Dodge Super Bee History 1968-1971

Introduction: GM divisions had been doing it for years, but it wasn't until 1968 that the two MOPAR divisions, Dodge and Plymouth, began to engage in a bit of sibling rivalry. The result was the Dodge Super Bee, a direct competitor to Plymouth's Road Runner. Although a capable budget muscle car, it never was as successful as the Road Runner, which truly must have hurt.


1968 Dodge Super Bee





Comments: Dodge watched as Plymouth launched their budget muscle car, the Road Runner, in the fall of 1967 as a 1968 model. Already upset that Dodge had coined the "road runner" name in a 1967 Coronet ad, Dodge responded by launching its own budget muscle car. Based on the redesigned Dodge Coronet pillared coupe, Dodge looked to its Scat Pack symbol and released its new model in the spring of 1968 as the Super Bee. The $3,027 base price was $131 more than the Road Runner, which used the same basic chassis. Curb weight was nearly identical, and both used the same engines, so performance was almost identical. The standard engine was the 335 bhp four barrel 383 cid V8 that borrowed cylinder heads, camshaft and induction system from the Magnum 440. The 426 Hemi was the only engine option, but at nearly $1,000 more, it clashed with the budget nature of the Super Bee and only 125 were ordered. The low price meant minimizing ammenities, and although the Super Bee borrowed the Rallye gauge package from the Charger to edge out the Road Runner, a tachometer was still a $38 extra. A heavy duty suspension, brakes, four-speed manual transmission with Hurst Competition Plus shifter, and red-line wide oval tires were standard. The low price didn't mean low profile, and the Super Bee had bumble bee racing strips circling the tail, and a big Super Bee emblem hovering on the rear fenders. The grille was finished in black matte and the hood had a decorative power bulge. The wheel lips and the rear body panel were accented with thin bright moldings. Inside, the Super Bee had door-to-door carpeting, pleated vinyl seats and door panels, and a standard bench seat.

Production: 2D Pillared Coupe w/ 383: 7,717. 2D Pillared Coupe w/ Hemi: 125.
Engines: 383 V8 335bhp@5200rpm, 425lb-ft@3400rpm. 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm.
Performance: 383/335bhp: 0-60 in 7.1 sec, 1/4 mile in 15.0 sec @ 96mph. 426/425bhp: 0-60 in 5.3 sec, 1/4 mile in 13.55 sec @ 105mph.


1969 Dodge Super Bee





Comments: A two door hardtop joined the existing pillared coupe for 1969. The Super Bee also received a single wider rear bumble bee stripe and a Dodge "Scat Pack" badge on the grille and trunk, plus front fender engine callouts. Also new was a new Ramcharger cold-air induction system, which was standard on Hemi cars. The Ramcharger system featured two large hood scoops, an underhood air plenum and a switch to select between warm and cold air.
But the big news for 1969 was a new optional engine in the Super Bee. MOPAR engineers took the existing 440 cid V8 and replaced the single Carter four barrel carb with three Holley two-barrel carbs on an Edelbrock Hi-Riser manifold, creating the Dodge 440 Six Pack (Plymouth called it the 440+6). Only the center carb was used for normal driving, but slamming on the fun pedal opened all six carbs for a combined 1,375 cfm rush. Hemi valve springs, a hotter cam, magnafluxed connecting rods, and other improvements helped boost output to 390 bhp. A Hurst four speed manual transmission was standard. Torqueflite automatic was optional, but disc brakes, air conditioning, and cruise control were not allowed. The Super Bee Six Pack came with one of the wilder hoods in muscledoom. The lift off hood was made of fiberglass, had a matte black finish, four NASCAR tie down pins, and a large air scoop molded right in with "Six Pack" written on the sides. The all business look was completed with standard black steel wheels, unadorned except for chrome lug nuts. The 440 Six Pack cost $463, about $500 less than a Hemi. The Six Pack could keep up with a Hemi up to 70 mph and came with a Hemi grade suspension that turned the Super Bee into a decent handler.

Production: 383: 25,727. 440 Six Pack: 1,907. 426 Hemi: 166
Engines: 383 V8 335bhp@5200rpm, 425lb-ft@3400rpm. 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 Six Pack V8 390bhp@4700rpm, 490lb-ft@3200rpm.
Performance: 440/390bhp: 0-60 in 6.3 sec, 1/4 mile in 13.8 sec @ 104.2 mph.


1970 Dodge Super Bee



Comments: The Super Bee was restyled for 1970. To differentiate it from the Coronet that it was based on, the Super Bee did not get the dummy rear fender scoops as standard equipment. It also had horizontally divided (rather than individually segmented) taillamps. New options included a hood tach and spoiler. Buyers could order the R/T type bumble bee stripe or pipe-shaped upper and lower rear fender stripes with a circular Super Bee decal between them. The Super Bee was available in a number of wild colors, such as Plum Crazy, Sublime, and Go-Mango. Extras included the "Kruncher" and Bee-Liever" performance options. Base prices fell $64 but sales dropped to about 15,500 units. Hemis were installed in just 32 hardtops (21 with four speed) and 4 pillared coupes (all with the four speed). This was the last year that the Super Bee was based on the Coronet.

Production: 2D Pillared Coupe: 3,966. 2D Hardtop Coupe: 11,540.
Engines: 383 V8 335bhp@5200rpm, 425lb-ft@3400rpm. 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm. 440+6 V8 390bhp@4700rpm, 490lb-ft@3200rpm.
Performance: 383/335bhp: 0-60 in 7.1 sec, 1/4 mile in 15.0 sec @ 96mph. 426/425bhp: 0-60 in 5.3 sec, 1/4 mile in 13.49 sec @ 105mph. 440/375bhp: NA. 440/390bhp: NA.


1971 Dodge Super Bee



Comments: The Super Bee switched over to the Charger platform for 1971 but still represented a low-cost, high performance package. Priced at $3,271, the Dodge Charger Super Bee included a 383 cid Magnum V8 with a single four barrel carb rated at 300 bhp (down 35 bhp from the year before due to detuning), three speed floor shift, power bulge hood (black finished), tape stripes, bee decals, and a Charger 500 interior, except with a standard bench seat. The Super Bee also came with a heavy duty suspension, fat F70-14 tires, and a long list of optional equipment. Still optional was the 440 Six Pack and the mighty 426 Hemi, rated at 385 bhp (down 5 bhp) and 425 bhp respectively. Only 22 Hemis were built, nine with four speeds, and 13 with the Torqueflite.

Production:
Engines: 383 V8 300bhp@4800rpm, 410lb-ft@3400rpm. 426 Hemi V8 425bhp@5000rpm, 490lb-ft@4000rpm. 440 Six Pack V8 385bhp@4700rpm, 490lb-ft@3200rpm.
Performance: 440/390: 0-60 in 6.9 seconds, 1/4 mile in 14.7 seconds. 426/425: 0-60 in 5.7 seconds, 1/4 mile in 13.7 seconds.

Dodge Daytona History 1969

Introduction: The Dodge Daytona was born out of the desire to make the Charger more competitive on the NASCAR high speed tracks. In 1969, Dodge took its sucessful Dodge Charger, added a few aerodynamic pieces, and introduced the Charger 500 both on the NASCAR tracks and in showrooms. Shortly afterwards, Ford introduced its Torino Talladega and the Mercury Cyclone Spoiler which were aerodynamically superior to the Dodges and won on the tracks. The Dodge engineers went back to the drawing boards, and came up with the Daytona, designed to bring NASCAR glory back to the Dodge boys.


