Beginning in 1975, the Dodge Charger was based on the Chrysler Cordoba. In 1976 the model range was expanded to four models: base, Charger Sport, Charger SE and the Charger Daytona.  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 slightly to 65,900 in 1976 but would quickly plummet after that mainly due to the fact the base and Sport models were one-year-only offerings that did not return for 1977.

The Dodge Magnum model was introduced in 1978 and produced for only two years. It was sold in the United States and in Canada as a rebadged Chrysler Cordoba with a unique front clip. It was a replacement for the Charger SE in Dodge’s lineup and available in two bodystyles, the ‘XE’ and the ‘GT’. One of the driving forces for producing this car was NASCAR. The Magnum was more aerodynamic than the Charger. The road-going versions featured four rectangular headlights, opera windows, and an optional T-Bar or power sunroof. Power steering, brakes and seats were offered as standard equipment. Mounted under the hood was a 318 cubic-inch V8 engine. Optional engines were available, including the two and four-barrel carbureted 360 and 400 V8s. The 400 was offered for only a single year, being dropped from the option list in 1979 as Chrysler ceased production of the big-block V8s at the close of 1978.

The GT version was packed with performance, powered by  the E85 police interceptor engine. The suspension was improved, a special axle adapted, and ‘GT’ badging placed throughout the vehicle. The technology of these vehicles was advanced for its era. It had an onboard spark control computer, electronic ignition, and a lockup torque converter. The Magnum name persisted for only a short time, being replaced by the Mirada. The Mirada was a smaller car that had also been a rebadge of the Chrysler Cordoba. The name ‘Magnum’ would lay dormant for many years, making a re-appearance in 2005 as part of Dodge’s full-size vehicle in their model lineup.

The 1979 Chrysler 300 Cordoba Special Edition was a one-year-only special that Chrysler marketed during some of the company’s worst financial times. The Cordoba had been out since 1975 and was a big success for the company, selling nearly 150,000 per year. It was similar to the Monte Carlo and Grand Prix that General Motors sold in those times of the ‘personal luxury car’. Big, heavy, V-8 cars with a nice ride and an appetite for gasoline.

The 300 was put together with all the high performance parts that Chrysler had in their parts bins for the police cars. It had heavy duty suspension and the largest performance engine at the time: a 360 cubic inch, high performance 4-barrel carbed affair from the famed Little Red Express truck and the police cars. Even the transmission was heavy-duty, so it shifted a little harder and you could hold your foot on the gas pedal longer in each gear.

There were 300 badges and decals all over the car, including the inside red interior with a fancy metal-turned look instrument cluster featuring a tachometer along with all the other instruments. All the cars got the red leather interior with a console mounted shifter.

The question is this, are these “Cordobas” with extra trim, or true Obscure Muscle Cars? Those powered by the 400 could be, and even the ones with the 360 police engine could marginally be considered muscle cars. Remember, you could easily tweak either of these engines for more power, and you’d have a hell of a sleeper. However, now is the time to have your say: do these cars belong in the Parking Lot?

The Volare Road Runner and Dodge Aspen R/T first appeared in 1976. The top engine spec was the 4 barrel 360 CID V-8, rated at (are you kidding) 170 HP, but with over 280 lb.ft of torque. These cars were never meant to be giants at the drag strip, but they were supreme highway cruisers that could knock out the miles better than most of their contemporaries. You could opt for the 2 barrel 318 CID V-8, with only 150 HP, and you would get a superbly reliable power plant with the option of a 4 speed stick. The 360 was only available with the ever-reliable TorqueFlite automatic.

An addition to the Aspen R/T and the Volare Road Runner were the addition of the Super Coupe for each brand, and these arrived for the 1978 model year. These cars had the 360 V-8 (with 175 HP), heavy-duty suspension, black dual racing mirrors, 15 X 8-inch GT wheels on GR60 X 15 raised white letter tires, black urethane painted front and rear bumpers, rear anti-sway bar, special black and dark brown paint treatment, wheel opening flares, front and rear spoilers, quarter window louvers, and special striping and insignia. They are also extremely rare, as only 531 Aspen Super Coupes and 494 Volare Road Runner Super Coupes were produced. This was the one and only year these cars were produced.

