would be reasonably aerodynamic for the big racetracks and the Magnum design was settled on early in 1977 for use in the 1978 racing season. While not as aerodynamic as the previous 1974 Charger body, the shape of the Magnum showed promise, and the Petty Enterprise built test cars easily reached 190 mph (310 km/h) on test runs. At first it seemed that out on the tracks the cars ran well with Richard Petty almost winning his Daytona 125 (finishing 2nd), and lead 30+ laps of the Daytona 500 until a blown front tire caused him to wreck. However, the lack of factory development support of the small-block Chrysler 360 V8 as a race engine was becoming more of a problem, and in high speed racing traffic the Magnum did not handle well. Richard Petty was particularly harsh in his criticism of the car.

By the latter half of the 1978 season, Petty and Neil Bonnett (the two top Mopar teams) gave up on the cars inconsistent performance and switched to Chevrolets, leaving independent drivers Buddy Arrington (who bought a few of Petty’s Magnums, along with some parts) and Frank Warren, and C&W singer Marty Robbins to soldier on without any substantial (Chrysler did provide sheet metal and some engine parts to teams driving Magnums) factory support. From August 1978, 2-5 independent teams showed up with Magnums in NASCAR races until January 1981, when NASCAR switched to smaller bodied cars. The Magnum never enjoyed the racing heritage of its predecessors, but it was not without its own glorious moments. Petty scored 7 top five finishes in his 17 races with the car, and Neil Bonnett won three poles and scored 5 top five finishes with his. Richard Petty recognized the Magnum with a commemorative decal, depicting his famous number 43 emblazoned on a Magnum for his 1992 Fan Appreciation Tour. Though Petty never won a race in a Magnum, his son, Kyle Petty drove one of his father’s year-old Dodge Magnums in his first race (1979 Daytona ARCA 200), and won. Kyle raced in 5 NASCAR races using the left-over Magnums in 1979, but wrecked them beyond reasonable repair by the 1980 Daytona 125. As of DEC 2012, only two NASCAR Magnums still exist; one (an ex-Petty car) resides in the Talledega NASCAR museum, and the other; (Marty Robbins‘ 1978 Magnum #42) has been restored and is owned by a private party in southern California. The owner occasionally races it in the vintage NASCAR series.

Dodge Magnum (Brazil)

Brazilian Dodge Magnum (1979–1981)
Overview
Production	1979–1981
Assembly	São Bernardo do Campo, São Paulo, Brazil
Body and chassis
Body style	2-door coupe
Layout	FR layout
Platform	A-body
Related	Dodge Dart
Powertrain
Engine	318 cu in (5.21 L) LA V8
Transmission	4-speed manual, 3-speed automatic

In the old Simca Factory in São Bernardo do Campo, São Paulo, Brazil, the Dodge Dart was produced from 1969 until 1981 (more than 92,000 cars were sold). They were built with minor changes from the original model, starting in 1969, and were all largely based on the 1968 Dart GT (and GTS). For its last three years of production, a two-door upper trim level version of the Dart was sold as the Magnum, featuring the 318 in³V8 engine used in all Dodge coupe and sedan models in Brazil. A unique fiberglass front fascia that included four headlights to give it a more modern look was used, while the rear end was very similar to the American Dart 1975 (the Dart model from the same year having been identical to the Swinger from USA). The Magnum (top of the line) was sold as a separate model from the Dart (bottom line), despite being technically almost identical to the Dart.

The Dodge was very well received in Brazil. Today one can find car clubs with many Dodge coupes in good condition. The coupe and sedan models in Brazil were (all variations from the Dart 1968 model): Dart [1969-1981] (as a 2-door coupe from 1970 until 1981 or as a four-door sedan from 1969 until 1981), sporting but lower priced Dart SE, better equipped Dart DeLuxo (two or four doors), Gran Coupe (more luxurious yet than the Dart DeLuxo, with two doors only), Gran Sedan (above the Dart DeLuxo model, with four doors only), Charger R/T [1971-1980] (coupe bodywork only, from 1971 to 1980 it was the top model in sport segment), LeBaron (replacing the ‘Gran Sedan’ with four-door sedan body, from 1979 to 1981) and Magnum (substitute for the ‘Gran Coupe’, Brazil’s top model in the luxurius segment from 1979 to 1981).

 Dodge Magnum, showing different front clip

Dodge Magnum (Mexico)

First generation Mexican Dodge Magnum (1981–1982)
Overview
Production	1981–1982
Assembly	Toluca, Mexico (Toluca Car Assembly)
Body and chassis
Body style	2-door coupe
Layout	FR layout
Platform	M-body
Related	Dodge Diplomat Plymouth Gran Fury Chrysler LeBaron Plymouth Caravelle Salon
Powertrain
Engine	360 cu in (5.9 L) LA V8
Transmission	4-speed A833 manual 3-speed A727 automatic
Chronology
Predecessor	Dodge Valiant Super Bee

First generation

In 1980, the F-body cars were discontinued in Mexico, as well in the U.S, so the compact cars Dodge Dart (using the front of the volare and the rear of the aspen) and the Valiant Volare (using the front of the aspen and the rear of the volare) were dropped for this year. The sport compact, the Super Bee that share the F-Body platform was also discontinued, so Chrysler of Mexico had to replace it with a new sport car. In 1979, Chrysler de México introduced the Chrysler LeBaron based in the M-Body Platform, and two years later it introduced the Dodge Diplomat as Dodge Dart. This Mexican M-body Dart was very similar to the American Plymouth Gran Fury in appearance/trim, but had Chrysler’s Rallye road wheels instead of deluxe wheel covers. As the same case that in 1970, Chrysler de Mexico used a small platform and the name of an American sports car (the B-Body Dodge Magnum) and equipped it with the 360 LA V8 engine. The Mexican Dodge Magnum had the 360 CID (5.9L) engine with a Carter Thermoquad four barrel carburetor rated in 300 hp (224 kW), Mopar oil cooler, a 3-Speed A727 automatic transmission, with the 4-speed A833 manual transmission optional, heavy duty suspension, power brakes, stabilizer bars in the front and rear and a Dana 44 differential with positive pass and positraction. All the windows and windshield chromed metals were painted flat black, only the bumpers and the front grill were chromed, and the front fascia wore “Magnum” logo, in the side of the front fenders was put again the “Magnum” logo with a 5.9L decal. The Mexican RWD Dodge Magnum was offered only for the 1981-1982 model years.

Second generation

Second generation Mexican Dodge Magnum 400/Magnum K (1983–1988)
Overview
Production	1983–1988
Assembly	Toluca, Mexico (Toluca Car Assembly)
Body and chassis
Body style	2-door coupe
Layout	FF layout
Platform	K-body
Related	Dodge 400 (USA) Plymouth Caravelle K (Canada) Dodge Aries K (USA) Plymouth Caravelle (USA)
Powertrain
Engine	Chrysler SOHC K-Trans-4 engine 2.2L-2.5L I4 Chrysler Turbo SOHC K-Trans-4 engine 2.2L I4 Turbo
Transmission	4-speed manual 5-speed manual 3-speed automatic
Chronology
Successor	Chrysler Shadow GTS

The K-car based Mexican Dodge Magnum was a sporty 2-door compact, based on the Dodge Aries coupe body (with blackout 1982-1985 Dodge 400 grille in 1983-1985 and a blackout 1986-1988 Plymouth Caravelle grille in 1986-1988) offered from 1983 to 1988 with available turbocharger (“TurboChrysler” engine) from 1984 on. Four engines were offered for the Mexican Dodge Magnum K, a SOHC I-4 2.2L (K-Trans-4, 1983–86), a turbocharged SOHC I-4 2.2L (1984–1986) and two other 2.5L SOHC I-4s, with and without turbocharger (1987–88). When it was introduced, the Mexican Dodge Magnum 400 Turbo was advertised as “Mexico’s fastest car” in the TV commercials of the time, and it surely was in 1985, when the “Fox” (1979–1984) 5.0L Mexican Ford Mustang was dropped from the catalog of Ford Mexico. The Mexican front-wheel drive Magnum was officially called “Dodge Magnum 400” between 1983 and 1984, as it was a sporty Mexican variation of the American Dodge 400 of the early eighties (without the vinyl roof of the US version and with high output 2.2L engine (available turbocharger from 1984 on), heavy-duty suspension, sporty wheels, tires, dash, steering wheel, console, shifter and seats). In 1984, the Mexican Magnum 400 Turbo was the closest thing to an American Dodge Daytona Turbo south of the border. For 1985, the “400” suffix was dropped. For the 1987 season, the turbocharger received an intercooler and the power from the turbo engine changed from 140 to 150 hp (112 kW). The K-car based Magnum was replaced by the Mexican Chrysler Shadow GTS for the 1989 model year.

2004–2008

Dodge Magnum (2004–2008)
Overview
Production	2004–2008
Model years	2005–2008
Assembly	Brampton, Ontario, Canada
Designer	Ralph Gilles Freeman Thomas
Body and chassis
Class	Full-size
Body style	5-door station wagon
Layout	Front engine, rear-wheel drive /four-wheel drive
Platform	Chrysler LX platform
Related	Chrysler 300 Dodge Charger
Powertrain
Engine	2.7 L (167 cu in) EER V6 3.5 L (215 cu in) EGJ V6 5.7 L (345 cu in) EZB HEMI V8 6.1 L (370 cu in) ESF HEMI V8
Transmission	4-speed 42RLE automatic 5-speed W5A580 automatic
Dimensions
Wheelbase	120.0 in (3,048 mm)
Length	197.7 in (5,022 mm)
Width	74.1 in (1,882 mm)
Height	2005-07: 58.4 in (1,483 mm) 2008-present: 58.3 in (1,481 mm) SRT8: 57.9 in (1,471 mm)
Chronology
Predecessor	Dodge Intrepid
Successor	Dodge Journey

The Magnum name was revived in 2004 as a 2005 station wagon on the Chrysler LX platform. The new Magnum was a badge engineered station wagon version of the Chrysler 300 manufactured at the same plant inBrampton, Ontario, Canada.

The Magnum is the last mid-size station wagon (140 to 160 cubic feet of combined passenger and cargo volume) sold by an American automobile manufacturer in the United States, though Chrysler marketed the Chrysler 300 Touring variant in Europe and Australia.

The Magnum had four engine options; the SE features the 190 hp 2.72 L LH V6, the SXT had the 250 hp (190 kW) 3.5 L V6, and the RT had the new 340 hp 5.7 L Hemi V8. The SRT-8 has a 425 hp 6.1 L Hemi engine.

All-wheel drive became an option in 2005 on SXT and RT models. The SRT8, AWD SXT, and the RT use a Mercedes-Benz-derived 5-speed automatic transmission, while all other models use a four-speed automatic.

The Magnum was on Car and Driver‘s Ten Best list for 2005.

SRT-8

A high performance SRT-8 version debuted at the 2005 Los Angeles Auto Show. The SRT-8 was based on a concept car that was displayed at the 2003 Los Angeles Auto Show. It went on sale in 2005 as a 2006 model. Like the 300C SRT-8, it featured the new 6.1 L (370 cu in) Hemi engine, which produces 425 hp (317 kW). 20″ wheels, firmer suspension, bigger brakes (Brembo), new lower-body treatment, and a revised front and rear-fascia completes the transformation. The SRT-8 was named Best New Modern Muscle Car in the 2006 Canadian Car of the Year contest.

Motor Trend Test Results:

• 0-60 mph: 5.1 sec
• 0-100 mph: 11.7 sec
• Standing 1/4-mile: 13.1 sec @ 108 mph (174 km/h)

See also: Street and Racing Technology

Europe and Australia

In Europe and Australia, the Magnum was sold as the Chrysler 300 Touring. It was essentially the same as the U.S.-market Magnum, but with the Chrysler 300C’s front end and interior, and right-hand-drive for Australia and the U.K. The 300C Touring added an available 3.0L CRD Turbo Diesel version. The 300C Touring was assembled in Austria.

2008 changes

 2008 Dodge Magnum SRT-8

For the 2008 model year, the Magnum received a facelift as well as an updated interior in line with that of the Dodge Charger. The front fascia sported new aggressively squared off headlights and a smaller rectangular grille more reminiscent of the Charger. The SRT-8 variant gained a new hood scoop. A new bright red paint scheme was introduced. The new changes brought the car closer to its Charger platform mate, away from the Chrysler 300.

Cancellation

On November 1, 2007, Chrysler announced that, as part of its restructuring plans, the Dodge Magnum would be one of four models discontinued after the 2008 model year. In Chrysler’s words: “The Magnum, along with the PT Cruiser convertible, the Crossfire, and the Pacifica were not earning their keep”. Production ended on March 28, 2008. The Dodge Magnum, (along with the short-wheelbase Dodge Caravan), has been replaced by the Dodge Journey.

• Matador (1960)

Dodge Matador

Dodge Matador
1960 Dodge Matador
Overview
Manufacturer	Chrysler
Production	1960
Designer	Virgil Exner
Body and chassis
Class	Full-size
Body style	2-door hardtop 4-door sedan 4-door hardtop 4-door station wagon
Layout	FR layout
Related	Dodge Polara
Powertrain
Engine	361 cu in (5.9 L) V8
Transmission	3-speed manual 2-speed PowerFlite auto
Dimensions
Wheelbase	122 in (3,099 mm)
Chronology
Predecessor	Dodge Coronet (Fourth generation)
Successor	Dodge Polara

The Dodge Matador was a full-sized automobile produced for the 1960 model year by the Dodge division of the Chrysler Corporation.

Design

The Matador (“bullfighter” in Spanish) was one of two new models produced by Dodge in 1960 when the marque dropped its long-running Coronet, Custom, Custom Royal, and Lancer models. Sharing the same newly engineered unibody platform as the slightly smaller Dodge Dart, the Matador was designated Dodge’s full-size base trim vehicle, with the Dodge Polara becoming the make’s full-sized premium model. The 1960 Matador and Polara were built on 4-inch (102 mm) longer wheelbase along with the 1960 DeSoto and Chrysler models. All Matadors featured a standard “Super Red Ram” 295 hp (220 kW; 299 PS) 361 cu in (5.9 L) V8 engine. The “D-500 with Ram Induction” 383 cu in (6.3 L) with dual four-barrel carburetors was optional, along with a three-speed TorqueFlite automatic transmission.

The Matador (and the similar, better-trimmed Polara) featured styling cues that were carried over from 1959 models, themselves an evolution of Virgil Exner‘s “Forward Look” cars introduced in 1957. Now built on a new unibody chassis, the 1960 Matador continued the Dodge styling hallmarks of stacked “jet pod” taillights, however, the size of the lights was greatly exaggerated, with the lower light set into the rear bumper. The design also incorporated Dodge’s trademark (shortened) tailfins, which included small vertical taillight lenses placed on the vertical surface at the back of the fin; again. The purpose of the shortened fin was meant to exaggerate the length of the “jet pods” holding the taillights. The front end featured a small grille comprising six stacks of aluminum rectangles nested in a massive (and complex) front bumper assembly.

All 1960 Dodge station wagons used the 122 in (3,099 mm) wheelbase providing 98.5 cubic feet (2.79 m³) of cargo space with the back seats folded flat. The Matador trim was available in six- or nine-passenger (with rear-facing third row bench seat) versions featuring a roll-down rear window into the tailgate.

The Matador had less exterior chrome trim and plainer interiors than found on the Polara. The majority of cars built by Dodge and sold during the 1960 model year were in Dodge’s new “smaller” and less expensive full-sized model, the Dodge Dart, which fielded three sub-series (Seneca, Pioneer and Phoenix) of its own.

A total of 27,908 Dodge Matadors were produced for 1960. Low sales volume — and the popularity of the Dart model — led Dodge to drop the Matador nameplate for the 1961 model year.

Legacy

The name was subsequently used by American Motors Corporation from 1971 to 1978 for the mid- and full-sized AMC Matador cars. The automaker was purchased in 1987 by Chrysler Corporation.

• Mayfair (1953–1959)

Dodge Mayfair

The Dodge Mayfair was an automobile built by Chrysler Corporation of Canada Ltd. This vehicle was produced solely for the Canadian market from 1953 to 1959. Its American equivalent was the Plymouth Belvedere. It was based on the Plymouth, a vehicle that Chrysler of Canada had been offering since 1935 and Chrysler in Detroit started offering in export markets in 1936.

1956 Dodge Mayfair Convirtible

The Mayfair name first appeared as a 2-door hardtop in the 1951 Dodge Regent series, just as the Belvedere appeared in the Cranbrook series. The 1952 Mayfair adopted the same paint scheme as the 1952 Belvedere with the roof color sweeping down onto the rear trunk.

1956 Dodge Mayfair ad.

When the 1953 models were introduced, the Mayfair was again the hardtop in the Dodge Regent series. In April, 1953, though, Chrysler of Canada introduced a new, upscale series to do battle with the Chevrolet Bel Air and Pontiac Laurentian.

Thus the D43-3 Dodge Mayfair was introduced in both hardtop and sedan models. (Contrary to published articles, the D43-3 series was not a wagon). The exterior had the front fender trim extend onto the front door and backup lamps were standard. Interiors were two-tone, in either blue or green, with a matching steering wheel. With the new D43-3 Mayfair, the Regent Mayfair hardtop was dropped.

1957 Dodge Mayfair Sedan (Canada)

Under the hood, the engine was increased from 218.0 CID to 228.1 CID. And Chrysler of Canada introduced Hy-Drive on Plymouth and Dodge models. The system was a torque converter that shared its oil with the engine, along with a clutch and a 3-speed manual transmission.

1958-dodge-mayfair coupé

For 1954 the Mayfair used the interiors of the new full-line Plymouth Belvedere. The engine continued to be a 228.1 CID unit, and Hy-Drive continued as an option. For the first time since 1937, Chrysler of Canada offered a convertible in its Plymouth-based models, importing the Mayfair convertible from Detroit, being a Dodge Kingsway Custom convertible with Mayfair nameplates.

The V8 engine came to Chrysler of Canada’s low-priced models in 1955. The engines were imported from Detroit with various covers, manifolds, electrical pieces and rubber parts added in Windsor. Only the Mayfair offered the V8. And both Plymouth and Dodge offered PowerFlite, 2-speed automatic with its new dash-mounted control lever. The Hy-Drive unit was eliminated.

 Powerflite, Dodge Mayfair.

Things changed in 1956 when Chrysler of Canada opened a new V8 engine plant. The Mayfair was now V8 only, while the lower-priced Dodge Crusader and Dodge Regent could be had with either the six or V8. Early in the model the 270 cubic inch engine was installed while later in the year the all new 277 cubic inch version was introduced. A 4-door hardtop was added to the Mayfair line and the Powerflite automatic was controlled by new dash-mounted pushbuttons.

Totally new bodies designed by Virgil Exner debuted for 1957. They were a styling sensation with their low lines, plenty of glass and thin roof designs. Body engineering and tooling errors, though, resulted in a car that quickly gained a reputation for poor quality and rust. Chrysler Corporation’s new 3-speed Torqueflite automatic was now available on all Mayfair models, still only with the 303 CID V8 engine, and all Chrysler Corporation cars adopted Torsion-Aire torsion bar front suspension.

Sales for 1957 were down from 1956 for all Canadian built Dodge models, but 1958 was a disaster with sales falling over 40%. Grilles, taillights and trim were all that were new for 1958. The Dodge Mayfair adopted the 313 CID poly V8 engine.

The Mayfair’s last year was 1959, when it was downgraded a notch to take the place of the Regent, while the Crusader was dropped from the line up. The 1959 Mayfair still came in two and four door versions of the sedan and hardtop, plus the imported 3-seat Custom Suburban station wagon and convertible. Although the wagon models were 318 CID V8 only, the other models were now available with either the 251 CID flathead six or the 313 CID V8.

For 1960 the Canadian Dodge based on the Plymouth would be replaced by another Plymouth-based car, the Dodge Dart. The Mayfair would become a sub-model of the Dart line for 1960, and renamed the Phoenix.

The vehicle has been commonly referred to as a Plodge because of the extensive use of Plymouth components with Dodge front grilles and sold at Dodge sales outlets.

• Meadowbrook (1949–1954)

Dodge Meadowbrook

Dodge Meadowbrook
Overview
Manufacturer	Chrysler Corporation
Production	1949–1954
Body and chassis
Class	Full-size
Body style	2-door coupe 4-door sedan 2-door station wagon
Layout	FR layout

The Dodge Meadowbrook is a full-size car produced by Chrysler in the United States from 1949 to 1954.

1949-1954

First Generation
Overview
Production	1949–1954
Body and chassis
Body style	2-door coupe 4-door sedan 2-door station wagon
Powertrain
Engine	230.2 cu in (3.8 L) 1-bbl., L-head, I6103 hp (77 kW) engine(1949-1953); 2-bbl., 110hp(1954)
Dimensions
Wheelbase	123.5 in (3,137 mm) (1949), 119 in (3,023 mm) (1954)
Length	203.6 in (5,171 mm) (1949), 205.5 in (5,220 mm) (1954)
Width	74 in (1,880 mm) (1949), 73.5 in (1,867 mm) (1954)

The Dodge Meadowbrook was produced by Dodge and offered as the base line trim level from 1949-1954. In its first year it made up 30% of Dodge’s sales, and came with “Safe-Guard Hydraulic Brakes” which included 2-cylinders per front brake. Dodge also advertised a new “cradled” ride, which was supposedly softer than all the others makers cars. For 1950, the six-cylinder was called the “Get-Away” engine. It had a wide, 42.7 ft (13.0 m) turning circle. In 1952, the Meadowbrook made up 32.50% of Dodge’s sales. A two door model and a station wagon were added for 1953. 1954 was the last year of the Meadowbrook, and it had a new Powerflite automatic.

• Mirada (1980–1983)

Dodge Mirada

Dodge Mirada
Overview
Manufacturer	Chrysler Corporation
Production	1980–1983
Assembly	Windsor, Ontario, Canada
Body and chassis
Class	Mid-size
Body style	2-door coupé
Layout	FR layout
Platform	J-body
Related	Chrysler Cordoba Imperial
Powertrain
Engine	225 cu in (3.7 L) Slant 6 I6 318 cu in (5.2 L) LA V8 360 cu in (5.9 L) LA V8
Transmission	3-speed A904 automatic 3-speed A727 automatic
Dimensions
Wheelbase	112.7 in (2,863 mm)
Length	209.5 in (5,321 mm)
Width	72.7 in (1,847 mm)
Height	53.3 in (1,354 mm) (1980) 53.2 in (1,351 mm) (1981–83)
Curb weight	3,373 lb (1,530 kg) (1980) 3,380 lb (1,533 kg) (1981–83)
Chronology
Predecessor	Dodge Magnum

The Dodge Mirada was a mid-sized, rear-wheel drive coupe built from 1980–83, and was one of the three cars based on the Chrysler J platform, the other models being the second generation Chrysler Cordoba and the Imperial, these three vehicles being Chrysler’s response to the downsizing of its car lines. The Mirada was 800 lb (360 kg) lighter and its wheelbase 2.3″ shorter (112.7″ vs 115″) than the Magnum it replaced. Production numbers were low, with just under 53,000 units sold during its production run. The Mirada would stay relatively unchanged during its 4-year run, with the exception of paint colors and engines. Because of the low production and survival rate, Miradas today are garnering some limited interest from collectors, particularly models with the 5.9 liter V8.

Marketing

The Mirada was marketed as a personal luxury car, an extremely popular segment at the time. Advertising and marketing were limited, as the car was introduced when Chrysler was in deep financial difficulty.

NASCAR

 Buddy Arrington driving his #67 Dodge Mirada at the 1983 Van Scoy 500

It was hoped that the Mirada would reopen the door to Dodge success in NASCAR racing, as the nameplate had not won a race since November 1977. Lee Iacocca personally called Richard Petty, a longtime Dodge driver, in late October 1980 and asked him to build and test a race spec Mirada, saying Chrysler would supply Petty Enterprises the necessary body sheetmetal and engine parts Petty would need to build and campaign the car. Petty, who had left Dodge for General Motors in 1978, agreed, and had his team immediately set about and build a Mirada based race-car. A few other teams including Junior Johnson’s team built race-spec Mirada’s to test. Johnson’s team would have been a major coup for Dodge, as they had been running GM cars since the team’s inception and the team had just signed Darrell Waltrip away from DiGard Motorsports to drive for them (Waltrip having won 22 races in GM cars prior to this).

After their car was built, the Petty team thought the Mirada looked like a great race car, and some initial testing pleased the longtime Dodge driver. A January 17, 1981 test session at Daytona Speedway (where 15,000 or so Petty fans showed up to watch) however, showed the Mirada to be 8 mph (13 km/h) slower than the GM and Ford cars of the day.^[2] This testing of the car, as well as the Junior Johnson teams testing, revealed that while it looked fairly aerodynamic, the bodystyle actually had a very high coeficient of drag that made it incapable of speeds over 185 mph. The Petty team removed the Mirada sheet metal (passing it to Buddy Arrington) and like the Johnson team elected to build Buick Regal bodied racecars, and this put an end to Chrysler’s attempt to re-establish itself in NASCAR. However, two small and independent racing teams, Arrington Racing (which was using, strangely enough, secondhand rebadge Petty Dodges) and Negre Racing, decided to make a go of the car and campaigned it during the 1981 to 1984 racing seasons. Buddy Arrington managed 17 top-ten finishes during those years, though all were on short (1 mile or less) length tracks. A few other drivers (Dave Marcis in four races, and Dick May in three) ran Mirada’s occasionally in 1981, but the cars were either plagued with mechanical issues, or finished several laps off the leaders. Up until the end of 1984, Miradas raced from time to time, but without much success, and ultimately lead to Dodge disappearing from NASCAR until 2001.

Powertrain

The 3.7 L inline slant-6 engine was available in the base Mirada, with the 5.2 L V8 offered as optional, and the 5.9 L V8 available in the Mirada CMX. All of these engines were mated to the A904 automatic transmission except the 360 (5.9L), which received the beefier A727.

engine displacement, type, carburetor type	max. motive power at rpm	max. torque at rpm	transmission
225 cu in (3,687 cc) Slant 6 I6 1-barrel	90 bhp (67 kW; 91 PS) (1980) 85 bhp (63 kW; 86 PS) (1981–83) @ 3,600	160 lb·ft (217 N·m) (1980) 165 lb·ft (224 N·m) (1981–83) @ 1,600	3-speed A904 automatic
318 cu in (5,211 cc) LA V8 2-barrel	120 bhp (89 kW; 122 PS) (1980) 130 bhp (97 kW; 132 PS) (1981–83) @ 3,600	245 lb·ft (332 N·m) (1980) 230 lb·ft (312 N·m) (1981–83) @ 1,600
360 cu in (5,899 cc) LA V8 4-barrel	185 bhp (138 kW; 188 PS) @ 4,000	275 lb·ft (373 N·m) @ 2,000	3-speed A727 automatic

Suspension

The suspension of the Mirada utilized transverse torsion bars in the front and leaf springs with a sway bar in the rear. A “Sport Handling Package” was offered, which included heavy-duty shock absorbers, torsion bar bushings, springs, as well as anti-sway bars in both the front and rear. The braking system used power assisted disc brakes in the front and drum brakes in the rear.

Trims and options

There were several different types of rooflines offered. The base models all received a basic metal roof with a chrome beauty strip extending from the bottom of the opera windows and across the roof. Those who chose to have their Mirada look a bit sportier could opt for either a power sunroof, or a glass T-top roof; and those who wanted a more luxurious look could choose either chose a vinyl Landau roof or a Cabriolet roof, which was basically a mock convertible top. The T-tops and Landau would be offered every year except for 1983, and the Cabriolet top would be offered every year. However, the power sunroof was not very popular and was only offered for 1980 and 1981.

There were a few basic wheel options. The base models came with 15” steel wheels with turbine-like hubcaps, or polished ten-spoke, 15” aluminum wheels with painted section and bright chrome center caps.

Mirada was offered in the following trims:

• Base
• S (also referred to as “SE”)
• CMX

Interior

The interior of the Mirada was offered in a variety of materials and colors. The base model dashboard was black with a faux woodgrain finish, which surrounded the gauges and center console, but the CMX came with a brushed aluminum finish replacing the woodgrain. The seat options were either vinyl bucket seats, leather bucket seats, or a 60/40 split cloth bench seat. Since the Mirada could be chosen with either a column shift or floor shift, the bench seat was only offered with the column shifter. Buyers had the choice of either an AM/FM stereo or an AM/FM/cassette stereo, an AM/FM/8-Track stereo, and a Chrysler CB radio could be chosen as well. The steering wheels offered were either an interior-matched two-spoke wheel with horn buttons in the spokes. The standard steering wheel for the CMX in 1980 and 1981 was the Mopar “Tuff Wheel”, which was similar to the sport wheel found on the vintage Mopar muscle cars such as the early 1970s Dodge Challenger. Manual windows were standard on the base model, but the power windows from the CMX could be ordered on the base models as well. A rare option was a Cabriolet mock-convertible roof, featuring a blocked-out quarter window.

• Monaco (1965–1978, 1990–1992)

Dodge Monaco

Dodge Monaco
1976 Dodge Royal Monaco 2-door hardtop
Overview
Manufacturer	Dodge Division of Chrysler Corporation
Production	1965–1978 1990–1992
Chronology
Predecessor	Dodge Custom 880 (For 1965) Dodge Diplomat (For 1990)
Successor	Dodge St. Regis (for 1979) Dodge Intrepid (for 1993)

The Dodge Monaco was a full-size automobile built and sold by the Dodge division of the Chrysler Corporation from 1965 to 1978, and 1990 to 1992.

1965–1968

First generation
1968 Dodge Monaco 2-door hardtop
Overview
Production	1965–1968
Body and chassis
Class	Full-size
Body style	2-door hardtop 4-door sedan 4-door hardtop 4-door station wagon 2-door convertible (Canada)
Layout	FR layout
Platform	C-body
Powertrain
Engine	225 cu in (3.69 L) Slant-6 318 cu in (5.21 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.28 L) B V8 400 cu in (6.6 L) B V8 440 cu in (7.2 L) RB V8
Dimensions
Wheelbase	121 in (3,100 mm)
Length	213.3 in (5,420 mm)
Width	80 in (2,000 mm)
Height	56.4 in (1,430 mm)

On introduction for 1965, the Dodge Monaco was intended to compete with the Pontiac Grand Prix in what came to be known as the personal luxury market, but ended up filling in for Dodge in the full-size, luxury line instead. Introduced on September 25, 1964, the 1965 Monaco was based on the Custom 880 two-door hardtop coupe body. The Monaco received special badging, different taillight and grille treatment, and a sportier interior with a full-length center console, as well as a 383 cu in (6.28 L) 315 hp (235 kW) V8 engine as standard equipment. Larger, more powerful engines were also available as options. Ford came out with its luxury LTD (the top-of-the-line model in the Galaxie 500 series) at the same time, and both the Monaco and LTD no doubt forced Chevrolet to introduce the luxurious Caprice package for its Impala Sport Sedan later in the model year, and Plymouth to issue a luxurious VIP model for its Fury series (for 1966). These models provided serious competition for mid-priced sedans like Chrysler, Oldsmobile, Buick,and Mercury.

Chrysler Canada Ltd. fielded a Dodge Monaco which was Dodge’s version of the Plymouth Sport Fury in Canada. It was available in hardtop coupe or convertible body styles. However, Canadian Monacos were equipped with Plymouth dashboards in 1965 and 1966. Unlike the American Monaco, the Canadian Monaco could be had with the 318 cu in (5.21 L) V8 or even the slant six.

Taking over for the Custom 880

For 1966, in the U.S., the Monaco replaced the Custom 880 series and the former Monaco became the Monaco 500. The basic Monaco was available in hardtop coupe, 4-door (pillarless) hardtop sedan, conventional 4-door (pillared) sedan, and 4-door station wagon bodystyles. In the U.S., the Monaco 500 was available only as a hardtop coupe. Although there was no convertible in the 1966 US Monaco range, there was in the 1966 Canadian Monaco lineup. The Canadian Dodge hung onto the “Monaco” name for the Sport Fury equivalent and Polara 880 for the Fury III competitor.

For 1967, all full-sized Dodges, the Monaco included, received a significant facelift with all-new exterior sheet metal. Chief designer Elwood Engel‘s work featured generally flat body planes with sharp-edged accent lines. The hardtop coupes got a new semi-fastback roofline with a reverse-slanted trailing edge on the rear quarter window.

In Canada, the Monaco name was applied for ’67 to all of the premium full-sized Dodge cars, replacing the Polara 880 at the top of the Dodge line. Taking the Monaco’s place as a premium full-size model was the Monaco 500, which was available only as a two-door hardtop and convertible.

Changes were minimal for 1968. The Monaco 500 was dropped at the end of the 1968 model year in the United States and at the end of the 1970 model year in Canada.

• 

  1966 Dodge Monaco 500 Convertible (Canadian market only)

• 

  1966 Dodge Monaco station wagon

1969–1973

Second generation
1973 Dodge Monaco 2-door Hardtop
Overview
Also called	Chrysler 383 (South Africa)
Production	1969–1973
Body and chassis
Class	Full-size
Body style	2-door hardtop 4-door sedan 4-door hardtop 4-door station wagon
Layout	FR layout
Platform	C-body
Dimensions
Wheelbase	122.0 in (3,100 mm)

For the 1969 model year, the wheelbase of the Monaco was increased from 121 inches to 122 inches, and the length was increased to about 220 inches. Returning for ’69 was the “500” option, which in the U.S. market gave the Monaco front bucket seats and a center armrest. In Canada, the Monaco 500 was a separate series that used the side trim of the Polara 500 sold in the U.S. Canadians could also buy a Monaco convertible; U.S. Dodge full-size convertible shoppers had only the lower-end Polara and Polara 500 to choose from.

All full-sized Dodge cars including the Monaco adopted Chrysler Corporation’s new “fuselage” styling, in which the upper and lower body were melded into a uniformly curved unit. Curved side glass added to the effect, as did the deletion of the “shoulder” along the rear. The look started in the front of the car, with a nearly straight-across bumper—demanded by a Chrysler executive after a Congressional committee attacked him over the seeming inability of car bumpers to protect cars from extensive damage in low-speed collisions—and a five-segment eggcrate grille that surrounded the headlamps. When the cars failed to spark buyers’ interest, Dodge executives demanded a change. By the summer of 1969, the division released new chrome trim for the front fender caps and leading edge of the hood as an option, which gave the appearance of a then-fashionable loop bumper without the tooling expense. At the rear, Dodge’s signature delta-shaped taillamps were presented in a new form that required the top of the bumper to slope downward toward each end.

The standard-equipment engine on the 1969 Monaco was Chrysler’s 290-horsepower (220 kW) B-block 383 cu in (6.3 L) V8 engine with a two-barrel carburetor. Buyers could order the 383 with a four-barrel carburetor that increased power to 330 hp (250 kW), or they could opt for the 375-horsepower (280 kW) 440 cu in (7.2 L) Magnum RB-block engine. Wagon buyers choosing the 440 got a 350 horsepower (260 kW) version.

The 1969 Monaco offered, as a $50 option, the first modern polyellipsoidal (projector) automotive road lamp. Called Super-Lite and mounted in the driver’s side of the grille. This auxiliary headlamp was produced in a joint venture between Chrysler Corporation and Sylvania. It used an 85 watt halogen bulb and was intended as a mid-beam, to extend the reach of the low beams during turnpike travel when low beams alone were inadequate but high beams would produce excessive glare to oncoming drivers.

Available models for 1969 included a two-door hardtop coupe, four-door hardtop sedan, four-door pillared sedan, and four-door station wagons with six- or nine-passenger capacity. A new Brougham option package included a vinyl roof on sedans and hardtops and a split-bench front seat with a reclining mechanism on the passenger side (except on the two-door hardtops). Monaco wagons received woodgrained vinyl trim along their sides and across the dual-action (side- and bottom-hinged) tailgate.

Sales of the Polara and Monaco were down by nearly 20,000 cars compared with 1968, with the Monaco line accounting for 38,566 of the 127,252 full-size cars made by Dodge for the year.

1970

The 1970 models got completely new front and rear styling that included expensive-to-make loop bumpers front and rear. In the front, the new bumper enclosed a new diecast grille and the headlamps. At the rear, the double-loop bumper enclosed the taillamps. Reversing lamps were moved up into the endcaps that terminated the quarter panels, in slotted body-color housings. The designers chose to emphasize the length of the hood this year, which meant that the redesigned front end grew by three inches. However, the new rear end was four inches (102 mm) shorter.

Improvements to the suspension were promoted as the new “Torsion-Quiet” system, which used strategically-placed rubber isolators to reduce road noise and vibrations. The rear wheel track was broadened by nearly three inches as Dodge installed the rear axle previously used only on Wagons on all 1970 Monaco models.

The Brougham and 500 option packages continued, as did the availability of the Super-Lite, but the 440 Magnum V8 was dropped. The 350 horsepower (260 kW) version 440, available only in wagons for ’69, became the new top engine for all Monacos. Despite all of the changes, which cost Chrysler a rather large sum of money, Monaco (and Polara) sales tanked. Only 24,692 Monacos were built for the model year.

1971

The 1971 Monaco got less of a facelift than had been originally planned, but did get a new grille within the bumper that had been used the previous year, and other minor styling changes that were focused mainly at the rear. The Super-Lite was no longer available because of a lack of consumer interest and challenges to its legality in some states. A new single-loop rear bumper and larger taillamps were installed.

The 500 option package was deleted although a stereo cassette player/recorder with microphone was new on the option list. Bucket seats remained available despite the loss of the 500 package, and the Brougham package was also still available for $220, despite the addition of a separate Polara Brougham series.

All available engines had their compression ratio reduced so they could all run satisfactorily on regular-grade gasoline. As a result, the two-barrel 383’s power rating dropped to 275 hp (205 kW), the four-barrel 383 dropped to 300 hp (220 kW), and the 440 dropped to 335 hp (250 kW).

Monaco station wagons, which in 1969 and ’70 had worn their woodgrain trim on the lower bodysides, got completely new woodgrain up high on the sides, even around the windows. The new vinyl decals were translucent, allowing some of the paint color to show through.

Despite the power losses and mild styling change, sales slightly rose. About 900 more Monacos were built for ’71 (approximately 25,544 — an exact number isn’t known).

1972

For the 1972 model year, the full-sized Dodges finally got the all-new sheetmetal that had originally been planned for 1971.

Setting off the new look for the Monaco was a new front end with hidden headlamps set above a completely new bumper-grille assembly. The sides of the car lost their previous plump appearance in favor of a new, lean look with a new feature line that started on the front fenders and ran back through the doors, kicking up ahead of the rear wheels. Sedan and hardtop rooflines were new and more formal-looking. At the rear, there was yet another new loop bumper and full-width taillamp which, like the rest of the car, looked much more expensive and impressive. Station wagons got a new rear appearance, too, with stacked vertical taillamps.

The Monaco got a smaller standard V8 for ’72. The 360 cu in (5.9 L) A-block V8 engine, which had been introduced in ’71 as an option on Polaras, developed 175 horsepower (130 kW), now measured as net instead of gross. Replacing the 383 was a new 400 cu in (6.6 L) B-block V8. The 440 remained available, but it now produced 230 horsepower (170 kW) (net). 1972 sales nearly matched 1969 levels, with 37,013 built for the model year.

1973

For its last year in the fuselage body, the Monaco continued with its 1972 styling, except for another new rear bumper with redesigned taillamps, along with a new decklid and rear-quarter endcaps. Large black rubber guards were added to the bumpers to comply with new Federal five-mile-per-hour impact standards. Hardtop and sedan models gained about 6.5 in (16.5 cm) due mostly to the bumper guards.

Inside, new fire-retardant materials in virtually every visible part of the interior meant added safety. Under the hood, all three available engines gained reliability with the addition of Chrysler’s new electronic ignition system as standard equipment, which extended spark plug life and virtually eliminated periodic ignition system maintenance.

Despite the cars’ improvements, sales dropped again to 29,396.

1973 proved to be the Monaco’s final year as Dodge’s top-of-the-line full-size car. After 14 years, the Polara name was dropped and, for 1974, all big Dodges carried the Monaco name.

1974–1977

Third generation
1975 Dodge Monaco 4-door sedan
Overview
Production	1974–1977
Body and chassis
Class	Full-size
Body style	2-door hardtop 4-door sedan 4-door hardtop 4-door station wagon
Layout	FR layout
Platform	C-body
Powertrain
Engine	360 cu in (5.9 L) V8 400 cu in (6.6 L) V8 440 cu in (7.2 L) V8

The 1974 Dodge was completely redesigned with an all-new unibody platform and all-new sheet metal. Unfortunately, within days of their introduction, the 1973 oil crisis began. Chrysler was excoriated in the media for bringing out huge new cars, and sales suffered accordingly. Many in the automotive press also criticized the car’s new design as being too derivative of what they thought resembled a 3-year-old Buick or Oldsmobile full-size car.

For 1974, the long-running Polara and Polara Custom models were discontinued. They were replaced by a basic Monaco and Monaco Custom respectively. The previous Monaco was renamed Monaco Brougham. The Brougham name had long been used on the luxury option package which was available from 1969 to 1973. The hidden headlamps of the previous models were replaced by fixed headlamps on all Monacos.

For the 1975 model year, changes to the base Monaco were minimal. However, the Monaco Custom was renamed the Royal Monaco, and the Monaco Brougham became the Royal Monaco Brougham. These newly named models featured hidden headlamps. 1975 was the last year the four-door hardtop was available. Some models, depending on equipment and the state they were sold in, received catalytic converters to comply with increasingly strict vehicle emissions control regulations. After the start of the 1975 model year, a limited-production option for Royal Monaco Brougham coupes was introduced: the Diplomat package featured a landau vinyl roof with opera windows and a wide steel roof band. It was available in only 3 colors—Cold Metallic, Silver Cloud Metallic and Maroon Metallic. Engine options were the 400 cu in (6.6 L) with a 2- or 4-barrel carburetor, or a 440 cu in (7.2 L) with a 4-barrel carburetor. The car weighed over 4000 pounds with a top speed of 127 mph.

Exterior changes to the 1976 model were minimal, though Chrysler’s new Lean Burn system was introduced to reduce exhaust emissions. The virtually unchanged 1977 models (except for bumper corner tip radius details) were the last big full-size Dodges. All full-size models were badged Royal Monaco for ’77, as the mid-size Coronet was renamed Monaco.

Popular culture

The 1974–1977 Monacos received star treatment as the Bluesmobile in the 1980 feature film The Blues Brothers, directed by John Landis. In it, a 1974 Monaco which was formerly a Mount Prospect, Illinois police cruiser is purchased by Elwood Blues (Dan Aykroyd) and used as the brothers’ transportation. Jake, just released from prison, disapproves of the vehicle, but Elwood states its technical specifications as “It’s got a cop motor, a 440-cubic-inch plant. It’s got cop tires, cop suspension, cop shocks. It’s a model made before the catalytic converter so it’ll run good on regular gas.” Monacos from 1975 to 1977 are also featured as Illinois State Trooper cars and Chicago city police cars.

The California Highway Patrol cruisers used in the first three seasons of CHiPs were of this generation Monaco.

Also in the 1980 feature film Smokey and the Bandit 2, a world-record automobile jump was captured on film during the “roundup sequence,” when stuntman Buddy Joe Hooker jumped a 1974 Dodge Monaco over 150 feet. Hooker suffered a compressed vertebra as a result of a hard landing.

 The title sequence of the 1980s TV-series Hill Street Blues features three white 1977 Dodge Royal Monaco sedans.

1977–1978 (B platform)

Fourth generation
1977 Dodge Monaco 4-door sedan
Overview
Production	1977–1978
Body and chassis
Class	Full-size car
Body style	4-door sedan 2-door hardtop 4-door station wagon
Layout	FR layout
Platform	B-body
Powertrain
Engine	225 cu in (3.69 L) Slant 6 318 cu in (5.21 L) LA V8 360 cu in (5.9 L) LA V8 400 cu in (6.6 L) B V8 440 cu in (7.2 L) RB V8 (police)

As a lingering result of the 1973-74 energy crisis, Chrysler decided to shift the Monaco nameplate to the mid-size B platform for 1977 while the previous year’s full-size C platform Monaco carried on one more year as the Royal Monaco. The “new” 1977 mid-sized Monaco replaced the previous Coronet 4-door sedan, 4-door station wagon and Charger hardtop coupe. The Monaco Brougham replaced the previous Coronet Brougham 4-door sedan and Charger Sport hardtop coupe, while the Monaco Crestwood station wagon replaced the previous Coronet Crestwood. The Charger S.E., which at this point became the sole Charger still available, continued unchanged.

The “new” Monacos, for all of the marketing hype, were little-changed from the Coronets which had gone before. A revised front end design with stacked rectangular headlamps gave the cars a resemblance to the contemporary Chevrolet Monte Carlo when viewed head-on. With Chrysler Corporation in dire financial straits during these years, there was little that could be done to give the cars a fresh look, so changes had to be minimal and as inexpensive as possible.

The 1977 and 1978 models can be seen as the police vehicles in the 1980–1985 seasons of The Dukes of Hazzard, also the TV Police Drama Hunter (U.S. TV series) as Rick Hunter’s L56 (also known “Lincoln 56”). Large numbers of still-unsold vehicles were bought inexpensively and then suffered ignominious ends, destroyed in stunt crashes but due to the toughness of the design, were often repaired and reused repeatedly.

The Monaco nameplate disappeared at the end of the 1978 model year. Both the mid-sized Monaco and the full-sized Royal Monaco were replaced by the St. Regis for the 1979 model year. While it never came close to matching the Monaco it replaced in sales to the general public, the St. Regis did relatively well as a police car. In fact, after its first year, the vast majority of St. Regis sales were to law enforcement agencies. However, even those sales couldn’t save the car, which, along with its Chrysler and Plymouth siblings, was killed off halfway through the 1981 model year.

1990–1992

Fifth generation
1990-1992 Dodge Monaco ES
Overview
Production	1990–1992
Assembly	Brampton, Ontario, Canada
Body and chassis
Class	Full-size
Body style	4-door sedan
Layout	Longitudinal front-engine, front-wheel drive
Platform	B-body
Related	Eagle Premier/Renault Premier Eagle Medallion/Renault Medallion Renault 21 Renault 25
Powertrain
Engine	3.0 L (180 cu in) PRV V6
Transmission	4-speed automatic
Dimensions
Wheelbase	106.0 in (2,690 mm)
Length	192.8 in (4,900 mm)
Width	70.0 in (1,780 mm)
Height	54.7 in (1,390 mm)

Main article: Eagle Premier

In 1987, Chrysler bought the assets of American Motors, mostly for the Jeep brand. With Jeep came the new Eagle brand of cars, which were a mix of models designed and produced by Renault and Mitsubishi Motors. As part of the purchase, Chrysler agreed to purchase a set number of Renault drivetrains for use in the Eagle Premier.

Chrysler management determined that the Premier alone could not sell in sufficient numbers to meet the requirements of the Renault contract. The solution to fulfill their obligation was to create another model using Premier parts.

With Dodge being the company’s highest-volume division (Though Dodge already had a large front-wheel-drive car in the Dynasty), the new rebadged Premier was designated a Dodge. The Monaco name was revived for the car, which differed from the Premier only in its crosshair grille, different taillights and badging. The car became Dodge’s top-of-the-line model and replaced the rear-wheel drive Diplomat, which was discontinued after the 1989 model year. Chrysler Canada did not replace the Dodge Diplomat as Chrysler was discontinuing all larger Dodge & Plymouth vehicles at the time and moving them to the Chrysler brand.

Fewer Monacos were sold than Premiers. The similarly-sized yet less technically sophisticated K-car based Dynasty, which had been introduced only two years earlier as a 1988 model, outsold the new Monaco. Fleet buyers such as rental companies and government agencies liked the fact that the Dynasty could be equipped with any of three different engines and sold for a lower price. The Monaco, on the other hand, came with only one engine and was more expensive.

The Monaco did not gain wide acceptance from a public that was wary of the reliability of previous French-designed AMC cars. The Premier and Monaco did indeed suffer from significant mechanical and electrical problems related to the mandated Renault-based components.

The Monaco, built at the Brampton, Ontario plant alongside the Premier, was never sold in Canada. At that time, the Dodge Spirit ES was Dodge’s top-line sedan in that market. The Monaco and Premier were discontinued during the 1992 model year. The French-designed platform, its state of the art manufacturing plant, and the key executive from American Motors behind the Premier/Monaco design, Francois Castaing, would lead to the successful and highly rated “cab-forward” LH Dodge Intrepid, Chrysler Concorde and Eagle Vision in late 1992 when production resumed at Brampton Assembly.

 1990–1992 Dodge Monaco LE

• Neon (1995–2005)

Chrysler Neon

Chrysler Neon
Overview
Manufacturer	Chrysler
Also called	Dodge Neon Chrysler Neon (Europe) Dodge SX 2.0 (Canada)
Production	1993–2005
Assembly	United States: Belvidere, Illinois(Belvidere Assembly) Mexico: Toluca, Mexico State(Toluca Car Assembly) Venezuela: Valencia, Carabobo(Carabobo Assembly)
Body and chassis
Class	Compact
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler PL platform
Related	Dodge SRT-4 Chrysler PT Cruiser
Chronology
Predecessor	Dodge Colt / Plymouth Colt Dodge Shadow / Plymouth Sundance Plymouth Laser
Successor	Dodge Caliber

The Plymouth/Dodge Neon, sold in United States, and elsewhere outside Europe, Mexico, Canada, as the Chrysler Neon, is a compact front wheel drive car introduced in January 1994 for the 1995 model year byChrysler Corporation‘s Dodge and Plymouth brands. It was branded as a Chrysler model in Japan, Europe, and Australia export markets (where it was the first car to be sold as a Chrysler since 1981), as well as inMexico, Canada, and Egypt. It replaced the Dodge Shadow and Plymouth Sundance models and the Dodge Colt. The two-door model also replaced the Plymouth Laser in Plymouth’s lineup. The Neon was offered in multiple versions and configurations over its production life, which ended on September 23, 2005.

First generation (1994–1999)

First generation
Overview
Also called	Chrysler Neon Dodge Neon Plymouth Neon
Production	November 10, 1993–August 1999
Designer	Thomas Gale (1991)
Body and chassis
Body style	2-door coupe 4-door sedan
Powertrain
Engine	1.8 L EBD I4 (gasoline) 2.0 L A588 I4 (gasoline) 2.0 L ECC I4 (gasoline)
Transmission	5-speed NVG T-350 manual 3-speed TorqueFlite 31TH automatic
Dimensions
Wheelbase	104.0 in (2,640 mm)
Length	171.8 in (4,360 mm)
Width	67.5 in (1,710 mm)
Height	54.9 in (1,390 mm)

The first generation Neon was introduced in January 1994 and manufactured until August 1999. It was available as a four-door sedan and a two-door coupe. Available engines were SOHC and DOHC versions of Chrysler’s 2.0 L 4-cylinder engine producing 132 hp (98 kW) at 6000 rpm and 129 lb·ft (175 N·m) at 5000 rpm or 150 hp (110 kW) at 6500 rpm and 133 lb·ft (180 N·m) at 5600 rpm, respectively; transaxle options were a 3-speed Torqueflite automatic or a five-speed manual.

The car was badged and sold as both a Dodge and a Plymouth in the United States and Canada; in Mexico, Europe, Australia and other export markets it was sold as the Chrysler Neon. At the Neon’s release, then president of Chrysler Corporation Bob Lutz said, “There’s an old saying in Detroit: ‘Good, fast, or cheap. Pick any two.’ We refuse to accept that.”  The Japanese press touted the Neon as the “Japanese car killer”, due to a spiralling Yen and the lower production cost of the Neon. The Neon received praise for its appearance, price, and power when compared to competing cars such as the Honda Civic DX at 102 hp (76 kW), the Civic EX at 127 hp (95 kW), the Nissan Sentra at 115 hp (86 kW), the Ford Escort ZX2 at 130 hp (97 kW), the Toyota Corolla at 115 hp (86 kW), and the Chevrolet Cavalier Base and LS models at 120 hp (89 kW), among others. Car and Driver tested the DOHC 5-speed equipped Neon R/T and reported that it could run 0-60 in 7.6 seconds and 15.9 seconds in the quarter mile. First-generation Neons were competitive in SCCA Solo autocross and showroom-stock road racing.

Equipment

Neons had unconventional option availability, including the lack of power windows in the rear doors. Certain color base-model Neons, including red and black, had bumper covers molded in color rather than painted. These covers, while textured and not as glossy as paint, absorbed scuffs and scrapes with less visible damage. The mid-level Highline models in 95 & 96 used wheel covers with a bubble design. Initially, Neons were available in many bold colors including Nitro yellow-green, Lapis Blue, Aqua, and Magenta, however paint color choices became more subdued by the 1998-1999 model years, as the majority of buyers opted for more traditional colors.

The Australian-market Chrysler Neon came in two models, the SE and the better-equipped LX. Later, the LX model was replaced by the LE with the updated model in 1999.

It was the first Chrysler small car sold in Japan, starting in 1996-1998, but only the sedan was offered, and was available at Japanese Mitsubishi dealerships as well as Yanase dealerships. Very similar to the Australian version, it was installed with right hand drive, and had amber turn signal indicators next to the tail lights to comply with Japanese regulations, and a side indicator behind the front wheel installed in the fender. Sales were curtailed by the fact that the width dimension did not comply with Japanese Government dimension regulations, so it was regarded as too expensive in comparison to Japanese products of the same class. The Neon offered in Japan was available with very limited optional equipment to justify the annual tax Japanese consumers had to pay for choosing a Neon. Sales were also affected by the Japanese economic recession due to the collapse of the Japanese asset price bubble, otherwise known as the “bubble economy”.

In the United States, the lineup started out as Base, Highline, and Sport, with different styles and options in each line, but the lineup titles changed frequently (other trim lines included Expresso, SE, ES, SXT, ACR, and R/T).

In Europe, the car was available with a 1.8 L engine. Europe received one limited edition model, the CS, which came only in Platinum paint. It was fitted with the 131 bhp (98 kW) SOHC engine, American R/T specification suspension (slightly lower, 3.5 cm (1.4 in) rear, 2.7 cm (1.1 in) front), rear spoiler, unique alloy wheels, standard leather interior, double stainless steel exhaust, 6CD changer and a shorter 5-speed manual gearbox.

Trim levels

 1994-99 Dodge Neon sedan (US)

Plymouth Neon: 1994–1999

• base – 1994-1995
• Highline – 1994–1999
• Sport – 1994–1996
• Expresso – 1995–1999
• EX – 1997–1999
• ACR – 1994–1999
• Style – 1997–1999

Dodge Neon: 1994–1999

• base – 1994-1995
• Highline – 1994–1999
• Sport – 1994–1999
• EX– 1997–1999
• ACR – 1994–1999
• R/T – 1997–1999

Chrysler Neon (Canada): 1999–2002

• LE – 1999–2002
• LE “Limited Edition” – 2000-2001 (automatic R/T version)

Chrysler Neon (Europe): 1994–1999

• LE – 1994–1999
• LX – 1994–1999
• SLX – June 1997-1999
• GLX – October 1997–1999
• CS – February 1998–1999

ACR

The ACR Neon, available with either the SOHC or DOHC engine, featured four-wheel disc brakes, Arvin non-adjustable struts for 1995–1996 models and Koni adjustable dampers for 1997–1999 models, thicker anti-sway bars, stiffer suspension bushings, fast-ratio steering, heavy-duty wheel hubs, and a five-speed manual transmission with a shorter .81 fifth gear and final drive ratio of 3.94 for quicker acceleration. 1995 through 1997 models featured adjustable camber. The computer-controlled speed limiter was removed from 1995 ACR models (limited to 130 mph (210 km/h) on later models), and ABS was also, to save weight. The ACR offers no badging to distinguish it from other Neon models; the only visible differences are a bumper with fog light holes, but no fog lights and a lack of side moldings. For 1995, the ACR was only offered to SCCA members, but in subsequent years it was available to the general public. The name “ACR” was initially the internal ordering code for the “Competition Package”, as it was termed in dealer materials; however, as knowledge of the model spread, the ACR name stuck. The backronym “American Club Racer” was coined due to its popularity with club and grassroots racers.

R/T

The R/T model (Road/Track) debuted in the 1998 model year. Offered only with a 5-speed DOHC configuration, the R/T featured many of the ACR’s mechanical upgrades including the numerically higher ratio 3.94 5-speed manual transmission, with the .81 5th gear and 130 mph speed limit. The R/T, however, was intended for the street, with more comfort and convenience features standard or available, and specialized parts like the adjustable dampers removed, although the dampers as well as the front coil springs found on R/T models were slightly stiffer, offering an advantage over standard model Neons. R/Ts featured optional stripes over the top of the car, silver “R/T” badging on the front door panels and the right side of the trunk deck lid, and a functional wing. The “Stripe Delete” option was available from the factory, but with no credit to the Neon’s price. All striped R/Ts (black, red, blue) had silver colored stripes, with the exception of the White R/Ts, which came with dark blue colored stripes. The R/T also came in 4-door form with limited numbers made.

Second generation (1999–2005)

Second generation
Overview
Also called	Chrysler Neon Dodge Neon Plymouth Neon Dodge SX 2.0
Production	1999–2005
Designer	Robert McMahan; Robert Boniface (1996)
Body and chassis
Body style	4-door sedan
Related	Dodge SRT-4
Powertrain
Engine	1.6 L EJD I4 (gasoline) 2.0 L A588 I4 (gasoline)
Transmission	5-speed NVG T-350 manual 3-speed TorqueFlite 31THautomatic 4-speed Ultradrive 40TE automatic 4-speed Ultradrive 41TE automatic
Dimensions
Wheelbase	105.0 in (2,670 mm)
Length	174.4 in (4,430 mm)
Width	67.4 in (1,710 mm)
Height	56.0 in (1,420 mm)

Sales of the second generation model started with model year 2000 and production ended with the 2005 model year. The second generation Neon was only available as a four-door sedan. In some global sales regions, including the U.S., the sole engine was the 2.0 L SOHC engine, the power output remaining at 132 hp (98 kW). An optional Magnum engine configuration (with an active intake manifold) that produced 150 hp (110 kW) was available. Both engines had a redline of 6762 rpm.

 Chrysler Neon

The second generation was more refined than the first generation car. It was advertised that the second generation Neon had over 1,000 refinements from the original generation. The first generation’s frameless windows were replaced with a full-framed door. Other NVH refinements were implemented. The new interior and greater size increased weight. The DOHC engine (Chrysler code name ECC) was no longer available.

In 2000, The R/T trim returned after a one-year hiatus. The R/T consisted of a new 150 hp (110 kW) SOHC Magnum 2.0 L Engine, 16 in (41 cm) wheels, spoiler, dual chrome exhaust tips, quicker steering box and stiffer springs. The 2001 and 2002 R/Ts had a flat, ‘hammerhead’ spoiler. From 2000-2003, the R/T was sold as a Chrysler in Europe. The Neon was offered with a sport package for the 2001 model year only commemorating Dodge’s return to the NASCAR scene. It consisted of an R/T wing, R/T 16 in (41 cm) wheels, R/T springs, Goodyear NASCAR raised yellow-lettering tires, ‘Dodge Motorsports’ side decals, white instrument cluster and R/T steering box. It was an R/T visually except for the lack of dual exhaust, R/T lower mouldings, fog lamps and R/T exclusive front bumper. The Sport only came equipped with the base model’s 132 hp (98 kW) engine and was available with an automatic transmission (unlike the manual-only R/T model). 2001 was the last year for the Plymouth Neon, and the Plymouth brand as well. The last Plymouth Neon, which was also the last Plymouth ever produced (a silver four-door sedan), rolled off the assembly line on June 28, 2001.

The former Dodge and Plymouth Neon were briefly sold under the Chrysler name in Canada from 1999–2002, until being renamed as Dodge SX 2.0 for 2003. In Europe, Australia, Mexico, and Asia, the car had always been sold as a Chrysler, as Dodge and Plymouth passenger cars were not marketed outside the U.S. and Canada at the time. Besides the 2.0 L engine, it used the same Tritec 1.6 L unit found in the MINI prior to 2007. The 1.6 L unit is a variation of the 2.0 L SOHC engine designed by Chrysler and built by Tritec.

Originally, the second generation Neon featured a five-speed manual transmission using the former ACR gear ratios to improve acceleration. However, this hurt gas mileage and made the car noisier on the highway, and eventually the original gear ratios were restored. A four-speed automatic (41TE) was offered in the Neon for the 2002-05 model years, replacing the earlier 3-speed 31TH.

 2003–2005 Dodge Neon (US)

The Neon’s name was changed to SX 2.0 in Canada in 2002. In Australia and Canada, the Chrysler Neon was discontinued in 2002. In 2002, the front clip was changed slightly to match the R/T and ACR front clip with the exception of missing a lower lip. This was done by making the grille smaller.

The Neon was facelifted once again for 2003 with large “crosseyed” headlights and crosshair grille to make it look more like a Dodge Caravan and Dodge Stratus.

The ACR model was discontinued for 2003; the R/T model for 2004. The Chrysler Neon continued to be sold in Europe until 2004.

In Brazil, the Neon was marketed as a luxury mid-size sedan; for Mexico it was a competitor to the Ford Escort, and sold as a Chrysler with either the 1.6 or 2.0 L engine and European-style taillights (with separate amber indicator lights), except for the R/T model, which was a Dodge, with U.S.-style taillights.

For the Dutch market, the Neon proved more successful than for the rest of the Continent. Trim levels were 2.0 LX and 2.0 SE. However, some grey import versions came in from Mexico.

This generation continued to be offered in Japan from 1999-2001, but as with the previous generation, the width dimension did not comply with Japanese Government dimension regulations which affected sales. The Japanese version was installed with leather interior, and was marketed as a small luxury car to Japanese consumers. In 2002, the Neon was replaced by the Chrysler PT Cruiser in Japan.

Trim levels

Dodge Neon: 2000–2005

• Highline – 2000–2001
• ES – 2000–2002
• SE – 2001–2005
• R/T – 2001–2004
• Motorsports Edition – 2001
• ACR – 2002
• base – 2002

 European Chrysler Neon 2000 LE dashboard

• S – 2002
• SST – 2002
• SXT – 2002–2005
• SRT-4 – 2003–2005

Plymouth Neon: 2000–2001

• Highline – 2000–2001
• LX – 2000–2001

Chrysler Neon: 2000–2004 (Europe)

• R/T – 2000–2003
• LX – 2000–2004
• SE – 2000–2003

Chrysler Neon: 2000–2004 (Canada)

• LE – 2001 Limited Edition
• SE – 2000–2004

• Nitro (2006–2012)

Dodge Nitro

Dodge Nitro
Overview
Manufacturer	Chrysler Group LLC
Production	August 2006–December 16, 2011
Model years	2007–2012
Assembly	Toledo, Ohio, United States
Body and chassis
Class	Compact SUV
Body style	4-door SUV
Layout	Front engine, rear-wheel drive /four-wheel drive
Platform	Chrysler KA platform
Related	Jeep Liberty
Powertrain
Engine	3.7 L (226 cu in) PowerTech V6 4.0 L (241 cu in) SOHC V6 2.8 L VM Motori I4 Diesel (Europe only)
Transmission	6-speed NSG-370 manual (2006–2008) 4-speed 42RLE automatic 5-speed A580/5G-Tronic Mercedes automatic
Dimensions
Wheelbase	108.8 in (2,764 mm)
Length	178.9 in (4,544 mm)
Width	73.1 in (1,857 mm)
Height	69.9 in (1,775 mm)
Curb weight	4,162 lb (1,888 kg)

The Dodge Nitro is a compact SUV from the Dodge division of Chrysler produced from the 2007 to the 2012 model year. The Nitro shared its platform with the second generation Jeep Liberty. It was assembled at theToledo North Assembly Plant in Toledo, Ohio. The Jeep facility is part of an automobile complex which includes the Toledo South Assembly Plant, home to the Jeep Wrangler since the 1940s.

Background

The Nitro made its debut in February 2005 at the Chicago Auto Show, as a concept car featuring an aluminum themed interior design. Aluminum-trimmed vents behind the front fenders, and other aluminum trim around the door handles and rear hatch, were routinely displayed as the center stack and shifter also included a finish in satin silver.

The Nitro became Dodge’s first compact SUV model since the Raider was discontinued in 1990. It also became the first modern Dodge branded automobile to be sold in Europe since its introduction in early 2007. In the U.S., the Nitro went into production in August 2006 and went on sale in September of the same year as a 2007 model. All Nitros were available with rear-wheel drive, and part-time four-wheel drive was available as an option. The Nitro was Dodge’s entry-level SUV until the 2009 model year, when the larger, car-based Dodge Journey crossover SUV priced below it, arrived in showrooms. Compared to its shared platform with the Jeep Liberty, the Nitro is longer, lower, and wider. The extra length is split between the rear seat and the cargo area.

The Nitro originally came equipped with an SUV class-leading 5,000-pound (2,300 kg) towing capacity. Safety features such as electronic roll mitigation, traction control, and side curtain airbags, as well as a functional sliding cargo floor called Load ‘N Go were also offered as standard equipment. Similar to a system offered on the Saab 9-5 station wagon, the floor can be extended through the rear hatch by 18 in (457 mm) to ease loading. Another attribute of the SUV, is its aggressive hot rod styling; complete with a bulged muscular appearance and pronounced fenders.

Model years

For its initial debut in 2007, two-wheel drive and four-wheel drive drivetrains were offered, along with a choice of a 3.7 L or 4.0 L V6 engines. The model designations were the SXT, SLT, and R/T. There were three types of upholstery made available; basic cloth, stain-repellant cloth, and perforated leather. Standard safety features included; front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, electronic roll mitigation and a tire-pressure monitor. The four-cylinder version was sold exclusively in Europe.

During 2008, the Nitro came in both a 4×2 and a 4×4 versions with each offering two trims: SXT and SLT. Both trims came with a standard 210-hp 3.7 L V6 engine. The SXT trim included a standard six-speed manual transmission with an optional four-speed automatic. The SLT trim came with a standard four-speed automatic, but the optional R/T package increased the level of equipment with a 260-hp 4.0 L V6 engine mated to a five-speed automatic transmission. The Nitro’s SXT trim included standard power mirrors, windows and door locks with remote keyless entry, satellite radio, air conditioning, and seating for five. The SXT and R/T added alloy wheels, power driver’s seat, stain repellent cloth, the Load ‘N Go retractable cargo floor, cruise control, and an overhead console with a trip computer, compass, and exterior temperature display. Standard safety features included; front airbags, side curtain airbags, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor.

 Dodge Nitro R/T

In 2009, the Nitro was offered in both a 4×2 and a 4×4 versions with two trims levels: SE and SLT. Both came with a standard 210-hp 3.7 L V6 engine mated to a four-speed automatic transmission. The SXT with its six-speed manual transmission had been replaced by the SE trim that featured the automatic transmission. The SLT trim offered the optional R/T package which was made available with a 260-hp 4.0 L V6 engine mated to a five-speed automatic transmission. The Nitro’s SE trim standards included power mirrors, windows and door locks with remote keyless entry, satellite radio, air conditioning, and seating for five. The SXT and R/T added alloy wheels, power driver’s seat, stain repellent cloth, the Load ‘N Go retractable cargo floor, cruise control and an overhead console with a trip computer, compass, and exterior temperature display. Standard safety features included; front airbags, side curtain airbags, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor.

For the 2010 model year, three new model designations became available: Heat, Detonator, and Shock trim levels in either 4×2 or 4×4 versions. The Heat trim was equipped with a 210-hp 3.7 L V6 engine mated to a four-speed automatic transmission. The Detonator and Shock trims included a 260-hp 4.0 L V6 engine mated to a five-speed automatic transmission. The Heat trim level had power mirrors, windows and door locks with remote keyless entry, satellite radio, and air conditioning. The Detonator added a rear-park assist, remote start system, power driver’s seat, cruise control, an overhead console with a trip computer, compass, and exterior temperature display. The Shock trim added heated front seats, leather trim interior, and a power sunroof. Among standard safety features were: front airbags, side curtain airbags, active head restraints, traction and stability control with roll-over mitigation, brake assist, and a tire-pressure monitor. The Load ‘N Go sliding trunk floor feature was discontinued.

 2011 Dodge Nitro Detonator

The 2011 model year continued the previous models in 4×2 or 4×4 versions with the same engines and transmissions. New for 2011 was the Heat 4.0 lifestyle package. The Heat 4.0 came standard with a five-speed automatic transmission, Uconnect Phone, and an upgraded eight-speaker sound system. Also, select models came with upgraded interiors with new cloth and leather with premium colored stitching. Detonator and Shock were branded with Dodge Brand’s signature racing stripes. Additionally, all models became available with nine exterior colors, including Bright White Clear Coat, Blackberry Pearl Coat, Toxic Orange Pearl Coat, and Redline Two Coat Pearl.

Chrysler built 2012 model year Dodge Nitros for the fleet market only. The final Nitro came off the assembly line on December 16, 2011.

Australia

 A Dodge Nitro SXT in service with the New South Wales Police during an Australia Day public relations event on January 26, 2012.

In Australia, versions could be had only as the 3.7 L V6 in SXT trim with automatic transmission. No manual option was offered, but diesels were on sale until 2010 MY.

Controversy

In early 2007, a TV advertisement in the U.S. for the Nitro with the tag line: “charged with adrenaline”, showed a dog getting electrocuted after touching the SUV’s front wheel. The ad gained a substantial amount of negative attention and was quickly pulled.

• Omni 024 (1979–1982)

Dodge Omni 024

Dodge Omni 024
Overview
Manufacturer	Chrysler Corporation
Also called	Dodge 024 Plymouth Horizon TC3 Plymouth TC3
Production	1979–1982
Body and chassis
Class	Subcompact
Body style	3-door hatchback
Layout	Transverse front-engine, front-wheel drive
Platform	L-body
Related	Dodge Omni Dodge Rampage Plymouth Horizon
Powertrain
Engine	1.7 L Volkswagen I4 2.2 L K I4
Transmission	4-speed manual 3-speed A404 automatic
Dimensions
Wheelbase	97 in (2,453 mm)
Length	174 in (4,419 mm)
Width	67 in (1,694 mm)
Height	51 in (1,290 mm)
Curb weight	2,551 lb (1,157 kg)
Chronology
Successor	Dodge Charger / Plymouth Turismo

The Dodge Omni 024 was a modified version of the popular Dodge Omni made from 1979 to 1982. Analogous to the VW Scirocco, this car was a lower, sportier version of the Chrysler/Simca Horizon, using the four-door hatchback’s floor pan and chassis as a basis. The cars were designed in-house at the prompting of Lee Iacocca.

It used the same chassis and engine options as the Omni but had a fastback and a new front fascia. The base engine was a 1.7 L Volkswagen inline four producing 70 hp (52 kW), with a 2.2 L, 84 hp (63 kW) Chrysler inline four as an option beginning in 1981. For the first year, the wheels were painted in the exterior color, and had a folding back seat. The car’s looks promised more performance than the engine could deliver, and the car was not as practical as the Omni. Both the Omni and Horizon prefixes were dropped for 1981, making them the “024” and “TC3”, respectively.

 Rear view of 1979-1980 Dodge Omni 024

The 024 did not sell well and was renamed as the Dodge Charger for the 1983 model year, a name which had been gradually introduced as part of a special “Charger 2.2” package beginning in 1981. The 024 had a twin called the Plymouth Horizon TC3. (The name “TC3” may have referred to the car being a Touring Coupe with 3 doors.) It, too, was renamed in the 1983 model year: to the Plymouth Turismo. The “Turismo” label had already been used on a sport package beginning in 1980.

In its last year, many parts from the 024 and TC3 were recycled into the Dodge Rampage and Plymouth Scamp coupe utilities. This included the chassis, engine and front fascia.

In 1980 the Plymouth Horizon TC3 also became available with the Turismo sport package. For the Dodge Omni 024 this was called the DeTomaso package, with De Tomaso designed trim and wheels but the standard drivetrain. 1,333 De Tomaso 024’s were built in 1980, followed by 619 more in 1981. The 1981 De Tomasos were only available with the new 2.2 litre engine.

Also in 1980, in cooperation with Chrysler partner Mitsubishi, the Chrysler Omni 024 was briefly sold in Japan. It was available for two years at Mitsubishi dealerships and it complied with Japanese Government dimension regulations. Unfortunately it didn’t sell well, with only 1491 finding Japanese buyers.

• Omni (GLH) (1978–1990)
• Phoenix (1960–1973)

Dodge Phoenix

Not to be confused with Pontiac Phoenix.

Dodge Phoenix
1960 Dodge PD4 Phoenix
Overview
Manufacturer	Chrysler Australia
Production	1960 to 1972
Assembly	Mile End, Australia Tonsley Park, Australia Port Melbourne, Australia
Body and chassis
Class	Full-size
Body style	4-door sedan 4-door hardtop
Layout	FR layout
Related	Dodge Dart Dodge 440 Plymouth Fury
Powertrain
Engine	318 cu in (5.2 L) V8 383 cu in (6.3 L) V8
Transmission	3spd automatic
Dimensions
Wheelbase	(1968) 119.0 in (3023 mm)
Length	(1968) 213.1 in (5413 mm)
Width	(1968) 77.7 in (1974 mm)
Chronology
Predecessor	Dodge Custom Royal
Successor	Chrysler by Chrysler

The Dodge Phoenix is an automobile which was produced by Chrysler Australia from 1960 to 1972.

The Phoenix was introduced in May 1960 as an Australian assembled version  of the American Dodge Dart, positioned above the locally developed Chrysler Royal as Chrysler Australia’s luxury model. It borrowed its name from the top Dart, the Dodge Dart Phoenix, but unlike its American namesake it was offered only as a four-door sedan and only with a 318 cubic inch V8 engine.

The Phoenix was subsequently restyled in line with the 1961 and 1962 Dodge Dart. For 1963 the new TD2 series Phoenix was derived from the US Dodge 440, and for 1965 and beyond the Phoenix was based on the Canadian Plymouth Fury III. Like the 1965 Fury, the 1965 Phoenix featured vertically stacked headlamps. A four-door hardtop body style joined the sedan in 1967. The hardtop was fitted with a 383 cubic inch V8 engine whilst the sedan continued with the smaller 318 cubic inch V8. The two body styles continued to be offered until the Australian Phoenix was discontinued.

Although the 1965 and later Phoenixes were basically Plymouth Furys, they did feature the North American style full size Dodge Polara instrument panel (adapted for right hand drive). They also continued to use the old-fashioned “clapper” windshield wipers (while North American models used modern parallel-action wipers).

After the Phoenix was discontinued, the Australian developed Chrysler by Chrysler inherited the role of the top level luxury model in Chrysler Australia’s model range.

Model history

PD4

The first Australian Dodge Phoenix, coded the PD4, was released in May 1960. A Canadian Dodge with a Plymouth dashboard, it was imported in CKD packs and assembled at Chrysler Australia‘s Mile End facility. The PD4 Phoenix was offered only as a 4 door sedan, in two trim levels, the De Luxe and the Luxury Liner. The PD4 had a 118 inch wheelbase and was powered by a 318 cubic inch OHV V8 engine. The Phoenix name was derived from the Dodge Dart Phoenix.

RD4

The RD4 Phoenix of 1961 used the cabin section the RD4 with new front and rear bodywork. Dimensions remained unchanged, as did the mechanical specifications.

SD2

The SD2 of 1962 featured a shorter 116 inch wheelbase and a completely new body which was both shorter and narrower than its predecessor.

TD2

The TD2 of 1963 was the first Phoenix to be based on the Dodge 440 model. The 4 door sedan body style and the 318 cubic inch engine were retained.

VD2

The VD2 Phoenix was introduced in 1964. The wheelbase was now 119 inches and the overall length increased by four inches to 212.

AP2D

The AP2D Phoenix was introduced in 1965. This model was a rebadged Canadian Plymouth Fury III, a strategy that Chrysler Australia would continue through to the end of 1972. The 1965 model featured vertically stacked four-headlight frontal styling. The 318 cubic inch engine were retained.

DP6

The 1966 Phoenix was coded DP6. Changes included a new grille, revised rear panels, new taillights and a new bootlid.

DC

The 1967 Phoenix was coded as the DC series. It was the first Phoenix to be available with a choice of bodystyles, a 4 door hardtop now offered in addition to the 4 door sedan. The sedan retained the 313 cid V8 engine and while the hardtop was fitted with a 383 cid V8. In the later part of 1967 Chrysler Australia shifted Phoenix assembly from Tonsley Park to its Port Melbourne facility.

DD

The 1968 Phoenix was coded DD. The main changes for 1968 were new rear sheet metal and new taillights.

DE

The DE Phoenix was introduced in 1969. The new model featured horizontal dual headlights, and a 120 inch wheelbase. Overall length was now 214.5 inches. It was marketed as the 400 Limited Edition series with each car carrying a numbered dashboard badge. 371 examples of the DE were built at Chrysler Australia’s Port Melbourne facility in 1969 and a further 385 in 1970.

DF

The DF Phoenix was introduced in 1970. 298 were built at Port Melbourne in 1970 and 110 in 1971.

DG

The DG Phoenix was introduced in 1971. 298 were built at Port Melbourne in 1971.

DH

The DH Phoenix was introduced in 1972. 73 were built at Port Melbourne in that year. A decision to close the outdated Port Melbourne facility led to the discontinuation of the Phoenix.

Gallery

• 

  Dodge PD4 Phoenix

• 

  Dodge RD4 Phoenix

• 

  Dodge SD2 Phoenix

• 

  Dodge TD2 Phoenix

• 

  Dodge VD2 Phoenix

• 

  Dodge AP2D Phoenix

• 

  Dodge DP6 Phoenix

• 

  Dodge DC Phoenix

• 

  Dodge DD Phoenix Hardtop

• 

  Dodge DE Phoenix Sedan

• 

  Dodge DF Phoenix

• 

  Dodge DG Phoenix Hardtop

• Polara (1960–1973)

Dodge Polara

Dodge Polara
1972 Dodge Polara 4-Door Sedan
Overview
Manufacturer	Chrysler Corporation
Production	1960–1973
Body and chassis
Class	Full-size
Layout	FR layout

The Dodge Polara was an automobile introduced in the United States for the 1960 model year as Dodge‘s top-of-the-line full-size car; after the introduction of the Dodge Custom 880 in 1962, the Polara nameplate designated a step below the full sized best trimmed Dodge model; the Polara that year had been downsized to what as in effect intermediate status. In its various forms, the Polara name was used by Dodge until 1973, when its position in Dodge’s line-up was replaced by the Dodge Monaco. The name Polara is a reference to the Polaris star, in a marketing attempt to appeal to the excitement surrounding the Space Raceduring the early 1960s. The Polara was a competitor to the Ford Galaxie 500 and the Chevrolet Impala.

1960 marked the first year that all Chrysler models, save the Imperial, used unibody construction.

1960–1961

First generation
1960 Dodge Polara 4-Door Hardtop
Overview
Production	1960–1961
Assembly	Detroit, Michigan, United States
Body and chassis
Body style	4-door sedan 2-door coupe 2-door convertible 4-door station wagon
Related	Dodge Dart Dodge Matador
Dimensions
Wheelbase	3,099 mm (122.0 in)
Length	217.0 in (5,512 mm)

The 1960 Polara and other full-sized Dodges featured styling cues carried over from 1959 models, itself an evolution of Virgil Exner‘s “Forward Look” cars introduced in 1957. The top-of-the line Polara and Dodge Matador continued to ride on the 122-inch (3,099 mm) wheelbase of their predecessors, while a new line-up of still full-sized Dodge Darts rode on a shorter 118-inch (2,997 mm) wheelbase. The Polara was available as a 2-door convertible, 2-door hardtop coupe, 4-door hardtop sedan, 4-door hardtop station wagon, and conventional (pillared) 4-door sedan.

Like these cars, both 1960 full-sized Dodges continued with the make’s styling hallmarks of stacked “jet pod” tail lights, however, the size of the lights was greatly increased compared to the previous year’s lamps, with the lower lights set into the rear bumper. The design also incorporated Dodge’s trademark shortened tail fins, which, on the Polara, included small vertical tail light lenses placed on the vertical surface at the back of the fin; again, the purpose of the shortened fin was meant to exaggerate the length of the “jet pods” holding the tail lights. The fins on Darts were shorter both in length and height because unlike the full sized Dodge’s, the Polara and Matador, the Darts were based on the Plymouth and used much Plymouth sheet metal forms and the Plymouth rear door. The Plymouth rear door did not have any part of the fin whereas on the full sized Dodges the fin actually started on the rear door (on the 4-doors) and continued back from there. This allowed the fin to start sooner, on the door, and end sooner, relative to the tip of the round tail light and still appear as long or longer than on the Dart. The net effect was that the fins on the Dart look stunted whereas on the Polara and Matador the fins appear in proper proportion to the rest of the car. Up front, the car featured a small grille consisting of eight stacks of anodized aluminum rectangles nested in a massive (and complex) chrome front bumper assembly. As the top model in the line-up, the Polara featured better interior fabrics and trim treatments. Polaras also received more trim on the outside of the car, most notably a chrome stone guard aft of the rear wheel housings, a full-length chrome spear, and a wide chrome base to the chrome spear atop the headlight housings.

For 1961, Dodge dropped the Matador, leaving the Polara as the sole “senior” Dodge model. Darts on the shorter wheelbase continued. For 1961, Exner’s styling department reversed the car’s fins, making them taller as they flowed toward the rear window. As the fins sloped towards the rear of the car, they cut slightly towards the center (to allow the single tail light housing on each side) of the rear of the vehicle, wrapping downward and then back along the side fender to form a C-shaped line accentuated in chrome. The overall effect made the rear of the car seem to “pucker” from the angles the design created. Up front, the massive bumper treatments that had been a Dodge hallmark since 1957 were replaced with a simple bar design, above which was a massive concave grille shared with the Dodge Dart.

The 1961 styling overhaul of the Dodge line-up was different from anything else on the US market at that time (save the 1961 Plymouth, which was equally unique in its styling) and consumers voted on the 1961 restyle with their car-shopping dollars. Sales of fullsize Dodges plunged to their lowest levels since the firms founding in 1914, with only 14,032 units produced in the United States. For the second straight year, the make was carried by the Dart which saw sales of 142,000 units for the year. Total Dodge sales for 1961 were down 53% compared to 1960, dropping the make from sixth in the American market to ninth place.

1962–1964

Second generation
1964 Dodge Polara 500 Convertible
Overview
Production	1962–1964
Assembly	Detroit, Michigan, United States
Body and chassis
Body style	4-door sedan 2-door coupe 2-door convertible 4-door station wagon 4-door Hardtop
Dimensions
Wheelbase	1962: 2,946 mm (116.0 in) 1963-64: 3,023 mm (119.0 in)

All Dodge models were given a smaller, lighter, sculpted body with a 116-inch (2,946 mm) wheelbase for 1962. This move came after Chrysler’s president overheard and misunderstood Chevrolet chief Ed Cole to have said Chevrolet’s largest cars would be downsized for 1962. Chrysler designers were forced to take the planned 1962 Dodge full-size line and shorten the design to fit a more compact wheelbase in a last-minute effort to compete with what was supposed to be a smaller new Chevrolet. However, Chevrolet in fact offered a range of truly full-size cars for 1962, and Dodge and Plymouth alike were stuck with smaller cars the public and motoring press found stylistically awkward. The new Dodge models were sized closer to Ford‘s new intermediate Fairlane than to Ford’s or GM’s full-size models.

Quickly realizing the critical mistake they had made, Dodge hurriedly put together a new full-size car using the front end from the 1961 Dodge Polara and the body from the 1962 Chrysler. This new full-size model was known as the Custom 880, and became Dodge’s top-of-the-line model when it was introduced on January 21, 1962. In 1963 a lower specification version was offered, known simply the Dodge 880. A/C was $455.

Among the “sized in the middle of the big and little” 1962 Dodges was a bucket-seated sporty 2-door hardtop called the Polara 500. It was also available as a convertible, and a 4-door hardtop was added in December. Positioned beneath the Polara 500 in descending order were the Dart 440 and the Dart 330. These models were marketed in Canada as the Dodge 440 and Dodge 330, and a Canada-only basic-specDodge 220 model was offered as well.

