Breakdown of the 25 Best Muscle Cars to Own (Part 2 – Chrysler)

Chrysler Corporation

The Chrysler 300L

The 300 “letter series” Chrysler products, began production in 1955 with the “300C” and then the “300B” in ’56, but then move in a forward direction through the alphabet until the last of the series, the “300L” is produced in 1965. This car is sleek and modern looking when compared to the previous offerings in the line. There are others that claim the title, but these cars are definitely the beginnings of the true muscle car era for Chrysler. The 300L comes with a four barrel carburetor on a 413 cu in (6.6 L) V8 developing 360 bhp at 4,800 rpm. This engine also puts out 470 ft-lb of torque at 3,200 rpm. The specs are the same with either the three speed automatic or a four speed standard transmission. This series was produced with creature comfort in mind, the complete line is tasteful, but plush, with all available technology built in and, as is Chrysler tradition, they do perform admirably and hint strongly of what is to come. There were only 2,845, including 440 convertibles, of this Chrysler to leave the assembly floor in 1965. This could be the cheapest of the vintage numbered Chrysler models. The 300L is an easy to restore vehicle. The 300L will cost about the same to renew as other upscale Chrysler models like the Fury or Imperial but the 300L could be found at a much lower initial cost. The Chrysler 300L could have been purchased for around $4,090.00 for a hard top and $565.00 extra would cover the convertible in ’65. These cars are engineered well and mechanically sound ensuring there will always be a demand for them and they will always carry a resale price to reflect that fact.

 

Dodge Charger

High performance luxury takes a turn for the better with the introduction of the Dodge Charger. This very well styled vehicle is on the Chrysler mid-sized “B” body, and produced from 1966 until 1978. The new Charger shares its platform and forward sheet metal with the mid-sized Coronet. The 1965 Dodge Charger II, with its sweeping rear window, bears an uncanny resemblance to a competitors new model, the AMC Rambler Marlin, when they were unveiled about the same time. Still, the G1 Charger is a unique, a well-appointed, classy muscle car, that could double as practical, with a back seat that folds down for camping or cargo. The power and performance would wait until ’68 to ’70 and achieve a world class milestone for the Charger G2.

Two or even all three of the G2 years are top contenders for one of the best muscle cars of all time in anyone’s books. All Charger years are going up in value, some very rapidly these days with the G1 and G2 cars commanding the highest price, likely makes them inappropriate for this list. If you do find a good solid unit to restore, from any year, it would be an excellent project car. I would suggest buying it now rather than later. It will be cheaper. A few steps beyond good looking, the Charger is responsive, fast and sleek with any part you need readily available to keep you mobile 24/7; any Charger is a perfect muscle car to own. Dodge turned out more than 244,000 units during the G2 three year production run. There are also many thousands of newer G3 project cars out there needing a new home, but as you may also expect, your initial investment cost will increase proportionally to the engines displacement. You cannot go far wrong with a well restored “B” platform Charger from any of the first three generations no matter what sized engine is under the hood or year you decide to take home. The G4 is the last four years of production, as the muscle car era winds down. The Charger is not so sleek now, more squared up, bulkier, with safer, but heavy, impact absorbing bumpers. These last years the emphasis is more on personal luxury, as manufacturers and their designers regroup. The last Chargers still have some get up and go, with the lowest initial price tag for a project car, although the steadily decreasing production numbers equate to a more limited availability.

Related:

Dodge Charger Daytona 1969

1969 Dodge Charger Daytona 2

 

The Dodge Challenger

The first time the moniker, Challenger appears for Dodge under the Chrysler brand is for the 1955 and 56 model year as the “Dodge Silver Challenger”, which is not a sought after vehicle by muscle car fans. It bears little resemblance to the first generation Challenger, but under the hood of this luxury car is one of the last versions in a long line of the original hemi engines, The “Red Ram” hemispherical engine design will be revamped and returned somewhat more refined in the mid 60’s with dramatically improved performance, under the now Patented “hemi” name.