1969 Dodge Daytona



Comments: The Dodge Daytona was created in 1969 with the sole purpose of winning aerodynamic supremacy for Dodge on the NASCAR tracks. Up front, the Daytona sported a pointed 18 inch nose extension made of fiberglass which reduced drag and enhanced downforce. Front fender-top scoops were added for tire clearance. Out back, the Daytona retained the 500's recessed backlight but added a massize two-foot high rear spoiler. In order to race the Daytona in NASCAR, Dodge had to sell 500 units to the public. Priced at $4,000, the Daytonas were available with either the 440 or the 426 Hemi and 503 examples were eventually sold. One Lemon Twist Yellow Daytona has been documented with a dealer installed 440 Six Pack V8, but that was not a factory option. Daytonas, however, weighed almost 300 pounds more than regular Chargers with the same engines, and thus their performance on the street was slightly worse. But on the NASCAR tracks, they were unstopable. Bobby Isaac drove a Daytona sponsored by K&K Insurnace to a world record closed-course speed record of 201.104 mph. At the Daytona race that year, Dodge Daytonas swept the top four spots. At Bonneville, Isaac set an unlimited class speed record of 217 mph. And all of this performance was available at your friendly neighborhood Dodge dealer. This was truly the height of the performance mania. Sadly, 1969 would be the only year that the Dodge Daytona would be available, although Plymouth would try the same thing for 1970 with their Superbird.

Production: 503
440: 433
Hemi: 70

Engines:
426 V8 Hemi 425 bhp @ 5000 rpm, 490 lb-ft @ 4000 rpm.
440 V8 375 bhp @ 4600 rpm, 480 lb-ft @ 3200 rpm.

Performance:
426/415: 0-60 in 6.6 seconds, 1/4 mile in 13.92 seconds @ 104.1 mph.

Dodge Coronet History Part I 1953-1957

Introduction: The Dodge Coronet was Dodge's entry into the midsize segment. It first appeared in the mid 1950s, disappeared, and then reappeared in the mid 1960s. With R/T trim, and packing some serious power, the Coronet was a true muscle car sleeper.


1965 Dodge Coronet





Comments: The Dodge Coronet was reborn for 1965 as Dodge's midsize entry. From the start, the Coronet meant performance and was available with the full race 426 Hemi, seriously under rated at 425 bhp (most estimates are 550-600 bhp). But the Race Hemi was a little too uncivilized for most amateurs and few were sold.

Production: .
Engines: 426 Race Hemi V8 425 bhp.
Performance:


1966 Dodge Coronet





Comments: 1966 saw the introduction of the Street Hemi, and the Dodge Coronet was the perfect showcase for it. The Street Hemi was made more manageable by installing a hydraulic lifter cam and a 10.25:1 compression ratio. It was rated at the same 425 bhp as the Race version and cost less than $500 more. Only 340 Coronet 500 Hardtops received the Hemi engine (204 of them four speeds), along with 21 convertibles (12 with four speeds). Another 379 Coronets also had Hemis.

Production: .
Engines: 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm.
Performance: 426/425: 0-60 in 6.1 seconds, 1/4 mile in 14.5 seconds.


1967 Dodge Coronet





Comments: The Dodge Coronet was face-lifted front and rear for 1967. Simulated air vents and racing stripes were added to the body sides. Mag-style wheelcovers were new, while bucket seats and a console remained standard. New for 1967 was the Coronet R/T (Road/Track), which was the performance model that was equally at home on the road and on the track. The Coronet R/T 2 door hardtop was priced at $3,199 and the R/T convertible at $3,438. Standard was the new wedge-head Magnum 440 cid V8. With a four barrel Carter AFB carb, it was rated at 375 bhp. A TorqueFlite automatic was standard and a four-speed manual gearbox was optional. Also standard on the R/T was 7.75x14 red stripe rubber, heavy-duty shocks plus torsion bars and leafs, stronger brakes and a front sway bar. The Coronet received a Charger-like grille, but lacked the retractable headlights of the Charger. A non-functional hood scoop, R/T badging, and front bucket seats added to the performance image. If that wasn't enough, buyers could order the mighty 426 Hemi for just $457 more. Only 238 Hemi Coronets were produced, including 2 convertibles, of which 102 had the TorqueFlite transmission.

Almost all Hemi Coronets were R/T models, but a few Hemi powered Coronet 440 two door hardtops snuck out of the factory. These were built to meet National Hot Rod Association Super Stock B rules and the WO23 cars, as they were known, were the latest in a line of special lightweight models for drag racing. A Street Hemi Coronet 440 tipped the scales at 3,686 lbs, resulting in a power to weight ratio of 8.67 lb/bhp. The body had standard sheet metal with a big fresh air scoop. Sound deadening and body sealer was deleted and the battery was mounted in the trunk. The usual sway bar in front was also deleted, as these models didn't really need to turn that much. There were two versions. The first came with a TorqueFlite modified with a 2,300-2,500 stall speed torque converter and 4.86:1 Sure-Grip Chrysler built 8 3/4 inch differential. The second had the four speed manual transmission with Hurst linkage, reinforced gearing and clutch, and explosion-proof clutch housing. A 4.88 Sure-Grip differential was also included. The SS/B cars did not come with a factory warranty. Fifty examples needed to built and when 55 were built, Dodge pulled the plug. Plymouth also built 55 similar Plymouth Belvedere II two door hardtops (RO23). These were the ultimate Coronets.

Production: R/T: 10,181. Hemi: 238 SS/B: 55.
Engines: 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm.
Performance: R/T 440/375: 0-60 in 7 seconds, 1/4 mile in 15.4 seconds. 426/425: 0-60 in 6.1 seconds, 1/4 mile in 14.5 seconds.


1968 Dodge Coronet





Comments: The Dodge Coronet was restyled for 1968, and the rounded, Coke bottle-inspired lines of the new models made the 1967 models appear dated. Also, the R/T badging was shared with the more attractive Charger, leaving the lower priced Coronet a bit in the shadows. At mid-year, the introduction of the even cheaper Super Bee provided even further internal competition. But the Coronet continued on with standard bucket seats, dual exhausts, stiff suspension, heavy-duty brakes, and a 150 mph speedometer. The TorqueFlite automatic transmission was standard and Bumble Bee stripes (or bodyside stripes) were no-cost options. R/Ts also added a special "power bulge" hood with simulated air vents. Just 94 Coronet R/Ts with four speeds and 136 with TorqueFlite were ordered. Just one manual and eight automatic Hemi Coronet convertibles were produced. Imagine their value today! Hemi cars had a special heavy-duty suspension, but air conditioning was not available.

Production: R/T: 10,456. Hemi: 230
Engines: 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm.
Performance: R/T 440/375: 0-60 in 7 seconds, 1/4 mile in 15.4 seconds. 426/425: 0-60 in 6.1 seconds, 1/4 mile in 14.5 seconds.


