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Datsun 240Z Sports car

Sports coupe Datsun 240Z was born in 1969. The machine was intended for U.S. car market. The founder of the American branch of Yutaka Katayama convinced management of Nissan in need of such a model. Official presentation of the new two-seater sports car Datsun 240Z held in New York in October 1969. Originally, the car would be called Fairlady, but fearing that the name is not accepted in America, limited numbered – Datsun 240Z.

Datsun 240Z Tuning

The exterior design in Datsun 240Z has been very successful, he was executed in classical style and reminded «Jaguar E-Type.” Technical stuffing also commands respect. Independent suspension with struts “McPherson” and stabilizer bars, copied from the “Lotus-Elan, provide excellent car driving performance. Datsun 240Z Straight six-cylinder engine with overhead camshaft with a working volume of 2,4 liters capacity developed 151 horsepower. Datsun 240Z Coupe weighing 1,068 pounds were dispersed to 208 km / h and stokilometrovuyu mark from the place reached in nine seconds

Datsun 240Z exotic car

In 1974 he appeared four-seat coupe 2 +2 extended to thirty centimeters a body fitted with a 2.6 liter engine, this car received index 260Z. In 1976-77, the released version of Datsun 240Z with engine capacity of 2.8 liters. In 1978 appeared the last modification Datsun 240Z issued before 1983, with the new engine of 2.8 liter and automatic transmission. Datsun 240Z

Datsun 240Z racing car

Datsun 240Z interior view

Datsun 240Z has become incredibly popular car in the seventies of last century. In many ways, this contributed to its value, which was lower than that of similar vehicles. Total until 1979 was released over half a million cars a series of Datsun 240Z

Datsun 240Z Rally car

Datsun 240Z Limited Edition

1965 Ferrari 365 P2

The 365 P Guida Centrale “or” Tris Speciale “was the very quick response to the Lamborghini Miura and Ferrari’s, years before the 1971 appearing Berlinetta Boxer, who was then to actually rivals the Miura. Pininfarina had already in 1966 presented in Paris a very original Berlinetta, the motor in the center of the frame was located.1965 Ferrari 365 P2

1965 Ferrari 365 P2

The special feature of this 1965 Ferrari 365 P2 was enlarged by a transparent roof of glass surface, which allowed a clear insight into the interior, where there were three seats and the pilot took the place in the middle.1965 Ferrari 365 P2

1965 Ferrari 365 P2 On the track

Lamborghini specialized in the mid-engine design, but Ferrari and Pininfarina went to their “central concept” one step further. With a longitudinally mounted V12 engine in the middle frame and three front seats they set the central concept consistently.1965 Ferrari 365 P2

1965 Ferrari 365 P2 Exotic model

1965 Ferrari 365 P2 Sports car

1965 Ferrari 365 P2 Racing car

1957 Chrysler 300C retro car

Sales of the C300 were fueled by its success on the stock car circuit. The C300 dominated the sands of Daytona Beach, Florida where it won the stock production class and took home the Tom McCahill trophy. From 1955 through 1957 it was the fastest American car.

In 1959, a 300D driven at Utah’s Bonneville Salt Flats by Norm Thatcher set a new Class E speed record of 156.387 mph. During the same year, Brewster Shaw achieved a quarter-mile time of 16 seconds with a trap speed of 94 mph at Daytona Beach, Florida.

For 1956, Chrysler increased the displacement of its Hemi engine to 5.8 liters and changed the name to 300B. With 355 horsepower, the V8 engine had one horsepower per cubic inch, an achievement that very few manufacturers were able to claim.