The G1 Dodge Challenger was in production from 1969 through 1974 with 165,437 units rolling off the assembly line in that time. The Challenger is on the same platform as the Charger. They have similar body lines, but the Challenger is more lavishly appointed with almost every power combination in the Chrysler arsenal available. The trim and options available from the manufacturer are huge to compete with the Cougar and other luxury muscle. Mopar fans prefer the Charger and the ‘Cuda, which makes the Challenger the lowest initial cost Chrysler “E” platform car you will find. Newly manufactured body parts and paneling are widely available like its platform mates. The smaller the V8 under the hood, the lower the initial cost outlay is likely to be. Remember that most muscle cars will fetch the highest resale price, provided they are restored as close to factory specifications as possible and the Challenger is a case in point.

 

Plymouth Barracuda

The Plymouth Barracuda was manufactured by the Chrysler Corporation, in three generations, from 1964 until 1974. The release of the first Barracuda, as a fastback, on April 1st 1964, predates the Mustang’s release by two weeks. The fastback is appealing, but a little plain looking beside the flashy Mustang which will take the lion’s share of sales away from all the competition, for a long time to come. It is ironic, that the first entry into the yet to be “Pony Class”, has made its debut before the class is created.

© Raytags | Dreamstime.com – Plymouth Hemi Cuda Convertible Photo

The new Barracuda has a unique and very large, 14.4 square foot, fastback rear window that wraps around each side. It reaches from the “B” pillar away back on the rear deck, giving the driver an extremely wide field of vision to the rear. The ’64 model is the only year that might have the optional “Torqueflight” automatic transmission controlled by dash mounted buttons. The ’64 Barracuda is available with a number of power options, but the largest engine is the new 273 cu in (4.5 L) V8 mounted with a two barrel, providing 180 bhp (130 kW). The power options increase each year, but in’65 it is still the same V8 engine, now with higher compression, hotter camshaft and other performance features, including a four barrel. This knocks the output up to 235 bhp (175 kW). A sport suspension is also available in ’65 and you could order gauges for the newly styled dash and the options also include a tachometer. All the performance goodies, including larger rims with fat tires and disc brakes plus all the appropriate badging and trim would be on the more uptown Formula S “package in ‘65. Creature comforts are also increasing, with added AC to the options list, part way through ’65. For the ’66 model, a console could be ordered and the renewed dashboard has space to fit the tach. The exterior has revised sheet metal, the grill has been revised and the logo of a slender fish added to it, while the most uptown (Deluxe) model sports the signal indicators on top of the fenders.

The G2 begins in 1967 and the sheet metal has been revised and is now Barracuda, moving further away from the Valiant roots, but is still on the same platform, although now with a longer, 108 inch (2,743 mm), wheel base. The body styles are a convertible, a fastback and a notchback hardtop is another choice. In the 1968 model, there were around 50 Barracuda units equipped with the 426 cu in (7.0 L) engine, built for Super Stock Class racing and can do a standing quarter mile in 15 seconds. Hurst Performance assembled these cars and they were not meant to be used on public roads. The last year of G2 is 1969 and the first year the name ”‘Cuda” is applied.

© Raytags | Dreamstime.com – 1971 Cuda Front Grill Photo

Beginning in 1970, the third generation Barracuda has broken all ties with Valiant and the all new ‘Cuda is not an economy car any longer. The fastback has been scraped, so this year, a convertible and the coupe are the only choices.These might well be the most valued collector muscle car line on this list. The models built from 1970 to 1974, with the modified “E” platform will command the highest price any time. A convertible 1971 Hemi unit, coupled to a four speed, changed hands, in June 2014 for over 3.5 million US dollars at Seattle’s Mecum auction. This “Cuda“ is one of the 13 convertibles to leave the assembly line in ‘71 coupled to a four speed

The restoration of the Barracuda will be easier as time goes by with a complete roster of newly manufactured parts now available or coming on line in the near future, including factory correct upholstery. All the items you may need are coming from an ever growing list of sources along with a large support network of Mopar clubs spanning the continent to help with the details you may need for a first class restoration. The fastback versions are the most coveted of the first two generations, but the demand for any body style is growing as time passes, making any Barracuda project car a good solid investment when returned to factory specifications.