1969 Dodge Coronet





Comments: The big news for 1969 was the addition of a new optional engine, the 440 Six Pack. The new engine was created by taking the existing 440 and replacing the single four barrel carb with three two barrel carbs. The new engine was rated at a stout 390 bhp. The new engine also received a fiberglass performance hood. Available on other Coronet R/Ts was a Ramcharger fresh-air induction system (standard on Hemis) with twin hood scoops, plus a wide choice of rear axle ratios. Styling was similar to 1968 except that the previous front fender medallion became a large decal that appeared as part of the rear bumblebee stripe. The 440 four barrel remained standard on the Coronet R/Ts. The Hemi was just another $418 more. Only 96 two door hardtops (58 with four speeds) and 10 convertibles (6 with TorqueFlite) were built with the Hemi.

Production: R/T: 7,238.
Engines: 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm. 440 Six Pack V8 390bhp@4700rpm, 490lb-ft@3200rpm
Performance: R/T 440/390: 0-60 in 6.6 seconds, 1/4 mile in 13.65 seconds @ 105.14 mph.


1970 Dodge Coronet





Comments: The Dodge Coronet R/T received all new front sheet metal for 1970, including a smooth split grille which tapered towards the center. Dummy rear fender scoops were now standard and wore R/T badges (repeated on the nose and between the segmented, tapering taillamps). A bumblebee stripe circled the rear. Engines were the same as before, with the Hemi an additional $718 more. But low sales made 1970 the last year for the R/T and the convertible. Only 14 Hemi Coronet R/Ts were built, 12 hardtops and just two convertibles. From 1971 on, the Coronet was only available as a four door sedan or station wagon.

Production: R/T 2D Hardtop: 2,319. R/T 2D Convertible: 296.
Engines: 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm. 440 Six Pack V8 390bhp@4700rpm, 490lb-ft@3200rpm
Performance: R/T 440/390: 0-60 in 6.6 seconds, 1/4 mile in 13.65 seconds @ 105.14 mph.

Dodge Charger History 1966-1974

Introduction: The Dodge Charger was a response to the fastback fad started by the Mustang and the Barracuda, but on a much larger scale. Based on the midsize Dodge Coronet model, the Charger was launced in 1966 and quickly became a sales hit with its dramatic fuselage styling of 1968. From the beginning, it packed serious muscle, from the 318 V8 to the all mighty 426 Hemi. Finally, the MOPAR street crowd had some serious midsize muscle to bring to the party.


1966 Dodge Charger



Comments: Dodge waited until 1966 to join the fastback craze started by the Mustang and Barracuda, but it jumped in with some serious muscle that the others could only dream about. Based on the midsize Coronet platform, the Charger added an awkward fastback roofline (made better by sweeping C pillars), hidden headlamps, and a full length taillamps. The interior was state of the art with four bucket seats, available consoles in front and back, and full gauges. The rear bucket seats could even fold down to create a cargo area seven feet long. Under the hood, the Charger meant business. Standard was the 318 V8. Most buyers upgraded to the 383 V8. But the 1966 Charger also saw the debut of the most famous engine in musclecar history, the 426 Hemi. Although Hemi engines had been available in the 1950s and the 426 Hemi had been available since 1964, 1966 saw the debut of the street Hemi, the first Hemi that the average driver could use on the street. Advertised at 425bhp, it actual put out close to 500bhp (in street tune!) The Hemi added $1,000 to the $3,122 base price of the Charger, resulting in only 468 built out of a 1966 production run of 37,344 Chargers. Maybe that was because the Hemi came only with a 1 year/12,000 mile warranty instead of the standard 5 year/50,000 mile warrany. Furthermore, that warranty was void if the car was "subjected to any extreme operation (i.e. drag racing)." Heaven forbid.

Production: 37,344
Engines: 318 V8 230bhp. 361 V8 265bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm.
Performance: 426 Hemi V8 425: 0-60 in 6.4 sec, 1/4 mile in 14.16 sec @ 96.15mph.


1967 Dodge Charger R/T



Comments: 1967 saw the introduction of the 440 Magnum into the Dodge Charger lineup. Introduced as the standard engine in the R/T package, the 440 was Chrysler's biggest engine and it put out 375bhp. It was cheaper than the Hemi, could keep up with it until about 60 mph, and was easier to tune and race on the street. But for serious racing, the Hemi was still king.

Production: 15,788
Engines: 318 V8 230bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm.
Performance:


1968 Dodge Charger R/T



Comments: 1968 saw a dramatic redesign of the Dodge Charger with a new hidden headlight grille, curvy body, recessed backlight, refined tail, and minimal use of chrome. This redesign resulted in a six-fold increase in sales from 1967. Out of the 92,590 Chargers produced for 1968, 17,665 had the R/T package with its standard 440 Magnum engine and "Scat Pack" bumblebee stripes on the rear end. Only a scant 475 came with the all mighty Hemi. The Hemi was strengthened for 1968 with a slightly longer-duration cam, new valve springs, and revisions which reduced oil consumption. It was still under-rated at 425bhp and still remained the engine of choice for serious drag racers.

Production: 17,665
Engines: 318 V8 230bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm.
Performance: 426 Hemi V8 425: 0-60 in 5.3 sec, 1/4 mile in 13.8 sec @ 105mph.


1969 Dodge Charger R/T



Comments: 1969 saw little change for the regular Dodge Charger. Instead, Dodge released two special versions of the Charger, in order to better compete in NASCAR. The first was the Charger 500, which was basically a 1968 Charger with improved aerodynamics. The Charger 500 had a flush mounted Coronet grille with a flush mounted rear window over the recessed backlight. Although the Charger 500 had some racing success, Dodge engineers felt they could do more. They went back to the wind tunnel and came back with the Dodge Charger Daytona, the most outrageous musclecar of the era. In front, the Daytona sported a pointed 18 inch nose extension which reduced drag and enhanced downforce. Out back, the Daytona retained the 500's recessed backlight but added a horizontal tail stabilizer on tall vertical extensions (known as a "wing" in today's lingo). The wing had to be tall enough on prodcution versions in order to open the trunk and some dealers had to remove them in order to sell the cars. Priced at $4,000, the Daytonas were available with either the 440 or the 426 Hemi and 503 examples were eventually sold. Weighing almost 300 pounds more than regular Chargers with the same engines, the Daytona's were hampered on the street. But they could top out at over 150 mph on the track -- and it was completely street legal. This was truly the height of the performance mania.

Production: 20,057
Engines: 318 V8 230bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm.
Performance:


1970 Dodge Charger



Comments: 1970 saw another redesign of the Dodge Charger which now had a new chrome loop front bumper and a fresh full width taillamp housing. R/T versions gained a simulated reverse body scoop. Hip, young colors such as Plum Crazy and Go-Mango became available and a cool pistol-grip handle now topped the available four-speed shifter. Also available was the extra cost SE version with its leather upholstery and for the first time there was an available electric sliding sunroof. Performance buffs cheered at the addition of a new engine choice, the 440 Six Pack. Slotted between the 440 Magnum and the Hemi, the 440 Six Pack traded in the 440's 4 barrel carburetor for 3 Holley two barrels, increasing the horsepower from 375 bhp to 390 bhp. The Hemi was also improved, with the addition of hydraulic lifters, instead of solid tappets. Still, rising insurance costs took their toll and only 10,337 R/Ts were sold in 1970. Of these a mere 116 were 440 Six Packs and only 42 were Hemis.