The letters continued to climb the alphabet annually until the 300L of 1965 (the letter I was skipped). They became known as the ‘letter cars’. In 1959, the 392 hemi was replaced with the 413 cubic-inch Golden Lion wedge-head design engine. In 1962, the 300 Sport series became available along side the 300H. The 300, without a letter designation was continued until 1971. In 1970, the 300 Hurst was produced, built by Chrysler and modified by the Hurst Company. The modifications included two-tone paint, special striping, spoiler on the deck lid, and wheels. The 300 name was again revived in 1979 as the 300 Special Edition, but endured a short life span. It was based on the Cordoba platform and available only in white with red leather interior.

1957 Chrysler 300C in Showroom

n 1955, Chrysler introduced the C300. The ‘C’ stood for coupe and the 300 was the horsepower rating of the original Hemi engine equipped with , two four barrel carbs, solid lifters, special manifolds, and enlarged dual exhausts. This vehicle gave the Chrysler Corporation a performance and sporty image, a much needed persona in this post World War II era. Many European manufacturers, such as Jaguar and MG, had introduced high powered, small, responsive sports cars. American manufacturers countered with the Chevrolet Corvette and the Ford Thunderbird. The Chrysler 300 was a performance car with a contemporary ‘Forward Look’ designed by ex-Studebaker stylist Virgil Exner. The design was void of the popular chrome sides which was prevalent during this era. It was simple but aggressive gentleman’s car.
The Chrysler 300 was outfitted with a hemispherical (Hemi) combustion chamber 5.4 litre V-8 that produced 300 horsepower and matted to a performance modified two-speed ‘PowerFlite’ automatic gearbox. The body came from the New Yorker; rear quarter moldings were compliments of the Windsor. The two piece grille came from the Imperial. An improved suspension was implemented to provided sporty and responsive handling. The base price was $4,055.

1957 Chrysler 300C Exotic retro car

For 1956,Chrysler increased the displacement of its Hemi engine to 5.8 liters and changed the name to 300B. With 355 horsepower, the V8 engine had one horsepower per cubic inch, an achievement that very few manufacturers were able to claim.

The letters continued to climb the alphabet annually until the 300L of 1965 (the letter I was skipped). They became known as the ‘letter cars’. In 1959, the 392 hemi was replaced with the 413 cubic-inch Golden Lion wedge-head design engine. In 1962, the 300 Sport series became available along side the 300H. The 300, without a letter designation was continued until 1971. In 1970, the 300 Hurst was produced, built by Chrysler and modified by the Hurst Company. The modifications included two-tone paint, special striping, spoiler on the deck lid, and wheels. The 300 name was again revived in 1979 as the 300 Special Edition, but endured a short life span. It was based on the Cordoba platform and available only in white with red leather interior.

Even with eleven years of production, less than 17,000 were produced. The bodystyle’s available were either a two door hardtop or convertible. The convertible was not available during 1955, 1956, and 1963.

1979 Chrysler Cordoba on the beach

Originally introduced in 1975 as an upscale personal luxury vehicle, the Chrysler Cordoba did well in the personal luxury market at the time that was large and growing. The Cordoba was a twin of the formalized Dodge Charger SE. Considered to be one of Chrysler’sbetter efforts, the Cordoba was sleek, well proportioned and very graceful. Priced to compete with the Chevy Monte Carlo, the Ford Elite and the amazingly successful Oldsmobile Cutlass Supreme, the Cordoba was originally intended to be a Plymouth, but due to the losses from the newly introduced full-size C-body in 1974, Chrysler instead sought higher profits by marketing the model as a Chrysler.

Originally a B-body, which was just one step in size above the Valiant A-body, the Cordoba was smaller than other Chryslers; which were C and D bodied. Teamed up with semi-elliptical rear springs and a rear anti-sway bar, the suspension used longitudinal front torsion bars with lower trailing links and an anti-sway bar. These provided the large, heavy car with very decent handling. Appearing in 1978 and on most vehicles by 1979, a standard lockup torque converter was added.

