Dodge Charger 1971-1974

History of the Dodge Charger

When analyzing the history of the Charger, one gets the impression that Dodge never really knew what to do with this model. This is especially true for the model years 1971-74. And this generation of Charger is also proof that good design can take you far.

At the time, there was strong internal competition between Dodge and Plymouth. When Plymouth launched the Barracuda on April 1, 1964, Dodge had nothing to counter it. And when the Ford Mustang arrived a few days later, Dodge thought it was just a niche vehicle. Then, under pressure from dealerships, the brand decided to prepare a response, but a different one. The 1966-67 Charger was designed as a hybrid between the Barracuda and the Thunderbird. This first generation received a mixed reception (53,132 units over two years), but Chrysler's division persisted. It introduced a second generation in 1968, which, this time, found a larger audience, especially thanks to a very successful design, and was sold until 1970.

Don't change a winning team.

When it was time to plan the third generation, Dodge's management decided to restructure its entire lineup of intermediate vehicles. There were several reasons for this. Firstly, the brand had finally launched a competitor to the Ford Mustang in 1970: the Challenger. Secondly, there were duplicates in the lineup: the intermediate Coronet (based on the B-Body platform and renewed for 1968, like the Charger) existed in sedan, family, convertible, and coupe versions, the latter being in direct competition with the Charger. Finally, it was the early 1970s, and Chrysler was starting to face some financial difficulties and could no longer afford to maintain large lineups, especially since Coronet intermediate sales were not doing well (213,635 in 1968, 197,004 in 1969, and 114,755 in 1970). Chrysler's management decided to streamline everything for 1971: 4-door and family sedans would be called Coronet (on a 118-inch wheelbase), and the coupes would be called Charger (on a 115-inch wheelbase, with convertibles eliminated in the process). Simple!

For the development of the 1971 model's design, essentially the same individuals from the 1968 model were involved: William Brownlie at the head of the Dodge studio, Frank Ruff as B-Body project manager, and Richard Sias and Diran Yazejian as designers. Sias is credited as the author of the lines of the 1968 Charger; however, he left Chrysler in May 1968 after Brownlie took credit for his work. Nevertheless, Sias had time to create one of the two models for the 1971 model that would be evaluated by management. The second model, created by Yazejian, was chosen for final approval. A veteran of the Korean War, Yazejian later studied at the Art Center School in California, graduating in 1959. He immediately joined Chrysler, where he spent his entire career until his retirement in 1994.

Although a hatchback was considered during the vehicle's development, a conventional trunk opening was ultimately chosen. The 1971 model is characterized by curved lines, a massive C-pillar with a beveled window, and a high rear beltline. This gives it an interesting profile but limited rear visibility. Compared to the outgoing model, the new Charger, still based on a unibody construction chassis, has a reduced wheelbase and is shorter (see table below) while maintaining a significant front overhang. In its March 1971 edition, Car and Driver magazine simply declared, "Brownlie and his associates at Dodge have created the most stylish new car of 1971." Other publications were less enthusiastic...

Buffet at will! For the American automotive industry, clouds were quietly gathering in 1971: the creation of the EPA (Environmental Protection Agency) at the end of 1970, the tightening of the Clean Air Act, new safety standards, significant increases in insurance premiums for performance vehicles... But for the moment, the 1971 model year looked as usual, even though it would soon be known as the last of the golden age of muscle cars.

The Charger lineup reflects this mindset by offering no less than 6 versions: base coupe, hardtop, 500, SE, Super Bee, and R/T. Let's review each of them. The coupe is not distinguished by its body but rather by its fixed rear windows. It comes standard with a 225 cubic inches inline-6 (3.7 liters, $2,707/3,061 CAD) or a 318 cubic inches V8 (5.2 liters, $2,802/3,168 CAD). The equipment is minimal: a 3-speed manual transmission with a column shifter, front vinyl bench seat with adjustable headrests, rubber floor mats, cigarette lighter, and two-speed windshield wipers. The hardtop ($2,975/3,381 CAD with the inline-6 or $3,070/3,487 CAD with the V8) comes with descending rear windows, a color-coordinated three-spoke steering wheel, carpet floor mats, a two-tone horn, and full-size wheel covers. Priced at $3,223/3,660 CAD, the 500 (a name created in 1969 for a more aerodynamic variant to compete in NASCAR, the number referring to the minimum number of vehicles to be produced for homologation) comes standard with the V8 318, a rear panel with 6 lights (shared with the R/T), bucket seats with integrated headrests, a side stripe, Rallye dashboard with a speedometer graduated up to 150 mph and faux wood trim, an illuminated glove compartment, and a reading lamp. 