Production: 10,337
Engines: 318 V8 230bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 375bhp@4600rpm, 480lb-ft@3200rpm. 440 Six Pack V8 390bhp@4700rpm, 490lb-ft@3200rpm
Performance: 426 Hemi V8 425: 0-60 in 5.5 sec, 1/4 mile in 13.9 sec @ 105mph.


1971 Dodge Charger



Comments: 1971 was the beginning of the end of the musclecar era. While other manufacturer's were decreasing their engine ratings, Chrysler held on as long as it could. The Hemi retained its 425bhp rating while the 440 lost 5bhp to 370bhp and the 440 Six Pack lost 5bhp to 385bhp. The redesigned 1971 Charger lost two inches of wheelbase and gained swoopy Coke bottle styling. It now shared its body with the Dodge Super Bee and was still available in R/T and SE trim. The R/T version was particularly bold with its standard blackout hood, simulated bodyside air extractors, Rallye wheels, tape stripes, and optional front and rear spoilers. The Hemi breathed through an Air Grabber type hood scoop activated by a dashboard switch. A full range of bold colors was available from "Green Go" to "Citron Yella." This body style would last until 1974, but this would prove to be the last year for the 426 Hemi. Rather than see the Hemi strangled by emissions standards, Chrysler decided to retire it when it was still on top.

Production:
Engines: 318 V8 230bhp. 383 V8 335bhp. 426 V8 Hemi 425bhp@5000rpm, 490lb-ft@4000rpm. 440 V8 370bhp. 440 Six Pack V8 385bhp
Performance: 426 Hemi V8 425: 0-60 in 5.8 sec, 1/4 mile in 13.7 sec @ 104mph.


1972 Dodge Charger



Comments: Starting in 1972, Chrysler had to detune its engines to meet ever stricter emissions laws. They also began to quote engine ratings in terms of net output (engine output with all accessories), rather than gross output. This lead to some dramatic "declines" in rated engine power. With the Hemi gone, the 440 Six Pack became the top engine choice. Its output dropped from 385bhp gross to 330bhp net. The regular 4 bbl 440 dropped from 370bhp gross to 280bhp net. The 383 was unable to meet the new emissions requirements and was dropped. A new 400 V8 which offered 255bhp net took its place.

Production:
Engines: 318 V8. 400 V8 255bhp net. 440 V8 280bhp net. 440 Six Pack V8 330bhp net
Performance:


1973 Dodge Charger



Comments: The 1973 Charger sported a new look which included some front and rear cosmetic changes together with enlarger rear quarter windows. The optional Rallye package added loud side stripes, a pinned-down hood with power bulge, anti-sway bars front and rear, fat tires with raised white lettering, and special instrumentation.

Production:
Engines: 318 V8. 400 V8 175bhp net. 400 V8 260bhp net. 440 V8 280bhp net. 440 Six Pack V8 330bhp net
Performance: 440/280: 0-60 in 7.4 sec, 1/4 mile in low 15s.


1974 Dodge Charger



Comments: The 1974 Charger continued on with a 275bhp 440 as its top engine choice. This would be the last year that the Charger would be considered a performance vehicle as the 1975 Chargers would be repositioned in the personal luxury sector. Although the Charger name would grace several future Chysler models, none would ever match those of the muscle car era.

Production:
Engines: 318 V8. 400 V8 175bhp net. 400 V8 260bhp net. 440 V8 280bhp net.
Performance:

Dodge Challenger History 1970-1974

Introduction: Dodge was the last one to the pony car party, but it spent its time wisely, perfecting its entry, the Challenger. The Challenger debuted with an engine lineup that ranged from a docile slant six to the powerful 440 Six Barrel and the awesome 426 Hemi. Other pony cars could only dream of a line up like that.


1970 Dodge Challenger








Comments: The Dodge Challenger was based on the Plymouth Barracuda platform, but its wheelbase was stretched by two inches to provide more interior room. The Challenger was offered in both hardtop and convertible versions. Performance versions wore the R/T (Road/Track) badge and either the base or R/T model could be ordered with the SE luxury package. The SE package included leather seats and a vinyl roof with a smaller "formal" rear window. Challenger R/T's came standard with the 335 bhp 383 engine. Optional were two 440 engines, the four-barrel Magnum with 375 bhp and the tri-carb Six Pack with 390 bhp (chosen by 2,035 buyers). Topping the list was the almighty 426 Hemi with 425 bhp (chosen by 356 buyers). The Hemi cost an additional $1,228 and required heavy-duty equipment. The 440s and the Hemi came standard with TorqueFlite automatic. Optional was a four speed manual which included a pistol-grip Hurst shifter and a Dana 60 axle. Gear axles climed from 3.23:1 to 4.10:1, with limited slip as an option. All R/Ts received a heavy duty suspension and the 440s and Hemi received 15 inch 60 series tires, although essentials such as power steering and front disc brakes were still optional. The R/T's standard hood had two hood scoops, but they did not feed directly into the air cleaner. For just $97, the buyer could specify the shaker scoop, which mounted to the air cleaner and stuck up through an opening in the hood. It was known as the "shaker" as it vibrated along with the engine. Some faults of the Challenger included poor outward visibility and it feeling too bulky for its size.

But Dodge had one more trick up its sleeze. In order to race in the Sports Car Club of America's Trans American Sedan Championship, it 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 carbs atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated at the 340 Six Pack at the same 290 bhp rating as the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 350 bhp. It breathed air through a suitcase sized air scoop molded into the pinned down, lift off matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped "megaphone" outlets in front of the rear wheels. TorqueFlite automatic or Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, manual or power steering were available. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, and a ducktail spoiler added to the street punk image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A wasn't very competitive and the street version suffered from severe understeer in fast corners. But it could turn mid 14s in the quarter mile which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge would pull out of Trans Am racing.

Production:
Challenger Base: 53,337
Challenger T/A: 2,142
Challenger R/T Coupe: 12,747
Challenger R/T Convertible: 1,070
Challenger RT/SE Coupe: 3,679

Engines:
225 I6 145 bhp.
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
T/A: 340+6 V8 290 bhp @ 5000 rpm, 345 lb-ft @ 3400 rpm.
383 V8 330 bhp.
426 Hemi V8 425 bhp @ 5000 rpm, 490 lb-ft @ 4000 rpm.
440 V8 375 bhp @ 4600 rpm, 480 lb-ft @ 3200 rpm.
440+6 V8 390 bhp @ 4600 rpm, 480 lb-ft @ 2300 rpm.

Performance:
T/A: 0-60 in 5.9 seconds, 1/4 mile in 14.5 seconds @ 99.6 mph.
R/T 440-6: 0-60 in 6.2 seconds, 1/4 mile in 13.7 seconds @ 105 mph.


1971 Dodge Challenger





Comments: For 1971, the Dodge Challenger received a new grille and several other changes from 1970. The Challenger T/A was advertised but never made and was officially dropped (as Dodge had withdrawn from Trans Am racing). The R/T convertible was also dropped and the SE package was only available on base model Challengers. The R/T for 1971 had color-keyed bumpers, dummy brake cooling slots on its rear flanks, and new tape stripes. The 383 engine was still standard on R/T models, but it was detuned to 300 bhp due to a lower compression ratio to meet new government regulations. The base 440 was dropped, but the 440-6, rated at 385 bhp (down 5 bhp from 1970) and the Hemi, still rated at 425 bhp were still available. But that didn't stop a severe sales slide as sales fell 60% in just the Challenger's second year. A small group of Dodge dealers tried to boost Challenger sales in 1971 by providing 50 specially prepared examples as official and pace cars for the Indianapolis 500 race. All of these cars were Hemi Orange convertibles with white interior, although just two had high-performance options. One -- the pace car -- skidded and crashed into a press box, injuring a number of reporters. Not surprisingly, the pace car decal sets available through Dodge dealers did not sell well.