1979 Chrysler Cordoba Luxury coupe

The new Cordoba in 1977 included a chrome-plated grille, new tail light lenses, either new body colors, deck lid lock cover and medallion, low-slip torque converter, weight reductions, black and white checked cloth-and-vinyl seat covers and much more. Newly optional were T-tops, color-keyed body-side mouldings, side and deck stripes, and a padded landau roof with an illuminated opera band across the roof and Frenched rear quarter windows.

The original Cordoba design underwent only very minor changes from 1978 through 1979 before a large variety of factors contributed drastically to a decline in sales. For ’78 a very modest restyling was underwent to shape the headlights into a stacked configuration, which unfortunately made the Cordoba look very similar to the front end of the 1976-77 Monte Carlo. The restyling also made the Cordoba appear even heavier than its 1975-77 predecessor. In 1978 the Chrysler Cordoba was joined by the Dodge Magnum XE and GT, and by the Dodge Mirada in 1980.

In order to save some weight, the Cordoba underwent a variety of changes. A power sunroof was made option, and only a single model, a two-door hardtop body was available. Now the base engine was the 318 and Lean Bum, and the 360 was optional along with the 400 V8. The wheelbase was at 115 inches.

Unfortunately the weight gain did not bode well for the Cordoba as the Chrysler Corporation was facing financial issues, and the rising gas prices and tightening fuel economy standards hurt the vehicles sales. At the same time, Chrysler’s quality reputationwas also under the microscope. Cordoba was still popular for a Chrysler in 1978, but with sales having dropped from 160,000 a year, two years running, to a pitiful 112,000, the conclusion was depressing. During its final year in 1979, the original Cordoba featured its high performance once again as it provided the platform for a one-year-only revival of the Chrysler 300 name.

1979 Chrysler Cordoba Rear view

For 1980, and the second generation of the Cordoba, the vehicle was downsized and the new smaller model used the J-platform which dated back to the ’76 Plymouth Volare and was teamed up with the newly-named (though very similar) Dodge Mirada. For the 1981 year, Chrysler once again revived the Imperial as a third variant of the J-platform. The famous 225 Slant Six engine was used in the Cordoba and Miranda, which was reliable, but didn’t seem to have efficient enough power for these up-market coupes. The 318 V8 was an option, along with the 360 V8 on the Cordoba.

Though not unpleasantly styled, the second-generation Cordoba didn’t seem catch the eyes of the consumers as it did when it first debuted, and sales reflected this. The appearance of the Cordoba changed from the rounded look of the first models to a more contemporary, square look, complete with front fins. The smaller unfortunately didn’t bounce back much likes it competitors had when downsizing is tough on personal luxury markets.

The 1982 model only brought about minor changes that included halogen headlamps along with better rustproofing. This was also the first year for clear coat paint. Chrysler management finally shut down the Cordoba in 1983 as Chrysler was increasingly concentrating on its compact, front wheel drive models with modern four and six-cylinder engines.

The Chrysler Cordoba today still attracts a bevy of enthusiastic and loyal fans, and some models are considered to be collectibles. The most collectable are the ones with optional four-barrel carburetor and the rare Cordoba-based 300 of 1979.

1982 Chrysler LeBaron Convertible

Manufactured more than six decades ago, the original bearer of the LeBaron name is the 1931 Chrysler Custom Imperial Eight. One of the numerous prominent coachbuilders that sprung up in the 1920s, LeBaron was founded in Bridgeport Connecticut in 1920 by Thomas L. Hubbard and Raymond Dietrich, formerly of Brewster. Originally named LeBaron, Carrossiers Inc., the company served as design consultants. The company didn’t become body builders in addition to designers until 1924 after merging with the Blue Ribbon and Bridgeport Body companies.

Though neither Hibbard nor Dietrich were French, the named the company LeBaron simply because the name sounded French. The market for custom bodywork in the U.S. largely dissipated by the late 1930′s due to the Depression and the efforts of corporate stylists like Ford’s Eugene Gregorie and GM’s Harley Earl.

