1987 Dodge Shelby Charger. Photos by Greg Gjerdingen, unless otherwise noted.
Carroll Shelby is most often associated with high-horsepower, front-engine, rear-wheel-drive sports cars, but in the early 1980s the performance guru re-entered the production automotive arena with a series of front-wheel-drive cars built for sale through Dodge dealerships. The first to hit the streets, in mid-1983, was the Dodge Shelby Charger, a car that resurrected two iconic performance names and helped introduce a new breed of performance cars to the American consumer.
Based on the Dodge Omni, the Charger debuted as the Omni 024 for the 1981 model year. Though the coupe offered distinctive styling and a comfortable interior, it fit no one's definition of a performance car, though most would agree it was, at the time, the brand's sportiest offering. In 1982, perhaps seeking to emphasize this, Dodge brought back the Charger nameplate, applying it to the highest-output Omni 024 in the lineup. Equipped with a 2.2-liter four-cylinder engine rated at just 94 horsepower, it was a far cry from the legendary Chargers of the late 1960s.
Enter Carroll Shelby, who had some very clear design goals for a new-generation Charger that would also carry his family name. As Peter Grist quotes Shelby in Dodge Dynamite: 50 Years of Dodge Muscle Cars, "The main parameters were to have as good a handling FWD car as there is anywhere, that it be unique in appearance, and that it perform adequately." Given the Charger's modest starting point, it was clear that Shelby was hedging his bets by expecting just adequate performance from the front-wheel-drive coupe.
Starting with the Charger's 2.2-liter four-cylinder engine, the Chrysler Shelby California Development Center in Santa Fe Springs, California, bumped compression up to 9.6:1; added a slightly hotter camshaft; opened up the exhaust for better breathing; and retarded cam timing by four degrees to aid top-end performance. The net result was an increase in output to 107 horsepower and 127 pound-feet of torque, and with the aid of a close-ratio five-speed transmission, the Dodge Shelby Charger could run from 0-60 MPH in 9.0 seconds on the way to a top speed of 117 MPH. The quarter mile went by in 16.8 seconds, at a speed of 82 MPH.
To ensure that handling lived up to the Shelby name, the car received a quick-ratio (14:1) power steering system, 50-series Goodyear Eagle GT radials on lightweight aluminum wheels, vented front disc brakes and larger diameter rear drum brakes to promote cooling and combat brake fade on the track. The front suspension consisted of MacPherson struts and coil springs that were shorter and 30 percent stiffer than other Charger models, though the anti-roll bar remained the same thickness. In the rear, the Shelby variant made do with the regular Charger's "semi-independent suspension," which relied upon a beam axle, integral anti-roll bar, MacPherson struts and shorter coil springs that were 15 percent stiffer. Outside, the Dodge Shelby Charger wore a front air dam, side skirts, beefy C-pillar covers and a subtle rear lip spoiler, and came painted in either Santa Fe Blue with silver striping or Radiant Silver with blue striping. Inside, CS logos adorned the front seats, reminding driver and passenger that this was no ordinary econobox.
Brochure spread for 1985 Dodge Shelby Charger. Image courtesy of Lov2XLR8.no.
The Dodge Shelby Charger hit the streets in mid-1983, and first-year production totaled 8,251 units. Despite the car's elevated sticker price ($8,567 for the Shelby, versus $6,513 for the base Charger), the higher-performance Charger found immediate acceptance with buyers looking for something with a bit more show and go than Dodge had offered in recent years. Thinking that perhaps the lack of an automatic transmission option was hampering sales, Dodge offered the 1984 Shelby Charger with the buyer's choice of a five-speed manual transmission or a three-speed TorqueFlite transmission, but only 1,955 buyers signed up for the latter option (compared to the 5,597 who purchased the five-speed manual). With so few takers, the automatic transmission option was dropped after the 1984 model year, but a new livery, Garnet Red with silver striping, joined the mix in 1984.
For 1985, the Chrysler Shelby California Development Center significantly upped the car's performance with the addition of Chrysler/Bosch multi-point fuel injection and a Garrett AiResearch T3 turbocharger, pushing a maximum of 8 PSI of boost. Output jumped to 146 horsepower and 168 pound-feet of torque, which lowered the car's 0-60 MPH time to 7.8 seconds, while raising the top speed to 124 MPH. Quarter-mile times were quicker, too, and the Shelby Charger now completed the distance in 15.9 seconds at a speed of 85 MPH. Externally, the changes were marked by a "power bulge" in the hood, necessary to provide clearance for the turbocharger, while another new livery, Black with silver striping, was added to the lineup.
No significant changes were made to the Shelby Charger for the 1986 model year, except for the addition of a federally-mandated high-center brake light. In 1987, the decision was made to end Charger production, as Chrysler opted to focus on the sporty Dodge Daytona and Plymouth Laser front-drive coupes instead. To increase the car's appeal, each 1987 Shelby Charger came with the (previously optional) tinted glass sunroof and rear window louvers, and Dodge dealers were given a mere 1,011 units to sell.
1987 Shelby Charger GLH-S.
Chrysler actually produced 2,011 Shelby Chargers for 1987, but the final 1,000 units were purchased by Shelby American, which increased the car's performance (and hence, price) even further, releasing the Shelby Charger GLH-S through selected Dodge dealers. The intercooled Turbo II engine produced 175 horsepower and 175 pound-feet of torque, which dropped the Charger GLH-S's 0-60 MPH time to 6.95 seconds and lowered its quarter-mile time to 14.7 seconds at 94 MPH. Top speed was raised to 134 MPH, and the suspension was further improved by the addition of Koni adjustable struts. Outside, the rear-window louvers were dropped from GLH-S models, as were the silver stripes; as for paint, customers could get any color they wanted, as long as it was black.