Production:
Challenger Base: 23,088
Challenger Base Convertible: 2,165
Challenger R/T Coupe: 4,630
Challenger R/T Convertible: ?
Challenger RT/SE Coupe: ?

Engines:
225 I6 145 bhp.
318 V8 230 bhp.
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
T/A: 340+6 V8 290 bhp @ 5000 rpm, 345 lb-ft @ 3400 rpm.
383 V8 300 bhp.
426 Hemi V8 425 bhp @ 5000 rpm, 490 lb-ft @ 4000 rpm.
440 V8 375 bhp.
440+6 V8 385 bhp @ 4600 rpm, 480 lb-ft @ 2300 rpm.

Performance:
T/A: 0-60 in 5.9 seconds, 1/4 mile in 14.5 seconds @ 99.6 mph.
R/T 440-6: 0-60 in 6.2 seconds, 1/4 mile in 13.7 seconds @ 105 mph.


1972 Dodge Challenger





Comments: The 1972 Challenger gained new front end styling which included a new eggcrate grille which had downturned ends. Critics noted that it was showing a sad face to its own emasculation. The R/T performance version was dropped and convertibles were eliminated. The 440 and Hemi were also dropped. A new Rallye edition replaced the R/T model, but sported only a 318 with just 150 bhp (net). The largest engine available was a 340 with just 240 bhp (net), a far cry from just the year before.

Production:
Challenger Base: 18,535
Challenger Rallye Coupe: 8,123

Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)

Performance:
340/240: 0-60 in 8.5 seconds, 1/4 mile in 16 seconds.


Production: Engines: 318 V8 150 bhp. 340 V8 240 bhp.
Performance:
****

1973 Dodge Challenger





Comments: The Dodge Challenger continued its downward slide for 1973. The Rallye edition was dropped, although buyers could still build their own on the option sheet. Sales were still up for the year, even though most of these cars had the 318 with 150 bhp, hardly a performance machine. Still available was the 340 with 240 bhp but it was replaced at mid-season with a new 360 V8 debuted with 245 bhp. The increased capacity was the only way that Dodge could keep power up in the face of tightening emissions control regulations.

Production: 32,596


Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)
360 V8 245 bhp. (SAE Net)

Performance:
N/A


1974 Dodge Challenger





Comments: 1974 would be the last year for the Dodge Challenger, still available with the 360 for those that wanted any real performance. The Dodge Challenger lived just five short years, but it made its mark on the muscle car era.

Production: 16,437


Engines:
318 V8 150 bhp.(SAE Net)
360 V8 245 bhp. (SAE Net)

Performance:
N/A

Chevrolet Impala SS History 1958-1969, 1994-1996

Introduction: The Chevrolet Impala is often credited with starting the muscle car era. Born as Chevrolet's top of the line model, the Impala quickly became the symbol for performance in the early sixties and introduced Chevrolet's signature "SS" brand of performance. Although it would later be eclipsed by smaller, lighter automobiles, the Impala still remains the performance car of choice for those that like big cars.


1958 Chevrolet Bel Air Impala





Comments: The Impala began as the top option level on Chevrolet's Bel Air line. Chevrolet's 1958 lineup featured one year only styling that sported "curves where before there were lines." The Impala option added special trim, deluxe interiors, and resulted in the steepest price in the Chevrolet lineup. Performance was important from the begining as the first Impala could be optioned with up to a 348 V8 putting out 315 bhp. The public's positive response lead to Chevrolet making the Impala a separate option for the next year.

Production: 2D Hardtop: 43,000 Convertible: Approximately 17,000
Engines: 235.5 I6 145 bhp. 283 V8 185 bhp. 283 V8 230 bhp. 283 V8 250 bhp. 348 V8 250 bhp. 348 V8 280 bhp. 348 V8 315 bhp.


1959 Chevrolet Impala





Comments: The Impala became its own model in 1959. As with all 1959 Chevy's, the new Impalas were longer, lower, wider, and more curvy. They also had the wildest tailfins besides Cadillac. The rear end sported "bat wing" rear fenders, "cat's eye" taillamps, and a huge decklid. The drivetrain stayed the same, with some increases in horsepower and sales remained good. Of particular interest to enthusiasts were the availability of fuel injected 283 V8's, although these were rare.

Production: Sport Coupe: 182,520 Convertible: 72,765
Engines: 235.5 I6 145 bhp. 283 V8 170 bhp. 283 V8 185 bhp. 283 V8 230 bhp. 283 (fuel injected) V8 250 bhp. 283 (fuel injected) V8 290 bhp. 348 V8 250 bhp. 348 V8 320 bhp. 348 V8 335 bhp.


1960 Chevrolet Impala





Comments: The Impala was toned down for 1960 and lost some of their distinct styling and fuel injected engines.

Production: Sport Coupe: 204,467 Convertible: 79,903
Engines: 235.5 I6 145 bhp. 283 V8 170 bhp. 283 V8 185 bhp. 283 V8 230 bhp. 348 V8 250 bhp. 348 V8 320 bhp. 348 V8 335 bhp.



1961 Chevrolet Impala SS





Comments: 1961 would be the year that the first true muscle car was introduced, the Chevrolet Impala SS. This would also be the year that Chevrolet introduced its 409 cubic inch V8, the engine that would launch the Big Three auto manufacturers into the horsepower race that would last well into the 1970s. The 409 was actually a response to Ford's new 390 cid engine, which was outperforming Chevy's on the dragstrip. Although it put out "only" 360 bhp compared to Ford's top 375 bhp, those extra 19 cid gave it respect on the street and immortalized in song ("She's really fine, my 409"). Chevrolet introduced the Super Sport (SS) option package, which was optional on the 348 and standard with the 409, which would define Chevrolet performance for many years to come. The Super Sport package, a bargin at just $53.80, consisted of special body and interior trim, power steering, power brakes with sintered metallic linings, full wheel covers with a three blade spinner, a passenger grab bar, a console for the floor shift, and a tachometer on the steering column. The 409 engine came only with the four-speed manual transmission and only one factory axle ratio. Lower axle ratios were available from the dealer and owners could see 1/4 mile times in the high 15s, which was pretty impressive in 1961. Unfortunately, the 409 already came with 11.25 compression and a four barrel carburetor, and due to its wedge shaped combustion chambers was not very easy to improve performance further. But no matter. Although only 142 Impala SS 409s were built in 1961 (and most went to good customers that would run them at the local dragstrips), the legend was born and the horsepower race was on.

Production: Impala SS: 453 Impala SS w/ 409 V8: 142
Engines: 348 (4 bbl) V8 305 bhp. 348 V8 340 bhp. 348 (3x2 bbl) V8 350 bhp. 409 V8 360 bhp @ 5800 rpm, 409 lb-ft @ 3600 rpm.
Performance: 409/360: 0-60 in 7.8 sec. 1/4 mile in 15.8 sec. @ 94.1 mph.