The name LeBaron was eventually revived by Chrysler, (though not the company,) for it’s top of-of-the-line Imperial in 1957. Offered as either a pillared sedan or four-door Southampton hardtop, the first Imperial LeBaron was offered at a base price of $5,743. The LeBaron nameplate was used to denote the highest model of Imperial. The midrange model was the Imperial Crown, while ‘entry’ model was the Imperial Custom. Through 1975 the Imperial remained the top-of-the-line model and ended its reign as a separate marque. The final Imperial was a LeBaron hardtop. Imperial ceased to be in 1975.

1982 Chrysler LeBaron Coupe

In 1977 the LeBaron nameplate was again revived for the rear-wheel drive M-body Chrysler that was based on the mechanicals of the corporate A-body (Dodge Aspen/Plymouth Volare). Though the name LeBaron had been used before on Imperials, this was the first time in History that the name was used on its own.

In 1982 the LeBaron model name was transferred to the new front-wheel drive line when Chrysler-branded rear-drive M-body was renamed New Yorker Fifth Avenue for the 1983 model year.

In 1978 the vehicle was available as a wagon, and all had the Town & Country wood paneling until a plain base wagon with featured in 1980 through 1981. The LeBaron was available as a four-door passenger sedan in the early 80′s. For 1981 only a Police version was made available. The now-famous K-cars were introduced in 1982, where it became an upscale version of the Dodge Aries and Plymouth Reliant. The LeBaron ‘K’ was offered as a convertible through 1986, and as a sedan through to 1988. From 1985 through 1989 an ‘H’ body LeBaron GTS hatchback (Dodge Lancer) was offered. From 1990 through 1994 the ‘A’ body LeBaron sedan (Dodge Spirit/Plymouth Acclaim was featured. The Town and Country station wagon version was also offered this year as well. From 1983 through 1986, limited quantities of a special Town and Country convertible was made available in simulated wood paneling that closely resembled the original 1940′s Town and Country.

1982 Chrysler LeBaron classic car

Following the discontinuation of the first generation LeBaron coupe and convertible in 1986, a new LeBaron was introduced by Chrysler. Also available as either a coupe or convertible, this newest model was built on the J platform. The 1987 model featured headlights that were hidden behind retractable metal covers, curved (Coke bottle) style rocker panels, and a waterfall grille. These models were called the Chrysler Phantom in Mexico. 1987LeBarons featured available engines that were the stock 2.21 and 2.51, either naturally aspirated or turbocharged. For the 1990 model year a 3.01 Mitsubishi V6 was featured. Equipped with a trip and fuel economy computer and full instrumentation, in 1990 the instrument panel was totally redesigned.

Considered to be the traditional year, in 1987 the ‘J’ body LeBaron coupe and convertible was introduced as successors to the ‘K’ based sedan and convertible. The ‘J’ was the only modern LeBaron that wasn’t carbon copied into a Dodge/Plymouth offering.

Though mechanically similar to the Reliant and Aries the LeBaron resembled the much larger E-body sedans. Discontinued in 1988, this generation of LeBarons featured Chrysler‘s Electronic Voice Alert, which was a computerized voice that let passengers know that ‘A door is ajar’, or to ‘Please fasten your seat belt’. The Reliant and Aries ceased production in 1988.

Built exclusively for time trials at the Bonneville Salt Flats, the 1992 Chrysler Baron Coupe was powered by a VNT turbocharged 2.0L that was based on the 2.2L/2.5L turbocharged engines that were found on many street LeBarons. The engine produced an amazing 450 hp with an exhaust header, customized intake and an intercooler that still fit into essentially a stock body.

