Dodge Cars

How to Increase Horsepower in a Dodge Charger

topfocusgear — Sat, 20 Feb 2010 14:29:43 +0000

The Dodge Charger is a full-sized automobile made by the Dodge arm of Chrysler. Originating in 1964, the Charger has been a longtime success of the Dodge brand. One of the strengths of the Charger is the massive amount of horsepower that most models produced. However, even with the high-performance engines with which Chrysler outfitted these cars, you can add even more by increasing the amount of air flowing into the engine and optimizing the back pressure flow. In simple terms, this means installing a high-flow intake system and a new high-flow exhaust.

Instructions

Things You’ll Need:

Socket set

Socket wrench

Screwdriver

Masking tape

Marker

New intake tubing

High-flow air filter

Jack

Four Jack stands

O2 sensor removal tool

High-flow exhaust

Step 1

Open the hood and disconnect the factory air box assembly. Remove all of the screw bolts with a socket wrench.

Step 2

Loosen the hose clamp attaching the air intake to the throttle body with a screwdriver, and pull the intake tubing off the throttle body.

Step 3

Disconnect the mass airflow sensor and all hoses and plugs running to the intake tubing and air box. You must unplug the mass airflow sensor; to do so, remove the two screws holding it to the intake. Mark the location of all hoses and electrical connections on the intake with masking tape and a marker.

Step 4

Install the high-flow air intake system. Installation is the reverse of removal.

Step 5

Raise the Charger on jack stands using a floor jack. Jack up on the Charger using the front and rear jack points. Place a jack stand under each of the four pinch welds on the vehicle and lower it onto the stands.

Step 6

Remove the electrical connector running to the O2 sensor positioned after the catalytic converter. Remove the O2 sensor from the exhaust with an O2 sensor removal tool and a socket wrench. Turn the O2 sensor counterclockwise to remove it.

Step 7

Remove the bolts attaching the exhaust piping to the catalytic converter, and then pull the exhaust piping away from the catalytic converter.

Step 8

Slide the exhaust piping off of all of the hangers that secure it to the body of the vehicle.

Step 9

Install the new high-flow exhaust. Installation is the reverse of removal.

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How to Customize Dodge Trucks

topfocusgear — Sat, 20 Feb 2010 14:29:42 +0000

Since the inception of the Dodge truck in 1936 the Dodge Ram has been a staple of the truck community and has been produced in some form or another every year. When Dodge stuffed a 5.7 Hemi engine in their Dodge Ram it instantly became a player in the serious world of truck performance. The Hemi engine, long known in the world of Mopar racecars helped to add substantial horsepower to the Dodge Ram. Aftermarket specialists took notice and developed many performance parts that you can bolt onto your Dodge Ram to increase horsepower and performance.

Instructions

Things You’ll Need:

Cold air intake kit

Jet performance chip

Body lift kit

Off-road tires

Bead-lock rims

Step 1

Remove the existing air intake and replace it with a high-flow-performance cold-air intake. The use of a high-flow filter allows more air to move into the engine at a higher rate. When an engine can breathe better, it allows the computer to recalibrate and add more fuel without stalling. According to KnFilters.com, replacing the existing air intake with a cold-air intake can add up to 10.49 horsepower on the Hemi 5.7 liter engine.

Step 2

Plug in a jet performance chip. Jet performance chips plug into a Dodge truck computer and recalibrate it to take advantage of horsepower that has been restricted by the manufacturer due to EPA restrictions. It also adjusts transmission shift points, which takes advantage of the added horsepower by allowing the truck to reach higher RPM ranges before shifting. This gives you that feeling of being pushed back in your seat on hard accelerations. This modification can add up to 25 horsepower according Auto Truck Toys.com.

Step 3

Install a body lift kit. A body lift kit raises the body of the truck off of the frame rails. This allow for the installation of larger rims and tires but, without the heavy modification that is required with a suspension lift kit. It’s also a more cost-effective method and can be purchased from truck aftermarket locations like Body Lift Kit.net.

Step 4

Install larger, off-road tires and bead-lock rims. Bead-lock rims have screws that hold a tire to the rim when using low pressure within the tire. If you do not plan on off-roading your truck, you can purchase simulated bead-lock rims to achieve the look. You will not lose much power when going to larger tires with the 5.7 Hemi engine.

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How to Troubleshoot the Keyless Entry on a Dodge Ram 1500

topfocusgear — Sat, 20 Feb 2010 06:39:51 +0000

A popular standard and aftermarket option on the Dodge Ram 1500, the keyless entry system allows easy controlling of the car’s doors, locks, trunk, panic alarm and often its automatic starting. The controllers for the Dodge Ram 1500 can stop working if too old or handled too roughly, but the problems can easily be fixed with a simple troubleshoot. Programming the keyless entry remote on your Dodge Ram 1500 will allow you to bypass the fee of getting it fixed by a mechanic.