1962 Chevrolet Impala SS





Comments: Chevrolet increased production of the 409 and made it available in all full size Chevy's - Biscaynes, Bel Airs, and Impalas. The Impala's were a bit less aerodynamic this year, which made some racers turn to the lighter and slicker Bel Air coupe. The 409 was improved by adding new cylinder heads and a revised camshaft. With the standard 4 bbl carb, the 409 produced 380 bhp. But the real news was the improved top of the line 409 which added a pair of Carter AFB four barrel carbs and a lightweight valve train, and produced an astonishing 409 bhp, or a magical 1 bhp per cid. The 409 legend grew.

Production: Impala SS: Approximately 100,000. Impala SS w/ 409 V8: 15,091
Engines: 283 V8 170 bhp. 283 V8 195 bhp. 327 V8 250 bhp. 327 V8 300 bhp. 409 V8 380 bhp. 409 (2x4 bbl) V8 409 bhp.
 
1963 Chevrolet Impala SS





Comments: 1963 saw the Impala SS continue to increase in performance and popularity. With the elimination of the Bel Air coupe, buyers again switched back to Impala SS coupes and convertibles. The 409 was further improved for driveability and a detuned version with 340 bhp was made available with an optional Powerglide automatic transmission. For the serious enthusiasts, Chevrolet offered the 409 with solid lifters and a single four bbl carb good for 400 bhp and a solid lifter 409 with two four barrel carbs good for a whooping 425 bhp. As if that wasn't enough, Chevrolet introduced a new engine, the Z-11 in mid 1963. This was a 427 cid V8 loosely based on the existing 409 but featured a smaller bore and a longer stroke. It featured angled valves and was nicknamed the "porcupine head motor." Although it was officially rated at 430 bhp, it easily made close to 500 bhp and was an instant sucess at the drag strip. Unfortunately, it was only available to factory approved customers through Chevrolet's RPO (Regular Production Option). It was usually coupled with the optional factory fitted lightweight front end - aluminum panels and bumper. In addition, Chevrolet was preparing another 427 V8, the Daytona "Mystery Motor" to be used at the 1963 Daytona race. However, Chevrolet officially withdrew from racing competition, putting a stop to development of the "Mystery Motor" and after only 55 Z-11 Impalas were built. The 427 would not reappear for another three years, but it would be a direct descendent of the "Mystery Motor" that Chevrolet had killed in 1963.

Production: Impala SS: 153,271
Engines: 283 V8 170 bhp. 283 V8 195 bhp. 327 V8 250 bhp. 327 V8 300 bhp. 409 V8 340 bhp, 430 lb-ft @ 3200 rpm. 409 V8 400 bhp. 409 (2x4 bbl) V8 425 bhp. (Z-11) 427 V8 430 bhp.
Performance: 409/340: 0-60 in 6.6 seconds, 1/4 mile in high 15s.


1964 Chevrolet Impala SS





Comments: The Impala SS became its own series for 1964 and continue to feature unique exterior trim and a lavish interior. Available only as a convertible or Sport Coupe, the SS was offered with the same engines as 1963, including the top of the line 409. But the introduction of the Pontiac GTO would steal the Impala SS thunder as buyers began to shift over to smaller, lighter cars that could offer similar performance for less money than the full size car.

Production: Impala SS: 185,325 Impala w/ 409 V8: 8,684
Engines: 283 V8 170 bhp. 283 V8 195 bhp. (L30) 327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm. (L74) 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm. (L33) 409 V8 340 bhp @ 5000 rpm, 430 lb-ft @ 3200 rpm. (L31) 409 V8 400 bhp @ 5800 rpm, 425 lb-ft@ 3600 rpm. (L80) 409 (2x4 bbl) V8 425 bhp @ 6000 rpm, 425 lb-ft @ 4200 rpm.



1965 Chevrolet Impala SS





Comments: The Impala was completely redesigned for 1965 and featured a more streamlined look, rather than the boxy look of previous years. In February, the mighty 409 was phased out and was replaced by the Mark IV 396 cid V8, which would power Chevrolets for the rest of the '60s. The new 396 could be mated to a new automatic transmission, the Turbo Hydra-matic 350. The 396 was a direct descendant of the "Daytona Mystery Engine" The 409s and 396s were available in all Impalas, including four door sedans and station wagons, but the Impala SS continued as a separate series. 1965 also saw the introduction of the Caprice option on the Impala and came standard with a V8.

Production: 239,500
Engines: (L30) 327 V8 250 bhp @ 4400 rpm, 350 lb-ft @ 2800 rpm. (L74) 327 V8 300 bhp @ 5000 rpm, 360 lb-ft @ 3200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L78) 396 V8 425 bhp @ 6400 rpm, 415 lb-ft @ 4000 rpm. (L33) 409 V8 340 bhp @ 5000 rpm, 430 lb-ft @ 3200 rpm. (L31) 409 V8 400 bhp @ 5800 rpm, 425 lb-ft @ 3600 rpm.



1966 Chevrolet Impala SS





Comments: By 1966, the Impala SS was beginning to lose its luster. The Caprice became the new top of the line Chevrolet, stealing the Impala's luxury image while the SS was becoming more of an appearance package rather than a performance one. The Impala also lost its signature six round taillights, which had been an Impala trademark since 1958. New large rectangular ones replaced them along with a more massively styled front end. The Mark IV 396 continued, but a larger 427 version was introduced. It was rated at 390 bhp, while the "special performance" version was rated at 425 bhp due to solid lifters, four-barrel carb with aluminum manifold and heavy duty four bolt main block. The 427 was available with a special performance, extra rugged, extra noisy, four speed manual transmission, called the "rock-crusher." The Impala SS sales were down by more than 50% to 119,312 due to lost sales to the Caprice and smaller midsize performance muscle cars.

Production: 119,314
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 390 bhp @ 5200 rpm, 470 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 3600 rpm.



1967 Chevrolet Impala SS





Comments: The Impala SS sales continued to fall as buyers increasingly turned away from fullsize performance. The SS began to look more and more like the standard Impala, with only a black accented lower body sill and bright fender moldings on the SS. The engine choices were reduced down to just a 396 with 325 bhp or a 427 with 385 bhp. The Impala also had a host of new safety and convenience features, including a dual master cylinder brake system, an energy absorbing steering column, and an ignition switch illuminated by the first use of fiber optics technology to appear in a Chevrolet.

Production: Impala SS: 75,600 SS427: 2,124
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 390 bhp @ 5200 rpm, 460 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.



1968 Chevrolet Impala SS





Comments: The Impala SS reverted back to an option for 1968, and was ordered on only 38,210 out of 710,900 Impalas. The SS option was now available on three models, the convertible, the Sport Coupe (hardtop coupe), and the Custom Coupe. Both the 396 and 427 engines continued, despite continued falling sales.

Production: Impala SS: 38,210 SS427: 1,778
Engines: (L30) 327 V8 275 bhp @ 4800 rpm, 355 lb-ft @ 4200 rpm. (L35) 396 V8 325 bhp @ 4800 rpm, 410 lb-ft @ 3200 rpm. (L36) 427 V8 390 bhp @ 5200 rpm, 460 lb-ft @ 3400 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.