The LeBaron received a slightly restyled exterior for the 1993 model year. The hidden headlamps from earlier models were deleted and replaced with less costly aerodynamic replaceable-bulb headlamps. All models received the amber rear turn signals that were introduced on the deluxe 1992. New wheel styles were also made available. For 1994 the new ‘Bright LX’ d?cor package was offered and featured a ‘bright’ chrome grille, ‘bright’ chrome badging, and ‘bright’ chrome molding inserts. Featured engines were naturally-aspirated 2.5L L and turbocharged 2.2 and 2.5L versions of Chrysler’s I4 and the 3.0 L Mitsubishi V6.

1984 Chrysler Laser coupe

Production of the Daytona lasted from 1984 through 1993 and was sold by both Dodge and Chrysler. The Chrysler version, also called the Laser, was the upscale version. The Chrysler version was produced from 1984 through 1986; the Laser name would re-appear in 1989 and 1990 on the Plymouth.

Both the Daytona and Laser were intended to replaced the Chrysler Conquest. For Chrysler, the Laser had additional amenities and styling upgrades over its Dodge Daytona sibling. These included side skirt, air dams, spoilers, and a digital instrument cluster found in the XE trim. The Laser came in two trim levels, the standard was the XE and the XT was the top-of-the-line version.

The Dodge Daytona production began in 1984. For 1985, very few aesthetic changes were made but several important mechanical changes were added. There were three models offered and each could be purchased with the wrap-around spoiler which had been exclusive only to the Turbo Z model. The Turbo Z model was no longer a package but its own model. Perhaps the biggest news was the 2.2-Liter Turbo version received a boost in power to 146 hp. Additionally, a new shift linkage was installed.

Tunned 1984 Chrysler Laser

For 1986, Dodge did away with the mid-level trim model which left just the base model and the top-of-the-line Daytona model. A new 2.5-liter engine with 100 horsepower was added to the base trim level. Carroll Shelby offered a special Handling option package called the ‘C/S’ (representing his initials). The improvements included a 28mm rear anti-sway bar and 32mm in the front. Speed rated tires were added along with performance tuned struts. This package was separate from the Daytona Shelbys which would appear in 1987.

Only 7,704 owners opted for the ‘C/S’ package, which was more than those who selected the new T-Roof package for 1986. Only 5,984 examples were installed with this feature.

For 1987, Dodge restyled the Daytona complete with new pop-up headlights. The Shelby Z package was added and included a Turbo II intercooled version of the 2.2-liter Chrysler engine. Power was impressive, rated at 175 hp. Additional improvements included Getrag gears, a heavy-duty A555 transaxle, numerous suspension improvements, and rear disc brakes.

1984 Chrysler Laser sports car

For 1988, a 3-liter V6 engine courtesy of Mitsubishi became available. For 1989 the ES package was added which included silver ground affects and a variety of exterior colors. In 1990, driver’s side airbags became standard on all Daytonas. For 1991, the IROC model was introduced, featuring a potent 2.5-liter. The 2.2-liter version was no longer offered.

In 1992, the Daytona received its second major restyling. The pop-up headlights were no more; instead, the lights were now flush-mounted in-between the bumper and the hood. A new grille and rear fascia also adorned the new Daytona. A very rare option, with only 230 buyers opting for this package, was the new 2.5-Liter ‘High Torque’ Turbo. More popular options included the 3-liter Mitsubishi engine in the IROC, and the new IROC R/T package which was fitted with the Turbo III engine which promised 224 horsepower.

Production continued until March 2nd of 1993 when it was replaced by the Dodge Avenger which would appear in 1995.

1978 Dodge Magnum muscle car

The Dodge Magnum model was introduced in 1978 and produced for only a short time, lasting until 1979. It was sold in the United States and in Canada as a rebadged Chrysler Cordoba. It was a replacement for the Charger SE in Dodge’s lineup and available in two bodystyles, the ‘XE’ and the ‘GT’.

