Kim Barnes has a memory from her youth, of riding her Sears Sting-Ray-style "banana seat" bicycle past Friedman Chrysler-Plymouth in Des Moines, Iowa. There, in the showroom, was a yellow Mod Top Barracuda. About a block away was Des Moines AMC, which had a red, white, and blue Hurst SC/Rambler in the showroom. "I was obsessed with both cars, especially the yellow Barracuda," she recalls.
Like other seven-year-olds of that time, Kim was a big fan of The Partridge Family and she collected Partridge Family trading cards. At the same time, she secretly collected trading cards of her favorite automobiles, too. "I had one of the yellow Mod Top Barracuda, as well as a blue Satellite Mod Top, in my collection," Kim says.
One day, Kim rode by the dealership and the Mod Top Barracuda was gone. Her obsession with the unusual car continued. She certainly had no idea at the time, but a yellow Mod Top Barracuda would become part of her automotive stable nearly 50 years later.
These photos from the GM Historical Archives show us that Chevrolet was giving thought to patterned vinyl roofs for the 1967 Camaro. Note the non-factory side exhaust.
Marketing specifically to woman buyers was nothing new. Dodge toured a pair of concept cars in 1954 called Le Comte and La Comtesse —specially modified Chrysler Newports with glass roof inserts. While Le Comte was finished in "masculine" colors, La Comtesse was painted Dusty Rose and Pigeon Gray—ostensibly to appeal to women.
Response was favorable and Dodge offered the La Femme, based on the Custom Royal Lancer, as a midyear "Spring Special" in 1955. It was finished in a Heather Rose and Sapphire White exterior color combination, while the interior was upholstered in cloth featuring pink rosebuds on a silver-pink background, with pink vinyl trim. Included was a fully accessorized keystone-shaped purse, along with a matching raincoat, rain bonnet, and umbrella.
Considered a sales success, La Femme returned for the 1956 model year, this time in Misty Orchid and Regal Orchid. The interior was quite lavish, with a unique white cloth highlighted by purple and lavender, a special headliner with gold flecks, and loop pile carpeting in various shades of purple and lavender. Once again, a raincoat, rain bonnet, and umbrella were included (but no purse) for the 1956 model year. Sales numbers were never reported but it is estimated that some 2,500 cars received the $143 option over two years.
Check out the last line of the initial Mod Top ad (top). The revised ad (bottom)--Courtesy of Kim Barnes Collection
According to Kim, the Mod Top cars that came more than a decade later were actually several years in the making. And Chrysler was not alone in developing ornate trimmings. Chevrolet showed 1967 Camaros with both paisley and houndstooth roof designs, though the features never made factory production. For 1970, Mercury offered a houndstooth vinyl roof on Cougars. Plymouth offered a paisley vinyl roof on the Fury Gran Coupe for 1970 and 1971. Chrysler’s problem in committing the car for production was the durability of the material and its tendency to prematurely fade. In seeking a solution, Chrysler contacted a company that manufactured picnic tablecloths and shower curtains. The company had largely solved the problem of deterioration due to UV light exposure, thus paving the way for the introduction of the wild vinyl roof coverings.
Kim noted that the company that produced the material actually provided the designs for Chrysler. The realistic floral pattern of yellow, black, and white was applied to Barracudas first. A green and blue design was used on Satellites, Belvederes, and other B-body Plymouths. Dodge had its own design called Floral Top, though it appears more cartoon-like and less realistic compared to the patterns used by its sister division. Mod Tops and Interiors, as they were named, were introduced for the 1969 model year.
A dealer information bulletin dated July 2, 1968, listed the Barracuda Yellow Floral Vinyl Roof, Code V1P, and Floral Vinyl Trims, codes F6J and F6P, as well as Satellite Mod Vinyl Top code V1Q, and Mod Top Floral Vinyl Trim, code F2Q, as "Delayed Production Availability Until Further Notice." Two months later, a letter to dealers dated September 6, 1968, indicated that Barracuda Mod Top Yellow Floral Vinyl Roof, code V1P, and the Floral Vinyl Trims, codes F6J and F6P, were available starting with September 9 production. The same was noted for Belvedere Mod Top Vinyl Roof, code V1Q, and the Mod Top Floral Vinyl Trim, code F2Q, also available beginning with September 9 production.