Also available only in 1978, was the A43 “Street Kit Car” package. The Street Kit Car package was Chrysler’s attempt at capitalizing on Richard Petty’s racing efforts. The package included wheel flares, front and rear spoilers, side window louvers, #43 door and roof decals (which were delivered in the trunk to be added by the dealer), special two-tone blue paint (for Plymouth) or red paint (for Dodge), and various stripes to try and make the car look like a race car. Power brakes, steering, and automatic transmission were required additional options with the Street Kit Car package. Unfortunately for Chrysler, Richard Petty jumped ship and began racing GM cars by the time the Street Kit Car package became available, resulting in very few being sold. Highly prized by MOPAR collectors, only around 247 Volare Street Kit Cars and 145 Aspen Street Kit Cars were built.

According to Allpar, the Aspen and Volare performed pretty well with the 360 CID V-8. In 0-60 times, the car magazines of the day revealed that the 1977 2bbl 360-engined Aspen was competitive with the 350-four bbl Camaro Z28 and Corvette L82, as well as the Pontiac Trans Am with a 400-four bbl. In the quarter mile, the Aspen was a bit slower by the clock, but faster through the traps than the GM trio.

Images (above and below) courtesy of allpar.com

The 1980 Plymouth Volare Road Runner and Dodge Aspen R/T returned, only with the 318 CID V-8 tuned to produce only 120 HP, and didn’t sell well. With only 496 Road Runners and 285 Aspen R/Ts produced, it was the end of the road for these models. So are these cars worthy of the Parking Lot? They ran better than the Camaro Z/28, Corvette, and Trans Am of the same period, and they could be further enhanced today. They have the look of Muscle Cars of the past, and they both have storied name plates. I think with a little tweaking, they could be formidable Muscle, but what do you think? Comment away, and while you’re at it, why not suggest an obscure muscle car for a future posting?

1969 was the dawn of the new full-sized Chrysler, Dodge, and Plymouth models, dubbed the “fuselage” bodies because of their aircraft-inspired shape. They were tastefully free of excess ornamentation and needless body creases, and they looked substantial. The front end had cleaver wraparound bumpers, hidden headlamps, and refined design. They came in two varieties: the Crown Coupe, and the premium cost LeBaron Coupe. The Crown coupe for 1969 is exceedingly rare, with only 244 produced, while the LeBaron came in with 4,572 copies.

Only one engine was offered, the 440 CID V-8, backed by the famous TorqueFlite 3 Speed Automatic. The power produced by this engine was a remarkable 350 HP, and up to 480 ft/lb of torque. This is stump-pulling torque, which it produced at a low 2,800 RPM. This engine in 1969 still had 10.1:1 compression, necessitating premium fuel. Shipping weight for the 1969 models averaged 4,800 pounds.

The Imperial was also a car that could handle, with torsion bar front suspension and semi-elliptical leafs for the rear, it would track better than any Cadillac or Lincoln of this time period. This from a car with a length of almost 230 inches, 80 inches in width, and almost 57 inches in height. Yes, it’s a big car, but it weighs no more than today’s Dodge Dakota Pickup!

1970 saw slight revisions to the Imperial Coupe, primarily to the 440. Compression ratios declined to 9.7:1, but the motor was still rated at 350 HP. Changes to the 440 were mainly aimed at reducing emissions, and included a heated air intake and an evaporation control system. One change to the interior was the relocation of the ignition switch from the dash to the steering column. Production figures were down, with the Crown Coupe fielding only 254 copies, while the LeBaron Coupe sold 1,803 units. There was an astonishing nineteen colors offered, up two from the year before.