One of the driving forces for producing this car, was for the NASCAR series. The Magnum was more aerodynamic than the Charger. The road-going versions featured four rectangular headlights, opera windows, and an optional T-Bar or power sunroof. Power steering, brakes and seats were offered as standard equipment. Mounted under the hood was a 318 cubic-inch V8 engine. Optional engines were available, including the two and four-barrel carbureted 360 and 400 V8s. The 400 was offered for only a single year, being dropped from the option list in 1970 as Chrysler ceased production of the big-block V8s at the close of 1978.

1978 Dodge Magnum Black Hardtop Coupe

The GT version was packed with performance, powered by a ‘E85′ police interceptor engine. The suspension was improved, a special axle adapted, and ‘GT’ badging placed throughout the vehicle.

1978 Dodge Magnum Racing car

The technology of the vehicle was advanced for its era. It had an onboard spark control computer, electronic ignition, and a lockup torque converter.

The Magnum name persisted for only a short time, being replaced by the Mirada after just a few years of production. The Mirada was a smaller car that had also been a rebadge of the Chrysler Cordoba.

The name ‘Magnum‘ would lay dormant for many years, making a re-appearance in 2005 as part of Dodge‘s full-size vehicle in their model lineup.

1980 Dodge Mirada Luxury sedan

A very rare vehicle, the Dodge Mirada was a hardtop coupe manufactured by Chrysler from 1980 through 1983. Based on Chrysler’s J body platform, the Mirada replaced the Dodge Magnum. The Mirada is identical to two other vehicles that Chrysler also manufactured at the same era, the Cordoba and the Imperial. Three engine options were available, an 85 hp Slant Six, a 130 hp 318 V8 and a 150 hp 360 V8. The Mirada was last manufactured in 1983 and at the end of its production year, only 5,120 units were sold.

The Mirada was a sturdy reliable little car, but unfortunately it didn’t become very popular during its three years of production. A mid-sized, rear-wheel drive coupe, the production numbers were very low, and less than 53,000 units were sold during its lifetime. During its production run, the Mirada would remain virtually unchanged with the exception of paint colors and engines. In 1983 the Mirada was replaced with the Chrysler 600. Basically, the Mirada was fairly doomed from the start in the market. Rear wheel drive had gone out of fashion in the car industry quite some time ago, and unfortunately even the true Plymouths were going out of style with their boat-like appearance.

1980 Dodge Mirada Targa

The Mirada was introduced as a luxury coupe, and it did indeed feature luxury items that would have been found in American models during, such as AM/FM radios with cassette players, various power options and leather upholstery.

In introducing the Mirada, Chrysler was also attempting to succeed on the NASCAR front as well. Lee Iaccoca personally requested Richard Petty to campaign a Mirada in NASCAR. Several drivers, including Petty built race ready test vehicles and tested them. Unfortunately the Mirada was tested around 8pm slower than other GM and Ford vehicles of the day and Petty and other drivers chose to go with another model. Arlington Racing did decide to go with the car and campaigned it from 1981 through 1984 racing seasons and managed 15 top-ten finishes during those years.

The main driver was Buddy Arrington; number 67, who ended up carrying the flag for Chrysler in NASSCAR after Petty Enterprises went to GM. The Marida was mainly used as a short-track car, while using a ’81-83 Imperial on superspeedwars. Several other drivers, including Dave Marcis and Dick May did choose to run the Mirada several times in 1981. Unfortunately the vehicles either broke down or finished several laps behind the leaders.

1980 Dodge Mirada stylish Limousine

The Mirada used transverse torsion bars in its suspension in the front and leaf springs with a sway bar in the rear. A ‘Sport Handling Package’ was offered on the Mirada and it included heavy-duty shock absorbers, torsion bar bushings, springs and anti-sway bars in both the rear and front. The braking system used drum brakes in the rear and power assisted disc brakes in the front.

Several different variations of rooflines were offered on the Mirada. Base models received a basic metal roof with a chrome beauty strip that reached from the bottom of the opera windows and across the roof. Buyers that wanted their Mirada to feature a sportier look could choose either a power sunroof, or a glass T-top roof. An even more luxurious option would be to choose either a vinyl landau roof or a cabriolet roof.