Instructions

Step 1

Enter your Dodge Ram 1500, and close the doors and trunk of your vehicle.

Step 2

Insert your Dodge Ram 1500 key into your car’s ignition and click the key to the “On” position.

Step 3

Turn the dome light in your truck on and off three times in quick succession.

Step 4

Turn your key in the ignition back to the “Off” position. Complete Steps 2 through 4 within five seconds.

Step 5

Remove your key from your Dodge Ram 1500′s ignition and test the remote to see if the troubleshooting was successful.

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How to Pick a Door Lock On a Dodge Ram

topfocusgear — Sat, 20 Feb 2010 05:32:51 +0000

This article will explain how to unlock a dodge ram truck without a key or sticking a tool inside the door of the vehicle.

Instructions

Things You’ll Need:

rigid tension tool

hook or rocker pick.

Step 1

The driver’s door lock has seven disc called wafers that must be aligned to the proper position for the lock to operate. Simultaneously to the wafers lining up in the right position the lock must turn in the correct direction.

Step 2

southord lock pick set

Choosing the proper lock pick may be hard as they are not available in stores. You may try to make one out of a small peice of steel. It is neccessary for the pick to be small in size for the ability to move inside the lock.

Step 3

example of a rigid tension tool

Insert the rigid tension tool into the lock at the very bottom of the lock on the driver side. Holding the bottom of the tool with your left hand apply gentle pressure in the direction of the rear of the vehicle. This will cause the lock to rotate in a counter clockwise position when picked and result in the door being unlocked.

Step 4

After tenision tool is in place it is time to insert the pick. With the pick facing down push it all the way in the lock unstil it stops. You are now at the back of the lock. With very slight pressure gentle press down on the pick and pull it back toward you. Remove the pick from the lock, rotate it so that it is now facing the top of the lock. Reinsert the pick to rear of the lock. Apply slight pressure upward and gently rake the pick back towards you. If done properly the inner plug of the lock will rotate counter clockwise and the door will unlock. If door does not unlock, without releasing tenision repeat step four.

Tips & Warnings

Locks do not need much tension to be picked just enough to bind the wafers so that they drop to the shear line.

Too much tension or pressure on the pick will harm the lock.

Do not attempt this on anyone’s vehicle beside your own as it is agaisnt the law for breaking and entering.

Lock picks may be illegal in some states.

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How to Check for Fuel Delivery in a Dodge Ram

topfocusgear — Sat, 20 Feb 2010 03:10:50 +0000

The Dodge Ram is a full-sized pickup truck that debuted in 1981 in two-door, two-door extended cab, four-door and dually versions. It received a face lift in 2006, the model year that also saw the introduction of the “mega cab.” The Dodge Ram is the winner of Motor Trend magazine’s Truck of the Year for 1994 and 2003. Maintain the truck’s fuel delivery to keep the engine in tip-top shape.

Instructions

Step 1

Relieve fuel system pressure in Dodge Ram vehicles for model years 2003 and later. Disconnect the negative battery cable and the fuel pump relay from the power distribution center. Remove the fuel tank filler cap and disconnect the fuel injectors. Start the Ram and let it idle until it runs out of fuel and stalls. Attach one end of a jumper wire to an injector terminal and attach the other end of the wire to the positive battery terminal. Attach one end of a second jumper wire to the remaining injector terminal. Touch the free end of the second jumper wire to a ground for two to three seconds. Put a shop towel under the quick-disconnect coupling located on the fuel rail and disconnect it.

Step 2

Disconnect the negative battery cable and remove the fuel tank filler cap as the first steps to relieve fuel system pressure in pre-2002 Ram models. Then, unscrew the pressure test port cap on the fuel rail at the front of the engine. Use a pressure gauge or hose from tool set No. 5069 or equivalent. Remove the gauge and put that end of the hose into a container approved for fuel. Put a shop towel beneath the test port and attach the free end of the gauge or hose onto the fuel pressure port. Relieve the pressure. Remove the hose and cap the port.

Step 3

Remove the vacuum line from the fuel pump pressure regulator and check for fuel in the lines. Refer to the owner’s manual for the line’s location. There shouldn’t be any fuel in the line. If there is, the engine problems are likely caused by a faulty fuel pump pressure regulator. If there is no fuel in the lines, reattach the vacuum line and continue with the fuel delivery diagnostic.

Step 4

Reconnect the battery and twist off the fuel pressure test port cap. Attach a fuel pressure test gauge. Turn the engine on and let it idle. Check the gauge. It needs to read between 17 and 22 psi (117 to 152 kPa). Pressure that’s too high or too low may mean the fuel pump is malfunctioning or that the fuel filter is clogged.