Related:

Plymouth ‘Cuda 1970 and 1971 Big Muscle

Plymouth Barracuda 1970 and 1971

1970 Plymouth Hemi Barracuda

Early Muscle to the 1970 Plymouth Superbird

Muscle Car Classic: 1970s Plymouth Hemi ‘Cuda

 

Plymouth Duster (5 images are a 1972 model)

Plymouth Duster was manufactured from 1970 until 1976 in the USA, competing with the Valiant, the Maverick and the Nova for its share of the compact market. This car is well worthy of being in a classic collector’s possession and it has a large following to proof that fact. The name “Duster” is also used by Chrysler in other markets and manufactured outside the USA.

The USA made Duster is on the same platform as the Valiant and during the first year only, it displays the Valiant logo. This Duster was produced in large numbers and is the most likely Mopar product to find at a lower price, but it is only available as a sporty looking two door coupe. This coupe could be outfitted with a number of interior layouts and power variations to choose from, during its manufacturing run. Names of these variations include Feather Duster, Space Duster, Gold Duster, Duster Twister, and 360 Duster among others. The idea is to appeal to many specific market segments covering the needs of many types of customers, and as the name implies, the variation would hold cargo, be economic, or deliver high performance. The Gold Duster is a more lavishly appointed option and could be ordered with a 340 cu in (5.6 L) V8 in 1970. This first year was a big success for the Duster with 217,192 units sold, but only 24,817 are equipped with the 340.

Little changes for the Duster in 1971 other than Valiant logo’s and the Plymouth script are no longer there. The Duster Twister trim package is an offer in 1971, giving the owner high back bucket seats, side stripes like the 340 versions, matte finish hood, shark tooth grill, decorative hood scoops, rear spoiler and finished up with dual exhaust. The breaker less ignition system is basic equipment for the performance oriented 340 in 1972. The biggest visible change is surface mounted marker lights and the tail lights are now larger and of a one piece design. The Feather Duster is featured in 1973 and is lighter than other offerings by 187 lbs. or 84.8 kg, This is achieved by integrating a number of aluminum components to successfully offer the best fuel economy in its class. The Space Duster in 1973, features a fold down rear seat back for increased storage capacity and also have a security cover to keep things out of sight.

For 1973 the body is refreshed with a newly design hood, revamped front fenders, upgraded bumpers and a chrome bezel to outline the tail lights. Any Duster from now on will have an electronic ignition as basic equipment, as is the grid style electric operated rear defogger. The Duster will stay almost the same until the last ones roll off the line in 1976. Any ’73 Duster equipped with disc brakes will most likely have five lug nuts to mount the wheel, on a 4 ½ inch bolt pattern. All 340 engines, also a few 318 powered units use a simplified 8 ¼ inch axle assembly, with the wheel bearing sitting directly on the axle shaft. With this arrangement end play is taken up by a “C” clip. Lesser models will use drum brakes with five bolts to hold each wheel, but these have a 4 inch pattern. Front wheels have big wheel bearings to accommodate the large diameter spindles on all units.

The muscle car era is coming to a close by 1974 with more stringent emission control regulations coming into effect, but Plymouth puts out a Duster powered by a 360 cu in engine that meets the EPA criteria. This Duster comes with stripping, dual exhaust, power disc brakes all around, heavy duty suspension, better shock absorbers, a sway bar and power to the axles is through the 8 ¼ inch differential. For 1975 the 360 avoids using a catalytic converter by installing a secondary air injection system, also known as a smog pump. The last year of Duster production is 1966 and these units are equipped with a foot operated emergency brake and the rear view mirror is now mounted on the windshield rather than the old school double-pivot ceiling bracket. Disc brakes are standard fare for all cars made after January 1976.

 

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