Translation: V1P was the Barracuda Mod Top Vinyl Roof. This was a $96.40 option (compared to a non-Mod Top vinyl roof at $83.95). F6J was the Floral Accented Interior with green appointments and F6P was the Floral Accented Interior with black appointments. The Interior was available with Antique Green, Pearlescent White, or Black vinyl roofs. Available exterior paint colors included F3 Frost Green Metallic, F5 Limelight Metallic, F8 Ivy Green Metallic, W1 Alpine White, X9 Black Velvet, Y2 Sunfire Yellow, Y3 Yellow Gold, and Y4 Spanish Gold Metallic. V1Q is the Satellite Mod Top Vinyl Roof and F2Q is the interior code for the Satellite interior.
Fast forward to November 22, 1968, when Chrysler issued a sales bulletin to Plymouth dealers announcing the popularity of the new Mod Tops and Interiors:
"In the last few years, there has been a definite trend towards specialized products to meet the demands of specific segments of the automotive market. Plymouth recognizing this trend early introduced specialty cars like Road Runner, GTX, Barracuda and, for 1969, the styling innovation of Mod Tops and Interiors in the Satellite and Barracuda lines to further continue the youth appeal of our great products. And it’s accomplishing this objective for Mod Tops are running 10% of Satellite and Barracuda vinyl top sales."
As built, Kim’s car came with the optional Floral Accented Interior, which carried the theme to seat inserts and door cards; the Barracuda Sport Package, with its three-spoke steering wheel; and the Rallye dash.
"However, the potential of this youthful option is even greater. Latest information indicates that 15% of all new car sales each year are made to women. We recognize the importance of this market segment and are promoting Mod Tops and Interiors to women with two ads in Cosmopolitan and McCall’s magazines."
It turns out that Chrysler got a bit ahead of itself. No sooner were the advertisements published when they were unceremoniously pulled and immediately modified in subsequent publications. "This was right in the middle of the women’s lib movement", Kim says. It was the last paragraph of the ad that caused the fury: "See your nearby Plymouth dealer. He has a whole mad, mod story. He’s fond of women, too." According to Kim, "Feminist Gloria Steinem went ballistic and created quite a fury over the sexist reference." Chrysler’s ad agency immediately changed the last line to read, "And, he’s out to win you over, too."
Kim began her search for a Mod Top in the mid-1990s. "What kept turning up were green cars (Plymouth had three greens available for 1969), and while the greens were popular, none were particularly appealing shades to me. All the cars seemed to be six-cylinders with column-mounted automatic transmissions, and they were really rusted," Kim explains. "The top and interior were separate options, so some had the top, but not the interior, or vice versa. Or a black or white vinyl top with the Mod seats. Furthermore, imagine if you were a guy and inherited your mom’s Mod Top —the vinyl roof was the first thing to go! It’s on the trim tag, but that’s not what I was looking for," she adds.
Kim thought the Satellite was a bit too big for her tastes, so she concentrated on a finding a Barracuda —yellow in particular, but black and white were available, too, though very rare. Any engine and transmission combination was available, but Kim wanted a V-8 with a floor-mounted shifter. She’s quick to point out that no four-speeds are listed on the Mod Top Registry, and none are known. So, that pretty much relegated her to an automatic. Despite years of looking, the right car never came up.
Then, voila! About five years ago, a Mod Top Barracuda finished in Sunfire Yellow appeared in an online auction. Its 80-year-old owner, a Mopar collector located in Texas, decided it was time to sell. Kim explains, "He bought the car for his girlfriend who was 30 years younger. She drove the car one time from Texas to Palm Springs… and she hated it! It has no air conditioning." The car remained in storage for some time until the collector decided to sell it. It turns out, the Barracuda was sold new in California and had remained in the state until he bought it.
Kim wanted to see the car over the Christmas holiday but was unable to secure a plane ticket. Meanwhile, the end of the auction was just two days away. To top it all off, the owner was very vague and didn’t answer a lot of questions. "But I really wanted the car," Kim says. Expecting husband Rob to be the voice of reason and say no when it came to buying the Mod Top, he instead said, "If you want it, get it." With the decision solely in her hands, Kim made the call: "I bought the car, sight unseen."
Still, there were other obstacles to overcome. No shipper she had worked with previously was available, so Kim hired one unknown to her—another story—and the car eventually arrived. However, someone stole the washer/wiper knob. This car has the rare intermittent wiper option, which, as it turned out, was a 1969-only part. A replacement has since been found at considerable expense.
The 318-cu.in. V-8 was a sensible-but-sporty choice for buyers. Its 230-hp output was notably stouter than the base six-cylinder’s 145 hp, yet it wasn’t as thirsty as higher-peformance options.
The car was not exactly as described, but Kim was happy to note that it was rust-free. The original owner continued to drive it well into her 70s, and the car had numerous dings and dents on the front and rear valances. It had been repainted at some point in its history, too. Kim wet sanded the paint and did a super detail job to the Barracuda. "It’s okay, but it’s not concours quality like the rest of my cars." The engine, a 318 V-8, was rebuilt, as was the transmission, which then leaked badly. "It turns out they forgot a seal!"
Kim refinished the finned wheel covers, which she points out, "are a combination of cast and stainless. And, heavy, too." The car included its original spare, jack, and tools. And, most importantly, the broadcast sheet, put in the car on the assembly line, so she knows hers is the real deal.
Kim cleverly named her Mod Top Maude, and soon took the Barracuda to its first outing, Chryslers at Carlisle. To her surprise, there was another on the field —a documented, all-original example. It was a virtual twin to hers. Kim began chatting with its owner, only to learn the Barracuda was the very car she lusted after as a seven-year-old. It had been sold to a lady just three miles from Kim’s childhood home in Des Moines. "In hindsight, I should have bought it right there," Kim says.
The Barracuda was never a big seller compared to competitors, despite being offered in three different body styles for 1969: coupe, fastback, and convertible. Plymouth built 12,757 coupes, 17,788 fastbacks, and 1,442 convertibles, a total of 31,987 units. That compares to 299,824 Mustangs, 230,799 Camaros, 100,069 Cougars, 87,709 Firebirds, and 40,675 Javelins that same year. Despite Chrysler’s initial enthusiasm for the Mod Tops in the November 22, 1968, letter mentioned previously, actual factory installations were limited, adding to their level of interest for collectors today.
Barracuda Mod Tops are identified by decals in the rear quarter windows, while Satellites had actual badges denoting the Mod Top option on the rear C-pillar. Check the trim tag to confirm if the car was delivered new with its special vinyl roof or interior. Not many were produced and ever fewer remain today. Kim says that people often come up to her at events to tell her that the top on her car looks like a tablecloth. Laughing, Kim says, "That’s because it is!"
OWNER'S VIEW
Kim Barnes was raised by a single mom. "We didn't even have a car until I was ten," she says. "Our apartment looked out onto a parking lot where my second-grade teacher, Miss Passion (no kidding) parked her car. She had a beehive hairdo and wore miniskirts. She drove a split-window Corvette —I thought she was so cool."
"We later moved to a townhouse community and a guy there was restoring an MG TC in the parking lot. I had never seen wire wheels or right-hand drive. I started hanging around him and he would let me take parts home and I’d clean them in my mom’s white sink. It was always greasy. I didn’t grow up with a lot of money, so I’d always have some sort of business going on, including restoring Schwinn Crate-series bikes, which netted me enough money at age 16 to buy my first car, a four-speed ’77 Ford Pinto, white with red interior. I wanted to be like Kate Jackson, the coolest of Charlie’s Angels," Kim says.
Kim became interested Sunbeam Tigers thanks to husband Rob, who had a Sunbeam Alpine when he got out of the military. They purchased one and then found that Rob did not fit well in the Tiger. "I inherited the car, and when I restore a car, I become obsessive about it. I count the number of threads per inch when restoring the interior. I can’t help myself," Kim says.
"Rob’s cars come and go. My cars tend to stay," said Kim. Admittedly, she has very eclectic tastes: two Citroën 2CVs, a Sunbeam Alpine, three Corvettes, a "bug-eye" Sprite, a 1967 Saab Sonett II, ’71 Trans Am, ’79 Trans Am… about 13 cars at the moment. And, of course, the Mod Top Barracuda.
SPECIFICATIONS
PRICE
BASE PRICE: $2,780
OPTIONS: TorqueFlite automatic transmission; V1P "Mod Top" Yellow Floral Vinyl Roof; Floral-Accented Interior (includes door panels with pockets and bucket seats required); front bucket seats; power steering; AM "Solid-State" radio; Barracuda Sport Package—includes three-spoke Sport "simulated wood grain" steering wheel, Rallye instrument panel, and Custom sill molding; Deep-Dish wheel covers.
ENGINE
TYPE: Chrysler LA-Series V-8; cast-iron block and cylinder heads
DISPLACEMENT: 318 cubic inches
BORE X STROKE: 3.91 x 3.31 inches
COMPRESSION RATIO: 9.2:1
HORSEPOWER @ RPM: 230 @ 4,400
TORQUE @ RPM: 340 lb-ft @ 2,400
VALVETRAIN: Hydraulic lifters
FUEL SYSTEM: Single Carter two-barrel carburetor; mechanical pump
EXHAUST SYSTEM: Dual manifolds; single muffler and outlet
TRANSMISSION
TYPE: TorqueFlite three-speed automatic
RATIOS: 1st/2.45:1 2nd/1.45:1 3rd/1.00:1 Reverse/2.20:1
DIFFERENTIAL
TYPE: Chrysler 8¾, semi-floating axles, hypoid drive gears
GEAR RATIO: 2.76:1
STEERING
TYPE: Recirculating ball, hydraulic power assist
TURNING CIRCLE: 40.6 feet
BRAKES
TYPE: Hydraulic four-wheel, unassisted
FRONT: 10 x 2.25-inch cast-iron drum
REAR: 10 x 1.75-inch cast-iron drum
CHASSIS & BODY
CONSTRUCTION: Unit-body construction; front subframe
BODY STYLE: Two-door, six-passenger hardtop coupe
LAYOUT: Front engine, rear-wheel drive
SUSPENSION
FRONT: Independent; control arms with torsion bars, hydraulic shock absorbers
REAR: Live axle; parallel leaf springs, hydraulic shock absorbers
WHEELS & TIRES
WHEELS: Stamped steel
FRONT/REAR: 14 x 5.5-inch
TIRES: Bias ply (Currently: Uniroyal Tiger Paw white stripe radial)
FRONT/REAR: 6.94-14 (Currently: P195/75R14)
WEIGHTS & MEASURES
WHEELBASE: 108 inches
OVERALL LENGTH: 192.8 inches
OVERALL WIDTH: 69.6 inches
OVERALL HEIGHT: 52.7 inches
FRONT TRACK: 57.5 inches
REAR TRACK: 55.6 inches
CURB WEIGHT: 2,850 pounds
CALCULATED DATA
BHP PER CU.IN.: 0.72 hp
WEIGHT PER HP: 12.39 pounds
PRODUCTION
During the 1969 model year, Plymouth built 31,987 Barracudas in total, of which 12,757 were (BH23) two-door hardtop coupes. Just 937 of those (or 7.3 percent of hardtop coupe production) are reported to have received the "Mod Top" option. For more information, check out the Mod Top Registry, mooresmopars.com/ModRegistry, which currently lists 184 cars, or ModTop Mopars on Facebook. They’re groovy, man!
Photo: Scott Lachenauer
Nick grew up like many of us, infatuated with muscle cars at an early age. “When I was six or seven, I received my first model kit. My dad pretty much built it, but soon after I was totally obsessed with building muscle car models. At ten years old I received a kit of a ’65 GTO. I was in love. At that moment I vowed to get a GTO as my first car. It was a necessity as far as I was concerned," he explained.