Step 5

Remove the pressure gauge. Disconnect the negative battery cable again and relieve the system pressure one more time to safely remove the fuel filter and inspect for clogs. To remove the fuel filter on Ram trucks, disconnect the fuel tank and take the filter or regulator out of the rubber grommet. Cut the hose clamp and remove the fuel line. Remove the filter and visually inspect it for clogs.

Step 6

Replace the fuel filter if necessary. To install or reinstall the filter, secure the unit with a new clamp and push the unit into the rubber grommet. Reconnect the fuel tank and the negative battery cable. Start the Dodge Ram and visually inspect the system for fuel leakage.

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2005 Dodge Stratus photo gallery

topfocusgear — Sat, 20 Feb 2010 02:22:26 +0000

2005 Dodge Stratus

2005 Dodge Stratus Coupe

2005 Dodge Stratus RT

2005 Dodge Stratus

2005 Dodge Stratus Sedan

2005 Dodge Stratus

2005 Dodge Stratus Vehicle

Dodge Stratus

2005 Dodge Stratus

Отзывы Dodge Stratus

Dodge Stratus

2005 Dodge Stratus RT

2005 Dodge Stratus

2005 Dodge Stratus Sedan SXT

2005 Dodge Stratus

2005 Dodge Stratus Coupe

Dodge Stratus

2005 Dodge Stratus

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Edmunds.com 2010 Dodge Charger Overview

topfocusgear — Fri, 19 Feb 2010 05:07:32 +0000

Introduction:

The 2010 Dodge Charger symbolizes two significant elements of Chrysler’s past — first, the heyday of V8-powered, rear-drive muscle cars; and second, the ill-fated merger with Daimler-Benz. The former lives on in the Charger R/T and SRT8 models, both of which boast rowdy V8s that will perform smoky burnouts with the best of them. And the latter is evident underneath the Charger’s skin, where you’ll find some suspension components from old Mercedes E-Class and S-Class sedans, as well as a Mercedes-sourced five-speed automatic transmission. Add it all up and you’ve got an appealing and well-built car that reminds us why big, powerful sedans have always had an enthusiastic following. Like its platform mates, the Chrysler 300 and Dodge Challenger, the Charger comes with less muscular engines, too. There are two V6s available, one with a rental-car-grade 178 horsepower and one that puts out a more respectable 250 hp, albeit with an outdated four-speed automatic in rear-drive form (all-wheel drive nets a five-speed). But let’s be honest — most front-wheel-drive V6 family sedans offer more than 250 hp these days, and they weigh considerably less than the porky Charger. This Dodge was made with one kind of engine in mind: the classic broad-shouldered American V8. Yes, it’s the Charger’s honking “Hemi” V8s that deserve the most attention here. Even the R/T’s “little” 5.7-liter V8 makes a beastly 368 hp, and tricks like variable valve timing and cylinder deactivation technology allow it to approximate the fuel economy of the 250-hp 3.5-liter V6 (which really says more about that engine’s inefficiency). If that’s not enough, the SRT8 goes whole hog with a 6.1-liter V8 pumping out 425 hp. However, the SRT8 is unavailable with all-wheel drive, meaning the V8-powered R/T AWD is perhaps a uniquely attractive offering for enthusiasts who require all-weather performance. However, if you are mainly looking for a comfortable large sedan — and V8 performance isn’t a priority — we suggest looking beyond the Charger to top family sedans like the Buick LaCrosse, Ford Fusion, Mazda 6 and Nissan Altima. Ford’s new Taurus is another to consider, especially as its SHO variant packs a considerable wallop thanks to its turbocharged V6. All of these models can provide better efficiency and interior packaging. But if big V8 power is on your sedan-shopping checklist, the 2010 Dodge Charger is right up your alley, particularly with the demise of the similar Pontiac G8 GT. Cars like this are a dying breed, but for now, the Charger leads the charge.

Body Styles, Trim Levels and Options:

The 2010 Dodge Charger is a large sedan available in SE, SXT, R/T and SRT8 trim levels. Rear-wheel drive is standard, while the SXT and R/T are available with all-wheel drive. Standard equipment on the SE includes 17-inch alloy wheels, air-conditioning, full power accessories, a tilt-and-telescoping steering wheel, keyless entry, cruise control and a four-speaker stereo with a CD player and an auxiliary audio jack. Stepping up to the SXT nets you a larger V6 engine, 18-inch wheels (AWD only), a 60/40-split-folding rear seat, foglamps, heated side mirrors, power-adjustable pedals, a power driver seat and satellite radio. The SXT popular equipment group adds 18-inch alloy wheels (RWD), automatic headlamps, a power passenger seat, heated front seats, leather upholstery, an upgraded six-speaker sound system and dual-zone automatic climate control. The Charger R/T includes all the SXT popular equipment group items as standard and adds the big 5.7-liter V8. The SXT and the R/T share much of the same optional equipment, including Bluetooth, a sunroof, a touchscreen stereo interface with 30GB of digital music storage, a rear-seat entertainment system with Sirius Backseat TV, an iPod interface and a navigation system with real-time traffic (the last two items require the popular equipment group on the SXT). The SXT DUB Edition adds 20-inch chrome-clad wheels, DUB exterior badges, embroidered leather seats and a 13-speaker Kicker sound system. The R/T Popular Equipment package adds 18-inch chrome-clad wheels, a compass, a trip computer, steering-wheel-mounted audio controls and a surround-sound audio system. Xenon headlights are a stand-alone option on the R/T. The Road/Track Performance package includes 20-inch wheels, sport-tuned suspension and steering, heated performance sport seats and Alcantara upholstery. Bluetooth can be added to this package. The Daytona package is identical to the Road/Track package, but it adds a higher-performance exhaust, a unique exterior paint color and Daytona graphics. The Super Track Pack High-Performance package adds 20-inch Goodyear Eagle F1 Super Car tires, front and rear self-leveling shock absorbers, a larger rear stabilizer bar, a shorter rear axle ratio and less intrusive stability control. The SRT8 is equipped a lot like the R/T with the Road/Track package, but adds the bigger Hemi V8, high-performance brakes, a hood scoop, a limited-slip rear differential and different exterior trim. The SRT8 Super Bee package adds 20-inch ultra-bright wheels, bright yellow or orange paint and Super Bee graphics.

Powertrains and Performance:

The 2010 Dodge Charger is available with four engines, one for each trim level. Rear-wheel drive is standard, and all-wheel drive is optional on the SXT and R/T. The all-wheel-drive system can automatically or manually disconnect the front driveshafts to slightly improve fuel economy. The base SE gets a 2.7-liter V6 that produces 178 hp and 190 pound-feet of torque. A four-speed automatic is standard. Considering the engine’s meager power output, fuel economy is a lackluster 18 mpg city/26 mpg highway and 21 mpg combined. The SXT is powered by a 3.5-liter V6 good for 250 hp and 250 lb-ft of torque. This engine gets a four-speed automatic with rear-wheel drive and a five-speed auto with all-wheel drive. Fuel economy ratings are 17/25/20 mpg with RWD and 17/23/19 mpg with AWD. The Charger R/T is powered by a 5.7-liter V8 making 368 hp and 398 lb-ft of torque. A five-speed automatic is standard. Fuel economy rates 16/25/19 mpg with RWD and 16/23/18 with AWD. The Charger SRT8 is the king of the hill, with a 6.1-liter V8 that produces 425 hp and 420 lb-ft of torque. It, too, gets a five-speed auto. In track testing, the SRT8 went from zero to 60 mph in 5.3 seconds. Its fuel economy ratings are 13/19/15 mpg.

Safety:

Antilock disc brakes and stability control are standard on all Chargers except for the base SE, which has them as options. Side curtain airbags are also standard, but front-seat side airbags are on longer available for 2010. SXT, R/T and SRT8 models can be equipped with self-sealing tires. In government crash tests, the 2010 Dodge Charger achieved a perfect five stars for frontal crash protection and rear side crash protection. In the Insurance Institute for Highway Safety frontal-offset crash tests, the Charger received a top score of “Good.” In the IIHS side-impact test, however, the Charger received the second-worst score of “Marginal.”

Interior Design and Special Features:

The Charger’s cabin features good materials quality and simple controls, though the styling is on the bland side. The seats are softly cushioned but comfortable overall, and those included with the Road/Track package and in the SRT8 provide plenty of lateral support. The Charger’s large size and long wheelbase translate into a generously sized cabin with plenty of rear legroom. Unfortunately, the Charger’s sloping roof line makes rear-seat access more challenging than in other sedans, and rear headroom is a bit less than normal as well. The trunk can hold 16 cubic feet of luggage, a smallish figure for a large sedan.

Driving Impressions:

The V8-powered 2010 Dodge Chargers are guaranteed to plaster grins on enthusiasts’ faces, as they sound great and deliver massive forward thrust on command. However, most of that fun is had in a straight line, as even in R/T or SRT8 trim, the Charger’s light and uncommunicative steering doesn’t instill much confidence on winding roads. Ride quality, however, is quite pleasant. Among the lower-level engines, the 3.5-liter V6 is a decent choice for those on a tight budget, but it’s neither powerful nor fuel-efficient relative to competing V6s, and the rear-drive version comes with an anachronistic four-speed automatic. The base 2.7-liter V6 is sluggish, not efficient and barely passes muster for rental car duty.

