In 1964, Ford introduced the Mustang alongside the “pony car” image, a car class of affordable coupés with long hoods and short decks. The car was an immediate success, acclaimed for its innovative design. With the Mustang’s introduction, a new wave of competitors were eager to tackle the undiscovered market.
Among those competitors was Chrysler, who selected Dodge, their division that specialized in family sedans and coupés at the time, to enter their own competitor. The ultimate decision was to enter the intriguing market with a B-body fastback to rival the Mustang’s rising market. So, designers went to work.
Quickly after the Mustang’s release, Dodge unveiled the “Charger” as a concept in 1964. However, 1965 brought a different and more familiar design. The 1965 concept showed more similarity with the fastback identity, something the 1964 concept lacked.
With small modifications and tweaks, the Dodge Charger entered production in 1966. Mirroring the Coronet, the Charger was exceptionally alike to cars in the same market. With a low, fastback design, unique interior and practicality, the Charger was soon regarded as the new entry-level Dodge.
The car was a success in the public throughout the 1966 model year, with total production numbers climbing up to about 40,000 units. The car’s popularity was partly persuaded by its conveniences, including four full bucket seats, and accessible cargo space.
1967 brought slight changes to the Charger model, with a different exterior, and new options available. The most notable change came with the performance; in 1966, the Dodge featured three engine options — the 318 V8, 361 V8, and the famous 426 HEMI —whereas 1967 brought four.
Despite the alternative options, the 1967 model year proved to be less successful, with a little less than 16,000 units being sold. This would mark the end of the first generation of the Charger, leading to a redesign the following year. The redesign caused somewhat of an identity crisis; the new Charger, with its more aggressive design, was starting to lean towards the muscle car category.
When it came to redesigning the new car, Dodge found inspiration from the likes of the older Pontiac GTO, replacing the first generation’s fastback-style roof. Designers also used a range of Group 7 racing cars as a source, adding the “kick-up” spoiler. To complete the look, Dodge topped the cake by providing a new performance package, or the introduction of the R/T (Road and Track) name.
The R/T trim offered a 440 “Magnum” V8 that was also offered the year before, with the 426 HEMI engine as an additional option. To distinct the R/T package from other variations, Dodge added two colored stripes located on the rear, stretching across the entire body, with “R/T” printed on the rear quarter panel.
The following year had the Charger receiving more modifications, specifically in the exterior department. With a new grill split by a center divider and fresh taillights, the 1969 model quickly became one of the most recognizable cars of its time.
With figures ranging from 290 to 335 horsepower, the new Charger packed a punch. With this competitive performance and aggressive looks to match, the car was an immediate success, acclaimed by both the media and community.
But 1969 also presented a new special car which would become one of the most known specials of the 1960s and 1970s — the Dodge Charger Daytona. With innovative aerodynamics, the Daytona produced over 1,800 pounds of downforce. This helped the iconic Dodge to become the first NASCAR stock car to surpass the infamous 200mph mark, achieved at the 1970 Southern 500.
Once again, various engines were made available. With a new 440 V-8, and an optional hood cutout with the HEMI badge, figures went up to an astonishing 390 horsepower. The following year saw a new Charger hit the markets with a heavily revised exterior look. Similar to most Plymouth models, the 1971 Charger featured a more rounded designed, with a new split grill.
Throughout the 1972, 1973, and 1974 production years, various changes were made. The 1973 Charger saw the biggest change all together, with new headlights added and the model’s design becoming longer, creating somewhat of a bulky look.
When 1974 came to an end, Dodge began work on remodeling the next Charger. But, instead of holding onto its old image, the Charger would be more “luxurious”. With the reason being infamous energy crisis in the middle of the 1970’s decade.
What came out was a definite change. The car’s design was more shapeless than ever, with a more boxy design, a big difference from the more rounded design of the previous generation In certain perspectives, this wasn’t necessarily a bad thing; the real issue was the fact that the Charger was essentially a remodeled Chrysler Cordoba. In some regards, the Charger wasn’t the Charger anymore.
In 1976, no changes were made except for one new difference between the 1975 and 1976 Chargers. The latter Chargers were sold in four trims, a big leap from only one option the year prior, this being the ‘SE’ trim.
Between the 1977 and 1978 production years, the Charger stayed similar for the most part. When production came to an end in 1978, Dodge decided to end production; for the time being at least. The end of production ended the line of the B-body Charger, and the Charger wouldn’t see a return to production until 1981.
The fifth Charger made its debut in 1981, designed as the Omni 024, a front-wheel-drive, economy focused hatchback. Much to the public’s dismay this was a drastic change from the muscle car that most people had fallen in love with. Nonetheless, Dodge continued with the release, the L-body Charger going into production for the 1981 half year.
The Charger was now powered by a pathetic 1.7L I4 engine, producing a disappointing 63 horsepower, with only 83 lb-ft of torque to show for it. For the next “full” year of production, the Charger received an upgrade, with the Charger 2.2. With mild performance coming from a 2.2L engine, the updated hatchback maxed out at 84 horsepower, with 111 lb-ft of torque.
Despite the rather dismal stat sheet, the Charger was still competitive against rivals, as its competition had too followed the safer, more economy-focused route. With a 0-60 time of under ten seconds, an upgrade from the previous generations — specifically the third generation, which went 0-60 in more than 11 seconds — the Charger 2.2 wasn’t necessarily a failure. Despite this, the 2.2 kept a disdainful reputation.
Lucky for the public, the Charger’s performance did get better in the future. Dodge released the new Shelby Charger in 1983, a ‘performance-enhanced’ version developed with the help of Carroll Shelby, an American legend in his own right.
The new Shelby package gave the Charger 107 horsepower, 127 lb-ft of torque, and a 0-60 time of 9.6 seconds. (The Charger 2.2 had a 0-60 of 9.7, just one tenth slower.) The Charger also received better suspension and wheels to improve handling, and had engine upgrades such as a new camshaft. Dodge would have their Shelby package revised in 1985, this year offering a turbocharged version. The turbocharged engine now meant that the Charger now produced 146 horsepower and 170 lb-ft of torque.
For the most part, the base Charger received little changes. In the remaining two years of production, nothing but small tweaks and options were offered to the general public. In 1985 for example, the base model received fuel injection as standard, and in 1987, the Shelby Turbo was offered in a small number nearing the 2,000 car mark, the rarest Charger model up to date.
In 1987, Dodge pulled the plug on the fifth generation, ending the production line for the third time in the Charger’s history. In its six and a half year span, the fifth generation Charger didn’t make much of an impact. It had been a victim of the 1980’s car scene, where small hatchbacks ruled the roads. Dodge wouldn’t produce the next generation until the 21st century, almost twenty years down the line.
For 18 years, 1987 to 2005, the Charger name remained under wraps. With nothing but the occasional rumor and concept, enthusiasts waited for the return of the Charger. Finally, Dodge reintroduced their famed muscle car in 2006, this time with roots dating from the earlier days of the B-body design.
The new LX platform resembled the “coke bottle shape” of the early B-body Chargers, but with a more modern take. A rounded shape and sloping rear gave the impression of the classic Charger, making the resemblance of the older B-body design more noticeable.
With the base (the SE) featuring a V6 producing 250 horsepower and torque, the Charger was also offered a R/T variant, with a powerful HEMI V8. This V8 brought 340 horsepower to the rear wheels, alongside 390 lb-ft of torque. The sixth generation Charger not only had performance, but also had the benefits of practicality and function.
But the new Charger range didn’t stop at the base and R/T. The same year, Dodge unveiled the Charger SRT-8, with offered the most performance out of the range. The SRT brandishing was new for the Charger, but still aroused interest among the media and older fans.
The beefier performance package came with an impressive 425 horsepower, as well as 420 lb-ft of torque. This was achieved by the 6.1L V8 under the hood, an upgrade from the R/T’s 5.7L, and the base model’s 3.5L V6. SRT boosted the 0-60 from the R/T’s time of 5.7 seconds to an impressive 5.4 seconds. The only downside of the car? All versions featured a five-speed automatic gearbox.
At the end of the 2006 year, the Charger had been sold as the SE, SXT, R/T, SRT-8, and Daytona. It had received both criticism and praise, but it was ultimately decided to continue production for the following years.
When it came to 2007, the Charger went unchanged aside from the SXT and R/T trims offered in AWD form. The same year however, Dodge did present the new “Super Bee” variant to the market; it shared the same engine with the Charger SRT-8, but was sold in a special paint of a yellow base and black decals located near the trunk on both sides. The Super Bee production run was limited to only 1,000 units.
After entering production, the LX generation didn’t see much change at all, with nothing but different performance offered in varying trims. For instance, the 2008 Dodge Charger R/T package was upgraded from 350 to 372 horsepower.
After four years of production (2006 to 2010), the Charger’s LX platform was redesigned. For the 2011 model year, Dodge released the “new and improved” seventh generation, properly known as the LD platform.
The new LD was clearly different from the LX platform before it, with a remodeled exterior and interior to show. The different look gave the car a more menacing look, intending to once again pay homage to the car’s early years. And it kind of worked. The LD shared resemblance with the LX, but added a little more of a clean and aggressive look.
The base model of the 2011 car featured a 3.6L V6 engine, producing 292 horsepower with 260 lb-ft additionally. Performance wise, no former variants of the LX would return for the 2011 production year, leaving only the SXT and SE sold on markets. But the following year brought the former versions — the R/T, SRT-8, and Super Bee — back to the table. The R/T’s engine (the 5.7 HEMI V8) produced 370 horsepower, and 395 lb-ft of torque.
With performance upgrades, power saw its peak at 495 horsepower, and 475 lb-ft of torque, both offered in the SRT, 392 Scat Pack, SRT-8 and Super Bee trims. At peak, the 2011-2014 production models accelerated to 60 mph in only 4.10 seconds, with an impressive top speed of 187 mph. 2013 saw the Charger receive a slight change in appearance, and small boosts performance wise, but not much else; the next year had similar changes.
Despite an impressive stat sheet, the LD generation saw its biggest change in the 2015 year. Receiving a noticeable facelift, the new model featured a more modern and menacing grille, as well as an altered rear design.
However, other than the facelift, and a revised interior, the 2015 Charger faced no changes. However, in the performance market, Dodge had a trick up their sleeve: the Hellcat. Powered by the supercharged 6.2L HEMI to a monstrous 707 horsepower, and 650 lb-ft of torque, it was obvious how the Hellcat had earned its name. Trademarked with it’s own logo presented near the front wheel, the Hellcat quickly established itself as a performance juggernaut.
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