This model proved somewhat popular, but Dodge failed to capitalize on its success and never developed it to its full potential. The Dodges were available with optional V8 engines of up to 413 cu in (6.8 L). These mid-sized Dodges (and similar models from Plymouth) competed successfully as stock cars in NASCAR races, where their smaller size and lighter weight gave them an advantage over the larger competitive cars from Ford and General Motors.

The basic body of the 1962 model continued until 1964, revised and lengthened by the new Chrysler Vice President of styling Elwood Engel. The Polara range eventually grew to include a 4-door sedan. The Polara 500 was available only as a convertible or hardtop coupé.

For the 1963 model year, the wheelbase was increased to 119 inches (3,023 mm) and the car received new sheet metal. The Dart name was reassigned to Dodge’s line of compact cars that had previously been known as the Dodge Lancer. Positioned below the Polara were the plain 440 and 330. The 1964 models received a revised front end and new tail lamps to distinguish them from the 1963 cars. Rear end treatment took its inspiration from the Chevrolet Impala, the Polara models now featuring six small, square-shaped taillights (three on each side) surrounded by an attractive bright trim panel. Lesser big Dodges featured only four taillights (two on each side) and lacked the bright trim panel. A sensational new “C” pillar for the hardtop coupes, combined with the more attractive front and rear end styling, made the ’64s look totally new (and longer/ lower/wider as well), resulting in a significant increase of sales over 1963.

The Polara 500 continued as Dodge’s sporty full sized model, competing with the Ford Galaxie 500/XL and Chevrolet’s Impala Super Sport, featuring an engine-turned anodized aluminum trim strip along the car’s flanks, bucket seats and deluxe vinyl upholstery.

• 

  1962 Dodge Polara 500 Convertible

• 

  1963 Polara convertible

• 

  1963 Polara convertible

• 

  1964 Polara

• 

  1964 Polara

1965–1968

 1965 Polara convertible

Third generation
1966 Dodge Polara 2-door hardtop
Overview
Production	1965–1968
Assembly	Detroit, Michigan, United States
Body and chassis
Body style	4-door sedan 2-door coupe 2-door convertible 4-door station wagon
Platform	C-body
Powertrain
Engine	440 cu in (7.2 L) V8 (1966-68) 426 cu in (7.0 L) V8 (1965) 413 cu in (6.8 L) V8 (1965) 383 cu in (6.3 L) V8 (1965-1968) 318 cu in (5.2 L) V8 (1965-1968)
Dimensions
Wheelbase	121.0 in (3,073 mm) 1965-66; 122.0 in (3,099 mm) 1967-on
Width	80.0 in (2,032 mm)
Height	62.0 in (1,575 mm)

 1965 Polara convertible

 1967 Polara coupe with non-OEM hood scoops

 1968 Polara coupe

 1968 Polara convertible

For 1965, Chrysler moved the Polara back to a Chrysler “C” fullsize platform that was shared with Chrysler and Plymouth models. Once again offered in a full range of bodies (sedans, hardtops, station wagons, etc.), the Polara, in effect, replaced the 880 and remained a step below the Custom 880, and the new Monaco hardtop coupe was now Dodge’s top model. The previous mid-sized Dodges that were sold under the names Polara 500, Polara, 440, and 330 continued in production under the name Dodge Coronet, their wheelbase shrinking to 117 inches (2,972 mm). These Polaras were criticized for low fuel economy, with some configurations going only 12 miles on a gallon of gasoline. In the 1966 model year, the Monaco would replace the Custom 880 as the mid-level model while a new Monaco 500 would replace the previous 1965 Monaco. 1967 models received a facelift and the hardtop coupe adopted a semi-fastback roof style with a reverse-slant rear quarter window. 1967 models also saw a new U.S. Government-required safety package that included an energy-absorbing steering column and safety steering wheel, blunt dashboard controls, more interior padding, and a dual-circuit brake master cylinder. 1968s got outboard front shoulder belts and side marker lights in addition to the ’67 safety equipment.

One constant of the 1965 to 1968 models was taut, square-edged styling, which was updated each year. From 1965 to 1970, the Polara would be the only full-sized Dodge available in the U.S. as a convertible.

1969–1973

Fourth generation
1973 Dodge Polara 2-door Hardtop
Overview
Production	1969–1973
Assembly	Detroit, Michigan, United States
Body and chassis
Body style	4-door sedan 2-door coupe 2-door convertible 4-door station wagon
Platform	C-body
Powertrain
Engine	318 cu in (5.2 L) V8 360 cu in (5.9 L) V8 383 cu in (6.3 L) V8 400 cu in (6.6 L) V8 440 cu in (7.2 L) V8 225 cu in (3.7 L) I6
Transmission	3-speed automatic 3-speed manual
Dimensions
Wheelbase	122.0 in (3,099 mm)
Length	1969-1970: 220.8 in (5,608 mm) 1971-73: 220.0 in (5,588 mm)
Width	1969-1970: 79.3 in (2,014 mm) 1971-73: 79.0 in (2,007 mm)
Height	1969-1970: 56.8 in (1,443 mm) 1971-73: 63.4 in (1,610 mm)

Where the previous four years’ Dodges had been very straight-lined and lean (thanks to the talents of Elwood Engel), the new 1969 Polara wore a broad-shouldered and far more streamlined look. Called the “Fuselage Look”, this style would persist through five model years, with subtle variations. The resulting look made these Polaras and Monacos appear much larger than the 1968 and earlier models. 1969 models got front outboard head restraints as required by Federal law.

For 1969, the Polara 500 was reintroduced as a mid-level series between the standard Polara and top-of-the-line Monaco. The Polara 500 was available as either a convertible or hardtop coupe. Available powerplants included 318, 383, and 440 cubic-inch V8 engines, along with a 225 cubic-inch slant-6 I6 engine. The 1969 Dodge Polara models offered the Super-Lite option, which placed a quartz auxiliary “turnpike beam”headlamp in the driver side grille.

 1970 Dodge Polara

In 1970, the Polara would receive new front and rear styling that included a bumper that wrapped around the grill and headlights. The Polara 500 was replaced by the Polara Custom in hardtop coupe, 4-door hardtop sedan, and conventional 4-door sedan body styles. There was also a stripped-down Polara Special available as either a 4-door sedan or station wagon. 1970 was the last year that the Polara would be available in a convertible body style (with a scant 842 produced, making it extremely rare today), and Dodge would never again offer a full-sized convertible. Also exceptionally rare for 1970 was the “medallion” rear bumper. This bumper featured in all of the sales literature was discontinued after late August or early September 1969 production and replaced with a plain bumper lacking the center Fratzog medallion. Despite the fanfare, Dodge dropped the “Super-Lite” option at the end of the 1970 model year because of lack of consumer interest and various challenges to its legality in certain states. 1970s also received a new locking steering column which locked the steering wheel and column shift lever when the key was removed.

 1971 Polara coupe

 1971 Polara station wagon

The Polara Special disappeared for 1971, but a new sub-series was the Polara Brougham positioned above the Polara Custom, but still a step below the Monaco, the Polara Brougham was available only as a hardtop coupe or 4-door hardtop sedan.

The 1972 model year would see a fairly significant facelift with new sheet metal and the disappearance of the Polara Brougham model. 1973 models received new front-end styling (which resembled the big 1970 Chevrolet), in which they lost the previous wrap-around front bumper.

Sales of the Polara were falling by this time, however. Having been eclipsed by the Monaco, Dodge decided to drop the Polara after 1973. The energy crisis in the fall of 1973, spurred on by the Arab/OPEC oil embargo, resulted in a serious drop in sales of all full-size American automobiles, which were seen as gas-guzzling monsters. The Polara shared the same fate as the other big cars from Detroit. The redesigned 1974 Monaco would only serve for four model years before being replaced by the unsuccessful Dodge St. Regis.

In Argentina

 Argentinean Dodge Polara

Variants of the North American Dodge Dart — using the same 111 in (2,819.4 mm) wheelbase but different sheet metal) were produced in Argentina from 1968 to 1980 by Chrysler-Fevre Argentina S.A.. Sedan models were called Coronado, but the Polara name was applied to coupé models, in conjunction with R/T and GTX designations for special sport coupés. Available engines were the 225 cu in (3.7 L) Slant-6, a 318 cu in (5.2 L) Chrysler V8, and a diesel. The 318 was rarely ordered in Argentina, as local market preferences leaned more towards 4- or 6-cylinder engines. Three- and four-speed manual and 3-speed automatic transmissions were offered. The general impression of these cars, designed exclusively for the Argentine market, are that they look like the 1968 Plymouth Satellite for the sedan and the Dodge Charger–Plymouth Road Runner for the coupé, but they are smaller (although larger than the Dodge Dart). However, the interior, especially the dashboard, are similar to those of the early 70s Dodge Dart–Plymouth Valiant. These coupes were not available in large numbers, but are collected by enthusiasts. They are hard to sell, since gas consumption is high, compared to the 4- and 6-cylinder cars the Argentine consumer is used to. Several restyling jobs of the whole line with new front and rear ends were carried out within its lifetime.

 Argentine Dodge Polara GTX coupé

 Spanish-market Dodge 3700 GT version

An automobile magazine, Corsa, road-tested a Polara GTX coupé with a V8 rated at 212 hp (158 kW) at 4400 rpm, 308 lb·ft (418 N·m) at 2600 rpm and 8.5:1 compression ratio and obtained 189 km/h (117 mph) of top speed and 10.2 seconds from 0–100 km/h (0–62 mph).

There was also a version of this model built from 1971 to 1978 as a CKD imported from Argentina known as the Dodge 3700 in Spain. A 3700 GT is seen in the first Batman movie directed by Tim Burton.

Dodge Polara GTX→ Technical Data (in Spanish)

In Brazil

In Brazil, the Dodge Polara was revived – in name only – in 1977, on a version of the British Chrysler Avenger (which in the early 1970s had been sold in North America as the Plymouth Cricket). They were sold until 1981.

There was also a version of this model in sedan and station wagon built in the 1970s in Argentina of the same car known as the Dodge 1500 until Volkswagen took over Chrysler Fevre Argentina SAIC, and the tooling for the car, in 1980. From then until 1988 the car was sold in Argentina as the Volkswagen 1500 (not to be confused with the Volkswagen Type 3, also sold as the Volkswagen 1500 in most markets including Brazil).

• 

  Brazilian Dodge Polara GLS

• Power Wagon (1945–1980)

Dodge Power Wagon

For the World War II truck the Power Wagon derived from, see Dodge WC series.

Dodge Power Wagon
Overview
Manufacturer	Chrysler
Production	1945–1980
Model years	1946–1980
Assembly	Warren, Michigan, United States
Body and chassis
Class	Full-size pickup truck
Layout	Front engine, four-wheel drive
Powertrain
Engine	230 cu in (3.8 L) Flathead I6 251 cu in (4.1 L) Flathead I6 318 cu in (5.2 L) LA v8
Dimensions
Wheelbase	126 in (3,200 mm)
Chronology
Successor	Dodge Ram

The Dodge Power Wagon is a four wheel drive light truck produced in various model series from 1945 through the present. The original version was based on Dodge’s 3/4 ton WC series of World War II military trucks. The civilian Power Wagon continued the Dodge lineage of four wheel drive trucks from the 1930s, proving basic four wheel drive design concepts and representing a significant predecessor to the many four wheel drive trucks in modern use today. UPdated variants continued in production until 1980.

The Power Wagon nameplate was reintroduced under the Ram Trucks brand in 2005, and became an official model in 2013.

History

Derived from the Dodge 3/4 ton WC series World War II military trucks, the Power Wagon was introduced in 1946 as the first civilian 4×4. Meant to compete with military-based Ford/Marmon-Herrington and GMC trucks, it had an enclosed all-weather civilian cab and a purpose-designed 8-foot cargo box. It had a 126 inch (3,200 mm) wheelbase chassis and featured the 230 cubic-inch flathead inline-six engine, a two-speed transfer case, a 4-speed manual transmission with a power take off (PTO) which would send power front or rear for operating auxiliary equipment, and 9.00/16-8 ply tires on 16×6.50 inch 5-stud wheels. In 1961 the 230 was replaced with the 251 cubic-inch flat head six.^[1]

The nominal one-ton rated Power Wagon’s gross vehicle weight rating (GVWR) was 8,700 pounds. Its maximum payload was 3,000 pounds. A big-block 383 V8 engines became an option starting in 1967. From 1961 to 1971 the body was called the “Sweptline,” then transitioned to a more modern body image from 1972 through 1980 with varied grilles and paint schemes. In 1975 the 4-wheel drive became full-time with a 2-speed transfer case; this was changed back to part-time 4-wheel drive in 1980 due to the energy crisis. A huge boost in sales followed the 1974 release of the extended “Club Cab,” popular with families and camper towing. The 4-door Crew Cab was far less common and is quite desirable to collectors for restoration. Utility and function was unmatched by few competing models, as the towing, payload, and snow plowing capacity of the Power Wagon equipped with “Dana 60” 8-lug axles was very popular with municipal and regional road crews.

The Power Wagon was sold through the 1980 model year. A number of engineering and styling improvements were made over the years as the truck grew in size and weight, but the basic package remained generally constant throughout its life and underwent one last major body change in 1972. If you are interested in test driving a power wagon please call PowerWagonMotorSports LLC at (800)-382-5633

Variants

W100 and W200

The first light-duty Power Wagons came out in 1957 with the introduction of the W100 and W200 pickups (beginning in 1957 ¹⁄₂-ton 2WDs were D100s and 4WDs were W100s). These trucks featured conventional cabs and front sheet metal and the cargo boxes used on the 2WD models. Their 4WD mechanical components—axles, transfer cases and transmissions—were sourced from outside manufacturers. Chrysler Corporation owned the New Process Gear Company (competitors generally used Spicer (Dana) transfer cases and Borg-Warner or in-house transmissions).

W300

A one-ton W300 light-duty/civilian type Power Wagon was released in 1958. For the next ten years the Power Wagon lineup consisted of the “military-type” W300M, and the W100, W200, and W300 “civilian-type” Power Wagons. Standard models included pickups and chassis cabs only. 1957 Through 1966, W100 Power Wagon Town Panels and Town Wagons were also standard models. In 1961 a W200 Crew Cab pickup was added to the line. Dana 70 axles were used in the front and rear of these trucks.

W500

The two-ton W500 Power Wagon (only a chassis cab was built) was introduced in 1956 as the C3-HW, and lasted through the 1971 model year. This was replaced in 1972 with the W600 (also cab and chassis only), which was produced until 1977, when all Dodge medium-duty models were discontinued. To compensate for the loss of the medium-duty W600 a new W400 chassis cab was introduced in 1977.

Willock Chassis Swivel

From about 1952 through 1958 an option known as the Willock Chassis Swivel was available. With this option the frame was split into two pieces at the point where the bed of the truck met the rear of the cab. A longitudinal swivel system allowed these two pieces to rotate with respect to each other, with the result that almost without regard to the terrain all four wheels would always be on the ground. Somewhere between 50 and 100 examples were built. While Willock is no longer in business the chassis swivel is still manufactured by third-party vendors and can be incorporated into existing vehicles.

Replacement by Dodge Ram

The Power Wagon nameplate was discontinued in 1981 with the introduction of the Dodge Ram, with the four-wheel-drive models being sold under the “Power Ram” nameplate through 1993. 1989 to 1993 models saw the addition of an optional 6-cylinder CumminsTurbo-diesel engine.

First generation gallery

Power Wagon WM-300. This model was sold into the mid-1960s 1963 Power Wagon ambulance, on display at Malmstrom Air Force Base, Montana 1942 Fargo Power Wagon truck in Batey ha-Osef Museum, Israel. Red Dodge Power Wagon Custom conversion to 6 wheel drive 1976 Dodge W200 CUCV 1958 WM-300 carryall in US Navy livery

2005–present

For 2005, Dodge resurrected the Power Wagon name on a version of the Dodge Ram 2500. It was a special off-road version of the Ram 2500 with a 5.7L Hemi V8 as the only engine option. Interior configurations remain similar to standard production Ram. As of 2010, the Power Wagon is only available as a Crew Cab Short Bed model. Special features of the Power Wagon include:

• Electronically controlled locking differentials (front and rear)
• Electronically disconnecting front sway bar
• Integrated 12,000 lb electric Warn winch
• 17 inch diameter Alcoa forged wheels
• Large 33 inch diameter BF Goodrich All Terrain T/A 285/70R17 tires
• Bilstein Monotube Gas Charged Shocks
• Extensive skidplating: front stabilizer bar, transfer case, fuel tank, special skid plate crossmembers welded to the frame with open bars bolted to them across the midsection.
• 1.4″ factory lift in front, 1.0″ in rear (0.4″ front and rear due to larger tires). Softer rate springs.
• Strengthened torque converter
• 4.56:1 axle ratios (4.10 as of the 2014 model)
• Revised clutch fan
• Strengthened steering gear
• Low range 4×4 throttle mapping changed.

Upgraded suspension and larger tires naturally give the truck a taller ride height. Clearance lights and tow hooks are standard equipment. Fender flares are standard equipment as well. The fender flares assist with tire coverage due to the Power Wagon’s wider tires.

Powertrain

Transmission

A six speed manual transmissions was standard, with an automatic transmission optional. As of 2010 the manual transmission is no longer an option. 2012 models have the 66RFE 6 speed automatic transmission, instead of the 545RFE 5 speed automatic in the previous models.

Transfer case

The transfer case was a New Venture 271 and had a 2.72:1 low range gear ratio. A transfer case skid plate was and is standard equipment. A manual shift-on-the-fly transfer case is the only available, the electronic shift on-the-fly has never been an option. As of the 2012 model year, the transfer case has changed to a Borg-Warner 44-47 manual shift-on-the fly. Low range is now 2.64:1.

Axles

The axles are manufactured by American Axle & Manufacturing, Inc. The front is an AAM 9.25 and the rear is a hybrid AAM 10.5 with the larger axle shafts from the AAM 11.5. Despite the fact the axles have locking differentials, the rear axle is also a helical-type limited slip differential when unlocked. The axles are only available with a 4.56:1 gear ratio. Non Power Wagon 2500 Ram trucks only have 3.42:1, 3.73:1, or 4.10:1 gear ratios. 2010 models (along with other Ram trucks) received larger universal joints.

2012 Weight ratings:

• GVWR – 8510 lbs
• GCWR – 17,000 lbs
• GAWR (front) – 4500 lbs
• GAWR (rear) – 6200 lbs
• Max payload – 1880 lbs
• Max towing – 10,250 lbs
• Curb weight – 6800 lbs

2013 updates

The New Venture Gear transfer case is replaced by a Borg-Warner unit. Interior updated ala 1500 Rams.

2014 updates

The RAM Power Wagon will have a 6.4 Hemi V8 as the standard engine; the 5.7 Hemi V8 goes away. The 6.4 has 410 horsepower and is also available in standard Rams. The transmission and transfer case remain unchanged (Borg Warner 44-47). The axle gears change from 4.56:1 gear ratios to 4:10 gear ratios. The rear axle is now a 11.5 AAM axle (with selectable locker). The rear suspension now has a 5-link coil spring arrangement instead of leaf springs. The front suspension has been changed to a radius arm arrangement (3-link) instead of the 5-link used since 2005.

2011 Dodge Power Wagon Locker selection control/sway bar disconnect control Locker selection control/sway bar disconnect control

See also

• Dodge WC series
• Dodge W-series/Power Ram
• Dodge Town Panel and Town Wagon, available as Power Wagon carryalls
• List of Dodge automobiles
• Commercial Utility Cargo Vehicle

• Ram 50 (1979–1996)

http://en.wikipedia.org/wiki/Mitsubishi_Triton

1983 Dodge Ram 50

Dodge Ram 50 (US)

• Ram SRT 10 (2004-2006)

Dodge Ram SRT-10

See also: Street and Racing Technology

Dodge Ram SRT-10
Overview
Manufacturer	Chrysler
Production	2004–2006
Assembly	Saltillo, Coahuila, Mexico (Saltillo Truck Assembly)
Body and chassis
Class	Sport pickup truck
Body style	Pickup truck
Layout	FR layout
Platform	Chrysler DR/DH/D1 platform
Related	Dodge Ram
Powertrain
Engine	8.3 L (505 cid) V10
Transmission	6-speed manual 4-speed automatic
Dimensions
Wheelbase	Regular: 120.5 in (3,061 mm) Quad: 140.5 in (3,569 mm)
Length	Regular: 203.1 in (5,159 mm) Quad: 227.7 in (5,784 mm)
Width	79.9 in (2,029 mm)
Height	Regular: 74.4 in (1,890 mm) Quad: 74.7 in (1,897 mm)

The Dodge Ram SRT-10 is a sport pickup truck that was produced by American automaker Dodge in limited numbers. It was introduced at the January 2002 North American International Auto Show, but was not put into production until 2004. Unlike previous Ram trucks, the SRT-10 was built solely for the purpose of speed.

Development

The Dodge Ram SRT was created by DaimlerChrysler’s PVO (Performance Vehicle Operations) division, using Dodge Viper and Plymouth Prowler engineers. Extensive wind tunnel testing was used in styling the exterior of the Ram SRT-10. This is the second time that Dodge has put a Viper engine into a Ram pickup. At the 1996 Chicago Auto Show, Dodge introduced a concept Dodge Ram with a Viper Generation 2 engine, but it was not put into production. The Dodge Ram VTS was painted Banzai Blue with dual white skunk stripes, housed a 8.0 L (488 cid) V10, a six-speed Borg-Warner manual gearbox, and 17-inch (430 mm) Viper GTS wheels wrapped in BF Goodrich 275/60-HR17 Comp T/A HR4 tires.

Overview

 Dodge Ram SRT-10 engine (with aftermarket intake tube)

The SRT-10 featured an 8.3 litres (Chrysler 8.3 L Viper V10) V10. This engine produced 500 bhp (373 kW; 507 PS) at 5,600 rpm and 525 lb·ft (712 N·m) of torque at 4,200 rpm. The regular cab, with a total curb weight of 5,130 lb (2,330 kg), reached a top speed of 154 mph (248 km/h), and could accelerate from 0 to 60 mph (97 km/h) in 4.9 seconds, whereas the Quad Cab, weighing 5,618 lb (2,548 kg), achieved 0-60 mph in 5.6 seconds and reached a top speed of 147 mph (237 km/h). The regular cab could complete the ¹⁄₄ mi (400 m) in 13.6 seconds at 106 mph (171 km/h), the Quad Cab in 13.7 seconds at 100 mph (160 km/h). The engine produced one horsepower for every 10.3 lbs of vehicle weight in the regular cab. The regular cab generated .86 g of grip on a 300 ft (91 m) skidpad, while the Quad Cab generated .83 g. The regular cab was rated by the EPA at 9 MPG city/15 highway, while the Quad Cab was rated at 9 city/12 MPG highway.

Drivetrain

The V10 Viper engine delivered 90 percent of its torque from 1500 to 5600 rpm. The cast aluminum cylinder block had cast-iron liners and cross-bolted main caps. The bore and stroke had been increased over previous Viper models. Compression ratio, firing order, rod length, block height and block length were unchanged from the second-generation Viper engine. The regular cab featured a Tremec T-56 transmission, while the Quad Cab utilized a 48RE four-speed automatic transmission modified from the Ram Heavy Duty transmission. Both regular cab and Quad Cab used a Dana 60 rear axle.

48RE

Gear	1	2	3	4	Final Drive
Ratio	2.45:1	1.45:1	1:1.00	0.69:1	4.56:1

Suspension

PVO engineers modified the Ram Heavy Duty’s rack and pinion steering and independent front suspension for use in the Ram SRT-10. A fully hydroformed Dodge Ram frame was used in conjunction with a custom-tuned suspension, lowering the Ram SRT-10’s ride height one inch in the front and 2.5 inches in the rear. Bilstein shock absorbers, performance-tuned springs and unique aerodynamic aids were used to enhance the Ram SRT-10’s higher-speed performance. An additional 5th shock was used on the rear axle to prevent wheel hop during wheel-spin.

Exterior

The Ram SRT-10 had a unique hood that featured a wide power bulge and honeycomb grill hood scoop. The hood scoop allowed cool air to enter as well as forcing hot air to exit from the engine bay, thus helping the engine to run cooler. “Viper Powered” badges were added to the sides of the power bulge, to indicate the SRT-10 engine under the hood. Large chrome Srt-10 logos were mounted to the driver and passenger side doors and rear tailgate right side on the Quad cab and Single Cab 2005 models replaced in 2006 by smaller chrome and red srt10 logo badges . All models were outfitted with large molded kickerpanels painted to match body color. Another exterior feature was a tonneau cover with an attached spoiler that was supposed to come standard on the 2005 Quad Cab version and all 2006 models, but due to manufacturing problems was not installed on nearly half of the Ram SRT-10s intended. To help remedy this situation, Dodge added a $1000 credit and a regular spoiler to the Ram SRT-10s that did not receive the tonneau cover. In addition to style, the spoiler also helped with air flow and provided a reduction in lift and drag. The Ram SRT-10 had a bed size of 6 ft 3 in (1.91 m), giving the regular cab an overall length of 17 ft 7 in (5.36 m), and 19 ft 2 in (5.84 m) overall length for the Quad Cab. The Ram SRT-10 also had a lower ride height than regular Ram trucks.

Interior

The Truck audio had 3 options of the Dodge Ram SRT-10 by 2006 and consisted of 8 Infinity brand speakers with a DVD based large color lcd map navigation system and a mid tier CD turn by turn graphics cd based system with small color lcd finally a standard led Radio with cd player; all built and designed by Alpine audio and 10 inch sub woofer mounted under the rear passenger seat with silver bezel and 575 watts of total system output, Bluetooth by uconnect for hands free communication through your car stereo as a factory option also full digital Satellite radio. The doors on both the Standard cab and Quad can had silver large accents along the middle above the arm rest. It also came with a leather trimmed steering wheel and with heavily bolstered racing-derived suede-trimmed charcoal leather seats. The center stack was adorned with silver trim, and a silver trim strip with the SRT-10 logo resided under the passenger-side air bag cover. Taking a cue from the Dodge Viper, the Ram SRT-10 came with a red start button on the dash. The manual transmission regular cab featured a Hurst shift lever, which sprouted from a silver metal shift bezel and was fitted with a Viper shift knob. Aluminum performance-inspired pedals replaced the stock setup. The gauge cluster featured satin silver-faced gauges and Viper font and graphics. The speedometer and tachometer were re-calibrated to match the Ram SRT-10’s increased performance.

Colors

Excluding the special editions, the 2004-2005 Ram SRT-10 came in three colors: Brilliant Black Crystal Pearl Coat, Bright Silver Metallic Clear Coat, and Flame Red Clear Coat. The redesigned 2006 Ram SRT-10 came in Mineral Gray Metallic, Inferno Red, and Brilliant Black Crystal Clear Coat.

Wheels and brakes

The stock 22-inch (560 mm) wheels were fitted with Pirelli Scorpion P305/40R-22 performance tires and modeled after the 10-spoke wheels available on the Viper. The brakes for the 2004 model (front and rear) and 2005-06 (rear) were modified from the Ram Heavy Duty truck for use in the Ram SRT-10. The standard ABS-equipped brakes were fitted with 15-inch (380 mm) rotors in front and 14-inch (360 mm) rotors out back. 2004 models used red-painted two-piston sliding brake calipers front and rear; these were replaced with larger four-piston monoblock calipers up front in 2005-06, designed by TRW and unique to the SRT-10. Two NASCAR-inspired brake cooling ducts integrated into the front fascia provide cooling for the Ram SRT-10’s brakes.

Quad cab

 2005 Dodge Ram SRT-10 crew cab

Following the success of the Ram SRT-10 regular cab, Dodge decided to introduce a Quad Cab version starting in the 2005 model year. The new Quad Cab was aimed at the performance truck enthusiast who wanted a performance pickup, but not at the expense of room for passengers and towing capacity. The Dodge Ram SRT-10 Quad Cab was fitted with a 4.56 final-drive gear ratio to improve low-end acceleration and was rated at 7,500-pound (3,400 kg) towing capacity. A body-color aluminum tonneau cover with an aerodynamic spoiler came standard on the Quad Cab. The Quad Cab was only offered with a 4-speed automatic transmission, a 48RE borrowed from the Ram Heavy Duty with Cummins turbo diesel. The 48RE was rated to handle up to 700 ft lbs of torque.

Special editions

Dodge released several limited editions of the Ram SRT-10 alongside the standard regular cab and Quad Cab versions.

• VCA (Viper Club of America) Edition – 52 produced, released at the 2004 Daytona Motor Speedway Race in February. Where people were able to enter a raffle, And only the winners of the raffle were able to purchase the vehicle, but, of course the winners were able to sell them again to a third-party. Its paint scheme was white rally stripes on Electric Blue. Engine was also signed by Wolfgang Bernhard, Chrysler Group’s former Chief Operating Officer. Available as a 2004 model.

• Yellow Fever – 500 produced, painted in Solar Yellow exterior paint and black “fanged” stripe on top of hood, came with two-tone interior which featured a yellow center stack bezel, yellow door spears, yellow stitching on steering wheel, seats and Regular Cab manual transmission shifter and yellow embroidering on the SRT-10 floor mats. Also came with special Yellow Fever Edition badges and a serialized Yellow Fever dash plaque. Available as a 2005 model.

 Dodge Ram SRT-10 Commemorative Edition.

• Commemorative Edition – 200 produced, featured Bright White exterior paint with Electric Blue stripes. Interior enhancements included blue stitching on the seats, shift boot, shift knob and steering wheel. Floor mats were embroidered in matching stitching with the SRT-10 logo. In addition, the Commemorative Edition included standard polished wheels, brushed aluminum scuff plates, and a hard tonneau cover. Available as a 2005 model.

• Night Runner – 400 produced, painted in Brilliant Black exterior paint, came with Dark Nickel Pearl finish 22-inch (560 mm) wheels, black chrome grill inserts, unique Night Runner badges, a black center stack and center console bezel overlay, and a serialized Night Runner dash plaque. Available as a 2006 model.

End of production

 2006 Dodge Ram SRT-10 crew cab

The first SRT-10 was produced November 11, 2004. Ram SRT-10 production ended after the 2006 model year Total production for the 2004 Dodge Ram SRT-10 was 3,057. For 2005, the total production was 4,097 and the 2006 total production was 2,373. Over the 3-year lifespan of this truck, just 9,527 Dodge Ram SRT-10s were manufactured.

2004 Color Breakdown	Regular Cab
Flame Red	1040
Black	1269
Bright Silver Metallic	698
VCA Edition	50
Total	3057

2005 Color Breakdown	Regular Cab	Quad Cab	Year Total
Black	471	1136	1607
Flame Red	453	777	1230
Bright Silver Metallic	280	280	560
White (CE)	200	0	200
Yellow Fever	200	300	500
Total	1604	2493	4097

2006 Color Breakdown	Regular Cab	Quad Cab	Year Total
Brilliant Black Crystal	220	465	685
Inferno Red	221	417	638
Mineral Gray	131	310	441
Black Clear Coat	87	93	180
Night Runner	200	200	400
Flame Red	7	8	15
Bright Silver Metallic	6	8	14
Total	872	1501	2373

World record

 February 2004 World Record

In February 2004, a Dodge Ram SRT-10, driven by NASCAR driver Brendan Gaughan set both the Guinness World Record and Sports Car Club of America‘s record for the world’s fastest production truck with an average speed of 154.587 mph (248.784 km/h). As of August 2014 it is still the Worlds fastest full size factory pickup truck. Note: There were a total of three Dodge Ram SRT10 trucks used to break the world speed record. Vin # 3D3HA16H44G257254 reached a top speed of 157.327 mph but was disqualified because of what was considered an illegal exhaust system. 154.587 is the official speed that is used.

• Ram Van (1971–2003)

Dodge Ram Van

Dodge Ram Van
Overview
Assembly	Windsor, Ontario, Canada
Body and chassis
Class	Van
Body style	3-door van 4-door van 3-door wagon 4-door wagon
Platform	Chrysler B platform
Chronology
Predecessor	Dodge A100
Successor	Dodge Sprinter

The Dodge B-Series was a full-size van marketed under the Dodge brand by the Chrysler Corporation (1971–1998) and later DaimlerChrysler (1998–2003). Starting in 1981, the B-Series was sold as the Dodge Ram Van; the passenger variant was known as the Dodge Ram Wagon and Plymouth Voyager.

DaimlerChrysler discontinued production of the Ram Van and Ram Wagon after more than 30 years of production following the 2003 model year, replacing them with the Dodge Sprinter. All Ram Vans and Wagons were built at the Pillette Road Truck Assembly plant in Windsor, Ontario, Canada, which has since been demolished.

History

Built on the B platform (later AB), the full-size vans entered production for the 1971 model year. Due to a one-welded-piece “Uniframe” design, the Dodge platform was lighter and stronger and featured a lower cargo floor than the competition, at the expense of NVH. The resulting lower center of gravity improved handling versus the competing products. The B-series van was popular for cab-over motorhome conversion until Chrysler Corporation’s egress from that market during their financial difficulties in the late 1970s.

All generations of the B-series van feature similar construction, with only small variation from era to era. The most pronounced changes were to the front fenders, hood, grille, and bumpers, which tended to follow their full-size truck counterparts in each era. Much of this was a result of the need to meet Federal “crashworthiness” standards. Additionally, the first generation’s side door was mounted back several inches, using a fixed panel between the passenger’s side front door and the side door, allowing for more access to the side door without interfering with the front passenger’s seat. This panel was eliminated in 1978 which was a transitional year for the B-series van. Similar construction for the entire 32 years of production made the Dodge Van very popular with upbuilders, service companies, and other fleets due to the compatibility of installable options from year to year without necessitating a redesign.

Dodge first pioneered the extended-rear 15-passenger van favored by school and church groups and dominated this market until overtaken by Ford in the 1990s. It offered a sliding side door as well as a unique side-swinging tail door with a full-width window.

It was also popular in class-C RV and ambulance conversions.

The minivan, pioneered by Chrysler, eventually took over the passenger wagon market. With the Sprinter, Chrysler left behind American-style full-sized vans in favor of more fuel efficient European-style models.

 3rd-generation Dodge Ram Van engine bay

The B-series van was available with nearly every engine used in a rear-wheel-drive Chrysler product during its production. Six-cylinder engines included the 225 in³ Slant Six I6 (1971–1987), the 3.9 L LA V6 (1988–1991), and the 3.9 L Magnum V6 (1992–2003). Small-block V8 engines included the LA-series 318 in³ (1971–1991), 360 in³ (1972–1992), the Magnum 5.2 L (1992–2003), and the Magnum 5.9 L (1993–2003). Big-block V8 engines were the 400 in³ and 440 in³ (1976–1978). Certain model years came with an optional 5.2-liter engine utilizing Compressed Natural Gas, with a range of up to 300 miles (480 km) on a full tank, and CNG-powered Ram Vans were classified as an Super Ultra Low Emission Vehicle in 1999.

Dodge was the last of the four major full-size van makers to market a short-wheelbase van and passenger wagon. The rest of the Big Three took their shortest full-size vans off the market early in the 1990s.

DaimlerChrysler discontinued production of the Ram Van and Ram Wagon after the 2003 model year, replacing them with the M-B-based Dodge Sprinter.

Original B-Series

First generation
Overview
Manufacturer	Chrysler Corporation
Production	1971–1978
Body and chassis
Class	Full-size van
Body style	2-door or 8–15 passenger van
Powertrain
Engine	225 cu in (3.7 L) Slant-6 360 cu in (5.9 L) LA V8 318 cu in (5.2 L) LA V8 400 cu in (6.8 L) B V8 440 cu in (7.2 L) RB V8

 1972 Tradesman

 1977 Sportsman

For the first eight model years, the different configurations of B vans were given names. Sportsman passenger vans had side windows and passenger seating not present in the otherwise identical Tradesman models. The same range of gasoline-powered slant-6 and V8 engines was offered in these vans as was offered in the Dodge D Series pickup truck.

Dodge pioneered the American 15 passenger van genre with the introduction of the Maxiwagon along with the other front engine B series vans that were new for 1971. Ford didn’t produce a 15 passenger van until 1978, and GM did not introduce theirs until 1990. Little changed on Dodge vans produced between 1971 and 1977, with only a grille change from metal to plastic for the 1974 model year. 1978 was a transition year for B series vans, consisting of the nose from 1977 and earlier vans (with a one-year only Dodge symbol in the grille) but with a completely new dashboard and rear end cap. On the standard length vans, the rear end cap just contained new larger tail lamps, but the extended length Maxivan and Maxiwagon had a completely redesigned rear extension which was longer and had large windows that wrapped around the corners for better visibility. This was unique to the B vans, and this same extension was used until the B vans were discontinued in 2003. On the 1971-77 models, the rear side doors were set back about two feet towards the rear wheelwells, with a filler panel between them and the front doors. Passenger models had a small window between the front and rear doors. In 1978, the filler panel was removed and the doors were moved forward to be next to the front passenger door, similar to the Ford and Chevrolet vans.

In the late 1970s, Chrysler marketed the B van in their lineup of “Adult Toys”, along with the D-Series-based Dodge Warlock, Dodge Lil’ Red Express Truck, and Dodge Macho Power Wagon, plus the Dodge Macho Ramcharger.

Street Van

 1978 Dodge Street Van

Dodge vans, particularly Tradesman vans from the 1971–1977 model years, were very popular as the basis for many custom vans during the custom van craze that occurred during the mid to late ’70s and early ’80s. Dodge capitalized on this craze, creating a factory customization package called the “Street Van” package. This was advertised alongside the Lil’ Red Express and Warlock trucks as “Adult Toys”. The Street Van package consisted of a “Street Van” logo on the passenger and driver’s side door in lieu of the Tradesman logos, chrome trim on the grille and windshield, simulated wood grain inlays in the steering wheel horn cover and passenger side glare shield, five slot chrome wheels or white spoked “off-road” type wheels, chrome front and rear bumpers, chrome trim on the gauges, smaller chrome side view mirrors, patterns and plans to create custom interiors, and membership in the “Dodge Van Clan”. This package was available from the 1976 model year until it was discontinued in the early ’80s. This was not an overly popular option from the factory, and Street Vans are somewhat rare. The chrome metal Street Van emblems found on later Street Vans (emblems through mid-1978 were stickers) in good shape are quite valuable to collectors or restorers.

Kary-Van

The name “Kary Van” comes from the cube shape of the cargo section of the van. Dodge used the van body for the front end of its 1973–1978 cube-vans usually with dual rear axles and heavy-duty 1-Ton suspensions. Many examples of these cube-vans can still be found on the streets today as they were typically owned by companies that kept them in service for some time. Thanks to regular maintenance, some still see service.

Rebadged variants

During the last two years of its existence Fargo offered a rebadged variant of the Tradesman and Sportsman in Canada for 1971 and 1972 only. Plymouth also received a rebadged variant of the Sportsman, called the minivan for the 1974 model year. While never as popular as the Dodge version, Plymouth marketed the Voyager in this format through 1983, after which the nameplate was transferred to the new minivan that was introduced for 1984 as a rebadged Dodge Caravan.

Second generation

Second generation
Overview
Production	1979–1993
Body and chassis
Related	Plymouth Voyager (1979–1983)
Powertrain
Engine	3.7L (225cid) I6 110 HP (79–88) 3.9L (239cid) V6 (88–03) 5.2L (318cid) V8 (79–03) 5.9L (360cid) V8 155 HP (79–03) 6.6L (400cid) V8 190 HP (71–78) 7.2L (440cid) V8 195 HP (71–78)Horsepower figures for 1978
Transmission	3-speed automatic 4-speed automatic 3-speed manual (column shift) 4-speed (floor shift) manual5-speed manual (floor shift)
Dimensions
Wheelbase	150 SWB: 109.6 in (2,784 mm) LWB: 127.6 in (3,241 mm)
Length	1988–1990 150 SWB: 178.9 in (4,544 mm) 1988–1990 150 LWB, 250 & 350 SWB: 196.9 in (5,001 mm) 1998–1990 250 & 350 LWB: 222.9 in (5,662 mm) 1991–93 B150 (Wagon Only): 187.2 in (4,755 mm) 1991–93 B250 & B350 SWB (Wagon Only): 205.2 in (5,212 mm) 1991–93 B250 & B350 LWB (Wagon Only): 231.2 in (5,872 mm)
Width	1988–1990: 79.2 in (2,012 mm) 1991–93 Wagon: 79.0 in (2,007 mm) 1991–93 Van: 79.8 in (2,027 mm)
Height	1988–1990 150: 78.3 in (1,989 mm) 1988–1990 250: 79.9 in (2,029 mm) 1988–1990 350: 80.5 in (2,045 mm) 1991–93 B150 Wagon: 78.1 in (1,984 mm) 1991–93 B250 Wagon: 78.6 in (1,996 mm) 1991–93 B350 Wagon: 80.5 in (2,045 mm) 1991–93 B150 Maxi Wagon: 80.7 in (2,050 mm) 1991–93 Van (Extended): 80.1 in (2,035 mm)

In 1979 the van received a redesigned front end, including a new grille with wraparound turn signals. Lower end models had single round headlights, while Royal Sportsman and other high-end vans received four rectangular headlights. The van would keep this body style and the 1978 dash intact with only grille changes all the way through the 1993 model year. The Sportsman, Tradesman, and Adventurer names were phased out after 1980, replaced with the Ram Van moniker, which included the Ram Wagon for passenger models. As with the D-series trucks, B100 and B150 models were 1/2-ton rated, B250 models were 3/4-ton, and B350s were one-ton. The body shell and most fixtures would be one of the longest running of any US vehicle, remaining nearly identical from the vans’ introduction in 1971 through their discontinuance in 2003, while Ford and GM would go through two or three generation platform redesigns.
In 1986 the Ram Van was given a new grille to resemble those of the 1986 Ram trucks. In 1994 the entire front end was redesigned with flush headlamps to resemble the all new Dodge Ram pickups, and new taillights wrapped around the sides of the van. The 1978-style dash was kept.

Third generation

Third generation
Overview
Production	1994–2003
Powertrain
Engine	Magnum 3.9L 175 hp (130 kW) V6 Magnum 5.2L 230 hp (170 kW) V8 Magnum 5.2L 220 HP V8 (CNG)Magnum 5.9L 250 hp (190 kW) V8
Transmission	3-speed automatic4-speed automatic
Dimensions
Wheelbase	1998–2003 1500 SWB: 109.4 in (2,779 mm) 1994–97 1500 SWB: 109.6 in (2,784 mm) 2500 & 3500: 127.6 in (3,241 mm)
Length	1500: 187.2 in (4,755 mm) 2500: 205.2 in (5,212 mm) 3500: 231.2 in (5,872 mm)
Width	79.8 in (2,027 mm) 1994–96 Van: 79.0 in (2,007 mm)
Height	79.5 in (2,019 mm) 3500 & 2500: 79.9 in (2,029 mm)

In 1994 the entire front end was redesigned with flush headlamps to resemble the all new Dodge Ram pickups, and new taillights wrapped around the sides of the van. The 1978-style dash was kept. In 1998, the van went through the most thorough update since its introduction in 1971. The engine was moved forward in the chassis to improve crash protection, and the front end sheetmetal was redone with a longer nose to accommodate this change. Moving the powertrain forward also resulted in a smaller dog house (engine access cover) which increased front interior room and allowed better access when moving between the front seats. The 1978-style dashboard and door panels were finally replaced with a modern design using components from contemporary Chrysler products. The side view mirrors were now break-away units mounted to the sail portion of the front window openings. This change resulted in the elimination of the front door vent windows. The van remained mostly unchanged until it was discontinued after the 2003 model year.

Revival of the Ram Van

In 2012 a Dodge Caravan-based cargo van, previously sold as the Dodge Caravan C/V, was renamed the Ram C/V Tradesman. In 2013, a new full-sized van based on the Fiat Ducato was introduced and sold under the name Ram ProMaster, which is the modern descendant of the original Dodge B-Series full-size van. The Ram ProMaster City, a Fiat Doblo-based replacement for the Ram C/V Tradesman will be introduced in 2014. The Promaster City is said to be a modern descendant of the Dodge A100 compact van.

• Ramcharger (1974–2001)

Dodge Ramcharger

Dodge Ramcharger
Overview
Manufacturer	Chrysler Corporation
Production	1974–2001
Body and chassis
Class	Full-size SUV
Body style	2-door SUV
Platform	Front engine, rear-wheel drive /four-wheel drive
Chronology
Successor	Dodge Durango (2004)

The Dodge Ramcharger was a large sport utility vehicle built by Dodge from 1974 to 1993 (and from at least 1986 until 2001 in Mexico) based on the shortened wheelbase of the Dodge D Series/Ram pickup truck chassis. A Plymouth version, named the Trailduster was offered from 1974 to 1981, the brand’s only SUV, though one can argue that with similar classifications of early Plymouth station wagons, and the Plymouth Voyager minivan.

First and second generations

First generation
Overview
Also called	Plymouth Trailduster (1974–1981)
Production	1974–1980
Body and chassis
Platform	Chrysler AD platform
Related	Dodge D Series Dodge Ram
Powertrain
Engine	225 cu in (3.7 L) I6 318 cu in (5.2 L) V8 360 cu in (5.9 L) V8 400 cu in (6.6 L) V8 440 cu in (7.2 L) V8
Transmission	4-speed manual 3-speed TorqueFlite automatic

Second generation
Overview
Production	1981–1993 (1988–1996 In Mexico)
Body and chassis
Platform	Chrysler AD platform
Related	Dodge Ram
Powertrain
Engine	318 cu in (5.2 L) V8 360 cu in (5.9 L) V8
Transmission	3-speed automatic 4-speed manual
Dimensions
Wheelbase	106.0 in (2,692 mm)
Length	1988–1990: 184.6 in (4,689 mm) 1991–93: 188.0 in (4,775 mm)
Width	79.5 in (2,019 mm)
Height	1988–1990 2WD: 69.7 in (1,770 mm) 1988–1990 4WD: 73.1 in (1,857 mm) 1991–93 4WD: 74.1 in (1,882 mm) 1991–93 2WD: 70.6 in (1,793 mm)

The Ramcharger was primarily produced as a full-time four wheel drive vehicle, although a two-wheel drive version was available starting in 1975. During development, it was known as the “Rhino”.^[1] 1974 through 1980 models have a removable hard top, although dealer-installed soft tops were available. The first year model differs from the others in that its door pillars are attached to the removable roof.

Like many vehicles, the Ramcharger was used in rallying, although its use was very limited. It did have some success, as demonstrated by achieving first place at Sno*Drift in 1975. In 1978 and 1979 the 360 CID’s horsepower was bumped up to 195 horsepower (145 kW). 1978 was the last year for the 440 CID, which by then only put out 215 horsepower (160 kW).

The Ramcharger and Trailduster followed the D-series pickup’s 1981 redesign into the Ram and is considered the second generation. These models had a non-removable welded steel top instead of the removable top. The Trailduster was only available for one year with the Ram design and steel non-removable top, as it was dropped after 1981.

Mechanicals

The vehicle was usually powered by a Chrysler LA engine, the most common being the 318 cu in (5.2 L) V8. Optional was the 360 cu in (5.9 L) V8 and even big-block B series 400 cu in (6.6 L) V8 and RB 440 cu in (7.2 L) V8 were offered in the early years. Initially a normally aspirated carburetor, in 1988 the 318 gained throttle-body fuel injection with the 360 following in 1989. Power output for the TBI 318 was 230 horsepower (170 kW) and 280 lb·ft (380 N·m) of torque. The TBI 360 had 240 hp (180 kW) and 283 to 295 lb·ft (400 N·m). In 1992 the multiport fuel injected Magnum 318 was the standard engine while the LA 360 with TBI was still offered. In 1993 the Magnum 360 replaced the LA engine version.

Many manual transmissions were offered throughout the years, starting with the A-230 three-speed and ending with the A-535 five-speed in 1992. The NP435 “granny gear” 4 speed was the most common in 4WD models, as well as the close ratio version, the NP445. In 1988 the clutch was converted from a mechanical linkage to a hydraulic system. Automatic transmission models had the Chrysler Loadflite TF-727A or B until, in 1991, it was replaced with the A-500/A-518 four-speed.

A full-time four-wheel drive NP-203 transfer case was standard until 1980, when it was replaced with the part-time NP-208. This was supplanted by the NP-241 in 1988.

Axles were Dana 44 front and 9¼” rear. Full time 4WD models (1973–1979) were equipped with the full time version of the Dana 44 that had no provision for locking hubs and had a front wheel bearing design with a somewhat dubious reputation. In 1980 when the part time 4WD system was introduced, the front Dana 44 was equipped with a more conventional front wheel bearing design and automatic locking hubs. Late in the 1984 model year the Dana 44 was switched to a CAD (Center Axle Disconnect) version. The CAD Dana 44 was vacuum actuated by a switch on the transfer case and powered by engine vacuum. The CAD Dana 44 was carried on until the end of Ramcharger production in 1993. Users often ran into problems with the CAD system. The vacuum switch on the transfer case would occasionally fail and either leave the CAD engaged or not engage the CAD at all. Limited slip differentials were available for the 9¼” rear axle. The full-time 4WD versions used a 5 on 4½” wheel bolt circle and the part time models used a 5 on 5½” bolt circle.

 First generation Dodge Ramcharger equipped with an aftermarket lift kit

Third generation

Third generation
Overview
Production	1999–2001
Assembly	Saltillo, Coahuila, Mexico
Body and chassis
Related	Dodge Ram
Powertrain
Engine	360 cu in (5.9 L) V8 318 cu in (5.2 L) V8
Transmission	4-speed automatic 4-speed manual
Dimensions
Wheelbase	113.7 in (2,888 mm)
Length	198 in (5,029 mm)
Curb weight	5,300 lb (2,404.0 kg)

In 1999, a new Ramcharger was produced in Mexico based on the second generation Ram pickup and using parts from the Dodge Ram pickups and other Chrysler vehicles. Sold only in Mexico, where the previous generation Ramcharger had been quite successful, it was not offered in the U.S. Because of this and other issues, this generation never enjoyed the sales of the previous generations of Ramchargers. Powered by the 5.9 and 5.2 Liter (360 CID and 318 CID) Magnum V8 and offered only in 2WD versions, it was discontinued around 2002. One of the most interesting features of this generation was a small folding seat in the cargo area, facing sideways, not a full-sized seat, making it uncomfortable for long trips. The rear hatch door was borrowed from 1996–2000 model Dodge Caravan. The Mexican-market Ramcharger was probably not marketed in the U.S.because the SUV market was favoring 4 or 5-door SUVs as opposed to 2-doors. Also, DaimlerChrysler already had two successful mid-sized SUVs (Jeep Grand Cherokee and Dodge Durango). Two-door SUV sales had been declining, to which GM ended production of its 2-door Tahoe and Yukon, and Ford replaced the long-running 2-door only Ford Bronco around the same time with the 4-door only Ford Expedition.

• Rampage (1982–1984)

Dodge Rampage

Dodge Rampage
Overview
Manufacturer	Chrysler Corporation
Also called	Plymouth Scamp
Production	1982–1984
Body and chassis
Class	Coupe Utility
Body style	two-door truck
Layout	Transverse front-engine, front-wheel drive
Platform	L-body
Powertrain
Engine	2.2 L K I4

The Dodge Rampage was a subcompact, unibody^[1] coupe utility based on Chrysler‘s L platform and manufactured from 1982–1984. First released as a 1982 model, the Rampage was later joined by its rebadgedvariant, the Plymouth Scamp.

The Rampage borrows the car’s unibody construction and the front fascia from the sporty 024/Charger variant.

It was available with a Chrysler built and designed 2.2 L carbureted straight-4 engine with 96 hp (72 kW) and a curb weight of around 2,400 lb (1,100 kg). In the first year, it had leisurely performance due to the four-speed manual transmission along with a three-speed automatic transmission.

 1984 Dodge Rampage

Performance was improved with the introduction of a five-speed manual transmission in 1983. The truck had a load capacity of 1,145 lb (519 kg), for a true “half ton” rating. This compared favorably to General Motors‘ Chevrolet El Camino‘s rating of 1250 lbs. The Volkswagen Rabbit Sportruck and Subaru BRAT were the Rampage’s only real competition in the United States market.

The Dodge Rampage was based on the popular Dodge Omni and Plymouth Horizon. Their fuel economy (21 MPG city/29 MPG highway, according to the EPA) and price were good for the time.^{[citation needed]} The Rampage’s front-wheel drive configuration was a source of either love or hate depending on one’s preferences. A front-wheel drive layout is not usually used for trucks in North America; however, it gave the Rampage great road-holding and traction when unladen without the “fish-tailing” that comes with most rear-wheel-drive pickups. In short, the Rampage drove less like a truck and more like a compact car. A re-badged version,the Plymouth Scamp, was only sold in 1983. The Rampage lasted three years before being dropped from production after the 1984 model year. There are many myths about the existence of a “Shelby Rampage”, but the there is no official record of the existence of such a vehicle.

While a radical and unique design, the Dodge Rampage (17,636 sold in 1982, 8,033 in 1983, 11,732 in 1984, its final season) didn’t take off in the market as had been expected. Its Plymouth Scamp clone would only last for one year—1983. Sales totals for the Scamp were 2184 “base” models and 1,380 in GT trim, almost all of which were taken from its Dodge twin. The market for “car-trucks” was fast drying up in the mid-1980s as one after another was dropped from automakers’ North American product lines. Even the El Camino was not immune and it was also withdrawn from production before the decade was through.

• Royal (1954–1959)

1955 Dodge

1956 Dodge
1956 Dodge Custom Royal Lancer
Overview
Manufacturer	Chrysler Corporation
Also called	Dodge Coronet Dodge Suburban Dodge Royal Dodge Sierra Dodge Royal Lancer Dodge Custom Royal Dodge Custom Royal Lancer
Production	1955–1956
Body and chassis
Class	Full-size
Body style	2-door coupe 4-door sedan 2-door hardtop coupe 2-door wagon 4-door wagon 2-door convertible
Layout	FR layout
Powertrain
Engine	230 in³ (3.8 L) Getaway I6 270 in³ (4.4 L) Red Ram V8 325 cu in (5.3 L) V8 350 cu in (5.7 L) V8 361 cu in (5.9 L) V8
Transmission	2-speed automatic 3-speed manual 3-speed automatic
Dimensions
Wheelbase	120 in (3048 mm)
Length	212.1 in (5387 mm)
Chronology
Successor	1957 Dodge

The 1955 Dodge lineup, consisting of the entry-level Coronet, Royal, and ornate Custom Royal, was a major departure for the company. Driven almost out of business in 1953 and 1954, the Chrysler Corporation was revived with a $250 million loan from Prudential and new models designed by the legendary Virgil Exner. The Dodge lineup was positioned as the mainstream line in Chrysler’s hierarchy, between Plymouth and DeSoto.

Overview[edit]

The 1955 Dodge was all-new with a longer 120 in (3048 mm) wheelbase and 212.1 in (5387 mm) overall length than the 1954 cars. They shared their basic mechanicals with the De Soto, but featured special styling. These cars lasted through the 1955 and 1956 model years before being replaced by the all-new 1957 design.

Coronet

The Coronet (and Suburban station wagon) was the base model. This was the only line to feature the 230 in³ (3.8 L) Getaway I6 as well as the 270 in³ (4.4 L) Red Ram V8. Coronets were available in all body styles except the convertible. Sedans feature “Coronet” badges on the fenders, while the station wagons are called “Suburban”. Although the hardtop coupe was officially named “Lancer”, it wore only “Coronet” badges.Turn signals were standard on the Royal and Custom Royal models but optional on the base Coronet.

Royal

The Royal (and Sierra wagon) were the next step up. Featuring only the V8 engine, the Royal also lacked the 2-door sedan and wagon models available in the Coronet line. Early hardtop coupes lack the “Lancer” script, although they were officially Lancers, but later models wore “Royal Lancer” badges.

Custom Royal

 1956 Coronet Royal Lancer with custom chrome flipper hubcaps

The flagship model was the Custom Royal. All hardtop coupe and Custom Royal-only convertible models were called “Custom Royal Lancer”, and the “Custom Royal” sedan gained the Lancer badge soon after its introduction as well. The Custom line featured unique chrome tailfins (although early model year cars went without this trim), special tail light surrounds, and an upscale interior. Backup lights were standard on the Custom line but optional on all others. The Custom Royal also featured the hemi 270CID Super Red Ram engine.

La Femme

See also Dodge La Femme

The La Femme was a special package oriented towards women, who made up an increasing share of Dodge buyers. It came in Heather Rose and Sapphire White colors and included a cape, boots, umbrella, and shoulder bag that matched the floral tapestry-like fabrics. Changes to the car include built-in compartments in the seatbacks to hold these accessories.

D-500

The 1956 D-500 was a high-performance model derived from the standard 1956 Dodge but differing in many ways. It included a heavy duty suspension and other chassis upgrades from the New Yorker and Imperial lines, upgraded brakes, and a high-performance 315 in³ (5.2 L) Hemi-head V8. A four-barrel Carter carburetor pushed output to 260 hp (194 kW) and 330 lb·ft (447 N·m). The 3-speed manual transmission was standard, with the PowerFlite 2-speed automatic as an option. A rare NASCAR-specific option was the D-500-1(Dash-1), which upped power to 285 hp (213 kW). The D-500 originally used only the Coronet 2-door sedan and Royal Lancer hardtop and convertible bodies.

1957

 1957 Dodge Custom Royal 4-Door Sedan

For the 1957 model year, Chrysler embarked on a second total linewide redesign. Virgil Exner’s “Forward Design” brought about cars that were bigger and more sleek than anything before, and instantly put a company that had traditionally regarded styling as unimportant on the forefront of automotive design. Unfortunately, two total redesigns in as many years resulted in severe build quality and rust problems, so that many 1957 Chryslers, Dodges, and Plymouths were off the road within three years of their purchase.

1958

While many of the quality issues were resolved for the 1958 model year, which brought about some minor styling tweaks, a recession struck that was particularly damaging to sales of mid-range cars. Dodge production had exceeded 337,000 cars for 1957 but the 1958 total fell by over half to less than 140,000, although some of this loss was due to negative publicity from the cars’ poor quality control.

1959

1959 Dodges were facelifted to gain a heavy, drooping look with hooded headlamps. Swivel-out seats became an option. Production for the model year totaled 156,395 cars, a modest increase over 1958. The highlight of the lineup was the performance-oriented D-500 package.

• Shadow (1987–1994)

Dodge Shadow

Dodge Shadow
Overview
Manufacturer	Chrysler Corporation
Also called	Chrysler ES Chrysler Shadow Plymouth Sundance
Production	1986–1994
Model years	1987-1994
Assembly	United States: Sterling Heights, Michigan (Sterling Heights Assembly) Mexico: Toluca, Mexico State(Toluca Car Assembly)
Body and chassis
Class	Compact
Body style	2-door convertible (Shadow only) 4-door sedan 3-door hatchback 5-door hatchback
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler P platform
Related	Shelby CSX
Powertrain
Engine	2.2 L K I4 (gasoline) 2.2 L Turbo I I4 (turbochargedgasoline) 2.2 L Turbo IV I4 (turbochargedgasoline) 2.5 L K I4 (gasoline) 2.5 L Turbo I I4 (turbochargedgasoline) 3.0 L 6G72 V6 (gasoline)
Transmission	3-speed A413 automatic 4-speed A604 automatic 5-speed manual
Dimensions
Wheelbase	97.0 in (2,464 mm) (1987-1992) 97.2 in (2,469 mm) (1993-1994)
Length	171.9 in (4,366 mm) (1987-1989) 171.7 in (4,361 mm) (1990-1992) 171.9 in (4,366 mm) (1993-1994)
Width	67.3 in (1,709 mm)
Height	52.7 in (1,339 mm) (1987–1989) 52.6 in (1,336 mm) (1990) 52.7 in (1,339 mm) (1991–1993) 53.1 in (1,349 mm) (1994)
Curb weight	2,608 lb (1,183 kg) (3-door) 2,643 lb (1,199 kg) (5-door)
Chronology
Predecessor	Dodge Charger / Plymouth Turismo Dodge Omni / Plymouth Horizon Renault Alliance
Successor	Dodge / Plymouth Neon

The Dodge Shadow and Plymouth Sundance are compact 3-door and 5-door hatchbacks that were introduced for the 1987 model year. For 1991, a 2-door convertible variant was added to the Shadow lineup; but not the Sundance lineup. The 3-door hatchback model replaced the Dodge Charger (L-body) model, while the 5-door hatchback model replaced the Dodge Omni model; of their respective marque. With the 1987 acquisition of American Motors by Chrysler from Renault, the Shadow/Sundance also replaced the American Motors-built Renault Alliance sedan and convertible marking the official withdraw of Renault from the United States and Canadian markets.

The first vehicle rolled out of Sterling Heights Assembly on August 25, 1986. In late 1988, production of the Mexican market version called the Chrysler Shadow began at Toluca Car Assembly. The Shadow/Sundance was also sold in Europe from 1988 to 1991 as the Chrysler ES. Production ended on March 9, 1994, with the Shadow/Sundance being replaced by the Chrysler Neon.

Design

The Shadow/Sundance employed a variant of the K-car platform, the P-body, which was based on a combination of the Dodge Daytona‘s suspension (alongside some of its interior styling cues) with a shortened version of the Dodge Lancer‘s body. While they appeared to have a trunk, it was actually a hatchback. Chrysler considered this a special feature and advertising literature referred to it as “hidden hatchback versatility”. The relatively large storage capacity of these vehicles was a major selling point for the company. The Peugeot 309 which had been developed to replace the European Chrysler Horizon used a similar layout.

Safety

A motorized passenger’s side seat belt was added to US-market Shadows/Sundances in 1994, to comply with Federal Motor Vehicle Safety Standard 208’s requirement for passive restraints. These motorized seat belts do not comply with Canada’s safety standards; Canadian-market Shadows/Sundances continued to use a manual passenger seatbelt, and 1994 Sundances/Shadows cannot legally be imported across the US-Canada border in either direction.

At the time, the Shadow/Sundance was the lowest-priced car on the market with a standard driver’s side airbag, which had been made standard on all US-market domestic Chrysler Corporation cars in 1990. Giving them a remarkable crash test rating for a car its size at the time.

1991-1993 Shadow/Sundance NHTSAscores

Year	Frontal Driver	Frontal Passenger
1991
1992
1993

Engines

The Shadow/Sundance was offered with variety of four cylinder engines, all either of 2.2 or 2.5 L, some were turbocharged. Naturally aspirated versions were fuel injected, except those sold in Mexico. The engines were tuned for torque rather than horsepower, resulting in horsepower and torque numbers that appear to be reversed from competitors such as the Honda Civic. A Mitsubishi-built 3.0 L V6 engine was added later, replacing the turbocharged engines. All engines were available with a five-speed manual transmission, while a 3 speed automatic was optional on the four cylinder equipped cars and a 4-speed automatic transmission was optional on the V6 powered cars.

1987-1994 Shadow/Sundance engines

Years	Engine	Power	Torque	Notes
1987-1994	2.2 L K I4	93 hp (69 kW)	122 pound-feet (165 N·m)
1987-1988	2.2 L Turbo I I4	146 hp (109 kW)	170 pound-feet (230 N·m)
1988-1994	2.5 L K I4	100 hp (75 kW)	135 pound-feet (183 N·m)
1989-1992	2.5 L Turbo I I4	150 hp (110 kW)	190 pound-feet (260 N·m)	Shadow
1989-1991				Sundance
1990	2.2 L Turbo IV I4	175 hp (130 kW)	205 pound-feet (278 N·m)	Shadow
1992-1994	3.0 L 6G72 V6	142 hp (106 kW)	171 pound-feet (232 N·m)

Year to year changes

 1991 Dodge Shadow convertible

• 1989, the Shadow/Sundance received a facelift, with the sealed-beam headlamps discarded in favor of more aerodynamic composite units. All-new grilles and tail lights were among the changes as well.
• 1990, the manual transmission was modified to make shifting into reverse easier by moving from the “left of first” position to the ” below fifth gear” position.
• 1991, a convertible version of the Shadow debuted, the same year the coupe and sedan models’ “base” submodel was split into the entry-level “America” or S (S was used on Canadian market versions) version and mid-level Highline submodels.
• 1992, a Mitsubishi-built 3.0 L V6 was added to the lineup, replacing the turbocharged engines.
• 1993, a low pressure Bendix-4 ABS was available.

Options

 1989 Plymouth Sundance RS

Features varied with years, but some features included: power windows, power adjustable mirrors, power door locks, power adjustable driver seat, cruise control, tilt steering wheel, variable intermittent delay windshield wipers, overhead console with map lights and compass/temperature display, upgraded “highline” instrument cluster with tachometer, “light package” that added lighting in the trunk, glove box, under-hood mounted light and rear door dome light switches (4 door models), remote trunk release, rear window defroster, Fog lights, mag wheels, Four wheel disc brakes, Infinity sound system, a cassette player, a sunroof, anti-lock brake systems and on turbocharger equipped cars, there was also a vacuum/boost gauge and a message center that monitored four vehicle functions, door ajar, washer fluid level, etc..

Trim levels

Hatchback:

• Base 1987-1990, 1993-1994
• America/S 1991-1992
• Highline 1991-1992
• ES 1987-1994 (Shadow)
• RS 1988-1991 (Sundance)
• Duster 1992-1994 (Sundance)

Convertible:

• ES 1991-1993
• Highline 1991-1993

Plymouth Sundance

 1987-1988 Plymouth Sundance 3-door

For the Sundance’s first year, it was available in a single base model. For 1988, a higher-end RS model was available. The RS model, which stood for Rally Sport, came with standard features that included two-tone paint, fog lights, and a leather-wrapped steering wheel. It was also available with a turbocharged 2.2L I4 engine, and other amenities like an Infinity sound system, tinted window glass, and dual power mirrors. For 1991, the base split into two distinct models: entry-level America and mid-level Highline, in addition to the high-end RS. The stripped-down America, had previously been offered for the Plymouth Horizon‘s final year in 1990.

For 1992, the RS model was dropped, in favor of the revival of the Duster name for a performance version of the Sundance. The Duster featured a 3.0 L V6, special alloy wheels, “Duster” graphics, a body-colored grille & trim, as well as other equipment. Although the Sundance was criticized by some as being a poor choice to bear the “Duster” name, the car offered very good performance and decent handling at a low cost (only about $2,000 more than a base Sundance), which was said to be part of the reason why Chrysler used the “Duster” name, as those were the qualities the original car offered.

For the 1993 model year the America model was replaced by a better-equipped base model, the Highline would also be dropped for 1993.

European market

Between April 1988 and mid-1991, Chrysler offered the Dodge Shadow in numerous European markets. Called Chrysler ES, it was based on the Dodge Shadow ES and was virtually the same car, just without any “Shadow”-badges. Offered only as a 3-door hatchback, the standard engine was the fuel injected 2.2 L, with an optional turbocharger. For 1989, the 2.2 L was replaced by the more modern 2.5 L unit. Engines were linked to a standard five-speed manual transmission, with a three-speed automatic available as an extra-cost option. As European sales figures turned out to be very poor, sales of the Chrysler ES ended in mid-1991, leaving the segment without any direct successor until the introduction of the Chrysler Neon in 1995.

Shelby CSX

 Shelby CSX

Main article: Shelby CSX

Carroll Shelby Enterprises modified Shadows into several performance-oriented vehicles such as the Shelby CSX, which was equipped with a turbocharged 2.2 L engine producing 174 hp (130 kW). Because of the car’s light weight and good engine in an era of government emissions choked engines, it was capable of acceleration equal or greater than that of many contemporary muscle and sports cars of the time. A version without the intercooler, rated at 150 hp (112 kW), was sold to Thrifty as the CSX-T.

• Sierra (1955–1956)
• Spirit (1989–1995)

Dodge Spirit

Dodge Spirit
1991 Dodge Spirit R/T
Overview
Manufacturer	Chrysler Corporation
Also called	Plymouth Acclaim Chrysler Spirit Chrysler Saratoga
Production	1989–1995
Model years	1989–1995
Assembly	Newark Assembly, Delaware, U.S. Toluca Car Assembly, Toluca,Mexico
Body and chassis
Class	Mid-size
Body style	4-door sedan
Layout	Transverse front-engine, front-wheel drive
Platform	AA-body
Related	Chrysler LeBaron Chrysler Saratoga Plymouth Acclaim
Powertrain
Engine	2.2 L Turbo III I4 2.5 L K I4 2.5 L Turbo I4 3.0 L Mitsubishi 6G72 V6
Transmission	5-speed A523 manual 5-speed A568 manual 3-speed A413 automatic 3-speed A670 automatic 4-speed A604 automatic
Dimensions
Wheelbase	1989–1990: 103.3 in (2,624 mm) 1991–95: 103.5 in (2,629 mm)
Length	181.2 in (4,602 mm)
Width	1991–95: 68.1 in (1,730 mm) 1989–1990: 67.3 in (1,709 mm)
Height	53.5 in (1,359 mm)
Curb weight	2,901 lb (1,316 kg)
Chronology
Predecessor	Dodge 600 Dodge Aries Dodge Lancer
Successor	Dodge Stratus

The Dodge Spirit is a mid-size 5- or 6-passenger sedan that was introduced in January 1989 as a replacement for the similarly sized Dodge 600. The Spirit was Dodge’s version of the Chrysler AA platform, a stretched variation of the Chrysler K platform. It was assembled at Newark Assembly in Newark, Delaware as well as Toluca Car Assembly in Toluca, Mexico, and shared its basic design with the 1990 to 1994 Chrysler LeBaron sedan, the 1989 to 1995 Plymouth Acclaim, and the export-only 1989 to 1995 Chrysler Saratoga.

The Spirit has also been described as a replacement for the smaller Aries and the hatchback Lancer, though the Shadow launched in 1987 is closer than the Spirit in most dimensions to the Aries and Lancer. A total of 60,000 Dodge Spirits were sold in its first year, enough that Aries production was stopped mid-season. Spirit production ended on December 9, 1994, along with the Plymouth Acclaim and it was marketed through 1995. The “cab-forward” Stratus was introduced as a replacement.

Design

The Spirit could seat six passengers with an optional front split-bench seat. It had a large trunk, a solid-beam rear axle, and a MacPherson strut front suspension. The Spirit differed from the other A-bodies primarily in the grille and rear lamp styling, and in the availability of a sportier, higher-performing R/T version.

The Spirit is dimensionally comparable to its contemporaneous Ford Tempo, and was also compared with the Ford Taurus, Honda Accord, and Toyota Camry by Consumer Reports. The Spirit sold well; with higher consumer acceptance than the Stratus that replaced it.

Changes through the years

 1992 Dodge Spirit R/T

 1993–1995 Dodge Spirit

• 1991 – Antilock four-wheel disk brake system was added as a new option.
• 1992 – A 3-speed automatic transmission became available with the V6 engine.
• 1993 – A facelift included a body-color grille with the Dodge crossbars theme and new full-width taillamps that despite their amber lower sections, did not include amber rear turn signals. Only two trim levels went on sale: Highline and ES. The Chrysler corporate pentastar emblem was replaced with the brand’s new RAM emblem. Stainless steel exhaust system and tinted glass became standard on all Spirits.
• 1994 – A motorized passenger’s side seat belt was added to U.S.-market Spirits to comply with Federal Motor Vehicle Safety Standard 208‘s requirement for passive restraints. These motorized belts do not comply with Canada‘s safety standards; Canadian-market Spirits continued to use a manual passenger seatbelt, and 1994–1995 Spirits therefore cannot legally be permanently imported across the US/Canada border in either direction.
• 1995 – The 2.5 L engine received a slightly revised cylinder head, and both the 4-speed A604 automatic transmission and anti-lock brakes were dropped from the option list. Otherwise, the Spirit remained mostly unchanged, much as it had throughout its six-year run.

Trims

• 1989–95: Base
• 1989–91: LE
• 1989–93: ES
• 1991–92: R/T

The Spirit ES and R/T featured Eurocast (also called Snowflake) alloy wheels through 1991. For 1992, the Turbo Blade wheel was introduced. Some of the alloy wheels were color-keyed to the vehicle body:

• White body with white painted wheels (ES, R/T)
• Black, silver, or dark red body with clear-coated wheels (ES only)
• Bright Red body with bright red painted wheel inserts (R/T only, 1991)

Starting in 1993, the Spirit was offered with a Gold package similar to that offered on the 1993-94 Plymouth Acclaim and Dodge Caravan/Plymouth Voyager minivans. This included goldtone-trimmed alloy wheels and gold pinstripes. The Gold package was available with both 4- and 6-cylinder models, with certain body colors.

Engines

The base engine for Spirit and Spirit LE models was a 2.5 L (150 cu in) TBI 4-cylinder engine producing 100 hp (75 kW; 101 PS). Optional on all models except the Spirit ES was a 141 hp (105 kW; 143 PS), 3.0 L (180 cu in) L V6 made by Mitsubishi. Also available in 1989 through 1992—and standard equipment on the Spirit ES—was a 150 hp (112 kW; 152 PS) turbocharged version of the 2.5 L engine. In 1993, 1994, and 1995, a flexible-fuel Spirit was offered, powered by a 107 hp (80 kW; 108 PS) multipoint fuel injected version of the 2.5 L engine specially modified to run on fuel containing up to 85% methanol. The R/T version came with a powerful 2.2 L (135 cu in)DOHC turbo III with cylinder head engineered and made by Lotus. This engine was rated at 224 hp (167 kW; 227 PS) and 217 lb·ft (294 N·m).

Transmissions

Several five-speed manual transmissions were available with the naturally aspirated and turbocharged 4-cylinder engines, but relatively few Spirits were equipped with manual transmissions. All the Spirit R/Ts came with the A-568 heavy-duty 5-speed manual transmission. From 1989 to 1991, all V6 Spirits came with the electronic four-speed A604 overdrive automatic, which became optional equipment in 1992 and remained optional until 1995. The three-speed Torqueflite automatic was the most popular installation on 4-cylinder Spirits, and was also standard equipment with the V6 engine from 1992 through 1995. A 5-speed manual was offered with the V6 engine in the smaller Shadow, but this combination was not available in the Spirit.

R/T

 Dodge Spirit R/T interior

 1991 Dodge Spirit R/T at the Road America racetrack

 1991 Dodge Spirit R/T engine bay

In 1991, Chrysler introduced the Spirit R/T, featuring a version of the 2.2 L engine with a 16-valve DOHC head designed by Lotus, who won a design competition against Maserati and Hans Hermann. Fed by a Garrettintercooled turbocharger, the Turbo III engine produced 224 hp (167 kW; 227 PS) and 217 lb·ft (294 N·m). The R/T also featured unique interior and exterior trims. The only transmission was a heavy-duty A568 5-speed manual transmission built by Chrysler’s New Process Gear division, with a gearset supplied by Getrag. Heavy-duty vented four wheel disc brakes were standard equipment, with optional anti-lock brakes. Color-keyed 15-inch alloy wheels were standard, with P205/60R15 tires.

At the time, the R/T was advertised as “the fastest sedan made in America”, and one of the quickest performance sedans under $40,000, with Chrysler placing its performance above the BMW M5. It could reach 60 mph (97 km/h) in 5.8 seconds, according to Car and Driver, making it one of the quickest front wheel drive cars ever offered in the American market. It was chosen as Motor Trend magazine’s “Domestic Sport Sedan of the Year”, beating the Ford Taurus SHO for 1991 and 1992.

All R/Ts were built in Mexico. A total of 1,208 were sold in the U.S. in 1991 — 774 in red and 434 in white. An additional 191 were sold in the U.S. in 1992 — 92 red, 68 white, and 31 silver. The only discernible changes for 1992 were a lower first gear ratio for reduced turbo lag, woodgrain dashboard trim as used on the Chrysler LeBaron sedan, blacked out upper and lower grille inserts, clear rather than amber lenses for the front parking and turn signal lights, and a speedometer calibrated to 150 mph (240 km/h) rather than 120 mph (190 km/h).

Mexican and South American markets

 Mexican 1994 Chrysler Spirit R/T

 Carbureted 2.5 L engine installed in 1990 Mexican Chrysler Spirit

 MPFI 2.5 L engine installed in 1994 Mexican Chrysler Spirit

Spirits were marketed in Mexico. They were badged as Chryslers rather than Dodges, since the Dodge brand at the time was used only on trucks. The Spirit was introduced in the Mexican market for 1990, one year after its début in the U.S. and Canada. The 1990-1991 Mexican versions were equipped with the U.S. market Plymouth Acclaim tail lights. The initial 1990-model Spirits used a version of the 2.5 L engine operating on leaded gasoline, equipped with a carburetor, a tubular exhaust header, and electronic control of ignition timing. This induction and ignition system used technology and components very similar to those employed in Chrysler’s U.S.-market Lean Burn emission control systems of the late-1970s.

For the 1991 model year, Mexico enacted new-vehicle emission regulations similar to those in the U.S. and Canada. The carbureted leaded-fuel engine was too dirty to comply with the new regulations, so a fully integrated engine management system with fuel injection was added to the Spirit. This was not the TBI system used in the U.S., Canada, and Europe. Rather, the Mexican-market Spirits came with a more advanced MPFI setup. The MPFI 2.5 improved performance and driveability, as well as achieved cleaner emissions than its TBI counterpart, but was not used in the U.S., Canadian, or rest-of-world export markets except on turbocharged and FFV models. The Chrysler Spirit with MPFI 2.5 L engine was sold in Mexico from 1991 through 1995, and was exported to Argentina and Brazil from 1993 through 1995. It was employed by the Argentine police in Buenos Aires.

Chrysler de Mexico also sold two versions of the Spirit R/T. The base R/T, sold from 1991 through 1995, used a Mexico-only 168 hp (125 kW; 170 PS) intercooled Turbo II version of the 8-valve SOHC 2.5 L engine and the 3-speed A413 automatic transmission. These R/Ts were used by Mexican police departments.

The top-line R/T. called “R/T DOHC”, available from 1992 through 1993, came with the same 2.2 L 16-valve DOHC engine that was used in the American-market in the 1991 to 1992 R/T with a 5-speed manual transmission. More options and higher equipment levels were available in Mexico, including leather upholstery, sunroof, and 16-inch alloy wheels, none of which was offered on the R/T in America. In addition, Mexican-market R/Ts could be ordered in a variety of different colors, not just the red, white, and silver offered in the U.S. All Mexican-market Spirit R/Ts were badged as Chryslers. A variant of the R/T family, the Chrysler Phantom R/T, was a special-order Mexico-only premium version of the LeBaron coupe equipped with the 2.2 L 16-valve DOHC engine and the Getrag 5-speed manual transmission.

• Sprinter (2004–2009)

Dodge-Sprinter

• SRT-4 (2003–2005)

Dodge Neon SRT-4

Dodge Neon SRT-4
Overview
Manufacturer	Dodge
Production	2003–2005
Assembly	Belvidere, Illinois, United States
Body and chassis
Class	Sport Compact
Body style	4-door sedan
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler PL platform
Related	Dodge Neon
Powertrain
Engine	2.4 L turbocharged DOHC I4
Transmission	5-speed NVG T-850 manual
Dimensions
Wheelbase	105.0 in (2,670 mm)
Length	174.4 in (4,430 mm)
Width	67.4 in (1,710 mm)
Height	56.0 in (1,420 mm)
Curb weight	2,900 lb (1,300 kg)
Chronology
Successor	Dodge Caliber SRT-4

The Dodge Neon SRT-4 is a sport compact car manufactured by Dodge from 2003 to 2005. A turbocharged variant of the Neon, the car was developed by DaimlerChrysler‘s in house PVO (Performance Vehicle Operations) tuner group. PVO was officially renamed SRT (Street and Racing Technology) in 2004. The “4” in the SRT-4’s name denotes the number of cylinders of the engine. ACR (American Club Racing) and Commemorative Edition models were later introduced as well.

History

In 1998, Tom Gale, (then Executive Vice President of Chrysler Product Development and Design), attended the 1998 Specialty Equipment Market Association (SEMA) Show in Las Vegas. Gale noted a list of performance features he saw on the sport compact cars at the show, and wanted to integrate those features into Chrysler’s compact production car, the Dodge Neon. Gale was the design chief of the original Dodge Viper concept vehicle, and recognized an opportunity to build a sport compact that would appeal to the younger auto generation who grew up on tuner cars, who may prefer a new car with the same performance appeal right off the showroom floor.

A group of young Dodge and Chrysler talent was assembled to put together a vehicle to meet Gale’s request, with all of the team members sharing first-hand knowledge and familiarity of the existing Dodge Neon. They created a concept car, the 2000 Neon SRT, in just 4 months, with a 2.0 L 16-valve four-cylinder topped with a 45-cubic-inch Eaton supercharger, which produced 208 hp (155 kW) and 180 lb·ft (240 N·m) of torque at the flywheel on 11 psi (0.76 bar) of boost. (Sport Compact Car magazine tested the car in the Feb. 2001 issue and dynoed 179 hp (133 kW) and 149 lb·ft (202 N·m) torque at the wheels.)

The group put more than 1000 miles on the test track with the vehicle in under two weeks. In November of 1999, the car was shown at the SEMA show with a glowing response. The vehicle was then shown at the Los Angeles Auto Show in January 2000, center stage on a turntable. The team continued to work on the car, to try to bring it to the level of production vehicle, creating a second car using more production-oriented parts in an effort to lower the costs necessary to justify production. They even parked the second car in Gale’s parking spot in order to get it noticed. Regardless, in fall of 2000, the executive committee rejected the production car proposal. The team put together a list of reasons why the car was not approved, and worked through the list item by item to find solutions to every issue presented. After three more versions of the car, the company’s Specialty Vehicle Engineering (SVE) team took over the project. The executive committee once again considered the vehicle in the spring of 2001, and this time gave the go ahead for the project.

During that time, SVE became known as Performance Vehicle Operations (PVO). The PVO group was responsible for developing the concept car into a production car. A turbocharged 2.4 liter inline-4 gasoline engine (A853 engine) was used. This engine was nearly identical to the 2003 Chrysler PT Cruiser (A855 engine), except the SRT-4 did not have the unique intake manifold required to fit the engine into the PT Cruiser engine bay. The car was then given a New Venture Gear T-850 five-speed manual transmission (based on the unit from the European turbodiesel minivans), equal-length half shafts, and a high capacity Sachs performance clutch. The suspension had stiffer springs, SRT-tuned Tokico struts (with travel reduced to provide clearance for the larger wheels), and larger front and rear sway bars were added. A unique steering gear, PT Cruiser steering knuckles, and an updated K member were also incorporated. Front brakes used 11.0 in (280 mm) vented disc brakes with extra thick rotors to prevent warping, and 10.6 in (270 mm) non-vented disc brakes in the rear, with single piston calipers (57mm front, 36mm rear).

17 x 6 inch cast aluminum wheels were used, with an offset of 43mm, along with 205/50/17 Michelin Pilot Sport performance tires. The wheels were designed with a unique spoke pattern to allow for improved airflow to the brakes, and were similar to that of the TSW VX1 wheels used on the original 2000 Neon SRT. Unique side skirts, rear fascia, and a large rear wing (spoiler) were used to upgrade the exterior look of the vehicle. The cooling ducts (front nostrils) were added to the pre-production car in late 2002 on the front fascia to help reduce temperatures in the engine bay of the vehicle.

On the interior, the standard agate-colored front seats were modeled after the Dodge Viper SRT-10 seats, and featured enhanced lumbar and lateral side bolsters to stabilize occupants during performance driving. In 2004, base Neon side air-bag seats were added as an option. A faux carbon fiber steering wheel and shift boot were used, along with a satin silver “cue ball” type shift knob and silver aluminum floor pedals. Unique gauge designs in the SRT-4 (which were exclusive to the SRT lineup) featured special silver faces with satin silver ring accents, and the SRT-4 logo on the facing. The same satin metal trim was also featured on the instrument panel center stack, climate control knobs and on the door handles. A silver (white in early 2003 models) Auto-Meter brand turbo boost/vacuum gauge was set to the right of the instrument cluster. Like all other Neon models, the SRT-4 had power front windows, and manual rear windows, a costs saving feature. Overall, the vehicle’s entire powertrain (engine and transmission), suspension, braking system, exhaust, wheels, and tires were upgraded from that of the base model Neon, along with the interior upgrades. The production model was produced in Belvidere, Illinois, with 84% US content.