1971 saw the elimination of the Crown designation, with only the LeBaron solidering on as the lone Imperial offering, and only 1,442 Coupes were produced. The 440 V-8 had its compression ratio reduced yet again, down to 8.8:1, and reducing the horsepower rating to 335. Torque ratings were still in the 400 ft./lb. area, so these cars could still move a house or two. The Imperial was also the first car to receive an optional four-wheel ABS braking system, developed by Bendix. There were changes made to the TorqueFlite Automatic in the form of quicker, part-throttle downshifts, improving the car’s passing ability on the freeway or the back country road. While air conditioning was still an option, the Air-Temp system was on virtually 99% of all Imperials ordered, and could be either the Basic System, or an Automatic Temperature Controlled setup.

1972 models were treated to updated styling, with the front grille and outer edges revised, and with the tail lamps becoming vertical. More Imperials were sold this year than in 1971, with the Coupe reaching an output of 2,322 units. The big change was in the horsepower ratings, which were switched from SAE gross ratings to net ratings. Compression ratios were once again reduced to 8.2:1, yielding 225 HP under the revised rating system. Solid state ignition arrived during this period, accompanied by a dramatic commercial demonstration showing a car being doused by a fire hose with the hood open, and then still being able to start. The Imperial boasted an improved 4-barrel carburetor which helped it run cooler than any version prior, and the engine was tuned to run on unleaded, which was then coming online. Air conditioning was standard equipment this year, along with power steering, power disc brakes, and power windows. 78% of Imperials came with tilt and telescoping wheel, while only 11% had bucket seats.

1973 was the last year of the “Fuselage” Imperials, and their styling was similar to the previous year, with one major exception: the extra large bumper protectors, thanks to government intervention. This was the year in which the 5MPH bumper was mandated for the front of all vehicles, and Chrysler chose to install these large rubber protectors rather than redesigning the car. The 1974 full -sized Chrysler, Plymouth, and Dodge models were just around the corner anyway. This was also the second-best selling year for the Imperial Coupe, with 2,563 units produced. Engine power stayed about the same as the 1972 version. There were still seventeen finishes offered for 1973.

CarDomain Members Rides
There’s not a lot of “fuselage” Imperial coupes in the CarDomain community, but I did find a couple I want to share with you. Let’s take a look at Joe’s Imperial from Hamilton, Ontario. He’s starting to fix it up now, so take a look and leave him a comment.

Next, we have Bruce’s 1970 Imperial Coupe, from St. Paul, MN. He calls the Imperial “Black Velvet”–the engine now produces 425 HP, and it has a new interior, so check it out.

Here’s David’s 1973 Imperial Coupe, from Phoenix, AZ. He calls the car “Road Thunder,” and it has an interesting color palette. Take a look, and leave a comment.

So there you have it: a full-boat luxury car that I think could double as a muscle car. It came equipped with the proven 440 CID engine, with the durable TorqueFlite, and is about the same size and weight of the Chrysler 300 Coupe, or the Plymouth Fury or Dodge Polara 2-doors. But what do you think? Does the 1969-1973 Imperial Coupe belong in the parking lot? Let me know, and while you are leaving a comment, why not suggest an obscure muscle car for this feature? What would you like to see in this feature?

The Pontiac LeMans, the Oldsmobile F-85, and the Buick Special, represented the first “compact” car of each of these manufacturers, characterized by a modern unibody design and less weight, but still with room for up to six adults. These cars, especially the Tempest and LeMans, were overbuilt so that they didn’t feel “cheap” compared to other compacts that were then being offered. However, the LeMans and Tempest were unique compared with the more traditional Oldsmobile and Buick versions. They were developed with a fully independent suspension, with the rear housing a unique “transaxle” and achieving an almost even weight distribution–almost unheard of in a domestic vehicle.

The hot ticket was the V-8 equipped LeMans, with a 326 that produced 260 HP, with only a 2 barrel carburetor. Because the transmission was essentially at the rear, handling was better balanced than almost anything on the road at that time. Transaxle choices were 3 or 4 speed manual, or a 2 speed “Turbine 300″ Automatic, which utilized a shift lever from the dash, similar to the Corvair Powerglide. With the weight back there, this little Pontiac became a favorite with the drag racing set, setting records, and winning races.