Every year except 1983 the T-tops and Landau were available, and the Cabriolet top could be purchased anytime. Unfortunately the power sunroof wasn’t very popular and was only available for 1980 and 1981.

Several basic wheel options were available, base models came with 15′ steel wheels with turbine-like hubcaps. Another option was polished ten-spoke, 15′ aluminum wheels with bright chrome center caps and painted section.

On the inside, the Mirada was available in a selection of styles and colors, though the most often chosen interior color was dark red. In the base vehicle, the dashboard was black with a faux woodgrain finish that surrounded the center console and gauges. The CMX featured a brushed aluminum finish that replaced the woodgrain. Options on the seating were either vinyl bucket seats, a 60/40 split cloth bench seat or leather bucket seats. The Mirada could be chosen with either a column shift or floor shift, while the bench seat was only available with the column shifter. Available steering wheels were either an interior –matched two-spoke wheel with horn buttons in the spokes. The CMX featured the Mopar ‘Tuff Wheel’ as the standard steering wheel in 1980 and 1981. The base models featured manual windows but the CMX could be purchased with power windows as an option.

1983 Dodge Charger sports car

The Dodge Charger was produced from 1966 through 1978, 1983 through 1987, and again beginning in 2006. Since its inception, the impressive performance and stylish bodies made the Charger an instant success. During its introductory year, 37,344 examples were produced.

The Dodge Charger was based on the Dodge Coronet platform, but with a fastback roofline. The headlights were retractable which resulted in a sportier appearance for the vehicle. The interior had four bucket seats with the rear seats able to be folded down that provided ample space for cargo. Under the hood was a 318 cubic-inch eight-cylinder engine that produced 230 horsepower. Optional was the 361 and 426 cubic-inch Hemi, available in various configurations. The 426 Hemi produced 425 horsepower and would set the buyer back $1000, a considerable cost considering the base price was $3122. Only 468 of the Hemi option were purchased.

In 1967 Dodge added the 440 cubic-inch Magnum to the Charger model line. With 375 horsepower, it was a cheaper option than the Hemi, easy to tune, and came standard with the R/T package. The 318 cubic-inch was still the standard option with the 426 Hemi the top-of-the-line producing 45 horsepower and 490 foot-pounds of torque. The production total for the Charger in 1967 was around 15,000 with 118 of those selecting the Hemi engine.

1983 Dodge Charger racing car

The 1968 Charger was redesigned, now with hidden headlights and a curvy body. The design was a success and sales soared to over 92,000 units. The Hemi option was available, with around 470 buyers opting for the option. The R/T package was a popular option with 17,665 buyers. Standard on the R/T performance package was the 440 Magnum engine producing 375 horsepower. Many argue that the 1968 was the most appealing muscle car of all 1960′s era.

For 1969, Dodge decided to make only minor improvements to the Charger. The grille now had a chrome center divider. Two new Charger models were available. The Charger 500 was a performance machine with some styling cues similar to the Dodge Coronet. The big news was the Dodge charger Daytona which is easily identified by its larger vertical tail stabilizer and front nose extension. With just over 500 examples of the Daytona produced, the $4000 vehicle was available with either the Hemi or the 440 engine.

The Charger was redesigned in 1970 and became available in new colors. The SE version added leather seats and an electric sliding sunroof. Dodge introduced the 440 Six Pack which featured three Holley two-barrel carburetors and produced 390 horsepower. In total, there were just over 10,300 Chargers sold in 1970 with 42 of those sales including the 440 Six Pack and 116 opting for the Hemi.