PVO would later become Street & Racing Technology (SRT), Chrysler’s high-performance automotive group, and in 2003, the Dodge Neon SRT-4 went on sale to the public. At the time, the car was the second fastest stock production vehicle in the Chrysler/Dodge lineup, second only to the Viper. The 2004 model was updated with more power and torque, and included a torque-sensing Quaife limited-slip differential, larger fuel injectors, new engine management software, BF Goodrich g-Force T/A KDW-2 three season ultra-high-performance tires, and paint/trim changes. Dodge removed the “Neon” designation from the vehicle in 2004, marketing the car simply as the “SRT-4”. In 2005, an American Club Racer (ACR) package and limited edition numbered Commemorative version of the SRT-4 were also offered.

Initially, Dodge expected to sell a conservative number of only 2,500 units per year. However, during the three year production run (2003 through 2005), more than 25,000 Neon SRT-4s were produced. With the demise of the PL platform after model year 2005, the SRT-4 ceased production. In 2008 Dodge introduced the Caliber SRT-4 as a replacement.

Performance

Dodge SRT-4 engine

Power:	SAE 215 hp (160 kW) (2003 model) SAE 230 hp (170 kW) (2004–2005 models) In 2004, the SRT-4 received a power increase, with larger fuel injectors and a recalibrated engine computer.Manufacturer’s specification when the SRT-4 was released was 230 hp (170 kW). However, several independent tests have produced results indicating 230-238 whp and 250-262 lb-ft. This would indicate that the SRT-4 produces more power than the manufacturer claims. The flywheel power is estimated to be around 265-270 hp(194-198 kW) and around 285-300 lb-ft (386-406 N·m)
Torque:	245 lb·ft (332 N·m) @ 3200-4200 rpm (2003 model) 250 lb·ft (339 N·m) @ 2400-4400 rpm (2004–2005 models)
0-60 mph (97 km/h) time:	5.6s (2003) 5.3s (2004, 2005) (Car and Driver)
Rev Limiter/Redline:	6240
1⁄4 mile (400 m) time:	14.1s (2003) 13.9s (2004, 2005)
1⁄4 mile speed:	102 mph (164 km/h) (2003) 103 mph (166 km/h) (2004, 2005)
Top speed:	Car and Driver magazine achieved a maximum speed of 153 mph (246 km/h).

Engine details

The SRT-4 used the same basic engine block as the naturally aspired 2003+ 2.4L, and was different from the years previous used in the naturally aspirated Chrysler 2.4L mid-size cars such as the PT Cruiser and four-door Stratus. The SRT4 engine had many improvements, including: stronger crank case webbing, a thicker deck with 11 mm head bolts (vs 10 mm), an oil drain back for the turbo, a cast aluminum structural oil pan, a higher capacity oil pump, a crankshaft of higher hardness steel, improved machining of bearing journals, oil squirters (to cool underside of pistons), eutectic aluminum alloy pistons made specially by Mahle, and forged connecting rods with cracked caps and 9 mm bolts. The cylinder head was also different for turbo engines, from naturally aspirated. The turbo version (PT Cruiser GT Turbo and SRT-4) included: larger diameter valves and seats, exhaust valves made of Inconel, improved cooling and larger oil drain back passages, different camshafts. The PT Cruiser Turbo engine package differs from the SRT-4 because the intake manifold, turbocharger plumbing and intercooler are different. The SRT-4 intercooler was a front-mounted cast aluminum 8-row unit produced by Valeo, unique in its efficiency and computer designed end tanks for air flow.

The turbocharger was a reverse rotation Mitsubishi TD04LR-15Gk with a 6 cm² (0.93 sq in) turbine inlet. Tight packaging forced some creative thinking on the turbocharger. The TD04 compressor has a compressor bypass valve built right into the compressor housing. The exhaust manifold and turbine housing were cast in one piece by Mitsubishi from high-nickel Ni-Resist steel. The one-piece design improved flow, reduced size and reduced thermal mass for quicker cat light-off. The turbine discharge was also part of the manifold/turbine housing casting, and it looped back around and hit the manifold again on its way to the catalytic converter. Where they met, there was a wastegate valve; keeping the wastegate valve away from the turbine housing improved flow where it mattered most. Maximum boost in stock form was around 14 psi (97 kPa). Piston velocities and valve-train components force a rev limit of 6240 rpm although MOPAR upped the ante with their Stage 2 and 3 kits which have a rev limit of 6500 rpm.

The exhaust system for the vehicle consists of 2.25-inch (57.15 mm) steel tubing, which is run first through the catalytic converter, then through two resonators. The exhaust then splits into two separate sections of piping, exiting through two 3.75 in (95 mm) stainless steel tips at the rear of the vehicle. The exhaust system is unique in that there is no muffler, instead relying on the turbocharger and resonators to reduce the exhaust volume. The end result is a very distinctive and audible exhaust note, specific only to the SRT-4.

	Specifications
Block height:	9.375 in (238.1 mm)
Displacement:	2,429 cc (148.2 cu in)
Stroke:	3.976 in (101.0 mm)
Bore:	3.445 in (87.5 mm)
Rod length:	5.944 in (151.0 mm)
Main journal diameter:	2.36 in (60 mm)
Deck clearance:	0.200 in (5.1 mm)
Combustion chamber volume:	50.0 cc (3.05 cu in)
Head gasket thickness:	0.040 in (1.0 mm)
Compression ratio:	8.1:1

ACR model

This factory competition version included:

• Wider 16×7-inch (410×180 mm) BBS RX racing wheels with 40 mm (1.6 in) offset
• Wider 225/45/16 BFG KDW2 tires
• Lowered ride height (Front: 10 mm (0.39 in) from spring seat lowering, additional 22 mm (0.87 in) through smaller diameter tire; Rear: 23.5 mm (0.93 in) from spring seat lowering, additional 22 mm (0.87 in) through smaller diameter tire)
• 5 position adjustable performance Tokico Illumina dampers. Proportional compression and rebound damping adjustment is accomplished via multiple oil bleed orifices within the damper.
• Thicker rear stabilizer bar (19 mm)
• Stiffer bushings in the rear tension struts
• ACR embroidered, Viper-styled, racing seats with pass-throughs for a racing harness
• ACR decals on the bottoms of the front doors
• Full diameter P205/60R15 spare tire
• Vehicle Speed Sensor gear changed from 20 tooth to 21 tooth to correct speedometer for different stock tire heights.
• There were a total of 1,175 SRT-4 ACR’s produced for the public: 225 Flame Red (PR4), 211 Orange Blast (PVK), 306 Stone White (PW1), 433 Black (PX8).

2005 Commemorative Edition

In 2005, Dodge released an SRT-4 Commemorative Edition. This model (along with the Commemorative Edition versions of the Viper SRT-10 and Ram SRT-10) was created to celebrate the SRT vehicles.

This limited, numbered version included:

• “Electric Blue” painted “Viper” stripes over the “Stone White” colored body.
• Blue stitching on the floor mats, shift boots, seats, and steering wheel.
• Stainless steel “SRT-4” door sill plates.
• A total of 200 Commemorative Edition SRT-4’s were built.
• A “XXX/200” numbered plaque, inset just ahead of the cup holders.
• A Commemorative Edition booklet (same booklet included with the Commemorative Vipers and Ram SRT-10’s).
• No performance extras were added on the Commemorative Edition.

2003 SRT-4 Extreme LightWeight

In 2003, Dodge engineers built a special SRT-4 Extreme LightWeight for the 2003 SEMA show. It was designed to showcase the factory upgrade parts available for the SRT-4 from Mopar. The vehicle featured lightweight, carbon fiber body pieces (produced in-house), a polycarbonite rear window, and the front window glass removed for weight reduction. The interior was stripped completely, with only the stock dash remaining. A single Recaro racing seat, a harness, and a roll cage were installed for safety. The car featured the first stage 3R Mopar engine performance kit and stage 3R coilovers. Overall, the weight of the vehicle was reduced by 405 lbs, to 2,500 lb (1,100 kg) wet, and was dyno’d at 360 hp (270 kW) and 383 lb•ft (519 N•m) (at the wheels) by SportCompactCar magazine. On drag slicks, it ran an 11.83-second pass at 123 mph (198 km/h) in 70 °F (21 °C) weather. This one-off SRT-4 was used for media events and testing of the Mopar development parts, and was destroyed as an asset reduction move in 2009.

Awards

• Car and Driver magazine’s 2005 John Lingenfelter Memorial Trophy
• Was one of “Eight Great Rides” as decided by Sport Compact Car magazine (SCC) in 2003, 2004, and 2005 – all three years the SRT-4 was produced.
• Named the 2003 Car of the Year by SCC.
• Won numerous comparisons in several U.S. automotive magazines from 2003 to 2005, including:
  • 1st place -, Car and Driver magazine, November 2005. The SRT-4 competed against 14 other performance vehicles, finishing 1st in the front-wheel-drive division.
  • 1st place -, Serial Thrillers comparison test, Car and Driver magazine, May 2004.
  • 1st place -, Automobile magazine, March 2004.
  • 1st place -, Sport Sedans Comparison, Edmunds, August 2003
  • 1st place -, Sport Compact Car Shootout, January 2003.

Racing

In 2003, Cory O’Brien and Erich Heuschele drove an SRT-4 to a 1st in class and 8th overall finish in the Tire Rack Cannonball One Lap of America.

In SCCA ProRally racing, the SRT-4 (and more recently the ACR version) has dominated the Group 5 (2WD) class since 2003. In just its first year competing, the Dodge ended the stranglehold that the FWD DSMs and Volkswagens had on the class. With three competing the following year, the SRT-4 won every 2004 series race and end-of-season award. The SRT-4 has won every Group 5 and 2-Wheel-Drive class championship in US ProRally and Sno Drift since 2003, and its unprecedented dominance in 2004 helped Dodge earn its first US ProRally Manufacturers Championship in 28 years.

In 2005, Jeff Lepper drove the SRT-4 to its first ever national road racing win in the NASA US Touring Car Championship at California Speedway in Fontana.

In 2005, Dale Seeley, Kolin Aspergren, and Jamin Cummings drove an SRT-4 to a 1st in class and 8th overall finish in the Tire Rack Cannonball One Lap of America.

In 2006, the Dodge SRT-4 officially became the world’s fastest production 4-cylinder car, averaging 221 mph (356 km/h) at the Bonneville Salt Flats in Utah in a car driven by Jorgen Moller. The vehicle was tuned by Dave Harris and Phil Hurst for Racedeck Racing.

Robb Holland and Dan Aweida’s SPEED World Challenge SRT-4s

Multiple SRT-4s were raced in the SCCA SPEED World Challenge – Touring Car Series, and in 2006 – their second year of competition – had become one of the more successful platforms in the series. Robb Holland, of 3R Racing, became the first Pro driver to put the SRT-4 on the podium with his 3rd place finish at Road America in August 2006. This was Dodge’s first podium and first manufacturer’s points in World Challenge Touring Car competition. Holland would finish the season with 3 top 10 finishes and two top 5 qualifying efforts in the SRT-4.

In 2007, Doug Wind, Devin Clancy, and Ken Brewer drove an SRT-4 to a 1st in class and 5th overall finish in the Tire Rack Cannonball One Lap of America.

In 2007, Curt Simmons won the U.S. Touring Car Championship in an SRT-4  and Dodge won the season manufacturers points championship by 29 points over Honda behind the strength of several SRT-4’s.

In 2007, Stan Wilson won the Speed World Challenge Touring Car Rookie Driver of the Year and the Sunoco Hard Charger of the Year awards driving the Sorted Performance Dodge SRT-4. This was Dodge’s first title in Speed World Challenge Touring Car.

In 2008, Curt Simmons attempts to defend his USTCC series championship, winning most recently June 29, 2008 at Infineon Raceway in Sonoma, CA.

• St. Regis (1979–1981)

Dodge St. Regis

Dodge St. Regis
Overview
Manufacturer	Chrysler Corporation
Production	1979–1981
Assembly	Detroit, Michigan, USA (Lynch Road Plant)
Body and chassis
Class	Full-size
Body style	4-door sedan
Layout	FR layout
Platform	R-body
Related	Chrysler Newport Chrysler New Yorker Plymouth Gran Fury
Powertrain
Engine	225 in³ Slant 6 I6 318 in³ LA V8 360 in³ LA V8
Transmission	3-speed A727 automatic 3-speed A904 automatic
Chronology
Predecessor	Dodge Monaco

The Dodge St. Regis is a full-size Dodge automobile built by Chrysler from 1979 to 1981.

Design

 1980 Dodge St.Regis

The St. Regis was based on Chrysler’s rear wheel drive R-body platform, itself based on a modified version of the circa 1971 B-body design that provided the foundation for such cars as the Dodge Charger and the Chrysler Cordoba. Available engines included the 225 in³ (3.7 L) straight-6, the 318 in³ (5.2 L), and the 360 in³ (5.9 L) V8s.

“St. Regis” was originally an uplevel trim package on the 1956 Chrysler New Yorker hardtop coupe, and again on the 1974–78 Chrysler New Yorker Brougham coupe.

Offered only as a four-door sedan, the St. Regis was differentiated from its sister models, the Plymouth Gran Fury, Chrysler Newport, and Chrysler New Yorker by retractable, transparent plastic headlight covers (introduced a year earlier on the 1978 Dodge Magnum).

Market timing

 1979 Dodge St. Regis

The new cars (like their 1974–78 predecessors) arrived at precisely the wrong time. A second gasoline crisis hit the U.S. in 1979, and despite the fact that the St. Regis was somewhat smaller than its predecessor, the Dodge Monaco, it was not much more fuel efficient. Also, under the sheet metal, the St. Regis was mainly the same old B-body that dated back to 1962, and could not compete with the completely new GM B-bodies and Ford’s Panther platform vehicles. At the same time, higher interest rates and Chrysler’s ongoing corporate and financial problems, all combined to keep sales low. The St. Regis, and the other R-body models, were dropped midway through the 1981 model year, leaving the Dodge Diplomat, (a mid-size car), to soldier on as the marque’s sole “full-sized” model, until the introduction of the Dodge Monaco in 1990.

Fleet use

After 1979, the bulk of St. Regis sales were for fleet use. The St. Regis, along with the Plymouth Gran Fury and even the Chrysler Newport, did sell very well as a police car during the early 1980s, although it is generally accepted that the cars were not as powerful or as fast as previous Chrysler Corporation police cars. Despite this, the 1979 St Regis, when equipped with the 360 cu in (E58 option) and 49-state police specification package, is considered one of the all-around, best performing and handling, police cars of the century. Most perceptions that the St. Regis was slower comes from police officers moving out of 440-powered cruisers. Using the same final drive ratio, the Michigan State Police tests found the 1979 St. Regis to be a superior performer to the 400 powered 1978 Monaco, in all areas except gas consumption, though performance definitely dropped as drive ratio and engine sizes went down.

Performance comparison	78 Fury	78 Monaco	79 St. Regis	80 St. Regis	81 St. Regis
Engine (cid)	440	400	360	360	318
HP, SAE	255 bhp	190 bhp	195 bhp	185 bhp	165 bhp
Axle ratio	2.71:1	3.21:1	3.21:1	2.94:1	2.94:1
Weight (lbs)	4,413	4,369	4,530	4,100	4,086
Wheelbase (in)	117.4	117.4	118.5	118.5	118.5
Road course lap time	91.1	93.6	91.65	91.8	93.93
0–60 mph	NA	NA	10.1	11.3	12.76
0–100 mph	24.8	34.4	30.2	36.7	45.72
Top Speed, mph	133	117	122.9	122.7	114.7
Braking, ft/sec2	23.3	22.6	21.4	23.5	23.67
1/4 mi. time	NA	NA	NA	18.4	19.63
1/4 mi speed	NA	NA	NA	77.5	74.50
Fuel, EPA city	10	13	12	11	15.5

Controversy

There was a controversy in 1980 with the police version of the St. Regis. The California Highway Patrol (CHP) used the St. Regis in 1979 with the 190 hp 360 cu in four-barrel V8 and it was deemed acceptable for patrol use. In 1980 all that was available in California was a 155 hp 318 cu in 4 bbl V8 with the California emissions package, mandated by the California Air Resources Board.

Officers began to complain about the underpowered engine and its inability to pace and intercept speeders. Many officers claimed that the car’s top speed was below 100 MPH with a lightbar and 65 MPH on a steep mountain grade. This issue was so severe that limited modifications were permitted to the vehicle, such as replacing the muffler with a straight pipe, removing the emission control flap, and advancing the timing. In addition, the cars were put on beats to reach the CHP’s 70,000-mile sell-off quota as quickly as possible; some were even sold outright simply to get rid of these cars, before the mileage limit was reached. Because of this problem, the CHP adopted the ‘Ford Mustang Severe Service Package’ in 1982 as a pursuit vehicle.

Television and collectors

The St. Regis also served as a workhorse on police-based television series in the 1980s, most prominently on Sledge Hammer! and T.J. Hooker.

Although the St. Regis does not hold much collector value today, fans of Chrysler products sometimes search junkyards for the cars’ disc brakes as an upgrade for earlier cars such as the Dodge Dart and Plymouth Barracuda. With the small number built, and the high percentage that were destroyed in film and TV work in the 1980s, very few St. Regis survive today.

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• Stealth (1991–1996)

1991 Dodge Stealth Indy 500 Official Car

1991 Dodge Stealth RT

• Stratus (1995–2006)

Dodge Stratus

Dodge Stratus
Overview
Manufacturer	Chrysler Corporation DaimlerChrysler Mitsubishi Motors (coupes only)
Also called	Chrysler Stratus (Europe)
Production	1995–2006 (sedan) 2001–2005 (coupe) 1995–1999 (Canada)
Body and chassis
Class	Mid-size
Layout	Transverse front-engine, front-wheel drive
Chronology
Predecessor	Dodge Spirit & Dodge Dynasty(sedan) Dodge Avenger (coupé)
Successor	Dodge Avenger (sedan)

The Dodge Stratus is a mid-size car that was introduced in 1995, and was based on the 4-door sedan Chrysler JA platform. The Stratus, Plymouth Breeze, and Chrysler Cirrus were all on Car and Driver magazine’sTen Best list for 1996 and 1997. It received critical acclaim at launch, but ratings fell over time. An updated version of the Stratus was introduced for 2001, with the Cirrus being renamed as the Chrysler Sebring, and acoupé model was also added to the range. However, production ended at the Sterling Heights Assembly Plant in early 2006 which had built 1,308,123 Stratus and Sebrings since 2000.^[1] The Dodge Avenger replaced the Stratus nameplate in early 2007 for the 2008 model year.

After the discontinuation of the Stratus sedan in 2006, the assembly line and tooling were sold to the Russian concern, GAZ, which manufactured 9,000 examples of a very slightly modified Stratus from 2008 through 2010 called the Volga Siber.

First generation (1995–2000)

Main article: Chrysler Cirrus

The Dodge Stratus was the middle entry of the Chrysler JA platform (with the Cirrus being the higher-end model and the Breeze being the lower-end model). The three cars differed only in the front fascia, rear bumper, taillights, and wheels. The interiors also had little variation between the three models; being almost identical, save for the name on the steering wheel, and a few available options. The Stratus directly replaced the high-volumeSpirit (United States only)

Second generation (2000–2006)

Second generation
2001-2003 Dodge Stratus sedan
Overview
Production	2000–2006 (Sedan) 2000–2005 (Coupé)
Assembly	United States: Sterling Heights, Michigan (Sterling Heights Assembly) (sedan) United States: Normal, Illinois(Mitsubishi Motor Manufacturing of America) (Coupé)
Body and chassis
Body style	4-door sedan 2-door coupé
Platform	Sedan:Chrysler JR platform Coupé:Chrysler ST-22 platform
Related	Sedan: Chrysler Sebring sedan Volga Siber Coupé: Chrysler Sebring coupé Mitsubishi Eclipse
Powertrain
Engine	2.4 L EDZ I4 (gasoline) 2.4 L 4G64 I4 (gasoline) 2.4 L EDV/EDT I4 (t/c gasoline) 2.7 L EER V6 (gasoline) 3.0 L 6G72 V6 (gasoline)
Transmission	5-speed manual 4-speed F4A42/F4A51 automatic 4-speed Ultradrive 41TE automatic
Dimensions
Wheelbase	Sedan: 108.0 in (2,743 mm) Coupé: 103.7 in (2,634 mm)
Length	Sedan: 191.2 in (4,856 mm) Coupé: 190.9 in (4,849 mm)
Width	2003–06 Sedan: 70.6 in (1,793 mm) 2001–02 Sedan: 71.9 in (1,826 mm) Coupé: 70.3 in (1,786 mm)
Height	Sedan: 54.9 in (1,394 mm) 2003–06 R/T Sedan: 54.4 in (1,382 mm) 2003–05 Coupé: 53.9 in (1,369 mm) 2001–02 Coupé: 53.7 in (1,364 mm)

In 2000, the Stratus became the last of the surviving Cloud Cars, with the Cirrus renamed as the Sebring, and the Breeze discontinued (along with the Plymouth brand). This generation of the Dodge Stratus was not sold in Canada, although 1999 was the last year for Dodge Stratus sales in Canada. 2002 models dropped the “DODGE” badges from the doors.

 2004–2006 Dodge Stratus sedan

The Stratus and Sebring sedans for the second generation used a revised version of the Chrysler JA platform named JR. The coupe models with the same names were entirely different cars; they were actually based on the Mitsubishi Eclipse.

During this time, sales declined as its ratings from consumer and auto magazines fell below average among mid-size cars, while the sedan market had shifted and pushed the larger Intrepid and later Charger to record sales. 2004 brought styling revisions, which did not reverse this trend. The Stratus was discontinued in May 2006^[1] (the Sebring name was continued).

In Mexico, the Stratus R/T came in a turbocharged version. The Stratus R/T’s turbocharged 2.4 L engine went through some improvements in 2001, when power was increased to 215 hp (160 kW). This improved engine would later be used in the U.S. in the Dodge SRT-4 and PT Cruiser GT. Stratus R/T engines built from March 2004 and later generated 225 hp (168 kW) at 5200 rpm and 235 lb·ft (319 N·m) of torque at 4200 rpm. Stratus R/T models with the turbocharged engine could be recognized by a rear badge saying “Turbo”.

Engines

• 2.4 L EDZ I4
• 2.4 L EDV/EDT I4
• 2.7 L EER V6

Stratus coupe

 2001 Dodge Stratus SE coupe

 2003–2005 Dodge Stratus R/T coupe

For 2001, Dodge introduced the Stratus coupe, replacing the discontinued Avenger. This model along with the Chrysler Sebring coupe were built at the former Diamond Star Motors plant by Mitsubishi, using the ST-22 platform. Like its Chrysler counterpart the coupe models shared very little other than the name and a few exterior styling cues with sedan and convertible models. The Stratus coupe was restyled for the 2003 model year. The coupe was discontinued after 2005, one year before the sedan. The next midsize Dodge, the Avenger, did not include a coupe version.

Engines

• 2.4 L 4G64 I4
• 3.0 L 6G72 V6

• Town Panel and Town Wagon (1954–1966)

Dodge Town Panel and Town Wagon

 Advertisement for 1963 DodgeTown Wagon carryall.

 1963 Power Wagon carryall. 2010 photo.

The Dodge Town Panel and Dodge Town Wagon are respectively a Panel truck and a Carryall, manufactured between 1954 and 1966 by Chrysler‘s Dodge division. The model resembles what would be called an SUVnowadays. A competitor with the Chevrolet Suburban, it was initially available in 2 wheel drive only, but the 4 wheel drive model was ultimately more popular. The Dodge “Town Wagon” model was a “twin” passenger version of the Town Panel. The Town Panel had no windows or seats behind the driver and was more of a commercial-use vehicle. Dodge had previously built panel trucks prior to the Town Panel, but the name didn’t exist for these trucks until the Town Wagon was built along with them.

The Town Wagon in four wheel drive configuration was called the Power Wagon Town Wagon, and had a “Power Wagon” badge linking it to the Dodge Power Wagon. The Town Panel and Town Wagon trucks were based upon the design of the Dodge C Series Pickup trucks with round fenders and wraparound windshields. Even after the Dodge D Series pickup trucks with square fenders and flat windshields were released, the Town Wagons retained the 1958 sheet metal design of the C Series pickups and heavy-duty trucks.

That’s it.

There will be a part IV with only pictures, and further there is a special chapter about Dodge buses, DeSoto, Commer, Askam and Karrier Buses.

DODGE Cars and Trucks Auburn Hills, Michigan, USA Part II

for Dodge Buses and Schoolbuses:

http://myntransportblog.com/2013/12/29/buses-dodge-brothers-detroit-usa/

Past models

• 100 “Commando” (1970–1980)

Dodge 100 “Commando”

 Dodge 100

The Dodge 100 “Commando” trucks were 7.5–28 short tons (6.8–25.4 t) trucks built by Dodge in Britain, primarily in the 1970s and 1980s. A previous Dodge 100, known informally as the “parrot-nose” or “Kew Dodge”, had been produced in the 1950s at a factory in Kew, London.

History and development

Originally developed by Commer, the range was first built as a concept in 1965-66, to replace the Commer VC and VE range with 8–24 short tons (7.3–21.8 t) gross vehicle weight (GVW). As Chrysler Europe acquired a controlling interest in Commer’s owner, the Rootes Group, the truck design and name were changed to complement the Dodge 500 trucks.

Drivetrains

The Dodge 100 was intended to use a Rootes diesel engine, but noise regulations ruled out the reliable but noisy Rootes units. In the end, naturally aspirated and turbocharged four- and six-cylinder Perkins diesel engines (locally made in the UK) were used for lighter weights, with the Mercedes-Benz OM352 offered as a premium engine (due largely to the reputation of Mercedes in Europe, where Perkins was relatively unknown). Also Valmet DSA diesels were installed for some limited market areas. Four-, five-, and six-speed synchromesh manual transmissions from Rootes were used, while rear axles were a mixture of Rootes Groups’ own hypoid design and Eaton Corporation‘s single- and two-speed axles. The chassis used a special alloy for greater strength and lighter weight.

Final capacity ranged from 7.5–16 short tons (6.8–14.5 t) GVW for full vehicles and 24/28 tons GCW for tractors.

Renault

 Dodge-Renault 100 Mk 2 Note the double badging

The 100 Series was in production for around 15 years in most areas of the world (though not in the United States, due to the costs that would be involved in meeting local regulations). It was sold as a Commer, Dodge, DeSoto, Fargo, and Renault (by Renault Trucks). A Mark 2 version upgraded the engine and made other minor refinements. Eventually the Dodge 100 was eliminated by Renault, which had acquired the former Rootes Group truck operations after the car operations were purchased by Peugeot, though a Renault version of the Dodge 100 was built for a time; by 1987, it was being marketed as simply the Renault Commando. Renault later switched production at the former Rootes factory to Renault’s own bus and truck engines.

Dodge 50 Series

 Dodge 50 with refrigeration unit for “Benna”-Milk in Malta

Not to be confused with Dodge D50.

 Renault Dodge 50 “B56” (5600kg) with crew-cab and box body, formerly of British Gas, seen here working for Aid Convoy on a humanitarian project to the former Yugoslavia.

The Dodge 50 Series, later known as the Renault 50 Series were light commercial vehicles produced in the UK by Chrysler Europe and later Renault Véhicules Industriels (at that time part of Renault, now Volvo) between 1979 and 1993.

The 50 series included a wide range of chassis and body configurations, including two distinctly different cab designs, and spanned the 3,500–7,500 kg (7,700–16,500 lb) revenue weight range. Various engines were offered, including the Perkins Phaser and 4.236, and there was also a four-wheel-drive version, the RB44, built by Reybolds Boughton (now known as Boughton Engineering).

Versions

Bodybuilding companies converted many into various configurations from tipper trucks to buses. Many were built as “chassis cabs” to have box bodies fitted; these were widely used by utility companies in the UK. They often came fitted with compressors and generators. Gradually this kind of vehicle fell out of favour, partly due to reliability issues relating to combining plant equipment with the vehicle drivetrain. The vehicle is otherwise toughly built. The utility companies today favour smaller vans with towed generators. The four-wheel-drive version saw some use with the British army since it was one of very few British-built trucks of the class, and it could carry considerably more stores and equipment than even the largest Land Rover models.

Chrysler received financial assistance from the British Government which was desperate to support the ailing British motor industry. However, having inherited various struggling car and commercial vehicle marques (and factories) from the Rootes Group, notably the commercial marques Commer and Karrier, in addition to various French concerns, Chrysler Europe struggled to return a profit. In 1978, Chrysler pulled out of their European operations altogether, selling them to Peugeot. The cars and small vans became known as Talbots.

Peugeot takeover

 4×4 Reynolds Boughton RB44 of the British Army

However, Peugeot had little interest in commercial vehicles and the factory for the heavier models was run in partnership with Renault Véhicules Industriels, who sought a UK production site for engines for their existing Renault-branded models. They continued to manufacture the 50 Series, along with the small Dodge (formerly Commer) Spacevan, and the large Dodge 100 / Commando 2 Series of 7,500–23,000 kg (16,500–50,700 lb) trucks. The transition to Renault branding was slightly muddied by some vehicles bearing both a Dodge name and a Renault-diamond badge.

Renault 50

By 1987, the 50 Series had been updated and was badged as the Renault 50 Series or Desoto 50 Series in Bermuda; the UK incarnation of the Dodge marque ceased to be used for new vehicles. (Chrysler maintained an entirely separate Dodge brand in the U.S., and in 2006 began re-introducing Dodge car models from the USA into the UK market.) Renault continued to manufacture the 50 Series until 1993, but it was never a great sales success, even being forced to compete with other Renault products, in the form of the Master van, which Renault favoured in its export markets.

In 1994, Renault — keen to clear the factory for large-scale engine production — sold the production tooling to a Chinese manufacturer. The 50 series is still being produced in China under a different name, details are scarce but there are two pictures of them with accompanying text from the website of the company who performed the transition (link to website in external links)

The vehicle is still a common sight on British roads, having become a popular choice for conversion to live-in vehicles including professionally built campers and workshops. There are also a number still in service as horseboxes, and a few remain in active service with the army. There is a friendly community amongst the owners and users of these vehicles.

See also

• Dodge 500

Dodge 500

 1968 Dodge K, originally sold as the “500”

The Dodge 500 was a heavy duty truck introduced in 1964 and built in the United Kingdom by Dodge. It replaced Dodge UK’s earlier 300 series cab over trucks.

History and development

Popular in Britain, and also used in some export markets, the Dodge 500 was also sometimes badged as a DeSoto or Fargo. The trucks were sold as a cab and chassis and the operators arranged for the purchase of the bodies or trailers. Later this range came to be known as the “K”-series.

The 500 Series was developed in the early 1960s, with styling by Ghia and engineering by Rootes Group in Kew, England. The suspension used leaf springs in front and rear with optional rear auxiliary springs. The truck was diesel powered, with forward control and a tilt cab; it was launched in December 1964. Customers obtained the trucks in primer and painted them. The cabs were noted for their styling, roominess and comfort, visibility of the road, and engine placement with minimal intrusion into the cab.

Payload capacities ranged up to 11 short tons (10.0 t) for two-axle units, up to 16 short tons (15 t) for three-axle units, or a gross combined vehicle weight of up to 67,000 lb (30,000 kg) for the tractors. Those desiring lighter capacity trucks were directed to the Dodge 100.

With the help of the supplier, a special high tensile steel alloy was developed to lighten the frame. Tubular and channel section cross members were bolted to the frame side-members. Spring hanger brackets were also bolted to the frame, utilizing the cross members where possible. Cummins and Perkins diesel engines were used.

Buyers had a choice of a Cummins diesel — V6 or V8 — producing 130–170 hp (97–127 kW) and 248-328 pound-feet of torque, or a locally made Perkins diesel with 120 hp (89 kW) and 260 lb·ft (353 N·m) of torque. These were known to be reliable powerplants. An existing time-tested manual transmission was used.

Dodge Commando © Len Rogers Collection

Dodge Horsebox

 330 (1963–1964)

Dodge 330

Dodge 330
1963 Dodge 330 (model)
Overview
Manufacturer	Dodge
Production	1962-1964
Body and chassis
Class	Full size
Body style	2-door sedan 4-door sedan
Layout	FR
Platform	B-body
Related	Dodge Dart Dodge 440
Powertrain
Engine	3.7 litres (225 cu in) Slant-6 I6 5.2 litres (318 cu in) A V8 5.9 litres (361 cu in) B V8 6.3 litres (383 cu in) B V8 7.0 litres (426 cu in) RB V8
Dimensions
Wheelbase	3,022.6 mm (119 in)
Length	5,285.7 mm (208.1 in)
Chronology
Successor	Dodge Polara

The Dodge 330 was a Full Size automobile sold by the Dodge division of the Chrysler Corporation in 1962, 1963, and 1964, based on the B-body. The coupe often used a 6-cylinder engine. The car was available as a 2dr Sedan or 4dr Sedan. Base motor was the 225 Slant-Six. The 318 2bbl, 361 2bbl, 383 2bbl, 383 4bbl, and 426 4bbl were optional. As an intermediate trim level above the Dart, it came standard with a cigarette lighter, front foam cushions, and rear arm rests. The car rode a 119″ wheelbase and was 208.1 inches long along with the higher trimmed 440 and Polara. In 1965, full sized Dodge’s got bigger on the new C Body with 121 in (3,073 mm) wheelbase, and the 330 and 440 were both replaced by the new, bigger Polara. The 880 now took the Polara’s former place in the lineup.

The Dodge 330 Max Wedge was a 330 2 door sedan powered by the 426 Max Wedge with dual 4 Barrel Carburetors and 425 hp (317 kW). It was available in both years, mostly ordered as a super stocker for the race tracks. Civilian versions are rare today.

Dodge/1963_Dodge/1963_Dodge_Standard_Size_Brochure”. Oldcarbrochures.com. Retrieved 2011-11-20.

• 400 (1982–1983)

Dodge 400

Dodge 400
Overview
Manufacturer	Chrysler Corporation
Production	1981–1983
Model years	1982–1983
Body and chassis
Class	Mid-size
Body style	2-door convertible 2-door coupe 4-door sedan
Layout	FF layout
Platform	K-body
Related	Chrysler LeBaron Chrysler Town & Country Dodge Aries Plymouth Reliant
Powertrain
Engine	2.2 L K I4 2.6 L Mitsubishi G54B I4
Transmission	3-speed A413 automatic 3-speed A470 automatic
Chronology
Predecessor	Dodge Aspen
Successor	Dodge 600

The Dodge 400 was Dodge‘s second K-car in the early 1980s. It was similar to the Chrysler LeBaron of the same era. The 400 was introduced for the 1982 model year, yet was renamed and added to the midsize Dodge 600 lineup just two years later.

1982

The 400 was intended to be a more upmarket version of the Aries. It was available in three bodystyles: two-door coupe or convertible and a four-door sedan.

This was Dodge’s first convertible since the 1971 Challenger and the first domestically-manufactured convertible since 1976, when Cadillac had phased out the Eldorado convertible.

Chrysler’s chairman Lee Iacocca believed he could revive interest in convertibles, which at the time were no longer part of any major manufacturer’s range, except Volkswagen.

The 400 was available in two trim levels: base and LS. Engine choices were limited to a 2.2 L I4 engine or an optional Mitsubishi-sourced 2.6 L “Silent Shaft” 4-cylinder. The convertible came with the Mitsubishi-sourced engine as standard.

31,449 vehicles were produced.

1983

There were no major changes made for 1983 other than the LS trim being omitted from the lineup. Production figures for 1983 were 25,952 vehicles.

During 1983, the 400 sedan was replaced by the Dodge 600. The coupes and convertibles were rebadged as Dodge 600 from 1984.

• 50 Series (1979–1993)
• 500 (1964-unknown)
• 600 (1983–1988)

Dodge 600

Dodge 600
Overview
Manufacturer	Chrysler Corporation
Also called	Chrysler Dart Europa Volare E By Chrysler Hongqi CA750F (China)
Production	1983–1988
Body and chassis
Class	Mid-size
Body style	2-door convertible 2-door coupe 4-door sedan
Layout	FF layout
Platform	E-body (sedan) K-body (convertible and coupe)
Related	Chrysler E-Class Chrysler New Yorker Plymouth Caravelle
Powertrain
Engine	2.2 L K I4 2.2 L Turbo I I4 2.5 L K I4 2.6 L Mitsubishi G54B I4
Transmission	5-speed A520 manual 5-speed A525 manual 3-speed A413 automatic 3-speed A470 automatic
Dimensions
Wheelbase	103.3 in (2,624 mm)
Length	185.2 in (4,704 mm)
Width	68.0 in (1,727 mm)
Height	53.1 in (1,349 mm)
Chronology
Predecessor	Dodge 400
Successor	Dodge Spirit (Canada) Dodge Dynasty (United States)

The 600 was Dodge‘s version of the Chrysler E-Class luxury car of the 1980s. It was introduced in 1982, as a 1983 model, as a small mid-size car on the Chrysler E platform and was discontinued after the 1988 model year. It was Chrysler‘s answer to the GM A-body, whereas the M-body Dodge Diplomat would compete with full-size cars. It replaced both the 400. (Dodge 600 coupes and convertibles were, essentially, rebadged 400s.) Like the preceding 400, it slotted between the Aries and Diplomat.

Debut

The 600 was intended to be Dodge’s answer to the European sedans of the day. Its numerical name and rear-end styling was designed to evoke thoughts of Mercedes-Benz models, however it fell more in line with North American contemporaries such as the Chevrolet Celebrity, Pontiac 6000 and the Ford Fairmont (the 600 actually resembled the Dodge Mirada more than any European car). It debuted as a four-door sedan, available in two trims: Base and ES (“Euro/Sedan”). Power was provided by Chrysler’s 2.2 L 4-cylinder engine, with the Mitsubishi-built 2.6 L 4-cylinder available as an option.

1983–1985 Dodge 600 coupe 1986 Dodge 600 convertible 1988 Dodge 600 sedan Rear of 1986-1988 600 SE sedan

Sales of the 600 nearly doubled in its second year. This was in large part due to the addition of the former 400’s coupe and convertible body styles to the 600’s range (which continued to stay on the K platform). Like most midrange-to-upscale K-car derivatives, digital dashboards and the Electronic Voice Alert were options.

ES Turbo

Mid-way into 1984 Dodge introduced a sporty new “ES Turbo” package for convertibles. It featured Chrysler’s new 2.2 L 142 hp (106 kW) Turbocharged engine (which also became an option on sedans and coupes) and a special sport-tuned “ES” suspension. The interior came with standard leather seats, digital dashboard, and four-spoke steering wheel (redesigned in 1985). Visual exterior cues differentiate ES models from base convertibles by way of blacked-out trim (replacing much of the chrome), 15-inch “pizza” style aluminum wheels, “ES” decklid badges, Turbo fender badges, and functioning dual hood vents.

Sales of the ES Turbo were initially slow, with only 1786 copies being sold for the 1984 model year. Output increased to 5621 for 1985, then eased to 4759 for 1986, after which the model was discontinued along with all 600 convertibles. Base price for the 1986 ES Turbo convertible was $14,856.

Midlife changes and end of production

Production
Year	Units
1983	33,488
1984	61,637
1985	58,847
1986	59,677
1987	40,391
1988	55,550
Total	309,590

Several changes were made to the 600 in 1985. The 600 sedan was moved to a longer wheelbase and the former base and ES trims were dropped, replaced by a new SE trim. This was due in part to the new Lancer, which would have competed directly with the 600 (the 5-speed manual transmission was no longer offered as well, in an attempt to keep competition between the Lancer and 600 to a minimum). The coupe and convertible remained relatively unchanged except for minor trim and interior changes. The only significant advancement was the replacement of the 2.2 L engine’s two-barrel Holley electronic feedback carburetor by an electronic throttle-body fuel injection system.

The sedan’s base trim returned in 1986, while all 600s were given new, restyled front and rear fascias (the front in particular adopted the now familiar “crosshair” grille, dropping the Mirada-inspired horizontal slats). The 2.6 L engine was replaced by a larger 2.5 L version of the Chrysler 2.2 L.

The 600 was nearing its end. The coupe and convertible were dropped for 1987, while the sedan would only last another year, ending production in 1988. The 600 was replaced by the 1988 Dynasty(badged as a Chrysler in Canada, whereas the Canadian successor is the Dodge Spirit).

• A100 (1964–1970)

Dodge A100

Dodge A100
Overview
Manufacturer	Chrysler Corporation
Also called	Fargo
Production	1964–1970
Body and chassis
Class	Compact pickup truck Compact van
Body style	2-door pickup truck 2-door van
Layout	MR layout
Powertrain
Engine	170 cu in (2.8 L) Slant-6 I6 225 cu in (3.7 L) Slant-6 I6 273 cu in (4.5 L) LA V8 318 cu in (5.2 L) LA V8
Transmission	3-speed manual 3-speed automatic
Dimensions
Wheelbase	SWB: 90 in (2,300 mm) LWB: 108.0 in (2,743 mm)
Chronology
Successor	Dodge B-series

The A100 line was a model range of American compact vans and trucks manufactured and marketed from 1964–1970 by Chrysler Corporation for the Dodge marque in the United States and the Fargo marque in Canada.

The A100 competed with the Ford Econoline and Chevrolet Van, as well as the Volkswagen Type 2. The range included a pickup truck and van, both with a “forward control” design. The implementation of situating the driver on top of the front axle with the engine near the front wheels is called internationally a “cab over” vehicle. The nose was flat, with the engine placed between the driver and passenger, who sat above the front axle. The unibody vehicles used a short, 90 in (2,300 mm) wheelbase. An A108 was also available from 1967–1970, with a longer 108 in (2,700 mm) wheelbase. The A108 was popular with camper conversion companies. A substantially modified, Hemi-powered A100 wheelstanding exhibition pickup called the “Little Red Wagon” driven by Bill “Maverick” Golden was a popular drag strip attraction in the 1960s through the early 2000s.

Engines

• 1964-1966 170 in³ (2.8 L) Slant-6 I6, 101 hp (75 kW)
• 1970 198 in³ (3.2 L) Slant-6 I6, 125 hp (93 kW)
• 1964-1970 225 in³ (3.7 L) Slant-6 I6, 145 hp (108 kW)
• 1965-1966 273 in³ (4.5 L) LA V8
• 1967-1970 318 in³ (5.2 L) LA V8, 210 hp (160 kW)

L-Series trucks

From 1966-1971, Dodge built L-Series medium-duty Cabover Engine trucks based on the A-100.

Dodge A100 in popular culture

The Dodge A100 was featured in the American television series That 70’s Show episode Red’s Last Day. It also appeared in the movie Cars as the character Dusty Rust-eze.

Gallery

• 

  A100 Custom Sportsman

• 

  A Canadian Fargo camper conversion

  

  Prior Emergency Vehicle

  

  1965 Dodge A-100

  

• Dodge A100 Pickup

  

  1964 Dodge van

  

  Dodge’s first compact trucks – the A-100, or Forward Control line – were brought out in 1964, with the A-100 van coming out first; 10,252 vans were sold in their first two months

  

  Dodge Fire Trucks – Rescue

• Aries (1981–1989)

Plymouth Reliant

  (Redirected from Dodge Aries)

“Reliant K” redirects here. For the Christian rock band, see Relient K.

Plymouth Reliant Dodge Aries
Overview
Manufacturer	Chrysler Corporation
Production	1981–1989
Assembly	Newark, Delaware (Newark Assembly), United States Detroit, Michigan (Jefferson Avenue Assembly), United States Toluca, Mexico (Toluca Car Assembly)
Body and chassis
Class	Compact
Body style	4-door sedan 2-door coupe 4-door station wagon
Layout	Transverse front-engine, front-wheel drive
Platform	K-body
Related	Chrysler LeBaron Chrysler Town & Country Dodge 400
Powertrain
Engine	2.2 L K I4 2.5 L K I4 2.6 L Mitsubishi G54B I4
Transmission	4-speed A460 manual 5-speed A465 manual 5-speed A520 manual 5-speed A525 manual 3-speed A413 automatic 3-speed A470 automatic
Dimensions
Wheelbase	100.3 in (2,548 mm) Wagon: 100.4 in (2,550 mm)
Length	178.6 in (4,536 mm) Wagon: 178.5 in (4,534 mm)
Width	68.0 in (1,727 mm)
Height	Sedan: 52.9 in (1,344 mm) Coupe: 52.5 in (1,334 mm) Wagon: 53.2 in (1,351 mm)
Curb weight	2,300 lb (1,043 kg)
Chronology
Predecessor	Dodge Aspen / Plymouth Volaré
Successor	Dodge Spirit (Aries) Plymouth Acclaim (Reliant)

The Plymouth Reliant and Dodge Aries were introduced for model year 1981 as the first “K-cars” manufactured and marketed by the Chrysler Corporation. As Rebadged variants, the Reliant and Aries were manufactured in Newark, Delaware, Detroit, Michigan, and Toluca, Mexico — in a single generation.

The Reliant replaced the Plymouth Volaré/Road Runner. The Aries replaced the Dodge Aspen. Though similar in overall size to a compact car, the Reliant’s interior volume and six-passenger seating gave it a mid-sizedesignation from the EPA.

Ford and Chrysler would compare the K cars with the Fairmont and Tempo. The Aries was sold as the Dart in Mexico.

The Reliant and Aries were selected together as Motor Trend magazine’s Car of the Year for 1981 — and sold almost a million (Aries) and 1.1 million units (Reliant).

History

The Aries and Reliant debuted in 1981, with Chrysler added a small “K” emblem to the rear of each, shortly after their introduction. The Reliant was available as a 2-door coupe, 4-door sedan, or as a 4-door station wagon, in three different trim lines: base, Custom and SE (“Special Edition”). Station wagons came only in Custom or SE trim. Unlike many small cars, the K cars retained the traditional 6 passenger 2 bench seat with column shifter seating arrangement favored by many Americans. The Reliant was powered by a then-new 2.2 L I4 SOHC engine, with a Mitsubishi “Silent Shaft” 2.6 L as an option (curiously this engine also featured hemispherical combustion chambers, and all 1981 models equipped with it featured “HEMI” badges on the front fenders). Initial sales were brisk, with the both Reliant and Aries each selling over 150,000 units in 1981.

 1982–1984 Dodge Aries coupé

 1985–1989 Dodge Aries coupé

 1986–1988 Dodge Aries wagon

Changes for 1982 included a new hood ornament (changed from either a Plymouth “frog legs” hood ornament or a Dodge badge mounted flat on the hood to an upright Chrysler Pentastar), roll-down rear door windows vs. the former stationary glass with rear quarter pop-outs, a counterbalanced hood, and black painted valve cover on the 2.2L engine (vs. the former blue). In 1984, the hood ornament was removed and the Chrysler Pentastar moved to the grille. Also, the tail lights received chrome trim, and the interior received a padded dash and new black instrument cluster with round gauges. The first major changes occurred in 1985, when the K’s received a new front fascia, featuring either a new egg-crate or crosshair grille (for the Plymouth and Dodge, respectively) and a new rear fascia featuring five-section taillights. A new trim line, the top-tier LE (“Luxury Edition”), was added (it also replaced the Custom trim level on the wagon).

Powertrain changes for 1986 included replacement of the 2.2 L engine’s carburetor by a new throttle-body electronic fuel injection system, while a new 2.5 L four-cylinderengine, also fuel-injected, was added to the option list, replacing the Mitsubishi 2.6 L. The four-speed manual transmission – previously offered as standard equipment – was dropped.

The Reliant underwent only minor changes throughout the rest of its production run. The SE trim line was dropped after 1986, while the LE and base trim remained the only trims till the end of production. The base trim line was renamed America in 1988, offered as relatively inexpensive, basic transportation. 1988 was the last year for station wagons. The Aries and Reliant were replaced by the Dodge Spirit/Plymouth Acclaim, with the sedan and two-door only being sold for 1989.

Overview

The Reliant and Aries were downsized replacements for the six-passenger Volare and Aspen, which in turn were modernized version of the original Valiant and Dart compact cars of the 1960s. Based on experience gained with subcompact Omni/Horizon of 1978, the roomier K-cars set out to build a family sized car with a front-wheel drive design powered by a four cylinder engine. They were offered as 2 and 4 door notchback sedans and wagons and retained six-passenger seating on two bench seats. While the Chevrolet Citation introduced front-wheel drive in the 1980 model year to replace the Nova, its unusual styling and problems with recalls hampered its success. They achieved nearly a million in sales between the two original nameplates before being rebadged and upgraded, not counting the numerous stretched, sporty or minivan derivatives. Ford would not replace its family-sized Fairmont with a front-wheel drive design until the 1986 Ford Taurus, while cars like the Chevrolet Cavalier and Ford Tempo would be marketed as upscale compacts rather than family sedans.

After their introduction, the Reliant and Aries were marketed as the “Reliant K” and “Aries K”. A small “K” badge was also added after the word “Reliant” to the rear of the car. The Reliant and Aries were Motor Trendmagazine’s Car of the Year for 1981.

After launcd in 1981, sales of the Reliant and Aries got off to a bad start; this can be attributed to Chrysler’s inadequate preparation. Early advertisements for the K-cars promoted the low $5,880 base price. Rather than honoring that by producing a sufficient amount of base models, Chrysler was producing a larger number of SE and Custom models. When consumers arrived at Plymouth (and Dodge) dealers, they were shocked to find that the Reliant they were planning on purchasing would end up costing hundreds or thousands of dollars more. As a result of this, Chrysler corrected their mistake and began building more base models. After this, sales of the Reliant skyrocketed.

The Reliant was available in standard “base”, mid-level SE, and high-end Custom (later renamed LE) trim levels. Unlike the coupe and sedan, the station wagon was not available in base trim. “Custom/LE” Reliant wagons came standard with exterior woodtone siding, although it could be deleted if the buyer wanted it to be. All models except base could be ordered with front bucket seats rather than the standard bench.

 1981 Dodge Aries coupé

6-passenger seating

The Aries and Reliant were classified by the EPA as mid-size and were the smallest cars to have 6-passenger seating — with a 3 seat per row setup, similar to larger rear-wheel drive cars such as the Dodge Dart and other front-wheel drive cars such as the Chevrolet Celebrity. Chrysler marketed the car as being able to seat “six Americans.”

Changes through the years

 1983 Plymouth Reliant coupe

 1988 Plymouth Reliant wagon

Changes for 1982 included a revised hood ornament (changed from a Plymouth logo to a Chrysler Pentastar), roll-down rear door windows vs. the former stationary glass with rear quarter pop-outs, a counterbalanced hood, a Pentastar trunk medallion, and black painted valve cover on the 2.2L engine (vs. the former blue). Changes for 1983 were limited to a blacked out grille. In 1984, the hood ornament was removed and the Chrysler Pentastar moved to the grille; the Mercedes Benz-styled grille used on the Reliant was modified. Also, the tail lights received chrome trim, and the interior received a padded dash and new black instrument cluster with round gauges. For 1985, the Reliant received a substantial restyle, with new, rounder front and rear fascias. This included new head & tail lights and a new grille that was the same height as the headlights (rather than going all the way up to the hood as with previous model years). The base engine was a transverse mounted Chrysler designed 2.2 L (135 cid) inline-four engine with an electronic two-barrel carburetor (later replaced by a fuel injection system in 1986), rated at 82 hp (61 kW). Transaxles were a 4-speed floor shift manual or a 3-speed automatic with either a floor or column shift. A Mitsubishi motor was optional, and cars so equipped for 1981 were badged as 2.6 HEMI. Reliants equipped with this engine accelerated 0–60 mph in the 13-second range. The Mitsubishi 2.6 L G54B engine was a popular option, but driveability and reliability problems led to the Mitsubishi engine being replaced by a fuel-injected Chrysler 2.5 L I4 for 1986. For 1987, the coupe’s fixed rear windows got a small pivoting vent at the trailing edge of the rear doors. Also for 1987, the base model was renamed America in the U.S (this was later done to the base models of the Horizon and Sundance). After 1987, only minimal changes were made through the end of the production run.

The last Reliant rolled off the assembly line on December 9, 1988. The 1989 Reliant was a carryover from the 1988 model year. Only the America trim was available on these models. No station wagon models were sold in 1989. The Reliant was replaced by the Acclaim for 1989, with the coupe replaced by the Plymouth Laser liftback.

• Aspen (1976–1980)

Dodge Aspen

Not to be confused with Chrysler Aspen.

Dodge Aspen
Dodge Aspen Coupe
Overview
Manufacturer	Chrysler Corporation
Also called	Plymouth Volaré, Dodge Dart, Chrysler Valiant Volaré
Production	1976–1980
Assembly	Hamtramck, Michigan, United States Bogotá, Colombia Mexico City, Mexico
Body and chassis
Class	Compact
Body style	2-door coupe 4-door sedan 4-door station wagon
Layout	FR layout
Platform	F-body
Powertrain
Engine	225 cu in (3.7 L) Slant-6 I6 318 cu in (5.2 L) LA V8 360 cu in (5.9 L) LA V8
Transmission	A230 3-speed manual A833 4-speed manual A904 3-speed TorqueFliteautomatic A998/A999 3-speed TorqueFliteautomatic
Dimensions
Wheelbase	108.7 in (2,761 mm) (coupe)112.7 in (2,863 mm) (sedan & wagon)
Length	198.8 in (5,050 mm) (coupe) 201.2 in (5,110 mm) (sedan & wagon)
Width	73.3 in (1,862 mm)
Height	53.3 in (1,354 mm) (coupe) 55.3 in (1,405 mm) (sedan)55.7 in (1,415 mm) (wagon)
Curb weight	3,200 lb (1,500 kg) (base coupe)
Chronology
Predecessor	Dodge Dart (Aspen) Plymouth Valiant (Volaré)
Successor	Dodge Aries / Plymouth Reliant Dodge 400 (Aspen)

The Dodge Aspen, produced from 1976 to 1980, was a compact car from Chrysler Corporation‘s Dodge division; its Plymouth–branded counterpart was the Volaré (“volare” is Italian, and it means “fly, soar, fly by, fall off, or pass quickly”). It was launched as a two-door coupe, a four-door sedan, and a unique-for-the-segment station wagon. By the end of their production run, the Aspen and Volaré would be considered intermediate cars.

The Dodge Aspen and Plymouth Volaré were introduced in the fall of 1975 as 1976 models, and were collectively named Motor Trend’s “Car of the Year” for 1976. They were the successors to the A-body Plymouth Valiant, Duster, and Dodge Dart. The Dart, Valiant, and Duster were sold alongside the Aspen and Volaré for part of the 1976 model year, then discontinued.

The Aspen and Volaré were produced for 5 model years, 1976 through 1980. For 1981, they were replaced by the smaller front-wheel-drive K-cars — the Dodge Aries and Plymouth Reliant — and the M-body Dodge Diplomat and Plymouth Gran Fury, which were very similar in structure, size, and engineering to the F-body Aspen and Volaré.

The Aspen and Volaré were designed to be somewhat more luxurious than the A-body models, at least in the most expensive models. The new cars also continued the A-body pattern of different wheelbases forcoupés versus the sedans and wagons. Aspen and Volaré 2-doors had a 108.7-inch (2,760 mm) wheelbase. Sedans and wagons got a 112.7-inch (2,860 mm) wheelbase.

Production history

 1977 Plymouth Volaré sedan

The vehicle was wind-tunnel tested to be aerodynamically sound in its fuel conservation potential as the complete aerodynamics development program included a wide range studies from drag reduction to crosswind stability, wind noise and ventilation performance. The effects of this testing resulted in softened front end contours, removal of drip troughs and helped shaped internal air flow ducting. Body engineering in the Aspen was executed using computer technology; unit body engineering was conducted by use of clear plastic stress models that showed up stress points before any sheet metal was formed. Weight reduction to provide maximum fuel economy was achieved through use of thinner glass, lighter weight side door beams and high-strength, low-alloy brackets and reinforcements that were four times as strong as conventional mild steel. A reduced number of stampings resulted in better panel fits and fewer welds. The Aspen had improved visibility and compared with other Dodge compacts, the Aspen provided a total glass area increase of 25% on two-door models and 33% on sedans.

Wheel alignment adjustments such as caster and camber could be made by removing plates over the wheel housings. The new isolated tranverse suspension system was a substantial departure from the longitudinal torsion bars Chrysler had introduced in 1957 and used on all models since that year, until the release of the F-bodies. The transverse (side-to-side) bars weren’t as geometrically favorable but saved space and weight. In addition, the new front suspension system was touted as giving a “big car ride” as the suspension had a low, or softer, fore and aft compliance which allowed the wheel to move rearward instead of straight up and down when the tire encountered an object, dampening the blow and rolling with the condition of the road. The two parallel torsion bars and an anti-sway bar were mounted forward of the front wheels, integrated into a spring-strut front suspension. These components were attached to a K-shaped structural crossmember. The K-shaped crossmember was isolated from the unitized car body by four rubber mounts. This transverse torsion bar suspension was also incorporated into the M- and J-body cars. The conventional leaf spring rear suspension was also rubber-isolated, so there was no metal-to-metal path through which road noise or vibration can be transmitted to the body; even the steering column was isolated.

Recalls

The Aspen and Volaré are perhaps best known within the industry for a series of product recalls, caused by defects, that nearly bankrupted Chrysler and led to permanent changes in the organization’s management and in North American automobile production.

In 1978, Chrysler recalled every 1976 and 1977 Aspen and Volaré for possible replacement of the front fenders, which were prematurely rusting. Many cars got new fenders, painted in the proper color. Galvanized sheet metal was phased in for the body, along with full inner front fender liners made of polyethylene (plastic) to solve the rust problem once and for all. A large number of powertrain changes, particularly in ignition and fuel delivery, were also made to improve driveability. After 1977, F-bodies had few problems with rusting or quality control.

Marketing

R. M. “Ham” Schirmer, manager of Dodge car and corporate advertising for Chrysler, said that the Aspen name originated from the codename Aspen-Vail when the project for it and the Plymouth “sister car” began in 1971. “Aspen is a very pleasant name, ” Schirmer said, “people think of the outdoors, but not necessarily skiing when they hear it. . . It won’t inhibit where we want to position the car because it’s basically neutral. ” Nonetheless, Chrysler sponsored the 1976 Dodge Aspen Team K2 Freestyle and opened up World Pro Skiing’s seventh season in Aspen, Colorado as the Dodge Aspen Cup running courses on Aspen Highlands and Aspen Mountain. In print and media actor Rex Harrison was spokesman for the Aspen, whose advertising campaign was inspired by the “Ascot Gavotte” scene in Harrison’s My Fair Lady. A patter song was spoken in rhythm, by Harrison, as “Unbelievable.” Singer Sergio Franchi was the spokesman for the Volaré and sang the pop song Volare, with altered lyrics, in TV and radio commercials. The accent mark used in the car’s name is not in the Italian word or the song title; Volaré commercials described it as an “accent on quality”; incidentally, “volaré” in Spanish with the accent translates as “I will fly”.

Aspen R/T

 Modified R/T coupe

The Aspen R/T coupe model offered features including wider E70x14 tires, Rallye wheels, grille blackout treatment, body striping, and ‘R/T’ decals and medallion. A 360 V8 option, with a net 170 hp (130 kW) and 280 lb·ft (380 N·m) of net torque, was along with the Overdrive-4 transmission unavailable in California as the engine delivered an average fuel economy of 15.2 mpg_-US (15.5 L/100 km; 18.3 mpg_-imp). In a Motor Trend road test, a 360 R/T turned in a standing quarter mile (~400 m) at 17.4 seconds at a speed of 86.1 miles per hour (138.6 km/h). In an exercise normally reserved for quicker sports cars, the R/T made a 60 to 95 mph (97 to 153 km/h) run in 13.8 seconds. The R/T was about as quick from zero to sixty miles per hour as the 1977 Camaro Z28 and Corvette L82, both with four barrel 350 engines. The Aspen was a bit slower by the clock but faster through the traps in the quarter mile than all of the other three from GM. The Plymouth version was the Volaré Road Runner.

Station wagons

Station wagons were available in both model lines, all featuring liftgates with fixed rear windows. These models had a cargo volume of 71.9 cubic feet (2.04 m³) and load capacity of 1,100 lb (500 kg), which was 100 lb (45 kg) less than the intermediate and standard size Chrysler wagons. The liftgate opening was nearly 4 ft (1.2 m) wide and 27.6 in (70 cm) high. With the rear seat folded down, the cargo area was 74 in (190 cm) long at the belt line and 43.2 in (110 cm) wide between the wheel houses. Premium station wagons in either the Aspen SE or Volaré Premier series featured simulated woodgrain on its exterior side panels. On Aspen SEs, the woodgrain was framed in simulated blond (painted metal) wood-look trim. On the Premiers, the side panels were trimmed in stainless steel frames accented in matte black. Aside from the brand badging and grilles unique on each brand, this station wagon trim element remains one of the few visual clues that differentiated the Aspen from the Volaré. Side covers of the cargo area were made of one-piece injection molded polypropylene. Covered, lockable stowage compartments of 1.5 cu ft (0.042 m³) capacity were provided in these panels; these compartments were standard on the Aspen SEs and optional on the low-line wagons.

1976

The first year of the Aspen was met with much fanfare and sales. The replacement for the venerable Dart, the Aspen would share the same engines and three-box body style with its predecessor, but not much else.

The Aspen was dubbed “the family car of the future”. Available as a 2-door coupé, 4-door sedan or 4-door station wagon, it came in three trim levels – base, Custom and SE (Special Edition). Coupes featured frameless door glass but a thick “B” pillar was used, replacing the popular hardtop body style of the Dart. The performance R/T package came only on the coupe and featured a 318 cu in (5.2 L) V8 standard or an optional 360 cu in (5.9 L) V8 with either a 2- or 4-barrel carburetor. The 225 cu in (3.7 L) Slant Six was standard across the line, and was available in most states with a choice of 1- or 2-barrel carburetion. Total production was 189,900 (Aspen) and 255,008 (Volaré).

1977

Nothing much changed for the Aspen’s second year. A new T-top was added to the coupé’s option list this year. The R/T package added a “Super Pak” option. This consisted of front and rear spoilers, wheel opening flares and louvred rear windows. A new stripe kit was also added as well. An R/T equipped with this package became a “Super R/T”. The Volaré was Canada’s top selling car this year. Total production was 266,012 (Aspen) and 327,739 (Volaré).

1978

 1978 Dodge Aspen coupe

The Aspen went through numerous changes for 1978. The three trim lines were consolidated into one. The Custom and Special Edition lines were still available but were now reduced to option packages. The Aspen also received a new front fascia, similar to the Volaré, while the Volaré’s grille was restyled with an eggcrate pattern. Chrysler added a “Duster” trim package in an attempt to bolster waning sales, relying on the popularity of the time-tested 1970–1976 A-Body of the same name. There were new performance packages, the Super Coupe and Kit Car. Both packages used the same performance exterior add-ons as the “Super Pak”, now renamed the “Sport Pak”, but came in different colors as well as different options.

The Super Coupe came with GR60x15 Goodyear GT radial tires mounted on 15×8 wheels, a heavy-duty suspension with rear sway bar, a matte black finish on the hood and came only in one color – Sable Tan Sunfire Metallic. Special three color (orange, yellow and red) stripes separated the body color from the matte black colors. Only 531 were built.

The Kit Car, made in honor of NASCAR legend Richard Petty, was supposed to look as much like a race car as possible. The wheels had no hubcaps, the wheel opening flares had a bolted on look, and even the windshield had metal tie downs just like the race cars. Unlike a race car, the Kit Car came standard with an automatic transmission. A special addition was a decal kit with large door mountable “43” decals and 360 decals for the hood. These decals were shipped in the trunk either to be installed by the dealer or by the owner. Most people however, left them in the trunk. It only came in one color – a special two-tone red. The Kit Car would prove to be one of the rarest Aspens ever built, as only 145 were ever built.

 1979 Plymouth Volaré sedan

A new Sunrise package, similar to the Volaré Duster package, was also new for 1978. This was available only on the coupé, and consisted mainly of new stripes and louvred rear windows.

Wider tail light lenses with amber turn signals replaced the Plymouth Valiant/Duster-styled lenses on both Aspen and Volaré coupés and sedans. Total production came to 166,419 (Aspen) and 217,795 (Volaré).

1979

 1979 Dodge Aspen R/T coupé

Not much would change for the Aspen in its second to last year of production. The only readily visible change was the replacement of the amber rear turn signals with red ones again. The 1978 option packages continued into 1979, with the exception of the Super Coupe and Kit Car. A new 85 mph (137 km/h) speedometer, new colors and a diagnostic connector for the engine were added. The station wagon was available as a “Sport Wagon” with special stripes, a front airdam, and wheel arch flares. Total production came to 121,354 (Aspen) and 178,819 (Volaré).

1980

 1980 Plymouth Volaré with the Duster trim package that included Duster badges, a white stripe along the body and cloth-and-vinyl plaid bucket seats.

For its last year of production, the Aspen and Volaré gained a new front end with rectangular headlamps, and shared the hood, fenders and front bumper with the Dodge Diplomat. Special Edition and Premier packages were available, while the Special Edition package was now only available on the sedan and coupe. The less popular “Duster” trim package was also available for the 1980 model year. The R/T package was installed only on 285 Aspens for this year before the Aspen name as well as the R/T badge would be discontinued. Total production came to 67,318 (Aspen) and 90,063 (Volaré). The 360 cu in (5.9 L) V8 was dropped this year, leaving the 318 cu in (5.2 L) V8 as the top engine—even for the R/T. Power from the 318 dropped from 140 horsepower (104 kW) at 4,000 rpm to 120 horsepower (89 kW) at 3,600 rpm in two barrel models. Four barrel models actually increased from 140 horsepower (104 kW) (non-California) at 4,000 rpm to 155 horsepower (116 kW) at 4,000 rpm. The 225 cu in (3.7 L) inline six-cylinder remained the base engine. The “Super Six” two barrel option was dropped, leaving the Holley 1945 single barrel set up as the sole choice. The “slant-six” produced 90 horsepower (67 kW) at 3,600 rpm. The Dodge Aspen was replaced with the front-wheel drive Dodge Aries for the 1981 model year.

Around the world

Between 1977 and 1979, the small Swiss specialty automaker Monteverdi built a modified version of this car, called the Sierra, intended to compete in Europe’s luxury car market.

The Dart name (rather than Aspen) was applied to Dodge-branded F-body cars in Mexico and Colombia, corresponding to the local Chrysler-branded F-body cars badged as Valiant Volaré. The Mexican F-body Volarés were not marketed as Plymouth, because that brand was dropped after 1969. Chrysler de México also sold cheaper versions of the American K-cars -Plymouth Reliant and Dodge Aries- (in 1982–1987) and Plymouth Caravelle (1988) as Chrysler Volarés. As a matter of fact, the 1988 Chrysler Volaré E (an inexpensive version of the 1988 Plymouth Caravelle with a 1986–1988 Plymouth Reliant front end attached to it) served as Mexican Highway Patrol (“Policía Federal de Caminos” in Spanish) units from 1988 to 1990. They got a Chrysler Turbo II 2.2L engine and 3-speed automatic transmission (shifter on the dash, like US patrols) and were known in Mexico as “Turbo-patrols”.

The Volaré also became known as the Volaré “Duster” in Canada.

After the F-body

The F-body cars were withdrawn from production worldwide after 1980, but spawned two platforms, the Chrysler J platform and the Chrysler M platform. The Aspen model name was revived in 2007 for the Chrysler Aspen luxury sport utility vehicle (SUV).

• Avenger (1995–2000; 2008–2014)

Dodge Avenger

This article is about the 1990s and 2000s Dodge Avenger. For other models named Avenger, see Hillman Avenger.

Dodge Avenger
Overview
Manufacturer	Mitsubishi Motors (1995–2000) Chrysler LLC/Chrysler Group LLC(2007–2014)
Production	1995–2000 2007–2014
Body and chassis
Class	Mid-size

The Dodge Avenger is a front-wheel drive, mid-size sedan, built by the Chrysler Corporation for the Dodge marque is listed as #21 in the most affordable midsize cars as of 2014. The Dodge Avenger made its North American debut in 1995 as a two-door coupe, which was produced until 2000. It was re-introduced to the market as a four-door sports sedan starting in 2008. The 2014 model year marked the last production for the Avenger after the release of its replacement, the 2015 Chrysler 200.

Dodge Avenger Coupe (1995–2000)

Dodge Avenger Coupe
Overview
Also called	Chrysler Sebring coupe
Production	1995–2000
Assembly	United States: Normal, Illinois(Mitsubishi Motor Manufacturing of America)
Body and chassis
Body style	2-door coupe
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler FJ platform
Related	Eagle Talon Mitsubishi Eclipse
Powertrain
Engine	2.0 L 420A I4 (gasoline) 2.5 L 6G73 V6 (gasoline)
Transmission	5-speed manual 4-speed Ultradrive 41TE automatic
Dimensions
Wheelbase	103.7 in (2,634 mm)
Length	190.2 in (4,831 mm) (1998–2000) 187.2 in (4,755 mm) (1995–97)
Width	69.1 in (1,755 mm) (1998–2000) 68.5 in (1,740 mm) (1995–97)
Height	53.0 in (1,346 mm) (1998–2000) 51 in (1,295 mm) (1995–97)
Chronology
Predecessor	Dodge Stealth, Dodge Daytona
Successor	Dodge Stratus coupe

Introduced as a two-door coupe in North America, the Dodge Avenger was built from 1995 to 2000 in a similar size and price class as the Dodge Daytona, which was discontinued in 1993. The Avenger, along with the similar Chrysler Sebring coupe, was built by Diamond Star Motors (DSM), a joint venture between Chrysler Corporation and Mitsubishi Motors, on a version of the Mitsubishi Galant platform (which also spawned the similar Mitsubishi Eclipse). Mitsubishi purchased Chrysler’s share of the joint venture in 1995. Avengers and Sebring coupes built from 1995 to 1996 both have DSM markings in their engine compartments.

The Avenger was built on a 103.7 in (2,634 mm) wheelbase and used either a 2.0 L inline-four engine (the Chrysler 420A) or a Mitsubishi-designed 2.5 L V6. The four-cylinder was coupled to either a five-speedmanual transmission, shared with the Mitsubishi Eclipse and Eagle Talon, or a four-speed automatic. The V6 engine was only available with the A604 transmission. The Avengers featured a fully independent double wishbone suspension and variable speed rack and pinion steering.

Changes

ABS was used in all ES models to 1999. In 1997, the front fascia, trunklid, and rear bumper were changed; 16-inch wheels were standard, and the license plate was moved from the decklid to the rear bumper. In 2000, the V6 and automatic transmission combination was made standard on all Avengers, and ABS was made an “option” for ES models. The four-cylinder engine was dropped for 2000.

Trims

• 1995–2000 – “Highline” base model (V6 among other options made standard in 2000)
• 1995–2000 – ES

From 1997, a “Sport Appearance Package” was made available on Base model. This package included 16″ wheels, a deck lid spoiler, along with other standard and optional features.

Timeline

Year	Event
1995	Initial introduction – replaces the Daytona. A DOHC 16-valve 2.0 L I4 engine (140 hp, 130 lb·ft (176 N·m) of torque) is standard. A SOHC 24-valve 2.5 L V6 engine and an automatic transmission (155 hp, 160 lb·ft (217 N·m) of torque) are made optional on the ES. Fog lamps and ABS are also optional on the ES.
1996	Power and torque ratings for the V6 are increased (163 horsepower, 170 lb·ft (230 N·m). torque), ES Coupes had new seat fabric.
1997	Sport model introduced (in addition to the base and ES). The Avenger Sport package consisted of exclusive 16-inch aluminum wheels and a body-color spoiler. New front and rear fascias are added. Added a body-color rear spoiler, P215/50HR17 tires, and 17-inch cast aluminum wheels for the ES. The V6 is also standard for the ES, as well as rear disc brakes.
1998	An on-board recycling vapor recovery system, cafe latte exterior color and a black and gray interior color combination are added.
1999	Next generation driver and front passenger airbags are added, as well as a new exterior color: Shark Blue. The V6 engine and automatic transmission are standard on all models in mid-year, as well as several options.
2000	Last year for the Avenger. V6/automatic drive train are standard. ABS an option on ES models. Gained a number of standard features that had previously been optional, including power windows and locks. Base models added cruise control and 4-wheel disc brakes. ES coupes now come with standard leather upholstery, keyless remote entry, and a power driver’s seat.

In 2000, the Avenger was discontinued and replaced by the Dodge Stratus coupe for 2001. This model was also made at the former Diamond Star plant by Mitsubishi, using the Eclipse platform and architecture, though the Stratus sedan was engineered and built by Chrysler.

Dodge Avenger sedan (2007–2014)

Dodge Avenger sedan
Overview
Also called	Dodge GTS (Mexico)
Production	February 2007– December 2013
Model years	2008–2014
Assembly	United States: Sterling Heights, Michigan (Sterling Heights Assembly) Mexico: Chihuahua (2013-2014)ine = 2.0 L World I4(gasoline) 2.0 L VW I4 (t/c diesel) 2.4 L World I4 (gasoline) 2.7 L EER V6 (gasoline) 3.5 L EGF V6 (gasoline) 3.6 L Pentastar V6 (gasoline)
Designer	Ryan Nagode
Body and chassis
Body style	4-door sedan
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler JS platform
Related	Chrysler 200 Chrysler Sebring Dodge Journey
Powertrain
Transmission	4-speed Ultradrive 40TESautomatic 4-speed Ultradrive41TESautomatic 5-speed Magna T-355 manual 6-speed Ultradrive 62TE automatic 6-speed Getrag Mps6 DCTautomatic 6-speed Aisin manual
Dimensions
Wheelbase	108.9 in (2,766 mm)
Length	190.9 in (4,849 mm)
Width	71.8 in (1,824 mm)
Height	58.9 in (1,496 mm)
Chronology
Predecessor	Dodge Stratus
Successor	Chrysler 200

The Dodge Avenger name returned in February 2007 as a MY2008 model as a sedan to replace the Dodge Stratus, whose coupe version had replaced the original Avenger in 2001. According to some reports, the Avenger, along with the redesigned Chrysler Sebring, shares a DaimlerChrysler/Mitsubishi Motors platform called JS which used the Mitsubishi GS as a starting point, then was heavily modified. The base engine in theSE and SXT trim levels is the 2.4 L GEMA I4 naturally aspirated “World Engine”, a joint venture between DaimlerChrysler, Mitsubishi and Hyundai. Additional engines include an optional 2.7 L V6 in the SXT and a standard 3.5 L V6 in the R/T trim level. In addition to the 2.4 L “World Engine” and the V6s, export vehicles were offered with the 2.0 L naturally aspirated “World Engine”, as well as a 2.0 L turbocharged diesel (Pumpe-Düse) made by Volkswagen. As a 2008 model, the Dodge Avenger came to showrooms in February 2007.

 Rear view

Features on the new Avenger include optional heated/cooled cup holders as well as Dodge’s new “Chill Zone”, a feature that comes standard on all Avenger models, which can store up to four 12-US fl oz cans in the glove box and chill them to 40 degrees Fahrenheit.

Like its Dodge Journey stablemate, the Avenger’s exterior was styled by Chrysler’s Ryan Nagode. The interior was styled by Ben S. Chang.

The Avenger replaced the Charger as Dodge’s car in NASCAR in 2007 for Car of Tomorrow races. It got its first win with former Formula One driver Juan Pablo Montoya in the2007 Toyota/Save Mart 350 at the Infineon Raceway.

The Avenger was officially unveiled at the Paris Motor Show on September 28, 2006 as a concept car. It was launched in Europe and was sold in the United Kingdom, filling a gap in the Chrysler range that was left by the Neon’s demise four years earlier. It was also launched in Australia, although with only the 2.4 L engine.

In the United Kingdom, it has been discontinued, although sales continued in the Republic of Ireland and in Western Europe until late 2009 following Fiat’s takeover of Chrysler Group. This new version continued with SE, SXT trim levels and is not badged the same way as North American or the South American versions. The Avenger competed directly with the Chevrolet Malibu and Ford Fusion, with the 2007 and later Chrysler Sebring being aimed at the higher priced American cars such as the Mercury Milan, Pontiac G6 and Saturn Aura.

In the US, the Avenger was launched with a 30 second television ad, “Tuned Up,” that debuted Sunday, March 4, 2007 during NHL hockey, an ad in which a lab technician discovers he can play Smoke on the Waterby Deep Purple on the Avenger’s transmission. Another television spot likened the Avenger to the “superhero” vehicle for the everyman, depicting a driver piloting his Avenger through Gotham-like streets and alleys, speaking to the MyGig entertainment system in distinctly Batman-reminiscent tones, to arrive home, pull into a two-car garage and open the rear door to a sleeping child in the rear car-seat.^[7]

Revisions

In the 2009 model year, like its Caliber, Charger, Grand Caravan, Journey & Nitro models, the “AVENGER” badge at the trunklid’s left was pushed to the right to make way for “DODGE” at the left.

Changes for 2011

 2011 Dodge Avenger Heat

For 2011, the Avenger received its first major overhaul since its 2008 re-introduction. Exterior changes include slightly revised sheet metal with a new crosshair grille displaying the new Dodge logo on the lower right corner of the grille, a sleeker bumper cut design, and standard LED combination tail lights. Changes to the interior are more noticeable with a completely redesigned dashboard and instrument panel featuring an available 6.5-inch navigation/media center screen. Higher-quality soft-touch plastics for dashboard, door, and trim panels replaces the old materials, which were criticized for their poor fit and finish quality, as well as being unpleasant to the touch. The seats receive better cushioning and higher-grade upholstery. Two-tone interior color combinations will be available.

Mechanically, the 2011 Avenger came standard with the existing 173 hp (129 kW) 2.4 L GEMA I4, although it was now paired with a six-speed automatic as well as the option of the previous four-speed. Also available is the new 3.6 L Pentastar V6, which generates 283 hp (211 kW) and 260 lb·ft (350 N·m) of torque. The suspension was heavily revised to improve handling and ride quality. Trim level designations were also new, with existing trims being replaced by Express, Mainstreet, Lux and Heat models.

The Dodge Avenger was ranked the “Most American Made” sedan by The Kogod Made in America Auto Index in 2013. The Dodge Avenger also has an overall rating of 6.7

Trims

 2008-2010 model dashboard

• SE: (2007–2009, 2012–2013)
  • 2.4L GEMA I4 DOHC 16V Dual VVT 4-speed automatic
• SXT: (2007–2010, 2012–2013)
  • 2.4L GEMA I4 DOHC 16V Dual VVT 4-speed automatic
  • 2.7L EER V6 DOHC 24-valve MPI 4-speed automatic
  • 2.4L GEMA I4 DOHC 16V Dual VVT 6-speed automatic
• SXT Plus: (2012)
  • 3.6L Pentastar V6 DOHC 24V MPI 6-speed automatic
• R/T: (2007–2010, 2012–2013)
  • 3.5L EGF High Output V6 24V MPI 6-speed automatic
  • 3.6L Pentastar V6 DOHC 24V MPI 6-speed automatic
• R/T AWD: (2007–2009)
  • 3.5L EGF High Output V6 24V MPI 6-speed automatic
• Express: (2011)
  • 2.4L GEMA I4 DOHC 16V MPI 4-speed automatic
• Mainstreet: (2011)
  • 2.4L GEMA I4 DOHC 16V MPI 6-speed automatic
• Lux: (2011)
  • 2.4L GEMA I4 DOHC 16V MPI 6-speed automatic
  • 3.6L Pentastar V6 DOHC 24V MPI 6-speed automatic
• Heat: (2011)
  • 3.6L Pentastar V6 DOHC 24V MPI 6-speed automatic

Total American sales

Calendar Year	Sales
2007	83,804
2008	61,963
2009	38,922
2010	50,923
2011	64,023
2012	96,890
2013	93,842
2014	51,705

Safety

The 2008-2013 Avenger, also sold as the Chrysler Sebring from 2008-2010, and the Chrysler 200 from 2011-2013, receives an overall “Good” rating with no significant injuries. In the small overlap test, also conducted by the IIHS, the car received an overall “Acceptable” rating, due to marginal dummy kinematics and slight intrusion into the passenger compartment. In the side test, the Avenger earns a “Good” rating, however, rib fractures would be possible for the driver. In the roof strength evaluation, it earns a “Good” rating, as well as its head restraints and seats. The Avenger earned the “Top Safety Pick” award in 2010, 2011, 2012, 2014, and earned the “Top Safety Pick+” award for 2013.

Discontinuation

Production of Dodge Avenger ended on December 20, 2013 as, with remaining 2014 model year vehicles produced in 1Q 2014. It was in export production for Canadian market until 1 July 2014, and sold in Canada as a 2014 model until stock depletion.

Chrysler plans to replace the Avenger with the newly-introduced 2015 Chrysler 200 starting mid-2014, and to lure the appropriate clientele range towards slightly more-price, but much more offering luxury sedan variant.

Motorsport

The first-generation Dodge Avenger body style was widely used in the National Hot Rod Association, but came to the most prominence being driven by Darrell Alderman, and Scott Geoffrion, during their run from 1994–2000, as the celebrated Dodge Boys. The car was also used for the 1994 and 1995 incarnations of the International Race of Champions. The second-generation Dodge Avenger was used in the 2007 NASCAR Nextel Cup Season as the Car of Tomorrow model from Dodge. In 2008, the Dodge CoT was changed back to the Charger.

• B Series (1948–1953)

Dodge B Series

Dodge B-Series
Dodge B-Series, with a C-Series grille.
Overview
Manufacturer	Chrysler
Model years	1948-1953
Assembly	Los Angeles, California Stockton, California Warren, Michigan
Body and chassis
Class	Full-size pickup truck
Body style	2-door pickup truck
Layout	FR layout
Powertrain
Transmission	3-speed manual
Dimensions
Wheelbase	116 in (2,900 mm) 108 in (2,700 mm)
Chronology
Successor	Dodge C Series

Chrysler‘s Dodge division has used the B Series name on two different vehicles, a pickup truck and a van.

Pickup truck

 1952 Dodge B-Series

The B-series pickup trucks were sold from 1948-1953. They replaced the prewar Dodge Truck and were replaced by the Dodge C Series in 1954. The B Series trucks came in several different variants. The B1-B were ½ ton trucks standard with a 95 hp (71 kW) flathead-straight-six engine while the B1-C were ¾ ton trucks with a standard 108 hp (81 kW) flathead-straight 6 engine. It also came in several other variants such as the B1-T and B1-V which were semi-truck cabs and vans, respectively. A woodie version, the “Suburban”, was also available from outside companies.

 1949 Dodge B-series woodie carryall

The B Series trucks featured a high-visibility “pilot-house” cab with optional rear quarter windows. The engine was shifted forward and the front axle moved back on the frame for better weight distribution as well as a shorter wheelbase, moving from 116 in (2,900 mm) to 108 in (2,700 mm). The cargo bed sides were made higher to increase capacity by 40%. The redesigned cab could seat three people, with 2.5 in (64 mm) more height, 6 in (150 mm) more width and 3 in (76 mm) additional in length. The cab was mounted on rubber mounts for an improved ride. Another innovation for the time was the use of cross-steering arrangement, giving the trucks a 37° turning radius. The cargo box space was increased over previous models and overload springs made optional on all variants to increase hauling capacity. In 1950, more new features were added as the 3-speed manualshift lever was relocated to the steering column instead of on the floor. A fluid drive standard transmission, with 3 or 4 speeds, became an available option. The front end and dashboard/gauge layout were redesigned for 1951.

1953 was the last year of the Pilot-house, but brought many new changes. The Truck-O-Matic transmission, a fully automatic transmission was available for ½ and ¾ton models. A longer 7 ft 6 in (2.29 m) bed became available, which would increase the wheelbase to 116 in (2,900 mm). And the new wide “step-style” rear fenders were added, which would continue to be used by Dodge up until the 1980s.