In fact, Pontiac built twelve specially-modified Tempest coupes and wagons, stuffed a gigantic 421 Super Duty V-8 under the hood, a special 4-speed transaxle (essentially 2 Powerglides combined in one case), and not much else. These cars are highly sought-after today, with one that recently sold on eBay for over a quarter million dollars.

CarDomain Members’ Rides:

Looks like there are a few 1963 Pontiac Tempest and LeMans models within the community, so let’s take a look. First up is Rick’s LeMans, from Kamloops, British Columbia. His is a 326-equipped 2-door hardtop, with a 3-speed manual. Take a look and leave Rick a comment about his ride.

Here is Vintage Racing and Restorations’ 1963 Tempest Sport Coupe. This looks bone stock, but what’s with only one picture? Come on Dave, the CarDomain community would like to see more of this fantastic ride. Check it out, and leave a comment, and maybe we will see more of it.

So, is this little Pontiac an Obscure Muscle Car, or is it just another boring compact from General Motors of the early 60′s? Let me leave you with this thought: the Pontiac engine actually displaced 336 cubic inches, but the powers that be decreed that no engine could eclipse the Corvette 327, and so Pontiac had to advertise it as a 326. That should tell you about the potential of this little car. Leave your thoughts below, and look for more Obscure Muscle Postings right here on CarDomain.

The Chevrolet Monza 2+2 was originally offered as a 2-door hatchback body style which was shared with the Oldsmobile Starfire and Buick Skyhawk. The Monza was 4 inches longer and weighed 180 pounds more than the Vega from which it was derived. There are reports that it was nicknamed the Italian Vega by John Z. DeLorean (yes, that John DeLorean) because styling has a strong resemblance to the Ferrari 365 GTC/4. The Monza 2+2 and its variants were among the first cars to adopt the newly approved quad rectangular headlamps. Monza’s standard engine was the Vega 2.3 liter aluminum-block inline 4-cylinder with a single barrel carburetor, generating 78 horsepower with an optional 2-barrel carburetor version that generated 87 horsepower. That doesn’t sound like a lot of power, but Chevrolet’s new 4.3 liter (262 cid) V-8 engine was optional. It featured a Rochester 2-barrel carburetor that would generate 110 horsepower. Monzas sold in California and high altitude areas of the U.S. were available with a version of the 5.7 liter (350 cid) V-8 engine with a 2-barrel carburetor tuned to put out 125 hp.

Both of these engines could now be made into performance powerhouses, with the help of mods such as 4-barrel carburation and free-flowing headers. Or you could just install a crate engine with EFI. Remember, the reason they generated such low horsepower ratings back then was due to the newly enacted emission regulations, lower octane gasoline, and brand new catalytic converters that were never on the market before 1975.

The 1975 Monza 2+2 and its variants feature GM’s first use of a torque arm rear suspension, also adopted for the 1975 Cosworth Vega that was introduced mid-1975, and later, all 1976-77 Vegas and Astres. The design was also incorporated into GM’s third and fourth generation F-bodies, Chevrolet Camaro and Pontiac Firebird, so these cars could be made to handle their way around a road course.

Production of the Chevrolet Monza for the 1975 model year totaled 66,615 (with 41,658 equipped with 4-cylinder engines and 24,957 equipped with V-8s). The Chevrolet Monza 2+2 also won Motor Trend magazine’s “Car of the Year” award for 1975. In 1976, we saw the introduction of Chevrolet’s new 5.0 liter (305 cid) V-8 engine with a 2-barrel carburetor generating 140 horsepower at 3800 rpm. It replaced the previous 350 CID (5.7 liter) V-8, but only for California and high altitude customers. Again, the 305 could be made into a real performance bargain.

The Monza Spyder option package was first introduced in 1976. It featured a 2-barrel carburetor version of the 4-cylinder engine as standard (with the V-8 as an option), a floor console, F41 suspension with larger front and rear stabilizer bars, special shock absorbers, and appearance features that distinguished it from other Monzas. The Spyder nameplate was originally used to designate the 1962-1964 Corvair turbocharged model. From 1977 through 1979, the 305 V-8 was the only V8 offered.