1969 Chevrolet Impala SS





Comments: Due to poor sales, Chevrolet eliminated the SS option on all full size cars except one, the Impala SS 427. The 1969 Impala SS featured new pontoon-bulge fender lines and new "full door glass" which eliminated the vent windows. The 427 engine was carried over from the year before. Only 2,455 copies of the Impala SS 427 were sold, which ensured that this would be the last year of the famed Impala SS. The Impala line would continue, sporting the new 454 cid V8 engine for 1970 and surviving well into the late 1970s. But the Impala would never recapture its performance image and became just a luxury fullsize car. But in retrospect, an impressive 918,000 Impala SS were manufactured, a true testament to its significance.

Production: Impala SS 427: 2,425
Engines: (L36) 427 V8 390 bhp @ 5400 rpm, 460 lb-ft @ 3600 rpm. (LS1) 427 V8 400 bhp @ 5400 rpm, 460 lb-ft @ 3600 rpm. (L72) 427 V8 425 bhp @ 5600 rpm, 460 lb-ft @ 4000 rpm.








Introduction: To add some flash to its fullsize Caprice, Chevrolet brought back the Impala SS in 1994, 25 years after the last one rolled off the assembly lines in 1969. Sporting a high performance V8 and rear wheel drive, and wrapped in body work to match its performance intentions, the Impala SS was truly a modern muscle car. Though it only lasted three model years, it became an instant cult classic and a fitting tribute to the great Impala's of the 1960s.


1994 Impala SS




Comments: The Impala SS debuted in 1994 as a high performance model based on the fullsize Caprice platform. It was the first four door sedan to carry the fabled "Impala SS" name (all previous SS models were coupes or convertibles), but Chevrolet made sure that it lived up to its heritage. As such, it sported rear wheel drive, a xxx inch wheelbase, and a commanding presence on the road. The Impala SS was only available in black and featured a ody-colored grille, body-color front and rear fascias, rocker moldings, door handles and key locks, taillamp moldings, body-colored raised Impala SS logos along the rear fenders, a unique rear deck-lid spoiler, and Impala emblems on the sail panels and rear deck lid. The interior featured a gray leather interior with deeply contoured front bucket seats and black statin finish on the instrument panel and door trim panels. But the heart of a muscle car is the engine, and Chevrolet didn't disappoint there. Replacing the Caprice's rather weak 180 bhp V8 was a new Corvette-derived 5.7 liter LT1 V8 with Sequential Fuel Injection, reclaibrated to deliver 260 bhp at 5,000 rpm and 330 lb-ft. of torque at 2,400 rpm. The engine was hooked up to the standard GM electronically controlled 4L60-E four speed automatic transmission with a 3.08:1 final-drive ratio and a limited slip differential. Chevrolet also added a special ride and handling suspension derived from the Chevrolet law enforcement package for its Caprices and threw in a quick-ratio power steering unit (12.7:1 vs. the standard 15.3:1 ratio). Tuned front and rear stabilizer bars and de Carbon gas-pressure shocks helped the Impala keep its composure in the twisties while massive 17" x 8.5" five-spoke cast-alloy wheels fitted with huge P255/50ZR17 tires kept the Impala SS connected to the road. Standard four-wheel, 12" diameter ventilated disc brakes and a 4-wheel anti-lock braking system brought the car to a stop if things got out of hand.

Production: About 6,000
Engines: 350 (5.7 liter) V8 260 bhp @ 5000 rpm, 330 lb-ft @ 2400 rpm.
Performance: 0-60 in 7.1 seconds, 1/4 mile in 15.4 seconds @ 91.1 mph.


1995 Impala SS




Comments: Changes were minor for 1995. Whereas the previous year had a small plastic insert in the window just forward of the C-pillar, in 1995 this curve was stamped into the body panels. Impalas could now be ordered in two more colors: Dark Cherry metallic (a dark purple), and Dark Green-Gray Metallic. Also, the mirrors moved from being door mounted to being mounted on the window frame and could now foldaway.

Production: 18,649 - Black: 7,134, Dark Cherry: 9,858, Gray Green: 4,442.
Engines: 350 (5.7 liter) V8 260 bhp @ 5000 rpm, 330 lb-ft @ 2400 rpm.
> Performance: 0-60 in 7.1 seconds, 1/4 mile in 15.4 seconds @ 91.1 mph.


1996 Impala SS




Comments: Changes were minor for 1996, the last year of the Impala SS. The shifter was now mounted on the console and the dash sported an analog gauge cluster. The fuel pressure and voltage gauges were dropped, but a tachometer and analog speedometer was added. Production of the Impala SS actually lasted untill December 13, 1996 (well into the 1997 model year), but all Impala SS's built were labeled as 1996 models.

Production: 41,941 - Black: 19,085, Dark Cherry: 12,180, Gray Green: 10,676.
Engines: 350 (5.7 liter) V8 260 bhp @ 5000 rpm, 330 lb-ft @ 2400 rpm.
Performance: 0-60 in 7.1 seconds, 1/4 mile in 15.4 seconds @ 91.1 mph.

Chevrolet El Camino History 1959-60,1964-1973

Envious of the success that Ford was having with its car/truck Ranchero that debuted in 1957, Chevrolet struck back with its new El Camino model in 1959. Originally based on the Impala, the half car, half truck El Camino survived for only two years, but reappeared in 1964 based on the Chevelle. This new El Camino shared most of its underpinnings and powertrains (including high performance engines) with the Chevelle. SS versions would debut in 1968 and firmly establish the El Camino as a muscle car/truck.


1959 Chevrolet El Camino



Comments: The El Camino debuted in 1959 based on the Impala platform to compete with Ford's Ranchero. The name meant "The Road" in Spannish, and Chevrolet stressed its car like platform and styling, which was combined with the functionality of a truck bed. The El Camino was based on the Impala, and shared the Impala's wild styling, including its trademark "cat's eyes" taillights and wings. The front end was all Impala, as was most of the interior trim.

Production: 22,246
Engines:
Performance:


1960 Chevrolet El Camino



Comments: The El Camino underwent an extensive restyling in its second year, which mirrored the changes to the Impala. The wings and taillights were toned down a bit (though still pretty wild) and the body lines were a bit more angular. Despite the relative success of the El Camino, Chevrolet ceased production after 1960. It would reappear four years later on the new Chevelle platform.

Production: 14,163
Engines:
Performance:


1964 Chevrolet El Camino



Comments: The 1964 El Camino was reborn and was now based on the Chevelle platform. This meant that the El Camino shared its styling (including near flat front end) and most of its options and powertrains with the Chevelle. Unfortunately, true performance was still unavailable as the Chevelle's top engine options were not available on the El Camino.

Production:
Engines: 283 V8 195bp. 283 V8 220bhp. 327 V8 250bhp.
Performance:


1965 Chevrolet El Camino



Comments: The El Camino got a true boost of performance with the addition of two powerful 327 engine options. For a mere $140 extra, the buyer could trade the 250 bhp 327 for a 300 bhp version. An extra $200 go you the 350 bhp version.

Production:
Engines: 283 V8 195bp. 283 V8 220bhp. 327 V8 250bhp. 327 V8 300bhp. L79 327 V8 350bhp. Performance:



1966 Chevrolet El Camino



Comments: The 1966 El Camino saw the introduction of the mighty 396 engines, with either a 325 bhp or 350 bhp version available. The 375 bhp version available in the Chevelle was, sadly, unavailable in the El Camino. Standard equipment on all El Camino's included specially calibrated high rate springs and double acting shocks at each wheel. The interior was all vinyl and bucket seats, and special consoles were available. The Synchro-Mesh three-speed transmission was standard, but a four-speed wide or close ratio transmission or the two-speed Powerglide automatic transmission could be ordered.

