Sixties muscle cars are the epitome of flash style and tire-shredding power, but some are certainly quicker than others. Although the '68 Dodge Charger 0-60 figure was OK for a car of its class, it's other qualities have elevated it above mere muscle car status. The most obvious of these are its stunning looks, which Car and Driver magazine described as having "sensuous brute appeal".
The car's new look was the most obvious improvement when compared to its immediate predecessor. The semi-fastback design was low, long and sinuous, and made a bold statement about the taste and discernment of its driver. The motoring public recognized serious cool when they saw it and wasted no time in turning it into a runaway success.
Chrysler's management had expected sales to be in the region of 20,000, but were surprised by sales that went on to hit over 96,000. Production at the main Dodge plant in Michigan had to be increased three times over to keep up with demand. The company also introduced a special Charger production line at their St Louis plant to add even more capacity.
Although the Charger's design was trend-setting, it's mechanical underpinnings were entirely conventional. Its base engine was Chrysler's 318 small-block V8, which was supplemented by two big-block V8's of 383 and 440 cubic inches, respectively. The famous NASCAR-inspired 426 cubic inch 'hemi' was also made available, but just a few hundred were built.
More popular with buyers was the performance variant known as the R/T. This option pack introduced for the 1968 model featured a more powerful version of the 440 V8, uprated brakes and suspension, beefier tires and a double exhaust. By the end of the model year, R/T sales had accounted for fully one fifth of total production.
Customers had a wide range of optional extras to add to their new car, including front seat head restraints, front and rear shoulder belts, padded center console, a vinyl roof and rear window de-fogger. They could also choose from 17 exterior and 6 interior colors. For the automatic transmission selector they could choose between a column or floor-mounted device.
Having been such a strong seller, Chrysler's management decided to keep the Charger mostly unchanged through to the 1969 model year. Minor updates were made to the interior and exterior trim, and the V8 engine options were as before. They did however add a six-cylinder variant as a lower-priced entry-level model, although this sold poorly and is now a rarity.
The 1970 car was also only slightly modified from the previous two years, the first significant re-design coming in the 1971 model year. This car was all-new and was lighter and shorter than its predecessors. It's sales (helped by a new lower base price) were strong and topped 82,000 units. This car did however mark the end of the performance era for the Charger, subsequent versions were largely emasculated by federal safety and emissions regulations.
The car's new look was the most obvious improvement when compared to its immediate predecessor. The semi-fastback design was low, long and sinuous, and made a bold statement about the taste and discernment of its driver. The motoring public recognized serious cool when they saw it and wasted no time in turning it into a runaway success.
Chrysler's management had expected sales to be in the region of 20,000, but were surprised by sales that went on to hit over 96,000. Production at the main Dodge plant in Michigan had to be increased three times over to keep up with demand. The company also introduced a special Charger production line at their St Louis plant to add even more capacity.
Although the Charger's design was trend-setting, it's mechanical underpinnings were entirely conventional. Its base engine was Chrysler's 318 small-block V8, which was supplemented by two big-block V8's of 383 and 440 cubic inches, respectively. The famous NASCAR-inspired 426 cubic inch 'hemi' was also made available, but just a few hundred were built.
More popular with buyers was the performance variant known as the R/T. This option pack introduced for the 1968 model featured a more powerful version of the 440 V8, uprated brakes and suspension, beefier tires and a double exhaust. By the end of the model year, R/T sales had accounted for fully one fifth of total production.
Customers had a wide range of optional extras to add to their new car, including front seat head restraints, front and rear shoulder belts, padded center console, a vinyl roof and rear window de-fogger. They could also choose from 17 exterior and 6 interior colors. For the automatic transmission selector they could choose between a column or floor-mounted device.
Having been such a strong seller, Chrysler's management decided to keep the Charger mostly unchanged through to the 1969 model year. Minor updates were made to the interior and exterior trim, and the V8 engine options were as before. They did however add a six-cylinder variant as a lower-priced entry-level model, although this sold poorly and is now a rarity.
The 1970 car was also only slightly modified from the previous two years, the first significant re-design coming in the 1971 model year. This car was all-new and was lighter and shorter than its predecessors. It's sales (helped by a new lower base price) were strong and topped 82,000 units. This car did however mark the end of the performance era for the Charger, subsequent versions were largely emasculated by federal safety and emissions regulations.
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