The 1977 Monza Mirage was produced by Michigan Auto Techniques, an aftermarket company contracted by GM. The Mirage was painted white, with red and blue racing stripes running the length of the car. It also featured flared body panels and a special air dam and spoiler. The vehicles were built in GM’s St. Therese plant and sent to Michigan Auto Techniques for modification, after which they would ship completed cars to the dealer. There were approx 4,097 Mirages made from MAT. This is a wild package if ordered with a V-8!

CarDomain Members’ Rides

Did you know that there are over 80 1975-1979 Chevy Monzas in the CarDomain Community? In the mix are cars with the Vega four cylinder, Buick V-6, and various V-8′s. And here are some of my favorite V-8′s: Dean’s 1979 Purple Monza Spyder, now sporting a 350 V-8. Deans hails from Regina Saskatchewan, and is real proud of his Chevy, so stop by and leave a shout out!

Here is Ron’s Monza Mirage from Canton, Ohio. It’s an actual V-8 equipped Monza, and it only has 18,000 miles! Wow! Take a look and judge for yourself!

Here’s Steve’s 1975 Monza, and he’s from Plainfield, Connecticut (right in my home state!). It’s the first year Monza, and looks great. Take a look and see what you think.

The V-8 was offered in Monza 2+2 Coupes until 1979, when the Buick V-6 became the only optional engine offered in the line. So I have to ask: is the Chevy Monza 2+2 with the V-8 an Obscure Muscle Car, and is it worthy of the Parking Lot, or should it just be an anemic member of the Vega Family? Let me know, and debate away!

Two years after the its introduction, Hummer’s runt of the litter finally received a V-8 variant, and was given a new designation, the H3 Alpha. With 300 horsepower and 320 pound-feet of torque, the Alpha’s 5.3-liter V-8 is the engine the H3 should have had all along. In this application, the engine develops 300 horsepower under the H3′s chunky hood, in an engine compartment originally designed around a five cylinder in-line. In a road test by Car & Driver, Hummer claimed that the Alpha hits 60 mph in 8.0 seconds. That’s slower than the much larger–and more powerful–2008 H2, which can hustle its 6650 pounds to 60 in a reasonably impressive 7.8 seconds with a 393-hp, 6.2-liter V-8 and six-speed automatic.

Much of the blame for the H3′s lack of thrust can be attributed to the four-speed automatic, which was retained because of underhood packaging constraints. The Hummer engineers already had enough to do in their efforts to squeeze the longer, wider, and heavier small-block V-8 into the tight engine bay of the H3. Parts of the front-of-dash panel had to be moved rearward, and the frame had to be modified so the engine mounting points could be accommodated and a new, heavier-duty cooling system could be installed. The transmission was modified to accommodate a larger-diameter torque converter, and the front anti-roll bar was beefed up to handle the 100 pounds of additional weight.

Packaging of the exhaust system and the application of 2009 emissions controls made it impossible to achieve the same horsepower and torque figures for their version of the 5.3 as those in other GM applications, such as the 2007 Chevrolet Silverado. All of this can be rectified with a little judicious tuning. Remember the 5.3L V-8 has been around for a while, and the ability to get more power from it shouldn’t be too hard.

In conclusion, should a Hummer (any Hummer) be considered a muscle car? This is the smallest Hummer, with a large engine, and with the right modifications, it should be able to perform like a muscle car. And if you crave this beast, the time is right to purchase one, as values have fallen off the face of the earth, due to soaring fuel prices, the decline of SUV popularity generally, and the elimination of the Hummer brand by GM. I predict that these trucks will become a hot collectible within the decade, but what do you think? Should a Hummer ever be considered a muscle car? I am sure that this posting will generate a lot of debate.

The Grabber package lent a sporting flair to the cut-price Maverick coupe, and it deserves a second look. The original Maverick’s main purpose was to offer an inexpensive option within the “compact” segment, and the Grabber actually had little in the way of performance options, even in its day. However, it has potential; these lightweight cars have the look, and their Falcon/Mustang-derived chassis can yield true fun just by swapping few parts from a huge catalog of performance goodies.