Production: 35,119
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600.
Performance:


1967 Chevrolet El Camino



Comments: The 1967 El Camino received a few changes: a new grille, a new front bumper, and the side trim was moved up the side panels from the lower body molding. The tailgate was now trimmed with an attractive vinyl, wood-grained strip and new taillights. A vinyl roof was now available as an option. Interiors were all vinyl, and the Custom trim had more trim detail and textured vinyl seats. Air-adjustable shock absorbers were introduced on the El Camino; they could be inflated or deflated to provide proper support depending on the load. The performance suspension was required for El Camino's equipped with the 396 engine.

Production: 34,830
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600.
Performance:


1968 Chevrolet El Camino SS



Comments: The 1968 El Camino received the same changes as the Chevelle and was now based on the 116 inch wheelbase platform used by the Chevelle sedan and wagon. The SS396 debuted as a new model of the El Camino and, just like in the Chevelle, came only with one of the 396 V8s. The new El Camino featured a longer hood, "vee" rear side windows, a recessed rear window (like the Chevelle) and a rakish front end. The tailgate of the SS models had a narrow band of black which framed the SS396 emblem. The front fenders also sported the new "396" emblem. Simulated twin-domed hood scoops were included with louvered ports located at the rear edge of the hood. The grille was accented in black and featured the 396 emblem. All SS also featured standard six inch wheels with red line tires. The standard engine in the SS396 remained the 325 bhp 396 engine. The 350bhp version was still available and finally the 375bhp was available for the first time.

Production: El Camino: 41,791 (SS396: 5,190)
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm.
Performance:


1969 Chevrolet El Camino SS



Comments: After its big changes for 1968, the 1969 El Camino was basically carried over. The big change was that the SS396 was no longer its own model (after just one year), but was now technically an option on the regular El Camino. Exterior changes included a new grille and front bumper and rear back-up lights now located on the tailgate. The SS396 option included the 325 bhp 396 V8, bright engine accents, power front disc brakes, three-speed floor shift transmission, dual exhausts, black painted grille, special hood, specific wheel house moldings, 14x7 inch Sport wheels, and GTO-14 red strip tires. Two body colors, named Monaco Orange and Daytona Yellow were exclusive to the SS models.

Production: 48,385
Engines: 396 V8 325bp@4800rpm, 410lb-ft@3200rpm. L34 396 V8 350bhp@5200rpm, 415lb-ft@3600. L78 396 V8 375bhp@5600rpm, 415lb-ft@3600rpm.
Performance:


1970 Chevrolet El Camino SS



Comments: The 1970 El Camino received the same changes as the Chevelle including a new more blunted Vee front end and a new grille, which was black accented on the SS. The El Camino was still available in either Base or Custom trims, but now the SS option was only available on the Custom trim. The Custom Pickup had bright trim, which ran from the front to rear bumper about a quarter of the way up the side. The wheelwells also sported bright trim. The popular cowl induction hood was also optional on the SS. The SS option included special patern and custom vinyl seat trim, sport mirrors, striping, and badges, 15x7 Rally rims, fat RWL tires, SS emblems, black out grille, and a choice of three of the four high performance 402 cid V8 engines. Interestingly, although the 396 engines now displaced 402 cubic inches, they were either called "396" or "Turbo-Jet." But the key for performance buyers was the introduction of the new corporate 454 engines, the LS5 rated at 360 bhp and the mighty 450 bhp LS6. The 454 engines came only with the Turbo-Hydramatic or a close-ratio four speed manual transmission.

Production: 47,707
Engines: 350 V8 300 bhp. L34 402 V8 350bhp@5200rpm, 415lb-ft@3400. 402 V8 375bhp@5600rpm, 415lb-ft@3600rpm. LS5 454 V8 360bhp@5400rpm, 500lb-ft@3200rpm. LS6 454 V8 450bhp@5600rpm, 500lb-ft@3600rpm.
Performance: LS6/454: 1/4 mile in 13.44 seconds @ 108.17 mph.


1971 Chevrolet El Camino SS



Comments: The 1971 was not immune from the general collapse of muscle car performance. In response to GM's edict that all engines ran on unleaded fuel and to meet ever restrictive emission standards, Chevrolet detuned all its engines which resulted in large drops in engine output. The 402 engine that was previously still known as a 396 was renamed the "Turbo Jet 400" and offered only 300bhp, down from 3500bhp. The 375bhp version was no longer available. The LS6 454 was also killed, but the LS5 454 returned with 365bhp, an increase of 5bhp from 1970. All El Caminos got the new single headlight design from the Monte Carlo and could be optioned with hood stripes and the cowl induction hood. The SS package was again only available on the Custom Pickup and included a special instrumentation panel with a black steering wheel and column and an "SS" hub emblem. It also included 15x7 inch sport wheels, F60x15 white-lettered bias ply tires, a sports-type remote control outside body colored rearview mirror, power disc brakes, and high output battery. Interestingly, only the LS5 carried external engine ID; they carried "SS 454" badges. All others only said "SS." That was a pretty revealing sign of the times. As part of GM's brand dilution strategy, GMC offered an identical version of the El Camino that they called the "Sprint" with an "SP" option which mirrored the SS package.

Production: 41,606
Engines: L65 350 V8 245bhp@4800rpm, 250lb-ft@2800rpm. L48 350 V8 270bhp@5600rpm, 360lb-ft@3200rpm. LS3 402 V8 300bhp@4800rpm, 400lb-ft@3200. LS5 454 V8 365bhp@4800rpm, 465lb-ft@3200rpm.
Performance:


1972 Chevrolet El Camino SS



Comments: 1972 saw further dilution of the El Camino SS. GM decreed that all engines had to be reported with their net engine ratings, which resulted in several sharp decreases even though engine power was not necessarily changed. The 350 V8 dropped to 175bhp, the 402 to 240bhp, and the 454 to 270bhp. The El Camino was basically unchanged from the year before, with just new turn signal/marker lamp units and the deletion of the Chevy bowtie from the grille. The new grille was black, but the horizontal chrome divider piece was deleted.

Production:
Engines: L65 350 V8 165bhp@4000rpm, 280lb-ft@2400rpm. 350 V8 175bhp@4000rpm, 280lb-ft@2400rpm. LS3 402 V8 240bhp@4400rpm, 345lb-ft@3200rpm. LS5 454 V8 270bhp@4000rpm, 390lb-ft@3200rpm.
Performance:


1973 Chevrolet El Camino SS



Comments: The El Camino shared the new body of the Chevelle Malibu. The 116 inch wheelbase was retained, but overall length increased. A new grille and front end still featured the single-unit headlamps, but the wrap-around parking/turn signal lights were gone and the lights were now inserted into the front and rear bumpers. The boxy look of the tailgate was replaced by a more stylish curved design, at the expense of some cargo space. The SS package featured a balck-accented grille with the SS badge.

Production: 64,987
Engines: L65 350 V8 145bhp@4000, 255lb-ft@2400rpm. L48 350 V8 175bhp@4000rpm, 270lb-ft@2400rpm. 454 V8 245bhp@4000rpm, 375lb-ft@3200rpm.
Performance: