Three of a Kind - 1936 Chevrolet, Dodge and Ford panel delivery trucks
A triumvirate of 1936 haulers has HMN covered
09/23/2018
In This Article
Category:
Classics
If Hemmings is the Bible of the collector-car hobby, then this is its Trinity.
Three 1936 vintage delivery trucks, representing Detroit's Big Three--the historically dominant makers of light trucks in America--and looking like they could at a moment's notice deliver the latest copies of Hemmings Motor News to newsstands and post offices everywhere.
Can you imagine getting your copy of Hemmings delivered to you in one of these vintage haulers? It's a romantic notion subtly conveyed by a simple line drawing of these rigs that first appeared on the cover of Hemmings Motor News in 1979. Though these trucks made the rounds for years at shows and parades and even in long-distance rallies (including Brock Yates's infamous Cannonball Run!), you might not have known that these trucks exist as part of Hemmings' interesting collection of vehicles at its headquarters in Bennington, Vermont.
Recently we rolled them out, dusted them off and shot some photos of them. Here are their stories...
1936 Chevrolet panel delivery truck
By Terry Shea
The half-ton '36 Chevrolet Panel Truck in the Hemmings collection, and one of the three trucks famously featured for years on the cover of Hemmings Motor News, features a "modern" drivetrain. But as you might expect, former Hemmings Publisher Terry Ehrich did not take the hot-rod path and go the small-block 350 route when updating it.
Instead, he had a 230-cu.in. six-cylinder and four-speed manual with a "granny-gear" first cog from a 1970s Chevy pickup installed, in keeping with the spirit of the original. The ultra-low first gear proved just right for parade duty, once common for the Hemmings fleet. He also had updated brakes, newer seats and three-point seat belts fitted.
Beyond parade duty, the '36 Chevy has been pushed into daily service at times. Paul Bissonette, who handles the mail here at HMN and has been with the company for 25 years, used it some years ago as a regular vehicle for shuttling packages and mail from the post office to our main offices and warehouse. Among a fleet that has included a variety of modern pickups, vans and minivans over the years, Paul drove the '36 Panel Delivery almost every day for a couple of years--even in snow.
"You could climb a tree with that first gear if you wanted to," Paul recalls, though not with particular fondness. "You were always chasing it when you were steering it. I don't miss the blazing hot summers or freezing cold winters." Having no air-conditioning and no heater will leave you with those feelings every single time. But, the Chevy had fine snow tires, according to Paul, making his daily local treks uneventful, no matter the weather.
Hemmings columnist Jim Howe, who maintained the Hemmings fleet for decades, recalls that the '36 Chevy, which still runs well, never gave him much trouble after the updates. "It never bothered much. It was set up good and was pretty reliable," Jim says.
Chevrolet's 1934 introduction of its all-new DB series commercial vehicles marked the first time that Chevrolet's light-duty trucks and standard passenger cars truly diverged, each with its own sheetmetal. With fenders that more fully enveloped the wheels than previous trucks and a smoother, rounder look all around, Chevrolet would keep the overall design through the 1936 FB series, when the vertical slots in the hood gave way to horizontal ones and a Chevrolet bowtie emblem mounted above them appeared for the first time on half-ton models.
Power came from the 207-cu.in. variant of Chevrolet's venerable "Stovebolt Six." The valve-in-head straight-six used in the light-duty trucks benefited from a host of improvements in 1936. Chevy engineers bumped to an even 6.0:1 compression and a new Carter 319S carburetor helped push output to 79 hp. It proved enough to compete against Ford's 85-hp flathead V-8.
The interior included a wood bed floor and the instrument panel featured three gauges, with the speedometer/odometer in the center, flanked by a pair of split-faced gauges that shared double duty: On the left was a combined fuel-level and water temperature dial, and on the right sat an ammeter and oil pressure combo. The large, wood-framed, steel-clad panel body proved a boon to the countless local businesses that had come to rely on such vehicles.
SPECIFICATIONS
Year: 1936
Make: Chevrolet
Model: Panel Delivery Truck, Series FB
Price: $565
Engine: 206.8-cu.in. OHV straight-six, cast-iron block and cylinder head
Horsepower @ RPM: 79 @ 3,200
Transmission: Four-speed selective
Brakes: Hydraulic four-wheel drum
Weight: 2,895 pounds
Wheelbase: 112 inches
Length: 182.5 inches
Width: 70.3 inches
Fuel consumption: 10-13 MPG
1936 Dodge panel delivery truck
By Mike McNessor
Some members of the Hemmings team...they give and give and give.
Take the Hemmings 1936 Dodge panel truck currently on display at Hemmings HQ in Bennington, Vermont, for instance.
This trustworthy old truck lent its image to the old brown paper cover of Hemmings Motor News for years; appeared in parades; drove to and from car shows around the Northeast as part of Hemmings' publicity efforts; was modeled as a 1/26-scale "limited-edition" die-cast bank in 1995 (12,500 were made); and last but not least, successfully completed five runnings of The Great American Race, with nary a mechanical failure.
Jeff Koch
But when we wheeled the old Dodge out into the light to shoot some photos of it last year, we realized it had also generously given some of its mechanical parts to another truck in the Hemmings fleet: the blue 1934 Dodge panel truck driven by Jim Menneto and members of the Hemmings team in The Great Race, circa 2005 and 2006. Since the '36 Dodge's distributor and the oil pump were missing in action, there was no firing up this old war horse to see if it still was in long-distance rally form. We suspect, however, that internal combustion would be just a few missing pieces and a couple of hours of wrenching away.
Prewar Dodge trucks were ruggedly built and notoriously reliable, but Hemmings' '36 was made even more so. Prior to its 1986 debut in the 3,400-mile Great American Race, the truck received a mechanical overhaul by Hemmings columnist Jim Howe and preparation work by Justus Taylor, which included:
• A teardown, inspection and careful reassembly of the 218-cu.in. L-head inline-six and the three-speed transmission;
• Conversion from six- to 12-volt electricals, with a Delco alternator standing in for the original generator;
• A rebuild of the original steering box;
• A rebuild of the solid-axle, leaf spring front suspension;
• Replacing the original 12-gallon underseat fuel tank with a 32-gallon fuel cell;
Changing the rear tires from 6.00 x 16 to 6.50 x 16 (to reduce engine RPM).
In addition, the radiator was cleaned, and an auxiliary cooling fan was installed. Inside, some auxiliary gauges and three-point seat belts were added.
Fairly basic stuff, but the truck at age 50 breezed through cross-country trips as reliably as any new truck bearing a Ram emblem. Hemmings' '36 was last on the road in 2004, and though it looks very good, the green paint applied decades ago by Ye Olde Antique Auto Shoppe in Muncy, Pennsylvania, is showing the occasional stone chip and touch-up, while the paint on the hood is fading into a light patina.
Inside, the low-back bucket seats used by former Hemmings editor Dave Brownell, Justus Taylor and former Hemmings Publisher Terry Ehrich remain, but the rally clock and calibrated speedometer are gone. A small cluster of auxiliary gauges in easy view of the driver are still on board as well.
While a prewar Dodge delivery truck makes an unusual race vehicle, being engineered to withstand the rigors of commercial hauling makes it a logical choice. Dodge designers reworked the company's light truck offerings for 1936 to make them more-attractive and better-functioning haulers.
In addition to sheetmetal changes that made the trucks look more streamlined and modern, the 1936 Dodge benefited from having its cab and engine moved slightly ahead on the frame. This afforded a longer payload area and put more weight over the front axle to balance off loads. Old-style rear-hinged passenger doors were gone from Dodge's light trucks as well, replaced by doors that swung from the front.
Dodge's stalwart L-head engines, displacing 201.3-cu.in. and 217.8-cu.in., were carryover designs putting out 70 hp and 87 hp respectively.
As of this printing, Hemmings' 1936 Dodge is resting comfortably in the Hemmings vehicle display alongside its stablemates. With any luck, it will run again and even hit the road as Hemmings' ambassador to readers across the country.
SPECIFICATIONS
Year: 1936
Make: Dodge
Model: Panel Delivery Truck
Price: $585
Engine: 218-cu.in. cast-iron L-head inline-six
Horsepower @ RPM: 87 @ 3,600
Transmission: Three-speed selective sliding with synchromesh in second and third gears
Brakes: Hydraulic four-wheel drum
Weight: 3,280 pounds
Wheelbase: 116 inches
Length: 195 inches
Width: 69.5 inches
Fuel consumption: 10-13 MPG
1936 Ford panel delivery truck
By Mike Bumbeck
Along with the Chevrolet and the Dodge, this Ford was one of the original rolling billboards for Hemmings. But it earned a unique place in company history by carrying the Hemmings banner in one of the most infamous automotive events of all time.
In 1979, an intrepid trio including Hemmings and Special Interest Autos Editor David Brownell, Publisher Terry Ehrich, and BMW works motorcycle racer Justus Taylor entered what was later described by Brock Yates as this "ancient" Ford truck in the Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash. (In that same race was the infamous Transcon Medivac ambulance driven by Yates and Hal Needam, who later went on to make the 1981 film classic Cannonball Run.)
While motoring locally to parades or the occasional car show is fine for a machine built in 1936, driving it across the country at top speed presented an entirely modern set of problems. Fifty miles per hour may seem turtle-slow these days, but with three grown men and a few hundred pounds of gear, hurtling down the highway pushed the panel truck to the absolute limits of its original design.
Two solid axles led to interesting handling at highway speeds, with chuckholes or crosswinds providing new adventures in omni-directional terror, and a speeding semi-truck approaching from the other direction giving a different meaning to the word anticipation. While the team finished the race ahead of a turbocharged truck and a motorcycle, the brakes (or lack thereof) created an early hair-raising moment on the trip.
The converted hydraulics gave out heading west down a hill near Scranton, Pennsylvania. An accident ahead had the road, breakdown and passing lanes blocked by a few concerned if not misguided motorists. Fearless driver Justus Taylor had no choice but to choose the middle ground, which in this case was the wet grassy median of Interstate 80. The crew hand-braked down the next exit ramp and repaired the steel line, which had been holed by a seat belt bolt. Safety first!
In the end, the team not only finished the race, but did it in the oldest machine ever entered: 61 hours and 51 minutes landed the Red Eye Express in 40th place. The Hemmings team's total average speed was 46.56 MPH and they burned 276.7 gallons of gasoline for an average of 10.48 MPG. The flathead engine used six quarts of oil, which worked out to an average 483 miles per quart, based on the uncorrected odometer measurement of 2,880 miles traveled. A generator and rear generator bearing, one brake line, four fan belts, a voltage regulator, coil, and distributor were also used up.
The body and paint were redone after the Cannonball, and nobody is quite sure which number engine the truck is on now, having been through at least one V-8 since its jaunt across the USA.
The flathead Ford V-8 engine under the hood is currently a 221-cubic-inch 85-hp model--the only engine available for a Ford for 1936. The transmission is a Ford selective sliding three-speed manual with synchromesh on second and third, with the added benefit of a solenoid-activated Columbia two-speed overdrive--a period-correct modification to squeeze more velocity out of the truck without overtaxing the engine.
Today, the well-traveled truck sits in our museum, patiently awaiting its next adventure.
For the full story of this truck's involvement in the very race that inspired the movie Cannonball Run, pick up a back issue of Special Interest Autos #52 (August 1979) or Brock Yates's book Cannonball!: World's Greatest Outlaw Road Race.
SPECIFICATIONS:
Year/Make: 1936 Ford
Model: Panel Delivery
Price: $580
Weight: 3,188 pounds
Engine: L-head 90 degree V-8
Horsepower: 85
Transmission: Ford selective sliding 3-speed manual with syncromesh on second and third
Wheelbase: 112 inches
Length: 184 inches
Fuel consumption: 10-13 MPG average
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Photo: Jeff Smith
The piston top plays a vital role in determining compression on any engine. Dished pistons will add to the combustion chamber volume while domed pistons are intended to reduce overall volume and increase compression. The ideal combustion space combination is a flat piston top with a small chamber to improve combustion efficiency.Photo: Courtesy of Mahle Motorsports
Before we get into specifics, let’s first discuss how compression ratio is determined. In the old days before computers, engine builders had to run through the laborious task of determining the volume of each of the above variables. Bore and stroke for the cylinder is easy using the basic geometry of the volume of a cylinder which is the area of a circle (the bore) times the depth or length of the cylinder. The formula is from high school geometry: Pi x radius x radius x length. This is also the same formula you would use to calculate the volume of the piston above or below the deck as well as head gasket volume based on bore size and the thickness of the gasket.
The formula to compute the volume of the cylinder at the top of the stroke includes the piston top configuration (dish or dome), chamber size, head gasket thickness, and the distance the piston was either above or below the deck surface of the block. With regard to piston position, a piston that stopped its travel below the deck effectively adds this volume to the chamber size while a piston that travels above the deck would reduce that volume from the chamber.
Even simple valve reliefs can affect compression. This standard four-eyebrow small-block Chevy replacement piston measures nearly 7cc’s worth of volume. Compare that to a pure flat-top, 6.0-liter Mahle piston with no reliefs. Of course, ensuring proper piston-to-valve clearance is important with either piston but the balance is always a compromise between adding compression yet avoiding bending valves when they hit the piston. Photo: Courtesy of Mahle Motorsports
We won’t get into the long-hand version of calculating compression only because it is both tedious and unnecessary now with the advent of online compression ratio computer programs. But it is important to understand the relationships between the components so that you can make decisions more effectively.
To assist in this process, you may need to convert combustion chamber volume that is usually measured in cubic centimeters (cc’s) into cubic inches or the opposite of cubic inches into cubic centimeters. We’ve listed these conversions in a separate chart to make finding them easy. As an example, a 70cc chamber converted to cubic inches would be 4.27 cubic inches.
As mentioned in the story, crankshaft bore and stroke are significant contributors to compression or the lack of it. It is much easier to create compression with a longer stroke engine than one with a shorter stroke. This is a 4.00-inch stroke crank for an LS engine. Bolt this crank in with a 4.010-bore flat top piston with valve reliefs, a 70cc chamber and a near-zero deck and this will push compression up to over 10.6:1.Photo: Courtesy of Mahle Motorsports
Let’s start with the most basic item of bore size. An aspect that is not generally known is that increasing the bore size will also increase compression. As an example, let’s start with a 6.0L LS engine with a 4.00-inch bore, a 3.62-inch stroke, a 70cc combustion chamber, a pure flat top piston that is 0.005-inch below the deck surface and is using a 0.053-inch-thick head gasket.
Using Summit’s free online compression ratio calculator, the program gives us a compression ratio of 10.1:1. Now, if we increase the bore diameter to 4.030-inch, this increases the static compression ratio to 10.22:1.Then, if we change to a block with a larger 4.155-inch bore, our original 10.1:1 jumps to a more impressive 10.7:1 ratio.
The best way to know the volume of any combustion chamber is to measure it with an affordable 100cc burette and a flat plexiglass plate. This is a simple procedure that produces very accurate results. Photo: Jeff Smith
Stroke has a much more dramatic effect on compression because of the substantial increase in volume that it creates. Let’s take our original 4.00-inch bore and 3.62-inch stroke LS engine stroke at 10.1:1 and add a 4.00-inch stroker crank to the mix. The original displacement was 364ci but now with a longer stroke, the cubic inches expand to a more impressive 402ci. On top of the displacement, this 0.380-inch increase in stroke drastically affects the compression pushing the original 10.1:1 now to 11.06:1.
The inverse is also true where a short stroke engine will have difficulty in creating static compression and is affected by small changes in chamber volume, gasket thickness, and piston top configuration. For this example, we’re going to go way back in time to a small 283ci displacement small-block Chevy to illustrate this point.
The position of the piston relative to the cylinder head deck is also critical. Most engine builders prefer to place the top of the piston at or near the deck surface, but you must also pay careful attention to piston-to-head clearance as well. A tight piston-to-head clearance for a typical wedge cylinder head engine might be 0.037-inch. Photo: Jeff Smith
The stock bore and stroke on a 283 is a combination of a 3.875-inch bore and a 3.00-inch stroke. With a 58cc combustion chamber, a flat top piston with four small (for a total of 8cc) valve reliefs, a 0.020-inch below deck height and a steel shim head gasket that is only 0.015-inch thick, the compression ratio for this engine comes out to 8.96:1. But often hot rodders will bolt a 64cc head on a 283 with bigger valves to try to make more power. What they don’t realize is that with a very short 3.00-inch stroke crank, a small chamber increase in size of 6cc has a big effect on compression. This change to a 64cc head will skewer the original compression ratio of 8.96:1 to 8.35:1 or a loss of over half a ratio!
But changes in chamber volume on a 4-inch stroke engine can be more dramatic even when the percentage of volume change is less than the smaller displacement engine. A change of 6cc in chamber volume on a 4-inch stroke, 4-inch bore engine while keeping all the other variables the same is worth a change of nearly three-quarters of a full point.
Another important variable is the compressed thickness of the head gasket. Many stock LS style MLS head gaskets can measure 0.053-inch and more. If you use one of these gaskets with a piston 0.020-inch below the deck surface, the compression ratio will suffer horribly so it’s always best to check before ordering gaskets.Photo: Jeff Smith
The numbers don’t lie. With a 4.010-inch bore, a 4.00 inch stroke, 70cc chamber, 0.051 gasket, a pure flat top piston, and a piston 0.005-inch below the deck computes out to 11.15:1, but add 6cc with a larger chamber and the compression drops to 10.45:1 or a drop of 0.70:1 in the ratio. These examples offer clues as to how easy it is to generate compression by simple changes.
Even the smallest details can offer advantages if you pay attention to their effects. As an example, piston design is a place where the smart engine builder can take advantage of his choice of piston top configurations. Most engine builders will agree that a small combustion chamber and a flat top piston with small valve reliefs are among the best ways to not only increase compression but also optimize combustion efficiency.
If you are working on an engine with unknown components, you can position the piston a known distance down from the deck and use a 100cc burette to measure the volume of that cylinder. Then compute the volume of a theoretical cylinder with no valve reliefs, dish, or dome. Comparing the theoretical volume with the measured one will produce an accurate description of the piston in question. In this particular case, we established an accurate measurement of the effective dome volume of this piston.Photo: Jeff Smith
The GM LS family of engines is a classic example. Even the original LQ4 6.0 liter LS truck engine from the early 2000’s offered a 7cc dished piston combined with an intermediate sized 71cc combustion chamber to create a 9.5:1 compression ratio to run on 87 octane. A simple trick to enhance power is to add a pair of 5.3L LM4/LM7 heads with smaller 61cc chambers to bump the compression and gain some near free horsepower and torque.
Our calculations reveal a 61cc chamber will push the compression a full point from 9.3:1 to 10.3:1. Even though the 5.3L heads employ smaller intake valves, the increase in compression more than compensates and overall drivability is improved with more torque and horsepower.
Besides the large component options like pistons and combustion chambers, it’s best not to overlook the smaller yet significant details like head gasket thickness and piston deck height. For most engine builders, these two measurements are linked to help establish piston-to-head clearance.
We won’t get into too many details because the options are near limitless. But generally speaking a piston-to-head clearance for a street engine should be established around 0.040-inch or slightly tighter. This is important because sufficient clearance is necessary to prevent piston rock from angling the piston and hitting the combustion chamber.
The modern Gen III hemi head is a hemispherical head in name only. Note that the chamber ends on opposite sides with flat or quench areas. These quench areas help with mixture motion as the piston nears top dead center (TDC) and improves combustion efficiency. Note that all Gen III Hemi engines use two spark plugs per cylinder to compensate for the long distance the flame front would otherwise travel to complete the combustion process. Both plugs fire at the same time and thus help improve both power and fuel mileage. A single spark plug in a Gen III Hemi would require a significantly increased ignition timing to approach the power made by using two plugs per cylinder. Photo: Jeff Smith
For wedge combustion chamber engines, this also establishes a tight quench area which is defined as the area between the flat areas of the chamber and the piston. As the piston arrives at TDC the tight clearance between the head and piston pushes (or squishes) the air and fuel into the chamber. This creates turbulence in the chamber and helps to stir the air and fuel into a more homogenous mixture that will combust more efficiently.
This means if you have an engine like an older small-block Chevy where the piston is buried deep in the cylinder to perhaps 0.025-inch, a thinner head gasket can be used to maintain the piston-to-head clearance at around 0.040-inch or less. One example of this would be the coated thin steel head gasket from Fel-Pro that measures only 0.015-inch (PN 1094) for a 350ci small-block Chevy. This will improve compression compared to a much thicker composition head gasket.
We’ve covered quite a bit of ground regarding compression ratio in hopes of offering some solutions or opportunities that you can take advantage of when building your next engine. It’s often the little details that can make all the difference.
Conversions
There are several free, online compression ratio programs to choose from. This one is from Summit Racing that you can find by searching Summit compression ratio program. These programs allow you to experiment with different chamber, gasket, and piston volumes to come up with the best overall compression ratio for your engine.
Photo: Courtesy of Summit Racing
- To convert cubic inches to cubic centimeters, multiply by 16.3871
- To convert cubic centimeters to cubic inches, multiply by 0.0610
Scaling Back The Squeeze
Some of the hottest muscle cars of the era, like this 427-powered COPO Camaro, had compression ratios of 11:1 or even greater.
Photo: Tommy Lee Byrd
Many muscle car engines from the late 1960s and early 1970s benefitted from compression ratios that were as high as 11:1. With today’s watered-down 91 and occasional 93 octane premium fuel, this often isn’t sufficient to prevent those older engines from detonating. Sure, you can mix in a little octane booster or race gas, but that’s expensive.
With today’s fuel, most sources will suggest no more than 9.0:1 for a compression ratio with iron heads. Our experience indicates you can run closer to 10:1 if the piston-to-head clearance is tight and the heads offer a decent, more modern chamber – like the newer LS engines, for example. Older engines with poor chambers tend to rattle with more than 10:1 to 10.5:1. Camshaft timing also has an effect on performance with bigger cams demanding more static compression compared to a street engine with milder cam timing. These engines are run more favorably with less compression. Of course, the more compression, the more power the engine will make with better efficiency so it’s a critical point.
It’s also possible to slow down the ignition curve and reduce timing, but these tend to make the engine run sluggish and unresponsive, which is not fun to drive. While you could rebuild the engine with a lower compression ratio with different pistons or cylinder heads, there are other alternatives.
Let’s take an example and show how we could reduce the static compression ratio on an original 350-cu.in. LT1 small-block Chevy without changing pistons or using different cylinder heads with larger combustion chambers.
This is a pocket ported 5.3-liter cylinder head from our friends at West Coast Racing Cylinder Heads. Bolting on this smaller 61cc chamber head on a 6.0-liter engine is worth more than one full point in compression. The rule of thumb is one full point of compression is worth roughly 4 percent power, which on a 500 horsepower engine would be worth an additional 20 hp!
Photo: Jeff Smith
We simulated a 1970 LT1 using Summit Racing’s online compression ratio program. We came up with a 4.00-inch bore, 3.48-inch stroke, a 64cc chamber and a piston with a roughly 2cc dome (it’s really bigger but once the valve reliefs are subtracted from the dome volume, the net volume change is roughly 2 cc’s), with the piston 0.025-inch below the deck running a 0.020-inch head gasket. This combination creates a compression ratio of 11.2:1. Often back in those days the compression ratio was often lower than the specs due to production tolerances, but we’ll use these numbers.
One way to reduce compression would be to add a thicker, composition style head gasket. For example, merely replacing the stock shim gasket with a Fel-Pro 0.041-inch composition version will drop the static compression ratio down from 11.2:1 to 10.58:1. This will help but there are repercussions with this approach. This move changes the piston-to-head clearance from roughly 0.045-inch to a much wider 0.066-inch. This reduces the quench effect and might create a situation where this makes the engine more detonation sensitive. This is something to consider before choosing this approach.
A more time-consuming idea would be to increase the combustion chamber volume through grinding the iron chambers. With the addition of 4 cc’s to the chamber volume with the same thin had gasket, it’s possible to cut the compression to 10.64:1. This approach will require some knowledge and skill with a grinder, but it is possible. Of course, using a 68cc aftermarket head will be much better as these more modern heads offer far better chamber designs that can enhance power while often not requiring as much ignition timing.
It’s also possible to add dished intake and exhaust valves that will add one or two cc’s worth of volume with a recessed valve face that might add a slight amount of volume to the chamber. This also reduces the valve weight, which is another positive approach.
These are a few of the better ideas for altering compression for earlier high compression engines. If you have a late ‘70s engine, it will have the exact opposite issue of desperately needing compression with a boost of more than one full point just to get the engine back up somewhere close to 9:1. The best bet with these engines is to just swap to smaller chamber heads. Going from a 76cc chamber to 64cc chamber will pump the compression a full point on a typical 350-cu.in. small-block Chevy.
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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