[Dodge Brothers] Identity Crisis: History of the Dodge Charger #blogpost

In 1964, Ford introduced the Ford Mustang alongside the “pony car” image, a car class of affordable coupés with long hoods and short decks. The car was an immediate success, acclaimed for its innovative design. With the Mustang’s introduction, a new wave of competitors were eager to tackle the undiscovered market.

Among those competitors were Chrysler, who selected Dodge, their division that specialized in family sedans and coupés at the time. The ultimate decision was to enter the intriguing market with a B-body fastback. So, designers went to work.

Quickly after the Mustang’s release, Dodge unveiled the “Charger” as a concept in 1964. Although the car seemingly shares little resemblance to the original production model; this would come with the second concept, introduced in 1965. The 1965 concept showed more similarity with the fastback identity, whereas the 1964 concept lacked.

With small modifications and tweaks, by 1966, the Dodge Charger entered production. Mirroring the Coronet, the Charger was exceptionally similar to other cars in the same market. With a low, fastback design, unique interior, practicality, and a classic rotating headlights feature, the Charger was soon regarded as the new entry-level Chrysler.

The car was a success in the public throughout the 1966 model year, with total production numbers climbing up to about 40,000 units. The car’s popularity was partly persuaded by its hardware—this included four full bucket seats, and accessible cargo space.

1967 brought slight changes to the Charger model, with a different exterior, and new options available. The most notable change came with the performance; in 1966, the Dodge featured three engine options - a 318 V8, 361 V8, and infamous 426 Hemi. However, 1967 bought four.

Despite the alternative options, the 1967 model year proved to be less successful, with a little less than 16,000 units being sold. This would mark the end of the first generation of the Charger; receiving a re-design for the following year.

When it came to redesigning the new car, Dodge found inspiration from the likes of the older Pontiac GTO, the fastback-style roof from the first generation replaced, and a range of Group 7 racing cars with the “kick-up” spoiler. With the new Charger receiving less practical options, Dodge topped the cake with a new performance package, or the introduction of the R/T name.

The Road/Track trim offered a 440 “Magnum” engine that was also offered the year before, with the 426 Hemi engine as an additional option. As a trademark, Dodge added two same-colored stripes located on the rear, stretching across the entire body, side to side.

The following year had the Charger receiving modifications, specifically in the exterior department. With a new grille split by a center divider together with new taillights helped the 1969 model year to be one of the most iconic and recognized classic cars of its era.

With varying engine options ranging from 290 horsepower to 335, the 1969 Charger became quickly popular. With competitive performance and looks to match, the car was a success, acclaimed in the media and community.

But 1969 wouldn’t just bring the Charger; it would also see new release of one of the most known specials of the 1960s and 1970s—the Dodge Daytona. With innovative aerodynamics, the Charger Daytona produced over 1,800 pounds of downforce. This downforce helped the iconic Dodge to become the first NASCAR stock car to surpass the infamous 200 mph mark, achieved at the 1970 Talladega 500.

In 1970, the American muscle car received changes. Similar to the 1968 model, the 1969 grille was removed, this time with a full grille, no middle divider. The rear remained similar when compared to the 1969 Charger, however. Small interior changes were made as well; with new bucket seats, and small placement changes to the dashboard.

Once again, various engines were made available. With a new 440 V8, and an optional hood cutout with the HEMI badge, figures went up to an astonishing 390 horsepower.

After the changes made throughout the first two generations, 1971 saw a new Charger hit the markets with a heavily revised exterior look. With similarities to Plymouth models, the Charger featured a more rounded designed, with a new split grille - this time, the split was more obvious.

Throughout the 1972, 1973, and 1974 production years, various changes were made. Several changes to the front end were clear, with the headlights marking the biggest change, being installed full-time in 1973. The 1973 Charger saw the biggest change all together, with the model’s design generally bigger in size.

With nothing but interior changes, the 1974 Charger, the last of the third generation, saw little change. Down came the muscle car identity; the car now veered towards a personal luxury car, and the performance wouldn’t match with the car’s supposed luxurious image.

When 1974 came to an end, Dodge begun work on remodeling the next Charger. But, instead of holding onto its old image, the Charger would be more “luxurious”. With the reason being infamous energy crisis in the middle of the 1970s decade.

What came out was a definite change. The car’s design was more shapeless than ever, with a more boxy design, a big difference from the more rounded design of the previous generation In certain perspectives, this wasn’t necessarily a bad thing; the real issue was the fact that the Charger was essentially a remodeled Chrysler Cordoba. In some regards, the Charger wasn’t the Charger anymore.

In 1976, no changes were made except for one new difference between the 1975 and 1976 Chargers. The latter Chargers were sold in four trims, a big leap for only one option, being the ‘SE’ trim.

Between the 1977 and 1978 production years, the Charger stayed similar for the most part. When production came to an end in 1978, Dodge decided to end production; for the time being at least. The end of production ended the line of the B-body Charger, and the Charger wouldn’t see a return to production until 1981.

The fifth Charger made its debut in 1981, designed as the Omni 024, a front-wheel-drive, economy focused hatchback. The remodeled, Omni-inspired Charger (known as the L-body) went into production for the 1981 half year.

Originally, the Charger was powered by a 1.7L I4 engine, producing about 63 horsepower, with 83 lb-ft of torque to show for it. For the next “full” year of production, the Charger received an upgrade, with the Dodge Charger 2.2. With mild performance coming from a 2.2L engine, the updated hatchback maxed out at 84 horsepower, with 111 lb-ft of torque.

Despite the rather dismal stat sheet, the Charger was still competitive against rivals. With a 0-60 time of under ten seconds, an upgrade from the previous generations - specifically the third generation, which went 0-60 in more than 11 seconds - the Charger 2.2 wasn’t necessarily a failure. Today, it’s almost known as one, but it really wasn’t that much of one at the time.