The 1987 Shelby Charger GLH-S was, without a doubt, the highest performance car to carry the Charger name in the 1980s, but the price for this was an eye-opening $12,995. Not only was that $3,155 more expensive than the "regular" Dodge Shelby Charger (and $5,996 higher than a base Charger), it was more expensive than a base Ford Mustang GT ($11,835) and a base Chevrolet Camaro Z28 ($12,819).
Counting the 1,000 Shelby Charger GLH-S models, the total five-year production of Shelby Charger models reached 33,192 units. How many survive today is unknown, though it's likely that some GLH-S models were preserved by careful and reverent owners. As with other Chrysler and Shelby collaborations of the 1980s, the Shelby Charger should serve as a reminder that some front-drive economy cars of the 1980s are worth remembering.
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Rather than a lightweight sports car, the Aston Martin V8 is better considered a GT car, which seems to have a lot in common with American muscle cars. Even with aluminum body panels, the rather substantial Aston had a curb weight just a hair over 4,000 pounds, making it several hundred pounds heavier than a 1969 Dodge Charger R/T. It’s worth noting that despite being measurably smaller than the Charger, both cars share very similar proportions, with their long hoods, fastback rooflines, and short rear decks. An even closer comparison comes in the form of a ‘67 Ford Mustang, again with similar proportions but also the Aston having a wheelbase and overall length, width, and height very close to the American pony car.
The 1978 Aston Martin V8 is frequently referred to as a Series 3 since it was derived from the DBS, a model that launched in 1967 with an inline-six engine that was followed by the DBS V8, with a fuel-injected V8 engine. Both versions of the DBS were sold alongside each other into 1972, when, during the model year, the simply named V8 model supplanted both. With an updated front end that included a grille shape more reminiscent of Aston Martins past and a pair of headlamps rather than four, these interims V8s were considered Series 2 cars.
In 1973, Aston Martin dumped what had turned out to be a problematic mechanical fuel-injection system, instead opting for four Weber carburetors for its 5.3-liter V8. Multiple carburetion gives it good company with the likes of a Mopar 440 Six-Pack or Pontiac Tri-Power. That carburetor setup required additional hood clearance that resulted in the large scoop worn by such cars, though it was non-functional in terms of letting in any additional air to the intake.
The rest of the engine department takes a big departure from the standard American iron-block, overhead-valve setup. Aston Martin’s V8 featured all-aluminum construction and dual overhead camshafts on each cylinder head, driven by dual chains. Yes, it had hemispherical combustion chambers, even with just two valves per cylinder. Engineers specced a forged crankshaft and forged chrome-moly connecting rods.
Output for 1978 was estimated at 310 horsepower and 320 lb-ft of torque—pretty substantial numbers for a car built during the oil crisis era and before engineers had leveraged electronic fuel injection to win the battle against emissions regulations. In accordance with its muscle car vibe, most AM V8s of the period were equipped with a TorqueFlite three-speed automatic, complete with Mopar factory ratios of 2.45:1, 1:45:1 and 1:1, along with a limited-slip rear differential. A 3.31 final-drive ratio was standard, with 3.54:1 optional. A five-speed manual was available.
Distinctions from Detroit grow once you step inside an Aston Martin V8, which was essentially a handmade car, with very low production numbers. Each of the four seats was covered in leather, a material that extended to the door trim, steering wheel, shift knob and even the center console surround. Carpets were wool. Given its high price and object of luxury aspirations, each car was also packed with plenty of sound insulation to isolate occupants from road noise. Power assistance for the brakes and steering was standard, as were air conditioning, power windows and power locks.
With a 0-60 mph time of “about six seconds,” according to Aston Martin literature of the time, along with a top speed over 150 mph, the AM V8 was in nearly a class by itself. Torque wasn't quite like that of an unrestrained big block American V8 from the peak muscle car era, but the Aston Martin’s V8 engine still delivered power with a swift rush towards a redline over 5,000 rpm, though no such actual red line is indicated on the tach. Suspension included unequal-length control arms up front with an anti-roll bar and De Dion rear axle with parallel trailing arms and watt linkage in the rear. Coil spring were at all four wheels, as were disc brakes, with the rear disc inboard. Not designed to tackle a tight road course, the AM V8 was still noted as a competent high-speed handler.
This 1978 Aston Martin V8 Series 3 features a silver metallic body with a red leather interior. The selling dealer indicates that it was purchased from the second owner who it is believed purchased it from the original owner as he aged out of driving in his 90s. The car appears to have been very well maintained, with the seller sharing that the engine, transmission, paint, body and interior are all “highly original.”
Other information to note on this AMV8 are a slew of services performed last fall, including a “full tune-up,” rebuilt carburetors, new spark plugs and filters, new battery and an alternator rebuild. Everything is asserted to be functioning properly with the car seemingly ready to drive anywhere.
As one of less than 1,000 Series 3 examples made, this 1978 Aston Martin V8 coupe offers a uniquely British take on big V8 performance in a midsize car—a muscle car, but with a different accent.
Head on over to Hemmings Auctions and take a closer look for yourself.
Photography by Mark J. McCourt
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Photography by Mark J. McCourt
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Photography by Mark J. McCourt
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