By the time Nick turned thirteen, he was on the hunt for his first car. “If we saw a GTO in a parking lot, we left a note on it. If it was in a driveway, we knocked on the door and asked if they were interested in selling. We soon found out that the people that really wanted to sell their rides, owned cars that were typically cobbled together from parts, or full of Bondo. Dad was adamant that I buy something in good condition, and hopefully get one with the original drivetrain so it would appreciate in value for years to come.”
Fast forward to the spring of 1993. “I was turning sixteen at the end of July and I still didn’t have a car.” That's when it happened: Nick’s best friend at the time was eighteen months older and already had his license, which helped in scouting the local area. One day he received a tip from his buddy that he had spotted a gold GTO on someone’s lawn for sale. The kicker was that it was right in his town. “That was weird to us because it’s a pretty small town and we had never seen that car before.”
Photo: Scott Lachenauer
Regardless, Nick and his friend went and checked it out. What the car turned out to be was a 1970 GTO in Granada Gold with its original 400-cu.in. engine, backed by an automatic transmission. Somehow this golden treasure made its way all the way from Tacoma, Washington to the east coast, and had lived out its last few years right there in town. “It still had a 1988 car show plaque from Tacoma affixed to the dash,” according to Nick.
Amazingly, this twenty-three-year-old Goat was in good shape, so Nick decided to have his dad have a look at it to get his opinion. Once there, dad took the GTO out for a spin, with non-licensed Nick riding shotgun. “I remember having perma-grin while riding shotgun during the test drive. I couldn't contain myself.”
Dad agreed that this Poncho was the perfect starter car for his son. The only thing left was financing, and that was done through the family. “I borrowed half the money from Grandma, who was on a fixed income, and over the next couple months made three payments to the seller to meet the $5000 agreed on purchase price.”
Photo: Scott Lachenauer
After it was paid up, the owner brought Nick’s new ride to his house and delivered it to the young gun, which turned out not to be the best idea. “My older brother and I were home alone that day while my parents were out at work. Since it was summertime, my brother would have his friends visit and go swimming in our pool. If they were gonna be there for a while, they would let me take their license plates of their respective cars and I would put them on the Goat so I could take it out for mischief around town. I guess no harm, no foul, right?"
Nick got his own insurance policy and had the GTO road-ready prior to his birthday. Two weeks later he received his New York State license and drove it to the first day of school that September. “I felt like I was king when I was behind the wheel in that GTO.” From that point on, Nick always had a bad-weather beater and stored his Goat through the snowy, salty winters of the Northeast. “There were times where I had the opportunity to sell it, but never did, because I didn’t want to have the same regrets my dad had after selling his original Challenger.”
Since then, Nick has kept the GTO’s looks up, and has plans for the car’s future. “I had it repainted in 2012 and we did the interior. I plan to pull the engine, since I've never had it out, and give the mill a full rebuild. I wanted to do it last summer for our 30th anniversary together, but after the passing of my dad in the spring, it just wasn't in the cards. Hopefully this is the year I get it done. Time will tell.”.
Photo: Scott Lachenauer
Since then, Nick has kept the GTO’s looks up, and has plans for the car’s future. “I had it repainted in 2012 and we did the interior. I plan to pull the engine, since I've never had it out, and give the mill a full rebuild. I wanted to do it last summer for our 30th anniversary together, but after the passing of my dad in the spring, it just wasn't in the cards. Hopefully this is the year I get it done. Time will tell.”
Gallery - 1970 Pontiac GTO
Photo: Scott Lachenauer
For car enthusiasts who weren’t around in 1975, you might hear a variation of “look around, what is happening in today’s world is what happened back then.” There is a vein of truth to that. Just a few years ago, buying a car with over 700 horsepower and a warranty that was brightly colored and sounded like the devil’s personal limousine was only a matter of having enough money to cover the purchasing cost. Two-door, four-door, station wagon, sports car, all available. But sooner or later, the party ends and now we have companies trying to foist electric vehicles and small crossovers that they promise will excite in the same way. The sad truth is, they won’t. Something is lost. The “x-factor”.
