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The Dodge Charger first appeared as a show car in 1964; from 1965 to 1967, sleek, low production Chargers based on the Dodge Coronet were sold, with limited success. The restyling of the 1968 Dodge Charger is unquestionably the main reason for its sales success, since the 440 Magnum and Hemi were already available in 1967, and sales were dismal. The 1968 sales were far higher than expected; product planners assumed they would sell 20,000, but 96,000 were built, and the market might well have taken more.
For the next year, Dodge was understandably torn between the usual annual styling changes and not wanting to mess with a good thing; they made minor changes to the grille as a compromise.
The 117 inch wheelbase Charger features a longer, lower hood line and a wind spoiler that is an integral part of the rear deck.
The Charger's integrated bumper with vertical bumper guards blends with the design of the car and still accomplished its functional assignment. Charger's all new six passenger interior features front bucket seats with an optional center cushion console in an exclusive all vinyl design. While stressing its sportiness, Charger also stressed its new safety features, including a new stove box door hinged at the top so that it could not fail open and downward, and window crank knots made of soft plastic formed into a tulip shape to yield in an impact. The top of the front seat back had a corrugated section metal structure covered energy-absorbing foam, instrument panel padding was extended around the lower portion of the dash for leg and knee protection, and fold down front seats had manually operated seat back latches to prevent any forward pitch. Other standard safety features included recessed ashtrays, power window safety lockout, and a child protection feature which required the ignition to be on for power switches to be activated.
Total production for both models of the 1968 Charger was 96,100, far outpacing projected sales of 35,000 units.
The Charger 500, with a Coronet grille and a flush rear window, was built by Creative Industries; 500 were sold in accordance with NASCAR rules. For 1969, Dodge refined Charger, using a new grille and tail light treatment to bolster the sporty image.
An even wider array of vinyl top choices were optional, adding tan, green, black, and white. Charger's sporty car appearance in 1969 was enhanced by the use of a divided grille with six functional air vents in the divider piece resembling dual intakes. At the Daytona's first outing at Talladega, Alabama, piloted by Richard Brickhouse, the Daytona won handily. The success of the American Dodge Charger caught the attention of international product planners.


New features for the 1970 Charger included a front bumper which completely encircled the grille and new full width tail lights, and the Federally mandated ignition switch buzzer to remind drivers not to leave their keys in the car.
Engine options remained the same, except for the addition of the hot 440 6 pack (three double-barrel Holley carbs monted on an Edelbrock intake manifold). The standard Charger came with the 225 slant-six or 318 V8, with a three-on-the-tree manual.
The Charger SE was more of a luxury package and had leather and vinyl front bucket seats, a simulated walnut steering wheel, pedal dress-up, lighting group, deep-dish wheel covers, simulated walnut instrument panel, and vinyl map pockets. Options included air conditioning, cruise, front center cushion with fold-down armrest (for bucket seats), headlight time delay, locking gas cap, luggage rack on the rear deck lid, sunroof, left remote control mirror, right side mirror, power brakes, steering, and winddows, rear seat speaker, a variety of AM and FM radios (with an optional stereo with 8-track player and three speakers, all in the instrument panel), rear shoulder belts, rear window defogger, six-way manually adjustable driver's bucket seat, three-speed wipers, tinted glass, and hood insulation. The Dodge Charger was restyled and resized for 1971, coming off looking as much like a Pontiac as a 1970 Charger from the front. In 1976, Charger returned as a Coronet sub-model, while the Charger SE continued alongside it. For 1977, product planners took the names of their large cars and put them onto their intermediates. In 1978, Dodge put a new front and rear clip onto Charger SE and called it Dodge Magnum; 48,000 Magnum sales drowned out the 3,000 Chargers, and the Charger name was dropped.
A few years later, Dodge attached the Charger name to a barnstorming version of the Dodge Omni. We make no guarantees regarding validity, accuracy, or applicability of information, predictions, or advice. Any content, trademarks, or other material that might be found on this website that is not this site property remains the copyright of its respective owners. The 1968 has a chrome bumper under the grille, the 1969 has a chrome center divider in the grille, and the 1970 has a rectangular chrome bumper around the grille. Headlights are set in the grille and concealed by an eyelid type of door that automatically moves up and out of the way when the lights are turned on. Other performance and styling features in the new Charger include simulated wastegates in the hood and body sides, a large quick-fill gas cap located aft on the quarter panel, and bumper mounted parking lights that resemble rallye type lights. This new model is equipped with the high performance 440 cubic inch V-S1 heavy duty suspension and brakes, dual exhausts and wide tread tires. A new rallye clock and the addition of convenient map pockets on both doors are sporting new touches for 1968. Optional safety equipment included front seat head restraints, lap belts for center seat passengers, shoulder belts for front and rear outboard passengers, padded steering wheel, and rear window defogger. To meet the increased sales production at the Hammtramack, Michigan plant was tripled and a Charger production line was added at St.
The main reason for the Charger 500 was to eliminate aerodynamic problems that hurt it in comparison to Ford's lower-power but more slippery racing models.
Slant-powered Chargers, if left unmodified, would have been fairly slow (even modified, they had quite a bit of weight to push around).
New vinyl roof treatments and exterior colors were optional, to appeal to the youthful driver. It featured leather bucket seats, wood-grain steering wheel, and wood grain inserts on the instrument panel.
The standard engine was the 318 cubic inch V8, but buyers could drop down to the slant six; only 500 did. Near wall to wall rectangular tail lights which were recessed replaced the dual, round projecting lights used on the 1968s.
While the Charger was far too large and thirsty for South America, the Valiant and Dart were not, and the Charger look was adapted to the A-body platform a€”A hideaway headlights and all a€”A as much as they could swing it. While still a big seller compared with the 1966-67 Chargers, sales fell to a bit over half of what they had been in 1968, and were less than half of 1969a€™s gangbuster performance. Both Charger and Charger Sport were unpopular, with fewer than 18,000 clearing the lots in 1976. Chrysler had an ace up their sleave, though: the product of extensive wind tunnel testing, the Charger Daytona included a massive rear spoiler and an aero nose.
Engineering innovations ranged from manual tilt seat adjusters and easier rear door lock buttons to improved brake adjusters and headlights on warning buzzer. The 340 generated less power than the 383 two-barrel, but because it was much lighter, cornering was better.