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Dodge Charger – Team MOPAR’s Drift

topfocusgear — Thu, 18 Feb 2010 18:13:31 +0000

Sheer raw power. Those are the words that best describe Samuel Hubinette’s new Dodge Charger, built by MOPAR and SRT (Street and Racing Technologies).

Weight

After two successful seasons with a Dodge Viper, the two-time Formula D champion returns in 2007 with this radical new Charger to achieve his third championship title in the series. But as great as the car looks sideways, getting it prepared for it was no easy task. The first issue the MOPAR research and development team found was the weight. The Viper, although with a V-10 motor, it was still considerably lighter than the Charger by being a sports car mostly consisting of carbon fiber. Led by Shaun Carlson, the MOPAR technicians stripped the car down to bare metal and began by replacing most body panels with carbon fiber and fiberglass replacements. The windows have been replaced with lexan. To show Carlson’s determination to shed pounds, the first prototype was fit with huge wheels and brakes, along with crazy fenders and a wing. The finished product had none of that. It had brakes big enough to get the job done, the wheels were changed with lighter replacements, and the massive brakes were downsized to something considered less-than complete overkill. Believe it or not, the car weighs around 3300lbs, over 900lbs lighter than stock.

Suspension/Brakes

By now it sounds like you have seen leftover cars at the junkyard with more parts than Hubinette’s Charger, but all that was left is top of the line, straight out of the shelves from MOPAR’s best. The suspension has been completely revamped with coilovers on all four corners, a custom design by powerhouse KW. These coilovers are held by four 19×10-inch Racing Hart light-weight wheels that are wrapped with tires as big as 295/35/19s in the back. Those massive tires provide for enough contact patch with the floor to yield massive amounts of smoke, which is always a crowd pleaser. The brakes are Brembo’s finest, providing all the stopping power the Charger could need. But you would not need the top of the line Brembo brakes unless you had something so massive residing under the hood.

—-

Performance

And “massive” it is. MOPAR has introduced the Charger with an adaptation of their biggest motor currently available: a 392 (cubic inch) HEMI crate engine. The engine has been built by Gary Stanton, who apparently found ways to even better the motor with a higher compression, a higher redline and add-ons. Technicians claim that the motor puts out 650hp and that the motor runs on 104 octane gas only. Impressive numbers for a naturally aspirated motor. However, recent sources have shown pictures of the Dodge Charger carrying a turbocharged motor. There has been no official word yet of any modification of the kind, but the pictures are there to prove the change.

The car’s debut occurred in December of 2006 during the D1 Grand Prix championship at Irwindale, CA where Samuel Hubinette managed to qualify for Top 16 in his brand new Charger. In 2007, Hubinette managed to achieve his first victory in Formula D in West Virginia, at Summit Point, proving that the new (and possibly already improved) Dodge Charger is up to the task of providing the crazy swede with his third Formula D championship victory.

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1968-1978 Dodge Charger RT History

topfocusgear — Thu, 18 Feb 2010 18:13:29 +0000

History

1966

The Dodge Charger was introduced on January 1, 1966. Built off of the Dodge Coronet chassis but using its own body, the Charger was Dodge’s first fastback, high-speed street racer. It featured many styling cues from the Charger II concept car like a fastback roof design and full width taillamps. The interior featured four bucket seats and a full-length floor console.

The vehicle came with a standard 5.2-liter, 318 cubic-inch V-8 engine delivering 230 horsepower. Other available engines included a 361 cubic-inch V-8 engine that created 265 horsepower, or a 6.2-liter, 383 cubic-inch V-8 engine delivering 325 horsepower. However, it was the availability of a massive 426 cubic-inch Street HEMI® engine that provided 425 horsepower and 490 lb.-ft. of torque that forever defined the vehicle.

Carl “CAM’” Cameron would be the exterior designer of Dodge’s new flagship vehicle, and on January 1, 1966, viewers of the Rose Bowl were first introduced to the new “Leader of the Dodge Rebellion”, the 1966 Charger. The Charger’s introduction coincided with the introduction of the new street version of the 426 Hemi. Finally, Dodge would have the performance image to go along with this performance engine.

As the 1966 Charger ’s features would go, the “electric shaver” grille used fully rotating headlights that when opened or closed made the grille look like one-piece. Inside, the Charger used four individual bucket seats with a full length console from front to rear. The rear seats and console pad also folded forward, and the trunk divider dropped back, which allowed for lots of cargo room inside. Many other things were exclusive to the Charger such as the door panels, courtesy lights and the instrument panel.

The instrument panel was especially interesting as regular bulbs weren’t used to light the gauges. Instead four electroluminescent dash pods housed the tachometer, speedometer, alternator, fuel and tempature gauges. In the rear the full length taillight carried the CHARGER script.