When the original era of muscle cars ended in the first half of the 1970s, it was the same scene. The only difference was that instead of technologically loaded vehicles, luxury was the by-word. Since you couldn’t feel the grunt of torque like you used to, you might as well feel sumptuous seats, leather-covered surfaces, and a ride that was numb to the road. Surprisingly, this sold well. Chevrolet took inspiration from Pontiac’s Grand Prix for their Monte Carlo and pretty much everyone followed suit. As the pony cars died off one-by-one, they were replaced with a new style: the personal luxury car. Those nameplates that remained evolved into softer, plusher and larger versions of themselves.
The Dodge Charger was no exception. While there were signs of luxury creeping in after the 1971 B-body debuted, the overall shape of the car still meant business, especially on NASCAR circuits where Richard Petty continued his reign as the king. But for 1975, Chrysler Corporation had a problem: they could either chase the Monte Carlo’s path to personal luxury sales, or they could carry over the 1974 body and satisfy enthusiasts but miss the potential sales. Using the new body but designing a unique look for it was out of the question due to Chrysler’s financial issues and the additional manufacturing challenges that would be faced.
A 1977 Chrysler Cordoba, for comparison.Photo: Hemmings Archives
Dodge chose to use the new body that would be shared with the Chrysler Cordoba, and while the Cordoba proved to be a hit right out of the gate, that success didn’t carry over to the Charger. The Cordoba outsold the Charger almost five-to-one between 1975 and 1978, and according to Burton Bouwkamp, the Chrysler Corporation engineer who oversaw the Charger project (among many others), appearance alone was to blame. As he told Allpar in 2004, “In 1974, at a consumer research study to learn how to merchandize the 1975 style, a Charger owner said to me, ‘I see the nameplate on the car, but that is not a Charger!’”
Then there was the insult to injury: Richard Petty never ran the 1975 Charger in NASCAR. It is a documented fact that he loved the 1971-74 Charger body. In his eyes, the shape was perfect for whatever kind of racing he was taking part in. Compared, the 1975 Charger was a barn door that had aerodynamic issues stemming from the rear window being too upright and the decklid being too short. Instead, he utilized the 1974 body until it aged out, at which point he gave the 1978 Dodge Magnum a shot. Let’s just say that Petty didn’t like that car much.
What does one do with a car that doesn’t have racing credentials, that didn’t share the mythical status its nameplate implied, wasn’t as luxurious as its platform mate, and is largely shunned by enthusiasts? The sky is the limit, as this 1975 Dodge Charger Daytona we found on Hemmings Marketplace shows. Painted in two-tone Lucerne Blue Metallic over Silver Cloud Metallic, this Pro Street-inspired Charger features what many don’t see in this era: class, performance, and showmanship. While the Daytona package’s two-tone wasn’t sold exactly like this, eliminating the pinstripe between the colors and moving the “Charger Daytona” callout completely onto the doors cleans up quite a bit of the look. Removing the bumperettes and painting the bumpers and grille surround contributes to the cleaner appearance as well, while the A-body dual-snorkel hood scoop brings a little bit of muscle car flair back.
Under that scoop lies 505 cubic inches of Chrysler RB big-block that has replaced the original 2-barrel 360-cu.in. small-block that originally occupied the engine bay. The modified 727 TorqueFlite sends 657 horsepower and a boatload of torque out to the narrowed 9-inch rear axle with 4.11 gears. Stopping the big B-body is a combination of factory discs up front and Wilwood discs in the rear.
The interior is best described as a custom take on Dodge’s idea of luxury for 1975. The high-back bucket seats, center console, door panels, dash and console all remain, but the faux-woodgrain items have been swapped for aluminum plate, the courtesy lights have custom covers, and the gauges are aftermarket Auto Meter units. There is no ignoring the wheel tubs, the sound system, or the roll cage, but they all continue the blue theme of the interior. Even the trunk, which houses a 20-gallon fuel cell and the battery, is carpeted.
Yes, the Charger crossed over to the dark side in 1975. But there is a silver lining: there is nothing stopping anyone from improving one of these mid-1970s machines. Styling will always be subjective and there is no way anyone could compare it to the 1968-1974 Charger at all. But a comfortable interior, a big-block and a traffic-stopping appearance can make up for a lot of ills.
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