1983 Dodge Charger American Drag Racing Car

The muscle car era was coming to a close. Government safety regulations, emission controls, and insurance premiums were beginning to force manufacturers into detuning their engines. This was the last year for the mighty Hemi engine, which retained it 425 horsepower rating. The 440 cubic-inc engine was now rated at 370, down by 5 horsepower. The 440 Six Pack also lost five horsepower. The Charger was redesigned and lost a few inches at the wheelbase. Available in SE and R/T trim, it now shared a body with the Super Bee. This body-style design lasted until 1974.

The Rallye was the performance model for the Dodge Charger for the years 1972 through 1974. The Rallye was equipped with the detuned 440 cubic-inch engine with four-barrel carburetors, hydraulic lifters, and five main bearings. The result was 280 horsepower for the years 1972 through 1973. In 1974 the horsepower dipped to 275.

For 1973, Dodge offered the base 318 cubic-inch eight-cylinder engine, now rated at 255 horsepower. The 440 was producing 255 horsepower while the 440 Six-Pack produced 330 horsepower. The decrease in horsepower was due to the detuning to comply with government safety and emission regulations and because horsepower was no longer being quoted in terms of gross output but rather in terms of net output. The suspension was reworked resulted in a quieter and more comfortable ride.

The Charger’s appearance became sportier in 1974, with minor aesthetic changes and larger quarter windows. The 318 V8 was rated at 175, the 440 V8 produced 280, and the 440 Six Pack produced 330 horsepower. The engine choices remained the same for 1974 but it would be the final year for its sporty persona. In 1975, Dodge repositioned the Charger as a luxury vehicle. They introduced the Charger SE, a near-clone of the Chrysler Cordoba. The SE came equipped with lots of standard equipment and a 360 cubic-inch engine producing 180 horsepower. The slant-six 318 and 400 were available in various configurations. The 360 fitted with a four-barrel, instead of the standard two-barrel carburetor, would increase the horsepower to 200.

1988 Dodge Diplomat Classic car

Dodge first used the name ‘Diplomat‘ in 1950 to designate their 2-door hardtop bodystyle. The name would endure until 1954. It re-appeared in 1975 as a trim package on the Royal Monaco two-door hardtop. In 1977, it became its own model line and served as a replacement for the Coronet in Dodge‘s mid-sized line-up. It was based on the Dodge Aspen and wore an M-body. Mounted on the bonnet was a 225 cubic-inch six-cylinder engine as the base powerplant. An optional 5.2L and 5.9L V8 were available. After 1984, the Diplomat was only available with the 5.2L V8 unit.

1988 Dodge Diplomat Muscle car

1988 Dodge Diplomat Limousine

The Dodge Diplomat was a mid-size car and it was manufactured from 1977 to 1989 by the Chrysler Corporation’s Dodge brand and practically identical to the Chrysler LeBaron of 1977, the Plymouth Caravelle sold in Canada, and the Plymouth Gran Fury from 1982. It was also sold in Mexico between 1980 and 1981 as the Dodge Dart, and in Colombia as the Dodge Coronet.

1977 saw the return of the Diplomat as a full model line rather than as the name of a particular body style. It replaced the Monaco in Dodge‘s new downsized mid-size lineup. The new Diplomat was based on the Dodge Aspen, designated the M-body. While the Aspen had the F-body, the M-bodies were related to it: the wheelbase and suspension were identical and doors and body panels often interchangeable. Hence, another M-body sedan, such as the 1989 Chrysler Fifth Avenue, had interchangeable doors with the 1976 Aspen. Like the Aspen, the Diplomat had coupe and station wagon variants.

The Diplomat was offered with a base 225 cu in (3.7 L) six-cylinder engine. In 318 cu in (5.2 L) V8 form (and an optional 360 cu in (5.9 L)) it, and its Plymouth Gran Fury/Caravelle twin, were widely favored as a police car both in the US and Canada. After 1984, the only engine offered was the 318 cu in (5.2 L) V8.

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 U.S. U.S. Environmental Protection Agency? (EPA) passenger volume statistics) until the Monaco debuted as a 1990 model.

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.