And performance got even better in the future. In 1983, Dodge released the new Shelby Charger, a performance-enhanced version with the help of legendary American, Carroll Shelby.

The new Shelby package gave the Charger 107 horsepower, 127 lb-ft of torque, and a 0-60 time of 9.6 seconds. (The Charger 2.2 had a 0-60 of 9.7, just one tenth slower.) The Charger also received better suspension and wheels for better handling, and had engine upgrades like a new camshaft.

Dodge would have their Shelby package revised in 1985, this year offering a turbocharged version. The turbocharged engine now meant that the Charger now produced 146 horsepower and 170 lb-ft of torque.

For the most part, the base Charger received little changes. In the remaining two years of production, nothing but small tweaks and options were offered to the general public. In 1985 for example, the base model received fuel injection as standard, and in 1987, the Shelby Turbo was offered in a small number nearing the 2,000 car mark, the rarest Charger model up to date.

In 1987, Dodge pulled the plug on the fifth generation, ending the production line. In its six and a half year span, the fifth generation Charger didn’t make an impact. It had been a victim of the 1980’s car scene, where small hatchbacks ruled the roads. Dodge wouldn’t produce the next generation until the 21st century, almost twenty years down the line.

For 19 years, 1987 to 2006, the Charger name remained under wraps. With nothing but the occasional rumor and concept, enthusiasts waited for the return of the Charger. Finally, Dodge reintroduced their famed muscle car, this time with roots dating from the earlier days of the B-body design.

The new LX platform (resembling the “coke bottle shape” of the early B-body Chargers, with a more modern take. A rounded shape and sloping rear gave the impression of the classic Charger too, making the resemblance of the older B-body design and new L-body more noticeable.

With the base (the SE) featuring a V6 producing 250 horsepower and torque each, the Charger was also offered a R/T variant, with a powerful HEMI V8. This V8 brought 340 horsepower to the rear wheels, alongside 390 lb-ft of torque. The sixth generation Charger not only had performance, but also had the benefits of practicality and function.

But the new Charger range didn’t stop at the base and R/T. The same year, Dodge unveiled the Charger SRT-8. The SRT brandishing was new for the Charger, but aroused interest among the media and older fans.

The beefier performance package came with an impressive 425 horsepower, as well as 420 lb-ft of torque. This was achieved by the 6.1L V8 under the hood, an upgrade from the R/T’s 5.7L, and the base model’s 3.5L V6. SRT boosted the 0-60 from the R/T’s time of 5.7 seconds to an impressive 5.4 seconds. The only downside of the car? All versions featured a five-speed automatic gearbox.

At the end of the 2006 year, the Charger had been sold as the SE, SXT, R/T, SRT-8, and Daytona. It had received both criticism and praise, but it was ultimately decided to continue production the following years.

When it came to 2007, the Charger went unchanged aside from the SXT and R/T trims offered in AWD form. The same year however, Dodge did present the new “Super Bee” variant to the market; it shared the same engine with the Charger SRT-8, but was sold in a special paint of a yellow base and black decals located near the trunk on both sides. The Super Bee production run was limited to only 1,000 units.

The LX generation didn’t see much change at all, with nothing but different performance being offered in varying trims. For instance, the 2008 Dodge Charger R/T package was upgraded from 350 to 372 horsepower.

After a halt in production from 2006 to 2010, the Charger’s LX platform was redesigned. For the 2011 model year, Dodge released the “new and improved” seventh generation, properly known as the LD.

The new LD was clearly different from the LX platform before it, with a remodeled exterior and interior to show. The different look gave the car a more menacing look, the Charger was intended to once again pay homage to the car’s early ancestors. And it kind of worked. The LD shared resemblance with the LX, but added a little more of a “clean” and almost practical look.

The base model of the 2011 car featured a 3.6L V6 engine, producing 292 horsepower with 260 lb-ft additionally. Performance wise, no former variants of the LX would return for the 2011 production year, leaving only the SXT and SE sold on markets. But the following year bought the former versions - the R/T, SRT-8, and Super Bee. The R/T’s engine (the famous 5.7 HEMI V8) produced 370 horsepower, 395 lb-ft of torque additionally.

With performance upgrades, power saw its peak at 495 horsepower, and 475 lb-ft of torque, both offered in the SRT, 392 Scat Pack, SRT-8 and Super Bee trims. At peak, the 2011-2014 production models accelerated to 60 mph in only 4.10 seconds, with an impressive top speed of 187 mph. 2013 saw the Charger receive a slight change in appearance, and small boosts performance wise, but not much else; the next year had similar changes.

Despite an impressive stat sheet, the LD generation saw its biggest change in the 2015. Receiving a noticeable facelift, the new model featured a more modern and menacing grille, as well as an altered rear design.

However, other than the facelift, and a revised interior, the 2015 Charger faced no changes. Although, in the performance market, Dodge had a trick up their sleeve: a car revealed on August 13, 2014. The Hellcat. Powered by the supercharged 6.2L Hemi with a monstrous 707 horsepower, and 650 lb-ft of torque. Trademarked with it’s own logo presented near the front wheel, the Hellcat quickly established itself as a performance juggernaut.

Other than the recent Hellcat, and other variants, not much change has been done. But the enthusiasts don’t mind. The Charger has been known for it’s brash and relentless approach to motoring, often in loud engine notes and the sweet smell of burnt rubber and gasoline. And Dodge intends to keep it that way. That’s the history of the Dodge Charger.

This is KPS Lucky singing out. Peace.

Make sure to read Sir GT-R’s post, about the history on the Charger’s older brother, the Dodge Challenger.