Van

See also: Dodge Ram Van

 1996 Dodge Ram Van Wagon

The B Series also refers to full-sized vans made by the Dodge division of Chrysler Corporation from 1970 (as early 1971 models) through 2003. During that time, they were originally numbered B100, B200, and B300; the numbers were later upped by 50 (B150, etc.) and finally multiplied by 10 (B1500, B2500, B3500) in the mid-1990s. The actual names were Dodge Sportsman, Dodge Tradesman, Dodge Van, at first; they later changed to Ram Van, Ram Wagon, and, briefly. There was also a Kary Van extended height model.

The cargo and passenger vans used the same frame and powerplants (both 6- and V8 engines), but the passenger vans had seats for up to 15 passengers (on the extended length, long-wheelbase Maxivans), dual air-conditioning systems (in later years), and large windows on both sides. The 15-passenger vans are today commonly used by military, commuters, church groups, scouts, urban camping, and some corporations. Throughout their run, two wheelbases were used: 109 in (2,800 mm) and 127 in (3,200 mm), with an extended length version based on the 127 in (3,200 mm) wheelbase. Engines ranged from the 198 in³ Slant Six (available only in 1970-71), to the 440 in³ V8 (only briefly available in the late 1970s), with factory compressed-natural-gas 318 in³ (5.2 L) engines available from around 1995 onwards, to fleet buyers only. A popular Kary Van (basically a factory-built cube van, instead of upfitted by an aftermarket company), which extended the cargo area height to 6 ft 2 in (1.88 m), was added in 1972. A sliding door was made optional in 1974; that same year, the original stamped aluminum grille was also replaced with a molded plastic part. A one-piece rear door and hard-service interior were made optional in 1975.

For many years, Dodge was the sales leader for vans, including conversions for tradespeople, ambulances, school buses, and campers, working with numerous upfitters to provide alternatives for customers. However, in 1979, the RV market crashed, and Dodge stopped making RV chassis; their van sales also dropped roughly in half. After that, upgrades to the “B-vans” came more slowly, especially as the vans’ utility was in some ways duplicated by the company’s own popular Plymouth Voyager and Dodge Caravan minivans.

In 1988, a 239 in³ (3.9 L) V6 originally developed for the Dodge Dakota mid-size pickup replaced the 225 in³ (3.7 L) Slant Six, and throttle body injection was given to the 318 V8. The 360 in³ (5.9 L) V8 gaining fuel injection and a roller camshaft in 1989. In 1990, rear wheel antilock brakes were made optional, along with a heavy-duty four-speed automatic transmission.

In 1992, the V6 and 5.2L V8 engines were fitted with sequential multiple-port fuel injection (SMPI) and a “barrel”-type intake manifold, which boosted power dramatically, and the outboard positions of the rear seat gained three-point belts. In the same year, compressed natural gas 5.2 L engines became optional for fleet buyers. The 5.9 L received the new intake and SMPI for 1993.

Numerous changes to the drivetrain, body, and suspension were made after 1993, as Dodge tried to make the vans more competitive, leading to a fairly sizeable redesign in 1998, which added numerous features, made the vans more driveable and safer, and added power to the 5.9 L V8 engine. More, and also substantial, changes were made for the 2000 model year, but little was changed from then until the final vans. Dodge stopped making the vans in June 2003, citing the expense of meeting future safety standards and slow sales. The Pillette Road plant in Windsor, Ontario which made the vans was closed down and later demolished.

• C Series (1950–1960)

Dodge C Series

Dodge C Series
Overview
Manufacturer	Chrysler
Production	1954-1960
Assembly	Warren, Michigan, United States Los Angeles, California, United States (until 1955)
Body and chassis
Class	Full-size pickup truck
Body style	2-door pickup
Layout	FR layout
Powertrain
Engine	241 cu in (3.9 L) V8 315 cu in (5.2 L) V8 318 cu in (5.2 L) V8 331 cu in (5.4 L) V8
Transmission	3-speed automatic 2-speed automatic
Dimensions
Wheelbase	108 in (2,743 mm) 116 in (2,946 mm)
Chronology
Predecessor	Dodge B Series
Successor	Dodge D Series

The C Series was a line of pickup trucks sold by Chrysler‘s Dodge division from 1954 to 1960. It replaced the Dodge B Series of trucks and was eventually supplanted by the Dodge D Series, introduced in 1961.

Unlike the B Series, which were closely related to Dodge’s prewar trucks, the C Series was a complete redesign. Dodge continued the “pilot house” tradition of high-visibility cabs with a wraparound windshield introduced in 1955. A two-speed “PowerFlite” automatic transmission was newly available that year.

Chrysler called the Hemi-powered Dodge trucks “Power Giant” in 1957, and introduced power steering and brakes, a three-speed automatic, and a 12-volt electrical system.

 1957 Dodge Sweptline pickup truck

A flat-sided (and thus wider) “Sweptline” cargo box came in 1959. The company also adopted the standard pickup truck numbering scheme, also used by Ford and GM at that time. Thus, the ½ ton Dodge was now called the D100. A traditional separate-fender body “Utiline” version was also built which had a GVWR of 9,000 lb (4,100 kg).

Engines (light-duty):

• 1957-1960; Flathead I6, 120 hp (89 kW)
• 1969; 241 in³ Red Ram V8, 133 hp (99 kW)
• 1959; 331 in³ FirePower V8, 172 hp (128 kW)
• 1957-1959; 315 in³ Red Ram V8, 204 hp (152 kW)
• 1959; 318 in³ A-type V8, 200 hp (150 kW)

• 

  1954-56 model

• 

  1957 model

• 

  1958-60 model

Medium-Duty/Heavy-Duty C Series

Main article: Dodge LCF Series

Since it still utilized the older cab design, the C Series name was continued for Dodge’s line of medium- and heavy-duty trucks (better known as the LCF Series) through the 1975 model year, long after most of Dodge’s other trucks had moved to the newer D Series designation.

External links

• Pickup Trucks.com
  • Dodge Trucks History: 1954 to 1956 C-Series Pickups
  • Dodge Trucks History: 1957 to 1960 Power Giant Pickups
• 1957-1959 Dodge D100 Sweptside Pickup

• Caliber (2006–2012)

Dodge Caliber

Dodge Caliber
Overview
Manufacturer	Dodge
Production	August 2006–November 2011
Model years	2007–2012
Assembly	United States: Belvidere, Illinois(Belvidere Assembly) Venezuela: Valencia, Carabobo
Body and chassis
Class	Compact car
Body style	5-door hatchback
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler PM/MK platform
Related	Mitsubishi Lancer Mitsubishi Outlander Mitsubishi RVR Jeep Compass Jeep Patriot
Powertrain
Engine	1.8 L World I4 (gasoline) 2.0 L World I4 (gasoline) 2.0 L VW I4 (t/c diesel) 2.4 L World I4 (gasoline) 2.4 L World I4 (t/c gasoline)
Transmission	5-speed Magna T355 manual 6-speed Aisin BG6 manual 6-speed Getrag DMT6 manual CVT Jatco JF011E automatic
Dimensions
Wheelbase	103.7 in (2,634 mm)
Length	173.8 in (4,415 mm)
Width	68.8 in (1,748 mm)
Height	60.4 in (1,534 mm) SRT-4: 59.7 in (1,516 mm)
Curb weight	3,052 lb (1,384 kg)
Chronology
Predecessor	Dodge Neon
Successor	Dodge Dart (PF)

The Dodge Caliber is a compact car that was produced by the Dodge division of Chrysler from model years 2007 to 2012. It replaced the Neon, which Chrysler had discontinued in 2005. The Caliber went on sale in March 2006 as a five-door hatchback; but with its appearance, it is sometimes considered a station wagon or a crossover. The Caliber was the smallest and the least expensive vehicle in the brand’s line-up until the 2013 Dodge Dart (PF) succeeded it.

Overview

The Caliber concept was revealed at the 2005 Geneva Motor Show and featured styling elements derivative of larger Dodge vehicles (notably Dodge Magnum), such as a crosshair grille, rough border angles, and flared fenders. The pre-production version showed some improvements over the concept model and has debuted on January 10, 2006 at the North American International Auto Show, with dealership availability starting in April.

The Caliber was built at the Belvidere Assembly (Illinois) plant, where its predecessor was produced. The Caliber was developed and released solely as a five-door hatchback during its run.

The Caliber was an important vehicle for Chrysler in its quest to expand globally. The Caliber was one of Dodge’s first modern offerings in Europe and in Asian markets such as Japan and Singapore, as it established new distribution channels there. It was also introduced in China in 2008 as Dodge’s second modern vehicle offering in that market. Dodge vehicles were last officially sold in China during the World War II era. The introduction of the Caliber had marked the return of the Dodge brand to Australia, for the first time since the early 1970s.

The Caliber in Japan joined the Chrysler PT Cruiser in 2007, as the PT Cruiser was offered since 2001, but as with previous Chrysler products sold in Japan, the width dimension exceeded Japanese Governmentdimension regulations, and Japanese consumers were liable for annual taxes for driving a larger car which affected sales. As Chrysler products were considered large to the Japanese market, Chrysler offered products that offered spacious interiors with four doors and one piece liftgates to broaden their appeal to the Japanese as a compromise for paying the annual tax for large vehicles.

The marketing plan for the first year of the Caliber’s production included 20% of the budget going towards online marketing, a blitz of print ads, and TV commercials.^[4] The Caliber was a reasonable sales success despite various criticisms” as Dodge’s entry-level model.

Features

The Dodge Caliber offers a continuously variable transmission (dubbed CVT2 by Dodge) sourced from Jatco (a Nissan subsidiary), the second DaimlerChrysler model to employ this technology after the Mercedes-Benz A-Class. It uses a four-cylinder 1.8-2.4 L World gasoline engine, designed jointly by Chrysler, Mitsubishi, and Hyundai.

The car features an optional electronically controlled all-wheel drive system with variable torque at speeds of 25 to 65 mph (40 to 105 km/h) for optimal handling.

The Caliber rides on a heavily modified GS platform, co-designed with Mitsubishi Motors. The modified GS platform is now called the JS platform by Chrysler for mid-size cars and PM/MK for compact cars. It shares a portion of the platform with the Mitsubishi Lancer, but is most similar to the Jeep Compass and Jeep Patriot. The Caliber wheels have a 5-hole pattern with a 114.3 mm bolt circle.

Safety

The Insurance Institute for Highway Safety (IIHS) gave the Caliber an overall Good score in frontal crash testing. The Dodge Caliber was standard with side curtain airbags, but torso side airbags were optional. The IIHS had scored the Caliber Marginal overall in their side impact test. However, that Caliber was not equipped with the optional torso side airbag.

Models

Three models were available at the Caliber’s launch, with a fourth available in mid-2006.

SE

 Dodge Caliber SE (US)

The base SE model features front-wheel drive and a 1.8 L 148 hp (110 kW) World I4 attached to a Magna Drivetrain T355 5-speed manual transmission. A 2.0 L 158 hp (118 kW) version of the engine paired with the CVT2 transmission was available as an option.

The standard configuration for the SE lacks air conditioning, power windows, door locks, or mirrors. The grille surround is body-colored, while that of all other models is chromed. Canadian SXT and R/T models feature body color grilles instead of chrome grilles. The Caliber SE doesn’t have a tachometer or assist handles, 15 in (38 cm) steel wheels with wheel covers are standard. Some options were not available on the SE.

For 2011, this model was named Express, reverting to SE for 2012. For 2012, the CVT transmission option was dropped only for the SE, leaving the five-speed manual transmission as the only available transmission option for the SE. The CVT continued to be offered in the SXT and SXT Plus models for 2012.

SXT

 Dodge Caliber SXT (Europe)

The SXT has the same engine choices as the SE but many more features are available as standard. Air conditioning is standard equipment at this level, including the Chill Zone beverage cooler inside the front lower glove compartment. The gauge cluster gains a tachometer and an (optional) trip computer. The driver’s seat adds height adjustment, the passenger seat folds flat for load-carrying, and the rear seats recline. Power windows, locks, mirrors, and remote keyless entry are included. The grille is chromed and 17 in (43 cm) steel wheels are standard, with 17 in (43 cm) aluminum wheels as an option. The cargo area light includes a removable and rechargeable flashlight while the front dome light incorporates two reading lamps.

 Dodge Caliber (Japan spec)

Some Dodge publications mention a SXT Sport Wagon model, while others (e.g. the Dodge website) list a SXT “E” package with identical features. This consists of 17 in (43 cm) aluminum wheels, color-keyed cloth seat inserts, color-matched instrument panel trim, along with fog lamps.

The UK SXT Sport model has 18 in (46 cm) alloy wheels, color-keyed cloth seats and instrument panel, and a 9-speaker audio system as standard; early UK models did not have the chrome grille. The UK SXT Sport was available with a Volkswagen 2.0 L diesel engine mated to a six-speed manual transmission.

For 2011, the Heat, Uptown, and Mainstreet were three available trim levels of the Caliber, reverting to SXT and SXT Plus in 2012.

R/T[edit]

 Dodge Caliber R/T

The R/T model has a 2.4 L 172 hp (128 kW) version of the World engine, equipped with the CVT2 transmission, and programmed with an ‘AutoStick’ feature giving six simulated fixed ratios in a clutchless manual mode in addition to the standard CVT ‘Drive’ mode. All-wheel-drive was an option on the R/T model until 2009, but with automatic transmission only. Eighteen-inch aluminum wheels were standard, while chromed versions were optional. At launch, the CVT2 with all-wheel drive was the only powertrain combination available for the R/T. A front-wheel drive variant with the T355 5-speed manual transmission commenced production in late summer 2006.ABS was standard, and the suspension and steering systems were tuned for performance.

Externally, the R/T is distinguishable by body-color/chrome door handles (replacing black on other models), a chrome side molding, chromed exhaust tip, and front fog lights as standard, as well as R/T badging.

Internally, the car came standard with color-keyed fabric seat inserts, while leather seats were an option as on the SXT. Color-keyed instrument panel trim was also standard, as well as a leather-wrapped steering wheel with audio controls and speed control, and a cargo area cover (all options on the SXT).

The R/T model was discontinued in 2010.

SRT4

 Dodge Caliber SRT4

See also: Street and Racing Technology

The SRT4 model that was introduced at the Chicago Auto Show in February 2006, was a replacement for the original Neon-based SRT-4 produced by Chrysler’s Street and Racing Technology group.

It was a hatchback set to compete with the Volkswagen GTI and the Mazdaspeed3. It featured a 2.4 L DOHC 16V turbocharged I4 with dual variable valve timing (DVVT). The engine produces 285 hp (213 kW) at 6,400 rpm, and 265 lb·ft (359 N·m) of torque at 5,600 rpm using the Mitsubishi TD04HL4S-20 turbo. Edmunds.com tested a Caliber SRT4 on a chassis dynamometer and obtained 281 hp (210 kW) and 261 lb·ft (354 N·m) of torque at the wheels. Edmunds called the manufacturer’s rating conservative; putting more power to the road than cars costing twice as much. This engine is mated to a Getrag six-speed manual transmission, and utilizes a front-wheel drive drivetrain. The Caliber SRT4 utilizes a MacPherson strut front suspension, and a multilink rear suspension. The SRT4 came with large 13.4 in (34 cm) vented front disc brakes (from the Dodge Charger Police Pack version) with dual-piston calipers and 11.9 in (30 cm) rear single-piston disc brakes. It also featured four-wheel ABS, with electronic assistance. The wheels are 19 in (48 cm), five-spoke, SRT-stamped, painted aluminum and equipped with Goodyear RSA 225/45R19 tires. Package options included polished aluminum wheels, Goodyear Eagle F1 Supercar tires, SIRIUS satellite radio with Kicker SRT livin’ loud audio, EVIC with performance pages, security alarm, and optional paint colors.

The SRT4 model of the Caliber was available through 2009.

Engines

 Turbocharged 2.4 L I4 World Engine (285 hp) Dodge Caliber SRT-4

Model	Year	Engine type	Power	Torque	Notes
SE, SXT	2007–2009	1.8 L World I4	148 bhp (110 kW)	125 lb·ft (169 N·m)	5-Speed Manual, FWD
	2007–2011	2.0L World I4	158 bhp (118 kW)	141 lb·ft (191 N·m)	CVT2 (2007–present), 5-Speed Manual (2010–2012), FWD
Diesel	2006–2007	2.0 L I4 turbo (from Volkswagen 140hp TDI BKD)	138 bhp (103 kW)	229 lb·ft (310 N·m)	Europe & Australia only, FWD (without DPF)
Diesel	2008–2011	2.0 L I4 turbo (from Volkswagen 170hp TDI BMR)	168 bhp (125 kW)	229 lb·ft (310 N·m)	Europe & Australia only, FWD (with DPF)
R/T	2007–2011	2.4 L World I4	172 bhp (128 kW)	165 lb·ft (224 N·m)	AWD: CVT2 (2007–2008), FWD: CVT2/5-Speed manual (2007–2011)
SRT-4	2008–2009	2.4 L World I4 turbo (“Warhawk”)	285 bhp (213 kW)	265 lb·ft (359 N·m)	6-Speed Getrag Manual, FWD

Total U.S. sales.

Calendar Year	Sales
2006	92,224
2007	101,079
2008	84,158
2009	36,098
2010	45,082
2011	35,049
2012	10,176
2013	45

Updates

2009

For the 2009 model, the Caliber underwent a minor facelift. The plain plastic black-colored door handle available on base models were replaced by painted car-colored handles previously available only on R/T. In addition, the trunk lid was reduced in weight and simplified in opening. In the interior, all panels were made black instead of grey. The “DODGE” badge that was on top of the Ram logo at the middle was shifted to the left, while “CALIBER” badge was moved to the right from the left, both equal in font size. The car model title, previously indicated on the right, was moved to the bottom right of the gate lid.

2010

The 2010 model year was unveiled at the 2009 Frankfurt Motor Show, featuring a refreshed interior design composed of metallic outlines and parts of glass to suppress the abundance of plastic materials on previous models, as well as the addition of an 8-way power drivers seat, heated mirrors, and an automatic climate control system previously available only on R/T. The dashboard also features the relocation of the glove box due to many customer complaints, which now occupies the spot over the radio panel and comprises a “push-open” lock instead of the previous “squeeze-and-pull” opening mechanism.

The 1.8 L engine was dropped from the SE and SXT models, and the SRT-4 model is discontinued. European market models receive a new 2.2 L diesel engine with 163 hp (122 kW) and 236-pound-force-foot (320 N·m) of torque that provides a combined city and highway fuel efficiency of 40.6 miles per US gallon (5.79 L/100 km; 48.8 mpg_-imp).

For the North-American markets, the models were renamed and re branded, with SE becoming “Main Street”, SXT — “Heat” and R/T — “Rush”. Two more models were launched in 2010: a luxury all-included variant “Uptown” and a base variant “Express” in which the black plastic handles returned. “Express” was the only model not to feature the automatic climate control as an option, the “Main Street” featured speed control, anti-lock brake system and electronic stability control, which were previously unavailable as options for SE. All models except “Express” featured 17-inch wheels.

2011

The 2011 model brought six new paint schemes, standard stability control except on Express models, Sirius traffic when equipped with a navigation system, 18-inch chrome-clad wheels available on Uptown models (17″ painted are standard), updated steering except on Express models, and new shocks and a thicker rear anti-roll bar on Rush and Heat models. The Caliber and the Nitro were the only two cars in the Dodge vehicle line-up to still feature the Ram logo on both fascia, rear and the steering wheel. The Dodge Nitro also featured driver and passenger’s floor mats. The logo was removed from the mats in Calibers with the 2009 model.

2012

For the 2012 model year, the models were renamed back to SE, SXT, and SXT Plus. The Plus version includes all the SXT items and 18-inch aluminum wheels with performance tires, as well as a 6-way power adjustable driver seat.^[15]

Reception

In October 2013, Top Gear magazine placed the Caliber on its list of “The 13 worst cars of the last 20 years”, describing the car as “Kind of like Kid Rock in car form, although marginally less annoying.”

Discontinuation

The 2010 Caliber was the last model sold in Europe. The 2011 model ended production on November 23, 2011 in United States, with the remainder being sold as the 2012 model year Caliber in both U.S. and Canada. A successor called the Dart, based on the Alfa Romeo Giulietta‘s platform, went on sale in June 2012 as the compact vehicle in Dodge’s lineup.

• Charger (B-body) (1966–1978)

Dodge Charger (B-body)

For the full series, see Dodge Charger.

Dodge Charger
Overview
Manufacturer	Chrysler Corporation
Production	1966–1978
Body and chassis
Class	Mid-size
Body style	2-door coupe
Layout	FR layout
Platform	B-body
Chronology
Successor	Dodge Magnum

The Dodge Charger is a mid-size automobile produced by Chrysler. The 1966–1978 Chargers were on the Chrysler B platform.

Origin of the Dodge Charger

 1965 Dodge Charger II Show Car

During the early-1960s, automakers were exploring new ideas in the personal luxury and specialty car segments. Chrysler, fast to enter the specialty car market, selected their Dodge Division to enter the marketplace with a bigger model to fit between the “pony car” Ford Mustang and the “personal luxury” Ford Thunderbird. The intention was to use the B-body for a sporty car with fastback look while sharing as much of their existing hardware as possible.

The fastback Charger was introduced in mid-season of the 1966 model year “in retaliation to the AMC Marlin, Ford Mustang, and Plymouth Barracuda“, but even though based on the existing Coronet, “it was style-wise a complete departure from the Dodge’s mainstream cars.” The 1965 Rambler Marlin, along with the Dodge Charger that arrived during the 1966 model year, were “the two cars set the standard for radical fastback design in American mid-size automobiles.” According to Richard M. Langworth, “because it was an intermediate like the Rambler Marlin, the Charger could have been an aesthetic disaster, but long side windows prevented its sweeping roof from looking too heavy.”

Burt Bouwkamp, Chief Engineer for Dodge during the 1960s and one of the men behind the Dodge Charger, related his experience during a speech in July 2004.

Lynn Townsend was at odds with the Dodge Dealers and wanted to do something to please them. So in 1965 he asked me to come to his office – for the second time. He noted that one of the Dodge Dealer Council requests was for a Barracuda type vehicle. The overall dealer product recommendation theme was the same – we want what Plymouth has. The specific request for a Mustang type vehicle was not as controversial to Lynn. His direction to me was to give them a specialty car but he said ‘for God’s sake don’t make it a derivative of the Barracuda‘: i.e. don’t make it a Barracuda competitor.

So the 1966 Charger was born.

“We built a Charger ‘idea’ car which we displayed at auto shows in 1965 to stimulate market interest in the concept. It was the approved design but we told the press and auto show attendees that it was just an “idea” and that we would build it if they liked it. It was pre-ordained that they would like it.”

First generation

First generation
Overview
Production	1966–1967
Assembly	United States: Detroit, Michigan(1966) Hamtramck, Michigan (1967)
Body and chassis
Related	Dodge Coronet Plymouth Belvedere Plymouth Satellite Plymouth GTX
Powertrain
Engine	318 cu in (5.2 L) 2bbl A V8 (1966) 318 cu in (5.2 L) 2bbl LA V8 (1967) 361 cu in (5.9 L) 2bbl B V8 (1966) 383 cu in (6.3 L) 2bbl B V8 (1967) 383 cu in (6.3 L) 4bbl B V8 426 cu in (7.0 L) 2×4bbl Hemi RB V8 440 cu in (7.2 L) 4bbl RB V8 (1967)
Transmission	A230 3-speed manual A833 4-speed manual TorqueFlite 3-speed automatic
Dimensions
Wheelbase	117.0 in (2,970 mm)
Length	203.6 in (5,170 mm)
Width	75.8 in (1,930 mm)

A “mid-1966 surprise was Dodge’s Coronet-based Charger fastback.” Sharing its chassis and front-end sheet-metal with the mid-sized Dodge Coronet, the Charger “still looked a lot like a Coronet or AMC’s conceptually similar Rambler Marlin … [and] substantially more expensive than either. The Charger with a $3,100 base price “was immediately paired up in the automotive press with American Motors’ year-old Marlin, another fastback specialty machine that came in at around $2,850” and some called the Charger “a good-looking Marlin.”

The Charger’s interior was different from all other cars with its back seats that folded down and created a station wagon or camper usefulness. “The Charger didn’t begin with the performance/ muscle car image, though you could get a Hemi with it.” The Charger evolved into possibly the top Chrysler-made muscle car.

The 1966 and 1967 model years of the Charger are also the only Dodge cars that displayed the Fratzog Emblem on the grill as well as the trunk hatch.

1966

On January 1, 1966, viewers of the Rose Bowl were first introduced to the new “Leader of the Dodge Rebellion”, the 1966 Charger. The Charger’s debut also followed by a half model year the introduction of a new street version of the 426 cu in (7.0 L) Chrysler Hemi engine. With the Charger, Dodge had a new model to build a performance image to go along with this engine.

Designed by Carl “CAM” Cameron, the Dodge Charger introduced a fastback roofline and a pot-metal “electric shaver” grille. The grille used fully rotating headlights (180 degree) that when opened or closed made the grille look like one-piece unit. Hidden headlamps were a feature not seen on a Chrysler product since the 1942 DeSoto. In the rear of the new Dodge, the fastback design ended over a full-width six-lamp taillight that featured chromed “CHARGER” lettering.

 1966 Charger instrument panel

Inside, the standard Charger featured a simulated wood-grain steering wheel, four individual bucket seats with a full length console from front to rear. The rear seats and rear center armrest pad also folded forward while the trunk divider dropped back, which allowed for generous cargo room. Numerous interior features were exclusive to the Charger including door panels, courtesy lights, as well as premium trim and vinyl upholstery. The instrument panel did not use regular bulbs to light the gauges, but rather electroluminescence lit the four chrome-ringed circular dash pods, needles, radio, shifter-position indicator in the console, as well as clock and air conditioning controls if equipped. The dash housed a 0 to 6000 rpm tachometer, a 0 to 150 mph (240 km/h) speedometer, as well as alternator, fuel, and temperature gauges as standard equipment.

Engine selections consisted of only V8s, though a straight-six engine became standard by 1968. 1966 transmissions included a three-speed steering-column mounted manual with the base engine, a console mounted four-speed manual, or three-speed automatic. In 1966, four engines were offered: the base-model 318 cu in (5.2 L) 2-barrel, the 361 cu in (5.9 L) 2-barrel, the 383 cu in (6.3 L) 4-barrel, and the new 426 Street Hemi. Only 468 Chargers were built with the 426.

Total production in 1966 came to 37,344 units for the mid-model year introduction.

 1967 Charger NASCAR Spoiler

In 1966, Dodge took the Charger into NASCAR in hopes that the fastback would make their car a winner on the high-banks. However the car proved difficult to handle on the faster tracks because its body generatedlift. Drivers would later claim that “it was like driving on ice.” To solve this problem Dodge installed a small lip spoiler on the trunk lid that improved traction at speeds above 150 mph (240 km/h). This was made a dealer-installed option in late-1966 and in 1967 because of NASCAR rules (with small quarter panel extensions in 1967). The 1966 Charger was the first U.S. production vehicle to offer a spoiler. David Pearson, driving a #6 Cotten Owens-prepared Charger, went on to win the NASCAR Grand National championship in 1966 with 14 first-place finishes.

1967

The 1967 model year Charger received minor changes. Outside, new fender-mounted turn signals were introduced and this would serve as the main external identifier between a 1966 and 1967 Charger. A vinyl roof became available. Inside, the full length console was eliminated to satisfy customer complaints about the difficulty for entry and exit from the back seats. It was replaced with a regular sized console. Bucket seats were standard, but a folding armrest/seat and column shifter was an option allowing three people to sit up front.

The 440 “Magnum” was added and the 361 cu in (5.9 L) V8 was replaced by a 383 cu in (6.3 L) engine. The 440 was rated at 375 bhp (280 kW) with a single 4-barrel carburetor. The 318 two-barrel “LA” Chrysler LA engine was now the base engine with wedge-shaped combustion chambers, unlike the previous 1966 polyspherical (or “poly”) design, it was rated at 230 bhp (170 kW). The 383 4-barrel rated at 325 bhp (242 kW) and the 426 Street Hemi rated at 425 bhp (317 kW) remained as options. A mere 27 Chargers were built with the 426 engine.

Sales of the 1967 Chargers dropped to half of the previous introductory half-year with a total of 15,788 units. According to automotive historian Patrick Foster, both the AMC Marlin and the very similar looking first generation Dodge Charger “flopped on the market as sporty car buyers were showing their preference for compact pony cars.”

Second generation

Second generation
Overview
Production	1968–1970
Assembly	United States: Detroit, Michigan Hamtramck, Michigan Los Angeles, California St. Louis, Missouri
Body and chassis
Related	Dodge Coronet Plymouth Belvedere Plymouth Satellite Plymouth GTX Plymouth Road Runner
Powertrain
Engine	225 cu in (3.7 L) 1bbl I6 (1969-70) 318 cu in (5.2 L) 2bbl LA V8 383 cu in (6.3 L) 2bbl B V8 383 cu in (6.3 L) 4bbl B V8 426 cu in (7.0 L) Hemi 2×4bbl RB V8 440 cu in (7.2 L) 4bbl RB V8 440 cu in (7.2 L) 2×3 RB (1970)
Transmission	A904 3-speed automatic A727 3-speed automatic A230 3-speed manual A833 4-speed manual
Dimensions
Wheelbase	117 in (3,000 mm)
Length	208 in (5,300 mm) (1968) 207.9 in (5,280 mm) (1969-70)
Width	76.7 in (1,950 mm) (1968-69) 76.6 in (1,950 mm) (1970)
Height	53.2 in (1,350 mm) (1968-69) 53.0 in (1,350 mm) (1970)

1968

The entire B-body lineup for 1968 was redesigned and the Charger was further differentiated from the Dodge Coronet models. Designer Richard Sias developed a double-diamond coke bottle profile with curves around the front fenders and rear quarter panels. Front and rear end sheet metal was designed by Harvey J. Winn. The rear end featured a “kick up” spoiler appearance, inspired by Group 7 racing vehicles. On the roof, a “flying buttress” was added to give the rear window area a look similar to that of the 1966-67 Pontiac GTO. The Charger retained its full-width hidden headlight grille, but a vacuum operated cover replaced the electric motor rotating headlights. The previous full-width taillights were replaced with dual circular units at the direction of Styling Vice President, Elwood P. Engel. Dual scallops were added to the doors and hood.

Inside, the interior was new with a conventional fixed rear seat replacing the folding bucket seat design. The conventional trunk area included a vinyl mat, rather than the previous model’s carpeted cargo area. The center console in the front remained, but there was no center armrest. The tachometer was now optional instead of standard and the electroluminescent gauges disappeared in favor of a conventional design.

The standard engine was the 318 cu in (5.2 L) 2-bbl V8, until it was replaced in mid-year with a 225 cu in (3.7 L) slant-six. The 383-2 and 383-4 remained unchanged. A new high-performance package was added, the R/T (“Road/Track” with no ‘and’ between Road and Track). The R/T came standard with the previous year’s 440 “Magnum” and the 426 Hemi was optional.

In 1968, Chrysler Corporation began an ad campaign featuring a cartoon bee with an engine on its back featuring models called the “Scat Pack”. The Coronet R/T, Super Bee, Dart GTS, and Charger R/T received bumble-bee stripes (two thin stripes framing two thick stripes). The stripes were standard on the R/Ts and came in red, white, or black, but could be deleted at no extra cost.

The 1968 model year Charger sales increased to 96,100, including over 17,000 Charger R/Ts.

• 

  1968 Dodge Charger R/T

• 

  1968 Dodge Charger R/T

1969

 1969 Dodge Charger

There were two different 383 engines available in 1969: 2-barrel and 4-barrel. The 2-barrel was rated at 290 hp. The four barrel engine was rated at 330 hp and was identified by the “pie tin” on the air cleaner as “383 / FOUR BARREL”. The 330-hp engine was unique to the Charger model in 1969. While this engine was available with an un-silenced air cleaner option, it differed internally from the 335-hp 383 “Magnum”. In 1969 the B-series engines were all painted turquoise with the exception of the 383 four speed, 440 Magnum and 426 hemi which were painted Street Hemi Orange. The 335-hp 383 Magnum engines were also painted Street Hemi Orange. The 383 Magnum motor was used in Road Runners and Super Bees, but did not appear in a Charger body until 1971. Differences between the 330-hp 383 4-barrel and 335-hp 383 magnum were mostly internal. Both versions used the Carter AVS carb and the larger exhaust manifolds from the 440 magnum engines, but the magnum had a windage tray in the oil pan. The cams shaft profiles were different, as were the valve springs.

The 1969 model year brought few modifications. Exterior changes included a new grille with a center divider and new longitudinal taillights both designed by Harvey J. Winn. A new trim line called the Special Edition (SE) was added. This could be available by itself or together with the R/T, thus making an R/T-SE. The SE added leather inserts to the front seats only, chrome rocker moldings, a wood grain steering wheel, and wood grain inserts on the instrument panel. A sunroof was added to the option list, but was ordered on only 260 Chargers. The bumble bee stripes returned as well, but were changed slightly. Instead of four stripes, it now consisted of a wide stripe framed by two smaller stripes. In the middle of the stripe, an R/T cutout was placed. If the stripe was deleted, a metal R/T emblem was placed where the R/T cutout was. Total production was around 89,199 units.

 Bo & Luke Duke popularized the 1969 Dodge Charger in The Dukes of Hazzard

The television series The Dukes of Hazzard (1979–1985) featured a 1969 Dodge Charger that was named The General Lee. “The General” sported the Confederate battle flag painted on the roof and the words “GENERAL LEE” over each door. The windows were always open, as the doors were welded shut. The number “01” is painted on both doors. Also, when the horn button was pressed, it played the first 12 notes from the de facto Confederate States anthem “Dixie“. The car performed spectacular jumps in almost every episode, and the show’s popularity produced consumer interest in the car.

Charger 500

 Dodge Charger 500

In 1968, the NASCAR inspired Charger R/T failed to beat the Ford cars (the Ford Torino Talladega and the Mercury Cyclone Spoiler II) on the high-banks oval-tracks. Wind tunnel tests showed the tunneled rear window caused lift and the gaping mouth induced drag. As a result, Dodge made the rear window flush with the rest of the roof and put a 1968 Coronet grille in the front.

The original Charger 500 prototype was a 1968 Charger R/T with a 426 Hemi and automatic transmission. The prototype was painted in B5 Blue with a white stripe, as well as a white interior. The Charger 500 was one of three models introduced in September 1968. Standard engine was the 440 Magnum, but factory literature claims the 426 Hemi was standard. The Charger 500 had the Torqueflite standard and the same equipment standard as the R/T.

A total of 500 Charger 500s were made, of which only 67 had the 426 Hemi engine; 27 with a 4-speed and 40 with an automatic transmission.

Charger Daytona

Main article: Dodge Charger Daytona

 Dodge Charger Daytona

Dodge was not satisfied with the results of the Charger 500. The car was not enough to beat the other aerocars on the NASCAR circuit. After months of research and development, including at the aftermarket shop, Creative Industries, the Dodge Charger Daytona was introduced on April 13, 1969. It quickly received over 1,000 orders.

Chrysler made many attempts at improving the aerodynamics of the 500 by adding noses rumored to be up to 23 in (580 mm) long. The Charger Daytona finally received an 18 in (460 mm) nose. The full size Charger Daytona was tested with an 18 in (460 mm) nose at the Lockheed-Martin Georgia facility. The test was a success and the project was greenlighted. The nose piece was only part of the innovation. The Charger Daytona also received a 23 in (580 mm) tall wing in rear. This wing was bolted through the rear quarter panels and into the rear subframe. Although proven to be less effective than shorter wing designs, the tall wing was considered necessary to avoid interfering with operation of the trunk lid. The tall wing also helped out in an unintended way, by giving the car directional stability due to its deeply splinted sides.

The Charger Daytona engineering model was tested on the Chelsea, Michigan Chrysler Proving Grounds on July 20, 1969. Driven by Charlie Glotzbach and Buddy Baker, it was clocked at 205 mph (330 km/h) with a small 4-bbl. carb. The Charger Daytona’s nose made 1,200 pounds of downforce and the wing made 600 pounds of downforce. The Dodge styling department wanted to make changes to the Charger Daytona as soon as they saw it, but was told by Bob McCurry to back off; he wanted function over finesse.

The Charger Daytona introduced to the public had a fiberglass nose without real headlamps and a wing without streamlined fairings. The media and public loved the car, but were mystified by the reverse scoops on the front fenders. The PR representatives claimed it was for tire clearance. Actually, they reduced drag 3%.

The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb·ft (650 N·m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential. Optional was the 426 Hemi with 425 hp (317 kW) and 490 lb·ft (660 N·m). The 426 Hemi was also available with the no cost option of the A833 4-Speed Manual. Only 503 Charger Daytonas were built, 433 were 440 Magnum 139 4-Speed and 294 Torqueflite; 70 were 426 Hemi power, 22 4-Speed and 48 Torqueflite.

In the end, the Daytona was brought down by the decision to make the 1970 Plymouth Superbird the only Chrysler winged car for the model year. While Daytonas were raced through the 1970 season, only one Daytona was raced until 1971 (in the 1971 Daytona 500) when NASCAR decreed that engine displacement of wing cars would be limited to 305 cu in (5.0 L). That particular car, driven by Dick Brooks finished in seventh place.

1970

 1970 Dodge Charger

In 1970, the Charger was changed slightly. This would be the last year of the 2nd generation Charger and featured a large wraparound chrome bumper and the grille was no longer divided in the middle. New electric headlight doors replaced the old vacuum style. The taillights were similar to those used in 69, but 500 and R/T models came with a new more attractive taillight panel. On the R/T, new rear-facing scoops with the R/T logo were mounted on the front doors, over the door scallops. A new 440 or HEMI hood cutout made the option list for this year only.

Dodge painted the hood scallop inserts black and put the silver engine callouts on top. New “High Impact” colors were given names, such as Top Banana, Panther Pink, Sublime, Burnt Orange, Go Mango and Plum Crazy (sometimes nicknamed “Statutory Grape”). The 500 returned for another year, but as a regular production Charger.

Interior changes included new high-back bucket seats, the door panels were also revised and the map pockets were now optional instead of standard. The ignition was moved from the dash to the steering column (as with all Chrysler products this year), and the glove box was now hinged at the bottom instead of the top as in 1968-69. The SE “Special Edition” trim option added luxury features and was available in as the 500 SE and R/T SE models. The all new pistol grip shifter was introduced, along with a bench seat, a first for the Charger since its debut.

A new engine option made the Charger’s list for the first time, the 440 Six Pack. With three two-barrel carburetors and a rating of 390 hp (290 kW), it was one of the most exotic setups since the cross-ram Max Wedge engines of the early 1960s. The Six Pack was previously used on the mid-year 1969 Dodge Super Bee and Plymouth Road Runner. Despite this new engine, production slipped again to 46,576 mainly due to the new E-body Dodge Challenger pony car, as well as rapidly increasing automobile insurance rates. In the 1970 NASCAR season, the 1970 Charger had ten wins, more than any other car, including the 1969 Dodge Charger Daytonas and Plymouth Superbirds, thus giving Bobby Isaac the Grand National Championship.

Third generation

Third generation
1971 Dodge Charger
Overview
Production	1971–1974
Assembly	United States: Detroit, Michigan Hamtramck, Michigan Los Angeles, California(1971 only) St. Louis, Missouri
Body and chassis
Related	Dodge Coronet Plymouth Satellite Plymouth GTX Plymouth Road Runner
Powertrain
Engine	225 cu in (3.7 L) I6 318 cu in (5.2 L) V8 340 cu in (5.6 L) V8 360 cu in (5.9 L) V8 400 cu in (6.6 L) V8 426 cu in (7.0 L) V8 440 cu in (7.2 L) V8
Transmission	3-speed automatic 3-speed manual 4-speed manual
Dimensions
Wheelbase	115.0 in (2,921 mm)
Length	205.0 in (5,207 mm)
Height	53.0 in (1,346 mm)

1971

The 1971 model year introduced a new third generation Charger that was characterized by a new split grille and more rounded “fuselage” bodystyle. The interiors were like those of the E-body and were now shared by the Plymouth B-body, the Plymouth Satellite Sebring and Road Runner. The hidden headlights were now optional. A rear spoiler and a “Ramcharger” hood were new options. This hood featured a pop-up scoop mounted above the air cleaner controlled by a vacuum switch under the dash. On Plymouth Road Runners it was called the “Air Grabber” hood, and it was previously used on the Coronet R/T and Super Bee.

Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. Thus for one year only, the Charger Super Bee became part of the Charger lineup. From 1971 to 1974, Charger models used the Coronet’s VIN prefix of “W”.

The Dodge Super Bee made the move from the Coronet line to the Charger line for 1971 only, after which this model was discontinued. Several other models were carried over from 1970, including the 500, R/T, and SE. Sales of the R/T declined due in part to higher insurance costs. A total of 63 Hemi versions were built, and 2,659 were built with other engines that year. Increasing insurance rates, combined with higher gasoline prices, reduced sales of most muscle cars and 1971 was the last year of availability for the 426 Hemi “Elephant engine” in any car. The 1971 model year was the last for the 440 Six-Pack engine (although some early Dodge literature (August 1971 press) stated that this engine was available for 1972. However, a few factory installed six-pack Chargers and 6BBl Road Runners were built early in the production run). In the Super Bee’s final year, the 340 became a $44 option over the standard, low-compression 383 .

The “Hi-Impact” colors were discontinued after the 1971 model year; with a 1971-only “Citron Yella”.

 1972 Dodge Charger

1972

The 1972 Charger introduced a new “Rallye” option to replace the R/T version. The SE was differentiated from other 1972 Chargers by a unique formal roof treatment and hidden headlights. The 383 engine was replaced with a lower compression 4-barrel 400, while the 440 engine were still available, rated at net 280 hp (209 kW; 284 PS) rating instead of the previous 350 hp (261 kW; 355 PS) gross values. The ratings went down as the net horsepower measure was more realistic. Also beginning in 1972, all engines featured hardened valve seats to permit the use of regular leaded or unleaded gasoline rather than leaded premium fuel as in past years due to tighter emissions regulations. Though the 440+6 (designating a triple 2-barrel carb setup and 310 bhp (231 kW; 314 PS) was listed in the early 1972 sales literature, it was found in the August 1971 testing that this engine would not meet the new and more stringent 1972 emissions laws. The low-compression 4-barrel 440 Magnum 280 hp (209 kW; 284 PS) with a 4-barrel carburetor became the top engine, and the optional Pistol-Grip 4-speed Hurst manual shifter could be coupled to the 340, 400, and 440 Magnum engines. The Ramcharger hood scoop was discontinued, as well as elimination of optional lower geared performance rear axle ratios and extra heavy duty suspensions. It was also the final year for the Dana 60 differential, and was available only in combination with the 440/4 speed, heavy duty suspension, and the 3.54:1 rear axle ratio.

The only remaining “Hi-Impact” color choices were “Hemi Orange” (EV2) and “Top Banana” (FY1), the latter was available under different names through 1974.

1973

 1973 Dodge Charger

 Unusual triple opera window on 1973 Dodge Charger SE

For 1973, the Chargers received new sheet metal (though at first glance only the rear roof “C-Pillars” looked different) and were in fact longer, wider, and slightly taller than the 1971-72 cars. Also new were vertically slatted taillights and new grills. Hidden headlights were dropped, even as an option. The 318 was still standard, with the 340 (available only on the Rallye), 360 (2-barrel only), 400 (low power 2-barrel/single exhaust and high performance 4-barrel/dual exhaust) and 440 remaining as options. The SE models had a new roof treatment that had a “triple opera window” surrounded by a canopy-style vinyl roof. All other models had a new quarter window treatment, discontinuing its AMC Gremlin-style window in favor of a more conventional design. Total sales this year were around 108,000 units, the highest ever for the 1971-74 Charger generation, though more than 60 percent of the cars had the non-high performance engines. The 1973 Chargers, and all Chrysler products, were equipped with 5 mph bumpers, front and rear.

1974

 1974 Dodge Charger

The 1974 model year saw only minor changes that included new color choices, a softer grain pattern on interior surfaces, and a slight increase in the size of the rubber bumper tips. The 340 option was dropped and the 360 4-bbl replaced the 340 as the small block performance engine. All other engine options remained the same. Several performance rear end ratios, including a 3.23 “Sure Grip” rear end were still available. A four speed transmission was still an option except with the 440 engine. Emphasis now turned to luxury instead of performance with higher sales for the SE model. The Charger, was no longer considered a performance model as it turned into a personal luxury car. The muscle car era came to a close, and the 1974 Dodge Charger would be the final year. The 1974 also came with a 360 cu in (5.9 L) 2-bbl V8, with a K in the fifth symbol in the vehicle identification number.

The 1971-74 Chargers were campaigned in NASCAR, with Buddy Baker, Bobby Isaac, Dave Marcis, and Richard Petty scoring several wins. Richard Petty won 25 races with this body style between 1972 and 1977 as NASCAR allowed the Chargers to run a few years longer than normal, as Chrysler did not have anything else to replace it. A 1974 bodied Charger driven by Neil Bonnett scored Dodge’s last NASCAR victory (until 2001) at the December 1977 Los Angeles Times 500. Richard Petty has proclaimed this body style as his favorite car that he ran during his career.

Fourth generation

1975

Fourth generation
Overview
Production	1975–1978
Assembly	United States: Detroit, Michigan Hamtramck, Michigan St. Louis, Missouri
Body and chassis
Related	Dodge Coronet Chrysler Cordoba Plymouth GTX Plymouth Fury
Powertrain
Engine	318 cu in (5.2 L) V8 360 cu in (5.9 L) V8 400 cu in (6.6 L) V8
Transmission	3-speed automatic 3-speed manual 4-speed manual
Dimensions
Wheelbase	115.0 in (2,921 mm)
Length	216.0 in (5,486 mm)
Height	52.0 in (1,321 mm)

 Dodge Charger

In 1975, the Dodge Charger and Chrysler Cordoba shared the same all new body based on the B platform. The Chrysler Cordoba had replaced the Plymouth Satellite Sebring. The Charger SE (Special Edition) was the only model offered. It came with a wide variety engines from the 318 cu in (5.2 L) “LA” series small block V8 to the 400 cu in (6.6 L) big block V8. The standard engine was the 360 cu in (5.9 L) small block. Sales in 1975 amounted to 30,812. Because of the extreme squareness of the bodystyle, NASCAR teams were forced to rely on the previous years (1974) sheetmetal for race-spec cars. In order for Dodge to be represented, NASCAR allowed the 1974 sheetmetal to be used until January 1978, when the new Dodge Magnum was ready for race use. In 1976 a Dodge Charger was one of two NASCAR stock cars to compete in the 24hrs at LeMans, having been modified with head-lamps, tail-lamps and windshield wipers. It was driven by Herschel and Doug McGriff and sponsored by Olympia Beer, earning the nickname “Oly Express”.

1976

In 1976, the model range was expanded to four models; base, Charger Sport, Charger SE and the Charger Daytona. The base and Sport models used a different body than the SE and Daytona, and were essentially a rebadging of what had been the 1975 Dodge Coronet 2-door models — and available with a 225 cu in (3.7 L) Slant Six, which was not offered on the SE and Daytona. The Charger Daytona was introduced as an appearance package with either the 360 or 400 engine. Sales increased slightly to 65,900 units in 1976.

1977

In 1977, the base Charger and Charger Sport were dropped as this body style became part of the newly named B-body Monaco line, and only the Charger SE and Charger Daytona were offered. Sales dropped to 36,204.

1978

In 1978, its final year as a B-Body, only 2,735 Chargers were produced. Charger sold in the same market segment as the Magnum that also was a B-body car.

• (Shelby) Charger (L-body) (1983–1987)
• Colt (1971–1994)

Dodge Colt

For the 1992 and later Dodge/Plymouth Colt wagons, see Mitsubishi RVR.

Dodge Colt
Overview
Manufacturer	Mitsubishi Motors
Also called	Plymouth Champ Plymouth Colt Eagle Summit Plymouth Cricket
Model years	1971–1994
Assembly	Kurashiki, Okayama, Japan
Body and chassis
Class	Compact (1971–1979) Subcompact (1979–1994)
Chronology
Successor	Dodge/Plymouth Neon Eagle Summit (For sedan, U.S. only)

The Dodge Colt and the similar Plymouth Champ and Plymouth Colt, were subcompact cars sold by Dodge and Plymouth from 1970 (MY1971) to 1994. They were captive imports from Mitsubishi Motors, initially twins of the rear-wheel drive Galant and Lancer families before shifting to the smaller front-wheel drive Mitsubishi Mirage subcompacts in 1979. With the 1994 introduction of the Dodge/Plymouth Neon, Chrysler felt no need to continue selling captive imports under these badges, although the Eagle Summit (also a Mirage clone) continued to be available until 1996.

First generation

First generation
Overview
Also called	Mitsubishi Colt Galant Mitsubishi Galant Plymouth Cricket (CDN)
Production	1971–1973
Body and chassis
Body style	2-door coupe 2-door hardtop (pillarless coupe) 4-door sedan 5-door station wagon
Layout	FR layout
Powertrain
Engine	1.6 L 4G32 I4
Dimensions
Wheelbase	2,420 mm (95 in)

 1973 Dodge Colt HT Coupe

Introduced in 1970 as model year 71, the first generation Dodge Colt was a federalized first generation Mitsubishi Colt Galant. Available as a two-door pillared coupe, two-door hardtop, 4-door sedan, and 5-door wagon, the Colt had a 1,597 cc (97.5 cu in) four-cylinder engine. The unibody layout was traditional, front engine and rear-wheel drive withMacPherson struts in front and a live rear axle. Standard transmission was a four-speed manual, with a three-speed automatic being an option. The engine initially produced 100 hp, but this dropped to 83 in 1972 when stricter emissions standards took effect. For 1973 a sporty GT hardtop coupe was added, featuring rally stripes, sport wheels and a center console amongst other features. The Dodge Colt was originally intended to be Chrysler’s answer to the AMC Gremlin, Ford Pinto and Chevrolet Vega but because it came from Mitsubishi and was not a true Chrysler product, the first Colts actually competed more directly with Japanese imports, such as the Toyota Corolla and Datsun 510.

Second generation

Second generation
Overview
Also called	Mitsubishi Galant Chrysler Galant/Valiant Galant (AUS) Plymouth Colt (CDN) Plymouth Cricket (CDN)
Production	1974–1977
Body and chassis
Body style	2-door hardtop (pillarless coupe) 2/4-door sedan 5-door station wagon
Layout	FR layout
Powertrain
Engine	1.6 L 4G32 I4 2.0 L G52B I4
Dimensions
Wheelbase	2,420 mm (95 in)

 Lightly modified Dodge Colt wagon with post-1975 larger bumpers

Based on the underpinnings of the first generation model, Galant sedans and coupes received a new, somewhat rounder body in 1973, while wagons continued with the old body and new nose. The new version, with single headlights rather than the doubles of the previous generation, became the 1974 Dodge Colt in the US, available in the same bodystyles as the first one. The base engine also remained the same, but a larger G52B “Astron” engine became optionally available (standard in the GT coupe). This one developed 96 hp at 5,500 rpm. Ratings varied from 79-83 hp for the smaller one and 89-96 hp for the larger engine in different publications.

A four-speed manual or three-speed automatic remained available, but for 1977 a five-speed became available (standard in the GT and Carousel coupes). The Carousel, introduced in 1975 along with larger bumpers, was more luxurious and carried a blue and white paintjob. For 1977, the “Silent Shaft” version of the smaller engine became available, and was fitted as standard equipment in GT and Carousels. The introduction of the new Dodge Colt “Mileage Maker” meant there was a mix of second and third generation models in 1977. Second generation 2-door hardtops and wagons continued alongside 2- and 4-door “Mileage Makers”. The wagon was also available with an “Estate” package, including wood grain applique and adjustable reclining seats.

Third generation

1978 Plymouth Colt (Canada)

Front view

Rear view

Third generation “Mileage Maker”
Overview
Also called	Mitsubishi Lancer Plymouth Colt
Production	1977–1979
Body and chassis
Body style	2-door coupe 4-door sedan
Layout	FR layout
Powertrain
Engine	1.6 L 4G32 I4
Dimensions
Wheelbase	2,340 mm (92 in)

Third generation wagon
Overview
Also called	Mitsubishi Galant Sigma Chrysler Sigma Mitsubishi Sigma, Colt Sigma
Production	1978–1981
Body and chassis
Body style	5-door station wagon
Layout	FR layout
Related	Mitsubishi Galant Lambda Dodge Challenger
Powertrain
Engine	1.6 L 4G32 I4 2.6 L 4G54 I4
Dimensions
Wheelbase	2,515 mm (99 in)

The third generation Dodge Colt was effectively made up of two lines: coupes and sedans were of a smaller, Lancer-based series, while the Wagons were based on the new Mitsubishi Galant Sigma. In late 1976, for the 1977 model year, the smaller A70-series Mitsubishi Lancer became the Dodge Colt, with two-door coupe and four-door sedan bodies. While the wheelbase was only slightly shorter than that of the second generation Colt, overall length was down from 171.1 to 162.6 inches (4,346 to 4,130 mm). The new Colt was also referred to as the Dodge Colt “Mileage Maker” to mark it as different from its larger predecessor. Second generation Coupe and Wagon versions remained for the 1977 model year.

The engine was the familiar 4G32 iteration of Mitsubishi’s Saturn engine family, of 1,597 cc and still with 83 hp at 5,500 rpm. A “Silent Shaft” (balance shaft) version of this engine along with a five-speed manual transmission (instead of the standard four speeds) were part of a “Freeway Cruise” package, which also included a maroon/white paintjob. For ’78 power dropped to 77 hp with the introduction of the “MCA-Jet” high-swirl system.

For 1978 a new, larger Dodge Colt Wagon arrived, a rebadged Mitsubishi Galant Sigma. It came with the same 1.6-litre MCA-Jet four as the smaller sedans and coupes, but a 2.6-litre, 105 hp (78 kW) Astron engine was an option. While the last year for the Lancer-based Colts was 1979, the wagon lingered on alongside the front-wheel drive Mirage-based fourth generation until 1981 when it was effectively replaced by the domestic Dodge Aries K wagon.

Fourth generation

Fourth generation
Overview
Also called	Mitsubishi Mirage/Colt Mitsubishi Lancer Fiore Plymouth Colt Plymouth Champ
Production	1978–1984
Body and chassis
Body style	3-door hatchback 5-door hatchback
Layout	FF layout
Powertrain
Engine	1.4 L 4G12 I4 1.6 L 4G32 I4 1.6 L 4G32T turbo I4

From late-1978 for model year 1979, the Dodge Colt and Plymouth Champ nameplates were applied to the front-wheel-drive Mitsubishi Mirage imports into North America. The Colt and Champ (Plymouth Colt after 1982) was a 3-door hatchback, and came in Standard or Custom equipment levels. These imports used a 70 hp Mitsubishi Orion 4G33 1.4-liter overhead-cam, four-cylinder engine at first, which received the highestUnited States Environmental Protection Agency fuel economy rating in its debut year. This engine was joined by the 1.6-liter 4G32 Saturn engine (80 hp) at the end of the year. There were three manual transmissions and one automatic transmission available. There was a KM110 four-speed manual transmission, or a novel “Twin Stick” (Mitsubishi Super Shift) version of the transmission that used a two-speed transfer case to give 8 forward and 2 reverse speeds. There was also the option of a KM119 five-speed manual transmission or a TorqueFlite three-speed automatic transmission.

Colt US Sales[5]
Year	3-door	5-door
1979	60,521	—
1980	83,711	—
1981	84,144	—
1982	52,355	22,675
1983	46,479	27,192
1984	44,724	19,657

For 1982 a five-door hatchback joined the lineup. The names of the equipment levels changed to “E” and “DL”. At some point claimed power dropped to 64 and 72 hp respectively for the small and large engines, while the 1.6 was only available with the automatic transmission. In August 1983, for the 1984 model year (which was to be the last year of this model of Colt), the GTS Turbo model arrived along with a naturally aspirated GTS package. Unique for North America – the turbocharged Colt/Mirages sold elsewhere had a 1.4-litre engine – this used the fuel-injected 1.6-litre 4G32T engine also seen in the next-generation Colt, providing 102 hp (76 kW) at 5500 rpm and considerable performance. It, too, featured the eight speed Twin Stick transmission and also received ventilated brakes in front. Both GTS models, available with three-door bodywork only, received a larger 13.2 US gal (50 L) gas tank rather than the E and DL’s 10.6 US gal (40 L) tank.^[9] They also featured a sporty appearance with uprated suspension, blacked out trim details, and a sizable front air dam.

Fifth generation

For the Dodge/Plymouth Colt Vista, see Mitsubishi Chariot.

Fifth generation
1987-1988 Dodge Colt three-door
Overview
Also called	Mitsubishi Mirage Mitsubishi Colt Mitsubishi Lancer Eagle Vista (CDN) Plymouth Colt
Production	1984–1988
Body and chassis
Body style	3/5-door hatchback 4-door sedan 5-door station wagon
Layout	Front engine, front-wheel drive /four-wheel drive
Powertrain
Engine	1.5 L G15B I4 1.6 L 4G32 turbo I4 1.8 L 4G37 I4 (4×4 Wagon)
Transmission	3-speed automatic 4/5-speed manual
Dimensions
Wheelbase	93.7 in (2,380 mm)
Length	Hatch: 157.3 in (3,995 mm) Sedan: 157.3 in (3,995 mm)
Width	63.8 in (1,621 mm)
Height	50.8 in (1,290 mm)

 1985 Dodge Colt E five-door (US)

In 1984, the fifth generation Dodge/Plymouth Colt appeared (model year 1985). A carbureted 68 hp 1468 cc four was the base engine, while the upscale Premier four-door sedan and GTS Turbo models received the 4G32BT turbocharged 1.6-litre already seen in the last model year of the previous Colts. A first for FWD Colts was the availability of a three-box sedan body, though this was no longer available after 1986. From 1988 (and lasting until 1991), this car was also marketed as the Eagle Vista in Canada. There was also a five-door minivan/station wagon called the Dodge/Plymouth “Colt Vista”; this was simply a rebadged Mitsubishi Chariot.

Early cars have small rectangular headlights in black inserts, while later models received more aerodynamic, flush-fitting units. The lowest priced model was the “E” (for Economy), followed by the “DL” and topped by the turbocharged (but shortlived) Premier and GTS Turbo.

The Colt Wagon, while never available with the turbocharged engine, did receive a more powerful 1,755 cc engine in the four-wheel-drive version. Unlike the FWD version, the DL 4×4 was not available with an automatic transmission. While the Hatchback Colts were replaced for 1989, the Colt Wagon continued to be available until the 1991 introduction of the Mitsubishi RVR-based Colt Wagon, which also replaced the Colt Vista. This car was also marketed as the Eagle Vista Wagon in Canada.

Sixth generation

Sixth generation
Overview
Also called	Mitsubishi Mirage/Lancer Plymouth Colt Eagle Summit
Production	1989–1992
Assembly	Kurashiki, Okayama, Japan(Hatchback) Normal, Illinois (Sedans)
Body and chassis
Body style	3-door hatchback 4-door sedan
Layout	FF layout
Powertrain
Engine	1.5 L 4G15 I4 1.6 L 4G61 I4 1.6 L 4G61T turbo I4
Transmission	3-speed automatic 4-speed manual 5-speed manual
Dimensions
Wheelbase	93.9 in (2,385 mm)
Length	158.7 in (4,031 mm)
Width	65.5 in (1,664 mm)
Height	52.0 in (1,321 mm)

In 1989, the Eagle Summit joined the array of nameplates describing the Mitsubishi Mirage.

Since the demise of the Dodge Omni/Plymouth Horizon in 1990, the Colt was the only subcompact in the Dodge and Plymouth lineups. The Colt sedan was not sold in the United States for the sixth generation (though it was sold in Canada), as it would be replaced by the Dodge Shadow/Plymouth Sundance liftbacks in the Dodge/Plymouth lineup for 1989. In Canada only the Eagle Vista, a carryover model that replaced the Colt sedan continued when the Colt underwent a redesign. The sedan bodywork was available to American consumers as an Eagle Summit however, and the Dodge/Plymouth Colt sedans returned for 1993-94 as a variant of the next generation Eagle Summit. The Dodge/Plymouth Colt, Eagle Summit, and Mitsubishi Mirage of this generation used a 1.5 or 1.6-litre inline-four engine.

A model powered by the 1.6-litre 4G61T 135 hp (101 kW) turbocharged four-cylinder was produced for the 1989 model year only. There are a rumored 1500 of these special editions to have been produced. The engine was only offered in the Mirage and the Colt GT Turbo, which were distinguished by their ground effects and spoilers (although these parts were also available for a price as add-ons to other model ranges) and by their extra features not normally found on base model ranges such as power seats, power windows, power locks, and power mirrors, special colored interior and seats, as well as a 150 mph/9000 rpm gauge cluster. The Turbo Colt/Mirage Turbo was one of Car and Driver magazine’s Ten Best for 1989. A naturally aspirated version of this engine was available for the following years Colt GT, with power down to 113 hp.

 Sixth generation Plymouth Colt 3-door

Power of the 1.5-litre 4G15 was up to 82 hp (61 kW) thanks to multi-point fuel injection. Top speed was 160 km/h (99 mph).

The Colt Wagon was redesigned in 1991, now based on the RVR, and continued in production until the 1996 model year.

Seventh generation

Seventh generation
Overview
Also called	Mitsubishi Mirage Eagle Summit Plymouth Colt
Production	1993–1994
Body and chassis
Body style	2-door coupe 4-door sedan 3-door van (see Mitsubishi RVR)
Layout	FF layout
Related	Mitsubishi Lancer
Powertrain
Engine	1.5 L 4G15 I4 1.8 L 4G93 16V I4
Transmission	5-speed manual 3/4-speed automatic
Dimensions
Wheelbase	Sedan: 98.4 in (2,499 mm) Coupe: 96.1 in (2,441 mm)
Length	Sedan: 174.0 in (4,420 mm) Coupe: 171.1 in (4,346 mm)
Width	Base: 66.1 in (1,679 mm) ES: 66.5 in (1,689 mm)
Height	Sedan: 51.4 in (1,306 mm) Coupe: 51.6 in (1,311 mm)

 Plymouth Colt GL coupe

The seventh generation of the Colt was the same as Plymouth’s version, and also the same as the Eagle Summit. As usual, they were all simply badge-engineered versions of the Mitsubishi Mirage/Lancer. The two-door coupe bodystyle was unique to the North American market, where hatchbacks are generally unpopular and space is rarely a concern. There was no hatchback version of the seventh generation Dodge/Plymouth Colt. Originally available in Base and GL versions, the ES (with supposedly more sporting intentions) was added later.

1.5 and 1.8 litre four-cylinder engines were used, with the larger engine originally only available to four-door Colts. While the sporting variants offered in the sixth generation were not renewed, the two-door ES was available with the more powerful sixteen-valve SOHC 1.8 for the 1994 model year. The smaller engine has 92 hp (69 kW) while the larger version has 113 hp (84 kW). The previous Colt Wagon (Mitsubishi RVR) continued to be sold until 1996, while the Dodge Colt was replaced by the new Neon after the 1994 model year.

Sports

Not unlike the related Mirage, the Colt and other similar vehicles were well utilized in rallying, both in the United States and abroad. The Colt was the most widely utilized of these variants, appearing in events through the 1970s and 1980s. A Colt was run to a third-place finish in the first ever Sno*Drift rally in 1973, and repeated the feat the following year, as well as a third time in 1982.

Related versions

The Plymouth Cricket nameplate was used (in addition to Dodge Colt) on Galants sold in Canada between mid-1973 and 1975, after Chrysler stopped using the Plymouth Cricket name for a rebadged Hillman Avenger-based model sourced from the United Kingdom (and sold across North America between 1971 and 1973).

The Plymouth Arrow was offered from 1976 to 1980 as a rebadged version of the Mitsubishi Lancer Celeste, not to be confused with the rebadged Mitsubishi truck sold as the Plymouth Arrow starting in 1979.

• Coronet (1949–1959, 1965–1976)

Dodge Coronet

Dodge Coronet
Overview
Manufacturer	Chrysler Corporation
Production	1949–1976
Body and chassis
Class	Full-size (1949–1959) Mid-size (1965–1976)
Layout	FR layout
Chronology
Successor	Dodge Monaco (Downsized)

The Coronet was a full-size car from Dodge in the 1950s, initially the division’s highest trim line but, starting in 1955, the lowest trim line. In the 1960s, the name was transferred to Dodge’s mid-size entry.

First generation (1949–1952)

 1949 Dodge Coronet station wagon

First generation
Overview
Production	1949–1952
Body and chassis
Body style	2-door coupe 2-door hardtop 4-door sedan 4-door limousine (8 passenger) 4-door station wagon
Powertrain
Engine	230 cu in (3.8 L) 103hp I6
Transmission	“Gyromatic or Fluid drive”
Dimensions
Wheelbase	123.5 in (3,137 mm)
Length	203.6 in (5,171 mm) (1949) 202.8 in (5,151 mm) (1950)
Width	74″

1949

The Dodge Coronet was introduced with the division’s first postwar body styles. Lower trim lines were the Wayfarer and Meadowbrook. The only engine for Dodge was a 230-cubic-inch (3,800 cc) flat-head straight six cylinder engine with a single barrel Stromberg carburetor, producing 103 horsepower (77 kW) (gross). The stock Dodge Coronet was a smooth running car, and the six-cylinder engine could power the car to 90 miles per hour (140 km/h)+ . A limited production model was a four-door, eight passenger limousine, an extended version of the stock Dodge Coronet. One of the most notable features of the first-generation Coronet was a three-speed, fluid-driven transmission that was operated by a foot pedal on the floor. It required no shifter. It had full instrumentation.

1950

Dodge received a facelift for 1950 but like the 1949 models were still divided into Wayfarer, Meadowbrook and Coronet lines. The 1950 models can be identified easily by the new grille design which featured 3 heavy horizontal bars. The upper and lower bars formed a stylish oblong shape. Within this oblong grille was a thick center bar with parking lights on each end and a large chrome plaque in the center bearing the Dodge crest. The 8-passenger sedan’s length was 216.8 inches.

1951–1952

 1951 Dodge Coronet coupe

 1952 Dodge Coronet

Dodge received yet another facelift in 1951 but this time the cars remained virtually unchanged for two model years. Busy manufacturing military vehicles for use in Korea, they chose not to dedicate valuable resources to completely redesign civilian vehicles. Still divided into Wayfarer, Meadowbrook and Coronet lines through 1952, by 1953 the Wayfarer line had been discontinued. The grille of the 1951–52 model was similar in shape to the 1950 grille, but with the elimination of the thick vertical center bar and the addition of six vents running horizontally between the top and center bars, a whole new look was achieved. The Coronet Diplomat was Dodge’s first hardtop-convertible, featuring a pillarless steel roof styled after the contemporary Chrysler Newport. The speedometer was now circular, and the other four gauges were rectangles.

Second generation (1953–1954)

Second generation
Overview
Model years	1953–1954
Body and chassis
Body style	4-door sedan 2-door coupe
Powertrain
Engine	241 cu in (3.9 L) V8 230 cu in (3.8 L) I6
Transmission	3-speed manual Gyrol fluid Drive Gyro-Torque Drive
Dimensions
Wheelbase	119 in (3,023 mm)
Length	201.4 in (5,116 mm)

1953

For 1953, the Coronet was totally redesigned. It gained an optional 241 cu in (3.9 L) “Red Ram” Hemi Engine and set over 100 land speed records at the Bonneville Salt Flats. The windshield became one-piece. Electric windshield wipers were standard, while the radio cost $83.

1954

The Dodge Royal line was added above the Coronet in 1954. Dodge was putting more luxury into all of its models which included the Meadowbrook, Coronet and new Royal lines. Still, styling changes for 1954 were modest. The chrome molding on the hood lip was wider than on the 1953 models and a large chrome upright in the center of the grille replaced the five vertical dividers used previously. It still came with full instrumentation. 1954 saw Chrysler’s first fully automatic transmission, two-speed PowerFlite, offered as an extra-cost option on all Dodges.

Third generation (1955–1956)

See also 1955 Dodge

 1956 Dodge Coronet Lancer

 1956 Dodge Coronet coupe

The 1955 Coronet dropped to the lower end of the Dodge vehicle lineup, with the Wayfarer and Meadowbrook names no longer used and the Dodge Custom Royal added above the Dodge Royal, Dodge Lancer,Dodge La Femme . Bodies were restyled with help from newly hired Virgil Exner to be lower, wider, and longer than the lumpy prewar style, which in turn generated a healthy boost in sales over 1954. Power came from either a 230 cu in (3.8 L) Chrysler Flathead engine straight-6, now producing 123 hp (92 kW) Two v8 were offered 270 cu in (4.4 L) Polyspheric (poly or semi-hemi) heads V8 175 hp (130 kW) and Hemi engine 315 cu in (5.2 L) (the “Hemi“) Power windows were new. Wheelbase was 120 inches. They were 212.1 inches long. A number of trim lines were available:

• 2- or 4-door station wagon — The Coronet wagon used the Suburban name and had the V8 or Six.
• hardtop coupé — The V8 Coronet Lancer
• 2- or 4-door sedan — V8 or Six
• 2-door sedan — V8 or Six
• 4-door, eight-passenger limousine

1956 (:See also Plymouth Fury) was the last year of this body style before the change in 1957, the only differences offered in 1956 from ’55 were trim packages and the new Dodge D-500. The D-500 was the first Dodge factory high performance made in honor of the (D-500-1) “Super Stock” model with the only external clues being discreet crossed checkered flags and “500” lettering on its hood and lower rear deck it was also available for order from the dealer on Coronet models, including station wagons and two-door sedans. The standard D-500 trim included a 315 cid V8 with hemispherical heads (unlike other Dodge V8s ( List of Chrysler engines) which used Polyspheric heads), a unique camshaft, valve lifters, pushrods, carburetor, ignition, and pistons. With a compression ratio of 9.25:1, four-barrel Carter WCFB carburetor, and dual-point distribution, peak horsepower was 260 bhp (190 kW) while torque was a solid 330 lb·ft (450 N·m). The D-500 also received an upgraded suspension with very stiff front coil springs; heavy duty Oriflow shock absorbers, with the same valving specified for Dodge police cars, were mounted in the springs. Similar units were used in the rear. Overall height of the D-500 was 1.5 inches (38 mm) lower than its standard Dodge counterpart. The D-500 came standard with 15×5.5 inch wheels with 7.60×15 inch tubeless tires. New for safety were safety door locks. The D-500-1 (the first 500 made required by NASCAR, was intended for NASCAR competition. The D-500-1 had an even stiffer suspension than the D-500. Under the hood, the engine received larger valves (about 18% larger), a full-race camshaft, and a double log intake manifold that used two four-barrel Carter WCFB carburetors and a shaved deck for 8.25:1 compression. This all added up to 285 bhp (213 kW). It was the fastest car that year from the factory.

Fourth generation (1957–1959)

See also 1957 Dodge

 1958 Dodge Coronet coupe

 1959 Dodge Coronet coupe

1957 saw the debut of the new D-501, which replaced the D-500 from the year before as the top Coronet. The D-501 received Chrysler’s proven 354 cid Hemi V8, which were actually left over engines from the 1956 Chrysler 300B production. Camshafts from the 1957 Chrysler 392 cid engines were installed in the 354 V8s for added kick. Topped with a pair of Carter four barrel carbs and sporting a 10.0:1 compression ratio, the new engine put out 340 bhp (250 kW). Other changes included the addition of the Torsion-Aire Ride (torsion bar) front suspension and a heavy duty suspension with heavy duty shock absorbers and a heavy duty leaf sprung rear. A 3.73:1 rear axle was standard with the three-speed manual transmission, but automatic cars received a 3.18:1 rear axle. There were 13 optional rear axles available, ranging from 2.92:1 through 6.17:1. The D-501 received 7.60×15 tires wrapped around 15×8 inch wheels. Brakes were impressive 12-inch (300 mm) diameter drums. Only 101 D-501s were produced. A padded dash was optional.

The 1958 and 1959 Coronet, Royal, and Custom Royal used a DeSoto chassis but had less ornate trim. Power came from the 230 cu in (3.8 L) “Getaway” L-head straight-6 or the 325 cu in (5.3 L) “Red Ram” V8. In 1959 a Silver Challenger model was also offered on the Coronet line. This was a six-cylinder or V-8 model available only in silver paint and only on a two-door body. It came with many extra features at no cost, such as wall-to-wall deep pile carpeting, premium white wall tires and wheel covers, luxury fabrics and upgraded interior and electric windshield wipers. The car grew to 217.4 inches long.

The Dodge Custom Royal was also assembled by Chrysler Australia from early 1958 to 1960.

Fifth generation (1965–1970)

Fifth generation
Overview
Production	1965–1970
Assembly	Highland Park, Michigan, United States Los Angeles Assembly, Maywood, California
Body and chassis
Body style	2-door coupe 2-door hardtop 2-door convertible 4-door sedan 4-door station wagon
Platform	B-body
Related	Plymouth Belvedere Plymouth Savoy Dodge Charger Plymouth GTX Plymouth Road Runner
Powertrain
Engine	225 cu in (3.7 L) Slant-6 I6 273 cu in (4.5 L) LA V8 318 cu in (5.2 L) A V8 318 cu in (5.2 L) LA V8 361 cu in (5.9 L) B V8 383 cu in (6.3 L) B “Magnum” V8 426 cu in (7.0 L) Hemi V8 440 cu in (7.2 L) RB “Magnum” V8
Transmission	3-speed manual 4-speed manual 3-speed automatic
Dimensions
Wheelbase	116.0 in (2,946 mm) Wagon: 117.0 in (2,972 mm)
Length	209.7 in (5,326 mm)

1965–1967

After brief absence, the Coronet name was attached to the former full-size models in 1965 to become Dodge’s intermediate-sized car. The 1965 models were basically refreshed Dodge Polaras in the same B-body style offered in 1963 and 1964, riding on a 117 wheelbase. For 1965, Dodge sold slightly over 209,000 units, making the Coronet the most popular model sold by Dodge that year. Trim levels initially were base Coronet including a Deluxe version, Coronet 440 and Coronet 500. The base Coronet and Deluxe were available as two-door sedans, four-door sedans and station wagons. For 1965 only, Dodge also sold only 101 units of a modified wheelbase version of the base Coronet two-door sedan and 440 hardtop used for NHRA drag racing. The model known as A990 came with a racing version of the 426 Hemi engine. The car A990 was stripped of all features and included base bucket seats from Dodge’s truck-van line of vehicles. The altered wheelbase eventually became commonly known as Funny Cars because of their stretched front clips. Front seat belts and padded dash were standard. The middle of the Coronet line-up was the 440 and was available as a two-door hardtop, convertible or station wagon. The 440 designation did not indicate engine displacement as commonly assumed. The nomenclature was a carryover theme from the 1963–64 Polara series. The top of the Coronet line-up was the Coronet 500 and was available only as a two-door hardtop or convertible in 1965. Slightly over 33,300 units were sold in 1965 and included as standard, a V8 engine (273 cubic inches), exterior trim and badging, bucket seats, padded dash and chrome floor console. Coronets were manufactured at Chrysler’s Los Angeles assembly plant and at Lynch Road assembly plant in Detroit. Engines offered for 1965 included the base 225 Slant-Six, 273, 318 (Polyhead), 361 (the last year for this big block engine was 1966), 383 and 426 in multiple HP choices. Sales brochures list the 413 (its last year offered) as available, but no records exist of this engine commonly used in Imperials, being installed in Coronets for 1965. A tachometer was optional.

There would be no Coronet 500 wagon until 1968. Coronet received a redesign in 1966, and a facelift in 1967. Trim levels initially were base Coronet, Coronet 440 and Coronet 500. In 1966, the Coronet Deluxe was introduced, fitting between the base Coronet and the Coronet 440. The Coronet R/T was introduced in 1967. The Coronet R/T was available as a two-door hardtop or convertible. Standard engine was Chrysler’s largest, the 440-cid V-8, it was tweaked to 375 bhp and christened the Magnum. The only engine option was the 426-cid Hemi, now in its second year in “Street” trim and again rated at 425 bhp. It added $908. Transmission choices were Mopar’s excellent heavy-duty three-speed TorqueFlite automatic or a four-speed manual.

When the 426ci Hemi was made available to the general public for the 1966 model year, it could be ordered in any Coronet model or trim level. No Hemi-powered Coronet wagons have been verified, but a few Coronet Deluxe four-door sedans are known to exist. A total of just 136 Coronet 500 Street Hemis were built for 1966. Beginning in 1967, Chrysler decided that the Hemi should be available only in their badged muscle cars: the Dodge Charger and Coronet R/T and the Plymouth Belvedere GTX. The top engine option for the rest of the Coronet line was supposed to be the 383 ci 4 bbl V8. Despite this, some Hemi-powered 1967 Coronet Deluxe two-door sedans were produced. There is also one Hemi-powered 1967 Coronet 440 two-door hardtop known, and One Hemi-powered 1967 Coronet 500 two-door hardtop known, which is not among the 55 WO23 Super Stock cars produced for Dodge drag racers.

1968–1970

The Coronet and similar Plymouth Belvedere received complete redesigns in 1968, as did the Dodge Charger, which shared the B-body platform. There was a mild facelift in 1970. Trim levels initially included the base Coronet, Coronet Deluxe, Coronet 440, Coronet 500 and Coronet R/T. The Coronet Super Bee was introduced in early 1968 as a companion to the Plymouth Road Runner. In keeping with Dodge’s position as a step above Plymouth, the Super Bee shared the Charger’s Rallye instrument cluster and the Coronet 440’s rear finish panel.

As in 1967, the 440ci RB V8 was only available in the Coronet R/T in 1968. The 426ci Hemi V8 was supposed to be limited to the R/T and Super Bee, but two 1968 Coronet 440s are known to have been built with this engine.

In mid-1969, the A12 package was introduced on the Super Bee. It included a 390 hp (291 kW) version of the 440 with three 2bbl Holley carburetors on an aluminum intake manifold, a black fiberglass lift-off hood secured with metal pins, heavy-duty suspension and 15″ steel wheels with no hubcaps or wheel covers. The hood had an integrated forward-facing scoop which sealed to the air cleaner assembly and bore a decal on each side with the words “SIX PACK” in red letters, “Six Pack” being the name used for the 6-bbl induction setup when installed on a Dodge (Plymouth went with “440 6bbl” on the A12 Road Runners). The A12 Super Bee could be had with most Super Bee options, with the exception of air conditioning and tire-wheel packages. The A12 option was a 1969-only package, but the 440 6bbl returned in 1970 as an optional engine on both the Super Bee and the Coronet R/T.

The base Coronet and Deluxe were available as 2-door coupes, 4-door sedans or station wagons. The base Coronet was dropped in 1969, leaving the Deluxe as the lowest trim level through 1970.

The Coronet 440 convertible was dropped for 1968, but a 2-door coupe was added along with the 2-door hardtop, 4-door sedan and station wagon. This would remain the lineup through 1970.

Coronet 500 retained its 2-door hardtop, convertible and 4-door sedan through 1970. A Coronet 500 station wagon made its debut in 1968, continuing through 1970. Simulated woodgrain trim was standard on the Coronet 500 wagon.

The Coronet R/T 2-door hardtop and convertible continued through 1970.

The Super Bee was only available as a 2-door coupe or 2-door hardtop. Chrysler did display a convertible with Super Bee stripes at car shows in 1968, but never offered it as a production model. Some enthusiasts have created “phantom” Super Bee convertibles by adding the appropriate trim and stripes to Coronet 500 convertibles.

 1969 Dodge Coronet Super Bee

The Dodge Super Bee was a limited production muscle car from Dodge division produced from 1968–1971. The original Super Bee was based on the Dodge Coronet, a 2-door model only and was produced from 1968–1970. It was Dodge’s low-priced muscle car, the equivalent to Plymouth Road Runner, and was priced at $3,027. Available with Hemi engine, this option increased by 33%, only 125 models were sold with this engine option. The Super Bee included a heavy-duty suspension, an optional Mopar A-833 four-speed manual transmission, with high performance tires, and a stripe (with the bee logo) wrapped around the tail. The name “Super Bee” was derived from the “B” Body designation given Chrysler’s midsized cars which included the Coronet.

 1968 Dodge Coronet 500

 1970 Dodge Coronet Super Bee

A “six-pack” (three two-barrel carburetors) version of the 440 engine was added to the list mid-year. This engine was between the standard engine and the Hemi as a $463 option. The 1969 model year gave customers several engines to choose from, the base 383 hp (high performance), 440 six pack, and the 426 Hemi V8. The 440 Magnum (4bbl) was not available as an option, it was reserved for the Coronet R/T.

In 1970, the Super Bee was given a different front end look that consisted of a dual ovaled grill that was referred to as “bumble bee wings”, this new look turned off many buyers. Despite the new looks, the engines, as well as the “ramcharger” hood (that carried over from 1969 model), sales plummeted for the 1970 model. In 1970, Dodge also produced four Super Bee convertibles; the whereabouts of the four cars are unknown.

Sixth generation (1971–1974)

Sixth generation
Overview
Production	1971–1974
Assembly	Highland Park, Michigan, United States
Body and chassis
Body style	4-door sedan 4-door station wagon
Related	Plymouth Belvedere Plymouth Savoy Dodge Charger Plymouth GTX Plymouth Road Runner
Powertrain
Engine	225 cu in (3.7 L) Slant-6 I6 318 cu in (5.2 L) 318 LA V8 383 cu in (6.3 L) B “Magnum” V8 400 cu in (6.6 L) B V8 440 cu in (7.2 L) RB “Magnum” V8
Transmission	3-speed manual 3-speed automatic
Dimensions
Wheelbase	118.0 in (2,997 mm)
Length	Sedan: 207.0 in (5,258 mm) Wagon: 213.4 in (5,420 mm)
Width	Sedan: 77.7 in (1,974 mm) Wagon: 56.4 in (1,433 mm)
Height	Sedan: 53.7 in (1,364 mm) Wagon: 63.4 in (1,610 mm)

1971–1972

The new Coronet was a twin of the four-door Plymouth Satellite and featured more flowing styling. It was offered only as a sedan and station wagon, the related and also restyled Dodge Charger covering the coupe market. Slight alterations of the front grille, headlights, and taillights followed in 1972. Sales of the Coronet were fairly low from this point onwards, with around 80–90,000 produced each year through 1973 (compared with 196,242 as recently as 1968), due both to the fuel crisis and to a proliferation of Dodge and Plymouth models, and the growing effect of overlap with the other Chrysler Corporation brands.

1973

In addition to the usual changes in grille, lights, and interior, Dodge introduced its “TorsionQuiet” system of additional silencers and rubber vibration insulators, providing a much smoother ride and a quieter interior.

1974

The front and rear fascias were redesigned, most notably the rear bumper, which met the 1974 DOT requirements. The sedan bodystyle would be the basis of the later Coronets (and its twin, the Plymouth Fury) until the 1978 model year.

Seventh generation (1975–1976)

Seventh generation
Overview
Production	1975–1976
Assembly	Highland Park, Michigan, United States
Body and chassis
Body style	2-door coupe 4-door sedan 4-door station wagon
Powertrain
Engine	225 cu in (3.7 L) Slant-6 I6 318 cu in (5.2 L) LA V8 360 cu in (5.9 L) LA V8 400 cu in (6.6 L) B V8
Transmission	3-speed manual 3-speed automatic
Dimensions
Wheelbase	Sedan & Wagon: 118.0 in (2,997 mm) Coupe: 115.0 in (2,921 mm)
Length	Sedan: 217.9 in (5,535 mm) Coupe: 213.8 in (5,431 mm) Wagon: 225.6 in (5,730 mm)
Width	Sedan: 77.7 in (1,974 mm) Coupe: 77.4 in (1,966 mm) Wagon: 79.2 in (2,012 mm)
Height	Sedan: 53.9 in (1,369 mm) Coupe: 52.6 in (1,336 mm) Wagon: 56.5 in (1,435 mm)

• Custom (1946–1948)

1942 dodge-custom-series-club-coupe-d-22-1942

1946 Dodge Custom

• Custom 880 (1962–1965)

Dodge Custom 880

 1964 Dodge 880 four-door sedan

The Dodge Custom 880 was an automobile sold under the Chrysler Corporation‘s Dodge brand from 1962 through the end of the 1965 model year. It was brought to market quickly to remedy Dodge’s vulnerability in the mid-price fullsize field, as well as to help fill the void in Chrysler’s lineup left by the discontinuation of DeSoto in 1961.

Origins

Dodge Custom 880
Overview
Model years	1962–1965
Powertrain
Engine	361CID 265 hp (198 kW) 265hp OHV V8
Transmission	3-speed manual 3-speed Torqueflite automatic
Dimensions
Wheelbase	122 in (3,099 mm)
Length	213.5 in (5,423 mm)

The Custom 880 was a quick solution to consumer demand for a full-size Dodge passenger car during the 1962 model year.

The 1962 Dodges introduced in the fall of 1961 had their origins in a rumor heard by a Chrysler executive that Chevrolet was planning to downsize their full-sized automobiles for the 1962 model year. Not wanting Chrysler to play catch-up, and wanting to beat Chevrolet at its own game, Plymouth and Dodge designs were placed in an emergency downsizing program that took the previously approved full-size designs and shrank them to smaller vehicles that would compete head-to-head with the rumored smaller Chevrolet.

But to Chrysler’s shock and dismay, Chevrolet’s 1962 full-size lineup emerged slightly larger than the 1961 models, with the mid-range Chevrolet Bel Air (on a 119 in (3,000 mm) wheelbase) growing a .5 in (13 mm) longer in its body, although the car weighed 45 lb (20 kg) less than its 1961 predecessor. The rumored “small Chevrolet” turned out to be the new Chevy II compact, which was intended to bolster Chevy’s position where the Corvair had faltered in that segment of the market.

The “full-size” Dodge Polara and Dart that emerged for 1962 were built on a 3 in (76 mm) shorter (116 in (2,900 mm)) wheelbase and were 7 in (180 mm) shorter overall than the comparable Chevrolet, placing Dodge in the precarious position with consumers of not offering a true full-sized automobile. Ford also brought their new intermediate- or mid-size Fairlane and Mercury Meteor to market for 1962 with a 115 in (2,900 mm) wheelbase. They were roughly the same size as the new standard-size Dodges, which made the new Mopars intermediates by default.

Compounding the size issue were the designs themselves, which did not translate well from their full-size origins to what amounted to intermediate size. In the rush to shrink the cars, the proposed curved side glass was deleted in favor of flat glass, which blunted the effect of the graceful curve of the body sides. They also reduced the total glass area, which made the cars look smaller as well.

An unpopular design for second year in a row — the 1961 models had awkward-looking “reversed” tailfins and a pinched grille, among other unusual features — combined with the cars’ smaller overall size, threatened Dodge’s viability enough that Chrysler was forced to move immediately to stem Dodge’s financial and market share losses.

1962

Without lead time sufficient to develop an all new full-sized Dodge, Chrysler approved the sharing of the full-size body used by the Chrysler Newport and the non-letter 300 series. The models were differentiated by mating a modified 1961 Dodge Polara front clip to the Newport’s definned rear quarter panels and passenger compartment. This body sharing allowed Dodge to launch the car in January 1962.

The only visible cue at the front of the car that was different from the 1961 Dodge was the addition of Dodge’s new three-pointed “Fratzog” emblem in place of the stylized star bar from the 1961 Polara. From the rear, the 1962 Custom 880 was identical to the Chrysler Newport except for Dodge badging.

The model name Custom 880 was derived from Dodge’s numerical sub-model naming structure that was also used on the Dart and sportier models of the Polara, although the model designation was not physically present on the car. Only “Dodge” badges on the rear quarter panels and decklid of the car were applied. A six-way power seat was optional.

For the short 1962 run, the Custom 880 was available as a four-door sedan, two- or four-door hardtop, a two-door convertible, and a choice of six- or nine-passenger station wagons which featured Chrysler’s hardtop styling.

Despite its late arrival, the Custom 880 proved to be a success. A total of 17,500 vehicles were produced, earning sales that Dodge would have otherwise lost.

1963

For 1963, the Custom 880 returned with a full offering of body styles, and a new base model, simply named the 880. Chrysler-branded cars were redesigned for 1963, leaving the 880’s body unique to Dodge, although the car was still produced alongside the now totally different Chrysler.

In what must have been near-record time, Dodge designers created an entirely new look for the car ahead of the cowl, fronted by a new convex grille in the shape of a very long oval. Straighter front fenders flanked a hood with a depressed central section featuring the Dodge name in block letters above the grille. Designers cleverly integrated the new Chrysler’s front bumper into the design as well.

At the rear there was less change, although the car received restyled taillights. Set in heavy chromed housings, they were mounted to the carryover quarter panels and imparted a Dodge familial appearance to the rear, as one of Dodge’s styling hallmarks of the time was round taillights.

The new base-model 880 station wagons utilized the pillared body in both six and nine passenger models, while the Custom-series wagons featured the pillarless hardtop design. With Chrysler no longer using the body and its interior trim elements, Custom 880s were better appointed than they had been during the 1962 model year.

A total of 28,200 vehicles were produced for 1963, of which 5,600 were station wagons.

1964

The 880 and Custom 880 received their most significant and final redesign of the 1960 body for 1964. This time, the rear body contours were squared up somewhat, with new decklids, wraparound rectangular taillights, and new quarter panels. Four-door models received a new roofline, although this was actually the same as had been used on the Chrysler New Yorker until 1962. Regardless, it did impart a fresh appearance. The grille was also updated, this time featuring a concave design with a central horizontal break spanning the distance between the headlights.

Custom 880s received stainless steel rocker panel trim, foam-padded seats, and a grooved stainless steel panel that spanned the distance between the taillights. The Customs, as the top of the 880 line, also received better interior appointments than the base models.

Because of tooling expenses, station wagon bodies — which were also shared with Chrysler models — did not receive all of the changes applied to non-wagon models. Most notably, wagons continued to feature the heavy rear horizontal blade stamping first seen on the 1961 Plymouth wagons. The station wagons continued in both pillared (880) and hardtop (Custom 880) models, although this would be the final year for the hardtop wagon — Dodge and Chrysler being the last American automotive brands to offer the style. Station wagons also received rectangular taillights that wrapped around the sides of the vehicle.

All 880s and Custom 880s received a revised instrument cluster layout, replacing the previous design which had been in use with little change since 1961. An oil pressure gauge was standard. Front leg room was 41.9 inches.

The 880 and Custom 880 received favorable press reviews, especially for their redesign. Evidently, the public also agreed, as they bought 31,800 vehicles, a record for the model.

1965

Dodge Custom 880 1965
Layout	FR
Powertrain
Transmission	3-speed manual 4-speed manual TorqueFlight
Dimensions
Wheelbase	121″
Length	212.3″
Width	79″

1965 marked the first time that Elwood Engel‘s influence on Chrysler’s corporate overall design themes was fully expressed, although he had joined the company in 1961. Gone were the relatively extreme curves and angles that were a legacy from the final Virgil Exner-styled cars. Engel’s design philosophy, which was encouraged by Chrysler chairman Lynn Townsend, took Chrysler’s products in the direction of rectilinear geometric angles; rectangular and trapezoidal shapes dominated Dodge’s fullsize designs for the year.

The introductions of the 1965 models also allowed Chrysler to rectify its 1962 mistake and reintroduced a full-sized Dodge Polara to the public. The “new” Polara took the position formerly held by the 880, with the Custom 880 taking the top trim level. The sporty new Dodge Monaco, which was available only as a two-door hardtop, was the top-of-the-line model produced by Dodge in 1965 and was designed to compete against the Pontiac Grand Prix. An AM/FM radio and a 7-position tilt steering wheel were optional.

All big Dodges, 880, Monaco, and Polara, now featured the same body and styling. Gone was the 1961 Chrysler design. All Custom 880s came with the standard features found in the Polara and added foam-padded seats and stainless steel window frames on station wagons and sedans. Hardtops and convertibles featured all-vinyl interiors. Custom 880s also featured a pillared six-window “town sedan” body that was unavailable in the Polara series. The series also featured the first Dodge-brand “wood” trimmed station wagon since the early 1950s, a look achieved through the use of Di-Noc appliqué framed in stainless steel trim. A total of 23,700 Custom 880s, all with V8 engines, were built during the model year.

End of the line

Dodge discontinued the Custom 880 nameplate at the end of the 1965 model year in the United States. In an effort to move its top full-size series upscale for 1966, the division adopted the Monaco name for all of the former Custom 880 models, with the exception of the six-window sedan, which was discontinued. The original Monaco hardtop added the 500 label for ’66, and was still promoted as a competitor to the Pontiac Grand Prix.

Production figures

Combined Dodge 880 and Custom 880 annual production figures rounded to the nearest 100:

• 1962, 17,500
• 1963, 28,200
• 1964, 31,800
• 1965, 23,700
• Total: 101,200

• Custom Royal (1955–1959)

Dodge Custom Royal

Dodge Custom Royal
1957 Dodge Custom Royal 4-Door Sedan
Overview
Manufacturer	Dodge
Production	1955–1959
Body and chassis
Class	Full-size
Body style	4-door sedan 2-door hardtop 4-door hardtop 2-door convertible
Layout	FR layout
Chronology
Successor	Dodge Polara

The Dodge Custom Royal is an automobile which was produced by the Dodge division of the Chrysler Corporation in the United States for the 1955 through 1959 model years. In each of these years the Custom Royal was the top trim level of the Dodge line, above the mid level Dodge Royal and the base level Dodge Coronet.

• 

  1955 Dodge Custom Royal

• 

  1956 Dodge Custom Royal Lancer

• 

  1957 Dodge Custom Royal Lancer 2-Door

• 

  1958 Dodge Custom Royal 4-Door Sedan

• 

  1959 Dodge Custom Royal Lancer 2-Door

Australian production

The Custom Royal was assembled by Chrysler Australia at its Mile End plant in South Australia from early 1958 utilizing CKD kits imported from Detroit. It was offered only as a four-door sedan.

• D Series (1961–1993)

Dodge D Series

Dodge D Series
Overview
Manufacturer	Chrysler
Also called	Dodge Ram (1981–1993) Dodge W-Series (4×4 models) Dodge Power Ram (4×4 models from 1981–1993)
Production	1961–1993
Assembly	Warren, Michigan, United States Buenos Aires, Argentina
Body and chassis
Class	Full-size pickup truck
Body style	2-door truck 4-door truck
Layout	Front engine, rear-wheel drive /four-wheel drive
Platform	Chrysler AD platform
Chronology
Predecessor	Dodge C Series
Successor	Dodge Ram (newer platforms have “D” prefixed in its identity)

The D Series was a line of pickup trucks sold by the Dodge division of American automaker Chrysler from 1961 to 1980. After 1980, the trucks were renamed the Dodge Ram and the same basic design was retained until the 1994 introduction of a completely redesigned Ram. The D Series shared its AD platform with the Dodge Ramcharger/Plymouth Trailduster twins.

1961–1964

First generation
Overview
Production	1961–1964
Powertrain
Engine	170 cu in Slant-6 I6 225 cu in Slant-6 I6 426 cu in RB V8, 365 hp (272 kW) and 470 lb·ft (637 N·m) gross 318 cu in A V8
Transmission	3-speed push button automatic
Dimensions
Wheelbase	114 in (2,896 mm) (short bed) 122 in (3,099 mm) (long 8 ft (2,438 mm) bed)

The body offered the then-traditional step-style bed, with distinct fenders as an option.

The D Series used the familiar Chrysler Slant-6 engine in displacements of 170 cu in, 198 cu in, and 225 cu in as the base models, depending on the year. (The 198 was relatively rare, available as the base engine only from 1969–1973.) All of Chrysler’s larger engines, with the notable exception of the Chrysler Hemi engine were available as factory options.

Another innovation was the introduction of an alternator rather than a generator for electrical power. A three-speed automatic transmission was a major advance—the truck used a two-speed automatic less than a decade earlier.

Yet another innovation, a “Crew Cab” (four-door) body style was introduced in 1963, a first for a factory pickup. Prior crew cabs were custom conversion jobs. A “Club Cab” was also available for 1973, providing transverse seating for either a single third passenger or two small third and fourth passengers (most often, the Club Cab was used as extra cargo space).

The first generation of the D-series was manufactured in Argentina. They were given the Dodge and Fargo brands, as Dodge D-100 and Fargo De Soto. The trucks were produced by the Argentinian subsidiary Chrysler-Fevre Argentina S.A.

Custom Sports Special and High Performance Package

1964 saw the introduction of the sporty Custom Sports Special. The Custom Sports Special included bucket seats, console, carpeting and racing stripes. The optional High Performance Package could be ordered with a CSS truck or by itself on a base model truck complete with Chrysler’s big 426 cu in wedge-head V8. This engine produced 365 hp (272 kW) and 470 lb·ft (637 N·m)—in-line with the muscle car revolution that was then sweeping Detroit. The High Performance Package also included the LoadFlite automatic transmission, a 6000 rpm-rated Sun tachometer with heavy-duty gauges, power steering, dual exhaust and rear axle torque rods (traction bars) sourced from 1961 Imperials. Custom Sports Special trucks were produced from 1964 to 1967. The High Performance Package was only offered from 1964 to early 1966.

1965–1967

Second generation
Overview
Production	1965–1971
Powertrain
Engine	170 cu in Slant-6 I6 225 cu in Slant-6 I6 318 cu in A V8 273 cu in LA V8 383 cu in RB V8, 258 hp (192 kW) and 375 lb·ft (508 N·m) gross 318 cu in LA V8, 160 hp (119 kW)
Transmission	3-speed dash mounted or column mounted lever shifted automatic

 1966 Fargo, sold only in Canada as a Dodge D Series clone.

The D Series was redesigned for 1965. Updates included a wider tailgate and the replacement of the A series engines with the updated LA series. In 1967, the D Series trucks received big-block 383 2-barrel engines as a standard option.

From 1965 until the early 80s, the D series were assembled by the Automotive Equipment Group (מכשירי תנועה בע”מ) in Israel at a new factory located at Nazareth-I’llit (תעשיות רכב נצרת-עלית), using straight-4 and -6 gasoline engines with manual transmission. This factory also produced the Jeep Wagoneer SUV for the Israeli army, and UK Ford Escort and Ford Transit vehicles for the civilian market. The D Series were made both for the civilian market and for the Israeli army. The models were D100 & D200 light trucks, D500 truck, and the D600 truck with the straight-6 engine and having on-demand four-wheel drive. There was also a bus version made (mainly for army use). This bus was a 20-seat bus built on the chassis of the D500 truck using the straight-4 engine with front & rear hydraulic doors, complete D500 front end & hood, and D500 dashboard.

1968–1971

 1968–1970 Dodge D-Series

The 1968 models received a new front grille—two rows of four holes each. A new Adventurer trim package replaced the old Custom Sports Special; basically, it included a padded front seat with vinyl trim (either full bench or buckets with console) and carpeting, plus other hallmarks such as extra chrome trim and courtesy lighting.

By 1970, the Adventurer would be expanded into three separate packages: the base Adventurer, the Adventurer Sport and the top-line Adventurer SE. The Adventurer SE included such things as a chrome grille, wood trim on the dashboard, the padded vinyl front seat with color-keyed seatbelts, full courtesy lighting, extra insulation, dual horns, full carpeting, luxury door panel trim, a vinyl-embossed trim strip ran along the sides of the truck, full wheel discs and a woodgrain-insert panel on the tailgate. The 1970 models also featured a new four-section grille (two rows of two holes each).

 1970 Dodge “The Dude” pickup

“The Dude”

In August 1969, the “Dude Sport Trim Package” was released. This was essentially the D100 already in production, with an added black or white body-side “C” stripe decal; a Dodge Dude decal on the box at the rear marker lamps; tail lamp bezel trim; and dog dish hub caps with trim rings. The Dude’s tailgate was unique, featuring a Dodge decal on a flat tailgate surface, without the typical tailgate’s embossed logo. The Dudes were only offered in the 1970 and 1971 model years and only 1500 to 2000 Dudes were produced.

1972–1980

Third generation
Overview
Production	1972–1980
Powertrain
Engine	170 cu in Slant-6 I6 225 cu in Slant-6 I6 383 cu in RB V8, 258 hp (192 kW) and 375 lb·ft (508 N·m) gross 360 cu in LA V8, 180 hp (134 kW) net 400 cu in RB V8, 200 hp (149 kW) net 440 cu in RB V8, 235 hp (175 kW) net 243 cu in (3,988 cc) 6DR5 I6 Diesel
Transmission	3-speed column shifted Automatic transmission

 1978 Li’l Red Express Truck

A redesign of the D Series for 1972 that lasted until 1980 introduced a more rounded look, similar to the 1973–1987 GM C/K series. This redesign for the third generation, that spanned until 1993 with minor changes, included new features such as an independent front suspension and pocketed taillights (the distinctive reverse on top lights were recessed to .25 in (6.4 mm) to avoid damage in loading docks and confined spaces). Styling cues, such as the scalloped hood and rounded fenderwells, were similar to the rounded, smooth look of the 1971 Plymouth Satellite. These trucks were built with a considerable amount of galvanized steel to resist rust and corrosion making them very durable. Because of this, today these trucks make great restoration projects.

Dodge pioneered the extended cab pickup with the introduction of the Club Cab with the 1972 models. This was a two-door cab with small rear windows which had more space behind the seats than the standard cab, but not as long as the four door Crew Cab. 1972 also saw the introduction of the 440 cu in engine as an option for the light trucks.

The 1972 D Series was made famous in the television show Emergency!, where it was the featured paramedic rescue squad vehicle for the entire seven seasons of the popular show.

Notable models produced during this era were the 1978–1979 Li’l Red Express, the Warlock, the Macho Power Wagon, the Macho Power Wagon Top Hand, Macho Power Wagon Palomino, and the Adventurer . The colors of the Dodge Macho Power Wagon Palomino were the same as a Palomino horse. (Note: All Li’l Red Express Trucks were Adventurers, though not vice versa). Another rare model is the Midnight Express which was available for the 1978 model year only. This truck was equipped much like the Li’l Red Express with exhaust stacks, wheels, and gold pinstriping. The Midnight Express was painted black instead of red and featured a “Midnight Express Truck” decal on the door. Most Midnight Express trucks were powered by the 440 engine, instead of the 360 like the Li’l Red Express. All of these trucks were considered “lifestyle” pickups and were marketed to an audience that wanted specialty, personal use trucks.

The 1978 models also saw the introduction of the first Diesel powered Dodge pickup truck. Available as an economy choice in the light duty trucks was Mitsubishi’s 6DR5 4.0 L inline 6-cylinder naturally aspiratingdiesel, rated at 105 hp (78 kW) at 3500 rpm, and ~230 N·m (~169 lb·ft) at 2200 rpm. The diesel used standard Dodge manual and automatic transmissions via specially made adapter plate which had the LA V8 bolt pattern. This rare factory option, VIN code H, was the result of fuel crisis and the collaboration of Chrysler and Mitsubishi. The engine, while being trustworthy and having far better economy than any other engine in the Dodge lineup at the time, suffered from its low power output and was considered to be underpowered by American standards, even though it was previously used in the Japanese 3.5-ton cab-over Mitsubishi T44 Jupiter Truck and in industrial applications. Because of the low sales it was phased out quickly and as a result it became practically a single year specialty.

Thousands of D Series trucks entered military service as the M880 series CUCV.

1981–1993

Main article: Dodge Ram

 1983 Dodge Ram D150 shortbed

This final generation was face lifted in 1981 when the D Series was a rebadge as the Dodge Ram pickup around when Lee Iacocca took charge of the ailing Chrysler Corporation. Such things including an embossed “DODGE RAM” name on the tailgate along with other obvious changes like the grille and hood, the taillights, and the entire interior. More subtle was the addition of a “shoulder” line reminiscent of the GM competition. Beginning in 1981, even more corrosion-resistant steel was used in the construction of the trucks. This body style continued until 1993 and many of these vehicles are still on the road. Many body panels are interchangeable for all models from 1972–1993, so it is not uncommon to see a “hybrid” with, as an example, a 1978 grille mounted with a 1974 hood and a 1991 cab. Sometimes the bed is swapped with a moving truck style box for models like these. In most jurisdictions, the year is dictated by the year of the truck’s chassis regardless of the body which has been bolted to it. Also kept was the Utiline step-side model that had the same truck bed that dated back to the 1940s. This was dropped during this last era of the W/D Dodge trucks.

A narrower range of engines was offered: the base power plant was the 225 cu in (3.7 L) slant-6, now with top-fed hydraulic tappets, and the 318 cu in (5.2 L) and 360 cu in (5.9 L) LA-series V8s. The slant-6 was supplanted by the 3.9 L (237 cu in) V6 for 1988; in 1992 it and the V8s became Magnum engines. The 6BT 5.9 L (360 cu in) 12-Valve Cummins B Series diesel engine became an option in 1989.

Sales were good during the Sweptline era and into the late 1970s. A combination of stagnant styling nearly two decades old plus brand loyalty primarily to Chevrolet and Ford during the 1980s and 1990s reduced sales volume for the first generation Dodge Ram. A wholly new Dodge Ram was released for the 1994 model year.

• Dakota

Dodge Dakota

Dodge Dakota
Overview
Manufacturer	Chrysler (1987–1998; 2007–2011) DaimlerChrysler (1998–2007)
Production	1987–2011
Assembly	Warren, Michigan, United States
Body and chassis
Class	Mid-size pickup truck
Layout	Front engine, rear-wheel drive /four-wheel drive

The Dodge Dakota is a mid-size pickup truck from Chrysler‘s Ram (formerly Dodge Truck) division. From its introduction through 2009, it was marketed by Dodge. The first Dakota was introduced in 1986 as a 1987 model alongside the redesigned Dodge Ram 50. The Dakota was nominated for the North American Truck of the Year award for 2000. The Dakota has always been sized above the compact Ford Ranger andChevrolet S-10 but below the full-sized pickups such as Dodge’s own Ram. It is a conventional design with body-on-frame construction and a leaf spring/live axle rear end. The Dakota is the first mid-size pickup with an optional V8 engine. One notable feature was the Dakota’s rack and pinion steering, a first for work trucks. Dakotas have been used by police and fire departments, as off-road vehicles, patrol trucks, or even brush trucks.

First generation (1987–1996)

See also: Shelby Dakota

First Generation
Overview
Production	1987-1996
Body and chassis
Body style	2-door pickup truck 2-door convertible 2-door extended cab
Related	Shelby Dakota
Powertrain
Engine	2.2 L (134 cu in) K I4 2.5 L (150 cu in) K I4 2.5 L (150 cu in) AMC I4 3.9 L (238 cu in) LA/Magnum V6 5.2 L (318 cu in) LA/Magnum V8
Transmission	3-speed automatic 4-speed automatic 5-speed manual
Dimensions
Wheelbase	111.9 in (2,842 mm) 123.9 in (3,147 mm) 130.9 in (3,325 mm) (ext. cab)
Length	1987–1990: 185.9 in (4,722 mm)/204.4 in (5,192 mm) 1989–1990 Club Cab: 211.1 in (5,362 mm) 1991–93: 184.2 in (4,679 mm)/202.7 in (5,149 mm) 1991–93 Club Cab: 203.2 in (5,161 mm) 1994–96: 195.3 in (4,961 mm)/213.8 in (5,431 mm) 1994–96 Club Cab: 214.3 in (5,443 mm)
Width	1987–88: 68.4 in (1,737 mm)/68.1 in (1,730 mm) 1989–1996: 69.4 in (1,763 mm)
Height	1987–1990: 64.2 in (1,631 mm)/67.1 in (1,704 mm) 1989–1993 Club Cab: 64.7 in (1,643 mm) 1991–93 Club Cab 4WD: 67.7 in (1,720 mm) 1994–96 4WD: 67.3 in (1,709 mm) 1994–96 Club Cab 4WD: 68.5 in (1,740 mm) 1994–96 2WD: 65.0 in (1,651 mm) 1994–96 2WD Club Cab: 65.6 in (1,666 mm)

The Dodge Dakota was conceived by Chrysler management as the first mid-sized pickup combining the nimble handling and fuel economy of a compact pickup with cargo handling capacity approaching that of full-sized pickups. To keep investment low, many components were shared with existing Chrysler products and the manufacturing plant was shared with the full-sized Dodge D-Model. The name Dakota means “friend” or “ally” in the Sioux language, though it could have also referred to The Dakotas states North Dakota and South Dakota.

The first generation of the Dakota was produced from 1987 through 1990. It was slightly updated for the 1991 model year. Straight-4 and V6 engines were offered along with either a 5-speed manual or 4-speedautomatic transmission. Four-wheel drive was available only with the V6. Both six and eight-foot beds were offered. Fuel injection was added to the 3.9 L V6 for 1988 but the output remained the same.

In 1988, the Sport package was added as a mid-year release. Exterior colors came in Black, Bright White and Graphic Red. Available in both 2wd and 4×4, the Sport included:

• AM/FM Stereo radio with cassette player
• Carpeted logo floor mats
• Center armrest bench seat
• Charcoal/Silver Deluxe Cloth interior with fold-down arm rest
• Color-keyed leather-wrapped sport steering wheel
• Deluxe wipers
• Dual remote control outside mirrors
• Floor Carpet
• Gauge Package
• Mopar Air Dam with Bosch Fog Lamps
• Mopar Light Bar with Bosch Off-Road lamps (4×4 only)
• Unique bodyside tape stripes
• Euro-style black out grille and bumpers
• Sliding rear window
• 3.9 L V6 engine
• 15″ aluminum wheels (5 bolt: 5 x 4.5in / 5 x 114.3 mm)

The N-body platform was the result of operational efforts by Harold K. Sperlich, who was in charge of Chrysler’s Product Planning in the early 1980s; in which Japanese-inspired compact pickups of the time lacked the size and features necessary to meet the demands of American buyers. In the late-1970s, Chrysler was still recovering from their near-bankruptcy and resources were in short supply. Sperlich challenged the N-Body team to search for all opportunities to reuse existing components to create the Dakota. The resulting highly investment-efficient program enabled Chrysler to create an all-new market segment at low cost. Key individuals involved in making this product a reality included Glenn Gardner, Glen House, Robert Burnham, Don Sebert, Jim Hackstedde, and Clark Ewing. The basic Dakota vehicle was ultimately used as a foundation to create the Dakota extended cab version and the Dodge Durango SUV.

 1989 Dakota Sport convertible

 1989 Dakota Sport convertible

1989 saw the unusual Dakota convertible. The first American convertible pickup since the Ford Model A, it featured a fixed roll bar and a simple manual top. Roughly 2,482 were sold that first year. Another important addition that year was Carroll Shelby‘s V8-powered Shelby Dakota, his first rear-wheel drive vehicle in two decades.

An extended “Club Cab” model was added for 1990, still with two doors. This model allowed the Dakota to boast capacity for six passengers, even though the rear seat was best suited for cargo or children and shorter adults.

 1991–1996 Dodge Dakota Club Cab

In 1991, the front of the Dakota received a new grille and hood which extended the engine compartment to better fit the optional 170 hp (127 kW) 5.2 L V8, which was inspired by the earlier Shelby Dakota V8 option. By 1992, the standard square sealed beam glass headlamps were phased out for the aerodynamic style molded plastic headlamps attached to the grill components. It was equipped with halogen lights, making 1991 the only year for a unique front-end for the Dakota, though it is mechanically possible to fit sealed beams on 1992 to 1996 model years as this model year was an overlap between new grille introduction and new headlamp introduction. Also debuting in 1991 were six-bolt wheels (replacing the earlier five-bolt wheels) based on Dodge’s marketing attempting to differentiate the Dakota from competing manufacturers’ trucks and the upcoming introduction of the redesigned Ram. 1991 was also the first year for an optional driver side airbag (made standard in 1994) and the last year for the Dakota convertible.

In order to fulfill the Dodge division’s commitment to the American Sunroof Company (who were responsible for the modifications to these trucks), production of the “drop top” Dakota was extended into the 1991 model year. Production was extremely limited, with just 8 produced in total, making them the most rare of all Dakotas. Unlike the previous years, colors and options varied more than before as the manufacturer picked each of these trucks in a somewhat random fashion. No advertising was given to these trucks, and they do not appear in sales literature. This is most likely due to the fact that the majority of them were pre-sold (sold before getting to their dealer lots).

Both of the V-configuration engines were updated to Magnum specs the next year, providing a tremendous power boost. Along with the introduction of the Magnum engine came multi-port electronic fuel injection (EFI). The EFI computer (called a PCM by Chrysler) was partially responsible for the improved performance. The new engine/computer combination produced about 230 hp (172 kW)

1994 saw a few minor changes, with the most notable being the addition of a driver’s side airbag, located in a new, two spoke design steering wheel (also found in the Ram). Other changes included the discontinuation of the “SE” and “LE” trims. In following with the all-new Ram full-sized pickups, the top end trim was renamed to “SLT”, with these models (along with select others) wearing the new chrome finished, styled 6-bolt steel wheels styled similar to the 5-bolt type found on the larger Ram. Other changes included revisions to color and overall trim options. SRS airbags were also added for 1994. A CD player became optional, as did a combination cassette player and CD player unit. Leather seats were also available on LE models. New alloy wheels were available.

In 1996, the first generation’s final year, the base K-based 2.5 L SOHC I4 engine option was out of production and had been considered vastly underpowered compared to the competition, so Dodge replaced it with another 2.5 L I4 engine; this being of American Motors heritage with an OHV valvetrain and rated at 120 hp (89 kW). This was the only major change for 1996, and the AMC 2.5 L would also be carried over as the base engine in the new, larger 1997 model.

Li’l Red Express Dakota & Dakota Warrior

Two special editions of the first were constructed with step-side beds. Both were constructed by L.E.R. Industries of Edwardsburg, Michigan. The step-side beds were constructed out of fiberglass and galvineel. Wooden bed rails were also available.

The Li’l Red Express Dakota was made to resemble the original Express, which was based on the Dodge D-Series. It featured the classic-looking step-side bed and also had dual vertical exhaust stacks just behind the cab, which were purely cosmetic (though they could be made to be functional). The Dakota Warrior was made to resemble the Warlock trucks of the late 1970s. Warriors featured the same custom bed as the Dakota Express, but lacked the vertical exhaust stacks. Both the Express and Warrior Dakotas had a graphics package made to resemble those of the original Express and Warlocks, respectively.

Production numbers for the Express and Warriors were very low, in the hundreds. The rarest of those came with the 5.2 L Magnum V8 engine, which was only an option during 1992, the final year of Express and Warrior production.

Engines

 1991 only facelifted Dodge Dakota with sealed-beam headlights

• 1987–1988 – 2.2 L (135 cu in) K I4, SOHC, 97 hp (72 kW)
• 1987–1991 – 3.9 L (238 cu in) LA V6, 125 hp (93 kW)
• 1989–1995 – 2.5 L (150 cu in) K I4, 99 hp (74 kW)
• 1991 – 5.2 L (318 cu in) LA V8, 170 hp (130 kW)
• 1992–1993 – 3.9 L (238 cu in) Magnum V6, 180 hp (130 kW)
• 1992–1993 – 5.2 L (318 cu in) Magnum V8, 230 hp (170 kW)
• 1994–1996 – 3.9 L (238 cu in) Magnum V6, 175 hp (130 kW)
• 1994–1996 – 5.2 L (318 cu in) Magnum V8, 225 hp (168 kW)
• 1996 – 2.5 L (150 cu in) AMC I4, 120 hp (89 kW)

Second generation (1997–2004)

Second generation
Overview
Production	1997–2004 (North America) 1998–2001 (Brazil)
Body and chassis
Body style	2-door pickup truck 4-door pickup truck
Related	Dodge Durango
Powertrain
Engine	2.5 L PowerTech I4 2.5 L 425 OHV I4 Diesel 3.9 L Magnum V6 5.2 L Magnum V8 5.9 L Magnum V8 4.7 L PowerTech V8 3.7 L PowerTech V6
Transmission	4-speed 42RE automatic 4-speed 44RE automatic 4-speed 46RE automatic 4-speed 45RFE automatic 5-speed 545RE automatic 5-speed NV1500 manual 5-speed NV3500 manual 5-speed AX-15 manual
Dimensions
Wheelbase	111.9 in (2,842 mm) (reg. short) 123.9 in (3,147 mm) (reg. long) 131.0 in (3,327 mm) (ext. cab)
Length	1997–2001 Regular Cab: 195.8 in (4,973 mm) 1997–2001 Extended Cab & 2002-04 Quad Cab: 215.1 in (5,464 mm) 1997–2001 Club Cab: 214.8 in (5,456 mm) 2002–04: 196.0 in (4,978 mm)/215.0 in (5,461 mm)
Width	71.5 in (1,816 mm)
Height	1997–99 4WD: 68.0 in (1,727 mm) 1997–99 & 2002–04 Club Cab 4WD: 68.5 in (1,740 mm) 1997–2001 2WD: 65.6 in (1,666 mm)/65.3 in (1,659 mm) 2000–01 4WD: 67.9 in (1,725 mm) 2000–01 Club Cab 4WD: 68.6 in (1,742 mm) 2000–01 Quad Cab Sport 4WD: 68.8 in (1,748 mm) 2000–01 Quad Cab Sport 2WD: 66.3 in (1,684 mm) 2002–04 4WD: 67.3 in (1,709 mm) 2002–04 Club Cab 4WD: 67.4 in (1,712 mm) 2002-04 Quad Cab 4WD: 68.5 in (1,740 mm) 2002–04 2WD: 64.7 in (1,643 mm) 2002–04 Club Cab 2WD: 64.9 in (1,648 mm) 2002–04 Quad Cab 4WD: 65.6 in (1,666 mm)

The second generation Dakota was built from 1997 through 2004. It inherited the semi truck look of the larger Ram but remained largely the same underneath. 1998 saw the introduction of the R/T model with the big 5.9 L 250 hp (186 kW) Magnum V8. At the time of its introduction, it was seen as one of the most radical in its class, not only for its styling, but for the fact it remained the only truck in its class with an available V8 engine that rivaled many V8s found in full size trucks with payloads of up to 1500 pounds.

Four-door “Quad-Cab” models were added for 2000 with a slightly shorter bed, 63.1 in (160.2 cm), but riding on the Club Cab’s 130.9 in (332.5 cm) wheelbase. The aging 5.2 L Magnum V8 was replaced by a new high-tech 4.7 L SOHC PowerTech V8. The Quad-Cab featured a full-size flip up rear seat to provide room for 3 passengers in the back or lots of dry, interior room for cargo.

In spring 1998, a new limited edition R/T package was available as an option on the Dakota Sport model. This version is considered a true street/sport truck, only available in RWD. Factory modifications such as a 250 hp 360 cid/5.9 liter V8, heavy duty 46RE 4-speed automatic transmission, performance axle, limited-slip differential, sport suspension and steering, upgraded brakes, performance exhaust, special cast aluminum wheels, monotone paint, bucket seats, and many other standard options came with the package. Chrome wheels were available on 2002 models. Some of the last models made in 2003 came with the new stampede lower body cladding package and chromed version of the original cast aluminum wheels at no extra charge. This version of the R/T Dakota was produced through 2003, with the newer 2003 R/T trucks designated as their own trimline and no longer as part of an option package on the Dakota Sport trim.

Also, in 1998 the Dakota R1 was released for production in Brazil thru the efforts of a small team known as Truck Special Programs and featured a base 4-cylinder engine and offered a 2.5L VMI turbo-diesel along with a V8, all designed around a reinforced 4 wheel drive chassis used on both 2 wheel and 4 wheel drive models. Altogether there were 28 roll-in-chassis R1 configurations designed for the Brazil market to be built at the Curitiba assembly facility as CKDs. This program was cancelled when Chrysler was purchased by Daimler.

 Dodge Dakota Sport Quad-Cab

2000 saw the introduction of the 4.7 liter V8 and 45RFE automatic transmission.

2001 saw a fairly extensive revision of the Dakota’s interior, including a completely redesigned dash, door panels and revised seats. Other minor trim revisions were made, including redesigned aluminum wheels on various models. All vehicles also got new radio options. Only the standard AM/FM radio (with no cassette deck) was discontinued, making an AM/FM radio with a cassette deck standard on all models. AM/FM stereo CD and cassette/CD variants were also available.

2002 was the final year for the four-cylinder engine in the Dakota, as Chrysler ended production of the former AMC design. Most buyers ordered the V6 or V8 engines, which were considerably more powerful and, in the case of the V6, which was made standard for 2003, nearly as fuel-efficient with a manual transmission. Also, an automatic transmission was not available with the 4-cylinder. SIRIUS Satellite Radio was also now available as an option, and revised radios with new wiring harnesses could accommodate this new feature. A CD changer radio was also available, eliminating the need for a separately-mounted unit located elsewhere inside of the truck. The driver could load up to six discs into the unit at a time, and could switch out the discs at any time, something that the driver could not do with the old unit. Radio Data System became standard equipment on some radios.

2003 was the end of the old OHV V6 and the big R/T V8; the 2004 model year vehicles were available with a new 3.7 L PowerTech V6 engine to go along with the 4.7 L V8 variant.

In 2004, the cassette deck option was discontinued, and a CD player became standard equipment on all models.

This generation was also assembled and sold in Brazil from 1998 to 2001.

The IIHS gave this generation a Poor rating in the frontal offset crash test.

Engines

• 1997–2002 – 2.5 L (150 cu in) AMC I4, 120 hp (89 kW)
• 1997–2003 – 3.9 L (238 cu in) Magnum V6, 175 hp (130 kW)
• 1997–1999 – 5.2 L (318 cu in) Magnum V8, 225 hp (168 kW)
• 1998–2003 – 5.9 L (360 cu in) Magnum V8, 250 hp (190 kW)
• 1999–2000 – 2.5 L (152.5 cu in) VM–425 OHV I4, 114 hp (85 kW)
• 2000–2004 – 4.7 L (287 cu in) PowerTech V8, 230 hp (170 kW)
• 2004 – 3.7 L (226 cu in) PowerTech V6, 210 hp (160 kW)

Third generation (2005–2011)

Third generation
Overview
Also called	Ram Dakota (2009–2011)
Production	2005–2011
Body and chassis
Body style	4-door pickup truck
Platform	ND
Related	Mitsubishi Raider Dodge Durango
Powertrain
Engine	3.7 L (226 cu in) PowerTech V6 4.7 L (287 cu in) PowerTech V8
Transmission	4-speed 42RLE automatic 5-speed 545RFE automatic 6-speed Getrag 238 manual
Dimensions
Wheelbase	131.3 in (3,335 mm)
Length	218.8 in (5,558 mm)
Width	71.7 in (1,821 mm)
Height	Club Cab: 68.6 in (1,742 mm) Quad Cab: 68.7 in (1,745 mm)

The redesigned 2005 Dakota still shared its platform with the new Dodge Durango SUV (which is now similar to the Ram platform). This model is 3.7 in (94 mm) longer and 2.7 in (69 mm) wider, and features a new front and rear suspension, and rack-and-pinion steering. This new generation model also reverted the wheels back to five lug wheels from the prior generation’s six lug wheels due to cost and assembly time saving measures. The Dakota is built at the Warren Truck Assembly plant in Warren, Michigan.

There was a V6 and two V8 engines available: The standard engine is a 3.7 L PowerTech V6; the two 4.7 L V8 engines are the standard PowerTech V8 and the V8 High Output or HO. The 3.7 L V6 produces 210 horsepower (160 kW) and 235 lb·ft (319 N·m) of torque. The standard-output 4.7 L V8 produces 230 hp (170 kW) and 295 lb·ft (400 N·m) of torque. The high-output 4.7 L V8 produces 260 horsepower (190 kW) and 310 lb·ft (420 N·m) of torque. Both the 3.7 L and standard output 4.7 L V8s were available with the 6-speed manual transmission in 2005 and 2006. For 2007, that option was deleted on the V8 models.

In addition to a refresh of the Dakota’s styling, this generation was not offered in a regular cab model. Only the club cab and quad cab configurations were available. 2006 saw the Dakota R/T return, however only with cosmetic modifications. Despite the “R/T” moniker which signifies “Road and Track”, the newest Dakota R/T was simply an option package, characterized by a non functional hood scoop, exclusive gauge cluster, and hockey-stick style side stripes. The package was available on both 2 and 4 wheel drive models.

 2008 Dakota crew cab

The facelifted third generation Dakota was unveiled at the 2007 Chicago Auto Show. The Dakota received another facelift and interior upgrade along with a few other upgrades including built-in cargo-box utility rails, heated bench seats, best-in-class towing (up to 7,050 pounds), the largest and longest standard bed in the class, and the largest mid-size truck cab. Its new 4.7 liter V8 produces 310 hp (231 kW) and 330 lb·ft (447 N·m) of torque. The standard engine remained the 3.7 liter V6 with 210 horsepower (160 kW) and 235 lb·ft (319 N·m). of torque. Production began in August 2007.

As of 2010, the Dakota was considered a part of the Ram lineup. However, the “Dodge” emblem still existed on the tailgate, and the truck was interchangeably referred to as a Ram Dakota or Dodge Dakota. Its Mitsubishi Raider sibling was discontinued in 2009, and Chrysler was readying the Ram brand to launch in the 2010 model year, making the Ram Dakota replace the Mitsubishi Raider & Dodge Dakota.

 Rear view of a 2007 Dakota Crew Cab

The IIHS gave this generation a Good rating in the frontal offset crash test.

Discontinuation

The third-generation Dakota was discontinued in 2011, with the last unit coming off the assembly line on August 23, 2011, ending the truck’s 25-year run. As of 2011, according to Sergio Marchionne, the CEO of Chrysler Group, the Dakota will probably not be replaced by a similar vehicle, mostly due to declining popularity of compact trucks on the North American market (see Ford Ranger for similar outcome). Another problem was that buyers complained that the smaller pickup was not priced lower than the full-sized Ram 1500; nevertheless, there continue to be reports of the Dakota’s return since 2012. However, Fiat Chrysler Automobiles announced in September 2014 an agreement with Mitsubishi Motors to codevelop the next generation Mitsubishi L200 to be sold globally by both companies.

• (Shelby/Shelby Z) Daytona (1984–1993)
• Deluxe (1946–1948)

1946 dodge deluxe-coupe-sedan

1947 Dodge Deluxe Club Coupe

1947 Dodge Special Deluxe 4 door (Canadian)

1947 DODGE special deluxe sedan

• Diplomat (1977–1989)

Dodge Diplomat

Dodge Diplomat
Overview
Manufacturer	Chrysler Corporation
Also called	Dodge Dart, Dodge Magnum (Mexico) Dodge Coronet (Colombia) Plymouth Caravelle (Canada; 1977–1981)
Production	1977–1989
Assembly	St. Louis, Missouri, United States Kenosha, Wisconsin, United States Windsor, Ontario, Canada Bogotá, Colombia
Body and chassis
Class	Mid-size
Body style	2-door coupe 4-door sedan 4-door station wagon
Layout	FR layout
Platform	M-body
Related	Chrysler Fifth Avenue Chrysler LeBaron Dodge Aspen Chrysler New Yorker Chrysler Town and Country Plymouth Gran Fury Outside the US: Dodge Coronet Dodge Dart Plymouth Caravelle Dodge Magnum (Mexico)
Powertrain
Engine	225 cu in (3.7 L) Slant 6 I6 318 cu in (5.2 L) LA V8 360 cu in (5.9 L) LA V8
Transmission	4-speed A833 manual 3-speed A727 automatic 3-speed A904 automatic 3-speed A999 automatic
Dimensions
Wheelbase	Coupe: 112.7 in (2,863 mm) 1977–1979, 108.7 in (2,761 mm) 1980–1981, Sedan & Wagon: 112.7 in (2,863 mm) 1977–1989 (wagons through 1981 only)
Length	Coupe: 201.2 in (5,110 mm) 1980–83 Sedan: 206.1 in (5,235 mm) 1987–89 Sedan: 204.6 in (5,197 mm) Wagon: 205.5 in (5,220 mm)
Width	Coupe & Wagon: 74.2 in (1,885 mm) 1980–83 Sedan: 72.8 in (1,849 mm) 1987–89: 72.4 in (1,839 mm)
Height	Coupe: 53.4 in (1,356 mm) Wagon: 55.5 in (1,410 mm) Sedan: 55.1 in (1,400 mm)
Chronology
Predecessor	Dodge Dart
Successor	Dodge Monaco

The Dodge Diplomat is an American mid-size car made from 1977 to 1989. It is essentially identical to the Plymouth Gran Fury in the U.S. market and the Plymouth Caravelle in Canada. It was also sold in Mexicobetween 1981 and 1982 as the Dodge Dart, and in Colombia as the Dodge Coronet. The Diplomat was initially offered in a coupe and sedan. In 1978, station wagons were added as replacements for the departed full-size C-body Wagons.

The Diplomat was offered with a base 225 cu in (3.7 L) straight-six-cylinder engine, in 318 cu in (5.2 L) V8 form, and an optional 360 cu in (5.9 L)) Diplomat, along with its Plymouth Gran Fury/Caravelle twin, were widely favored as a police car both in the US and Canada. Aside from the 3-speed Torqueflite automatic transmission, a manual transmission was available in some years and markets on six-cylinder and 318 engines; the 360s were automatics only.

History

The Diplomat name was originally used by Dodge on 2-door hardtop models from 1950 to 1954. It was also used on the export version of the DeSoto from 1946 through 1961. Between 1975 and 1977, the Diplomat name was also used on a trim package available on the Royal Monaco two-door hardtop.

 Rear view of 1977-1979 Diplomat

Starting with the 1977 model year, the Diplomat became a full model line, rather than as the name of a particular body style. It was a longer, fancier up-market version of the F-body Aspen. The chassis and mechanical components are identical, and doors and various other body panels are interchangeable.

The 1980 model year brought new exterior sheet metal for the Diplomat, although wagons were unchanged, from the doors back. Manual transmissions were dropped. Following the demise of the Dodge St. Regis R-body in 1981, the Diplomat remained, becoming the largest sedan in the Dodge lineup, despite technically being a mid-size car. Dodge would not market another truly full-size car (at least based upon United States Environmental Protection Agency (EPA) passenger volume statistics) until the Monaco debuted as a 1990 model.

By 1981, Chrysler was switching to smaller front-wheel drive designs. However, its older and larger rear-wheel drive Dodge Diplomat (as well as the Chrysler LeBaron and Fifth Avenue) continued to sell. Chrysler’s then executive vice president for manufacturing, Steve Sharf, met with officials at American Motors (AMC) to use the extra capacity at an assembly plant in Kenosha, Wisconsin to build the full-size cars. Chrysler’s tooling was moved from St. Louis to Kenosha, and over the next two and a half years, about 250,000 Chrysler and Dodge models were built by AMC at a lower cost than Chrysler could. This relationship evolved into Chrysler’s purchase of AMC in 1987.

 Dodge Diplomat coupe

In 1982, the coupe and station wagon were discontinued and Canada’s Plymouth version of the Diplomat came south of the border. The Plymouth Caravelle was offered in the US as the Plymouth Gran Fury. 1983 was the last year for the Slant Six, and afterwards, the only available engine was the 318-cid V8 with a two-barrel carburetor. A four-barrel 318 and a 360-cid V8 remained the optional engine choices for the police package.

For 1984, an upscale series was added to the American-market Diplomat, the SE. The SE used the Fifth Avenue’s front end with its parking lights located above the headlights. The grille insert used thin vertical bars with a wide trim strip dividing the grille vertically as well as horizontally. The SE had more exterior trim and an interior that placed the SE between the Diplomat Salon and the Chrysler Fifth Avenue.

As the 1980s progressed, fewer private customers purchased the Diplomat, and the M-body was eventually dropped during the 1989 model year. One reason behind the drop-off in sales was fuel economy. Despite lower gas prices in the mid- to late-1980s and a 2.26:1 rear-end gear ratio, the Diplomat’s carburated engine and lack of an overdrive gear on its TorqueFlite automatic transmission resulted in poor fuel economy compared with its larger competitors from Ford and General Motors, as evidenced by comparing the EPA estimates for 1986 models:

• Dodge Diplomat (5.2 L V8, 3-speed automatic): 16 city, 21 highway, 18 combined
• Chevrolet Caprice (5.0 L V8, 4-speed automatic with overdrive): 17 city, 25 highway, 20 combined
• Ford LTD Crown Victoria (5.0 L V8, 4-speed automatic with overdrive): 18 city, 26 highway, 21 combined

1980 Station wagon

Late in the Diplomat’s run, the car was subject to the federal “Gas Guzzler Tax.”

Diplomats built from mid-1988 until the end of production were among the first Chrysler-built products to have a driver’s side airbag as standard equipment, some two model years before the remainder of Chrysler’s lineup (they were also among the only cars at the time to offer a tilt steering column with an airbag). Diplomats with airbags differed from earlier models in that they were also equipped with a padded, color-keyed knee blocker which extended out from beneath the instrument panel in front of the driver.

When the Diplomat and similar Plymouth Gran Fury were discontinued, it marked the last rear-wheel drive non-truck model (aside from the Dodge Viper) sold by the corporation until the Plymouth Prowler was introduced in 1997. The Diplomat’s other rear-wheel drive sibling, the Chrysler Fifth Avenue, also ended production, but the nameplate was continued on a front-wheel drive chassis. In the Dodge lineup, the Monaco became the top-of-the-line sedan.

• Dreamer (1978-1979)

dodge-d300-dreamer

1978-dodge-dreamer

dodge-3500-1-ton-d300-dreamer-perfect-coe

dodge-dreamer-in-wyo

1978-dodge-dreamer-1-ton-dually-van

• Dynasty (1988–1993)

Dodge Dynasty

Not to be confused with Hyundai Dynasty.

Dodge Dynasty
Overview
Manufacturer	Chrysler Corporation
Also called	Chrysler Dynasty (Canada)
Production	1988–1993
Assembly	Belvidere, Illinois, United States
Body and chassis
Class	Mid-size
Body style	4-door sedan
Layout	Transverse front-engine, front-wheel drive
Platform	C-body
Related	Chrysler New Yorker
Powertrain
Engine	2.5 L K I4 3.0 L Mitsubishi 6G72 V6 3.3 L EGA V6
Transmission	3-speed A413 automatic 3-speed A670 automatic 4-speed A604 automatic
Dimensions
Wheelbase	1988–1990: 104.3 in (2,649 mm) 1991–93: 104.5 in (2,654 mm)
Length	192.0 in (4,877 mm)
Width	1988–1990: 68.5 in (1,740 mm) 1991–93: 68.9 in (1,750 mm)
Height	1988–1990: 53.5 in (1,359 mm) 1991–93: 53.6 in (1,361 mm)
Chronology
Predecessor	Dodge 600 Chrysler LeBaron GTS (Canada)
Successor	Dodge Intrepid

The Dodge Dynasty is a front-wheel drive sedan that was introduced in 1987 as a 1988 model to replace the 600 as Dodge‘s mid-size car. Although fairly popular, the Lee Iacocca-dictated styling was boxy and conservative compared to more aerodynamically styled competitors such as the Ford Taurus.

The Dodge Dynasty is related to the Chrysler New Yorker; both car lines were built on the Chrysler C platform in Belvidere, Illinois. It is also similar to the Chrysler New Yorker Fifth Avenue and Chrysler Imperial, which were available from 1990 to 1993 on an extended wheelbase platform of the Chrysler New Yorker. Dynasty trim levels included base and LE. Additionally, a “Brougham” package was offered on 1992 and 1993 LE models which added a padded landau roof.

A 2.5-litre inline-4 Chrysler engine, a Mitsubishi-sourced 3.0-litre V6, the 6G72 engine, and a Chrysler-built 3.3-litre V6 were available, although the 3.3 L V6 was not available until 1990. The four-cylinder came equipped with a TorqueFlite three-speed automatic transmission (the A413). The 3.0L and the 3.3L were offered solely with Chrysler’s then-new electronically controlled four-speed automatic transmission, known as the Ultradrive or A604 (List of Chrysler transmissions).

Dynasty models were all equipped with a driver’s side airbag from 1990 to 1993. A Bendix anti-lock braking system was available on all models during those years as well. The 1993 models were the only year to feature a stainless steel exhaust system and a tamper-proof odometer.

International versions

 Chrysler Dynasty (Canada)

In Canada and Mexico it was marketed as the Chrysler Dynasty. The Chrysler Dynasty was identical to the 1990 Chrysler New Yorker Salon (sold in the U.S.), their only difference being their names. In Mexico, the cars were only available with the V6 engine. In Canada the four-cylinder variant was available, but seldom ordered, and it replaced the Chrysler LeBaron GTS hatchback since Chrysler Canada did not want to market the Dodge Diplomat‘s successor, the Monaco in 1990. Chrysler Canada, however, replaced the Dynasty’s predecessor, the 600 with the Dodge Spirit instead. The Chrysler Dynasty was meant to fill a void between the Chrysler LeBaron sedan and the Chrysler New Yorker, just like what the LeBaron GTS did in Canada.

• Intrepid (1993–2004)

Dodge Intrepid

Dodge Intrepid
Overview
Manufacturer	Chrysler Corporation (1993–1998) DaimlerChrysler (1998–2004)
Also called	Chrysler Intrepid (Canada)
Production	1993–2004
Assembly	Canada: Brampton Assembly(Ontario)
Body and chassis
Class	Full-size
Body style	4-door sedan
Layout	Longitudinal front-engine, front-wheel drive
Platform	Chrysler LH platform
Chronology
Predecessor	Chrysler/Dodge Dynasty (North America) Dodge Monaco (United States)
Successor	Dodge Charger Dodge Magnum Chrysler 300 (Canada)

The Dodge Intrepid is a full-size automobile available as a front-wheel drive four-door sedan that was produced for model years 1993 to 2004. It was related to the Chrysler Concorde, Chrysler LHS, Chrysler New Yorker, Eagle Vision, and also the 300M sedans. The Intrepid, Concorde, and Vision were collectively designated the LH, Chrysler’s codename for the platform which underpinned them.

The Intrepid was sold in Canada as the Chrysler Intrepid. It replaced the Chrysler Dynasty (Canada) and Dodge Monaco (United States) as Dodge’s largest car. With Dodge’s introduction to Mexico that time, it was badged as a Dodge, replacing the Dynasty when it was sold under the Chrysler brand.

Background

The Intrepid’s design goes back to 1986, when designer Kevin Verduyn completed the initial exterior design of a new aerodynamic concept sedan called Navajo. The design never passed the clay model stage.

It was also at this time that the Chrysler Corporation purchased bankrupt Italian sports car manufacturer Lamborghini. The Navajo’s exterior design was reworked and became the Lamborghini Portofino, released as a concept at the 1987 Frankfurt Auto Show. The Portofino was heralded as a design triumph, setting in motion Chrysler’s decision to produce a production sedan with the Portofino’s revolutionary exterior design, called “cab-forward“.

The cab forward design was characterized by the long, low slung windshield, and relatively short overhangs. The wheels were effectively pushed to the corners of the car, creating a much larger passenger cabin than the contemporaries of the time.

Design of the chassis began in the late 1980s, after Chrysler had bought American Motors Corporation (AMC) in 1987. During this time, Chrysler began designing the replacement for the then-new Dodge Dynasty, which was a mid-size car. Initial proposals bore resemblance to the Dynasty, but this design approach was scrapped entirely in 1988 by François Castaing, the former AMC Vice President of product engineering and development. As AMC was purchased by Chrysler, Castaing became new Vice President for Vehicle Engineering for the new company. The acquiring automaker was in desperate need to replicate the AMC and Renault corporate culture where work was conducted in an atmosphere “of constant change”. Castaing organized Chrysler’s departments into AMC-style cross-function teams, as well as incorporated the use of simultaneous engineering. Moreover, the new vehicle’s design, under Castaing’s leadership, began with the Eagle Premier platform.

The Premier’s longitudinal engine mounting layout was inherited, as was the front suspension geometry, and parts of the braking system. The chassis itself became a flexible architecture capable of supporting front or rear-wheel drive (designated “LH” and “LX” respectively).

The chassis design was continually refined throughout the following years, as it underpinned more Chrysler prototypes: the 1989 Chrysler Millennium and 1990 Eagle Optima.

The transmission was inspired by the Premier’s Audi and ZF automatics. Borrowing heavily from Chrysler’s A604 (41TE) “Ultradrive” transversely mounted automatic, it became the A606 (also known as 42LE).

The initial standard 3.3 L pushrod V6 engine engine was joined in 1990 with a 3.5 L SOHC engine with four valves per cylinder. For the second generation Intrepid R/T the block was recast in aluminum as part of a comprehensive upgrade.

First generation (1993–1997)

First generation
Overview
Production	1993–1997
Assembly	Newark, Delaware, United States Brampton, Ontario, Canada
Body and chassis
Related	Chrysler LHS Chrysler Concorde Chrysler New Yorker Eagle Vision
Powertrain
Engine	3.3 L EGA V6 3.5 L EGE V6
Transmission	4-speed 42LE automatic
Dimensions
Wheelbase	113 in (2,870 mm)
Length	1993–94: 201.7 in (5,123 mm) 1995–97: 201.8 in (5,126 mm)
Width	74.4 in (1,890 mm)
Height	56.3 in (1,430 mm)
Curb weight	3,318 lb (1,505 kg)

The first generation of LH cars debuted at the 1992 North American International Auto Show in Detroit as three 1993 models: the Chrysler Concorde, Dodge Intrepid (badged as a Chrysler in Canada), and the Eagle Vision (badged as a Chrysler in Europe).

The Intrepid was available in two trim levels: base and the sportier, better-equipped ES, which added four-wheel disc brakes, 16″ wheels with better tires, and stiffer “touring” suspension damping. All Intrepids received driver and front passenger airbags, a rarity at the time, as well as air conditioning and the four-speed automatic transmission. Anti-lock brakes were optional, as was traction control and the more powerful 3.5 L SOHC engine rated at (214 hp).

The Intrepid’s launch marked a new image for the Dodge brand, which began to market itself as “The New Dodge” with a marketing campaign featuring actor Edward Herrmann, who would go on to serve as the brand’s spokesperson for the rest of the decade.

Changes were few over the Intrepid’s initial five-year production. A new variable-assist power steering rack replaced the original for 1994, allowing for easier parking while maintaining a firmer feel at speed. The touring suspension tuning was also made standard equipment in the base model this year. Anti-lock brakes were made standard in the ES in 1995, and in 1996 a new manual shift function for the automatic transmission, called Autostick, was inherited from the Eagle Vision TSi: the first transmission of its kind available in a mainstream car. In addition, Chrysler updated the Dodge Intrepid for the 1995 model year, adding the previous Dodge Ram logo, one used from 1994-2009. Each exterior treatment uses a hoodline and chrome accented daytime running lights with body colored accents. The Intrepid was often compared with theChevrolet Lumina and Ford Taurus, and to a lesser extent, the Toyota Camry and Honda Accord.^[3]

Intrepids were built at American Motors‘ Brampton Assembly facility, originally established to manufacture the Eagle Premier, in Brampton, Ontario, Canada; and at the Chrysler plant at Newark, Delaware.

Engines

• 3.3 L pushrod V6
• 3.5 L SOHC V6

Second generation (1998–2004)

Second generation
Overview
Production	1998–2004
Assembly	Brampton Assembly in Brampton, Ontario, Canada
Designer	Bob Boniface
Body and chassis
Related	Chrysler LHS Chrysler 300M Chrysler Concorde
Powertrain
Engine	2.7 L EER V6 3.2 L V6 3.5 L EGJ V6 3.5 L EGG V6
Transmission	4-speed 42LE automatic
Dimensions
Wheelbase	113 in (2,870.2 mm)
Length	203.7 in (5,174 mm)
Width	2000–01: 74.6 in (1,895 mm) 1998–99 & 2002–04: 74.7 in (1,897 mm)
Height	55.9 in (1,420 mm)
Curb weight	3,422 lb (1,552 kg)

The LH cars were redesigned for 1998 the second generation intrepid’s design was inspired by the 1996 ESX I concept car. The engines were replaced by two new all-aluminum units: a DOHC 2.7 L ( 2736 cc), 200 hp (150 kW) V6 for base models, and a SOHC 3.2 L (3231 cc), 225 hp (168 kW) V6 for the ES. A new, top-of-the-line R/T model was added in 2000, the centerpiece of which was a redesigned version of the 3.5 L (3518 cc) V6, now producing 242 hp (180 kW) and 234 hp (174 kW) for the ES. At the same time the 3.2 L was reduced to an option in the ES. 1998: The Intrepid was completely redesigned for the 1998 model year. Body shells were designed to be stronger and stiffer, as well as incorporating double-shear suspension mounts and integrated side impact protection.

• 1999: Minor changes to interior panels. The Chrysler Sentry Key theft-deterrent system disabled the ignition unless the proper key was used to start the engine.

• 2000: New variable-assist steering, and an optional 4-disc in-dash CD changer.

• 2002: The 3.5L replaced the 3.2L, and the water pump issues on the 2.7L were now resolved, New wheel covers were available for 2002. the R/T received an extra 2 hp (1.5 kW) from PCM programming changes which allowed it to have 244 hp (182 kW) on 89-octane fuel. This was also the year when DaimlerChrysler began cost-cutting that led to the deletion of various features from the Intrepid. Most notable were the deletion of the illuminated headlight switch, illuminated traction control switch, illuminated lock and window switches, door courtesy lights (replaced with red reflectors), illuminated ashtray receptacle, trunk lid liner, armrest power outlet, door emblems, driver’s seat map pocket, and the blacked-out front fascia paint scheme. Cost-cutting was one of the reasons why sales of the Intrepid started to slump.

• 2003: No major changes were made except the optional 4-disc in-dash CD changer was replaced with the optional 6-disc in-dash CD changer. The R/T was discontinued in 2003, but a new SXT model kept the 3.5 L High Output engine with an increase to a 250 hp (186 kW) rating. The SXT moniker was eventually used across the Dodge product line as a trim level. The Intrepid SXT was basically a base model Intrepid SE with the 3.5 H.O. engine taken from the R/T, with some “sportier” features such as a sunroof and spoiler. It was a value trim model actually classified as an ES (SXT), but had less features than the ES did with a more powerful engine.

• 2004: DaimlerChrysler discontinued the Intrepid after 2004 to be replaced by the new rear wheel drive LX vehicles; the 2005 Dodge Magnum and 2006 Dodge Charger. The last Intrepid rolled off the assembly line on August 28, 2003.

Fleet sales

 2003 Intrepid police car with the Royal Newfoundland Constabulary

The second generation was marketed to the commercial and government markets. Vehicles were used to make police interceptors, fire chief cars, and taxis similar to the earlier Chevrolet Caprice or Ford Crown Victoria. These packages had distinctive styling differences (such as small hub caps) and additional wiring to support strobes and flashers in the trunk compartment and in the front by the grill. These packages and some non-police (non-commercial) packages featured plastic front-end intake vents that routed air onto the rotors for additional cooling and stopping power.

Engines

• 1998–2004 – 2.7 L V6 200 hp (150 kW)
• 1998–2001 – 3.2 L V6 225 hp (168 kW)
• 2000–2004 – 3.5 L V6 234 hp (174 kW)
• 2000–2001 – 3.5 L HO V6 242 hp (180 kW)
• 2002–2003 – 3.5 L HO V6 244 hp (182 kW)
• 2003–2004 – 3.5 L HO V6 250 hp (186 kW)

Motorsport

In 2001, the Intrepid made its debut on the NASCAR circuit, signifying the return of Dodge to NASCAR competition after an 18-year hiatus. Drivers in the initial Dodge campaign included Bill Elliott, Jason Leffler, Ward Burton, Sterling Marlin, John Andretti, Buckshot Jones, Kyle Petty, Stacy Compton, Dave Blaney, and Casey Atwood. Marlin was the first to win in a Dodge, giving the marque its first victory since 1977, with Neil Bonnett driving. The Intrepid continued in NASCAR until 2006 when the Dodge Charger was only used.

Hybrid electric concepts

Main article: Dodge Intrepid ESX

In the late 1990s, Chrysler used the Intrepid as a research platform for a hybrid electric vehicle in a diesel-electric configuration. Three variations were built, the Intrepid ESX, ESX II, and ESX III. The first vehicle was built in a series hybrid configuration, while the next two were considered mild hybrids. These were attempted in the time frame of 1997 to 1998.

The ESX design team set a high goal of making the vehicle capable of sipping gasoline at the rate of 80 miles per US gallon (2.9 L/100 km; 96 mpg_-imp), but the eventual vehicle only achieved an estimated 55 miles per US gallon (4.3 L/100 km; 66 mpg_-imp). The figure was impressive for such a vehicle. However, the car used a number of exotic materials, which made the cost excessive if it were ever to go into full-scale production. It was estimated that the car would cost $80,000, or roughly $60,000 more than a regular Intrepid. Part of this price increase was caused by the use of lead-acid batteries.

The ESX II team set a somewhat more modest goal of 70 miles per US gallon (3.4 L/100 km; 84 mpg_-imp). The vehicle was made much lighter than normal by using an aluminum frame and carbon fiber composite material. This version only cost around $37,000, or about $15,000 more than a standard Intrepid. This version used nickel metal hydride batteries.

The third vehicle, the ESX III, had a target mileage of 72 miles per US gallon (3.3 L/100 km; 86 mpg_-imp). It used less expensive materials, such as injection-molded thermoplastic instead of carbon fiber. The estimated cost was only about $7,500 more than a standard vehicle, which would give a total somewhere around $30,000. The ESX III used lithium ion batteries.

• La Femme (1955–1956)

Dodge La Femme

See also: 1955 Dodge

Dodge La Femme
1955 Dodge La Femme
Overview
Manufacturer	Chrysler Corporation
Production	1955–1956
Body and chassis
Class	Full-size
Body style	2-door hardtop
Layout	FR layout
Related	Dodge Coronet
Powertrain
Engine	V8
Dimensions
Wheelbase	120 in (3,048 mm)
Length	212 in (5,385 mm)

 1956 Dodge La Femme

 1956 La Femme interior

 Gold-colored “La Femme” fender script

The Dodge La Femme was a product of the Chrysler Corporation‘s Dodge division between 1955 and 1956. The automobile was specifically designed for women. Although a marketing flop, it was later revered as a step forward in gender equality, as cars at the time were generally seen as a tool for men.

Origin

The La Femme’s raison d’être stemmed from Chrysler’s marketing department’s observation that more and more women were taking an interest in automobiles during the 1950s, and that women’s opinions on which color car to buy was becoming part of the decision making process for couples buying an automobile. The La Femme was an attempt to gain a foothold in the women’s automobile market.

The La Femme concept was based upon two Chrysler show cars from the 1954 season. Named Le Comte, and La Comtesse, each was built from a Chrysler Newport hardtop body, and each was given a clear plastic roof over the entire passenger compartment. While the Le Comte was designed using masculine colors, the La Comtesse was painted “Dusty Rose” and “Pigeon Grey” in order to convey femininity. Favorable responses encouraged Chrysler to pursue the La Comtesse concept.

1955

Dodge received the project and renamed the concept the La Femme, which began as a 1955 Dodge Custom Royal Lancer “spring special” hardtop two-door coupe, painted “Sapphire White” and “Heather Rose”. From there, the exterior received special gold-colored “La Femme” scripts that replaced the standard “Custom Royal Lancer” scripts on the cars front fenders.

The interior of the car also received attention and features. 1955 La Femme interiors were upholstered in a special tapestry material featuring pink rosebuds on a pale silver-pink background and pale pink vinyl trim. The La Femme came with a keystone-shaped, pink calfskin purse that coordinated with the interior of the car. The purse could be stowed in a compartment in the back of the passenger seat, and its gold-plated medallion faced outward. This brushed-metal medallion was large enough to have the owner’s name engraved on it.

Each purse was outfitted with a coordinated set of accessories inside, which included a face-powder compact, lipstick case, cigarette case, comb, cigarette lighter and change purse, all made of either faux-tortoiseshell plastic and gold-tone metal, or pink calfskin and gold-tone metal, and all were designed and made by “Evans”, a maker of women’s fine garments and accessories in Chicago.

On the back of the drivers seat was a compartment that contained a raincoat, rain bonnet and umbrella, all made from a vinyl patterned to match the rosebud interior fabric. Marketing brochures stated that the car was made“By Special Appointment to Her Majesty… the American Woman.”

1956

For 1956, the La Femme returned, with no less fanfare; letters to dealers from Dodge’s marketing department called the La Femme a “stunning success”. For 1956, Dodge replaced the Heather Rose and Sapphire White scheme with a Misty Orchid and Regal Orchid color scheme. The interior of the car in 1956 did not take its cue from the 1955 model, and instead featured “La Femme”-only seat patterns, headliner, interior paint and carpet. The fabrics used have proven difficult to reproduce. The seat coverings were made of a heavy white cloth with random, organic-seeming patterns of short lavender and purple loops, in a manner similar to loop-pile carpeting. The headliner cloth was heavy white fabric, with many tiny random splashes of gold paint. The carpeting was loop pile with several shades of lavender and purple. The boxes behind the seats were changed for 1956 to accommodate the rain coat, rain cap and umbrella provided with the model. Both boxes were identical this year, because there was no need to accommodate a purse, which was only offered with the 1955 La Femme.

Legacy

Dodge dropped the La Femme for 1957 and did not revisit the concept. Because the La Femme was an option package ($143), its total production was never broken out from Dodge’s production numbers, although research suggests fewer than 2,500 were made over the two-year period. At least 40 known examples exist of the 1955 version and over 20 for the 1956 version, including at least 3 verifiable D-500 optioned 1956 La Femmes.

Many theories exist concerning the low sales of the La Femme trim package. No evidence of magazine, television, radio, or other La Femme advertisements have been found since 1986. Given the large number of Dodge dealerships in the U.S. at the time, few of them received a demonstration La Femme for their showroom. Instead, single-sheet dealer pamphlets were the only clue that Dodge La Femmes were available, when other trim-special models such as the Chrysler 300 letter series, Plymouth Fury, and DeSoto Adventurer were widely promoted.

That was part II off Dodge Cars and Truck.

In Part III I hope there is place for the rest.

• Lancer (1955–1989)
• Magnum (1978–1979, 2005–2008)
• Matador (1960)
• Mayfair (1953–1959)
• Meadowbrook (1949–1954)
• Mirada (1980–1983)
• Monaco (1965–1978, 1990–1992)
• Neon (1995–2005)
• Nitro (2006–2012)
• Omni 024 (1979–1982)
• Omni (GLH) (1978–1990)
• Phoenix (1960–1973)
• Polara (1960–1973)
• Power Wagon (1945–1980)
• Ram 50 (1979–1996)
• Ram SRT 10 (2004-2006)
• Ram Van (1971–2003)
• Ramcharger (1974–2001)
• Rampage (1982–1984)
• Royal (1954–1959)
• Shadow (1987–1994)
• Sierra (1955–1956)
• Spirit (1989–1995)
• Sprinter (2004–2009)
• SRT-4 (2003–2005)
• St. Regis (1979–1981)
• Stealth (1991–1996)
• Stratus (1995–2006)
• Town Panel and Town Wagon (1954–1966)

DODGE Cars and Trucks Auburn Hills, Michigan, USA Part I

Dodge

Dodge

Type	Division of Fiat Chrysler Automobiles
Industry	Automobile
Founded	1900 (auto parts (Dodge Brothers)) 1914 (automobiles)
Founders	John Francis Dodge Horace Elgin Dodge
Headquarters	Auburn Hills, Michigan, United States
Area served	Global (except Europe)
Key people	Sergio Marchionne, CEO of FCA US LLC Timothy Kuniskis, President and CEO of Dodge brand
Products	Cars, trucks, SUVs, vans/minivans
Parent	FCA US LLC
Divisions	Ram
Website	dodge.com (U.S.) dodge.com (Global)

Dodge Buses:

http://myntransportblog.com/2013/12/29/buses-dodge-brothers-detroit-usa/

Dodge is an American brand of automobiles, minivans, and sport utility vehicles manufactured by FCA US LLC (formerly known as Chrysler Group LLC), based in Auburn Hills, Michigan, and formerly known as the Dodge Division of Chrysler Corporation. Dodge vehicles presently include the lower-priced badge variants of Chrysler-badged vehicles as well as performance cars, though for much of its existence Dodge was Chrysler’s mid-priced brand above Plymouth.

Founded as the Dodge Brothers Company by brothers Horace Elgin Dodge and John Francis Dodge in 1900, Dodge was originally a supplier of parts and assemblies for Detroit-based automakers and began building complete automobiles in 1915, predating the founding of Chrysler Corporation. The Dodge brothers died suddenly in 1920 and the company was sold to Dillon, Read & Co. in 1925 before being sold to Chrysler in 1928. Dodge vehicles mainly consisted of trucks and full-sized passenger cars through the 1970s, though it did make some inroads into the compact car market during this time. The 1973 oil crisis and its subsequent impact on the American automobile industry led Chrysler to develop the K platform of compact to midsize cars for the 1981 model year. The K platform and its derivatives are credited with reviving Chrysler’s business in the 1980s; one such derivative became the Dodge Caravan.

The Dodge brand has withstood the multiple ownership changes at Chrysler from 1998–2009, including its short-lived merger with Daimler-Benz AG from 1998–2007, its subsequent sale to Cerberus Capital Management, its 2009 bailout by the United States government, and its subsequent Chapter 11 bankruptcy and acquisition by Fiat.

In 2011, Dodge, Ram, and Dodge’s Viper were separated. Dodge said that the Dodge Viper will now be an SRT product and Ram will be a manufacturer. In 2014, SRT was merged back into Dodge. Later that year, Chrysler Group was renamed FCA US LLC, corresponding with the merger of Fiat S.p.A. and Chrysler Group into the single corporate structure of Fiat Chrysler Automobiles.

History

Founding and early years

 1915 Dodge Brothers Model 30-35 touring car

 Dodge Brothers delivery trucks, Salt Lake City, 1920

After the founding of the Dodge Brothers Company by Horace and John Dodge in 1900, the Detroit-based company quickly found work producing precision engine and chassis components for the city’s growing number of automobile firms. Chief among these customers were the established Olds Motor Vehicle Company and the then-new Ford Motor Company.

By 1914, Horace had created the new four-cylinder Dodge Model 30. Marketed as a slightly more upscale competitor to the ubiquitous Ford Model T, it pioneered or made standard many features later taken for granted: all-steel body construction (the vast majority of cars worldwide still used wood-framing under steel panels, though Stoneleigh and BSA used steel bodies as early as 1911); 12-volt electrical system (6-volt systems would remain the norm until the 1950s); 35 horsepower (versus the Model T’s 20), and sliding-gear transmission (the best-selling Model T would retain an antiquated planetary design until its demise in 1927). As a result of this, and the brothers’ well-earned reputation for the highest quality truck, transmission and motor parts they made for other successful vehicles, Dodge Brothers cars were ranked at second place for U.S. sales as early as 1916. That same year, Henry Ford decided to stop paying stock dividends to finance the construction of his new River Rouge complex. This led the Dodges to file suit to protect their annual stock earnings of approximately one million dollars, leading Ford to buy out his shareholders; the Dodges were paid some US$25 million.

Also in 1916, the Dodge Brothers’ vehicles won acclaim for durability while in service with the U.S. Army’s Pancho Villa Expedition into Mexico. One notable instance was in May when the 6th Infantry received a reported sighting of Julio Cárdenas, one of Villa’s most trusted subordinates. Lt. George S. Patton led ten soldiers and two civilian guides in three Dodge Model 30 touring cars to conduct a raid at a ranch house in San Miguelito,Sonora. During the ensuing firefight the party killed three men, of whom one was identified as Cárdenas. Patton’s men tied the bodies to the hoods of the Dodges, returning to headquarters in Dublán and an excited reception from US newspapermen.

Death of the Dodge brothers, Sale to Chrysler

 1927 Dodge Brothers Series 124 sedan

Dodge Brothers cars continued to rank second place in American sales in 1920. However, the same year, tragedy struck as John Dodge was felled by pneumonia in January.^[8] His brother Horace then died of cirrhosis in December of the same year (reportedly out of grief at the loss of his brother, to whom he was very close). With the loss of both founders, the Dodge Brothers Company passed into the hands of the brothers’ widows, who promoted long-time employee Frederick Haynes to the company presidency. During this time, the Model 30 was evolved to become the new Series 116 (though it retained the same basic construction and engineering features). However, throughout the 1920s Dodge gradually lost its ranking as the third best-selling automobile manufacturer, slipping down to seventh in the U.S. market.

Dodge Brothers emerged as a leading builder of light trucks. They also entered into an agreement whereby they marketed trucks built by Graham Brothers of Evansville, Indiana. The three Graham brothers would later produce Graham-Paige and Graham automobiles.

Stagnation in development was becoming apparent, however, and the public responded by dropping Dodge Brothers to fifth place in the industry by 1925. That year, the Dodge Brothers company was sold by the widows to the well-known investment group Dillon, Read & Co. for no less than US$146 million (at the time, the largest cash transaction in history).

Dillon, Read & Co. offered non-voting stock on the market in the new Dodge Brothers, Inc., firm, and along with the sale of bonds was able to raise $160 million, reaping a $14 million (net) profit. All voting stock was retained by Dillon, Read. Frederick Haynes remained as company head until E.G. Wilmer was named board chairman in November, 1926. Wilmer was a banker with no auto experience and Haynes remained as president. Changes to the car, save for superficial things like trim levels and colors, remained minimal until 1927, when the new Senior six-cylinder line was introduced. The former four-cylinder line was kept on, but renamed the Fast Four line until it was dropped in favor of two lighter six-cylinder models (the Standard Six and Victory Six) for 1928.

On October 1, 1925, Dodge Brothers, Inc., acquired a 51% interest in Graham Brothers, Inc., for $13 million and the remaining 49% on May 1, 1926. The three Graham brothers, Robert, Joseph and Ray, assumed management positions in Dodge Brothers before departing early in 1927.

Despite all this, Dodge Brothers’ sales had already dropped to seventh place in the industry by 1927, and Dillon, Read began looking for someone to take over the company on a more permanent basis. Eventually Dodge was sold to Chrysler Corporation in 1928.

Pre-war years

 Dodge aimed for the luxury market in this advertisement for the 1933 models

To fit better in the Chrysler Corporation lineup, alongside low-priced Plymouth and medium-priced DeSoto, Dodge’s lineup for early 1930 was trimmed down to a core group of two lines and thirteen models (from three lines and nineteen models just over a year previous). Prices started out just above DeSoto but were somewhat less than top-of-the-line Chrysler, in a small-scale recreation of General Motors’ “step-up” marketing concept. (DeSoto and Dodge would swap places in the market for the 1933 model year, Dodge dropping down between Plymouth and DeSoto.)

For 1930, Dodge took another step up by adding a new eight-cylinder line to replace the existing Senior six-cylinder. This basic format of a dual line with Six and Eight models continued through 1933, and the cars were gradually streamlined and lengthened in step with prevailing trends of the day. The Dodge Eight was replaced by a larger Dodge DeLuxe Six for 1934, which was dropped for 1935. A long-wheelbase edition of the remaining Six was added for 1936 and would remain a part of the lineup for many years.

The Dodge line, along with most of the corporation’s output, was restyled in the so-called “Wind Stream” look for 1935. This was a mild form of streamlining, which saw sales jump remarkably over the previous year (even though Dodge as a whole still dropped to fifth place for the year after two years of holding down fourth). Dodge never got the radical Airflow styling that was the cause of depressed sales of Chryslers and DeSotos from 1934 to 1937.

 Dodge D11 Luxury Liner 4-Door Sedan 1939

Dodge (along with the rest of Chrysler) added safety features such as a smooth, flat dashboard with no protruding knobs, curved in door handles, and padded front-seat backs for the benefit of the rear-seat occupants.

Another major restyle arrived for the 25th-anniversary 1939 models, which Dodge dubbed the Luxury Liner series. These were once again completely redesigned, with new bodies for 1940, again in 1941, and a refreshing for 1942. However, just after the 1942 models were introduced, Japan’s attack on Pearl Harbor forced the shutdown of Dodge’s passenger car assembly lines in favor of war production in February 1942.

World War II

Chrysler was prolific in its production of war materiel from 1942 to 1945, and Dodge in particular was well known to both average citizens and thankful soldiers for their tough military-spec truck models and ambulances like the WC54. Starting with the hastily converted VC series and evolving into the celebrated WC series, Dodge built a strong reputation for itself that readily carried over into civilian models after the war.

Post-war years

 1946 Dodge Custom 4-door sedan

 1956 Dodge Coronet

 1946 Dodge FK6 bus operated by Egged in 1940s

Civilian production at Dodge was restarted by late 1945, in time for the 1946 model year. The “seller’s market” of the early postwar years, brought on by the lack of any new cars throughout the war, meant that every automaker found it easy to sell vehicles regardless of any drawbacks they might have. Like almost every other automaker, Dodge sold lightly facelifted revisions of its 1942 design through the 1948 season. As before, these were a single series of six-cylinder models with two trim levels (basic Deluxe or plusher Custom).

Styling was not initially Dodge’s strong point during this period, though that began to change by 1953 under the direction of corporate design chief Virgil Exner. At the same time, Dodge also introduced its first V8 engine – the Red Ram Hemi, a smaller version of the original design of the famed Hemi. The new 1953 bodies were smaller and based on the Plymouth. For 1954, sales dropped, the stubby styling not going over well with the public. 1954 also saw the introduction of the fully automatic PowerFlite transmission.

New corporate “Forward Look” styling for 1955 began a new era for Dodge. With steadily upgraded styling and ever-stronger engines every year through 1960, Dodge found a ready market for its products as America discovered the joys of freeway travel. This situation improved when Dodge introduced a new line of Dodges called the Dart to do battle against Ford, Chevrolet and Plymouth. The result was that Dodge sales in the middle price class collapsed. Special and regional models were sold as well, including the LaFemme (a white and orchid-trimmed hardtop marketed toward women) and the Texan, a gold-accented Dodge sold in the Lone Star State.

 1958 Dodge Coronet Lancer hardtop coupe

Dodge entered the compact car field for 1961 with their new Lancer, a variation on Plymouth’s Valiant. Though it was not initially successful, the Dart range that succeeded the Lancer in 1963 would prove to be one of the division’s top sellers for many years.

Chrysler did make an ill-advised move to downsize the Dodge and Plymouth full-size lines for 1962, which resulted in a loss of sales. However, they turned this around in 1965 by turning those former full-sizes into “new” mid-size models; Dodge revived the Coronet nameplate in this way and later added a sporty fastback version called the Charger that became both a sales leader and a winner on the NASCAR circuit. Not only did this style dominate the racetrack for 4 full years, its aerodynamic improvements forever changed the face a NASCAR racing.

Full-size models evolved gradually during this time. After Dodge dealers complained about not having a true full-size car in the fall of 1961, the Custom 880 was hurried into production. The Custom 880 used the 1962 Chrysler Newport body with the 1961 Dodge front end and interior. The 880 continued into 1965, the year a completely new full-size body was put into production, the Polara entered the medium price class and the Monaco was added as the top series. The Polara and Monaco were changed mostly in appearance for the next ten years or so. Unique “fuselage” styling was employed for 1969 through 1973 and then was toned down again for the 1974 to 1977 models.

 1967 Dodge Coronet 440 sedan

Dodge is well-known today for being a player in the muscle car market of the late 1960s and early 1970s. Along with the Charger, models like the Coronet R/T and Super Bee were popular with buyers seeking performance. The pinnacle of this effort was the introduction of the Challenger sports coupe and convertible (Dodge’s entry into the “pony car” class ) in 1970, which offered everything from mild economy engines up to the wild race-ready Hemi V8 in the same package. In an effort to reach every segment of the market, Dodge even reached a hand across the Pacific to its partner, Mitsubishi Motors, and marketed their subcompact as the Colt to compete with the AMC Gremlin, Chevrolet Vega, and Ford Pinto. Chrysler would over the years come to rely heavily on their relationship with Mitsubishi.

Times of crisis

 1977 Dodge Diplomat sedan

The 1973 oil crisis caused significant changes at Dodge, as well as Chrysler as a whole. Except for the Colt and Slant Six models of the Dart, Dodge’s lineup was quickly seen as extremely inefficient. In fairness, this was true of most American automakers at the time, but Chrysler was also not in the best financial shape to do anything about it. Consequently, while General Motors and Ford were quick to begin downsizing their largest cars, Chrysler (and Dodge) moved more slowly out of necessity.

At the very least, Chrysler was able to use some of its other resources. Borrowing the recently introduced Chrysler Horizon from their European division, Dodge was able to get its new Omni subcompact on the market fairly quickly. At the same time, they increased the number of models imported from Mitsubishi: first came a smaller Colt (based on Mitsubishi’s Lancer line), then a revival of the Challenger as a Mitsubishi compact hardtop coupe with nothing more than a four-cylinder under the hood, rather than the booming V8s of yore. Bigger Dodges, though, remained rooted in old habits. The Dart was replaced by a new Aspen for 1976, and Coronet and Charger were effectively replaced by the Diplomat for 1977, which was actually a fancier Aspen. While the Aspen got accolades for styling and handling, build quality was problematic, sullying the car’s reputation at the time when sales were desperately needed. Meanwhile, the huge Monaco (Royal Monaco beginning in 1977 when the mid-sized Coronet was renamed “Monaco”) models hung around through 1977, losing sales every year, until finally being replaced by the St. Regis for 1979 following a one-year absence from the big car market. In a reversal of what happened for 1965, the St. Regis was an upsized Coronet. Buyers, understandably, were confused and chose to shop the competition rather than figure out what was going on at Dodge.

Everything came to a head in 1979 when Chrysler’s new chairman, Lee Iacocca, requested and received federal loan guarantees from the United States Congress in an effort to save the company from having to file bankruptcy. With a Federal Loan in hand, Chrysler quickly set to work on new models that would leave the past behind, while reorganizing to pay the government loan which stood at 29%.

K-Cars and minivans

 1981–82 Aries Special Edition

The first fruit of Chrysler’s crash development program was the “K-Car“, the Dodge version of which was the Dodge Aries. This basic and durable front-wheel drive platform spawned a whole range of new models at Dodge during the 1980s, including the groundbreaking Dodge Caravan. The Caravan not only helped save Chrysler as a serious high-volume American automaker, but also spawned an entirely new market segment that remains popular today: the minivan.

 1991 Dodge Spirit R/T

Through the late 1980s and 1990s, Dodge’s designation as the sporty-car division was backed by a succession of high-performance and/or aggressively styled models including the Daytona, mid-sized 600 and several versions of the Lancer. The Dodge Spirit sedan was well received in numerous markets worldwide. The Omni remained in the line through 1990. Dodge-branded Mitsubishi vehicles were phased out by 1993 except for the Dodge Stealth running through 1996, though Mitsubishi-made engines and electrical components were still widely used in American domestic Chrysler products. In 1992, Dodge moved their performance orientation forward substantially with the Viper, which featured an aluminum V10 engine and composite sports roadster body. This was the first step in what was marketed as “The New Dodge”, which was an aggressive advertising campaign with a litany of new models, with television ads narrated by Edward Herrmann that pointed out the innovations in the vehicles and challenged their competitors. Later that year, was the introduction of new Intrepid sedan, totally different from its boxy Dynasty predecessor and for 1993, the new Dodge Ram pickup was introduced with bold styling. The Intrepid used what Chrysler called “cab forward” styling, with the wheels pushed out to the corners of the chassis for maximum passenger space. They followed up on this idea in a smaller scale with the Stratus and Neon, both introduced for 1995. The Neon in particular was a hit, buoyed by a clever marketing campaign and good performance.

 Cab Forward Design on a 1996 Dodge Stratus

The modern era

DaimlerChrysler & private ownership

 2006 Dodge Charger SRT8 sedan

In a move that never lived up to the expectations of its driving forces, Chrysler Corporation merged with Daimler-Benz AG in 1998 to form DaimlerChrysler. Rationalizing Chrysler’s broad lineup was a priority, and Dodge’s sister brand Plymouth was withdrawn from the market. With this move, Dodge became DaimlerChrysler’s low-price division as well as its performance division.

The Intrepid, Stratus, and Neon updates of the 1998 to 2000 timeframe were largely complete before Daimler’s presence, and Dodge’s first experience of any platform sharing with the German side of the company was the 2005 Magnum station wagon, introduced as a replacement for the Intrepid. Featuring Chrysler’s first mainstream rear-wheel drive platform since the 1980s and a revival of the Hemi V8 engine. The Charger was launched in 2006 on the same platform.

Further cost savings were explored in the form of an extensive platform-sharing arrangement with Mitsubishi, which spawned the Caliber subcompact as a replacement for the Neon and the Avenger sedan. The rear-drive chassis was then used in early 2008 to build a new Challenger, with styling reminiscent of the original 1970 Challenger. Like its predecessor, the new Challenger coupe was available with a powerful V8 engine (base models featured a V6). In Spring 2007, DaimlerChrysler reached an agreement with Cerberus Capital Management to dump its Chrysler Group subsidiary, of which the Dodge division was a part. Soon after, the housing bubble began to collapse the American market, and on May 1, 2009, Chrysler and GM filed for bankruptcy on the same day.

Fiat ownership.

On June 10, 2009, Italian automaker Fiat formed a partnership with Chrysler under Sergio Marchionne, with the UAW, and the US Government to form Chrysler Group LLC, of which Dodge remained fully integrated. For its part, the US Government provided more than $6 billion in loans at 21%, called a “bridge loan” or “bailout”. The newly formed company went on to fully repay that loan, remortgaging to reduce the interest rate several times down to 6%. They fully paid back the loan with interest to the U.S. Government on May 24, 2011, a full five years early. The UAW, being partners throughout the process, were paid well and above $3.9 billion in 2013 as Sergio’s plan for full consolidation has continued on schedule. This has allowed Chrysler LLC to fully merge with Fiat to form FCA, Fiat Chrysler Automobiles, in 2014. The combined company will be based in London.^[13]

In 2013, Dodge re-introduced a compact car based on an Alfa-Romeo design called the Dart. It was the first new Dodge model produced under FCA.

On May 6, 2014, FCA announced a major restructuring, in which Dodge would focus solely on performance vehicles and will be positioned between Chrysler (which is moving downmarket into mainstream vehicles) and a relaunched Alfa Romeo (making its return to North America after a 20-year absence) in the FCA lineup. This is a set up similar to PSA Peugeot Citroën, which positions Peugeot as its conservative mainstream brand while Citroën is more performance-based, as well as Hyundai Motor Group having its two mainstream brands, Kia Motors and Hyundai Motor Company focusing on performance and mid-luxury, respectively. (Among the American press, it has drawn comparisons to the decades-long set up of Chevrolet and Pontiac at General Motors before the phase-out of Pontiac in 2010.) As part of the restructuring, Dodge will discontinue the Dodge Grand Caravan(after 32 years) and Dodge Avenger without replacements, while launching a sporty subcompact below the Dart in 2018. Additionally, while the Ram Trucks division will remain separate (although the Dodge Durango will remain in production as a Dodge), the SRT division was merged back into Dodge.

Dodge trucks

Over the years, Dodge has become at least as well known for its many truck models as for its prodigious passenger car output. In 2009, trucks were spun off into the Ram brand, named after the brand’s most popular truck, the Dodge Ram. However, it should be noted that even though the Ram trucks are marketed separately from Dodge cars, Ram President Fred Diaz has stated that “Ram trucks will always and forever be Dodges. Ram will always have the Dodge emblem inside and outside and they will be ‘vinned’ (from the acronym VIN, or Vehicle Identification Number) as a Dodge. We need to continue to market as Ram so Dodge can have a different brand identity: hip, cool, young, energetic. That will not fit the campaign for truck buyers. The two should have distinct themes.”

Pickups and medium to heavy trucks

 1934 Dodge K-34 stake bed truck

Ever since the beginning of its history in 1914, Dodge has offered light truck models. For the first few years, these were based largely on the existing passenger cars, but eventually gained their own chassis and body designs as the market matured. Light- and medium-duty models were offered first, then a heavy-duty range was added during the 1930s and 1940s.

Following World War II and the successful application of four-wheel drive to the truck line, Dodge introduced a civilian version that it called the Power Wagon. At first based almost exactly on the military-type design, variants of the standard truck line were eventually given 4WD and the same “Power Wagon” name.

Dodge was among the first to introduce car-like features to its trucks, adding the plush Adventurer package during the 1960s and offering sedan-like space in its Club Cab bodies of the 1970s. Declining sales and increased competition during the 1970s eventually forced the company to drop its medium- and heavy-duty models, an arena the company has only recently begun to reenter.

Dodge introduced what they called the “Adult Toys” line to boost its truck sales in the late 1970s, starting off with the limited edition Lil’ Red Express pickup (featuring, a 360 c.i. police interceptor engine and visible big rig-styleexhaust stacks). Later came the more widely available Warlock. Other “Adult Toys” from Dodge included the “Macho Power Wagon” and “Street Van”.

As part of a general decline in the commercial vehicle field during the 1970s, Dodge eliminated their LCF Series heavy-duty trucks in 1975, along with the Bighorn and medium-duty D-Series trucks, and affiliated S Series school buses were dropped in 1978. On the other hand, Dodge produced several thousand pickups for the United States Military under the CUCV program from the late 1970s into the early 1980s.

 1989 Dodge Ram pickup

Continuing financial problems meant that even Dodge’s light-duty models – renamed as the Ram Pickup line for 1981 – were carried over with the most minimal of updates until 1993. Two things helped to revitalize Dodge’s fortunes during this time. First was their introduction of Cummins’ powerful and reliable B Series turbo-diesel engine as an option for 1989. This innovation raised Dodge’s profile among serious truck buyers who needed power for towing or large loads. A mid-size Dakota pickup, which later offered a class-exclusive V8 engine, was also an attractive draw.

Dodge introduced the Ram’s all-new “big-rig” styling treatment for 1994. Besides its instantly polarizing looks, exposure was also gained by usage of the new truck on the hit TV show Walker, Texas Ranger starring Chuck Norris. The new Ram also featured a totally new interior with a console box big enough to hold a laptop computer, or ventilation and radio controls that were designed to be easily used even with gloves on. A V10 engine derived from that used in the Viper sports car was also new, and the previously offered Cummins turbo-diesel remained available. The smaller Dakota was redesigned in the same vein for 1997, thus giving Dodge trucks a definitive “face” that set them apart from the competition.

The Ram was redesigned again for 2002 (the Dakota in 2005), basically as an evolution of the original but now featuring the revival of Chrysler’s legendary Hemi V8 engine. New medium-duty chassis-cab models were introduced for 2007 (with standard Cummins turbo-diesel power), as a way of gradually getting Dodge back in the business truck market again.

For a time during the 1980s, Dodge also imported a line of small pickups from Mitsubishi. Known as the D50 or (later) the Ram 50, they were carried on as a stopgap until the Dakota’s sales eventually made the imported trucks irrelevant. (Mitsubishi has more recently purchased Dakota pickups from Dodge and restyled them into their own Raider line for sale in North America.)

Vans

Dodge had offered panel delivery models for many years since its founding, but their first purpose-built van model arrived for 1964 with the compact A Series. Based on the Dodge Dart platform and using its proven six-cylinder or V8 engines, the A-series was a strong competitor for both its domestic rivals (from Ford and Chevrolet/GMC) and the diminutive Volkswagen Transporter line.

As the market evolved, however, Dodge realized that a bigger and stronger van line would be needed in the future. Thus the B Series, introduced for 1971, offered both car-like comfort in its Sportsman passenger line or expansive room for gear and materials in its Tradesman cargo line. A chassis-cab version was also offered, for use with bigger cargo boxes or flatbeds.

 2003 Dodge Caravan

Like the trucks, though, Chrysler’s dire financial straits of the late 1970s precluded any major updates for the vans for many years. Rebadged as the Ram Van and Ram Wagon for 1981, this venerable design carried on for 33 years with little more than cosmetic and safety updates all the way to 2003.

The DaimlerChrysler merger of 1999 made it possible for Dodge to explore new ideas; hence the European-styled Mercedes-Benz Sprinter line of vans was brought over and given a Dodge styling treatment. Redesigned for 2006 as a 2007 model, the economical diesel-powered Sprinters have become very popular for city usage among delivery companies like FedEx and UPS in recent years. Because of their fuel efficiency major motorhome manufacturer Thor Motor Coach made several Class C and Class A Motorhomes available on the Dodge Sprinter Chassis including their popular Four Winds Siesta & Chateau Citation product lines.

Dodge also offered a cargo version of its best-selling Caravan for many years, at first calling it the Mini Ram Van (a name originally applied to short-wheelbase B-Series Ram Vans) and later dubbing it the Caravan C/V (for “Cargo Van”). However, for model year 2011, the Caravan C/V was rebranded as a Ram, called the Ram C/V.

Sport utility vehicles

Dodge’s first experiments with anything like a sport utility vehicle appeared in the late 1950s with a windowed version of their standard panel-truck – known as the Town Wagon. These were built in the same style through the mid-1969s.

But the division didn’t enter the SUV arena in earnest until 1974, with the purpose-built Ramcharger. Offering the then-popular open body style and Dodge’s powerful V8 engines, the Ramcharger was a strong competitor for trucks like the Ford Bronco, Chevrolet Blazer and International Harvester Scout II.

Once again, though, Dodge was left with outdated products during the 1980s as the market evolved. The Ramcharger hung on through 1993 with only minor updates. When the Ram truck was redesigned for the 1994 model year, the Ramcharger was discontinued in the American and Canadian markets. A version using the updated styling was made for the Mexican Market but was never imported to the U.S. or Canada.

Instead, Dodge tried something new in 1998. Using the mid-sized Dakota pickup’s chassis as a base, they built the four-door Durango SUV with seating for eight people and created a new niche. Sized between smaller SUVs (like the Chevrolet Blazer and Ford Explorer) and larger models (like the Chevrolet Tahoe and Ford Expedition), Durango was both a bit more and bit less of everything. The redesigned version for 2004 grew a little bit in every dimension, becoming a full-size SUV (and thus somewhat less efficient), but was still sized between most of its competitors on either side of the aisle. For 2011 a new unibody Durango based on the Jeep Grand Cherokee was released. The 2011 Durango shrank slightly to size comparable to the original model.

Dodge also imported a version of Mitsubishi’s popular Montero (Pajero in Japan) as the Raider from 1987 to 1989.

International markets

Dodge vehicles are now available in many countries throughout the world.

Argentina

Dodge came to Argentina in the early 20th century with imported cars & trucks. But, since 1960, has partnered with a local representative: Fevre-Basset. The first vehicle made in Argentina was the pick up D-100 “Sweptilte”. For 1961 to 1980 arrives the trucks, like: D-400/DP-400 D-500/DP-500 DP600, DD900 & DD1000 (the last two with one curiosity: the aircooled Deutz engine rather Perkins or Chrysler). Respecting the passenger cars, made the Valiant I & II, and the local versions of the 1966 Dodge Dart (called Valiant III & IV). For 1971, arrives the Dodge 1500, a rebadged Hillman Avenger from UK. In 1982, ceased the Dodge brand, because Volkswagen bought the Fevre plant and the shares.

In 1993, Dodge cars and pick-ups began to be marketed in the country. Currently, the Journey and the Ram sold in Argentina by Dodge.

Asia

Dodge entered the Japanese market in mid-2007, and re-entered the Chinese market in late 2007. Soueast Motors of China assembles the Caravan for the Chinese market. Dodge had already been marketing its vehicles in South Korea since 2004, starting with the Dakota.

Dodge vehicles have been sold in the Middle East for a considerably longer period.

Australia

Dodge re-entered the Australian market in 2006 with the Caliber, their first offering since the AT4/D5N trucks in 1979 and the first Dodge passenger car to be marketed in Australia since the Phoenix sedan was discontinued in 1973. The second model to be introduced was the Nitro, with the Avenger and Journey followed. Dodge chose not use the full model lines and engines available to them, the 2.7L V6 being available in the Journey and Avenger instead of the 3.2 in the North American versions. However they did introduce diesel engines in all their cars. Following the Global Financial Crisis, Chrysler introduced the facelifted model of the Caliber and discontinued the Avenger imports. From early 2012 on, model year 2010 cars were available. By early 2012 no new cars were being brought into Australia aside from the new facelifted 2012 Journey. There are now rumours that Dodge cars will be re-badged as Fiats in the Australian market as has happened in Europe. In contrast, recent speculation has suggested that the Dodge nameplate would continue on until at least 2015, due to consistent sales of the Journey.

Brazil

In Brazil, Dodge cars were produced between 1969 and 1981 with the models Dart, Charger, Magnum, LeBaron (all powered by the same 318 cid V8 engine), and the compact 1800/Polara, based on the British Hillman Avenger. The manufacturer was acquired by Volkswagen in 1981. In 1998, the Dakota pickup started production in a new plant in Campo Largo, Paraná by Mercedes-Benz, which belongs to its former partner Daimler AG. It was built there until 2001 with petrol and diesel engines and regular, extended and crew cabs. In 2010, Dodge started sales of the imported pickup Ram 2500. The model portfolio is being expanded, starting with the Journey crossover for the 2009 model year.

Canada

In Canada, the Dodge lineup of cars started down the road to elimination along with the Plymouth line when in 1988 the Dodge Dynasty was sold in Canada as the Chrysler Dynasty and sold at both Plymouth and Dodge dealers. Similarly, the new Dodge Intrepid, the Dynasty’s replacement, was sold as the Chrysler Intrepid.

For 2000, the new Neon became the Chrysler Neon. The Chrysler Cirrus and Mitsubishi-built Dodge Avenger were dropped. Dodge trucks, which have been sold at Canadian Plymouth dealers since 1973, continued without change. All Plymouth-Chrysler and Dodge-Chrysler dealers became Chrysler-Dodge-Jeep dealers.

The diluting of the Chrysler name did not go well in Canada, especially as the nameplate had been pushed as a luxury line since the 1930s. For 2003, the revamped Neon appeared in Canada as the Dodge SX 2.0. Since then all new Dodge models have been sold in Canada under the Dodge name.

Europe

Dodge started assembling lorries (trucks) in the United Kingdom, from imported parts, in 1922. In 1933 it began to manufacture a British chassis, at its works in Kew, using American engines and gearboxes.

Right-hand drive Dodge trucks

Dodge D15 1952 Kew-built Dodge D100

Following Chrysler’s takeover of the British Rootes Group, Simca of France, and Barreiros of Spain, and the resultant establishment of Chrysler Europe in the late 1960s, the Dodge brand was used on light commercial vehicles, most of which were previously branded Commer or Karrier, on pickup and van versions of the Simca 1100, on the Spanish Dodge Dart, and on heavy trucks built in Spain. The most common of these was the Dodge 50 series, widely used by utility companies and the military, but rarely seen outside the UK, and the Spanish-built heavy-duty 300 series available as 4×2, 6×4, 8×2, and 8×4 rigids, as well as 4×2 semi-trailer tractors. All of these were also sold in selected export markets badged either as Fargo or De Soto.

Following Chrysler Europe’s collapse in 1977, and the sale of their assets to Peugeot, the Chrysler/Dodge British and Spanish factories were quickly passed on to Renault Véhicules Industriels. Chrysler licensed the Dodge name to be used on Renault trucks sold in certain European markets – most notably the United Kingdom, although it eventually reverted back to Renault when the associated models were discontinued. They would eventually drop these products altogether and used the plants to produce engines (in the UK) and “real” Renault truck models in Spain. Dodge vehicles would not return to the UK until the introduction of the Neon, badged as a Chrysler, in the mid-1990s.

The Dodge marque was reintroduced to Europe on a broad scale in 2006. Currently, the Dodge lineup in Europe consists of the Caliber, Avenger, Viper SRT-10, Nitro and Dodge Journey. However, in 2010 Chrysler pulled the Dodge marque from the UK lineup due to poor sales.

On June 1, 2011 the Dodge name was dropped from the rest of Europe when it was replaced by the Fiat brand, where Fiat rebadged the Dodge Journey as the Fiat Freemont. However, the Freemont is not available in the Ireland or UK Fiat lineup.

Mexico

In Mexico, the Hyundai Accent, Hyundai Atos, and Hyundai H100 are branded as “Dodge” or “Verna by Dodge”, “Atos by Dodge” and “Dodge H100” respectively, and sold at Chrysler/Dodge dealers. Current models are marketed with Hyundai logos instead of the “Ram” logo on previous model years. Dodge and Hyundai will end the venture and Dodge will use rebadged and reworked Fiats.

Logos

• Star: The original Dodge was a circle, with two interlocking triangles forming a six-pointed star in the middle; an interlocked “DB” was at the center of the star, and the words “Dodge Brothers Motor Vehicles” encircled the outside edge. Although similar to the Star of David, the Dodge brothers were not Jewish. Although the “Brothers” was dropped from the name for trucks in 1929 and cars in 1930, the DB star remained in the cars until the 1939 models were introduced.
• Ram: For 1932 Dodge cars adopted a leaping ram as the car’s hood ornament. Starting with the 1940 models the leaping ram became more streamlined and by 1951 only the head, complete with curving horns, remained. The 1954 model cars were the last to use the ram’s head before the rebirth in the 1980s. Dodge trucks adopted the ram as the hood ornament for the 1940 model year with the 1950 models as the last.
• Crest: For 1941 Dodge introduced a crest, supposedly the Dodge family crest. The design had four horizontal bars broken in the middle by one vertical bar with an “O” in the center. A knight’s head appeared at the top of the emblem. Although the head would be dropped for 1955, the emblem would survive through 1957 and reappear on the 1976 Aspen. The crest would be used through to 1981 on its second time around, being replaced by the Pentastar for 1982. The knight’s head without the crest would be used for 1959.
• Forward Look: Virgil Exner‘s radical “Forward Look” redesign of Chrysler Corporation’s vehicles for the 1955 model year was emphasized by the adoption of a logo by the same name, applied to all Chrysler Corporation vehicles. The Forward Look logo consisted of two overlapped boomerang shapes, suggesting space age rocket-propelled motion. This logo was incorporated into Dodge advertising, decorative trim, ignition and door key heads, and accessories through September 1962. See also: Forward Look
• Fratzog: Dodge’s logo from September 1962 through 1981 was a fractured deltoid composed of three arrowhead shapes forming a three-pointed star. The logo first appeared on the 1962 Polara 500 and the mid-year 1962 Custom 880. One of its designers came up with the meaningless name Fratzog for the logo, which ultimately stuck. As the Dodge Division’s logo, Fratzog was incorporated in various badges and emblems on Dodge vehicles. It was also integrated into the design of such parts as steering wheel center hubs and road wheel covers.
• Pentastar: From 1982 to 1995, Dodge used Chrysler’s Pentastar logo on its cars and trucks to replace the Dodge crest, although it had been used for corporate recognition since late 1962. In advertisements and on dealer signage, Dodge’s Pentastar was red, while Chrysler-Plymouth’s was blue.
• Ram’s head: Dodge reintroduced the ram’s head hood ornament on the new 1973 Dodge Bighorn heavy duty tractor units. Gradually the ram’s head began appearing on the pickup trucks as Dodge began to refer to their trucks as Ram. The present iteration of the Ram‘s-head logo appeared in 1993, standardizing on that logo in 1996 for all vehicles except the Viper. which is using the Viper’s Head.
• New logo: In 2010, with the separation of the Ram brand, two new Dodge logos were unveiled. The first logo features the word “DODGE” with two inclined stripes. It was originally used strictly for marketing purposes, however Dodge introduced the logo onto the grilles of the 2012 lineup.

A second emblem was revealed during the unveiling of the 2011 Durango, which used the same five-point shield-shaped outline of the old emblem, but with the ram’s head replaced with a chrome cross reminiscent of the brand’s signature cross-haired grille.^[21] This was only used on the steering wheel. In 2014, the cross logo was replaced by the word “DODGE” on the Durango steering wheel. A modified version of the Ram’s head logo is still used for the Ram brand, with “RAM” written across the bottom in bold white or black lettering.

• 

  Dodge Brothers emblem ca. 1910, removed from the gate of the Dodge Main plant before its 1981 demolition

• 

  Dodge Brothers logo used from 1914 to 1927 (seen here on a modern belt buckle)

• 

  Fratzog, used 1962–1981

• 

  Red Chrysler Pentastar logo, used 1966–1996

• 

  The Ram logo, used 1993–2010

• 

  Crosshairs and shield logo on the steering wheel are used on all models starting 2011 year (with the exception of the 2011-12 Caliber and Nitro having the Ram logo.)

Slogans

• Dependability, The Dependables. (1920’s-1967)
• Dodge Fever. (1968-1969)
• You Could be Dodge Material. (1970-1971)
• An American revolution. (1982–1989) (slogan recycled by Chevrolet, a non-Chrysler make in 2005)
• The new Dodge. (1992–2000)
• Dodge. Different. (2000–2001)
• Grab life by the horns. (2001–2007, mainly for Dodge truck market)
• Grab life. (2007-mid June 2010, in Ram pickup truck ads)
• Never neutral. (2010–present)
• Guts. Glory. Ram. (2010–present, Ram Truck division)
• Born Dodge. (2014-)

List of Dodge automobiles

Main article: List of Dodge automobiles

See also: List of Dodge concept vehicles

Current models

• Grand Caravan (1984–present)

Dodge Caravan

Not to be confused with Nissan Caravan.

Dodge Caravan/Dodge Grand Caravan
2011 Dodge Grand Caravan Mainstreet
Overview
Manufacturer	Fiat Chrysler Automobiles
Production	November 2, 1983 – present
Model years	1984 – present
Assembly	Windsor, Ontario, Canada (Dodge Canada)
Body and chassis
Class	Minivan
Layout	Transverse front-engine, front-wheel drive (1984–present) Transverse front-engine, all-wheel drive (1992–2004)
Related	Plymouth Voyager Chrysler Town & Country Dodge Mini Ram Chrysler Grand Voyager Lancia Voyager Volkswagen Routan
Chronology
Successor	Dodge Journey (short-wheelbase version only)

The Dodge Caravan is a passenger minivan manufactured by Chrysler and marketed under the Dodge brand. Introduced for model year 1984 and now in its fifth generation, the Caravan has been offered in short-wheelbase (1984-2007) and long-wheelbase (1987-present) variants, the latter as the Grand Caravan.

Noted as a pioneering example of the minivan configuration, the Caravan has been manufactured and marketed worldwide alongside rebadged variants: the Plymouth Voyager (1984–2001), Chrysler Voyager(1988–2014), Chrysler Town & Country (1989–present), Chrysler Grand Voyager, Lancia Voyager (2011-2015) and Volkswagen Routan (2008–2012) — selling more than 11 million combined, worldwide.

Having played an instrumental role in Chrysler’s 1980’s survival and having survived Chrysler’s 1990’s merger with Daimler — Chrysler’s current parent company, FCA, announced in early 2014 that the Dodge Caravan would end production after model year 2015.

Overview

Chrysler introduced the Dodge Caravan minivan alongside its badge engineered variant, the Plymouth Voyager in November 1983 for the 1984 model year, using an extended derivative of the Chrysler K platform, the Chrysler S platform. Chrysler followed with a long wheelbase (LWB) model, the Grand Caravan in 1987, also based on the Chrysler S platform.

Lee Iacocca and Hal Sperlich had conceived their idea for this type of vehicle during their earlier tenure at Ford Motor Company. Henry Ford II rejected the idea (and a prototype) of a minivan in 1974. Iaccoca followed Sperlich to Chrysler Corporation, and together they created what was internally designated the T-115 minivan – a prototype that was to become the Caravan and Voyager, known in initial marketing as the “Magic-wagons”.

The Chrysler minivans launched a few months ahead of the Renault Espace (the first MPV/minivan in Europe, initially presented to executives as a Talbot in 1979, but not launched until 1984), making them the first of their kind – effectively creating the modern minivan segment in the U.S. The original Matra design for the Renault Espace was created when Matra was owned by Chrysler Corporation, so Chrysler may also be credited with originating the minivan concept in Europe as well.

 1986 Dodge Caravan at the Smithsonian’s National Museum of American History

Since their introduction in the fall of 1983, the Chrysler minivans have outsold other minivans in the United States, with over 13 million Chrysler, Dodge and Plymouth minivans in over 80 countries sold as of October 2008. Only recently has Chrysler ceded the top-selling minivan spot to the Honda Odyssey, if Dodge Grand Caravan and Chrysler Town & Country sales are considered separately.

Having played an instrumental role in Chrysler’s survival and having survived Chrysler’s takeover by Daimler in the 1990s, Chrysler’s current mother company, FCA, announced in early 2014 that the Dodge Caravan would end production after model year 2015.

Generation 1 (1984–1990)

Generation I
Overview
Also called	Dodge Grand Caravan (LWB Model) Dodge Caravan (SWB Model)
Production	October 1983–1990
Model years	1984–1990
Body and chassis
Body style	3-door minivan
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler S platform
Related	Chrysler Town & Country Plymouth Voyager Dodge Mini Ram Chrysler Voyager (Europe only)
Powertrain
Engine	2.2 L K I4 2.5 L K I4 2.5 L Turbo I4 2.6 L Mitsubishi G54B I4 3.0 L Mitsubishi 6G72 V6 3.3 L EGA V6
Transmission	4-speed A460 manual 5-speed manual 3-speed A413 automatic 3-speed A470 automatic 3-speed A670 automatic 4-speed A604 automatic
Dimensions
Wheelbase	1984–1988 SWB: 112.1 in (2,847 mm) Grand Caravan & C/V Extended: 119.1 in (3,025 mm) 1989–1990 SWB & C/V: 112 in (2,844.8 mm)
Length	SWB & C/V: 175.9 in (4,468 mm) Grand Caravan: 190.5 in (4,839 mm) 1989–1990 LE SWB: 177.3 in (4,503 mm) 1989–1990 Grand Caravan LE: 191.9 in (4,874 mm) C/V Extended: 190.6 in (4,841 mm)
Width	1984–1988: 69.5 in (1,765 mm) 1989–1990: 72 in (1,829 mm)
Height	1984–1988 SWB: 64.4 in (1,636 mm) 1987–1988 Grand Caravan: 65 in (1,651 mm) C/V: 64.2 in (1,631 mm) 1989–1990 SWB: 64.6 in (1,641 mm) 1989–1990 Grand Caravan: 64.8 in (1,646 mm)

Generation I Caravans used Chrysler’s S platform, closely related to the K-platform, in three trim levels: base, mainstream SE, and LE. Beginning with model year 1987, all trim levels were also available in a long wheelbase variant (LWB), marketed as the Grand Caravan, which allowed more cargo space behind the rear seat. Interior trim, controls, and instrumentation were borrowed from the K-car, and coupled with the lower floor enabled by the front-wheel-drive, the Caravan featured car-like ease of entry.

The vans came equipped for seven passengers in three rows of seating. Two bucket seats with attached armrests and open floor space between them in the front, a 2 person bench seat in the second row, and a 3 person bench seat in the back row. The two bench seats in the rear were independently removable, and the large 3 person bench could also be installed in the 2nd row location via a second set of attachment points on the van’s floor, ordinarily hidden with snap-in plastic covers. This configuration allowed for conventional 5 person seating with a sizable cargo area in the rear. The latching mechanisms for the benches were easy to operate though removing and replacing the seats typically required 2 adults. A front low-back 60/40 split bench, accommodating a third front passenger in the middle, was offered in the SE trim level in 1985 only, allowing for a maximum of 9 passengers in the van with two 3-passenger rear benches installed. This configuration was subsequently dropped. Eight-passenger models, with 2 front bucket seats and two 3-passenger rear benches, were offered in the Grand Caravan from 1987 to 1990.

Safety features consisted of 3-point seat belts for the front two passengers, with simple lap belts for the rear 5. Seats on base models and cloth-trimmed SEs had no headrests, which were not mandated due to the van’s “light truck” legal status. However, the two front seats were equipped with non-adjustable headrests on the LE model and in conjunction with vinyl upholstery on the SE. Side-impact reinforcements were mandated, and were at all seating positions front and rear. Neither Airbags nor ABS were available.

Access to the rear rows of seating was by a large passenger-side sliding door enabling easy access in confined situations, e.g., parking. Because only one sliding door was offered, the smaller 2nd row bench seat was shifted to the drivers side of the van, facilitating passenger access to the 3rd row seat. To facilitate variable cargo storage behind the rear seat, the seat could be adjusted forward in 2 increments, the first of which removed roughly 6 inches (150 mm) of legroom from the back row passengers, and the second of which would push the bench all the way to the back of the 2nd row, making the seats unusable. The seatback of the rear bench could also be folded forward, providing a flat cargo shelf. The smaller 2nd row bench was not adjustable, nor foldable; it could only be removed entirely.

Cargo access to the rear was via a hatchback, similar to the one on the K-Car station wagons. The hatch was hinged at the top and held open by gas struts.

A cargo version of the Caravan, called the Mini Ram Van, was also introduced in 1984, renamed the Caravan C/V for 1989 and discontinued after 1995. It was available either with the short- or long-wheelbase models. Unique to the Caravan C/V was the option of either having the traditional hatch door in the back or the optional swing-out bi-parting doors (with or without windows), similar to those of more traditional cargo vans. These doors were made of fiberglass and required the C/V vans to be “drop shipped”, as these doors were custom installed by another vendor. Also based on the C/V were after-market conversion vans.

• 

  1984–1986 Dodge Mini Ram Van (conversion)

• 

  1987–1990 Dodge Caravan

• 

  1987–1988Dodge Mini Ram Van

• 

  1989–1990 Dodge Caravan C/V

Transmissions

Both a three-speed TorqueFlite automatic transmission and a five-speed manual were available with all inline-4 engines, including the turbocharged 2.5 L (this was a rare combination). The Plymouth Voyager, which was a rebadged version of the Caravan, was also available with a manual transmission. The Chrysler Town & Country, which was a more luxurious repackaged version of the Caravan, had no manual transmission option. Manual shift was not available on V6 or long wheelbase models.

V-6 engines were only offered with the venerable fully hydraulically operated Torque Flite, until the computer controlled Ultradrive 4-speed automatic became available in 1989. The Ultradrive offered much better fuel economy and responsiveness, particularly when paired with the inline-4 engine. However, it suffered from reliability problems, usually stemming from what is known as “gear hunt” or “shift busyness”, resulting in premature wear of the internal clutches. It also required an uncommon type of automatic transmission fluid and is not clearly labeled as such, leading many owners to use the more common Dexron II rather than the specified “Mopar ATF+3”, resulting in transmission damage and eventual failure.

The Ultradrive received numerous design changes in subsequent model years to improve reliability, and many early model transmissions would eventually be retrofitted or replaced with the updated versions by dealers, under warranty. These efforts were mostly successful, and most 1st generation Caravans eventually got an updated transmission.

Engines

For the first 3 years of production, two engines were offered in the Caravan — both inline-4 engines with 2 barrel carburetors. The base 2.2L was borrowed from the Chrysler K-cars, and produced 96 hp (72 kW) horsepower. The higher performance fuel-injected version of the 2.2L engine later offered in the Chrysler K-cars was never offered in the Caravan, and the 2-bbl version would remain the base power plant until mid-1987. Alongside the 2.2L, an optional Mitsubishi 2.6L engine was available producing 104 hp (78 kW) horsepower.

In mid-1987, the base 2.2L I4 was replaced with a fuel-injected 2.5L I4, which produced a respectable 100 hp (75 kW), while the Mitsubishi G54B I4 was replaced with the new fuel-injected 3.0L Mitsubishi V-6producing 136 hp (101 kW).

 Fender badge originally used on V6 equipped Caravans

Shortly thereafter in 1989, a more powerful engine became optional, with a turbocharged version of the base 2.5L producing 150 hp (112 kW). Revisions to the Mitsubishi V-6 upped its output to 142 hp (106 kW) that same year, and in 1990 a new 150 hp (110 kW) 3.3 L V-6 was added to the option list. The V6 engines became popular as sales of the 2.5 turbo dwindled and it was dropped at the end of the year. In these years, the ES model debuted (short wheelbase only) to highlight the new engines, the turbo 2.5 in particular. The ES continued throughout 2003, before it was discontinued and replaced with the SXT.

• 1984–1987 2.2 L K I4, 96 hp (72 kW), 119 lb·ft (161 N·m)
• 1984–1987 2.6 L Mitsubishi G54B I4, 104 hp (78 kW), 142 lb·ft (193 N·m)
• 1987½–1990 2.5 L K I4, 100 hp (75 kW), 135 lb·ft (183 N·m)
• 1987½–1988 3.0 L Mitsubishi 6G72 V6, 136 hp (101 kW), 168 lb·ft (228 N·m)
• 1989–1990 2.5 L Turbo I4, 150 hp (110 kW), 180 lb·ft (240 N·m)
• 1989–1990 3.0 L Mitsubishi 6G72 V6, 142 hp (106 kW), 173 lb·ft (235 N·m)
• 1990 3.3 L EGA V6, 150 hp (110 kW), 180 lb·ft (240 N·m)

Generation II (1991–1995)

Generation II
Overview
Also called	Dodge Grand Caravan (LWB Model) Dodge Caravan (SWB Model)
Production	August 14, 1990 – August 1995
Model years	1991–1995
Body and chassis
Body style	3-door minivan
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler AS platform
Related	Chrysler Town & Country Plymouth Voyager Chrysler Voyager (Europe only)
Powertrain
Engine	2.5 L K I4 3.0 L Mitsubishi 6G72 V6 3.3 L EGA V6 3.8 L EGH V6
Transmission	4-speed manual 5-speed manual 3-speed A670 3-speed A413 automatic 4-speed A604 automatic
Dimensions
Wheelbase	1991–1993 C/V: 112 in (2,845 mm) SWB & 1994–1995 C/V: 112.3 in (2,852 mm) 1991–1993 C/V Extended: 119.1 in (3,025 mm) C/V AWD: 112 in (2,845 mm) Grand Caravan & 1994–1995 C/V Extended: 119.3 in (3,030 mm)
Length	1991–1993 C/V: 175.9 in (4,468 mm) 1991–1993 SWB & 1994–95 C/V: 178.1 in (4,524 mm) 1991–1993 C/V Extended: 190.6 in (4,841 mm) Grand Caravan: 192.8 in (4,897 mm)
Width	72 in (1,828.8 mm) 1991 C/V: 72.2 in (1,834 mm) 1992–1993 C/V: 69.6 in (1,768 mm)
Height	SWB & 1991–93 C/V: 64.2 in (1,631 mm) Grand Caravan: 64.8 in (1,646 mm) 1991–93 AWD: 65.9 in (1,674 mm) Grand Caravan: 66 in (1,676.4 mm) Grand Caravan: 66.7 in (1,694 mm) 1994–95 SE: 64.3 in (1,633 mm)
Curb weight	3,305 lb (1,499 kg) 3,531 lb (1,602 kg) (Grand Caravan)

 1994–1995 Dodge Grand Caravan ES AWD

From 1990 through 1994, the Caravan used the Chrysler AS platform; they were the last minivans derived from the Chrysler K platform. The increasing popularity of the short wheelbase Caravan had a dramatic effect on the captive import from Mitsubishi, called the Dodge Colt Vista, and was no longer imported to North America starting in 1991.

This generation of vans brought additional innovations, such as:

• “Quad Command” bucket seating (1990)
• Integrated child safety seats (1991), improved design with recliners (1993)
• Available anti-lock brakes (1990)
• First driver’s side airbag in a minivan (1991) and first dual front airbags (1994)
• First minivan to meet 1998 U.S. federal safety standards (1993)
• All-wheel drive was introduced for the minivan. (1990)

Changes for this generation included revised trim for 1992, including roof-racks and doorhandles, among other components (prior to this, said components were largely like those found on the previous generation). 1993 marked the final year for optional woodgrain and wire wheels on higher level models. 1994 saw a redesigned interior, with slightly different seat contours/fabrics, along with a new dash, in order to accommodate a passenger-side air bag. 1994 also saw exterior trim changes, such as a body colored grill and moldings on certain models, as well as the addition of a one year only “10th Anniversary Edition” model. Available as an option on a mid-level Caravan and Grand Caravan (also offered on Voyager models as well), the popular “10th Anniversary” package featured 2-tone paint schemes, which included a contrasting light gray colored lower break, along with a gold fender badge. Only select colors were available on this model.

Engines

• 1991–1995 2.5 L K I4, 100 hp (75 kW), 135 lb·ft (183 N·m)
• 1991–1995 3.0 L Mitsubishi 6G72 V6, 142 hp (106 kW), 173 lb·ft (235 N·m)
• 1991–1993 3.3 L EGA V6, 150 hp (110 kW), 180 lb·ft (240 N·m)
• 1994–1995 3.3 L EGA V6, 162 hp (121 kW), 194 lb·ft (263 N·m)
• 1994–1995 3.8 L EGH V6, 162 hp (121 kW), 213 lb·ft (289 N·m)

Generation III (1996–2000)

Generation III
Overview
Also called	Dodge Grand Caravan (LWB Model) Dodge Caravan (SWB Model) Sanxing Voyager (China Captive Import)
Production	January 30, 1995–2000
Model years	1996—2000
Designer	Don Renkert (1991)
Body and chassis
Body style	3-door and 4-door minivan
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler NS platform
Related	Chrysler Town & Country Plymouth Voyager Chrysler Voyager
Powertrain
Engine	2.4 L EDZ I4 (gasoline) 2.5 L VM425 I4 (diesel) (Philippines) 3.0 L 6G72 V6 (gasoline) 3.3 L EGA V6 (gasoline / E85) 3.8 L EGH V6 (gasoline)
Transmission	5-speed manual (Philippines diesel) 3-speed 31TH automatic 3-speed A670 automatic 4-speed 41TE automatic
Dimensions
Wheelbase	SWB: 113.3 in (2,878 mm) Grand Caravan: 119.3 in (3,030 mm)
Length	SWB: 186.3 in (4,732 mm) Grand Caravan FWD: 199.6 in (5,070 mm) Grand Caravan AWD: 199.7 in (5,072 mm)
Width	76.8 in (1,951 mm)
Height	68.5 in (1,740 mm) FWD: 68.7 in (1,745 mm)
Curb weight	3,528 lb (1,600 kg) 3,680 lb (1,669 kg) (Grand Caravan)

 Short-wheelbase Dodge Caravan

With Generation III, the Chrysler minivans were available in long- and short– wheelbase models; three- and four-door configurations; and eight different powertrains, including electric and compressed natural gas; on a single, flexible platform.

In development for nearly 5 years from early 1990 (full development from 1991) to December 26, 1994 (final design by Don Renkert was approved on September 23, 1991 and frozen in May 1992), the 1996 model was introduced on January 4, 1995 at the 1995 North American International Auto Show (NAIAS) using the Chrysler NS platform. It included a number of innovations, including a driver’s side sliding door (optional initially, to become standard equipment later), a first for Chrysler and a non-compact minivan for the United States & Canada (the Honda Odyssey had introduced the first four-door non-compact minivan for the United States & Canada in 1994, although the first-generation Odyssey had conventional hinged rear doors). With Generation III, Chrysler introduced a seat management system marketed as Easy Out Roller Seats. A conventional door handle and lock was added to the rear hatch, eliminating the confusing pop-and-lift maneuver which had been required on earlier models.

Base models of the Caravan were offered in most states with either a 2.4 L four-cylinder or the 3.0 L Mitsubishi V6, except in several northeastern states, where the Mitsubishi V6 didn’t meet emissions standards. In those locales, the 3.3 L engine was offered as the V6 option from 1997 through 2000. The rarely-ordered manual transmission was dropped a few months into the 1996 model year and only a handful of vans were equipped with them. The 2.4 L four-cylinder engine produced more power than the Mitsubishi 3.0 had in the first two generations.

The 1996 Caravan, along with the Plymouth Voyager and the Chrysler Town & Country won the North American Car of the Year award. The Caravan itself won Motor Trend magazine’s Car of the Year 1996 and appeared on Car and Driver magazine’s Ten Best list for 1996 and 1997. 1999 also saw the addition of a one year only 15th anniversary “Platinum Edition”, to mark Caravan’s 15th year of production. This package was offered on various trim levels, and included Platinum Metallic paint, and fender badges. The 2000 model year offered packages which included the “2000+” and “Millennium” package, however these were little more than unique fender badges on vans with popular equipment.

In 1998, the 1999 Dodge Grand Caravan got new front styling on all trims above SE, and Sport and ES models received even sportier styling. The ES model was the first minivan to receive the “AutoStick” transmission and 17 inch wheels. A cargo net between the driver and front passenger seats was added. Some other changes during this generation included new colors, and interior fabric. Color keyed door and lift-gate handles were standard across the whole range, in addition to a new keyless entry remote. Base and SE models had options for a spoiler as well as color keyed bumpers and trim (grey or color molded bumpers and trim were standard). The driver’s side sliding door became standard. Chrysler had updates of the Plymouth Voyager in 1996 for the 1997 model year and the Chrysler Town & Country in 1997 for the 1998 model year, prior to the 1998–2007 DaimlerChrysler era; it was the only exterior update of the NS Dodge Caravan.

Engines

• 1996–2000 2.4 L EDZ I4, 150 hp (110 kW), 167 lb·ft (226 N·m) (Canadian vans beginning in 1999 included a 3.0 L V6 as standard equipment)
• 1996–2000 3.0 L Mitsubishi 6G72 V6 150 hp (110 kW), 176 lb·ft (239 N·m) (not available in certain U.S. states, 3.3 L V6 offered as standard equipment in those states instead)
• 1996–2000 3.3 L EGA V6, 158 hp (118 kW), 203 lb·ft (275 N·m)
• 1996–1997 3.8 L EGH V6, 166 hp (124 kW), 227 lb·ft (308 N·m)
• 1998–2000 3.8 L EGH V6, 180 hp (130 kW), 240 lb·ft (330 N·m)

Concepts

Other plans for this model year included three minivan concepts all to be made in the Windsor Assembly, the Dodge Caravan R/T, Voyager XG, and the Chrysler Pacifica. The Caravan R/T (originally ESS) was to include the most powerful engine ever for a minivan, rated at 325 horsepower (242 kW). It had two Dodge Viper hoodscoops, a brushed aluminum instrument panel, racing-style pedals, and black and white rubber flooring. The Voyager XG was more rugged, and included many outdoor amenities, such as a built-in ice pack. The Chrysler Pacifica, based on the Town & Country, was more luxurious, had power leather seats and footrests, overhead bins and lighting, an LHS grille, and roof-long skylights. The skylight feature was used by Nissan in the Quest. The Pacifica actually did come to be in 2004, based on the fifth generation Caravan, except that it became a crossover SUV rather than a minivan.

Dodge Caravan EPIC

Main article: Dodge EPIC

In 1999, Dodge introduced the Caravan EPIC, a fully electric minivan. The EPIC was powered by 28 12-volt NiMH batteries and was capable of traveling up to 80 miles (130 km) on a single charge. The EPIC was sold as a fleet-only lease vehicle. Production of the EPIC was discontinued in 2001. Only a few hundred of these vehicles were produced and sold. After the leases expired they were returned and crushed. Approximately 10 vans remain in private hands today.

Crash test results

The 1996–2000 Dodge Grand Caravan received a “Marginal” rating in the Insurance Institute for Highway Safety‘s 40 mph offset test. The structural performance and restraints were graded “Acceptable”, but the foot injuries were very high.

In the NHTSA crash tests, it received 4 stars for the driver and front passenger in the frontal-impact. In the side-impact test, it received 5 stars for the driver, and 3 stars for the rear occupant, and resulted in a fuel leak that could cause a fire hazard.

Generation IV (2001–2007)

Generation IV
Overview
Also called	Dodge Grand Caravan (LWB Model) Dodge Caravan (SWB Model)
Production	July 24, 2000 – July 2007 (North America) 2008–2011 (China)
Model years	2001–2007 (North America) 2008-2010 (China)
Designer	Brandon Faurote
Body and chassis
Body style	4-door minivan
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler RS platform
Related	Chrysler Town & Country Chrysler Pacifica Chrysler Voyager
Powertrain
Engine	2.4 L EDZ I4 2.8 L CRD diesel (Philippines) 3.0L Mitsubishi 6G72 V6 (China) 3.3 L EGA V6 3.8 L EGH V6
Transmission	3-speed 31TH automatic with 2.4EDZ 4-speed 41TE automatic
Dimensions
Wheelbase	SWB: 113.3 in (2,878 mm) Grand Caravan: 119.3 in (3,030 mm)
Length	2001–2004 SWB: 189.1 in (4,803 mm) 2005–2007 SWB: 189.3 in (4,808 mm) Grand Caravan: 200.5 in (5,093 mm)/200.6 in (5,095 mm)
Width	78.6 in (1,996 mm)
Height	68.9 in (1,750 mm)

Unveiled at the 2000 North American International Auto Show (NAIAS) on Monday, January 10, 2000, the redesigned 2001 Dodge Caravan and 2001 Chrysler Town&Country were released for sale in August 2000. The release was part of a promotional tie-in with Nabisco, which unveiled their new “Mini Oreos” inside the van during the unveiling. The first vans rolled off the line at the Windsor Assembly Plant on July 24. The Caravan comes in trim levels: SE, Sport, SXT, AWD Sports, “base” model, AWD Choice, eL, C/V, ES, EX, AWD Wagon, and SXT All-Wheel-Drive.

In development from February 1996 to December 1999, the Generation IV minivans were based on the Chrysler RS platform and featured a larger body frame with modified headlights and taillights. In addition to other detailed changes, power sliding doors and a power hatch became available as options. The Mitsubishi 3.0 L V6, which no longer met emissions standards in California and the northeastern U.S., was discontinued, and a more powerful 3.8L engine, based on the 3.3L, became available. All Wheel Drive continued to be offered on high end models. Other innovative available features included remote operated sliding doors and rear hatch, which could be opened and closed at the push of a button, either inside the vehicle, or with the keyless entry fob. Design work was done by Brandon Faurote from January 1997 and reached production approval in 1998.

In the 2002 model year, DaimlerChrysler stopped using the “DODGE” badges on the front doors, like with all Dodge vehicles.

In 2003, the Caravan C/V and Grand Caravan C/V returned after having been discontinued in 1995. The C/V featured the option of deleted side windows (replaced by composite panels), optional rear seats, a cargo floor made of plastic material similar to pickup truck bedliners, rubber flooring in lieu of carpeting and normal hatch at the rear. Minor changes were made to the Grand Caravan ES including many of the features included in Option Group 29S becoming standard, the 17 inch Titan Chrome wheels no longer being an option replaced with standard 16 inch chrome wheels, and the disappearance of the AutoStick Transmission option. This year also saw the appearance of an optional factory-installed rear seat DVD system with single disc player mounted below the HVAC controls.

2004 offered an exclusive one year only “Anniversary Edition” package to mark Caravan’s 20th year in production. This package was offered on higher level SXT models, and included chrome wheels, body color moldings, special interior accents and a unique fender badge.

2005 changes to the Caravan included a revised grille, new foglight fascia, and a system of in-floor folding second and third row seats, marketed as Stow ‘n Go seating.

Production of this generation continued in China from 2008, when toolings for Dodge fascias and trims were added to the Chrysler Grand Voyager production line, until about 2011 when the fifth generation Chrysler Voyager was introduced for that market. The Caravan was subsequently replaced by the Journey, although a page for the Caravan still exists on the Dodge China site. The Soueast-built Caravan shares its headlights and tail lights with the Chrysler Grand Voyager, rather than the US Caravan.

Engines

• 2001–2007 2.4 L EDZ I4, 150 hp (110 kW) at 5400 rpm and 165 lb·ft (224 N·m) at 4000 rpm
• 2001–2007 3.3 L EGA V6, 180 hp (130 kW) at 5000 rpm and 210 lb·ft (280 N·m) at 4000 rpm
• 2001–2007 3.8 L EGH V6, 215 hp (160 kW) at 5000 rpm and 245 lb·ft (332 N·m) at 4000 rpm
• 2009–present 3.0 L Mitsubishi 6G72 V6, 150 hp (110 kW) 176 lb·ft (239 N·m) (China)

In Canada, the 3.3 L V6 was standard on all models.

IIHS results

The 2001 model of this version earned a “Poor” rating in the Insurance Institute for Highway Safety ‘s 40 mph offset test. It did protect its occupants reasonably well, and the dummy movement was well controlled, however, a fuel leak occurred. Chrysler corrected this problem starting with the 2002 models, moving it up to an “Acceptable” rating.

The 2006 model year brought optional side curtain airbags and a stronger B-pillar, which was tested by the Insurance Institute for Highway Safety‘s side impact crash test. With the side airbags, it got an “Acceptable” rating. For the driver, there is a chance of serious neck injuries, rib fractures and/or internal organ injuries. The rear passengers, however, could leave this accident unharmed, as there is a low risk of significant injury in a crash of this severity for them.

Generation V (2008–present)

Generation V (Dodge Grand Caravan)
Overview
Also called	Ram C/V Tradesman
Production	August 16, 2007–present
Model years	2008—present
Body and chassis
Body style	4-door minivan
Layout	Transverse front-engine, front-wheel drive
Platform	Chrysler RT platform
Related	Chrysler Town & Country Chrysler Grand Voyager Volkswagen Routan Ram Cargo Van
Powertrain
Engine	2.8 L 176 hp (131 kW) CRD I4diesel (Philippines) 3.3 L 175 hp (130 kW) V6 3.8 L 197 hp (147 kW) V6 4.0 L 251 hp (187 kW) V6 3.6 L 283 hp (211 kW) V6
Transmission	4-speed automatic(3.3 engine) 62TE 6-speed automatic (3.6, 3.8, 4.0 engines)
Dimensions
Wheelbase	121.2 in (3,078 mm)
Length	202.5 in (5,144 mm) Ram Cargo Van: 202.8 in (5,151 mm)
Width	76.9 in (1,953 mm) Ram Cargo Van: 78.7 in (1,999 mm)
Height	68.9 in (1,750 mm) Ram Cargo Van: 69.0 in (1,753 mm)
Curb weight	4,306 lb (1,953 kg)

Initial release

Beginning with Generation V in model year 2008, Chrysler only made the long wheelbase Grand Caravan. This van debuted at the 2007 North American International Auto Show and had exterior styling by Ralph Gilles.

A new six-speed automatic transmission became standard with the 3.8 L V6 and the new 4.0 L V6. The four-speed automatic transmission is standard with the 3.3 L Flex-Fuel V6. This generation of Grand Caravan and its Town & Country counterpart were not available with an all-wheel-drive system.

Chrysler introduced a seat management system marketed as Swivel’n Go seating, the MyGIG entertainment system (a stereo with built in hard drive for recording, storing, and playing music), second and third row video screens, powered second row windows, standard side curtain airbags, and dashboard-mounted transmission controls. The gear shift lever moved to the instrument panel, the location used by competitors.

With discontinuation of the short-wheelbase Caravan, Dodge offered the Journey on nearly an identical wheelbase and as a crossover rather than a minivan. Although the SWB model, which had accounted for half of all sales in Canada, cost approximately $2,000 less and offered a four-cylinder engine option with improved fuel economy, Chrysler executives stated the SWB Caravan was discontinued to accommodate new features offered in the Grand Caravan, consistent with the demands of the majority of the minivan market.

The market shifted briefly away from minivans and SUVs with the gasoline price spikes of the earlier part of 2008. This trend began to reverse itself towards the fall of 2008. In 2009 and 2010 the Dodge Grand Caravan continued to be the top selling minivan in Canada, with over 60% of the market’s monthly sales. Fiat has stated that the Dodge Grand Caravan, assembled in Windsor, Ont., will remain in the company’s product line until at least 2014.

A noticeable cosmetic update in the 2009 model year saw a “DODGE” badge added to the left side of trunk lid (in the spot where “GRAND CARAVAN” was previously), while “GRAND CARAVAN” had been moved to the right. The previously unavailable Electronic Stability Control was made standard on this generation.

Both the 3.8 L and 4.0 L engines were paired with Chrysler’s 62TE 6-speed automatic transmission with variable line pressure (VLP) technology (See Ultradrive#62TE).

In Canada (2008–2010) the 3.3 L was the standard engine across the range, combined with the 4-speed 41TE automatic transmission. The 4.0 L engine and six-speed combination was available as an option on only the top of the range SXT models. In 2011 the six-speed transmission was specified as standard on the Town & Country.

Safety

In the U.S. the National Highway Traffic Safety Administration‘s (NHTSA) New Car Assessment Program crash testing, the 2010 Dodge Grand Caravan achieved a five star (top safety) rating in several categories.

Frontal Impact – Driver and Passenger:
Side Impact Driver:
Side Impact Rear Passenger:
Rollover:

IIHS:

Moderate overlap frontal offset	Good
Small overlap frontal offset	Poor
Side impact	Good
Roof strength (2012–present models)	Good

2011 model year update

 Post-facelift 2011 Dodge Grand Caravan

The Grand Caravan was face lifted starting the 2011 model year, which included major changes in both styling and functionality. The suspension was heavily re-tuned, with both Dodge and Chrysler minivans gaining a larger front sway bar and new rear sway bar, increased rear roll center height, adjusted spring rates, a new steering gear, a revised front static camber setting, and lowered ride height. This dramatically improves handling in the both the Chrysler and Dodge.

All three of the former engine choices were replaced by the new Pentastar 3.6-liter V6 with six-speed automatic transmission, now the sole powertrain choice for all models. Interior trim was restyled on both vans, in addition to major exterior revisions highlighted by the new “double-crosshair” grille on the Grand Caravan and a new chrome grille for the Town & Country.

Other changes included extra sound insulation, acoustic glass, new seats, softer-touch surfaces, new LED ambient lighting and center console, and halogen projector headlamps with LED accents. The Chrysler models were adjusted so that instead of competing against equivalent Dodge trim levels, they were above Dodge in trim and features.

For 2012, a new, basic style trim called “AVP” is introduced, while some features previously unavailable for “SE” (like touch navigation panel) become available as options (The “SE” now also receives a floor console, similar to the one available for “SXT”). Finally, just like on all other 2012 Dodge models, the front logo design now bears the two slanted rectangles in red.

For 2013, the “AVP” trim starting MSRP reduced by $1,000 from last year.

2014 model year update

 2014 Dodge Grand Caravan 30th Anniversary Edition on display at the Montreal Auto Show, 22 January 2014

For the 2014 model year, three new packages are introduced: American Value Package (US; Canada Value Package in Canada), Blacktop package (US only) and the 30th Anniversary Edition. They are all different sets of the SE and SXT trims, and include new luxury features for basically the same price.

New for the 2014 Grand Caravan AVP are easy-clean floor mats that now come with the optional second-row Stow’n Go seats (standard on SE, SXT and R/T).

Blacktop package are based on SE and SXT, with 17-inch polished aluminum wheels with gloss black pockets, a gloss black grille, black headlamp bezels, an all-black interior including headliner, door panels and console, unique black cloth seats and door trim panels with silver accent stitching, a leather-wrapped steering wheel with silver accent stitching and a leather shift knob, choice of 6 body colors (Granite Crystal, Billet Silver, Brilliant Black, Maximum Steel, Redline Red, Bright White). SXT models also include fog lamps.

SE 30th Anniversary Edition is based on SE, with unique 17-inch satin carbon aluminum wheels, body-color heated exterior mirrors, 30th Anniversary badging on the front fenders, optional Crystal Granite Pearl Coat body color, silver accent stitching and piano black accents throughout, black cloth seats, a black leather-wrapped steering wheel, black leather-wrapped shift knob, black headliner and overhead console, bright heating and air conditioning trim bezels, power second- and third-row windows, a 30th Anniversary logo in the gauge cluster and 30th Anniversary logo on the key fob and the UConnect Handsfree Group (SiriusXM Satellite Radio with a one-year subscription, Bluetooth streaming audio and voice command and an auto-dimming rear view mirror).

SXT 30th Anniversary Edition is based on SXT, with unique 17-inch polished aluminum wheels with satin carbon pockets, bright chrome roof rack, bright window trim moldings, fog lamps, automatic headlamps and special 30th Anniversary badging, a customized gauge cluster with 30th Anniversary badging, Black Torino leatherette seats with premium suede inserts and silver accent stitching, power 10-way driver’s seat, piano black accent trim bezels, bright chrome accents, UConnect Handsfree Group (SiriusXM Satellite Radio with a one-year subscription, Bluetooth streaming audio and voice command and an auto-dimming rear view mirror).

Both 30th Anniversary Edition include unique Granite Crystal Pearl Coat body color and are also available in Billet Silver Metallic Clear Coat, Brilliant Black Crystal Pearl Coat, Maximum Steel Metallic Clear Coat, Bright White Clear Coat, Deep Cherry Red Pearl Coat, Redline Red 2-Coat Pearl, Sandstone Pearl Coat or True Blue Pearl Coat.

New for the 2014 Grand Caravan R/T are standard auto headlamps with black bezels and the Security Group featuring remote start and security alarm.

The vehicles arrived at dealerships at Q3 2013.

The 2014 Dodge Grand Caravan is built in Windsor Assembly Plant in Windsor, Ontario, Canada.

Future

Chrysler has confirmed the production of 2015 Dodge Grand Caravan will end earlier in 2015 (late 2015 models will still be selling as 2016 models in Canada). A redesigned sixth generation Chrysler Town & County is currently in the works for the replacement of the Grand Caravan. The New Town & Country will be expected to debut as a 2017 year model at the 2016 Detroit or Chicago Auto Shows.

Sales

Calendar Year	United States	Canada	Total
2008	123,749	39,396	163,145
2009	90,666	40,283	130,949
2010	103,323	55,306	158,629
2011	110,862	53,406	164,268
2012	141,468	51,552	193,020
2013	124,019	46,732	170,751

Automotive news reported that, from January to October in 2010, Dodge sold about a third of its 2010 Grand Caravans to rental fleets. The number of returned ex-rental 2010 Grand Caravan to the market jumped four folds between July to October, depressing prices of used 2009 and 2010 Dodge minivan by as much as 20%.

Europe

Originally from 2007 to June 1, 2011, the car was known in Europe as the Chrysler G. Voyager, but since June 1, 2011, it has been known in the UK and Ireland as a Chrysler G. Voyager and in the rest of Europe as a Lancia Voyager. For the European market, the Lancia/Chrysler Voyager will be available in three trim levels (Silver, Gold and Platinum) and two choices of engine: a 283 PS (208 kW; 279 hp) 3.6-liter V6 petrol unit and a 2.8-liter CRD diesel with particulate filter as standard delivering 163 PS (120 kW; 161 hp) and 360 N·m (270 lb·ft).

For more information on the European specification Voyager, see Chrysler Voyager.

Ram Cargo Van (Ram C/V Tradesman)

 2012 Ram Cargo Van

The Ram Cargo Tradesman, or Ram C/V Tradesman, debuted for the 2012 model year, replacing the Dodge Grand Caravan C/V. It is based on the Dodge Grand Caravan, but with solid metal instead of rear windows and a flat load space with 144.4 cubic feet (4,090 L) of interior storage, and a 1,800 lb (820 kg). cargo payload plus a towing capability of up to 3,600 lb (1,600 kg). The Ram C/V is offered with a 3.6-liter Pentastar V-6 engine and 6-speed automatic transmission.

Volkswagen Routan

Beginning with Generation V, Volkswagen began marketing the Routan, a rebadged variant of the Chrysler RT platform minivan with revised styling and content, for the North American market.

The Routan, made at Windsor Assembly alongside the Grand Caravan, debuted in 2008 at the Chicago Auto Show. Sales began in autumn of 2008, and features neither Chrysler’s Stow’n Go nor Swivel’n Go seating systems. Total sales as of September 2010 were reported as being under 10,000 units, far lower than the target of 5% of the minivan market. As a result, in 2012, the Routan was discontinued in Mexico and the US. In Canada, however, the last 2012 models were sold as both 2013 and, later, refurbished 2014 models. The last Routan shipment occurred in Quebec as recently as in April 2014.

Trims

Current

• VP – 2012–present (U.S. AVP) 2008–present (Canada CVP)
• SE – 1984–2010, 2012–present
• SE 30th Anniversary Edition – 2013–present
• SXT – 2003–2010, 2012–present
• SXT 30th Anniversary Edition – 2013–present
• Crew – 2008–2013 (Canadian version 2011–present)
• R/T – 2011–present
• Blacktop – 2013–present

Former

• Base – 1984–2007
• C/V – 1989–2010
• eL – 2001–2003
• ES – 1986 (concept), 1988–2003
• EX – 2002–2004
• LE – 1984–2000
• Sport – 1994–2003 (1996–2000 as a package on SE and LE models)
• Mainstreet – 2011
• SE 20th Anniversary Edition – 2004 (Canada)
• SE 25th Anniversary Edition – 2008 (Canada)
• SXT 20th Anniversary Edition – 2004 (U.S.)
• SXT 25th Anniversary edition – 2008 (U.S.)

Seating features

The Dodge Caravan has incorporated various seating systems for their minivans to enhance interior flexibility.

Integrated child safety seats

In 1991, Dodge introduced a second row bench seat integrating two child booster seats on 1992 models. These seats continued as an available option through Generation V until they were discontinued in 2010.

Easy-Out Roller Seats

In 1995, Dodge introduced a system of seats to simplify installation, removal, and re-positioning, marketed as Easy-Out Roller Seats. When installed, the seats are latched to floor-mounted strikers. When unlatched, eight rollers lift each seat, allowing it to be rolled fore and aft. Tracks have locator depressions for rollers, to simplify installation. Ergonomic levers at the seat backs release the floor latches single-handedly, without tools, and raise the seats onto the rollers in a single motion. Additionally, seat backs were designed to fold forward. Seat roller tracks are permanently attached to the floor and seat stanchions are aligned, facilitating the longitudinal rolling of the seats. Bench seat stanchions were moved inboard to reduce bending stress in the seat frames, allowing them to be lighter.

When configured as two and three person benches (available through Generation IV), the Easy Out Roller Seats could be unwieldy. Beginning in 2000, second and third row seats became available in a ‘quad’ configuration – bucket or captain chairs in the second row and a third row three-person 50/50 split “bench” — with each section weighing under 50 lb (23 kg). The Easy-out system remained in use through Generation V – where certain models featured a two-person bench and the under-floor compartments from theStow’n Go system.

All the rebadged nameplate variants of the Chrysler minivans use the Easy Out Roller Seats on their second row seating, where not the Stow and Go system.

Stow ’N Go seating

In 2004, Dodge introduced a system of second- and third-row seating that folded completely into under-floor compartments. It was marketed as Stow ’N Go and was available exclusively on long-wheelbase models.

In a development program costing $400 million, engineers initially used an Erector Set to visualize the complex interaction of the design and redesigned under-floor components. The system included the spare tire well, fuel tank, exhaust system, parking brake cables, rear climate control lines, and rear suspension but precluded all-wheel drive (AWD).

The system, in turn, creates a combined volume of 12 cubic feet (340 L) of under-floor storage when second-row seats are deployed. With both rows folded, the vans have a flat-load floor and a maximum cargo volume of 160.7 cubic feet (4,550 L).

The Stow ‘n Go system received the Popular Science Magazine’s “Best of What’s New” for 2005 award, and was never offered on the Volkswagen Routan, the rebadged nameplate variant of the Chrysler minivans.

For model year 2011 Chrysler revised the system, rebranding it as “Super Stow ‘n Go”. New pivoting head restraints with taller seatbacks and a revised folding mechanism (marketed as “single action”) improved stowage ease — with the head restraints folding on themselves automatically and the entire seat automatically folding down to a position just over its floor recess.

Swivel ‘n Go seating

Dodge introduced a seating system in 2007, marketed as Swivel’n Go. In the seating system, two full size second row seats swivel to face the third row. A detachable table can be placed between the second and third row seats. The Swivel’n Go seating system includes the 3rd row seating from the Stow’n Go system. The system is offered on the Dodge Grand Caravan and Chrysler Town & Country, but not the Volkswagen Routan, a rebadged nameplate variant of the Chrysler minivans.

These Swivel ‘n Go Seats are manufacted by Intier Corp. a division of Magna. The tracks, risers and swivel mechanisms are assembled by Camslide, a division of Intier. The swivel mechanism was designed by and is produced by Toyo Seat USA Corp.

The system is noted for its high strength. The entire load of the seat in the event of a crash is transferred through the swivel mechanism, which is almost twice as strong as the minimum government requirement.

The swivel mechanism includes bumpers that stabilize the seat while in the lock position. When rotated the seat comes off these bumpers to allow easy rotation.

The seat is not meant to be left in an unlocked position or swiveled with the occupant in it, although this will not damage the swivel mechanism.

“Swivel ‘n Go” was dropped after the 2010 model year and is no longer an option on 2011 and later Chrysler and Dodge vans. However, the seats can still be installed by modifying the van with a few basic tools and parts. However, it is impossible to install the table.

Production

The long-wheelbase Dodge Grand Caravan with Stow ‘n Go seats are built in Windsor, Ontario, Canada at Windsor Assembly (WAP Plant 3) by members of Canadian Auto Workers Local 444. Both wheelbase models were produced in Fenton, Missouri at Saint Louis Assembly by members of the United Auto Workers Local 110 until the end of October 2010.

• Challenger (1970–74; 1978–83; 2008–present)

Dodge Challenger

Dodge Challenger
2008 Dodge Challenger
Overview
Manufacturer	Chrysler Corporation (1958-59), (1969–74) Mitsubishi Motors (1978–83) Chrysler Group LLC (2008–present)
Production	1959 1969–74 1978–83 2008–present
Body and chassis
Class	Full-size sedan (1959) Mid-size pony car (1969–74) Subcompact car (1978–83) Full-size pony car (2008–present)
Layout	FR layout
Chronology
Predecessor	Dodge Conquest (for 1984) Dodge Daytona (for 1984) Dodge Aspen (for 1976)

The Dodge Challenger is the name of three different generations of American automobiles marketed by the Dodge division of Chrysler. The Dodge Silver Challenger was produced from 1958 to 1959. From 1969 to 1974, the first generation Dodge Challenger pony car was built using the Chrysler E platform, sharing major components with the Plymouth Barracuda. The second generation, from 1978 to 1983, was a badge engineered Mitsubishi Galant Lambda. The third, and current generation, was introduced in early 2008 as a rival to the evolved fifth generation Ford Mustang and the fifth generation Chevrolet Camaro.

Dodge Silver Challenger (1958-1959)

Silver Challenger (1959)
Body and chassis
Body style	2-door sedan
Related	Dodge Coronet (fourth generation)

The first car that carried the Challenger name was the introduction of a limited edition Dodge Silver Challenger Club Sedan to the 1959 full-sized Dodge Coronet (fourth generation) model line.

The Silver Challenger came only in silver paint and exclusively on Chrysler’s 217.4 in (5,520 mm) long two-door body style riding on a 122.0 in (3,100 mm) wheelbase. It was available with either the 230 cu in (3.8 L)“Getaway” L-head straight-six engine for $2,297, or powered by the 325 cu in (5.3 L) “Red Ram” V8 for $2,408. This car was marketed for the spring selling season to the “new-car buyers who’ve been waiting to get the most for the least.” A column-shifted three-speed manual transmission was standard and an automatic was optional.

The 1959 Silver Challenger was marketed with extra features at no extra cost. These included premium white wall tires, full wheel covers, electric windshield wipers, as well as an upgraded interior with silver metallic vinyl and black “Manchu” fabric upholstery, dual arm rests and sun visors, as well as deep pile wall-to-wall carpeting.

First generation (1970–1974)

First generation
Overview
Production	1969–1974
Assembly	Hamtramck, Michigan, United States Los Angeles, California, United States
Designer	Carl Cameron (1968)
Body and chassis
Body style	2-door convertible 2-door hardtop
Platform	E-body
Related	Plymouth Barracuda
Powertrain
Engine	198 cu in (3.24 L) Slant 6 I6 225 cu in (3.69 L) Slant 6 I6 318 cu in (5.21 L) LA V8 340 cu in (5.6 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.28 L) B V8 426 cu in (6.98 L) Hemi V8 440 cu in (7.2 L) RB V8
Transmission	3-speed manual 4-speed manual 3-speed TorqueFlite automatic
Dimensions
Wheelbase	110.0 in (2,790 mm)
Length	191.3 in (4,860 mm)
Width	76.1 in (1,930 mm)
Height	50.9 in (1,290 mm)

The Challenger was described in a book about 1960s American cars as Dodge’s “answer to the Mustang and Camaro.” Introduced in fall 1969 for the 1970 model year, it was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. “Both the Challenger and Barracuda were available in a staggering number of trim and option levels” and were intended “to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler’s inventory.” However, the 1970 Challenger was “a rather late response to the ponycar wave the Ford Mustang had started” with its introduction in April 1964. In his book Hemi Muscle Cars, Robert Genat wrote that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang. The 1964 Barracuda was actually the first car in this sporty car segment by a few weeks, but was quickly overshadowed by the release of the segment defining Mustang (the segment being referred to as “Pony Car”). He added that Chrysler intended the new 1970 Dodge as “the most potent ponycar ever,” and positioned it “to compete against the Mercury Cougar and Pontiac Firebird.” Genat also noted that the “Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar” and other more luxury-type musclecars.

The Challenger’s longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers. The wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang. Air conditioning and a rear window defogger were optional.

Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger featured that car’s grille. Although the Challenger was well received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and though sales rose for the 1973 model year with over 27,800 cars being sold, Challenger production ceased midway through the 1974 model year. A total of 165,437 Challengers were sold over this generation’s lifespan.

A 1970 Challenger R/T 440 Magnum was featured in the existentialist 1971 film Vanishing Point.

Models

 1970 Dodge Challenger R/T coupe with a 426-cubic inch engine

 1970 convertible with I6 showing the center mounted backup light

The Challenger was available as a two-door in either a hardtop coupe or a convertible body design, and in two models for its introductory year. The base model was the “Challenger” with either a I6 or V8 engine, as well as a “Challenger R/T” that included a 383 cu in (6.28 L) V8. The Special Edition or “Challenger SE” that added a number of appearance, convenience, and comfort items was “available as a model in either the Challenger R/T or Challenger.” The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. The standard engine on the V8 was the 230 bhp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. For 1970, the optional engines included the 340 and 383 cu in (5.6 and 6.3 L), as well as the 440 and 426 cu in (7.2 and 7.0 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 2-barrel 383 CID V8.

 1971 Dodge Challenger convertible

For 1971, the Challenger line up was modified to include a new model, the “Challenger Coupe” with either a I6 or V8 engine, and as the most basic version it had fixed in position quarter windows and a basic black steering wheel with horn button.

The performance model was the R/T (Road/Track), with a 383 cu in (6.28 L) “Magnum” V8, rated at 335 bhp (249.8 kW); 300 bhp (223.7 kW) for 1971, due to a drop in compression. The standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 bhp (290.8 kW) 440 CID Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7.0 L) Hemi. The R/T was available in either the hardtop or convertible. For 1970 only, base hardtop and R/T hardtop models could be ordered with the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller ‘formal’ rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, 1972–1974 tachometer went to 7,000 rpm and an oil pressure gauge. In 1972, the R/T badging was dropped and these models were called “Rallye”, although they were never badged as such. The Rallye model featured a faux brake vent on the fenders. The shaker hood scoop was not available after 1971.

 SE “formal” rear window

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America’s Trans American Sedan Championship Trans Am, Dodge built a street version of its race car (just like Plymouth with its Plymouth ‘Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (which also had the same rating as the Camaro Z/28 and Ford Boss 302 Mustang). The engine actually made about 320 bhp (238.6 kW). It breathed air through a suitcase-sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhaust ran to the stock muffler location, then reversed direction to exit in chrome tipped “megaphone” outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the rate of the rear springs. The T/A was one of the first U.S. muscle car to fit different size tires front and rear: E60x15 Goodyear Polyglas in the front, and G60x15 on the rear axle. The modified chamber elevated the tail enough to clear the rear tires and its side exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler were also included. The interior was identical to other Challengers.

Dodge contracted Ray Caldwell’s Autodynamics in Marblehead, Massachusetts to run the factory Trans-Am team. Sam Posey drove the No.77 “sub-lime” painted car that Caldwell’s team built from a car taken off a local dealer’s showroom floor. When the No.76 was completed mid-season from a chassis provided by Dan Gurney’s All American Racers, Posey alternated between the two. Both cars ran the final two races, with Posey in the #77. Ronnie Bucknum drove the No.76 at Seattle Washington, and Tony Adamowicz drove it at Riverside, California.

The Challenger T/A’s scored a few top three finishes, but lack of a development budget and the short-lived Keith Black 303 c. i. engines led to Dodge leaving the series at season’s end. The street version suffered from severe understeer in fast corners, largely due to the smaller front tires. Only 2,399 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in advertising, but was not produced since Dodge had left the race series.

The “Western Special” was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced “Deputy”, stripped of some of the base car’s trim and with fixed rear side glass.

 1972 Dodge Challenger Rallye

For 1972 the options lists (both for performance and appearance/convenience items) had been drastically cut back. The convertible version (though a sun-roof was made available), most interior upgrade options (in particular leather seats), comfort/convenience items (in particular power windows and power seats), and all the big-block engine options were gone. The R/T series was replaced by the Rallye series. Engine choices were down to three: the 225 cu in slant-6, the 318 cu in V-8, and a performance oriented 340 cu in V-8 which was equipped with a 4-barrel carb, performance camshaft, heads and dual exhausts. All three were detuned to lower compression ratios in order to run on lead-free gasoline, and the horsepower ratings were lowered to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. Each engine could be mated to a 3-speed manual or automatic transmission, while the 340 could also be equipped with a 4-speed manual if so ordered. The performance axle ratios were also gone except for a 3.55 sure grip which could only be had with the 340 and the heavy duty suspension. The 1972 models also received a new grille that extended beneath the front bumper, as well as new rear tail-lights. Toward the end of the 1971 model year a few convertibles were made with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). These were specially built for TV and movie studio production use and showed up “Mod Squad”, and other shows. The only way to ascertain these 1972 Challenger convertible is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an “R”, which designates “Special Meaning” (in this case, a TV ‘special promotions’ car). A cigarette lighter was standard.

The 1972 grille and tail-light arrangement was carried over for the 1973 (and 1974) models, and the mandatory 5 mph bumpers were added. While the 225 cu in six-cylinder engine was dropped, (leaving just the two V-8s), all option lists otherwise were carry-overs from 1972. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version offering 245 hp (183 kW; 248 PS), but the pony car market had fallen off and production of Challengers ceased in late April 1974. The A/C was not available with the 3-speed manual.

Cosmetic variations

 Protruding bumper guards, 1973

Although the body style remained the same throughout the Challenger’s five-year run, there were two notable changes to the front grille. The 1971 models had a “split” grille, while 1972 introduced a design that extended the grille (nicknamed the “sad-mouth”) beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding “5 mph (8.0 km/h)” bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5 mph rear impact law. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

Collectibility

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.^[6] With a low total production, as well as low survivability over the years, any Challenger is worth a substantial amount of money. In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a “great” year, 1971 was a “good” one, and then “three progressively lousier ones” (1972–1974). With total sales and production off by 2/3 from 1970, the performance engine 1971 Challengers are the most rare. Sales and production of the 1973 cars (with only two V8s available) actually exceeded 1971 by approximately 1,700 cars. This may be explained by 1973 being a very good year for the U.S. auto industry in general and an increased interest in Chrysler (the Plymouth Barracuda and Plymouth Road Runner also saw sales increases) performance cars.

Export markets

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector’s point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France.

Engines

 RT 440 Six-Pack engine

Engine choices by Chrysler included the following:

• C: 225 cu in (3.69 L) Slant 6 I6: 1970–71 145 bhp (108 kW) SAE gross, 1971-72 110 bhp (82 kW) SAE net
• G: 318 cu in (5.21 L) LA V8 (2-barrel carburetor, single exhaust): 1970-71 230 bhp (172 kW) SAE gross, 1971 155 bhp (116 kW) SAE net, 1972-74 150 bhp (112 kW) SAE net
• H: 340 cu in (5.6 L) LA V8 (4-barrel carburetor, dual exhaust): 1970-71 275 bhp (205 kW) SAE gross, 1971 235 bhp (175 kW) SAE net, 1972-73 240 bhp (179 kW) SAE net
• J: 360 cu in (5.9 L) LA V8 (4-barrel carburetor, dual exhaust): 1974 245 bhp (183 kW) SAE net
• J: 340 cu in (5.6 L) LA V8 (3 × 2-barrel carburetor): 1970 290 bhp (216 kW) SAE gross, used in T/A
• L: 383 cu in (6.28 L) B V8 (2-barrel carburetor, single exhaust): 1970 290 bhp (216 kW) SAE gross, 1971 275 bhp (205 kW) SAE gross, 1971 190 bhp (142 kW) SAE net
• L: 383 cu in (6.28 L) B V8 (4-barrel carburetor, dual exhaust): 1970 330 bhp (246 kW) SAE gross (likely 240 bhp (179 kW) SAE net)
• N: 383 cu in (6.28 L) B V8 Magnum (4-barrel carburetor, dual exhaust): 1970 335 bhp (250 kW) SAE gross, 1971 300 bhp (224 kW) SAE gross, 1971 250 bhp (186 kW) SAE net
• U: 440 cu in (7.2 L) RB V8 Magnum (4-barrel carbureted): 1970 375 bhp (280 kW) SAE gross, (Charger R/T only in 1971 370 bhp (276 kW) SAE gross, 305 bhp (227 kW) SAE net)
• V: 440 cu in (7.2 L) RB V8 Six-Pack (3 × 2-barrel carburetor): 1970 390 bhp (291 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 385 bhp (287 kW) SAE gross, 1971 330 bhp (246 kW) SAE net
• R: 426 cu in (6.98 L) Hemi V8: 1970-71 425 bhp (317 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 350 bhp (261 kW) SAE net. Costing an extra US$1,228 with very few sold.

SAE gross HP ratings were tested with no accessories, no air cleaner, or open dyno headers. In 1971, compression ratios were reduced in performance engines, except the 426ci and the high performance 440ci, to accommodate regular gasoline. The compression ratio would be reduced on the high performance 440ci starting in 1972. 1971 was the last year for the 426ci hemi.

Performance 1/4 mile

• 340: 14.8 @ 96 mph (154 km/h)
• 340 T/A: 14.3 @ 99.5 mph (160.1 km/h) 4-speed with 3.55; it was the same car used on all published tests.
• 383 2-barrel: 15.1 @ 96 mph (154 km/h)
• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)
• 426 Hemi: 13.2 @ 108 mph (174 km/h)

(year unknown)

• A comprehensive review of original road and drag tests of production line stock cars demonstrates that the many of the results listed here fall well outside of the established statistical norm. Indeed, most of these results are from period Chrysler promotional information and weren’t achieved by independent, third party sources. Statistical norms are slower than what’s indicated here.

Serial numbers

ex. JS27R0B100001

• J: Car line, Dodge Challenger
• S: Price class (H-High, S-Special)
• 27: Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
• R: Engine code (see engines above)
• 0: Last digit of model year
• B: Assembly plant code (B-Hamtramck, E-Los Angeles)
• 100001: Consecutive sequence number

Production numbers

• 1970 = 76,935 *includes 2,539 T/As
  • Hardtop I6: 9,929
  • Hardtop V8:. 39,350*
  • Sports hardtop I6: 350
  • Sports hardtop V8: 5,873
  • Convertible I6: 378
  • Convertible V8: 2,543
  • Hardtop R/T: 13,796
  • Special Edition hardtop R/T: 3,753
  • Convertible R/T: 963
• 1971 = 26,299
  • Hardtop I6: 1,672
  • Hardtop V8: 18,956
  • Convertible I6: 83
  • Convertible V8: 1,774
  • Hardtop V8 R/T: 3,814
• 1972 = 22,919
  • Hardtop I6: 842
  • Hardtop V8: 15,175
  • Hardtop V8 Rallye: 8,123
• 1973 = 27,930
  • Note: All models were V8-powered hardtops
• 1974 = 11,354
  • Note: All models were V8-powered hardtops

Colors

1970

Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3

1971

Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum Crazy-FC7, Top Banana-FY1

1972

Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9, Honeydew-GY4, Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4, Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1

1973

Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green Metallic-GF3

1974

Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, GE7 Burnished Red Metallic, Deep Sherwood Metallic (Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1 Bright Blue Metallic-GB5

Second generation (1978–1983)

Second generation
Overview
Production	1978–1983
Assembly	Okazaki, Aichi, Japan
Body and chassis
Class	Subcompact car
Body style	2-door hardtop
Related	Mitsubishi Galant Lambda Plymouth Sapporo
Powertrain
Engine	1.6 L (98 cu in) 4G32 I4 2.6 L (160 cu in) 4G54 I4
Transmission	5-speed manual 3-speed automatic
Dimensions
Wheelbase	2,530 mm (100 in)
Length	4,525 mm (178.1 in)
Width	1,675 mm (65.9 in)
Height	1,345–1,355 mm (53.0–53.3 in)

See Mitsubishi Galant Lambda for more information

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe. It was known overseas as the Mitsubishi Sapporo/Scorpion and sold through Dodge dealers as a captive import. It was identical except in color and minor trim to the Plymouth Sapporo with the Dodge version emphasizing sportiness, with bright colors and tape stripes, while the Plymouth emphasized luxury, with more subdued trim. The cars were slightly restyled in 1981 with revised headlights and other minor cosmetic changes. Both cars were sold until 1984, until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had smaller engines (inline-4s instead of the six and eight-cylinder engines from the old Challenger) and was a long way off in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer in its class, not least because of its available 2.6 L engine. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help dampen this effect, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

Third generation (2008–present)

Third generation
Overview
Also called	SRT Challenger (2013-2014)
Production	2007–present
Model years	2008–present
Assembly	Brampton, Ontario, Canada(Brampton Assembly)
Designer	Jeff Gale, Brian Nielander (2006)
Body and chassis
Class	Pony car Muscle car
Body style	2-door coupe
Platform	Chrysler LC platform
Related	Chrysler 300 Dodge Charger Dodge Magnum Mercedes-Benz E-Class Mercedes-Benz S-Class
Powertrain
Engine	3.5 L (214 cu in) SOHC V6 (2009–2010) 3.6 L (220 cu in) Pentastar V6(2011–present) 5.7 L (345 cu in) HEMI V8 (2009–present) 6.1 L (370 cu in) HEMI V8 (2008–2010) 392 cu in (6.4 L) HEMI V8 (2011–present)
Transmission	4-speed automatic 42RLE (2008) 5-speed automatic W5A580(2009–2014) 8-speed automatic 845RE (2014-present) 6-speed manual Tremec TR6060(2008-present)
Dimensions
Wheelbase	116.0 in (2,950 mm)
Length	197.7 in (5,020 mm)
Width	75.7 in (1,920 mm)
Height	57.0 in (1,450 mm)

The Dodge Challenger Concept was unveiled at the 2006 Detroit Motor Show and was a preview for the 3rd generation Dodge Challenger that started its production in 2007. Many design cues of the Dodge Challenger Concept were adapted from the 1970 Dodge Challenger R/T.

Initial release

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008, simultaneously at the Chicago Auto Show and Philadelphia International Auto Show. Listing at US$40,095, the new version was a 2-door coupe which shared common design elements with the first generation Challenger, despite being significantly longer and taller. As with Chevrolet’s new Camaro, the Challenger concept car’s pillarless hardtop body was replaced with a fixed “B” pillar, hidden behind the side glass to give an illusion of the hardtop. The LC chassis is a modified (shortened wheelbase) version of the LX platform that underpins the Dodge Charger (LX), Dodge Magnum, and the Chrysler 300. The LX was developed in America from the previous Chrysler LH platform, which had been designed to allow it to be easily upgraded to rear and all-wheel drive. Many Mercedes components were incorporated, including the Mercedes-Benz W220 S-class control arm front suspension, the Mercedes-Benz W211 E-Class 5-link rear suspension, the W5A580 5-speed automatic, the rear differential, and the ESP system. All (7119) 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission. The entire 2008 U.S. run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008;

Chrysler of Mexico offered only 100 SRT8s, with a 6.1 liter V8 and 425 brake horsepower (317 kW) (SAE). Chrysler auctioned off two 2008 SRT8s for charity with the first car going for $400,000 and a “B5” Blue No.43 car with a winning bid of $228,143.43.

The base model Challenger SE was initially powered by a 3.5 L (214 cu in) SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lbf·ft (340 N·m) torque which was coupled to a 4-speed automatic transmission for the first half of 2009, and was then changed to have a standard 5-speed automatic transmission. Several different exterior colors, with either cloth or leather interiors became available. Standard features included air conditioning, power windows, locks, and mirrors; cruise control, and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.^[27] The Canadian market also sports the SXT trim, similar to the SE, but more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels. Starting with the 2012 model year, the SE was replaced in the U.S. with the SXT model.

Previous to the 2012 model year, the SXT version of the Challenger was only sold in Canada and is a more well-equipped variation of the SE. It adds fog lamps, a rear spoiler, larger wheels, illuminated vanity mirrors, security alarm and a leather-wrapped shifter. In addition, the SXT has increased option packages available to it that aren’t available on the SE, and are also available to the R/T. (Such as the high-end navigation-enabled entertainment system.)

Challenger 500

Chrysler Canada offered a further 670 SRTs uniquely badged as the Challenger 500 (paying homage to Charger and Coronet 500s) all of which were shipped to Canadian Dodge dealers.

2009 model year

Production of the limited edition 2008 SRT8s ended in July 2008, and production of the expanded 2009 line-up started in early August of the same year. The expanded offering was the same as had been unveiled earlier that spring at the 2008 New York Auto Show. Chrysler debuted the full Dodge Challenger line for 2009, with four different trims – SE, R/T, SRT8, and the SXT in Canada only. In addition to the SRT8, which remained unchanged except for the optional 6 speed manual and standard limited slip differential, the line-up included the previously mentioned SE and SXT which offered the 250 HP 3.5-Liter V6. The R/T hosted a 5.7 Hemi sporting 370 hp (276 kW) and 398 lb·ft (540 N·m) of torque when coupled with the 5 speed automatic, and 375 hp (280 kW) with 404 lb·ft (548 N·m) when matched with the same Tremec 6-speed manual transmission as the SRT8.

New for 2009 was the Rallye Package for the SE model. The package featured design cues including dual body stripes on the hood and the trunk, chromed fuel door, deck lid spoiler, 18-inch aluminum wheels, and Micro Carbon in the interior accents.

 2009 Dodge Challenger R/T

The mid-level Challenger R/T is powered by a 5.7 L (345 cu in) Hemi V8 coupled to a 5-speed automatic transmission or a Tremec TR-6060 6-speed manual transmission. On cars equipped with the automatic transmission, the engine features the Multi-Displacement System and produces 372 brake horsepower (277 kW) (SAE) and 398 lbf·ft (540 N·m) torque. With the 6-speed manual transmission, the Multi-Displacement System option was deleted and the engine produced 376 brake horsepower (280 kW) (SAE) and 404 lbf·ft (548 N·m) torque. Another feature was the Intelligent Deceleration Fuel Shut-Off (iDFSO) available for the automatic models only. The first to combine both a Multi-Displacement system and fuel shut-off. The final drive ratio was 3.06:1 on cars with the automatic transmission, 3.73:1 on cars with the 6-speed manual and 18-inch (460 mm) wheels or 3.92:1 with the 6-speed manual and optional 20-inch (510 mm) wheels. Also available on R/T was the “Track Pak” option group, which includes the Tremec manual transmission, a limited slip differential and self-leveling rear shock absorbers.

 2010 Detonator Challenger RT Classic

The Challenger R/T Classic has retro aspects such as script “Challenger” badges on the front panels and black or white “R/T” stripes. It comes with a five-speed automatic standard, with an optional six-speed manual transmission including a pistol-grip-shifter. The wheels are Heritage 20″ Torq-Thrust style specials. It became available in Brilliant Black Crystal Pearl, Bright Silver Metallic, Stone White and in multiple “heritage” colors: Toxic Orange, HEMI-Orange, TorRed, B5 Blue, Plum Crazy Purple, Detonator Yellow and Furious Fuchsia. Production started in February 2009.

 Dodge Challenger SRT8

The 2009 SRT8, while still equipped with the 6.1 L (370 cu in) Hemi V8, is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the R/T and SE models such as air conditioning and cruise control. In addition, the 2009 had a “limited slip” differential that was not offered on the 2008 model. A “Spring Special” SRT8 Challenger was also offered in B5 Blue, but due to rolling plant shutdowns, just over 250 Spring Special Challengers were built before the end of the 2009 model year.

The “Mopar ’10 Challenger R/T” is a limited version of the 2010 Challenger R/T with metallic pearl black body color, three accent colors (blue, red, silver) of stripes to choose from. In addition, these cars were available with black R/T Classic-style wheels along with a Hurst aftermarket pistol grip shifter, custom badging, Mopar cold air intake for a ten horsepower increase, and a Katzkin-sourced aftermarket interior. The cars were built in Brampton Assembly and completed at the Mopar Upfit Center in Windsor, Ontario. There were 500 U.S. Units and 100 Canadian units built. Of the 500 Mopar special edition U.S. versions, 320 had automatic transmissions, 180 had manuals, while 255 had blue stripes, 115 had red stripes, and 130 had silver stripes.

The Drag Race Package is a race model designed for NHRA competition, based on the Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 50 Challenger Drag Race Package Cars are being built to meet NHRA requirements. Engine options include a 6.1L HEMI, 5.7-L HEMI, and a 5.9L Magnum Wedge. Manual or automatic transmissions are available, and the rear axle is solid (not IRS). The initial run of the required 50 cars has been completed and over 100 of the “2009 Challenger Drag Pak” vehicles will be produced. Currently a 2010 program is being considered. “Big Daddy” Don Garlits bought the first drag race package car and has raced it in NHRA competition. The prototype cars shown at SEMA were built by MPR Racing of Michigan, who continue to modify the production cars as delivered from Chrysler. Currently, the “Drag-Pak” cars running in legal A/SA trim are running around the 9.7–10 second mark at 130–140 mph in the quarter mile.

2011 model year

 2011 Dodge Challenger SRT-8

The Dodge Challenger received two new engines across the lineup for the 2011 model year:

• The SE was renamed to SXT and received a new 3.6-liter Pentastar V6 engine producing 305 bhp (227 kW; 309 PS) and 288 lb·ft (390 N·m), replacing the former 3.5-liter V6.
• The R/T received revisions including a new bottom grille cutout and an updated suspension.
• The new SRT8’s chin spoiler was enlarged to create more downforce. It resembles the 1970 Challenger R/T. The SRT8 received a new 6.4-liter Hemi V8. The so-called 392 (although its actual size is 391 cu-in.) was officially rated at 470 hp (350 kW; 477 PS) and 470 lb·ft (640 N·m) of torque. Dodge engineers said they sacrificed peak horsepower ratings for low-end torque, stating a 90 lb-ft increase over the outgoing 6.1-L (370 c.i.d.) Hemi V8 at 2900 rpm. Two transmissions were offered: a 5-Speed Shiftable Automatic and a 6-speed manual. With the revised 6.4-Liter engine, Chrysler engineers cited a quarter mile (~400 m) time of 12.4 seconds at 110 mph (180 km/h) – bettering the outgoing 6.1-Liter Hemi by 0.8 seconds, although that figure has varied wildly between automotive magazines. Car and Driver tested the 392 at 12.9 seconds at 114 mph (183 km/h) while Motor Trend ran it at 13.0 seconds at 111.3 mph (179.1 km/h) and Edmunds’ number was far closer to Chrysler’s claimed numbers at 12.6 seconds at 112.1 mph (180.4 km/h).

For the 2011 model year, Dodge also debuted and marketed a “392” version of the Challenger. This version is a reminiscence to 392 of the past, although the 6.4-liter displacement of this V8 actually equals 391 cubic inches.

For 2012, the base SE trim was renamed to SXT for consistency with the naming scheme of the remaining Dodge lineup. They came with the following equipment:

A 305-hp 3.6L Pentastar V6 with 268 lb·ft (363 N·m) of torque, dual rear exhaust with bright tips, a five-speed automatic transmission with AutoStick, 18-inch aluminum wheels, advanced brake systems including: four-wheel disc antilock brakes, brake assist, ready alert braking and rain brake support, electronic stability control (ESC), with hill start assist and all-speed traction control, a chrome fuel filler door, Uconnect 130 System with AM/FM radio, CD player, six speakers and auxiliary input jack, steering wheel-mounted audio and speed control, twin hood scoops, touring suspension, remote keyless entry, six airbags, active front head restraints, premium cloth seating, six-way power driver seat with four-way power lumbar adjust, a leather-wrapped steering wheel, air conditioning with automatic temperature control, keyless enter and go with proximity sensor and push button start, power windows, locks & mirrors, a tilt/telescoping steering column and 60/40 folding rear seats that include a rear armrest with cup holders.

SXT PLUS

• Includes everything on SXT, plus these differences: +
• Uconnect with voice command and Bluetooth connectivity + +
• Auto-dimming rearview mirror with microphone
• Bluetooth Streaming Audio +
• Six Boston Acoustics speakers with 276-watt amplifier +
• SiriusXM Satellite Radio with one-year subscription +
• Premium nappa leather-trimmed seats
• Heated front seats
• Automatic headlamps
• Fog lamps
• Sun visors with illuminated vanity mirrors

R/T

Includes everything on SXT, plus these differences:

• 5.7 L Hemi V8 with the Tremec six-speed manual (375 hp, 410 lb·ft (556 N·m) of torque and 23 hwy mpg)
• 5.7 L Hemi V8 with Fuel Saver technology and the available five-speed automatic (372 hp, 400 lb·ft (542 N·m) of torque and 25 hwy mpg)
• Anti-spin rear differential (standard with 6-speed manual, optional with 5-speed automatic in model years 2012-14)
• Performance suspension & steering
• Bright pedals (manual transmission only)
• Body color rear spoiler
• Fog lamps
• Automatic headlamps
• Uconnect with voice command and Bluetooth connectivity
• SiriusXM satellite radio with one-year subscription
• Sun visors with illuminated vanity mirrors

The available Blacktop appearance package on R/T and R/T Plus models includes 20-inch Gloss Black painted aluminum wheels, Gloss Black grille surround, body-color fuel door, Matte Graphite body stripe with Red edge accents, a high-performance steering gear, brake linings, monotube-shock absorbers, P245/45ZR20 Goodyear Eagle F1 three-season tires and three-mode Electronic Stability Control+ (ESC) with “full off” mode, 5.7 L Hemi V8 engine with cold-air induction delivering up to 375 horsepower +

Rallye Redline

Includes everything on SXT Plus, with the following differences: +

• Red center hood-to-tail stripe
• 20-inch black chrome-clad wheels with red backbone
• Performance tires
• Steering wheel-mounted shifter controls
• Performance brakes
• Performance steering
• Performance suspension
• Sport mode
• Body-color rear spoiler
• 3.06 rear axle ratio

R/T Plus

Includes everything on R/T, plus these differences:

• Boston Acoustics sound system with 276-watt amplifier and six speakers
• Premium Nappa leather-trimmed seats
• Heated front seats
• Power heated exterior mirrors
• Temperature and compass gauge
• Tire pressure monitoring display
• Security alarm
• HomeLink control for garage door, home security lighting and more

The available Blacktop appearance package on R/T and R/T Plus models includes 20-inch Gloss Black painted aluminum wheels, Gloss Black grille surround, body-color fuel door, Matte Graphite body stripe with Red edge accents, a high-performance steering gear, brake linings, monotube-shock absorb

R/T classic

Includes everything on R/T Plus, with the following differences:

• Dual black or white R/T side stripes
• Functional hood scoop
• 20-inch polished forged aluminum wheels
• High intensity discharge (HID) headlamps
• 3.92 rear axle ratio
• Performance tires
• Classic Challenger script badging and classic R/T badging

SRT8 Core

Includes Everything On R/T Classic, with the following differences:

• 470-Hp 392 CID 6.4 L SRT8 Hemi V8
• Performance-tuned Bilstein suspension
• Standard launch control for off-the-line performance
• Brembo brakes with black-anodized calipers
• Sport seats with ballistic cloth
• 20-inch aluminum wheels with painted pockets

SRT8 392

Includes everything on R/T Classic, with the following differences:

• 470-hp 392 CID 6.4 L SRT8 Hemi V8 with 470 lb-ft of torque
• Three-mode active damping suspension
• Standard launch control for off-the-line performance
• Brembo Brakes with red calipers
• Nappa leather-trimmed seats with perforated suede inserts
• 20-inch 5-spoke SRT forged wheels

2013 model year

 A 2013 Dodge Challenger R/T

For 2013, a Rallye Redline package is available with Dodge Challenger V6 models. Based on the SXT Plus trim, the Rallye Redline package includes unique exterior accents, Black chrome 20-inch wheels with Redline Red accents, performance suspension and brakes, a 3.06 rear-axle ratio and available Radar Red Nappa leather interior. Dodge sold 51,000 Challengers in the U.S. for 2013.

The Electronic Vehicle Tracking System (EVTS), a GPS-enabled stolen vehicle recovery system, is available.

2015 model year

 2015 Dodge Challenger R/T in Sublime

Changes include:

• 5-speed automatic transmission will be replaced by a new 8-speed ZF 8HP automatic transmission),
• Power output on the 6.4 liter V8 will increase by 15 to total 485 horsepower.
• A slightly revamped exterior features a new grille with design cues from the 1971 grill/split tail lights, Quad LED ‘Halo Ring” Head lights, LED Tail lights, and a functional hood intake on HEMI models.
• Inside, the Challenger gets a 7-inch (780mm) TFT Thin Film Transistor display with over one hundred possible configurations, 8.4-inch Uconnect touchscreen radio with available navigation, and a retro styled gauge cluster.

Dodge Challenger SRT Hellcat

 2015 HellCat

It is a version of the 2015 Dodge Challenger with a supercharged 6.2-liter HEMI engine rated at 707 hp (527 kW) and 650 lb·ft (881 N·m) of torque. Chrysler claims that this makes the Challenger SRT Hellcat “the most powerful muscle car ever,” with a top speed of 199 mph (320 km/h). The inner driving light on the left front has been removed to allow air to get into the engine resulting in more torque, and the wheel wells are different from the standard SRT to accommodate the 20-inch aluminum wheels. The SRT Hellcat will come equipped with two separate key fobs; use of the “black” fob will limit engine output to 500 horsepower, while the “red” fob will enable the full output capability.^[42] The Hellcat has a quarter mile time of 10.8 seconds which is faster than the Chevrolet Camaro ZL1 and the Ford Mustang GT 500. However, this was accomplished with drag racing tires, on stock tires the Hellcat was able to achieve 11.2 seconds on the quarter mile.

Future

Several hints have been made by Fiat as to the future of the Challenger. The most likely outcome would be a fourth generation model, showcased sometime around late 2015. Whether or not that would be the 2016 Challenger remains unclear.

Limited production variants

In addition to official Dodge concept cars, there have been numerous limited production and street legal variants created by third parties, based on stock cars that have been rebuilt with modified powertrains, suspensions, and interiors. These include the SMS 570 and (supercharged) 570X with up to a claimed 700 bhp (522 kW), the Mr. Norm’s Challengers with a claimed 637 or 900 bhp (475 or 671 kW) horsepower, the supercharged SpeedFactory SF600R with around 600 bhp (447 kW), the supercharged Richard Petty Signature Series with a claimed 610 bhp (455 kW), and the Legacy by Petty Convertible Challenger completely customized by Petty’s Garage to include a one of a kind front end and NASCAR styled treatments

U.S. sales figures

Model Year	Sales
2008.75[44]	7,209 SRT-8
2009[44]	8,625 – Base16,395 – R/T9,834 – SRT8Total 34,854
2010[44]	24,789 – Base22,877 – R/T10,156 – SRT8Total 57,822
2011[44]	12,562 – Base8,552 – R/T5,265 – SRT8Total 26,379
2012[44]	24,197 – Base15,158 – R/T7,210 – SRT8Total 46,565

Calendar Year	Sales
2008	17,423
2009	25,852
2010	36,791
2011	39,534
2012	43,119
2013	51,462
2014	51,611

Racing

 Early version of the Nationwide Series Challenger R/T

• The Challenger was introduced to the SCCA Trans Am Series in 1970. Two factory-backed cars were prepared by Ray Caldwell’s Autodynamics and driven by Sam Posey and Tony Adamowicz. The No.77 car was built at Autodynamics from a street Challenger T/A that was taken from a local dealer showroom. The No.76 chassis arrived mid-season from Dan Gurney’s All-American Racers, and was completed by Autodynamics.
• Dodge’s mid-1970s factory-supported “Kit Car” program for short-track late-model stock car racing offered a choice of Challenger, but in 1974 Dodge ended the Challenger line and they went to the Dodge Dart Sports and Dodge Aspen bodies over a steel-tube chassis.
• Blackforest Motorsports has currently entered a Challenger in the Continental Challenge.
• The Challenger R/T has been used as the Chrysler model for starting in 2010. NASCAR Nationwide Series competition.

With Dodge officially out of NASCAR with the close of the 2012 season the remaining cars and racing parts have been bought up by “privateer” racing teams and continue to show up in Nationwide races during the 2014 season. JJ Yeley has indicated his 2 (sometimes 3) car team will continue to field a Challenger in the Nationwide series for as long as he can find parts to keep the cars running. The team stopped after the 2014 season, though the Mike Harmon #74 and the Derek White #40 did so in the first 2015 race.

Awards and recognition

• Best of Show- 2006 Challenger Concept-North America International Auto Show (Detroit) Concept
• Best of Show (2006)- LA Auto Show
• Best Concept Car (2006)- Autoweek
• People’s Choice Award for 2006 (NAIAS)
• 2008 Collectible Car of the Future- Friends of the National Automotive History Collection (NAHC)
• Top Owner Satisfaction List for 2009- Annual Auto Survey- Consumer Reports
• 10 Best Looking Cars for 2009- Vehix.com
• Most Appealing Mid-Size Sporty Car- J.D. Powers and Associates 2009 Appeal Study
• Best of Class Ideal Vehicle for 2009, Sporty Car Category- Auto Pacific
• The 25 Most Collectible Cars of the Last 25 Years (SRT8)- Consumer Guide Automotive
• Recommended Buy for 2009- Consumer Guides Automotive
• Motor Trend Car of the Year (contender)-Motor Trend
• 5-Star Safety Rating (2009 Challenger)- NHTSA
• Forbes- Most Beautiful Cars 2010
• Forbes- Fastest Cars Under $50,000
• 10 Cars that Will Look Good in 10 Years- U.S. News & World Report (March 2011)
• J.D. Powers & Associates-Best Midsize Sporty Car in 2011 Initial Quality Study.
• Shoppers Choice (Cars.com “Best of 2012” NAIAS event)
• America’s Best-Loved Cars- (J.D. Powers 2011 APEAL Survey- 1st Place Midsize Sporty)
• Top Ten Most Fun to Drive Cars (Fast Car Lane)
• Top 10 Cars to Drive to the Big Game (Roadfly TV)
• 2011 Polk Automotive Award- Sports Car Category (Polk Loyalty Awards)
• Best Affordable Sports Cars – 2012 (4 of 8)- U.S. News
• Auto Industry’s Greatest Hits (2013 retro cars)- bankrate.com

• Charger (1966–78; 1983–87; 2006–present)

Dodge Charger

 2014 Dodge Charger

The Dodge Charger is an American automobile marketed by the Dodge division of Chrysler and manufactured in Canada by American manufacturer Chrysler Group LLC. First used on a show car in 1964, there have been several different production vehicles, built on three different platforms and sizes, all bearing the Charger nameplate. The Charger nameplate has been used with subcompact hatchbacks, full-sized sedans, and personal luxury coupes.

Charger models

The three main iterations of Dodge Chargers were a mid-size (B-body) two-door car (1966–78), a subcompact (L-body) car (1983–87), and the (LX and LD) full-size platform four-door sedans built since 2006.

The name was also carried by a 1999 concept car that differed substantially from the Charger eventually placed into production for the 2006 model year. A similar name plate, the Ramcharger, was used for the truck-based vehicle.

The name Charger was also used in Brazil as performance model based on the Dart (A-Body) (1970–80).

Model years of Chargers

• 1964 Dodge Charger (concept): a roadster-style show car based on the Dodge Polara
• 1965 Dodge Charger 273: a limited production option package for the Dart GT
• 1966–78 Dodge Charger (B-body): a rear wheel drive coupe
• 1970–80 Dodge Charger: Brazilian version based on the Dodge Dart, with a higher-compression 318 V8 engine
• 1983–87 Dodge Charger (L-body): a front wheel drive subcompact hatchback
• 1999 Dodge Charger (concept): a rear wheel drive concept car
• 2006–present: Dodge Charger (LX): several model and trim versions of a rear wheel drive four-door sedan

First generation: 1966–1967

 1966 Dodge Charger

Main article: Dodge Charger (B-body) § First generation

The Dodge Charger was introduced during the 1966 model year. It featured a two-door fastback body design and a four bucket seat interior. The intermediate-sized Charger shared components with the Coronet that also used the Chrysler B platform. The base engine was a 318 cu in (5.2 L) V8 with a three-speed floor shifter. Larger and more powerful engines were also available. Sales were low.

Second generation: 1968–1970

Main article: Dodge Charger (B-body) § Second generation

 1969 Dodge Charger

The Charger was redesigned for 1968, and sales increased. Based on the Chrysler B platform, the model years received various cosmetic changes to the exterior and interior including: an undivided grill, rounded tail lights, and hidden headlights. The powertrains were the same as the ones used in the 1967 Charger. The model was not successful in stock car racing such as NASCAR. A more aerodynamic shape formed the Charger 500 model that became the basis for the 1969 Dodge Charger Daytona.

Third generation: 1971–1974

Main article: Dodge Charger (B-body) § Third generation

 1971 Dodge Charger

The third generation Charger was introduced for the 1971 model year. Chrysler’s B platform was modified to meet new emissions and safety regulations. Available in six different packages with cosmetic changes that include: a split grill, semi fastback rear window, and a ducktail spoiler. The 1973 and 1974 Chargers were very similar to the 1971 with minor differences in the grill and headlamps. The increase in sales was mostly due to the elimination of the Dodge Coronet, which meant Dodge offered the two-door intermediate-size body style only as the Charger.

Fourth generation: 1975–1977

Main article: Dodge Charger (B-body) § Fourth generation

 1975 Dodge Charger

The 1975 model year Charger was a badge engineered version of the Chrysler Cordoba coupe with a different grille and other small changes. Still using Chrysler’s B platform, the new Charger was Dodge’s attempt at moving the model into the growing personal luxury car market segment, and as consumer demand increased for smaller-sized vehicles after the 1973 oil crisis.

Fifth generation: 1982–1987

 1987 Dodge Charger “Shelby Edition”

Main article: Dodge Charger (L-body)

The Charger returned in 1982 as a subcompact hatchback coupe with front-wheel-drive, and a five-speed manual or three-speed automatic transmission. This economy-type model was similar to the Dodge Omni 024, but with a slightly larger engine. The Charger was available with the NA 2.2l SOHC or a turbocharged 2.2l SOHC engine. Both engines could be specified with either transmission. A Shelby Charger was offered starting in 1983, with a turbo version available in 1984 producing 148 horsepower (110 kW) at 5600 rpm and 160 pound-feet (220 N·m) of torque at 3200 rpm. The engine was not intercooled and used a small t3 Garrett turbo. In 1985, the electronics were updated but power output was the same. In 1986, the electronics were further updated.

Sixth generation: 2006–2010

 2006 Dodge Charger

Main article: Dodge Charger (LX)

After 19 years, Dodge reintroduced the Charger in 2006 in a new form. This generation is available only as a four-door sedan. For 2006, the Dodge Charger is available in SE, SXT, R/T, R/T with Road/Track Performance Group, and Daytona R/T versions.

The Charger SE has the V-6 engine, 5-speed automatic transmission with “AutoStick” manual shifting feature, 17-inch wheels, air conditioning, all-speed traction control, as well as ABS and electronic stability control, a CD player, tilt and telescoping steering column, power locks/mirrors/windows, and remote keyless entry.

The Charger SXT (3.5L V6) adds machined-face aluminum wheels, a 60/40-split folding rear seat with center armrest, eight-way power adjustment for the driver’s seat, a 276-watt Boston Acoustics audio system, cargo net, chrome grille surround, fog lamps, power mirrors, and leather-wrapped steering wheel.

The Charger R/T features the 5.7L Hemi V8 with a multiple-displacement system that allows it to save fuel by running on only four cylinders when cruising. It also comes with 18-inch polished aluminum wheels, dual exhaust pipes, heated mirrors, leather seats, and what Dodge calls a performance braking system.

The Charger SRT8 with a 6.1L Hemi adds an eight-way power front passenger seat, automatic climate control, special grille and rear spoiler, body-color interior trim, special front fascia and engine cover, larger exhaust tips, performance steering gear, heated front seats with perforated suede inserts, power-adjustable pedals, and special colors and exterior trim. Optional features include a Road/Track package with 10 additional horsepower from the Hemi engine, GPS navigation system, 322-watt audio system, sunroof, and rear-seat DVD entertainment system.

Seventh generation: 2011–2014

 2014 Dodge Charger SXT Plus – 100th Anniversary Edition

The Charger was redesigned for the 2011 model year using a re-engineered version of the Chrysler LX platform. The design was intended to be reminiscent of the Chargers of the 1960s and 70s and the taillights harken back to that era, as do the new stamped hood and side panels. This generation is available with V6 and V8 engines, 5-speed and 8-speed automatic transmissions, as well as all wheel drive (AWD).

Beginning in 2012, the Charger became available with the 3.6 liter Pentastar V6 coupled with an 8-speed automatic transmission. This engine/transmission combo allows the Charger to accelerate from 0-60 in 6.6 seconds while achieving 31 MPG on the highway. These Pentastar V6 0-60 times equal those of the pre-2008 Charger’s HEMI V8 performance. A number of available performance packages allow the Pentastar V6 to create up to 300 horsepower and offer sport mode performance calibration with paddle shifters. The R/T package features a 5.7 liter HEMI V8 with 370 horsepower, and the top of the line SRT-8 offers a HEMI V8 6.4L engine with 470 horsepower.

In 2014, the Charger was released in a 100th Anniversary trim (100th Anniversary Edition). This trim, available on both the Charger and Dodge Challenger, was released to celebrate the 100th Anniversary of the Dodge brand, which was founded in 1914. The trim features granite metallic grille surround as well as 20-inch granite pocket wheels on both the SXT and R/T models, as well as exclusive leather interiors, exclusive splash screens on infotainment displays, and exclusive exterior badging, among other unique features.

Eighth generation: 2015-present

Unveiled at the 2014 New York Auto Show, the 2015 Dodge Charger received a substantial makeover, the most noticeable change coming in the new front grille and rounded led headlights. Retaining its Coke bottle styling Dodge claims to have reworked just about every panel on the car; made to look leaner and more athletic than its previous look while keeping the same dimensions.

Dodge is reported to have used the 1969 Charger as its inspiration for the remodelling. The engines include the 370 hp (276 kW; 375 PS) Chrysler 5.7 liter Hemi V8 and the 292 hp (218 kW; 296 PS) 3.6 liter V6. The V6 model is EPA-rated at 31MPG or 7.6L/100 km which is claimed by the manufacturer to be the best in its class. The only transmission is the Chrysler eight-speed automatic, coupled with optional all-wheel drive. The all-wheel drive system will automatically remove drive to the front axle when not required, giving an improvement in fuel economy. The new electronic gearshift with optional paddle shift gives shift times of as little as 0.25 seconds in sport mode.

The reworked interior includes new materials for the door, console and dash panels, a new steering wheel and seats, and a wide range of trim packages with both leather and cloth seating.

Charger SRT Hellcat

The 2015 Dodge Charger SRT Hellcat was revealed on 13 August 2014 prior to being shown at the Woodward Dream Cruise. It includes the same 707 hp (527 kW; 717 PS), 650 pound force-feet (880 N·m), supercharged 6.2L Hemi V8 present in the Dodge Challenger SRT Hellcat. Despite being heavier, it has a top speed of 204 mph (328.3 km/h), a 0-60 time of 3.7 seconds, and a 1/4 mile time of 11.0 seconds. The Charger Hellcat features a redesigned front fascia with a larger lower grille similar to the current generation Dodge Viper.

Charger SRT 392

 2015 Dodge Charger SRT 392 with Scat Pack

Dodge delivers yet another variation of the Charger sedan: the Charger SRT 392 is the most powerful naturally aspirated model in its class. The SRT 392 Hemi is a 6.4 liter V8 making 485 hp (362 kW; 492 PS) and 475 pound force-feet (644 N·m) of torque. The Charger SRT 392 also comes with 20-inch forged aluminum wheels, 15.4-inch brake rotors out front, and 13.8-inch rear brake rotors.

Other models

• Dodge Charger Daytona – the name given to three different modified Dodge Chargers built on the B-body and LX platforms.
• Super Bee
• Shelby Charger

See also

• 1971–1976 Chrysler Valiant Charger – short wheelbase Valiant coupe produced by Chrysler Australia
• The General Lee – Dodge Charger used in the television series The Dukes of Hazzard

• Dart (1960–76; 2013–present)

Dodge Dart (PF)

  (Redirected from Dodge Dart (2013))

This article is about the new 2013 Dodge Dart. For the original 1960–1976 Dodge Dart, see Dodge Dart.

Dodge Dart
2014 Dodge Dart Rallye 2.0
Overview
Manufacturer	Chrysler Group LLC
Also called	Fiat Viaggio (China)
Production	May 2012–present
Model years	2013–present
Assembly	United States: Belvidere, Illinois(Belvidere Assembly Plant) China: Changsha, Hunan (GAC Fiat)
Designer	Joe Dehner
Body and chassis
Class	Compact car
Body style	4-door sedan 5-door hatchback (Ottimo)
Layout	Transverse front-engine, front-wheel drive
Platform	Compact U.S. Wide
Related	Alfa Romeo Giulietta Jeep Cherokee (KL) Chrysler 200 (UF) Fiat Ottimo (China)
Powertrain
Engine	1.4 L FIRE I4 (t/c gasoline) 2.0 L Tigershark I4 (gasoline) 2.4 L Tigershark I4 (gasoline)
Transmission	6-speed FPT C635 manual 6-speed FPT C635 DCTautomatic 6-speed Powertech 6F24automatic
Dimensions
Wheelbase	106.4 in (2,703 mm)
Length	183.9 in (4,671 mm)
Width	72.0 in (1,829 mm)
Height	57.7 in (1,466 mm)
Curb weight	3,186–3,348 lb (1,445–1,519 kg)
Chronology
Predecessor	Dodge Caliber

The current version of the Dodge Dart is a compact sedan based on a slightly enlarged Fiat Compact platform and debuted at the 2012 North American International Auto Show on January 9, 2012. The Dart was Dodge‘s first compact sedan since 2005, when the Dodge Neon was discontinued as part of the end of the PL platform.

The Fiat Compact platform, on which the Alfa Romeo Giulietta is built, was enlarged 1.5 in (38 mm) in width and with a 3.7 in (94 mm) longer wheelbase and is now called the Compact U.S. Wide (CUSW) platform. This modified platform, named PF was adapted to U.S. requirements took about 18 months to design, with development costs of US$1 billion.

History

A mini MPV concept car was designed and developed by Chrysler and revealed in 2006 as the Dodge Hornet. This was Dodge’s first attempt at building a car this small and the car was expected to be released in 2010. The concept was dropped because of the 2009 financial crisis and the restructuring of the Chrysler Group. After Chrysler’s merger with Fiat in late 2010, the small Dodge Hornet concept took on a new form to share a Fiat platform. In December 2011, the automaker surprised industry pundits and insiders with an announcement that the new small sedan will be called the Dodge Dart rather than “pay homage not only to the well-received 2006 concept car that carried the name but also to an ancestry of vehicles stretching back 60 years to the original Hudson Hornet.” Commentators have debated the merits of resurrecting the Dart name for the new car.

Production

The Dart is built at Chrysler’s Belvidere Assembly Plant, where the Dart’s predecessor, the Dodge Caliber, was previously built from 2006 to 2011 (2012 was the Caliber’s final model year), and is also where the Jeep Compass and Jeep Patriot are built. This was also where the original Dodge Neon (from 1995 to 2005) and Dodge Neon SRT4 (from 2003 to 2005) were built.

Production of the 2013 Dodge Dart started on Monday, May 7, 2012, at the Belvidere plant. The first Dart off the production line was a Rallye model with Black and Red Interior and Redline Red exterior color. The Dart was scheduled to be available for sale at dealerships in the U.S. beginning at the end of June 2012. The Aero model began production in the third quarter of 2012. The GT began production in the second quarter of 2013.

Features

 Rear/side view of the Dart R/T

The Dart has three transmission options, including a Powertech 6F24 automatic transmission from Hyundai, and will come with electrically boosted power steering that has a sensor and electric motor mounted to the rack itself. Interior options will include 12 different color / fabric combinations and optional ambient lighting systems; leather seats will be available. The dashboard features a 7-inch (178 mm) color TFT Thin Film Transistor display, a “floating island bezel” placed between traditional round gauges, which graphically shows trip computer and navigation system information; it is integrated to make it appear to be part of the gauge cluster itself, rather than a separate screen. Storage includes a glove box, center console with auxiliary electronics jacks, and console map pockets. Trunk volume is 13.1 cu ft (370 L).

It was the first car in its class to feature a rear obstacle detection system and blind spot monitoring. A Dart version managing an unadjusted combined driving 40 miles per US gallon (5.9 L/100 km; 48 mpg_-imp) (16.94 km/L) made it possible for Fiat to acquire an additional 5% share of Chrysler Group.

Suspension

The Dart uses a similar suspension system to that of the Alfa Romeo Giulietta: in front it has independent MacPherson struts, coil springs, twin-tube dampers, stabilizer bar and in the rear it has independent multilink suspension. According to Dart chief engineer the suspension is slightly softened compared with the Alfa, “We’ve taken a little edge off it,” “It’s a blast to toss around.”

Safety and driving aids

The new Dart has many safety features including brake assist, brake-lock differential, rainy brake support, hydraulic boost compensation, electronic stability control, traction control, anti-lock braking system, electronic roll mitigation, hill-start assist, trailer-sway control, rear backup camera and rear park assist. It has 10 airbags standard; it also has a reactive head-restraint system for the front seats, and other available systems are blind-spot monitoring and rear cross path detection. The Giulietta, on which the Dart is based, has achieved the highest rating for a compact car in the EuroNCAP tests.

The Insurance Institute for Highway Safety (IIHS) tested the all-new 2013 Dodge Dart. The Dart achieved a five-star safety rating in the frontal offset barrier, rollover, and side impact crash tests. The Dart also earned an IIHS Top Safety Pick for 2012.

Engines

 Dodge Dart Rallye

The Dart has three engine options: a Tigershark 16-valve 2-liter engine, a “Tigershark” 16-valve 2.4-liter MultiAir 2 four-cylinder engine, and a 16-valve 1.4-liter MultiAir Intercooled turbo engine used also in Alfa Romeo Giulietta. That engine has been retuned for American use (changing the required grade of oil to one widely available in the U.S. and Canada, for example) in the Fiat 500 Abarth The 1.4T Dart also will have more torque than the Abarth. A 6-speed manual transmission is available with all engine options, a six-speed automatic is optional on the 2.0 L and 2.4 L engines and a six-speed dual-clutch transmission is available on the 1.4 L turbo unit. Marchionne has stated that a 9-speed automatic will not be available until sometime later. All Dart engines are built in Dundee, Michigan.

In 2014, the Dart SXT and Limited both got a 2.4L I4 engine with increased horsepower ratings, making the 2.0L Tigershark I4 engine only available in the base SE model. The 2.4L I4 engine was offered in late 2013 with the introduction of the Dart GT model. The Dart SE retains the 2.0L I4 engine for 2014, while the Dart Aero model is the only model still available with the 1.4L MultiAir turbocharged I4 engine.

Engine and Transmission Configurations

Engine Model	Years	Transmissions
Tigershark 16-valve 2.0-liter four-cylinder	2012–	6-speed manual, 6-speed automatic (Powertech 6F24)
Fiat 1.4-liter MultiAir Intercooled Turbo	2012–	6-speed manual, 6-speed dual dry clutch
2.4-liter Tigershark MultiAir 2	2012–	6-speed manual, 6-speed automatic (Powertech 6F24)

Models

The Dodge Dart comes in five distinct models. The SE is the base model, offering an AM/FM stereo with single-disc CD player and AUX jack, a fan with heater, cloth seating surfaces, manual door locks, and sixteen-inch steel wheels with full wheel covers. The SXT is a step up from the base SE model, adding seventeen-inch steel wheels with full wheel covers, air conditioning, six speakers, and keyless entry. The Rallye trim was a distinct model but is now available as a package that can be added to the SXT trim. The Aero is a version of Dodge Dart designed for optimal fuel efficiency. It is equipped with 1.4-liter MultiAir intercooled turbo engine, aerodynamic enhancements (lightweight aluminum chassis components, active grille shutters, underbody aero kit, a lowered profile and low-rolling resistance tires), six-speed Dual Dry Clutch Transmission (DDCT). The Limited is the top-of-the-line luxury Dart. It features eighteen-inch chrome-finished wheels, an 8.4-inch touch-screen AM/FM stereo with CD player and Bluetooth, SIRIUS-XM Satellite Radio, a nine-speaker, 506-watt premium sound system manufactured by Alpine for Dodge, and chrome accents. The SXT will most likely be the volume seller. In 2014, the SXT got new wheel covers and optional sixteen-inch alloy wheels. The Aero got standard alloy wheels. All Darts, aside from the SE, Aero, and GT get a standard 2.4L I4. The Aero became the only Dart to have the 1.4L MultiAir I4 for 2014, as well as the only Dart to have the optional DCT transmission. All Darts aside from the SE got standard U Connect Bluetooth telephone for 2014. A Blacktop Package, featuring black alloy wheels and black accents, for all models except SE and Limited, as well as a California Appearance Package for the SXT and Limited, both became available for 2014.

Compared to the Limited trim, the GT features eighteen-inch lightweight alloy wheels, suspension modifications, leather color schemes, body-color accents, and a 2.4L Tigershark four-cylinder engine mated to a standard 6-speed manual transmission (automatic optional). This model was originally unveiled at the Dart’s January 2012 introduction as the “R/T” model, but was renamed the “GT” in January 2013, prior to availability.

On March 4 2014, at the Geneva Motor Show, Marchionne denied all speculation about the production of a hatch model Dart for the North American market. He stated that “our North American consumers will be gradually offered alternatives for same or close to expense”, pinpointing that potential buyers might account for either Fiat 500X, or Jeep Renegade, both of which are upcoming this year.

SRT Racing Dodge Dart

At the New York International Auto Show in 2012, a Dodge Dart turbo four-wheel drive rally car was shown, after the earlier release of a rendering. The blue-and-white SRT-badged car will enter Global RallyCross Championship racing competitions, driven by professional rally car drivers including four-time Rally America Champion Travis Pastrana.

It is a race car for the 2012 Global RallyCross Championship. Based on 2013 Dodge Dart, it included a 2.0-liter, 4-cylinder, 16-valve turbo-charged engine rated 600 hp (447 kW) and over 550 lb·ft (746 N·m) of torque, Sadev 4-wheel drive transmission.

On May 6 2014, the Dart SRT was confirmed by the FIAT Chrysler Automobiles (FCA) group. Based on the 5-year plan it looks like the unveiling of the Dart SRT is set for December 2016. http://www.fcagroup.com/investorday/PresentationList/Dodge_Brand.pdf

Fiat models

 Fiat Viaggio photographed in Shanghai, China

The Fiat Viaggio (“journey“, “voyage” in English), also called Fei Xiang (菲翔), is a sedan version of the Dodge Dart for the Chinese market, designed by the Fiat Group Style Centre in Torino. It offers a choice of 1.4-litre T-Jet engine producing 120 PS (88 kW) or 150 PS (110 kW), with 5-speed manual or Dual Dry Clutch Transmission (DDCT).

The Viaggio was unveiled at the 2012 Beijing International Auto Show, and went on sale in Q3 2012, with delivery by the end of 2012.

The Fiat Ottimo is a 5-door hatchback version of the Viaggio for the Chinese market. It was introduced at 2013 Guangzhou Auto Show and was designed by Roberto Giolito.

Engines

Model	Years	Type/code	Power@rpm, Torque@rpm
1.4T 120HP	2012–	1,368 cc (83.5 cu in) I4 turbo (T-Jet turbo)	120 PS (88 kW; 118 hp)@5500, 206 N·m (152 lb·ft)@2500
1.4T 150HP	2012–	1,368 cc (83.5 cu in) I4 turbo (T-Jet turbo)	150 PS (110 kW; 148 hp)@5500, 230 N·m (170 lb·ft)@3000

Transmissions

Model	Years	Types
Wyatt Exclusive Edition 1.4T 120HP	2012–	5-speed manual, 6-speed dual dry clutch
Enjoy Edition 1.4T 120HP	2012–	5-speed manual, 6-speed dual dry clutch
Energizer Enjoy Edition 1.4T 120HP	2012–	6-speed dual dry clutch
Exclusive Edition 1.4T 150HP	2012–	6-speed dual dry clutch

Marketing

In July 2012, the first television ad for the Dodge Dart aired during the broadcast of the Major League Baseball All-Star game, featuring the bassline from Kanye West’s No Church in the Wild, a spoof on the Reliant Robin and a cameo by NFL’s Tom Brady. In May 2013, the Dodge Dart was marketed as a tie-in to promote the film Fast & Furious 6, despite not appearing on the film.

• Durango (1998–2009; 2011–present)

Dodge Durango

See also: Chrysler Aspen

Dodge Durango
Overview
Manufacturer	Chrysler Corporation (1997) DaimlerChrysler AG (1997–2007) Chrysler LLC (2007–2009) Chrysler Group LLC (2009-present)
Production	1997–2009 2010–present
Body and chassis
Class	Mid-size SUV (1997–2003) Full-size SUV[1] (2004–present)
Body style	4-door SUV
Layout	Front engine, rear-wheel drive /Four-wheel drive
Chronology
Predecessor	Dodge Ramcharger

The Dodge Durango is a sport utility vehicle (SUV) produced by the Dodge division of Chrysler. The first two generations were very similar in that both were based on the Dodge Dakota, both featured a body-on-frame construction and both were produced at the Newark Assembly plant in Newark, Delaware. However, they did differ in that the first generation was classified as a mid-size SUV while, the second generation was classified as a full-size SUV.

The third generation Durango however is built on the same platform as the Jeep Grand Cherokee, features unibody construction and is currently being assembled at the Jefferson North Assembly plant in Detroit, Michigan. However, it does retain the previous generation’s classification as a full-size SUV.

First generation (1998–2003)

First generation
Overview
Production	1997–2003
Assembly	Newark, Delaware, United States(Newark Assembly)
Body and chassis
Class	Mid-size SUV
Platform	Chrysler DN platform
Related	Dodge Dakota
Powertrain
Engine	3.9 L (238 cu in) Magnum V6 4.7 L (287 cu in) PowerTech V8 5.2 L (318 cu in) Magnum V8 5.9 L (360 cu in) Magnum V8
Transmission	4-speed TorqueFlite automatic4-speed RFE automatic5-speed RFE automatic
Dimensions
Wheelbase	116.2 in (2,950 mm)
Length	193.5 in (4,910 mm) (2000–2003) 193.3 in (4,910 mm) (1997–2000)
Width	71.5 in (1,820 mm) (1997–2000) 71.3 in (1,810 mm) (2000–2003)
Height	70.0 in (1,780 mm) (2000–2003) 72.9 in (1,850 mm) (1997–2000)
Curb weight	4,500 pounds (2,000 kg) (1997–2000) 4,520 lb (2,050 kg) (2000–2003)

The Durango was marketed as a sturdy truck-based SUV designed to hold up to eight passengers and tow up to 8,950 lb (4,060 kg) when properly equipped.^[2] The 4.7 L PowerTech V8 replaced the 5.2 L MagnumV8 engine for 2000; however, the 5.2 was still available in the early 2000 models. In that same year a special AWD performance version called the R/T was released with a 5.9 L Magnum V8. In 1999 and 2000, a limited edition Shelby S.P.360 version was offered that featured a supercharged version of the 5.9 L Magnum V8 engine. Output is 360 hp (270 kW; 360 PS) and 412 lb·ft (559 N·m) of torque. Exterior modifications include unique wheels, tires, suspension, and bumpers. It came standard with Viper blue paint with two racing stripes down the center of the truck. It boasted a 0 to 60 mph time of 7.1 seconds. The top speed was 142 mph (229 km/h).

1998: First model year for Durango, available only in 4WD.

1999: The Durango was made available with 2WD. A 3.9L Magnum V6 engine was available, however few were sold. Minor changes were made for the 2nd year, two new paint colors and notable options available including 6 in × 9 in (150 mm × 230 mm) heated rear view mirrors and steering wheel-mounted radio controls. Leather seats became standard on SLT Plus models, and body-color wheel flares became standard on SLT Plus and 4WD Models.

2000: The new 4.7 L PowerTech V8 engine replaced the 5.2 L Magnum V8 as the standard engine for 4WD models. The 3.9L Magnum V6 engine was no longer available, leaving only V8s for the rest of the production run. The high performance Durango R/T came equipped with a performance tuned 5.9 L Magnum V8 and AWD.

2001: Dodge focused on interior upgrades as Durango’s interior trim panels, dash mounted controls, instrument panel, overhead console, and steering wheel were all redesigned. The transfer case selector on 4X4 models changed from a manual lever on the console to a switch on the dash. The instrument cluster was updated and an electronic vehicle information center (EVIC) was incorporated into the overhead console. For improved rear passenger comfort, a dual-zone climate control system was added as standard equipment. Sound systems were improved on all models and now came standard with SX speakers. Other minor changes include door panels, revised seats, aluminium wheels, and minor changes to trim options.

2002: The new SXT version of the Durango was offered as the entry-level trim package. Optional side curtain airbags were added for safety.

2003: Durango featured minor mechanical changes, most notable was the addition of 4-wheel disc brakes.

Trim levels

• 1998–2003 – SLT
• 1998–2003 – SLT PLUS
• 1999–2000 – S.P. 360
• 2000–2003 – Sport
• 2001–2003 – SXT
• 2000–2003 – R/T.

Engines

• 1998–2000 — 5.2 L (318 cu in) Magnum V8, 230 hp (170 kW) & 300 lb-ft (410 N-M) of torque
• 1999 — 3.9 L (238 cu in) Magnum V6, 175 hp (130 kW) & 225 lb·ft (305 N·m) of torque
• 1998–2003 — 5.9 L (360 cu in) Magnum V8, 245 hp (183 kW) & 330 lb·ft (449 N·m) of torque
• 2000–2003 — 5.9 L (360 cu in) Magnum V8, 250 hp (190 kW) & 345 lb·ft (469 N·m) of torque
• 1999–2000 — 5.9 L (360 cu in) Supercharged Magnum V8, 360 hp (270 kW) & 412 lb·ft (559 N·m) of torque
• 2000–2003 — 4.7 L (287 cu in) PowerTech V8, 235 hp (175 kW) & 295 lb·ft (400 N·m) of torque

Transmissions

• 42RE 4-speed TorqueFlite automatic – 3.9L V6
• 45RFE 4-speed RFE automatic (2000–2002) – 4.7L V8
• 545RFE 5-speed RFE automatic (2003) – 4.7L V8
• 44RE 4-speed TorqueFlite automatic – 5.2L V8
• 46RE 4-speed TorqueFlite automatic – 5.9L V8

Second generation (2004–2009)

Second generation
Overview
Also called	Chrysler Aspen
Production	2003–2008
Model years	2004–2009
Assembly	United States: Newark, Delaware(Newark Assembly)
Body and chassis
Class	Full-size SUV
Related	Dodge Dakota
Powertrain
Engine	3.7 L PowerTech V6 (gasoline) 4.7 L PowerTech V8 (E85 / gasoline) 5.7 L Hemi V8 (gasoline) 5.7 L Hemi V8 (hybrid gasoline / electric)
Transmission	4-speed 42RLE automatic 5-speed 545RFE automatic CVT Two-Mode automatic
Dimensions
Wheelbase	119.2 in (3,030 mm)
Length	200.8 in (5,100 mm) Hybrid: 202.1 in (5,130 mm)
Width	76.0 in (1,930 mm)
Height	74.3 in (1,890 mm) Hybrid: 73.6 in (1,870 mm)

The second generation Durango was first shown as a concept dubbed Dodge Durango R/T concept at the 2003 Detroit Auto Show. It debuted shortly before the companion Dakota. Like the Dakota, it has much in common with the large Dodge Ram pickup, including a fully boxed frame. It is 7 in (180 mm) longer, 2 in (51 mm) wider, and 3 in (76 mm) taller than the previous model. It also offered a third row bench with three seats, giving it an eight-seat capacity. The design took its styling primarily from the Dodge Powerbox concept, which was itself based on the 1999 Dodge Power Wagon Concept, and the 2003 Durango R/T concept.

Debuting for 2004 was a new coil-spring rear suspension for the solid rear axle. A Watt’s linkage system is fitted to the rear axle, centering the axle and reducing rear-end skate over rough surfaces, and allowing a lower and wider cargo floor.

Facelift

 2006–2009 Dodge Durango

The 2007 model was reworked to halt a sales decline, debuting at the Dallas Auto Show in April 2006. It featured a redesigned grille, hood, headlamps, fenders and wheels. New features included electronic stability control, a tire pressure monitoring system, rear park assist, and a one-touch turn signal. The 2007 model also featured a reworked floor and an electrical system in preparation for the 2009 hybrid version.

In 2006, Chrysler introduced a luxury SUV based on the Durango, called the Chrysler Aspen.

Discontinuation

In October 2008, as demand for full-size SUVs fell off, Chrysler announced that the shutdown of the Newark Assembly facility, which produced the Durango and Chrysler Aspen, would be moved up to the end of 2008, thereby ending production of the Aspen and Durango for the 2009 model year. Production ceased on December 19, 2008. This effectively ended production of the Aspen and Durango Hybrids for the 2009 model year.

Hybrid

Chrysler began manufacturing its first production hybrid vehicles, the Dodge Durango and Chrysler Aspen Hybrids; for the 2009 model year on August 22, 2008. They featured the 345 hp (257 kW) 5.7 L (345 cu in) Hemi engine with MDS as well as the new Two-Mode Hybrid system developed with General Motors and BMW. Total output combined with the electric motors is 385 horsepower, although with the added weight and taller final-drive ratio, the hybrids will be slower than comparable nonhybrid Hemi models. The manufacturer claimed an almost 25% gain in overall fuel economy and an almost 40% gain in the city. EPA testing on the Hybrids with the Hemi V8 engine indicates fuel mileage to be about 20 miles per US gallon (12 L/100 km; 24 mpg_-imp) (city) and 22 mpg_-US (11 L/100 km; 26 mpg_-imp) (highway) for the 2009 models. The non-hybrid models were rated at 13 mpg_-US (18 L/100 km; 16 mpg_-imp) (city) and 19 mpg_-US (12 L/100 km; 23 mpg_-imp) (highway). Chrysler want to position the hybrids as a less expensive alternative to GM’s hybrid Chevrolet Tahoe and GMC Yukon, which use a similar hybrid system. Chrysler announced that the 2009 Chrysler Aspen Hybrid would have a starting MSRP of $45,570  and the 2009 Dodge Durango Hybrid would have a starting MSRP of $ 45,340. The hybrid became available at dealerships in early October, the same month Chrysler announced the termination of all Durango and Aspen production. Chrysler had received approximately 3,000 pre-orders for both models from dealers. It was uncertain if the automaker filled those orders. By early November 2008, 400 of the hybrid SUVs, including Chrysler Aspen, had already been built. It was one of the shortest-lived model from a major automaker in modern times.

Chrysler Aspen

Not to be confused with Dodge Aspen.

 2007–2009 Chrysler Aspen

The Chrysler Aspen was a full-size, luxury sport utility vehicle from Chrysler. Launched for the 2007 model year, the Aspen was based on the Dodge Durango SUV. Together with the Durango, it was the first production hybrid vehicle from the company.

The Aspen was the first truck-based Sport Utility Vehicle commercialized under the Chrysler brand, although the PT Cruiser was the first truck-based Chrysler brand vehicle as classified under Corporate Average Fuel Economy‘s (CAFE) regulation. With this introduction, as of 2006, all American automobile brands had an SUV in their range. The truck was unveiled at the 2006 North American International Auto Show. The Aspen came equipped with three rows of seating for 8 passengers and available all-wheel drive. It was available in only one trim Limited.

Trim levels

• SXT 2004–2009
• SLT 2004–2009
• SLT Plus 2004–2009
• Night Runner 2005–2007
• Limited 2004–2009
• Adventurer 2005–2008

Engines

• 2004–2009 – 3.7 L (226 cu in) PowerTech V6, 210 hp (160 kW) at 5200 rpm and 235 lb·ft (319 N·m) at 4000 rpm
• 2004–2007 – 4.7 L (287 cu in) PowerTech V8, 235 hp (175 kW) at 4500 rpm and 300 lb·ft (407 N·m) at 3600 rpm
• 2004–2009 – 5.7 L (345 cu in) Hemi V8, 335 hp (250 kW) at 5200 rpm and 370 lb·ft (502 N·m) at 4200 rpm (MDS equipped for 2006+ 5.7 L engines for improved fuel mileage)
• 2008–2009 – 4.7 L (287 cu in) PowerTech V8, 303 hp (226 kW) at 5,650 rpm and 330 lb·ft (447 N·m) at 3,950 rpm

Third generation (2011–present)

Third generation
Overview
Production	2010–present
Model years	2011–present
Assembly	Detroit, Michigan, United States(Jefferson North Assembly)
Body and chassis
Class	Full-size SUV
Related	Mercedes-Benz M-Class Mercedes-Benz R-Class Mercedes-Benz GL-Class Jeep Grand Cherokee (WK2)
Powertrain
Engine	3.6 L Pentastar V6 5.7 L Hemi V8
Transmission	5-speed W5A580 automatic 5-speed 545RFE automatic 6-speed 65RFE automatic 8-speed 845RE automatic(2014-)
Dimensions
Wheelbase	119.9 in (3,045 mm)
Length	199.8 in (5,075 mm)
Width	75.8 in (1,925 mm)
Height	70.9 in (1,801 mm)

On August 16, 2010, Dodge released an Internet site and teaser photos of the third generation of Dodge Durango. The new Durango is built alongside of the 2011 Jeep Grand Cherokee at the Jefferson Ave. Assembly Plant in Detroit, Michigan. The new Durango shares not only the assembly line with the Grand Cherokee, but also the running gear, powertrains, and chassis parts. The new Durango features two engines. The base engine is a new 3.6-liter V6 engine producing 290 hp (220 kW; 290 PS) and 260 lb·ft (350 N·m) of torque at 4,800 rpm; 90% of peak torque is available from 1,600 to 6,400 rpm. The Pentastar V6 is attached to the Mercedes W5A580 five-speed automatic, with Chrysler’s controls and the driver-interactive control. The 5.7 L Hemi VVT V8 returns with 360 hp (270 kW; 360 PS) and 390 lb·ft (530 N·m) of torque, which features the 545RFE 5-speed automatic. The HEMI V8 also comes with a “fuel-saver”(cylinder deactivation) mode. This feature is primarily used when the vehicle is cruising at constant speeds on level ground.

The wheelbase of the new Durango is longer than that of the Grand Cherokee. It features three rows of seating compared to the Grand Cherokee’s two rows.

The 2011 Dodge Durango entered production on December 14, 2010, alongside the second generation Charger in the 2011 vehicle lineup. It went on sale for general dealership availability in mid-January 2011.

2014 update

 2014 Durango with refreshed headlights and grille.

Dodge unveiled its revised Durango at the 2013 New York Auto Show. It features sportier-looking lines, an 8-speed automatic transmission as well as a new design trim similar to the Rallye, with blackened plastic bumper and outline. It also features the LED ‘Racetrack’ tail lamps also found on the Charger and Dart. On the inside, it features a revised steering wheel and the reconfigurable 7 inch (780mm) Thin Film Transistor (TFT) display first seen on the Dart.

2015 update

On June 5, 2012, Autoblog reported that Dodge is expected to discontinue the Durango, possibly due to Fiat Chrysler’s plans to phase out Dodge’s SUV lineup and shift it over to sister division Jeep as part of a realignment to have Dodge focus on cars and CUVs with Jeep concentrating exclusively on SUVs, and due to Jeep’s plans to reintroduce the Jeep Grand Wagoneer, expected to be the Durango’s successor, set for a targeted 2016 or 2017 launch (a reveal is slated for 2015). While the 2015 model year will be the final one under this generation despite having good sales, Dodge will retain the Durango brand with plans for a relaunching after Jeep’s Grand Wagoneer’s relaunch.

The 2015 Durango will see a new package that will be available for the R/T trim, consisting of a Premium Nappa Leather Group option featuring radar red leather seats, 0.8-inch-lower right height, black headlamp bezels, HID low beams and LED DRLS, R/T embroidery on the seats (optional), a nine-speaker sound system with a subwoofer, a 360-horsepower 5.7-liter Hemi paired with ZF’s ubiquitous eight-speed transmission, and a 20-inch Granite Crystal wheel finish decked out in black.

Total American sales

Dodge Durango sales

Calendar Year	US Sales
1997	20,263
1998	156,923
1999	189,840
2000	173,567
2001	130,799
2002	106,925
2003	108,010
2004	137,148
2005	115,439
2006	70,606
2007	45,503
2008	21,420
2009	3,521
2010	572
2011	51,697
2012	42,589
2013	60,727
2014	64,398

Chrysler Aspen sales

Calendar Year	Sales
2006	7,656
2007	28,788
2008	22,254
2009	5,996
2010	30

Recall

On August 16, 2012, Chrysler recalled 1,661 2013-model Dodge Durango sport utility vehicles in the United States and Canada because some airbags may not deploy in an accident. The recall affects 1,449 of the seven-passenger versions of the SUVs in the United States and 212 in Canada and other markets.

• Journey (2008–present)

Dodge Journey

Dodge Journey
Overview
Manufacturer	Chrysler Group LLC
Also called	Fiat Freemont (Australia/Europe/Brazil/China/South Korea) Dodge JC (Japan) Dodge JCUV (China)
Production	2008–present
Model years	2009–present
Assembly	Mexico: Toluca, Mexico State (TCA)
Designer	Ryan Nagode
Body and chassis
Class	Mid-size CUV
Body style	Five-door SUV
Layout	Transverse front-engine, front-wheel drive / all-wheel drive
Platform	Chrysler JC platform
Related	Chrysler 200 Chrysler Sebring Dodge Avenger
Powertrain
Engine	2.0 L VW I4 (t/c diesel) 2.0 L JTD I4 (t/c diesel) 2.4 L World I4 (gasoline) 2.7 L LH V6 (gasoline) 3.5 L EGG V6 (gasoline) 3.6 L Pentastar V6 (gasoline)
Transmission	4-speed Ultradrive 41TE automatic 5-speed Magna T355 manual 6-speed Aisin BG6 manual 6-speed Fiat C635 manual 6-speed Getrag Mps6 DCTautomatic 6-speed Ultradrive 62TE automatic
Dimensions
Wheelbase	113.8 in (2,891 mm)
Length	192.4 in (4,887 mm)
Width	72.2 in (1,834 mm)
Height	66.6 in (1,692 mm) R/T: 69.5 in (1,765 mm)
Chronology
Predecessor	North America: Dodge Caravan (short-wheelbase version only) Europe: Fiat Ulysse Fiat Croma

The Journey is a mid-size five-door, five- or seven-passenger crossover vehicle manufactured and marketed by the Dodge division of Chrysler since model year (MY) 2009 with revisions for MY 2011.

Styled by Chrysler’s Ryan Nagode, the Journey is offered globally, in some markets as the Fiat Freemont, including in Australia with right-hand drive since 2013.

First generation (JC49, 2008–)

Unveiled first at the 2007 Frankfurt Motor Show, and later appearing at the 2009 Frankfurt Motor Show, Identified internally as the JC49, the Journey shares a modified platform with the Dodge Avenger and an identical wheelbase to the outgoing short wheel base Chrysler minivan, a slightly shorter wheelbase 113.8 in (2,891 mm) than the outgoing Chrysler Pacifica. Featuring 5 or (5+2) passenger seating with four forward-hinged doors, the Journey is available with a four-cylinder engine, as with past models of the Chrysler minivans.

 Dodge JCUV in China

Production versions of 2009 model year vehicles went on sale in March 2008 in North America, and mid-2008 elsewhere. A version for the Chinese market was unveiled at Auto China in 2008, marketed as the JCUV. Initial model production began in 2009. Freemont went on sale in Russia in 2013.

Halfway through the 2009 model year, the model name emblem moved to the right-end of the trunk lid, replaced by the brand emblem.

2011 update

 Post-facelift 2012 Dodge Journey SXT

Revisions for the 2011 model year include modifications to the grille, lower front fascia, interior, suspension, steering, powertrain, and use of Dodge’s new logo, launched in 2010.

For the 2012 model year, the Journey becomes Dodge’s smallest SUV after its smaller but more expensive counterpart, the Nitro finished production. Chrysler added the Dodge logo with two slanted rectangles instead of just showing the Dodge text for the 2012 models.

North American models

The following trims were available in North America from 2008 to 2010:

• SE – 2.4L 173 hp (129 kW) I4
• SXT – 3.5L 235 hp (175 kW) V6
• SXT AWD – 3.5L 235 hp (175 kW) V6
• R/T – 3.5L 235 hp (175 kW) V6
• R/T AWD – 3.5L 235 hp (175 kW) V6

Features:

• Aluminum hood.
• Composite plastic tailgate.
• One-third of the Journey’s body-structure, by weight, made of high-strength steel.
• Second row H-point is 1.6 inches (40.6 mm) higher than the first row; third row 0.6 inches (15.2 mm) (17 mm) higher still.
• Rear doors open 90-degree angle allowing for easy rear access and helping child-seat installation.
• Markets outside North America in both left-hand and right-hand drive.
• Under-floor storage lockers behind front seats.
• Rear climate control vents and optional rear climate control panel.
• Extra power outlets.
• Optional hard-drive-based stereo/navigation/phone system.
• Interior child-view mirror.
• Optional booster seats (these are not integrated child seats but are aimed at older children).
• Theatre seating (second row is substantially higher than the first row).
• Third row of foldaway “occasional use” seats (with minimal seat height and legroom).
• Gas mileage: 16–19 mpg_-US (15–12 L/100 km; 19–23 mpg_-imp) city, 23–25 mpg_-US (10.2–9.4 L/100 km; 28–30 mpg_-imp) highway (2008 United States Environmental Protection Agency figures).
• Standard (US & Canada) multi-stage front driver and passenger air bags, front-seat-mounted side air bags, three-row side-curtain air bags, standard four-wheel disc anti-lock brakes (ABS), electronic stability program (ESP), and electronic roll mitigation, brake assist.
• Traction control, rollover sensing, trailer sway control, tire pressure monitors, and a rear backup camera.

Fiat Freemont

 Fiat Freemont’s front badge (the exterior itself remains substantially unchanged)

Chrysler rebadged the Mexico-manufactured Journey in Europe after model year 2011 as as the Fiat Freemont, unveiled at the Geneva Motor Show 2011, and began marketing the Durango.

The Freemont had its Italian launch in the end of May 2011. The Freemont has different suspension tuning and cosmetics changes in front and rear bumpers. The interior is identical between the two models, only differing in the logo and trim.

The Freemont has two front-wheel-drive turbodiesel variants the 140 PS (103 kW; 138 hp) and the 170 PS (125 kW; 168 hp) version of Fiat’s 2.0 L Multijet turbodiesel. Later will be introduced all-wheel-drive version of 170 PS (125 kW; 168 hp) diesel and the Pentastar V6.

In Australia and Brazil, both the Freemont and the Journey are available for sale. However, to create a distinct market for the two vehicles, the Freemont is only available with the 2.0 and 2.4L 4-cylinder engines, while the Journey is now only sold with the Pentastar V6 engine (both engines were available before the launch of the Freemont).

Engines

 Dodge Journey SXT Diesel (Europe)

The available four-cylinder is a 2.4 L (146 cu in), with 173 hp (129 kW) and 166 lb·ft (225 N·m) of torque; a version of Chrysler’s GEMA built, World Engine class of four-cylinder engines shared with Hyundai and Mitsubishi.

Through 2010, the V6 offered in North America was a 3.5 L (214 cu in)^[2] with a six-speed automatic transmission, producing 235 hp (175 kW) and 232 lb·ft (315 N·m) of torque. For 2011, it was changed to the 3.6-liter Pentastar V6, producing 283 hp (211 kW) and 260 lb·ft (350 N·m) torque. Other markets offer the six-speed automatic transmission with the flex-fuel (E85 compatible) 2.7-liter V6. All-wheel drive is only available with a V6.

Also through 2010 a Volkswagen-sourced diesel engine was available outside of North America with an automatically shifted dual clutch transmission. Chrysler performed primary engineering for the dual-clutch transmission with support from long-time partner Getrag, which was to build the transmission in the United States. Due to funding issues, this did not happen, and the factory, nearly finished, was sold and used for other purposes.

For the second generation in 2011 it was replaced by the Fiat 2.0-liter four-cylinder diesel engine with 140 hp (100 kW) or 170 hp (130 kW) and 258 lb·ft (350 N·m) of torque and a manual or optional automatic six-speed transmission.

Safety

Euro NCAP test results
Fiat Freemont (2011)
Test	Points	%
Overall:
Adult occupant:	30	83%
Child occupant:	40	82%
Pedestrian:	18	50%
Safety assist:	5	71%

NHTSA 2012 Dodge Journey:

Overall:
Frontal Driver:
Frontal Passenger:
Side Driver:
Side Passenger:
Side Pole Driver:
Rollover FWD:	/ 18.5%
Rollover AWD:	/ 17.9%

Production

Chrysler manufactures the Journey at the 220-acre (0.89 km²) Toluca Car Assembly in Toluca, Mexico, on the same assembly line as the Fiat 500 (2007).

Sales

Calendar Year	United States	Canada	Outside North America	Total
2008	47,097	11,817	24,155	83,069
2009	53,826	15,390	15,908	90,679
2010	48,577	23,785	N/A	72,362
2011	55,155	29,021	38,869	123,045
2012	79,563	28,888	23,624	132,075
2013	83,933	27,745
2014	93,572

Marketing

Dodge Journeys marketed in Japan are known as Dodge JC because “Journey” has been used by Isuzu Motors. JCs were qualified by the Japanese government to be included in Subsidy Scheme for Environmentally Friendly Vehicles.

As part of the vehicle’s introductory promotion, Dario Franchitti‘s No. 40 Dodge Charger carried a “Journey” paint scheme for the 2008 Daytona 500 on February 17, 2008.

Future

While Chryser CEO has announced, on 25 March 2013, that it will get a second generation refinement for the 2015 model year, there was no further updates on that information. Moreover, speculation around the early-2014 release of the 30th Anniversary 2014 Dodge Grand Caravan and its possible replacement for the 2016 model year was widely interpreted as a second-generation Journey built on D-EVO LW platform (which may, or may not be based on the upcoming “extended wheelbase” adaptation of CUSW for 2015). As Of the 2015 model year there have been no modifications to body style and no other changes other than trim packages.

• Viper (1992–2010) (SRT Viper from 2012)

 

Dodge Viper

Dodge Viper
Overview
Manufacturer	Chrysler Corporation (1992–1998) DaimlerChrysler (1998–2006) Chrysler LLC (2008-2010) Chrysler Group LLC (2012–2014) Fiat Chrysler Automobiles (2014–present)
Production	1992–2006, 2008–2010, 2012–present
Assembly	Conner Avenue Assembly, Detroit, Michigan, US
Body and chassis
Class	Sports car
Layout	Front mid-engine, rear-wheel drive
Powertrain
Engine	8.0 L (488.1 cu in) – 8.4 L (512.6 cu in) Viper V10
Transmission	6-speed manual

The Dodge Viper (formerly the SRT Viper between 2012 and 2014) is a sports car, manufactured by the Dodge (SRT for 2013 and 2014) division of Fiat Chrysler. Production of the two-seat sports car began at New Mack Assembly in 1991 and moved to its current home at Conner Avenue Assembly in October 1995.

Although Chrysler considered ending production because of financial problems, chief executive Sergio Marchionne announced and showed on September 14, 2010 a new model of the Viper for 2012. In 2014 the Viper was named number 10 on the “Most American Cars” list, meaning 75% or more of its parts are manufactured in the U.S. The Viper was initially conceived in late 1988 at Chrysler’s Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. Produced in sheet metal by Metalcrafters, the car appeared as a concept at the North American International Auto Show in 1989. Public reaction was so enthusiastic that chief engineer Roy Sjoberg was directed to develop it as a standard production vehicle.

Sjoberg selected 85 engineers to be “Team Viper,” with development beginning in March 1989. The team asked the then-Chrysler subsidiary Lamborghini to cast a prototype aluminum block for the sports car to use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 engine was first used in the test mule, the V10, which the production car was meant to use, was ready in February 1990. Official approval from Chrysler chairman Lee Iacocca came in May 1990. One year later, Carroll Shelby piloted a pre-production car as the pace vehicle in the Indianapolis 500 race. In November 1991, the car was released to reviewers with first retail shipments beginning in January 1992.

First generation RT/10 (1992–1995)

First generation Viper RT/10
Overview
Production	1992–1995
Designer	Tom Gale (1990)
Body and chassis
Body style	2-door roadster
Powertrain
Engine	8.0 L (488.1 cu in) Viper V10 400 bhp (298 kW) 465 lb·ft (630 N·m)
Transmission	6-speed manual
Dimensions
Wheelbase	96.2 in (2,440 mm)
Length	175.1 in (4,450 mm)
Width	75.7 in (1,920 mm)
Height	44.0 in (1,120 mm)
Curb weight	3,284 lb (1,490 kg)

The first prototype was tested in January 1989. It debuted in 1991 with two pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Japanese-built Dodge Stealth because of complaints from the United Auto Workers, and went on sale in January 1992 as the RT/10 Roadster.

The centerpiece of the car was its engine. The Lamborghini Company, then owned by Chrysler Corporation, designed the V10 for the Viper by recasting the block and heads in an aluminum alloy, and was based off Chrysler’s V8 engine. A major contributor to the Viper since the beginning was Dick Winkles, the chief power engineer, who had spent a lot of time in Italy.

The engine weighs 711 lb (323 kg) and produces 400 bhp (300 kW) at 4600 rpm and 465 lb·ft (630 N·m) at 3600 rpm, and thanks to the long-gearing allowed by the engine, provides fuel economy at a United States Environmental Protection Agency-rated 12 mpg_-US (20 L/100 km; 14 mpg_-imp) city and 20 mpg_-US (12 L/100 km; 24 mpg_-imp) highway. The body is a tubular steel frame with resin transfer molding (RTM) fiberglasspanels. It has a curb weight of 3,284 lb (1,490 kg) and lacks all modern driver aids such as traction control and anti-lock brakes. It completes a quarter mile (402 m) in 12.6 seconds and has a maximum speed of over 150 mph (240 km/h). Its large tires allow the car to average close to one lateral g in corners, placing it among the elite cars of its day. However, the car proves tricky to drive at high speeds, particularly for the unskilled.

The car is spartan, although it features inflatable lumbar support and adjustable seats. Along with the absence of exterior door handles, the vehicle lacks side windows and a roof. Although a soft top cover was available, it was designed primarily for indoor vehicle storage. Side curtains of fabric and clear plastic operated by zippers can be inserted into the door and hand-bolted when needed. All of these decisions were made to reduce weight. The battery is located in the sealed compartment over the rear wheels to increase rear-end weight and traction. The car shipped with a tonneau cover and video tape on soft-top assembly (the soft top is removable and folds to fit in the trunk). In 1994 the car came ,for the first time since release with several options available to the buyer. These included air conditioning , adjustable suspension , larger diameter wheels to accommodate larger brakes, and a fiberglass hardtop for the roof.

Performance

• 0-60 mph (97 km/h): 4.5 sec
• 0-100 mph (160 km/h): 9.2 sec
• quarter mile: 12.9 sec @ 113.8 mph (183.1 km/h)
• top speed: 180 mph (290 km/h) reference: http://www.vipercentral.com/specifications/
• 700 ft (210 m) slalom: over 66 mph (106 km/h)
• skidpad average g: 0.96
  

• 

Second generation, Phase II SR (1996–2002)

Second generation, Phase II SR Viper RT/10, GTS
Overview
Also called	Chrysler Viper (Europe)
Production	1996–2002
Body and chassis
Body style	2-door roadster 2-door coupe
Powertrain
Engine	8.0 L (488.1 cu in) Viper V10415 bhp (309 kW; 421 PS) (Viper RT/10 1996–1997 only) 450 bhp (336 kW; 456 PS) (Viper GTS 1996–2002) (Viper RT/10 1998–2002)
Transmission	Borg Warner T-56 6-speed manual
Dimensions
Wheelbase	96.2 in (2,440 mm)
Length	175.1 in (4,450 mm) (1996–99 RT/10) 176.4 in (4,480 mm) (2000–02 RT/10) 176.7 in (4,490 mm) (GTS)
Width	75.7 in (1,920 mm)
Height	44.0 in (1,120 mm) (RT/10) 47.0 in (1,190 mm) (GTS)

A coupe model called the “GTS” was introduced in 1996. Dubbed the “double bubble“, the roof featured slightly raised sections above each seat to accommodate usage of helmets, a throwback to its intended purpose. Vipers can be seen participating often in drag racing and road racing. The 1996 GTS, like the pre-production RT/10 in 1991, was chosen as that year’s Indianapolis 500 pace car.

Despite its similar outward appearance, the car was distinct enough to be considered a new generation model. Extensive modifications included a reworked engine with higher power and less weight, an almost completely redesigned chassis that was made 60 lb (27 kg) lighter and 25% stiffer in torsional rigidity through meticulous computer analysis, a thoroughly redesigned suspension, and reduced braking distances; the 1996 to 2002 Viper GTS had a lighter (approximately 650 lb (290 kg)) 450 bhp (340 kW) engine, which could complete the quarter mile in 12.3 seconds, 0.3 seconds and 6 mph (9.7 km/h) faster than its predecessor, and increased top speed by 11 mph (18 km/h) or so. The revised suspension, stiffer chassis, and aerodynamic body raised lateral grip to 0.98 g (9.6 m/s²), although other reports show the 1992 model with 1.0 g. Contemporary tires have improved upon this measure significantly. Slalom runs could often reach or exceed 70 mph (110 km/h). Brakes once again lacked ABS initially, and proved to be the car’s weakest point. The brakes hurt the car in numerous comparison tests, such as a 1997 “supercar comparison” by Motor Trend, in which the Viper GTS placed at the top against cars such as the Ferrari 355, Chevrolet Corvette, Porsche 911 Turbo, Acura NSX-T, Mitsubishi 3000GT, and the Toyota Supra in all performance exercises except braking. The car not only placed last, but had considerably longer stopping distances than other vehicles. Anti-lock brakes were introduced further into the production run, though braking performance was not necessarily significantly improved. In a Sports Car International comparison conducted in 2002, the Viper ACR (with ABS) was compared to the 911 GT2 at Thunderhill Raceway Park. Both cars were very capable, and quick around the test track, but the Viper proved more difficult to drive, and the braking system was blamed very specifically for the gap in lap times (approximately GT2: 2 minutes, ACR: 2:04) between the two cars.

Along with the updated performance came the inclusion of some of the “luxuries” the car did without before. Dual front airbags were added to the vehicle’s safety equipment list in 1996 on the GTS and 1997 on the RT/10 as mandated by the government. The car was also exported to Europe, where it was rebadged as a Chrysler, and sold under this marque from 1997 to 2003. European models had a detuned version of the Viper V10.

In the first six years of production almost 10,000 Vipers were sold. Minor evolutionary changes including new 18″ diameter wheels and tires were introduced in the 1999 model. Subsequent versions feature light-weight hypereutectic pistons and an improved exhaust system, side exhaust having been dropped part way through production year 1996 for the RT/10; all production GTS Viper coupes have rear exit exhaust. Nineteen ninety-nine saw the introduction of the Cognac Connolly leather interior package. Continuing the refinements, ABS was introduced in 2001. In 2002, the end of second generation production was celebrated with the release of 360 commemorative “Final Edition” models. These models are painted red with white stripes, paying tribute to the famous race-winning Oreca cars. The RT/10 was replaced by the SRT-10 in 2003 and the GTS was replaced in 2006 by the SRT-10 coupe.

Performance (GTS) (RT/10 from 1998–2002)

Dodge Viper second generation, Phase II SR

• 0-60 mph (97 km/h): 4.0 sec
• 0-100 mph (160 km/h): 8.6 sec
• quarter mile: 12.2 sec @ 119 mph (192 km/h)
• top speed: 185 mph (298 km/h)
• slalom: 73.6 mph (118.4 km/h)
• skidpad average acceleration: 1.01 g (9.9 m/s²)

Motorsport

Greg Crick won the 2006 Australian GT Championship driving a Dodge Viper GTS ACR.

Third generation ZB (2003–2007)

Third generation Viper SRT-10
Overview
Also called	Dodge SRT-10 (UK)
Production	2002–2007
Designer	Osamu Shikado (1999)
Body and chassis
Body style	2-door roadster 2-door coupe
Powertrain
Engine	8.3 L (506.5 cu in) Viper V10 500 hp (370 kW) @ 5600 rpm 525 lb·ft (712 N·m) @ 4200 rpm (SRT-10 Roadster) 510 hp (380 kW) @ 5600 rpm 535 lb·ft (725 N·m) @ 4200 rpm (SRT-10 Coupe)
Transmission	T56 Tremec 6-speed manual
Dimensions
Wheelbase	98.8 in (2,510 mm)
Length	175.6 in (4,460 mm)
Width	75.7 in (1,920 mm)
Height	47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (SRT-10) 48.6 in (1,230 mm) (convertible)
Curb weight	3,380 lb (1,530 kg)

See also: Street and Racing Technology

The Dodge Viper underwent a major redesign in 2002, courtesy of DaimlerChrysler’s Street and Racing Technology group. The new Viper SRT-10, which replaced both the GTS and the RT/10 was heavily restyled with sharp, angled bodywork. The engine’s displacement was increased to 8.3 L (506.5 cu in), which, with other upgrades, increased output to 500 bhp (370 kW) and 525 lb·ft (712 N·m). Despite the power increases, engine weight was reduced to about 500 lb (230 kg). The chassis was also improved, becoming more rigid and weighing approximately 80 lb (36 kg) less than the previous model. An even lighter and stronger chassis was planned, but was abandoned because of cost, and the initial model was a convertible. In 2004 Dodge introduced a limited-edition Mamba package; Mamba-edition cars featured black interiors, with red stitching and trim and price increased by about MSRP US$ 3000. 200 Mambas were produced.

The Viper SRT-10 Coupe was introduced at the 2005 Detroit Auto Show as a 2006 model. It shares many of its body panels with the convertible, but takes its side and rear styling from the Competition Coupe. The coupe looks much like the previous Viper GTS and retains the “double-bubble” roof shape of the original along with the original GTS’s tail lights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars like the original Viper coupe. The engine is SAE-certified to produce 510 bhp (380 kW) and 535 lb·ft (725 N·m). Unlike the original coupe, the chassis was not modified. This makes the coupe heavier than the convertible, and thus slightly slower to accelerate. Handling and high-speed performance are improved by the coupe’s stiffer frame, reduced drag, and increased downforce.

No 2007 model Vipers were produced; instead, Chrysler extended production of the 2006 model while preparing the updated 2008 model.

Performance

 Viper 8.3 L Engine

Dodge Viper third generation (SRT-10 roadster)

• 0-60 mph (97 km/h): 3.8 sec
• 0-100 mph (160 km/h): 8.36 sec
• quarter mile: 11.77 sec @ 123.68 mph (199.04 km/h)
• top speed: 189.5 mph (305.0 km/h)
• slalom: 70.4 mph (113.3 km/h)
• skidpad average acceleration: 1.05 g (10.3 m/s²)
• 100–0: 274 ft (84 m)

Dodge Viper third generation (SRT-10 coupe)

• 0-60 mph (97 km/h): 3.7 sec
• 0-100 mph (160 km/h): 8.36 sec
• quarter mile: 11.77  sec @ 123.68 mph (199.04 km/h)
• top speed: 192.6 mph (310.0 km/h)
• slalom: 70.4 mph (113.3 km/h)
• skidpad average acceleration: 1.05 g (10.3 m/s²)
• 100–0: 274 ft (84 m)

Fourth generation, Phase II ZB (2008–2010)

Fourth generation, Phase II Viper SRT-10
Overview
Production	2007–2010
Body and chassis
Body style	2-door roadster 2-door coupe
Powertrain
Engine	8.4 L (512.6 cu in) Viper V10 600 bhp (450 kW) @ 6000 rpm 560 lb·ft (760 N·m) @ 4600 rpm
Transmission	TR6060 6-speed manual
Dimensions
Wheelbase	98.8 in (2,510 mm)
Length	175.6 in (4,460 mm)
Width	75.7 in (1,920 mm)
Height	47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (convertible)
Curb weight	3,460 lb (1,570 kg) (base) 3,408 lb (1,546 kg) (ACR)

In 2008, with the introduction of the 8.4 L (512.6 cu in) V10, the Viper produced 600 bhp (450 kW) at 6000 rpm and 560 lb·ft (760 N·m) at 4600 rpm, and also received better flowing heads with larger valves, Mechadyne cam-in-cam variable valve timing on the exhaust cam lobes, and dual electronic throttle bodies. The rev limit could be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The engine was developed with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG; the controller can monitor the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power than the previous unit.

Changes outside of the engine were less extreme, but with a distinction between the third and fourth generation, with changes of the engine hood. The Tremec T56 transmission was replaced with a new Tremec TR6060 with triple first-gear synchronizers and doubles for higher gears. The Dana M44-4 rear axle from the 2003–2006 model now has a GKN ViscoLok speed-sensing limited-slip differential that greatly helps the tires in getting grip under acceleration. Another performance upgrade was the removal of run-flat tires; the new Michelin Pilot Sport 2 tires increased grip and driver feedback and, along with revised suspension (springs, anti-roll bars, and shock valving), made the Viper more neutral in cornering.

The modifications made to the 2008 model year car were enough for Chrysler to make it distinct from the first SRT-10, and the 2008 model became known as Gen IV, just in time for release with Chevrolet’s 638 hp (476 kW) Corvette ZR1. Another notable change was the reworking of the exhaust system; previous third-generation Vipers had their exhaust crossover under the seats which resulted in a large amount of heat going into the cockpit, which was done initially to help improve the car’s exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized for their lackluster exhaust notes. The 2008 Viper exhaust utilized a new exhaust system with no crossover, reducing the heat that enters the cockpit.

The electrical system was completely revised for 2008. Changes included a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been combined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher-capacity fuel pump and filtration system.

Car and Driver magazine tested the car, and found a 0-60 mph (97 km/h) time of 3.6 seconds, a 0-100 mph (160 km/h) time of 7.6 seconds, and a quarter-mile time of 11.5 seconds at 126 mph (203 km/h). Dodge’s claims for top speed are 197 mph (317 km/h) and 202 mph (325 km/h), for the Roadster and Coupe respectively. Car and Driver also tested the Viper’s track performance, and managed a fast sub-3 minute lap time around Virginia International Raceway. The Viper’s time, despite hot weather, was faster than the Corvette Z06, Ford GT, Nissan GTR, Porsche 911 Turbo, 911 GT3, and 911 GT2, Audi R8, and similar cars. According to Car and Driver and Motor Trend, the car’s slightly adjusted suspension setup and new differential gave it cornering ability as sharp as before with better control, feedback, and response.

On November 4, 2009, Dodge Car Brand President and CEO Ralph Gilles had announced that the Viper would end production in the summer of 2010.

On February 10, 2010, Dodge began accepting orders for the Viper SRT10 “Final Edition” models. Only 50 of these units would be produced (20 coupes, 18 roadsters and 12 ACRs). “Final Edition” cars carried the special build code, “AXZ”, and were to be the very last of the Viper cars. “Final Edition” Vipers were available in SRT10 Coupe and Convertible configurations.

July 1, 2010 brought about the end of production for the Generation 4 Dodge Viper. During an event hosted by Dodge and the Viper Club of America, the final production Gen 4 Viper, which was given a gold finish and accentuated by contrasting orange stripes, rolled off the assembly line and was presented before attendees of the ceremony. Its completion commemorated the end of the production run of the Gen 4 Viper.

The Dodge Viper ACR and ACR-X have retained a Nurburgring Nordschleife of 7:12 and 7:03, beating cars worth tenfold the price.

Performance (2008 base model)

 The 8.4 L Viper V10 Engine with dual throttle bodies/intake manifolds and 600 hp

Dodge Viper fourth generation, phase II

• 0–60 mph (0–97 km/h): 3.6 sec
• 0–100 mph (0–161 km/h): 7.6 sec
• quickest quarter mile: 10.92 sec @ 129.79 mph (208.88 km/h)
• top speed: 202 mph (325 km/h)
• slalom: 74.2 mph (119 km/h)+
• skidpad average acceleration: 1.06 g (10.4 m/s²)
• 100–0 mph (161–0 km/h): 270 ft (82 m)

Fifth generation/ VX (2013–present)

Fifth generation, Viper
Overview
Also called	SRT Viper (2013-2014)
Production	2012–present
Designer	Scott Krugger (2010)
Body and chassis
Body style	2-door coupe
Powertrain
Engine	8.4 L (512.6 cu in) Viper V10 640 bhp (480 kW) @ 6150 rpm 600 lb-ft (813 Nm) @ 4950 rpm
Transmission	6-speed Tremec TR-6060manual
Dimensions
Wheelbase	98.8 in (2,510 mm)
Length	175.7 in (4,460 mm)
Width	76.4 in (1,940 mm)
Height	49.1 in (1,250 mm)
Curb weight	3,354 lb (1,521 kg) (Viper model) 3,297 lb (1,495 kg) (Viper model with SRT Track Package) 3,431 lb (1,556 kg) (Viper GTS model) 3,374 lb (1,530 kg) (Viper GTS model with SRT Track Package)

History

At a dealer conference on September 14, 2010 in Orlando, Florida, Chrysler Group and Fiat CEO Sergio Marchionne was reported to have concluded his remarks by unveiling a rolling 2012 Dodge Viper prototype. There would be no 2011 Viper. Quotes from the Detroit News from SRT CEO Ralph Gilles that hint to the future of the brand include:

• “The new Viper is not based on anything else”.
• “The Viper cabin is very rearward and the hood is very long. Few cars in the industry are designed with those proportions anymore.”
• “I want the new Viper to be a more forgiving car to drive and accessible to more people. We’ve never had stability control on a high-performance car, which is about to happen on the new car.”

The Viper was also on display for one night only in Salt Lake City, UT at the 11th Viper Owners Invitational or VOI 11 from September 30, 2010 to October 3, 2010. Ralph Gilles was present gathering feedback from the owners themselves on new exterior design of the snake. The Generation 5 badge was unveiled as well at this event on each dining table in the hall.

In Autumn of 2011, Ralph Gilles announced that the Gen V Viper would debut at the New York Auto Show in April 2012.

Public unveiling

Preliminary specifications include following:

All-aluminum 8.4 L V10 rated 640 horsepower (477 kW; 649 PS) and at 600 lb·ft (813 N·m), Tremec TR6060 six-speed manual transmission with final drive ratio 3.55, 50 percent improvement in torsional stiffness over previous model, electronic stability control, traction control, 4-channel anti-lock brake system (ABS), carbon fiber and aluminum skin with .364 drag coefficient (Cd), Pirelli P Zero Z-rated tires, 4-piston Brembo brakes with fixed-aluminum calipers with vented 355x32mm diameter rotors, 20 mm lower seating position, 7-inch full-color customizable instrument cluster, Uconnect RA3 or RA4 Access in-vehicle connectivity system with optional SiriusXM Travel Link, Harman Kardon audio system, bi-xenon projector headlamps with white light-emitting diode (LED) daytime running lamps and LED turn signals, LED taillamps with integrating stop-and-turn illumination and snakeskin texture lens, five-spoke forged aluminum “Rattler” wheel with fully polished (standard), fully painted Hyper Black or fully painted low-gloss black finishes. Top speed of the SRT Viper is 205 mph (330 km/h) and it has 0-60 mph time of about 2.96 seconds. It will be the first to feature Viper’s third logo, nicknamed “Stryker”.

The SRT Viper GTS includes leather upholstery, accented colors in seats, doors, center console and stitching; gun metal trim on the cluster bezel, HVAC outlets, window switch bezels, shifter base, park brake bezel and the integrated passenger grab handle on the center console; Sabelt racing seats with Kevlar and fiberglass shell, carbon-fiber hood, roof, decklid and aluminum door panels, split six-spoke forged aluminum “Venom” wheels with polished face and graphite-painted pockets (standard), fully painted Hyper Black or fully painted low-gloss black finishes.

Optional SRT Track Package includes Pirelli P Zero Corsa tires, StopTech slotted two-piece rotors and ultra-lightweight wheels in Hyper Black or matte black finishes.

The 2013 SRT Viper was unveiled at the 2012 New York Auto Show.

Prefix Viper Medusa Roadster

On July 19, 2014 Prefix Corporation unveiled a Viper Medusa Roadster at a private event at their Prefix Coatings facility in Auburn Hills, Michigan. Created under their latest division named Prefix Performance, the Medusa is a conversion of an existing Gen V Viper. The initial run is limited to 10 custom numbered vehicles at a price of $35,000 on top of the price of the vehicle. Vehicles are to be purchased through Tomball Dodge & ViperExchange.com located in Tomball, Texas. Prefix is gauging market interest to determine if it will set up a production line to produce the vehicle in higher volumes.

2015 Dodge Viper GTC

The 2015 Dodge Viper GTC has a customization program that offers 8,000 colors, and 24,000 hand Painted Stripes, 10 Wheel choices, 16 interior trims, 6 aero options, and an undisclosed amount of standalone options to chose from. With an amazing total of 25 Million possible build combinations.

SRT Viper GTS-R (2012–)

 2013 SRT Viper GTS-R Le Mans LM GTE Pro Series Racing car

The SRT Viper GTS-R is an LM GTE class race car designed and built by SRT Motorsports and Riley Technologies. It includes Michelin GT tires.

The vehicle was unveiled at the 2012 New York Auto Show, and it made its racing debut at the 2013 12 Hours of Sebring where two GTS-Rs finished 6th and 10th in the GT class (25th and 29th overall).

The SRT Viper Racing team entering 2012 ALMS included Dominik Farnbacher, Marc Goossens, Ryan Hunter-Reay, Tommy Kendall, Jonathan Bomarito, and Kuno Wittmer.

The two GTS-Rs of SRT Motorsports finished 3rd in the GT class championship. The car made its debut at the Le Mans 24 Hours in 2013, where it finished eighth in class and 24th overall.

In 2014, with the ALMS folding and merging with the Rolex Sports Car Series, SRT soon entered the TUDOR United Sports Car Championship GTLM class. In the opening round, the 2014 24 Hours of Daytona, SRT took 3rd and 6th in class (12th and 27th overall, completing 675 and 653 laps respectively). Both cars were repainted at Watkins Glen in the red and white livery used in the late 1990s to early 2000s. The No. 93 Viper won class at Indianapolis Motor Speedway Brickyard Grand Prix in July 2014, after both cars took podium positions in the previous races at The Glen and Mosport.

In March 2014 Chrysler announced that it was withdrawing the Vipers from the 2014 24 Hours of Le Mans.

2012 SEMA concept (2012)

The SEMA concept car is a version of 2013 SRT Viper coupe demonstrating Mopar products for SRT Viper. Changes include yellow body colour, carbon fiber parts at underhood, exposed carbon fiber performance cross X-Brace trimmed in a satin finish, a decal-cut Viper “Stryker” logo in the center of X-Brace, engine cover in carbon fiber and aluminum with the SRT logo, prototype aluminum oil filler cap with the SRT logo, a carbon fiber aero package, Mopar coil springs, full black interior with yellow accents, Sabelt hard-shell seats with a six-point safety harness, seat edging in black Katzkin leather with yellow accents in the perforations, Mopar billet aluminum shift knob, billet aluminum HVAC bezels and controls, carbon fiber bulkhead satchel with a universal integrated quick-release camera mount, polished chrome door-sill guards with the Viper logo, race-inspired sand-blasted aluminum Mopar bright pedal kit with the Viper logo etched in the pedals, footrest pedal with “Stryker” logo, optional “Track Pack” wheels finished in hyperblack, a front tow hook and an LED fog lamp kit.

The vehicle was unveiled in 2012 SEMA show.

The Mopar performance parts found in the SEMA concept car were sold as 2013 SRT Viper components.

SRT Viper GT3-R

The Viper GT3-R was made available for race teams in the later half of 2013 at an estimated cost of $459,000. The car shares many technologies with the GTE race car but it is built to Group GT3 regulations. The GT3 car was jointly developed by SRT motorsports and Riley Technologies and the car features the same 8.3L V10 from the road car and is capable of producing 680 hp unrestricted. However actual output will be nearer 600 hp due to balance of performance employed in GT3 championships. The car weighs in at 1295 kg (2855 lbs) which is inside the 1300 kg limit for GT3 cars and has a 100-liter fuel tank. The first win for the GT3-R spec viper came on July 13, 2014 in the Tudor United Sports Car Championship at Mosport followed by a win in the Pirelli World Challenge at the Streets of Toronto in the second race on the 20th of July 2014. Dutch Supercar Challenge squad Team RaceArt won the 2014 Super GT class championship in a Viper GT3-R.

2014 SRT Viper TA

The Time Attack is a $16,000 limited edition option package for the SRT Viper. It is not available on the Viper GTS, although the last 10 Anodized Carbon Edition GTS models (#41-#50) will be equipped with the TA package. Of the remaining TAs, there are 93 cars painted in TA Orange, 33 in Venom Black, and 33 in Viper White, each one numbered on the logo on the passenger-side of the dashboard.

The package consists of the Advanced Aerodynamic Package (two-piece front corner splitters and a rear decklid spoiler made from carbon fiber), lightweight Sidewinder II wheels finished in matte-black, Pirelli P Zero Corsa tires, two-mode (Street and Race) Bilstein DampTronic suspension adapted from the GTS, but with firmer levels of damping and a smaller spread between modes, shock dampers, increased spring rates and thicker anti-roll bars, carbon fiber underhood X-brace (instead of the aluminium brace in all other models), carbon fiber rear tail light applique from the Exterior Carbon Fiber Accent Package, two-piece Brembo brake rotors with wider brake annulus, black-anodized Brembo brake calipers painted with the Viper logo in TA Orange, TA logos behind both front wheels and a Stryker decal instead of the standard badge on the hood (TA Orange on the Venom Black cars, black on the TA Orange and Venom White cars), black interior with TA Orange accent stitching on the ballistic cloth seats, instrument panel & cowl, center stack, console, hand brake, shifter boot, and door panels.

The aerodynamic package adds 200 pounds (90.72 kg) of downforce at 100 mph (160.93 km/h). Top speed is 193 mph (310.60 km/h) instead of the non-aerodynamics package cars’ 206 mph (331.52 km/h). In March 18, 2013 MotorTrend tested the SRT Viper TA in Mazda Raceway Laguna Seca, setting the production car lap record in 1:33.62, besting the previous lap time holder Chevrolet Corvette ZR1‘s 1:33.70.

The vehicle was unveiled in 2013 New York International Auto Show.

Production

Production of SRT Viper was started in the Conner Avenue Assembly Plant in Detroit, MI with production beginning in late 2012.

Production of SRT Viper TA set to begin at the Conner Avenue Assembly Plant in Detroit, beginning in third quarter 2013.

Marketing

As part of Chrysler’s plan of turning Street and Racing Technology (SRT) as a separate vehicle brand within Chrysler Group LLC, the SRT Viper became the brand’s halo vehicle.

In May 2014, the SRT brand was re-consolidated under Dodge, with former SRT CEO Ralph Gilles continuing as senior vice president of product design and also as the CEO and president of Motorsports.

Europe

The second generation, phase II SR Vipers were exported to Europe, where they were sold as Chryslers.

The third generation, phase I ZB Viper was being sold in Europe during 2005–2006, the first model to be sold as a Dodge, as part of Chrysler’s new sales strategy for the European market. In the United Kingdom it is referred to as a Viper, but it is actually sold as the Dodge SRT-10, as the Viper name is a registered trademark in the UK. Prodrive currently handles the importation and modification of Vipers to meet European laws.

Features

The all-new 2013 SRT Viper features a cruise control and controls on the steering wheel. U Connect Bluetooth phone with Bluetooth Audio streaming is standard, as is an 8.4-inch touch screen display like that on the Chrysler 300, Dodge Charger, and Dodge Journey. It also features an Alpine surround sound system and many exterior, interior, and wheel combinations. There is also a four-inch reconfigurable Thin-Film Transistor display in the gauge cluster to display important vehicle information, system messages, and has controls to turn the traction control, stability control, and other features off. It also has a “Track Mode” with a built-in track timer, “stoplight” countdown timer display, and other features. Power seats, keyless entry, and heated seats are also new options. Anavigation system by Garmin is also an available option, as is Sirius-XM satellite radio and HD radio. A built-in HDD for storing music and photos JPEG and MP3 will also be included as standard equipment.

Variants

Viper GTS R Concept (2000)

Viper GTS R Concept
Overview
Production	Prototype (only one was made)
Body and chassis
Body style	2-door coupe
Powertrain
Engine	8.0 L (488.1 cu in) V10 500 bhp (370 kW) @ 6000 rpm 500 lb·ft (680 N·m) @ 4600 rpm
Transmission	6-speed manual
Dimensions
Wheelbase	98.8 in (2,510 mm)
Length	193.0 in (4,900 mm)
Width	76.2 in (1,940 mm)
Height	47.0 in (1,190 mm)
Curb weight	3,254 lb (1,476 kg)

Ten years after the first Viper Concept was revealed, the 2000 GTS-R concept was shown. Osamu Shikado was responsible for the vehicle’s exterior which is 3 inches lower and 2 inches wider than the production Viper at the time. Shikado used race inspired lines with an aggressive stance. Some of these design cues were adapted to the 2003 production Viper. These included a higher belt line, a side gill, ‘bump-up’ rear fender shape, and a more defined side crease. Viewed from above, the front-to-rear stripe now is tapered.

Unlike most concepts, the 2000 Viper Concept was made as a complete car. It features a complete functional interior with air conditioning, adjustable pedals, and a premium sounds system. Only one 2000 GTS-R Concept was made featuring a dry-sump engine producing five hundred horsepower, fifty more than current production, and 500 lb-ft of torque. The body is a single moulding of carbon-fibre, but with some subtle changes compared with the existing cars. An inch and a half has been taken out between the sill and the roof, which together with a chassis sitting two inches lower, gives the car a lower profile. Three inches have been added to the wheelbase and two inches to the track. The doors have also been lengthed, which combined with the longer wheelbase makes entry and exit from the car that easier. Brakes are 14-inch ventilated discs with four-piston calipers and the front has the 19-inch wheels with P285/30 ZR Goodyear tires up and 20-inch rear wheels with P335/30 ZR tires.

Viper GT2

In order to meet FIA homologation requirements, as well as to celebrate Chrysler winning the 1997 FIA GT2 class championship, 100 modified Viper GT2 Championship Edition street-legal cars were sold. These upgraded GTS cars were rated at 460 hp (343 kW) and 500 lb·ft (678 N·m) of torque. They had bodywork with similar appearance to the GTS-R, with the same color scheme, aerodynamics package, and visual options, in order to publicize the Viper’s achievement in the FIA GT Championship.

Viper ACR

 The back of the Dodge Viper ACR at the 2009 North American International Auto Show

 Viper ACR Engine

 Viper ACR

The American Club Racing (ACR) model was introduced in 1999. This model had suspension and engine enhancements focused on maximizing performance in road racing and autocross environments. Horsepower was, by the use of K&N air filters and smooth intake tubes, bumped to 460 hp (370 kW) in these models, while torque increased to 500 lb·ft (678 N·m). Weight was reduced by over 50 pounds (23 kg) by stripping the interior and removing other non-essential items such as the fog lamps (replacing them with brake ducts). The new stiffer, adjustable suspension removed another 14 pounds (6.4 kg) These models, which also have engine and handling modifications, has an “ACR” badge and 20-spoke BBS wheels.

A new ACR was added to the Viper line-up after the 2008 model year. Its upgrades were more drastic than the original, including street-legal racing tires (Michelin Pilot Sport Cups which Michelin describes as “Ultra-High Performance Sport tires”), two-piece brake rotors, adjustable suspension, and significant aerodynamic revision. No engine modifications were made, so power and torque remain at 600 hp (450 kW) and 560 lb·ft (760 N·m) as in the standard SRT-10. The ACR is street-legal, and is similar to the MOPAR Viper that Dodge displayed at various auto shows. Weight was also decreased by 40 lb (18 kg) by using the “Hardcore Package”, without AC, radio, speakers, amplifier, trunk carpet, hood pad or tire-inflator. Its aerodynamic upgrades produce up to 1000 pounds (4.45 kN) of downforce at 150 mph (240 km/h), or roughly 10 times the downforce the standard Viper SRT-10 can produce at the same speed. The interior was upgraded only by the addition of a beacon-tripped lap timer (Hardcore Edition Only).

The Viper ACR was built alongside the standard SRT-10 at the Conner Avenue plant in Detroit. The aerodynamic components were produced by Plasan Carbon Composites and assembled to the vehicle by Prefix Corporation located in Rochester Hills, Michigan.

On September 14, 2011, on the Nürburgring Nordschleife, a 2010 Dodge Viper SRT10 ACR completed the sixth fastest production, street-legal car lap ever recorded with a 7:12.13 elapsed time. Chrysler’s press release claimed a new production car lap record, although three faster laps had been recorded more than two years earlier, albeit by very specialized low production vehicles.

At SEMA 2014 Dodge showed off a Viper ACR Concept car. After lots of rumors and speculation Dodge announced the Viper ACR will be returning for 2016. Production of the ACR is set to begin in July 2015.

Viper ACR-X

To commemorate the end of the second generation Viper and mend the gap from the car’s production end until the release of the new car, Dodge offered an improved version of the ACR specifically designed to run in the Dodge Viper Cup Series. This car, named Viper ACR-X, added to the basic ACR 40 hp (30 kW), a new set of downforce-enhancing front canards, and new materials that, along with a stripped interior, reduced weight to 3,300 lb (1,500 kg). It is a purpose-built race car, and is not street-legal. According to Dodge, the car beat the regular record-holding ACR around Mazda Raceway Laguna Seca by about three seconds (1:33.9 to 1:31). Price increased by US$12,000, to $110,000. Production was planned for the spring of 2010. As of February 17, the Viper ACR-X’s Nürburgring lap record is 7:03.058, a full 9.072 seconds faster than the regular ACR.

Mopar Concept Coupe

 “Mopar Concept Coupe” Viper at the 2007 Detroit Auto Show

A prototype 2008 Mopar Viper Coupe, with 675 hp (503 kW), appeared at the 2007 North American International Auto Show, but is not planned for production. This concept appears to have been a sneak peek at the Viper ACR. Performance parts from this car are sold by Mopar.

SRT-10 Carbon

For the 2003 SEMA show, Chrysler displayed a highly tuned Viper SRT-10 in coupe form. The vehicle’s name comes from the carbon fiber used to reduce the weight by 150 lbs (total down to 3200 lbs). However, even more significant were the engine modifications, which increased power to 625 hp; no torque or RPM figures were given. Along with the carbon fiber hardtop, a front splitter and rear spoiler were added; however those parts were not nearly as significant as those on the later SRT-10 ACR, and no downforce/drag information was provided to show that they were even functional. The car was only a concept.

This car was used as a test mule for the development for the Generation V SRT Viper. The car is no longer a show car, and most of its specialty parts were taken off during development for the new Generation V SRT Viper.

Firepower

Main article: Chrysler Firepower

The Chrysler Firepower was a grand touring concept based on the Viper chassis that would have been equipped with the Hemi V-8, with automatic transmission. Price would have been slightly lower than other models.

Copperhead

 Dodge Copperhead

Main article: Dodge Copperhead

The Dodge Copperhead was a concept car based on the Viper platform that was intended as a cheaper, more agile car. It was powered by a 220 hp 2.7 L V6 engine instead of the Viper’s V10. It never reached production. Dodge produced a limited-production Copperhead Edition Dodge Viper, with copper-colored paint similar to the concept car and other changes.

Zagato Alfa Romeo TZ3 Stradale

Designed by Zagato, the Alfa Romeo TZ3 Stradale is the fourth model in Zagato’s TZ line and serves as Zagato’s tribute to the 100th anniversary of Alfa Romeo. The car itself is based on the Viper ACR-X but with a new carbon fiber body. As planned, only 9 vehicles will be built. Not only is the chassis and powertrain from the Gen IV Viper, but the interior remains mostly the same as well.

Recognition

• John Lingenfelter Memorial Trophy
• 2008 Most Expensive Car for Repair Costs, Bankrate.com
• The 25,000th Viper is owned by Kurt Busch and the milestone was commemorated by Bob Nardelli, Chrysler LLC Chairman, in a ceremony at the Conner plant in March 2008.

 

Past models

• 100 “Commando” (1970–1980)
• 330 (1963–1964)
• 400 (1982–1983)
• 50 Series (1979–1993)
• 500 (1964-unknown)
• 600 (1983–1988)
• A100 (1964–1970)
• Aries (1981–1989)
• Aspen (1976–1980)
• Avenger (1995–2000; 2008–2014)
• B Series (1948–1953)
• C Series (1950–1960)
• Caliber (2006–2012)
• Charger (B-body) (1966–1978)
• (Shelby) Charger (L-body) (1983–1987)
• Colt (1971–1994)
• Coronet (1949–1959, 1965–1976)
• Custom (1946–1948)
• Custom 880 (1962–1965)
• Custom Royal (1955–1959)
• D Series (1961–1993)
• Dakota
• (Shelby/Shelby Z) Daytona (1984–1993)
• Deluxe (1946–1948)
• Diplomat (1977–1989)
• Dreamer (1978-1979)
• Dynasty (1988–1993)
• Intrepid (1993–2004)
• La Femme (1955–1956)
• Lancer (1955–1989)
• Magnum (1978–1979, 2005–2008)
• Matador (1960)
• Mayfair (1953–1959)
• Meadowbrook (1949–1954)
• Mirada (1980–1983)
• Monaco (1965–1978, 1990–1992)
• Neon (1995–2005)
• Nitro (2006–2012)
• Omni 024 (1979–1982)
• Omni (GLH) (1978–1990)
• Phoenix (1960–1973)
• Polara (1960–1973)
• Power Wagon (1945–1980)
• Ram 50 (1979–1996)
• Ram SRT 10 (2004-2006)
• Ram Van (1971–2003)
• Ramcharger (1974–2001)
• Rampage (1982–1984)
• Royal (1954–1959)
• Shadow (1987–1994)
• Sierra (1955–1956)
• Spirit (1989–1995)
• Sprinter (2004–2009)
• SRT-4 (2003–2005)
• St. Regis (1979–1981)
• Stealth (1991–1996)
• Stratus (1995–2006)
• Town Panel and Town Wagon (1954–1966)
• Wayfarer (1949–1952)

1949-1952 Dodge Wayfarer

by Terry Parkhurst and phto’s by

Look up the word “wayfarer” in the dictionary and you’ll find it means “a traveler, especially on foot; hence a transient patron of an inn or hotel.” The Dodge Wayfarer was the perfect way for someone to get off their feet and travel with style, albeit affordably, in Post-WWII America.

Like the other cars produced by Chrysler for the 1949 model year, Dodge wasn’t ready with its first all-new postwar cars in time for the fall 1948 new car roll-outs; as a result, 1948s were sold through April as “first series” 1949s.

The second series of 1949 model Dodges were all new, save for a re-rated 103-block horsepower in-line L-head six-cylinder. (The first series of 1949 model year Dodges, had a six-cylinder rated at 102 block horsepower.)

Thanks to the pent-up demand for new cars, that Detroit was still working to assuage, they sold in record numbers: nearly 257,000 for the 1949 model year. That was good for eighth in industry volume.

Dodge offerings were available within two series and prices ran the gamut from $1,611 to $1,738. The inexpensive group was the Dodge Wayfarer series, riding on a 115-inch wheelbase and coming in several variations: a notchback business coupe, a fastback two-door sedan and an offbeat three-passenger roadster – a true roadster, complete with side curtains.

The Wayfarer roadster is the most desirable to collectors, of all 1949 Dodges. Only 5,420 were built back then; and many of those have been restored. Prices for the roadster can range from $13,450 for a roadster in mechanically functioning condition needing minor reconditioning, up to $44,800 for one in excellent overall condition.

Dodge had new exterior design for 1949 that was very square and slab-sided. While a bright latticework grille favored the 1946-48 grille, it had a more massive appearance. The rear fenders were bolted on and capped by three-sided taillights; however, the front fenders were completely flush. While the public was demanding long, low, and wide cars, Chrysler president K.T. Keller promoted cars that looked low outside, but were high inside; the Wayfarer has been called the roomiest, most comfortable car in its price range, with seats fairly high up and relatively straight.

The in-line, five-main-bearing six-cylinder engine in the Wayfarers had a bore and stroke of 3.25 by 4.63 inches, giving a displacement of 230.2 cubic inches, with a 7.0:1 compression ratio and a Stromberg two-barrel carburetor. Horsepower output was 103 hp gross, with 190 lb-ft of torque at 1,200 rpm; the top speed was reportedly 75 mph, with 0-60 coming in roughly 25 seconds (the engine would have the same power until 1954).

Ride quality was said to be quite good, thanks to the Floating Power insulation techniques, with rubber insulators coming between road vibration and the cabin. The independent front suspension used coil springs and Oriflow shocks with a Hotchkiss drive, or semi-elliptic rear springs in back. Brakes were reportedly excellent for the time, with little or no fade from the drum brakes and Cyclebonded brake pads. Bodies were made by Briggs, which also made bodies for Packards; they are said to be tough and resistant to rust. These particular cars had a front-opening hood, though Dodge had used side-opening hoods until 1948.

Backing up the durable engine was the semi-automatic Fluid Drive transmission. It had two gear positions: low, governing first and second gears, and a “high” position for third and fourth. Fast starts or towing was where you wanted to use “low.” In most other driving situations, the driver simply shifted into “high,” pressed the accelerator and backed off the go-pedal at 14 mph. That’s when a discernable thumping sound told you that the transmission was shifting from third to fourth gear.

Stopping – or starting – the approximately 3,000 pounds of car required no clutching or shifting, which led Dodge to assert that 95 percent of all shift motions were eliminated. Today, of course, there would be a disclaimer: shift motions may vary with individual driver.

There was an actual clutch. However, it was only used to change between “low” or “high” or to go into reverse.

The Wayfarer roadster weighed 3,145 pounds; and it sold for $1,727, back in 1949, and without a heater or radio. A two door sedan, such as the one pictured here, weighed just slightly more – 3,180 pounds – and sold for only a few dollars more: $1,738. However, many more were built: 49,058. How many two-door sedans remain is the subject of conjecture.

Miss Kathryn M. French of Elk Point, South Dakota bought the Dodge Wayfarer pictured, according to documentation that came with the car’s most recent purchase.  She owned it for many years; and then, it found its way to Texas, where it was part of a collection for over 30 years. It eventually sold as part of an estate.

It was stored in an inside facility during its time there. Then, it was sold to a man in Salem, Oregon, a minister to disabled Iraqi war veterans. That’s who car dealer David Goldenberg bought the car from. The Wayfarer’s odometer shows just 25,654 miles.

“Obviously in a car that’s approaching 60 years old, there’s no way to document mileage without a proper paper trail,” explained Goldenberg. He believes the miles to the entire car has ever traveled, that’s based on how the car appears.

It is very straight and original; retaining what appears to be its entire original interior – with very slight wear. It apparently was repainted at some point in the color it came in: “Sportsman Green.”

It won a “Best of Show” first place award for the antique/stock class at a car show in Salem, Oregon, summer of 2007.  As you might expect, it reportedly cruises effortlessly, while maintaining a 160 degree engine temperature on the freeway.

Options on Goldenberg’s include the (factory-installed) exterior windscreen visor and vacuum operated windshield wipers, which work like a charm.  All lights – save the interior dome light – work. (This car was sold to a private party shortly after this article appeared.)

1950-1952 Wayfarers

For 1950, Dodge restyled the Wayfarer, changing the grille and adding fender-mounted tail-lights and a chromem strip on the rear fenders; the Sportabout roadster was replaced by a convertible, still selling for $1,727, but now facing tough competition from the Nash Rambler, which was pricier and slower but got much better mileage. The charming little Rambler actually outsold the Sportabout by 3:1 in 1950 alone.

In 1951, the Wayfarer was given another, more complete facelift, with a long, sloping hood, a new ram’s-head hood ornament, and a lower, wider grille; a new dashboard was installed, with a big round speedometer dominating rectangular gauges. New to the Wayfarer was the Gyro-Matic semi-automatic transmission, which, like the Fluid Drive, had low and high gear ranges; but it was a better design, and 0-60 came in around 17 seconds, a massive improvement since the engine was the same.

In 1952, the Wayfarer continued for one last year, as a corporate review suggested dropping the short-wheelbase Dodges, which may have confused the Dodge and Plymouth images. The Sportabout was dropped, followed by the coupe, which ended in the middle of the model year. The entire Wayfarer line was absent when the 1953 models appeared, boasting a new Hemi V8 and unified bodies; after two years of low sales, and just three years of existence, the Wayfarer’s price point was replaced by a low-end Dodge Meadowbrook.

• WC series (1940–1945)

Dodge WC series

For the civilian post-War variant, see Dodge Power Wagon.

Dodge WC series
Dodge WC-3 ½ ton 4×4
Type	1⁄2 ton (454kg), 3⁄4 ton (680kg), and 1 1⁄2 ton (1,361kg)[a] 4×4 trucks
Place of origin	United States
Production history
Manufacturer	Dodge/Fargo
Produced	1941-1945
Number built	More than 255,000
Variants	Various (see text)
Specifications (WC-52)
Weight	5,550 lb (2,520 kg) empty
Length	176 1⁄2 in (4.48 m)
Width	82 3⁄4 in (2.10 m)
Height	81 7⁄8 in (2.08 m)
Engine	Dodge T-214 76 hp (57 kW)
Suspension	Beam axles on leaf springs
Operational range	240 mi (386.2 km)
Speed	54 mph (87 km/h)

The Dodge WC series was a range of light military trucks produced by Dodge during World War II. The series included weapon carriers, telephone installation trucks, ambulances, reconnaissance vehicles, mobile workshops and command cars. They were replaced after the war by the Dodge M-series vehicles. WC was a Dodge model code: W for 1941 and C for half-ton rating. The C code was retained for the ¾ ton and 1½ ton 6×6 Dodges.

History and design

 1936 Dodge pickup showing its influence on the military models

Dodge began producing light trucks immediately upon its formation in 1914. For the first few years these were based largely on the existing passenger cars, later specific chassis and body designs were used. Light- and medium-duty models were offered first, then a heavy-duty range was added during the 1930s and 1940s. Dodge produced its first prototypes of dedicated military trucks in late 1939: the 1/2 ton 4×4 VC series. Production of the VC series started in 1940. At the outset of World War II, Dodge produced the G-505 WC ½ ton series of military light trucks in 38 individual models, thousands of some models were produced, while only a few of some others were made. The WC ½ ton trucks replaced the 1940 VC-1 to VC-6 ½ton Dodge trucks which were also part of the G505 series. 79,771 of the ½ ton trucks were produced during late 1940–1942 under War Department contracts. WC models 1 to 50 were part of the 1/2 ton range and were 80% interchangeable in service parts with the later 3/4 ton models.

Common features of the 1/2 ton trucks were:

• Drive: 4×4
• Wheelbase: 116 in (123 in for ambulances)
• Track width: 59.375 in
• Tires: 7.50×16
• Brakes: Hydraulic
• Engine: 6 cyl, in-line, L-head
• Transmission: 4 forward/1 reverse, manual
• Transfer case: Single speed

The Dodge G-502 ¾ ton 4×4 trucks were first introduced in late 1941. Standard vehicles in the ¾ ton 4×4 class were the WC-51 / WC-52 Weapons Carrier, Telephone Installation Trucks, WC-53 Carryall, and the WC-54 Ambulance. In the cargo trucks, the WC51 was identical to the WC52 but did not have the front bumper-mounted winch.

Models

The table includes data on the relation between identification numbers and types of body fitted. For comparison, earlier Dodge military trucks of the 1/2 ton range are included.

In the case of vehicle identifications separated by a slash, the first number refers to a vehicle not fitted with a winch, and the second to a vehicle fitted with a winch. Numbers separated by a comma indicate similar models but with different secondary details.

Engines

Vehicle code	Bore (mm)	Stroke (mm)	Capacity (cm3)	Compression ratio	Torque (N m)	Power (HP)
T202	79.4	111.1	3294	6.7:1	208	79
T203	85.7	114.3	3957	6.5:1	255	99
T207	82.6	111.1	3567	6.5:1	222	78
T211	82.6	111.1	3567	6.5:1	222	78
T214	82.6	117.5	3772	6.7:1	244	92
T215	82.6	117.5	3772	6.7:1	249	99
T223	82.6	117.5	3772	6.7:1	244	92

Model descriptions

1/2 ton series

WC1, WC5, WC12, WC14, WC40

Closed cab, two seater pickups with a nominal carrying capacity of a 1,000 lb (450 kg).

WC3, WC13, WC21

 WC-13 with optional M24 machine gun mount.

Weapon carriers, two seater pickups with open cab. The open cab pickups could be fitted with an optional M24 machine gun mount,which bolted across the front of the bed. The mount could carry the M1918 Browning Automatic Rifle, as well as the M1919 Browning machine gun, and the M2 Browning machine gun.

• Length: 181- 1/16 inches
• Height: with top 88-1/8 inches
• Weight: 4440 net
• Width: 75-13/16 inches
• Height:
• Payload: 1300 LB

WC4, WC22

 Dodge WC4 open cab with winch

Open cab weapons carrier, with Braden MU winch, and transverse seats, designed to tow the M3 anti-tank cannon as well as carry the gun crew and ammunition. This type was usually issued to early tank destroyer units. 5570 built.

• Length: 191- 5/16 inches
• Height: with top 88-1/8 inches
• Weight: 4775 net
• Width: 75-13/16 inches
• Height:
• Payload: 1000 LB

WC9, WC18, WC27

 Dodge WC9

Entering production during 1941 to early 1942, they were specifically designed to serve as military ambulances. These early variants are distinguishable from the later ones by having a curved radiator grille, while the later ones (WC51 onwards) featured a flat grille. These versions were given a longer 123 in (3,100 mm) wheelbase.

• Length: 195 inches
• Height: 90 inches
• Weight: 5340 net
• Width: 75-13/16 inches
• Height:
• Payload: 1300 LB

WC10, WC17, WC26, WC36, WC48

Carryall trucks with a nominal carrying capacity of a 1,000 lb (450 kg).

WC11, WC19, WC42

Panel trucks carrying radio and communication equipment.

WC6, WC8, WC15, WC16, WC23

Command cars.

WC25

Command car with radio 12 volt

WC7, WC24

Command car with winch

WC39, WC43, WC50

These models were built as signals trucks, designed to install and repair telephone lines, and were also known by the U.S. Signals Corps as the K-50 truck.

WC41

 M1 emergency repair truck, Dodge WC41

Fitted with dual rear tires. Mostly employed as an emergency repair truck whose purpose was to provide mobile facilities for emergency ordnance repair. Other types of bodies were produced, such as an oil service vehicle. 902 of these chassis were built.

3/4 ton series

WC51

 WC-51

WC51 Truck, Cargo, 3/4 ton, 4×4 w/o Winch Dodge (G502) Weapons Carrier. 123,541 were built. The open cab pickup could be fitted with an optional M24A1 machine gun mount, which bolted across the front of the bed. The mount could carry the M1918 Browning Automatic Rifle, the M1919 Browning machine gun, or the M2 Browning machine gun.

• Length: 13 ft 11 in / 4.24 m
• Height (with canvas cover): 6 ft 10 in / 2.08 m
• Height (with top down): 5 ft 2 in / 1.57 m
• Weight: 5,645 lbs / 2 560 kg net
• Width: 6 ft 11 in / 2.11 m
• Payload: 1,750 lbs / 800 kg

WC52

 Dodge WC 52

WC52 Truck, Cargo, 3/4 ton, 4×4 w/Winch Dodge (G502) Weapons Carriers was identical to the WC51, but fitted with a Braden MU2 7,500 lb / 3 402 kg capacity winch at the front bumper. 59,114 built.

• Length: 14 ft 9 in / 4,48 m
• Height (with canvas cover): 6 ft 10 in / 2,08 m
• Height (with top down): 5 ft 2 in / 1,57 m
• Weight: 5,945 lbs / 2 697 kg net
• Width: 6 ft 11 in / 2,10 m
• Payload: 1,750 lbs / 800 kg

 WC53

WC53

A carryall, mechanically it was virtually identical to the WC54 but was fitted with two windows on each side of its rear body. 8,400 WC53 Truck, 3/4 ton, 4×4 Dodge Carryall (G502) built.

• Length: 15 ft 6 in / 4,73 m
• Height: 6 ft 9 in / 2,06 m
• Weight: 5,700 lbs / 2 590 kg
• Width: 6 ft 7 in / 2,00 m
• Payload: 1,750 lbs / 800 kg

 WC54

WC54

Main article: Dodge WC54

The WC54 Truck, 3/4 ton, 4×4 Ambulance Dodge (G502) was produced as an ambulance, but a few were modified to serve as radio/telephone trucks with the US Signal Corps.

• Length: 16 ft 3 in / 4,95 m
• Height: 7 ft 6 in / 2,30 m
• Weight: 5,920 lbs / 2 685 kg
• Width: 6 ft 6 in / 1,98 m
• Payload: 1,800 lbs / 816 kg

 WC55

WC55

The WC55 Truck, 3/4 ton, 4×4 Gun Motor Carriage Dodge (G502) was a modified WC52 designed to carry an M3A1 37mm antitank gun and shield mounted on its cargo bed; the WC55 and gun combination was designated M6 Fargo Gun Motor Carriage (GMC) with 37mm Anti-tank Gun (G121). 5,380 built, most later dismantled and returned to service as WC52 cargo trucks.

• Length: 13 ft 11 in / 4,25 m
• Height: 8 ft 2 in / 2,49 m to top of gun shield
• Weight: 5,600 lbs / 2 540 kg
• Width: 7 ft 2 in / 2,18 m
• Payload: 80 rounds 37mm

WC56

 WC56 command car without winch

The WC56 Truck, Command Reconnaissance, 3/4 ton, 4×4 w/o Winch Dodge (G502) was a command and reconnaissance vehicle akin to a large Willys Jeep. It did not prove popular as it was heavier and not as maneuverable as the Jeep, and its distinctive profile made it a target.

• Length: 13 ft 10 in / 4,22 m
• Height: 6 ft 9 in / 2,07 m
• Weight: 5,335 lbs / 2 420 kg
• Width: 6 ft 7 in / 2,00 m
• Payload: 1,750 lbs / 800 kg

WC57

 Dodge WC-57 command car with winch.

The WC57 Truck, Command Reconnaissance, 3/4 ton, 4×4 w/Winch Dodge (G502) was identical to the WC56 but fitted with a Braden MU2 5,000 lb / 2 268 kg capacity winch at the front bumper. 6,010 built.

• Length: 14 ft 8 in / 4,46 m
• Height: 6 ft 9 in / 2,07 m
• Weight: 5,644 lbs / 2 560 kg
• Width: 6 ft 7 in / 2,00 m
• Payload: 1,750 lbs / 800 kg

WC58

The WC58 Truck, Radio, 3/4 ton, 4×4 w/Winch Dodge (G502) was identical to the WC57 but fitted with a scr radio set in front of the rear seat, and a 12-volt electrical system.

• Length: 14 ft 7 in / 4.46 m
• Height: 6 ft 9 in / 2.07 m
• Weight: 5,335 lbs / 2 420 kg
• Width: 6 ft 7 in / 2.00 m
• Payload: 1,750 lbs / 800 kg

WC59

 WC-59, 3/4-ton K-50 telephone truck with ladder on side.

The WC59 Truck, Telephone Maintenance, 3/4 ton, 4×4 Dodge (G502) was designed to install and repair telephone lines. Based on the same chassis as the WC54, but with a wheelbase increased by 50 cm. The spare wheel was carried behind the seats, with a step ladder fitted to where the spare wheel would have been. 549 were built. The bed was known by the Signal Corps as the K-50 truck, and was fitted to both Dodge and Chevrolet chassis.

• Length: 16 ft 0 in / 4,88 m
• Height: 6 ft 9 in / 2,06 m
• Weight: 5,357 lbs / 2 430 kg
• Width: 6 ft 6 in / 1,98 m
• Payload: 1,750 lbs / 800 kg

WC60

The WC60 Emergency Repair Chassis, 3/4 ton, 4×4 Dodge (G502) was a mobile workshop designed for field maintenance. It featured the same body as the WC54 but with tool trunks that were accessible from the outside. 296 built.

• Length: 15 ft 6 in / 4.73 m
• Height: 7 ft 5 in / 2.26 m
• Weight: 5,952 lbs / 2 700 kg
• Width: 6 ft 10 in / 2.08 m
• Payload: 1,750 lbs / 800 kg

WC61

 WC61/K-50B

The WC61 Light Maintenance Truck, 3/4 ton, 4×4 Dodge (G502) was designed to install and repair telephone lines. Replacement for the WC59, the WC61 had the step ladder fitted to the roof, the spare wheel was fitted behind the seats, and the tool trunks were accessible from the outside. 58 built. The US Signal Corps referred to these as the K-50B truck.

• Length: 15 ft 6 in / 4,73 m
• Height (without ladder): 7 ft 5 in / 2,26 m
• Weight: 5,952 lbs / 2 700 kg
• Width: 6 ft 10 in / 2,08 m
• Payload: 1,750 lbs / 800 kg

WC62

 Dodge WC-62 1.5 ton with no winch.

The WC62 Truck, Cargo and Personnel Carrier, 1 1/2 ton, 6×6 w/o Winch Dodge (G507) Weapons Carrier was based on a lengthened WC51 with an extra axle added. 23,092 built (both WC62 and WC63 variants). One prototype produced as an armored car.

• Length: 17 ft 11 in / 5.47 m
• Height (with canvas cover): 7 ft 3 in / 2.21 m
• Height (with top down): 5 ft 2 in / 1.57 m
• Weight: 6,925 lbs / 3 141 kg
• Width: 6 ft 11 in / 2.11 m
• Payload: 3,300 lbs / 1500 kg

WC63

 WC63 1½ TON 6×6 with winch

The WC63 Truck, Cargo and Personnel Carrier, 1 1/2 ton, 6×6 with Winch Dodge (G507) Weapons Carrier was based on a lengthened WC51 with an extra axle added. Identical to the WC62 but fitted with a Braden MU2 7,500 pound capacity winch.

• Length: 18 ft 9 in / 5,72 m
• Height (with canvas cover): 7 ft 3 in / 2,21 m
• Height (with top down): 5 ft 2 in / 1,57 m
• Weight: 7,175 lbs / 3 250 kg
• Width: 6 ft 11 in / 2,10 m
• Payload: 3,300 lbs / 1500 kg

WC64

The WC64 KD Truck, 3/4 ton, 4×4 Ambulance Dodge (G502) was an ambulance based on the same chassis as the WC54 but with a knock-down body designed to increase the amount of vehicles that could be shipped at the same time. 3,500 were built between the beginning of 1945 and the end of the war.

Former operators

 Austria

• Austrian Army

 Belgium

• Belgian Army

 Brazil

• Used in Brazil by the Brazilian Army and in Europe by the Brazilian Expeditionary Force, who nicknamed it Jipão.

 France

• Free French Forces, French Army

 Greece

• Greek Army and Greek Air Force

 Iran

• Iranian Army

 Norway

• Norwegian Army

 Portugal

• Portuguese Army, redesignated Dodge m/48, used during the Portuguese Colonial War

 Philippine Commonwealth

• Philippine Commonwealth Army
  *Philippine Constabulary

Philippine Republic

• Philippine Army
  *Philippine Constabulary
  *Philippine Marine Corps

 United Kingdom

• Royal Army Medical Corps

 United States

• U.S Army, U.S. Army Medical Corps and U.S. Signal Corps

 Soviet Union

• Red Army by Lend-Lease during World War II

  Switzerland

• The Swiss Army bought several hundred after World War II, mainly 3/4t, a few 1/2t and only ten 1 1/2t. WC54 ambulances served until 1960.

Gallery

• 

  WC62 armored car prototype

• 

  WC55 in a posed picture

• 

  WC54 in period Greek Airforce colors

• 

  French Army draisine, converted WC-51

See also

• DeSoto (automobile)
• Plymouth (automobile)
• Rootes Group for the historic Dodge of the UK
• Fargo (truck)
• List of automobile manufacturers
• List of Dodge automobiles for all production cars and trucks
• List of Dodge concept vehicles
• Ram Trucks

HUDSON Motor Car Company Detroit, Michigan, United States 1901-1957

 

Hudson Motor Car Company

Hudson Motor Car Company

Industry	Automobile
Fate	Merged
Successor	American Motors Corporation(AMC)
Founded	1909
Defunct	1954
Headquarters	Detroit, Michigan, United States
Key people	Joseph L. Hudson, Roy D. Chapin
Products	Vehicles

The Hudson Motor Car Company made Hudson and other brand automobiles in Detroit, Michigan, from 1909 to 1954. In 1954, Hudson merged with Nash-Kelvinator Corporation to form American Motors (AMC). The Hudson name was continued through the 1957 model year, after which it was discontinued.

Company strategy

 1910 Hudson Model 20 Roadster

 1917 Hudson Phaeton

 1919 Hudson Phantom, 1919 photo

The name “Hudson” came from Joseph L. Hudson, a Detroit department store entrepreneur and founder of Hudson’s department store, who provided the necessary capital and gave permission for the company to be named after him. A total of eight Detroit businessmen formed the company on February 20, 1909, to produce an automobile which would sell for less than US$1,000 (equivalent to approximately $26,248 in today’s funds). One of the chief “car men” and organizer of the company was Roy D. Chapin, Sr., a young executive who had worked with Ransom E. Olds. (Chapin’s son, Roy Jr., would later be president of Hudson-Nash descendant American Motors Corp. in the 1960s). The company quickly started production, with the first car driven out of a small factory in Detroit on July 3, 1909.

The new Hudson “Twenty” was one of the first low-priced cars on the American market and very successful with more than 4,000 sold the first year. The 4,508 units made in 1910 was the best first year’s production in the history of the automobile industry and put the newly formed company in 17th place industry-wide, “a remarkable achievement at a time” because there were hundreds of makes being marketed. Because of this sales success a new plant was built on a 22 acre parcel at Jefferson Avenue and Conner Avenue in Detroit’s Fairview section that was diagonally across from the Chalmers Automobile plant. The land was the former farm of D. J. Campau. It was designed by the firm of renowned industrial architect Albert Kahn with 223,500 square feet and opened on October 29, 1910. Production in 1911 increased to 6,486. For 1914 Hudsons for the American market were now left hand drive.

The company had a number of firsts for the auto industry; these included dual brakes, the use of dashboard oil-pressure and generator warning lights, and the first balanced crankshaft, which allowed the Hudson straight-six engine, dubbed the “Super Six” (1916), to work at a higher rotational speed while remaining smooth, developing more power for its size than lower-speed engines. The Super Six was the first engine built by Hudson, previously Hudson had developed engine designs and then had them manufactured by Continental Motors Company. Most Hudsons until 1957 had straight-6 engines. The dual brake system used a secondary mechanical emergency brake system, which activated the rear brakes when the pedal traveled beyond the normal reach of the primary system; a mechanical parking brake was also used. Hudson transmissions also used an oil bath and cork clutch mechanism that proved to be as durable as it was smooth.

On 1 July 1926, Hudson’s new 10 million dollar body plant was completed where the automaker could now build the all-steel closed bodies for both the Hudson and Essex models.

At their peak in 1929, Hudson and Essex produced a combined 300,000 cars in one year, including contributions from Hudson’s other factories in Belgium and England; a factory had been built in 1925 in Brentford in London. Hudson was the third largest U.S. car maker that year, after Ford Motor Company and Chevrolet.

Essex and Terraplane

 1929 Hudson Model R 4-Door Landau Sedan

 1931 Hudson 4-Door Sedan

 1934 Hudson Eight Convertible Coupé

 1934 Hudson Terraplane K-coupe

In 1919, Hudson introduced the Essex brand line of automobiles; the line was originally for budget minded buyers, designed to compete with Ford and Chevrolet, as opposed to the more up-scale Hudson line. The Essex found great success by offering one of the first affordable sedans, and combined Hudson and Essex sales moved from seventh in the U.S. to third by 1925.

In 1932, Hudson began phasing out its Essex nameplate for the modern Terraplane brand name. The new line was launched on July 21, 1932, with a promotional christening by Amelia Earhart. For 1932 and 1933, the restyled cars were named Essex-Terraplane; from 1934 as Terraplane, until 1938 when the Terraplane was renamed the Hudson 112. Hudson also began assembling cars in Canada, contracting Canada Top and Body to build the cars in their Tilbury, Ontario, plant. In England Terraplanes built at the Brentford factory were still being advertised in 1938.

An optional accessory on some 1935-1938 Hudson and Terraplane models was a steering column-mounted electric gear pre-selector and electro-mechanical automatic shifting system, known as the “Electric Hand”, manufactured by the Bendix Corporation. This took the place of the floor-mounted shift lever, but required conventional clutch actions. Cars equipped with Electric Hand also carried a conventional shift lever in clips under the dash, which could be pulled out and put to use in case the Electric Hand should ever fail. Hudson was also noted for offering an optional vacuum-powered automatic clutch, starting in the early 1930s.

Hudson Eight

For the 1930 model year Hudson debuted a new flathead inline eight cylinder engine with block and Crankcase cast as a unit and fitted with two cylinder heads. A 2.75 inch bore and 4.5 inch stroke displaced 218.8 cubic inches developing 80 HP at 3,600 RPM with the standard 5.78:1 Compression ratio. The 5 Main bearing Crankshaft had 8 integral counterweights, an industry first, also employed a Lanchester vibration damper. Four rubber blocks were used at engine mount points. A valveless oil pump improved the Hudson splash lubrication system.

The new eights were the only engine offering in the Hudson line, supplanting the Super Six, which soldiered on in the Essex models.

1936–1942

 1938 Hudson 112 coupe

 1939 Hudson Country Club Six Series 93 Convertible Coupé

 1941 Hudson Coupé

 Hudson dealer in Louisiana, ca. 1930-1945

In 1936, Hudson revamped its cars, introducing a new “radial safety control” / “rhythmic ride” suspension which suspended the live front axle from two steel bars, as well as from leaf springs. Doing this allowed the use of longer, softer leaf springs (“rhythmic ride”), and prevented bumps and braking from moving the car off course. The 1936 Hudsons were also considerably larger inside than competitive cars — Hudson claimed a 145-cubic-foot (4.1 m³) interior, comparing it to 121 cubic feet (3.4 m³) in the “largest of other popular cars.” (According to United States Environmental Protection Agency (EPA) measurements, the cavernous Chrysler LHS only reached 126 cubic feet or 3.6 cubic metres) With the optional bulging trunk lid, the Hudsons could store 21 cubic feet (0.59 m³) of luggage (the LHS, 19 cubic feet or 0.54 cubic metres), though that might have been an optimistic measurement. The 1936 engines were powerful for the time, from 93 to 124 horsepower (69 to 92 kilowatts; 94 to 126 metric horsepower).

The 1939 models joined other American cars in the use of a column-mounted gearshift lever. This freed front-seat passenger space and remained the industry standard through the 1960s, when “bucket seats” came into vogue. Hudson became the first car manufacturer to use foam rubber in its seats. The Hudson Terraplane was dropped. For 1940 Hudson introduced coil spring independent front suspension, aircraft style shock absorbers mounted within the front springs and true center-point steering on all its models, a major advance in performance among cars in this price range. Despite all these changes, Hudson sales for 1940 were lower than 1939 and the company lost money again. The advent of military contracts the following year brought relief.

The 1941 Hudsons retained the front end styling of the 1940 models but the bodies were new with 5.5 inches added to their length giving more legroom. A new manual 3 speed syncromesh transmission was quieter with all helical gears. Wheelbases increased by 3 inches, with offerings of 116, 121 and 128 inches, and height was decreased with flatter roofs. Convertibles now had a power operated top. Big Boy trucks now used the 128 inch wheelbase. In 1942 in response to General Motors’ Hydramatic automatic transmission, Hudson introduced its “Drive-Master” system. Drive-Master was a more sophisticated combination of the concepts used in the Electric Hand and the automatic clutch. At the touch of a button, Drive-Master offered the driver a choice of three modes of operation: ordinary, manual shifting and clutching; manual shifting with automatic clutching; and automatic shifting with automatic clutching. All this was accomplished by a large and complicated mechanism located under the hood. They worked well, and in fully automatic mode served as a good semi-automatic transmission. When coupled with an automatic overdrive, Drive-Master became known as Super-Matic. Re-engineering of the frame rear end to use lower springs reduced car height by 1.5 inches. Sheet metal “spats” on the lower body now covered the running boards and new wider front and rear fenders accommodated this.

Female designer

Hudson Motor Company, wanting a female perspective on automotive design, hired Elizabeth Ann Thatcher, who later became Betty Thatcher Oros, in 1939. A graduate of the Cleveland School of Arts, now Cleveland Institute of Art, and major in Industrial Design, she became America’s first female automotive designer. Her contributions to the 1941 Hudson included exterior trim with side lighting, interior instrument panel, interiors and interior trim fabrics. She designed for Hudson from 1939 into 1941, leaving the company when she married Joe Oros, then a designer for Cadillac. He later achieved renown as head of the design team at Ford that created the Mustang.

World War II

Hudson Motor Car Co. factory in Detroit, circa 1930-1945

As ordered by the Federal government, Hudson ceased auto production from 1942 until 1945 in order to manufacture materiel during World War II, including aircraft parts and naval engines, and anti-aircraft guns. The Hudson “Invader” engine powered many of the landing craft used on the D-Day invasion of Normandy, June 6, 1944.

During World War II Hudson had also an aircraft division which produced ailerons for one large eastern airplane builder. The plant was capable of large scale production of wings and ailerons as well as other airplane parts. On May 22, 1941, Hudson was given a contract for the Oerlikon 20 mm cannon with the Jefferson Avenue Plant responsible to convert the original Swiss drawings to American production standards. The company produced 33,201 Oerlikons for the United States Navy with the original mechanism continued in use without major change and with complete inter-changeability of parts until the end of the war. Hudson also manufactured millions of other weaponry and vehicle parts for the war effort. Hudson ranked 83rd among United States corporations in the value of World War II military production contracts.

1946–1954

 1947 Commodore Eight Convertible

 1949 Hudson Commodore 4-Door Sedan

 1952 Hudson

 Hudson Hornet race car

Production resumed after the war and included a 128-inch (3,251 mm) wheelbase 3/4-ton pickup truck.

In 1948, the company launched their “step-down” bodies, which lasted through the 1954 model year. The term step-down referred to Hudson’s placement of the passenger compartment down inside the perimeter of the frame; riders stepped down into a floor that was surrounded by the perimeter of the car’s frame. The result was not only a safer car, and greater passenger comfort as well, but, through a lower center of gravity, good-handling car. In time almost all US automakers would embrace it as a means of building bodies. Automotive author Richard Langworth described the step-down models as the greatest autos of the era in articles for Consumer Guide andCollectible Automobile.

For the 1951 model year the 6 cylinder engine got a new block with thicker walls and other improvements to boost Horsepower by almost 18% and torque by 28.5% making Hudson a hot performer again. The GM-supplied 4 speed Hydramatic automatic transmission was now optional in Hornets and Commodore Custom 6s and 8s.

Hudson’s strong, light-weight bodies, combined with its high-torque inline six-cylinder engine technology, made the company’s 1951–54 Hornet an auto racing champion, dominating NASCAR in 1951, 1952, 1953, and 1954.

Herb Thomas won the 1951 and 1954 Southern 500s and Dick Rathmann won in 1952. Some NASCAR records set by Hudson in the 1950s (e.g. consecutive wins in one racing season) still stand even today. Hudson cars also did very well in races sanctioned by the AAA Contest Board from 1952 to 1954 with Marshall Teague winning the 1952 AAA Stock Car Championship and Frank Mundy in 1953. Often Hudsons finished in most of the top positions in races. Later, these cars met with some success in drag racing, where their high power-to-weight ratio worked to their advantage. Hudsons enjoyed success both in NHRA trials and local dirt track events.

As the post-war marketplace shifted from a seller’s to a buyer’s market the smaller U.S. automakers, such as Hudson and Nash, found it increasingly difficult to compete with the Big Three (Ford, GM and Chrysler) during the 1950s. The sales war between Ford and General Motors conducted during 1953 and 1954 had left little business for the much smaller “independent” automakers trying to compete against the standard models offered by the domestic Big Three. The Big Three could afford constant development and styling changes, so that their cars looked fresh every year, whereas the smaller manufacturers could only afford gradual change. Hudson’s once innovative “step-down” unit body construction, while sturdy and innovative, also made restyling difficult and expensive. Although Hudsons dominated racing during this period, their feats did little to affect showroom traffic. Sales fell each year from 1951 to 1954 and only Korean War military contracts kept the company afloat. After the company’s high-priced Jet compact car line failed to capture buyers in its second straight year, Hudson was acquired by Nash-Kelvinator (makers of Nash and Rambler) automobiles in 1954.

1954–1957

 1951 Hornet Club Coupé

 1957 Hornet Series 80 4-Door Sedan

On May 1, 1954, Hudson merged with Nash-Kelvinator Corporation to become American Motors. The Hudson factory, located in Detroit, Michigan, was converted to military contract production at the end of the model year, and the remaining three years of Hudson production took place in Kenosha, Wisconsin.

For 1955, both Hudson and Nash senior models were built on a common automobile platform using styling themes by Pinin Farina, Edmund E. Anderson, and Frank Spring. Common-body shell production for competing makes of automobiles was a manufacturing technique that had been used by the Big Three for decades. Although the 1955 Hudson used the inner body shell of the Nash, the car incorporated a front cowl originally designed by Spring and the Hudson team to be put on the 1954 Step-Down platform. The 1955 models also used the Hudson dashboard, “triple safe brakes” and Nash Weather Eye heater with Harrison Radiator Corporation-supplied lower cost Freon/compressor type air conditioning.

Hudson dealers also sold Rambler and Metropolitan models under the Hudson brand. When sold by Hudson dealers, both cars were identified as Hudson vehicles via hood/grille emblems and horn buttons. Hudson Ramblers also received “H” symbols on fuel filler caps (and, in 1956, also on hubcaps). For 1957, Rambler and Metropolitan became makes in their own rights, and no longer were identified as Hudson or Nash.

For 1956, design of the senior Hudsons was given over to designer Richard Arbib, which resulted in the “V-Line” styling motif, a combination of “V” motifs that carried Hudson’s triangular corporate logo theme. Sales fell below 1955 figures. For 1957, Hudson dropped the shorter-wheelbase Wasp line, selling only the Hornet Custom and Super, which featured a lowered profile and slightly updated styling.

With a wider front track than Nash used, Hudson was the better handling car, and was powered by the famed 308 cu in (5.0 L) Hornet Six with the optional high-compression cylinder head and dual-carburetor manifold (“Twin-H Power”); the Twin H would disappear at the end of the 1956 model year.

The Wasp used the 202 cu in (3.3 L) L-head Jet Six engine (up to 130 hp (97 kW)) and this model (in sedan version) was Hudson’s top seller. For 1955, for the first time Hudson offered a V8 engine, a Packard-designed and -built 320 cu in (5.2 L) engine rated at 208 hp (155 kW) purchased by Hudson and Nash. All cars with the Packard V8 also used Packard’s Ultramatic automatic transmission. as an option costing $494 (equivalent to approximately $4,285); the Nash 3-speed manual was also available at US$295.

End of the line

The last Hudson rolled off the Kenosha assembly line on June 25, 1957. There were no ceremonies, because at that point there was still hope of continuing the Hudson and Nash names into the 1958 model year on the Rambler chassis as deluxe, longer-wheelbase senior models. The combined Nash and Hudson production volume was not sufficient to justify all new design and tooling, so the Rambler’s platform was expected to be adopted to the longer cars. One major trade magazine said rumors of discontinuance were false and the 1958 Hudsons and Nashes “would be big and smart”. Factory styling photographs show designs for a 1958 Hudson (and Nash) line based on a longer-wheelbase 1958 Rambler. Front-end prototype photos show separate Hudson and Nash styling themes.

AMC’s President George W. Romney came to the conclusion that the only way to compete with the “Big Three” (General Motors, Ford, and Chrysler) was to stake the future of AMC on a new smaller-sized car line. Neither Hudson nor Nash brand names had as much positive market recognition as the successful Rambler and their sales were lagging. Together with AMC’s chief engineer Meade Moore, Romney had completely phased out the Nash and Hudson brands at the end of 1957. The decision to retire the brands came so quickly that preproduction photographs of the eventual 1958 Rambler Ambassador show both Nash- and Hudson-badged versions. The Rambler brand was selected for further development and promotion while focusing exclusively on compact cars.

Eventually, however, something close to the Hudson design was chosen for the 1958 Rambler Ambassador. Hudson brand enthusiasts will note the triangular grille guard and 1957-like fender “gun sights” and the fast-selling 1958 Rambler Customs wore 1957 Hudson-styled front-fender trim.

South Africa

Panel delivery van, Hostetler collection, Gilmore Car Museum

Hudson cars were assembled from complete knock down (CKD) kits in South Africa by Stanley Motors in Natalspruit (Gauteng).

Legacy

For the 1970 model year, American Motors revived the “Hornet” model name for its new series of compact cars (the AMC Hornet). AMC was later purchased by Chrysler, which at one time considered reintroducing the Hornet name in the Dodge model line (See: Dodge Hornet).

The last Hudson dealership in the world was Miller Motors in Ypsilanti, Michigan, which is now part of the Ypsilanti Automotive Heritage Museum.

A collection of restored Hudson cars is located at the Hostetler Hudson Auto Museum in Shipshewana, Indiana. Eldon Hostetler was an inventor who had a Hudson as a teenager and later started buying Hudson cars and restoring them.

A restored Hudson Dealership sign still occupies its original site on Highway 32 in Chico, California.

Buses DODGE (Brothers) Detroit USA

Buses DODGE Detroit USA

Dodge is een Amerikaans automerk dat in 1914 werd opgericht door John Francis Dodge en diens broer Horace Elgin Dodge. In 1928 werd het merk overgenomen door Chrysler en van 1998 tot 2007 maakte het deel uit van het Duitse concern Daimler Chrysler.

De broers John en Horage Dogde waren als kind al door mechaniek gepassioneerd. Na in Detroit in een fabriek van scheepsmotoren te hebben gewerkt richtten ze in 1887 een fietsbedrijf, Dodge Brothers Bicycle & Machine Factory, op. Beiden vulden elkaar hiervoor goed aan. John was het meest geïnteresseerd in het commerciële, Horace in het technische. Ze waren ook harde werkers en het bedrijf boekte al snel succes.

Voorgeschiedenis

In 1901 begonnen ze ook motorfietscomponenten te produceren. Ze ontmoetten ook Ransom Olds, de oprichter van Oldsmobile, die hen in onderaanneming de eencilinder van zijn nieuwe auto liet bouwen. Die auto had succes en de onderneming van John en Horace werd de grootste motorenproducent ter wereld. In 1903werd ook Ford klant voor de bouw van onderdelen van de Ford Model A. Omdat Henry Ford de eerste bestelling niet kon betalen kregen John en Horace voor 10 procent aandelen in de jonge autobouwer en belangrijke posities in de raad van bestuur. Het gigantische succes van de T-Ford maakte van de broers miljonairs.

Begin jaren 1910 wilde Henry Ford herstructureren om minder geld aan de aandeelhouders te hoeven uitkeren. De Dogdes hadden het wel gehad met de man en kondigde aan dat ze uit de raad van bestuur zouden stappen en een eigen auto gaan bouwen. De woedende Ford verdubbelde het loon van zijn werknemers, verlaagde zijn prijzen en investeerde in zijn tractorfabriek om maar geen dividenden meer te hoeven uitkeren. De aandeelhouders begonnen in 1917 een rechtszaak die in 1919 eindigde toen Ford de aandelen van de Dodges terugkocht.

Geschiedenis

In 1914 richtten de broers The Dodge brothers motor vehicle company op en introduceerden hun eerste auto. De auto had een 3,5 liter van 40 pk en kostte 785 USD. Dat was veel meer dan de T-Ford maar de Dodge was wel moderner dan de uit 1908 daterende T. De auto had succes en het eerste jaar werden reeds 45.000 exemplaren gebouwd.

Het merk Dodge kreeg al snel een naam voor de betrouwbaarheid van haar auto’s. Die betrouwbaarheid deed ook het Amerikaanse leger voor Dodge kiezen tijdens de Eerste Wereldoorlog. Dodge produceerde legervrachtwagens tijdens de oorlog die ook door het Franse leger werden ingezet. In 1918 kreeg het bedrijf een erekruis van Frankrijk.

In 1920 waren reeds 140.000 Dodges geproduceerd en groeide het merk uit tot de op één na grootste constructeur in de Verenigde Staten, na Ford. In januari dat jaar stierf John Dodge aan een longontsteking en in december stierf Horace Dodge aan griep en levercirrose. Frederick Haynes nam de leiding over Dodge Brothers over tot de weduwes van de broers, Anna en Matilda, het voor 146.000.000 USD, destijds het grootste overnamebedrag uit de geschiedenis, verkochten aan Dillon, Read & Company die hierbij General Motors overtrof. Op 31 juli 1928 werd het bedrijf doorverkocht aan Chrysler voor 175.000.000 USD.

Nadat Chrysler de Britse Rootes Group en het Franse Simca in 1967 overnam en er Chrysler Europe mee vormde werd de merknaam Dodge in Europa gebruikt voor lichte bedrijfsvoertuigen die voorheen Commer en Karrier hadden geheten. Ook de pick-up– en bestelwagenversies van de Simca 1100 heetten vanaf dan Dodge.

In de jaren zeventig kwam Chrysler in zware financiële problemen. Chrysler Europe ging in 1977 ten onder en werd in 1978 voor symbolische bedrag van 1 dollar verkocht aan Peugeot. De fabriek werd verkocht aan Renault dat de Dodge-vrachtwagens verkocht als Renaults en ze uiteindelijk uitfaseerde. De fabriek werd uiteindelijk een motorenfabriek. In 1998 kwam Dodge samen met Chrysler in handen van het Duitse DaimlerChrysler.

1915-dodge-archives

1925 Dodge-Verheul L+R Dodge Lith NL

1928 Dodge-Brothers USA

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

1929 Dodge Brothers ad

Dodge bus 1930-1939 after an accident

1930 Dodge Verheul NL

1931 Dodge Verheul NL

1935 Dodge Wayne Bodied School Bus

1936 Henson’s Dodge AUS

1936 Dodge

1938 ESA 40 Dodge Perkins Medema NL

1938-196 Dodge Thailand

1939 Coche 29, Dodge, Agosti carr..Juan Flores(p) (puerta) Angel Labombarda(Derecha)

1939 NZ Dodge Postoffice Bus

IMCDb.org 1939 Dodge WD

Ex- RAF WW2 Dodge VK Truck 1940

Dodge Vintage Bus Spain

1942 Dodge Schoolbus

1943 Dodge Wilson

1944 Dodge Thai Bus 25

1945 Dodge Hainje B-31857 ©Jan Voerman

1946 ESA 5 Dodge Hainje NL

1946 ESA 12-2 Dodge Noodcarrosserie ESA

1946 Dodge Schoolbus

1946 Van Hool Dodge-Chassis NL

1946-Dodge-power-wagon-schoolbus-24

1946-Dodge-bus-carrosserie-de-Schelde-van-de-Marnedienst-foto-1951 NL

1946-Dodge-de-Schelde NL

1946-Dodge-de-Schelde-ESA-45-en-47 NL

Dodge School Bus

1947 DODGE BUS WAGON WITH WOODIE TEARDROP

1947 Dodge F-30185

1947 Dodge-Highlander

1948 Dodge Bus Chassis

1948 Dodge Amersfoort NL

1948 Dodge Brothers 240 (Majoral) Spanje

1949 Dodge 21 zitpl TMP NL

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1949 Dodge 21 zitpl TMP NL

1949 Dodge 31 zitpl TMP14 NL

1949 Dodge Adena-firedept rf

dodge-school-bus

1949 Dodge autobus Heiloo NL

1949 Dodge PREVOST Stretch 6 Can. © J.P. Lajeunesse

1950 Dodge Kew 125L Sannes Norway

1950 Dodge School bus pick-up

1952 Dodge Yellow school bus

1952 Dodge-Convoyer

1953 Dodge-school-bus © Hank Suderman

1954 Dodge Wayne

1955 Dodge School bus

1956 Dodge EBY-614 2836 Maltaship

1956 Dodge hwh stn 44 History

1956 Dodge PikiWiki Israel 3691 BUS

1957 Dodge Schoolbus

1958  Dodge AMZ-de Muynck 35 NL

1958 Dodge School Buses

1959 Dodge 12 deurs

1959 Dodge

1960 Army Dodge Power Wagon

1960 Dodge Bus

1961 Dode SchoolBuses

1961 DODGE Malta

1962 Dodge-school-bus

1962 Dodge-school-bus

1963 Dodge Leyland FRY-363 2500 Maltaship

1963 Dodge bus

1964 Dodge-Haugesund Turistbiler Norway

1965 Dodge Malta © Keith Till

U.S.Army. Dodge A 100 bus

1965 Dodge sportsman wagon

1965 Dodge

1966 Dodge Motorhome

1966 DODGE A100 CAMPER

 1966 Dodge Sportsman wagon school-van © J.P. Joans

1966 Dodge

1967 Dodge Sportsman Wagon

1968-Dodge school-bus

1970 DODGE A100

1974 dodge-b300-bus-benzine-zwart

dodge-d700-bus-1976

Dodge D400 Bus (1977)

DODGE CAR LOGOS

Dodge D400 Bus (1978)

Dodge D500 Bus (1980)

Dodge D700 Bus (1980)

1980 Buseta Dodge D300 Pájaro Azul

1981 Dodge ram-school-bus

1981 Dodge-ram-school-bus

1982 Dodge PTH s600 Bus

1983 Dodge 50

1983 DODGE S800V 16 seater

1984 Dodge 16 seat buses

1985 DODGE 20

1985 Dodge-D

1986 Dodge D700-Caio

1994 VanHool Dodge Buses Serbus

1998 Dodge-commando-g13-wadham-stringer-vanguard-coach

2001 Dodge 2500 mini bus spotted in Denali

2005 Thomas Dodge Left Front

1990 G13-Dodge-Renault bus

1998 Dodge Renault ints text

Metalpar Dodge Linea Buses Tucapel Concepcin

Dodge Renault

DODGE images

The END

Filed Under: AGOSTI, Buseta, CAIO, Camper, Chrysler, COMMER, DaimlerChrysler, de Muynck, DE SCHELDE, DODGE, Dodge Brothers, Firebrigade, Ford, Hainje, KARRIER,Medema, Metalpar, OLD BUSES, Oldsmobile, Perkins, Peugeot, Prevost, RENAULT, Simca,USA, Van Hool, VERHEUL, Wadham Bros, Wilson

Buses + Trucks FARGO

Buses & Trucks FARGO

Fargo Trucks

1936 Fargo

Fargo FK2-33 Truck 1946

Fargo pumper fire truck from Témiscaming, Quebec.

Fargo Power Wagon truck in Batey ha-Osef Museum, Israel.

A 1956 Fargo pickup.

Fargo was a brand of truck manufactured by the Chrysler Corporation. In general terms, Fargo trucks were a mere rebadging of Dodge trucks models.

History

1929 fargo truck

The first Fargo trucks were built in Chicago by the Fargo Motor Car Company from 1913 until 1922. In 1928 Chrysler bought the business and created their own line of Fargo trucks. Shortly after its creation, Chrysler bought too the Dodge Brothers Company, adding Dodge and Graham Brothers badged trucks to its product line.

From then on, Fargo trucks were almost identical to the Dodge ones, save for trim and name, and were sold by Chrysler-Plymouth dealers. Production began in the late 1920s.

Fargo Old Timers

U.S. sales were discontinued in the 1930, but the name Fargo was used until 1972 for Canada, and lived longer for other countries around the world under the Chrysler Corporation’s badge engineering marketing approach. Most of the Fargo trucks and bus chassis sold in Argentina, Finland, Australia, India, and other countries in Europe and Asia were made in Chrysler’s Kew (UK) plant. Most were sold also under the Dodge, Commer or DeSoto names.

Theories on why Chrysler used the name Fargo include the imagery of open range of the American west, symbolized by the city of Fargo and the Wells-Fargo stage lines, while another theory assumes there was a play on the words “Far” and “Go”, denoting durability.

FARGO ED8 cover final

Fargo trucks today

The Fargo brand still exists in Turkey, where Fargo and DeSoto trucks are currently made by Turkish manufacturer Askam, with no technical or business connection with Chrysler.

FARGO

40 FARGO

Fargo Historia Argentina

1936 FARGO AGOSTI Argentina

1937 Fargo 12

1939 Coche 29, Dodge, Desoto o Fargo de 1939 Agosti carr..Juan Flores(p) (puerta) Angel Labombarda(Derecha)

1939 Fargo Fire truck

1939 Fargo Power Wagon ©Mac Mackay

1940 EM-Fargo

1940 Fargo

1940 fargotrucks

1941 fargo blue coe

1940 FARGO Fast Delivery Truck

1941 Fargo Truck Ad-03

1941 fargo bottle carrier

1941 Fargo Bus

1941 Fargo Truck Ad-02

1940 fargo-pickup-07

1940 fargo-trucks heavy

1940 fargo-truck

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1941 fargo museum

1941 Fargo FK7

1941 fargo

1941 fargo-truck

1942 FARGO Grey

1942 Fargo Agosti Argentinië

1941 fargo-pickup-08

Fargo Truck Esso

1942 fargo-pickup

1942 fargo-pickup

1943 FARGO Firebrigade

1943 fargo-pickup

1943 Fargo-truck

1944 Fargo Truck special

1945 Fargo Fire Truck South Norwich

1943 FARGO Firebrigade

1946 Fargo PikiWiki Israel 3691 BUS

1948 fargo truck

1948 FARGO 404885 ©Schmitt

1948 fargo trucks

1948-53 Fargo Truck

FARGO  F-1-B-108 Australië

FARGO Ambulance

1948-53 Fargo Truck F-1-D-116/125

fargo-pickup

1948-53 Fargo Truck

fargo-truck

1948-53 Fargo Truck F-1-PW-126

Fargo pool

fargo thumb

Bus Station with a lot of Fargo’s

Fargo Wagon Catalogus

1948-53 Fargo Truck

1949 Fargo Truck Ad-03

1949 Fargo

1950 Fargo anni 50 camion espagna

1952 Fargo FO-5

1952 fargo stake truck

1952 Fargo Truck Ad-01

1953 Fargo Truck Ad-01

Fargo Keep Truck

Fargo Texaco Tanktruck

1953 Fargo Truck Ad-02

1954 Fargo Bangkok

1954 Fargo Truck Ad-01

1956 fargo-truck ©Dan Stern

1957-fargo Truck

Classic Fargo Truck HDR Sm

1959 Fargo D-700

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FARGO/DeSoto Firebrigade

Fargo ©Bill Strong 2010

FARGO BUS ©Edgar Guillermo Calderón Fallas

1960 Fargo Pick Up

1961 Dodge Fargo March 61

FARGO Bus

1961 fargo-fire-truck

1962 Fargo 300 stake truck

1962 Fargo D Bus

1965 Fargo Truck Ad-01

1965 Fargo van

1967 Fargo School Bus

1968 fargo 1ton truck

1970 fargo a 100 by 1

1970 Fargo front cover

1971 Fargo bus in Singapore ©Jack Suite

1972 FARGO LD Large

1971 Fargo Truck Ad-01

1972 Fargo Truck

1975 FARGO D 100 S

1975 FODGE FARGO 42U

1979 Fargo

Dodge Fargo Sportsman Wagons

FARGO ACP1

Fargo Chrysler

Fargo Power wagon service truck

Fargo Power Wagon 126

Fargo Power Wagon

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1931-bus Fargo

Fargo Power Wagon Brochure

FARGO POWER WAGON Ad

1963 FARGO-DODGE Power Wagon ambulance

Fargo Power Wagon

Fargo Power Wagon WM 300 4X4

Fargo Power Wagon R 2

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@

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FARGO POWER WAGON GREY©Roberto Yánez

FARGO Power Wagon Red

Power Wagon Fargo Grey

1946-1968-Fargo-power-wagon-24

1946-1968-Fargo-power-wagon-24

Fargo Turkije Jenny Engelhard

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Askam Fargo Fora LD 100 VXL Turkey

2008 Fargo Turkey

Fargo hi-ex 128 Turkey

fargo camyon turkey

FARGO –  ASKAM resim6400 Turkey

2011 Fargo-Hi-Ex

Voor FARGO zie OOK DODGE, CHRYSLER, PLYMOUTH en ASKAM

END

Filed Under: AMBULANCES, ASKAM, BUSES, Chrysler, COMMER, DESOTO, DODGE,Dodge Brothers, FARGO, FIRE & RESCUE, Plymouth, Trucks

Buses ASKAM – Desoto – Dodge – Fargo Turkye

Bussen ASKAM DESOTO

 

Askam Logo

We gaan beginnen aan een merk wat in verschillende landen verschillende namen voor hun bussen hanteert. Aan de oorsprong staan Dodge en DeSoto. In Turkije heet dit merk Fargo, maar je komt ook bussen in de streken daar tegen onder de naam Askam.

http://explow.com/Askam_(trucks) Het is na eerst een concern te zijn geweest van Daimler, inmiddels een samenwerking tussen Toyota, Isuzu, Hino, Dodge, Desoto en ze maken van zware Trucks tot lichte busjes, pantservoertuigen maar ook bussen.

Askam AS 250 AWDM Tenteli-Kasa 4×4

  

Askam Dodge Desoto Fargo Thai Bus Bangkok 25-44 Dodge

Askam Desoto Fargo Schoolbus 1967

  

Askam » DeSoto AS250 D – WD Turkije

Askam Fargo Desoto Thai Bus 1965 Bangkok 54-3 Fargo

  

Askam Desoto Thai Bangkok Bus 46-22 open

Askam PikiWiki Israel 3691 BUS 1946

  

Askam DeSoto AS250 D – 4WD open bus

Askam Dodge Fargo Desoto Open Bus

  

Askam Fargo Desoto Bangkok Thai Bus 1960 AXX-Xb HB ?

 

 

 Askam, Bussen, Daimler, Desoto, Dodge, Fargo, HINO, ISUZU, Toyota