Total production in 1966 came to 37,344 units, which was successful for the mid-year introduction.

In 1966 Dodge took the Charger into NASCAR in hopes that the fastback would make their car a winner on the high-banks. But the car proved to have rear end lift around corners which made it very slippery on the faster tracks.

The lift was because the air actually travelled faster over the top of the car than under it, causing the car to act like a giant airplane wing. Drivers would later claim that “it was like driving on ice.” In order to solve this problem Dodge installed in a small lip spoiler on the trunk lid which improved traction at speeds above 150 mph. They also had to make it a dealer-installed option in late 1966 and through 1967 because of NASCAR rules (with small quarter panel extensions in 1967). As for history, the 1966 Charger was the first US production vehicle to have a spoiler. Back to NASCAR, David Pearson (driving a #6 Cotten Owens prepared Charger) went on to win the NASCAR Grand National championship in 1966 with 14 first place finishes.

—-

1967

In 1967 the Dodge Charger was slightly moddified. Just afew moddifications were made because the car was such a big succes and the makers decided not to upset the buyers. Outside, new fender-mounted turn signals were introduced and would serve as the main outside indentifier between a 1966 and 1967 Charger. A vinyl roof become available as well. Inside, the full length console was gone, due in part to customer complaints about entry and exit from the back seats. It was replaced with a regular sized console, which was also optional as well. Bucket seats were again standard but as an option you could order a folding armrest/seat in place of the console, which allowed three people to sit up front. A column shifter was standard when you ordered this new option.

1968

In 1968 the Dodge Charger was completely restyled, and now featured a big, bold, aggressive look. A new roof design, called a tunnel roof or a flying buttress, was introduced. An exposed decorative gas filler cap also was a design feature.

In order to further boost the Charger’s muscle car image, a new high-performance package was added, the R/T. This stood for ” Road and Track ” and would be the high performance badge that would establish Dodge’s performance image. Only the high performance cars were allowed to use the R/T badge. The R/T came standard with the previous year’s 440 ” Magnum “. The Slant Six was added to the option list in 1968, but it proved to be a very poor seller. Most people wanted a V8 in their Charger. The rest of the engine lineup (318-2, 383-2, 383-4, 426-8) remained unchanged.

Despite success of the 1966, sales slipped by half. In 1967 only 15,788 Chargers were sold. The fastback craze was over and it was time to completely reinvent Dodge’s muscle car for 1968.

The racing version of the new 1968 Charger combined aerodynamic design, and handling and performance for national circuit racing objectives. No other automaker had applied aerodynamic principles to a race car before, and because of wind tunnel testing, rear spoilers were introduced on NASCAR machines of the mid ’60s to control the tremendous amount of rear lift. In addition, the first front air dam was developed to counteract lifting in the front end.

1969

In 1969 not much was changed for the popular Charger. Exterior changes included a new grill with a center divider and new longitudual taillights. A new trim line called the SE or Special Edition was added. This could be available by itself or packaged with the R/T thus making a R/T SE. The SE added leather inserts to the front seats only, chrome rocker mouldings, a wood grain sterring wheel and wood grain inserts on the instrument panel. A sunroof was added to the option list as well and it would prove to be a very rare option. The bumble stripes returned as well but were changed slightly. Instead of four stripes it now featured one huge stripe framed by two smaller stripes. In the middle of the stripe an R/T cutout was placed. If the stripe was deleted then a metal R/T emblem was placed where the R/T cutout was. Total production dropped slightly to around 85,680 units. But in 1969 Dodge had its eye on NASCAR and in order to compete it would have to create two of the most rare and desirable of all Chargers: Charger 500, and the Charger Daytona.

—-

The 1969 Dodge Charger 500, featured a flush rear window to improve aerodynamics. The Charger Daytona was introduced in September and built specifically for NASCAR competition. The Daytona featured a large aerodynamic nose and a huge “wing” spoiler in the rear that stood 58 inches above the trunk. All Dodge Charger Daytona models were powered by either a 440 Magnum cid or 426 HEMI engine.

Dodge Charger Daytona won its first NASCAR Grand National race at Talladega (Ala.) in September followed by a win at Texas International Speedway. From September 14, 1969, through the next year, Charger Daytona and the Charger 500 won 45 out of the next 59 races. The car dominated racing so much that NASCAR eventually placed restrictions on the HEMI engine by forcing the use of carburetor restrictor plates on Chrysler models featuring the HEMI engine and limiting engine displacement to a maximum of 305 cubic inches on Charger Daytona and Plymouth Superbird models.

Driver Buddy Baker, behind the wheel of a HEMI-powered Charger, became the first to top the 200 mph mark on a closed-circuit course in 1970.