These lights are surrounded by a black insert as they were in 1968 to retain Charger's highway identity. The Daytona marked a concerted effort by Dodge and Chrysler Corporation to take back the NASCAR limelight from Ford.
Dodge won 22 Grand National races that season, but failed to nab the NASCAR manufacturersa€™ trophy.
The least expensive Charger came with a bench front, while all the others came with bucket seats.
A single Carter four-barrel carb was used on these models; the cam timing was identical to the Hemi, with 268A° intake duration and 284A° exhaust duration.
The wide model range continued, complete with Super Bee, a new model for Charger (it moved over from Coronet).
Charger SE was also a slow seller but managed to beat the entire Coronet line including Charger; it also beat the sales of all Dodge full-sized cars combined. More on that in a bit.The i20 has a refreshed look that is largely appealing, especially since the previous generation had been around for a while. A recessed backlight has been added for improved visibility and curved sides hint of aircraft cockpit styling. The Charger accounted for 16 percent of Dodge car sales in 1968, and ran 460 percent higher than in 1967. No other car could match it for top speed (200 mph), with its standard 440 and optional Hemi. The Special Edition package also included bright trimmed pedals, deep dish wheel covers, and a light group including time delay ignition light and hooa mounted turn signal indicators.
It was built to meet a NASCAR requirement to allow Chargers to race on the stock car circuit; flush mounting provided a tremendous aerodynamic advantage which was to culminate in the Charger Daytona.
The Daytona featured a wind cheating billet shaped front cap instead of the standard grille, hidden headlamps, front spoiler, flush backlight, and a huge rear deck spoiler. The 1971-74 period saw a good deal of performance disappearing, with the dropping of the Hemi and a detuned 440 after 1971; yet, 1973 would be the best year for the Dodge Charger.
The aggressive headlamps are well complemented with angular fog lamps and a meaner, thinner grille to go with it.
Compared with the Charger 500, the Daytona was about 20 percent more aerodynamically efficient.
Product planner Burton Bouwkamp credited that to styling, broader marketing (since insurance rates had cut down on the performance crowd), and good pricing on the Charger SE.
The new design changes are quite obvious but it retains the signature i20 look that we’re used to.For some reason, Hyundai won’t offer the i20 Asta (O) variant in diesel. Dodge built 505 Charger Daytonas, just enought to beat the NASCAR stipulated 500 unit limit to qualify as a production model. So even though we had the top-of-the-line i20, it didn’t have the six airbags and sunroof offered in the cheaper Asta (O) petrol variant.
These cars were generally lighter than the 2006-2010 Chargers, but were also smaller inside, with less trunk space. The rest of the features list matches its petrol counterpart spec for spec, including the music system with Bluetooth, rear parking camera with sensor and electric mirrors, among others.Though the i20 diesel misses out on the sunroof and additional airbags, it more than makes up with its drive. Refinement is decent, but it has mechanical clatter that makes its presence felt especially when you push hard.
However, there’s noticeable turbo lag, the power kicking in at 2,000rpm, which takes getting used to especially in traffic and calls for a downshift or two during overtaking.
Once you’re used to working the gearbox to your advantage, the i20 diesel can be fun.The mid-range is punchy, which makes driving a pleasure, especially on the highway. Ride quality is pretty good and the suspension works away the bumps pretty well but it isn’t very enthusiastic when it comes to changing direction – the light steering doesn’t help matters.With the recent hike in petrol prices, you need little reason to go for a diesel car.




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