The SE version (for Special Edition, $3,422/3,724 CAD) is oriented towards comfort with vinyl and fabric bucket seats, a center armrest, a vinyl roof stopping in front of the C-pillar, headlights covered behind a movable flap (an option on Super Bee and R/T), a clock, a luxury steering wheel, deluxe wheel covers, and an illuminated trunk. The Super Bee (a name created in 1968 in reference to the B-platform to counter the Plymouth Road Runner) is the affordable sporty version ($3,271/3,724 CAD). It comes standard with the 383 cubic inches (6.3 liters) with a 4-barrel carburetor coupled to a 3-speed manual floor-shifted transmission, a performance hood with air intake, and specific decoration, reinforced Rallye suspension, dual exhaust, and wide side stripes also surrounding the windshield. As for the R/T (for Road/Track, $3,777/4,383 CAD), it is the top of the range with all the attributes of the

 
Super Bee but additionally a 440 cubic inches (7.2 liters) Magnum coupled to a 4-speed manual floor-shifted transmission. It is distinguished by pseudo air intakes on the doors.

In terms of transmissions, Dodge offers 4 choices. On base models only, a 3-speed manual with a column shifter is available. A fully synchronized variant with a floor shifter is offered (standard or optional) with the 340 cubic inches and 383 cubic inches 4-barrel carburetor. The 4-speed manual transmission with a Hurst shifter is limited to the 383 4-barrel, 440, and 426. Finally, the 3-speed automatic Torqueflite A727 is available as an option with all engines (except the 383 2-barrel, with which it is mandatory) and on all models, except the R/T where it comes standard. A total of 11 axle ratios, with or without limited slip, are available depending on the models. They range from the economical 2.45:1 to the aggressive 4.10:1, with the shortest ratios generally reserved for the most powerful engines (it's actually a bit more complicated than that).

The list of options is long, but some are worth mentioning. In addition to the 13 basic colors, Dodge offers 5 additional High Impact shades (Butterscotch, Citron Yella, Green Go, Plum Crazy, and Hemi Orange). The buyer can also select body-colored front and rear bumpers (except on the SE model or unless hidden headlights are chosen as an option, only 6 possible colors and includes a black grille). Still on the exterior, a full-length vinyl roof and front or rear spoilers can be added. Inside, air conditioning, various types of radios (including one with a cassette player and a micro-recorder for dictating while driving), or a rim-blow steering wheel (which allows honking by squeezing it) are available.

In the end, the Dodge's intermediate lineup overhaul strategy resulted in a mixed outcome: a 65% increase in Charger sales compared to 1970 (including 99 Super Bee and 178 R/T in 440 Six-Pack, as well as 22 Super Bee and 63 R/T in 426 Hemi), and a 32% decrease in Coronet sedans and family cars.

Electronics are standard on the 340, 400 4-barrel, and 440 (it will be optional later on the 318 and 400 2-barrel). In addition, the year 1972 marks the beginning of the display of net horsepower (with accessories) and no longer gross horsepower. The base transmission remains a 3-speed manual on the 225 and 318 cubic inches, while the Torqueflite automatic is standard on other engines. The 4-speed manual transmission remains available as an option on all V8s with a 4-barrel carburetor. The list of axle ratios is reduced (9 choices, still from 2.45:1 to 4.10:1) with fewer possibilities depending on the models.

Externally, the 1972 models receive a new grille and modified taillights. There are only two High Impact colors left: Top Banana and Hemi Orange. The lineup is considerably simplified with the disappearance of the 500, Super Bee, and R/T. Only the base coupe and hardtop and the SE version remain. The latter receives a full-length vinyl roof and can benefit from the new Brougham optional package (which essentially concerns interior trim). A Rallye package is offered for an additional charge on the coupe and hardtop (5 louvers in the doors, modified grille, matte black hood, Rallye instrumentation, F70x14 white-letter tires, and front and rear sway bars). For those who still want a bit of adrenaline, there is the Track-Pac package on the manual 440s (3.54:1 rear axle ratio, limited-slip differential, and reinforced cooling). On January 1, 1972, all models received a visual and audible warning system connected to the use of the seat belt. If the mood is gloomy, sales figures remain "relatively'' stable (down 7% on Chargers and 14% on Coronets).

Successful Turn Towards Comfort

For 1973, the Charger receives significant aesthetic changes. New federal impact standards require bumper changes, leading to increased length and weight (see dimensions table above). The front and rear lights as well as the grille are redesigned. The rear window changes from a triangular shape to a trapezoidal shape. The hidden headlights option disappears, and the only remaining High Impact color is Top Banana. A new vinyl roof style (called halo) is added. It extends the entire length but leaves a visible paint strip around the windows.

Mechanically, there are numerous changes. Electronic ignition and front disc brakes are standard on all models. High-strength steel bars are installed in the doors to better withstand side impacts. To reduce noise and vibrations, the front torsion bars are mounted on an isolated crossmember, the rear leaf spring attachments are revised, and a generous amount of soundproofing material is added. The engine offering does not change, but some power figures are adjusted. The 4-speed manual transmission is no longer available with the 440 cubic inches; however, it can be installed with the 318 cubic inches. The number of axle ratios increases to 6 (from 2.71:1 to 3.55:1).

The SE version receives a new treatment with a grille including a red trim, a vinyl roof that stops in the middle of the C-pillar, and a plastic insert in the non-descending rear window that outlines three small opera windows. The SE Brougham package is eliminated. As for the Rallye package, it benefits from new black or red side stripe decorations and pins on the hood.

A Quick Spin and Then It's Gone…

For its last year on the market, the Charger received few changes. The engines are prepared for the transition to unleaded gasoline planned for 1975 (necessary for the use of catalytic converters). The 340 cubic inches is replaced by a 360 cubic inches in two power variants (200 or 245 horsepower, the latter only available with the Rallye package). The 400 cubic inches 2-barrel is eliminated, and the 400 cubic inches 4-barrel is offered in single or dual exhaust versions (see table below).

* 205 hp with single exhaust or 250 hp with dual exhaust

New bumper guards slightly increase the length, the Brougham package on the SE makes a comeback, as does the 2.45:1 rear axle, quite useful as the first oil crisis coincides with the start of the 1974 model year. Finally, cruise control and electric rear window defrost are new options. Sales drop significantly (see table below), but this is largely due to the aforementioned oil crisis.

While the third generation of the Charger is not the most iconic (hard to surpass the 1968-70 models...), it proved to be a commercial success for Dodge. However, the simplification of the Coronet range did not have the expected success, and sales of the 4-door models sharply declined after 1970.

Despite the commercial success of its coupe, Dodge will once again prove to not know exactly what to do with the Charger. For 1975, it became a clone of the new Chrysler Cordoba. While Chrysler will secure a good place in the market, the Charger will quickly fade into obscurity with a production of only 30,812 units. Sales will pick up in the following two years (65,900 in 1976 and 42,542 in 1977), but the Charger will be replaced in the middle of the 1978 model year by the Magnum (a name that will disappear with the arrival of the 1980 model year). At this point, not only does Chrysler not know what to do with the Charger, but it simply doesn't know what to do to survive at all.

For 1973, the Charger receives significant aesthetic changes. New federal impact standards require bumper changes, leading to increased length and weight (see dimensions table above). The front and rear lights as well as the grille are redesigned. The rear window changes from a triangular shape to a trapezoidal shape. The hidden headlights option disappears, and the only remaining High Impact color is Top Banana. A new vinyl roof style (called halo) is added. It extends the entire length but leaves a visible paint strip around the windows.

Mechanically, there are numerous changes. Electronic ignition and front disc brakes are standard on all models. High-strength steel bars are installed in the doors to better withstand side impacts. To reduce noise and vibrations, the front torsion bars are mounted on an isolated crossmember, the rear leaf spring attachments are revised, and a generous amount of soundproofing material is added. The engine offering does not change, but some power figures are adjusted. The 4-speed manual transmission is no longer available with the 440 cubic inches; however, it can be installed with the 318 cubic inches. The number of axle ratios increases to 6 (from 2.71:1 to 3.55:1).

The SE version receives a new treatment with a grille including a red trim, a vinyl roof that stops in the middle of the C-pillar, and a plastic insert in the non-descending rear window that outlines three small opera windows. The SE Brougham package is eliminated. As for the Rallye package, it benefits from new black or red side stripe decorations and pins on the hood.

A Quick Spin and Then It's Gone…

For its last year on the market, the Charger received few changes. The engines are prepared for the transition to unleaded gasoline planned for 1975 (necessary for the use of catalytic converters). The 340 cubic inches is replaced by a 360 cubic inches in two power variants (200 or 245 horsepower, the latter only available with the Rallye package). The 400 cubic inches 2-barrel is eliminated, and the 400 cubic inches 4-barrel is offered in single or dual exhaust versions (see table below).

               * 205 hp with single exhaust or 250 hp with dual exhaust

New bumper guards slightly increase the length, the Brougham package on the SE makes a comeback, as does the 2.45:1 rear axle, quite useful as the first oil crisis coincides with the start of the 1974 model year. Finally, cruise control and electric rear window defrost are new options. Sales drop significantly (see table below), but this is largely due to the aforementioned oil crisis.

While the third generation of the Charger is not the most iconic (hard to surpass the 1968-70 models...), it proved to be a commercial success for Dodge. However, the simplification of the Coronet range did not have the expected success, and sales of the 4-door models sharply declined after 1970.

Read the original article in french here: https://www.guideautoweb.com/articles/72792/dodge-charger-1971-74-nouvelle-mission/