1971

In 1971 the all new third generation Charger debuted. Completly restyled with a new “Pontiac” grille and more rounded or “fuselage” bodystyle was introduced. Many people have compared the look of the 1971 to 1974 Chargers to the 1968 to 1970 Pontiac GTOs. The interiors now looked more like its E-body cousins and was now shared by its Plymouth B-body sisters. A rear spoiler and a “ramcharger” hood made the option lists for the first time. A special scoop was mounted in the hood directly above the air cleaner. If the driver wanted to put clean air directly into the carburetor all he/she had to do was to pull on a small lever under the dash and the scoop would pop up. This novel idea was used on the Coronet R/T and Super Bees, but this would mark the first time it was used on the Charger.

Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. This change would add the one-year-only Charger Super Bee to the Charger stable.

The Dodge Super Bee made the move from the Coronet line to the Charger line for 1971 only, then the model was discontinued. Several other models were carried over from 1970, including the 500. However this 500 could be ordered with any engine and was not the high performance model it was in 1969. The R/T and SE versions carried over as well, but the R/T popularity was on the downslide thanks to higher insurance costs. Only 63 Hemi versions were built and 2,659 were built with other engines that year.

—-

Rapidly rising insurance rates combined with higher gasoline prices reduced sales of musclecars and 1971 was the last year of availability for the 426 Hemi “elephant engine” in any car, including the Charger. 1972 also saw the end of the high performance 440 Six-Pack engine (although a very small amount of 1972 Chargers came with this engine). The 1972 Charger bowed with a new “Rallye” option to replace the former R/T version. The 440 engines were still available, but now had to use the net horsepower rating instead of the gross horsepower rating. This would cause their horsepower ratings to go down substantially.

After the 1972 model year no 440 four speed cars were built, and the use of the pistol grip 4-speeds were reduced to 400 cubic inches or less. The 1972 to 1974 Chargers saw a change as they were no longer called performance cars, but were gradually turned into personal luxury cars, as it was with other manufacturers who saw the handwriting on the wall. The end of the muscle car era was coming to a close, and the 1975 Dodge Charger would be the final nail in the coffin.

1975

The 1975 Dodge Charger would be nothing more than a rebadged Chrysler Cordoba. The Charger SE (Special Edition) was the only model offered. It came with a wide variety engines from the 225 in³ (3.7 L) “Slant Six” to the 400 in³ (6.6 L) big block. The standard engine was the 360 in³ (5.9 L) small block. Sales in 1975 amounted to 30,812.

In 1976 the model range was expanded to four models — base, Charger Sport, Charger SE and the Charger Daytona. The base and Sport models used a different body than the SE and Daytona, and were essentially a rebadging of what had been the 1975 Dodge Coronet 2-door models. The Charger Daytona was introduced in hopes or rekindling the performance fire, but it amounted to little more than a tape/stripe package. It did offer either the 360 small block or the 400 big block. Sales did go up slighty to 65,900 in 1976 but would quickly plummet after that.

In 1977 the base Charger and Charger Sport were dropped (as this body style became part of the newly named B-body Monaco line) and only the Charger SE and Charger Daytona were offered. Sales dropped to 36,204. In 1978 the Charger sold only about 2,800 units and was replaced by a much better seller, the Dodge Magnum.

2006

The Dodge Charger – one of the biggest, well-known names from the muscle car era – has powered its way back to streets and racetracks across America, paying homage to the muscle cars of the ’60s, and adding 21st century performance and functionality.

Available with a 250 horse power High-Output V-6 engine or the legenday 340 horsepower HEMI V-8 engine, the all new 2006 Dodge Charger races into the car market with contemporary, provocative styling and substance with all the convenience of a modern sedan.

With powerful world-class hardware and software beneath the Charger’s skin, Dodge designers sculptured a car that celebrates all that is good about American cars in a thoroughly modern way. The all-new 2006 Dodge Charger has a long character line that defines the front corners, runs back to the rear door and makes way for a huge rear fender that gives notice that the car is rear-wheel-drive powered.

The 2006 Dodge Charger is offered in several versions designed specifically for all levels and desires of modern muscle-car enthusiasts. The Dodge Charger SE, SXT, R/T and the Dodge Charger Daytona R/T are all available in the first year of production.

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Movie star

The Dodge Charger had a great success movies also. It`s bad boy looks and rebel reputation made it wanted by a lot of directors and film producers.

It`s first important role was in the movie Bullit were it was diriven by the bad guys. The chase featuring Steve McQueen driving a Ford Mustang and the bad guys in a Dodge Charger was one of the best car chases ever made. But unfortunately for the Charger , it ended badly.

