Although large and perhaps disproportionate by today's standards, in its day the first Dodge Charger was sleek, smooth and sophisticated.
It added sparkle to the mid-sized automobile category while pushing Chrysler Corporation's design and performance to new levels.
When the Charger was officially launched Jan. 1, 1966, Detroit's horsepower race was in full gallop. General Motors, Ford and Chrysler were busy stuffing monstrous V8s and assorted highperformance parts into intermediate-size cars originally intended to pack low-output six-cylinder engines or modest-output V8s. At the same time, the so-called "pony cars," led, of course, by Ford's popular Mustang, were beginning to flex their pectoral muscles with high-revving smalldisplacement V8s that could hold their own -for the first half block, anyway -against some of the bigger-bore contenders at the local stoplight drags.
Dodge's stylists took a considerably different approach to compete against this heady mix of brawn and bravado. Their entry, appropriately christened the Charger, was nothing short of an attention-grabbing eyepopper.
Based on the midsize Coronet coupe, the Charger's distinctive swept-back roofline completely transformed the low-key familyoriented car into a fashionably upscale sports machine. Although not the first automobile to take the fastback route, the Charger's massive signature-piece hardtop with its expansive rear glass was an extreme variation on an emerging theme. Power-operated hidden headlights plus tail lamps that extended the full width of the rear deck also reinforced the Charger's leading-edge look.
As stunning as it was on the outside, the Charger's interior also broke new ground. Vinyl-covered bucket seats for both front and rear passengers were standard and, combined with a full-length floor console, gave the appearance of a richly appointed corporate jet.
As a bonus, the rear buckets and the divider between the trunk and the cabin could be folded flat to create a carpeted load floor.
But what made the Charger so special with the enthusiast crowd was the array of available engines. The starting point was a 230-horsepower 318-cubic-inch V8 that came standard with a columnmounted three-speed manual transmission. Most buyers, however, passed on this price leader, opting instead for either a 265-horse 361-cubic-inch V8 or a 383 with 325 horsepower on tap.
For an extra $1,000, the equivalent of one-third the Dodge's starting price, you could upgrade to Chrysler's rip-snorting 426-cubic-inch "Hemi" V8. With an advertised 425 horsepower, a fourspeed Hemi Charger could touch 60 mph in 6.4 seconds and run the quarter-mile in 14 seconds, making it one of the most potent muscle cars on the road. Heft and skinny tires were the limits to quicker acceleration.
In its initial year, just 468 Hemi Chargers, out of a production run that totaled close to 40,000 units, found homes.
Aside from a few minor changes, the 1967 Charger carried on as before. The 361 V8 was cancelled, replaced by a new 440-cubic-inch engine that made 375 horsepower and was nearly as fast as the Hemi, but a lot cheaper and less temperamental. It also qualified for the full factory warranty.
From a sales standpoint, the '67 Charger was a flop, with output dropping to less than half of first-year sales, including a meagre 118 Hemis. Shoppers had many new pony and muscle-car entries from which to choose, such as the second-generation Mustang and Plymouth Barracuda, GM's Camaro/Firebird duo and Plymouth's GTX.
Malcolm Gunn is a feature writer with Wheelbase Media, on the web at wheelbasemedia. com.