The modern day “rebirth” of the legend was in the first part of the Fast and Furious film, where a 1970 supped up Charger was presented as the ultimate car. With 900 Hp, the car was a monster on wheels and Dominic (Vin DIesel) was terrified but that car. Of course, in the purest Hollywood style, the car was completly destroied at the end.

In 2005 another legendary Charger was brought to life: General Lee , the car that the two brothers, The Dukes of Hazard drove in 1969 Charger. “The General” had the Confederate flag painted on the roof and the words “GENERAL LEE” over each door. The windows were always open, as the doors were (allegedly) welded shut. The number “01″ is painted on both doors. Also, when the horn is pressed, it plays the first 12 notes from the de facto Confederate States anthem “Dixie”. The muscle car performed spectacular jumps in almost every episode, and the show’s popularity drove a surging interest in the car. The show itself purchased hundreds of Chargers for stunts, as they generally destroyed at least one car per episode. (Real Chargers stopped being used for jumps at the end of the show’s sixth season, and were grudgingly replaced with miniatures.)

Other movies that featured the Charger:

Speedway (1968)

Dirty Mary, Crazy Larry (1974)

Truck Turner (1974)

Cannonball (1976)

Bad Georgia Road (1977)

Christine (1983)

The Philadelphia Experiment (1984)

Blue Velvet (1986)

Forever Young (1992)

Unlawful Entry (1992)

The Vampire in Brooklyn (1995)

Spy Hard (1996)

Vanishing Point Remake (1997)

Blade (1998)

ED TV (1999)

Best Laid Plans (1999)

Payback (1999)

The Forsaken (2001)

The Mexican (2001)

Blade II (2002)

Big Fish (2003)

Blade: Trinity (2004)

Man on Fire (2004)

Dukes of Hazzard (2005)

House of Wax (2005)

Banshee (2006)

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1969 Dodge Charger – General Lee (Dukes of Hazzard)

topfocusgear — Thu, 18 Feb 2010 06:27:44 +0000

Action Comedy based on the hit television series that ran from 1979-85. Set in present day, The Dukes of Hazzard follows the adventures of “good old boy” cousins Bo (Seann William Scott) and Luke (Johnny Knoxville) Duke, who with the help of their eye-catching cousin Daisy (Jessica Simpson) and moonshine-running Uncle Jesse (Willie Nelson), try and save the family farm from being destroyed by Hazzard County’s corrupt commissioner Boss Hogg (Burt Reynolds). Their efforts constantly find the “Duke Boys” eluding authorities in “The General Lee,” their famed 1969 orange Dodge Charger that keeps them one step ahead of the dimwitted antics of the small southern town’s Sheriff Roscoe P. Coltrane (M.C. Gainey).

The General is an orange 1969 Dodge Charger 440 with the 440-cubic-inch Magnum V8 engine. Over 300 Dodge Chargers were used on the show (at least 3 per episode) because once a car was jumped it was not used again The shock of the impact completely destroyed the structural integrity of the ca, so at the end of the filming only 17 original General Lees were remaining.

The General Lee was painted bright orange and had a confederate flag on the roof and the number ’01’ on the door. On all the General Lees used for the show, the locking mechanism was disconnected from the foot-operated parking brake for the “Bootleggers’ Turn”, the 180-degree turns the Dukes made in practically every show to lose sheriff Rosco, and/or deputies Enos and Cletus.

For scenes filmed with Bo and Luke actually in the car, a “first unit” General was used. This version featured a 375-horsepower, 440-cubic-inch, Magnum V8 engine, according to the studio. It had been souped up with a racing carburetor, heavy duty suspension parts, and custom wheels and tires. A glasspack muffler helped give the General its signature throaty roar. A padded roll bar was installed in the driver’s compartment, and a custom push bar was mounted to the General’s front end.

The stunt crew used an entirely different General Lee, this one modified even further both for performance and safety. A full steel roll cage protected the driver and passenger and a special weight box was placed in the trunk. The crew could vary the amount of weight by several hundred pounds to help balance the car for different jump distances. This was important to keep the car from flipping over in the air. Each jump was planned very carefully, including the length and height of the jump, speed of the car, angle of the ramp, and weight in the trunk. Some of the longest jumps (almost 150 feet) needed 600 pounds of weight in the trunk-mounted weight box.

Engines

Engines in General Lees were all sorts: 318, 383, and 440 were all used. The special purpose built “Ski Car” (the car that drives on the two-side wheels) had a 318, as it was lighter weight. Most of the workhorse stunt cars had 383’s. The stunt drivers tended to prefer 440’s for jumps, which were often saved for the higher and longer jumps (440 engines were often transplanted into other cars for this purpose, too). And, though sound effects lead many people to believe otherwise, only a very small handful of Chargers on the show were actually manual transmission cars.

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