For 1971, the Grabber became its own model within the Maverick family, and not just a trim package. The model included simulated hood scoops with blackout paint, stripes on the sides, fender decals, blackout tail panel, grille-mounted road lamps with the Maverick nameplate, blackened grille, hubcaps with trim rings on 14-inch wheels and D70-14 tires, twin body-color sport mirrors, a decklid spoiler, bright window frames and drip moldings and the DeLuxe steering wheel.

Early Grabbers were only available with a choice of 170-, 200- or 250-cube straight-sixes. Then in 1971, for the first time since the Maverick was introduced, V-8 power became available in the form of Ford’s 302. In 1971 the two-barrel 302 was rated at 210hp, enough for mid-9-second 0-60 and sub-17-second quarter-mile times. For 1972, the auto industry switched from gross to net power figures, which meant a power decline to 143hp in the 302. Dropping the compression was one of the reasons why the 70′s engines lost power, and for 1973 power stayed at a rated 140hp, but by 1975 the 302 was rated at a measly 129hp. Parts for the 302 remain plentiful at the local parts store, and performance parts are as plentiful for the 302 Ford as they are for the small-block Chevy.

Year-by-year changes were few, with the 1972 model adding a choice of seats, some interior trim options, additional tape stripe colors, and complimenting tail color instead of a black-out treatment. A “Battering Ram” front bumper made its debut in 1973, and the hood scoops were replaced with a flattened hood and tape stripes. The 1973 model did benefit from a new handling package, and the option of a bench seat. Instead of Hub Caps and Trim Rings, you could order your Grabber with Aluminum Slotted Wheels, available throughout the Maverick Line, along with radial tires. 1975 saw the addition of the large bumper in the rear of the car, the deletion of the spoiler, and the availability of Power Disc Brakes.

The last year for the Maverick Grabber, 1975, changes were limited to white-letter radial tires and 14-inch styled-steel road wheels. Maverick Grabber production lasted through 1975 and the name was discontinued at the end of the year to make way for the bolder-looking Stallion. Grabber production was healthy, but declining: 38,963 units in 1971, 35,347 in ’72, 32,350 in ’73, 23,502 in ’74 and just 8,473 units for ’75. Tally that up and it’s more than 138,000 Grabbers, but not all of them were V-8 equipped.

CarDomain Members Rides:

Well, there are 6 pages of Mavericks within the CarDomain community, and sifting through them I spotted a few nice Grabbers. Here is Ed’s 1973 Red/White V-8 Grabber, from Syracuse NY. Looks great, and Ed is the original owner. Take a look at his Grabber, and leave Ed a shoutout.

Here’s Jeffery’s 1972 Ford Maverick Grabber, with a little over 59,000 miles. Jeffery hails from Choctaw County Mississippi, and he has one fine looking Grabber. Check it out.

And that’s it. So do you think the Maverick Grabber is an Obscure Muscle Car (probably the 1972, and 73 version) and does it belong in the parking lot, or is it just another pretender to the throne? Let me know either way, and tell me how you like (or loathe) this feature as well

Continue reading after the jump!

1973 was a year of transformation for GM, especially for the intermediate models. Gone was the pillar less hardtop coupes and sedans, the convertible was reserved only for the full sized cars, and in their place was a new type of styling called “Collonade”. This was an attempt for GM to get ahead of the pending federal traffic regulations that would have dictated roll over standards, and which failed to materialize. While the Muscle Car purists mourned the loss of the graceful hardtop coupe, their replacements actually sold in overwhelming numbers. Buick’s take on the “Collonade” style was like the rest of the GM divisions, with two models showing two different roof styles in the two door variety. The Century shows the thin pillar, semi fastback roof line – shared with the LeMans, Chevelle, and Cutlass – while the Regal utilized the more upright formal roof line, which it shared with the Grand Prix, Monte Carlo, and Cutlass Supreme.

The Gran Sport Option for the Century was really nothing more that a tape stripe and blacked out trim grouping. Base engine was the Buick manufactured 350 CID V-8, belting out a relatively tame 175 HP. A 4 BBL Carb increased the horsepower rating to 190. But the real performance engines were the two different 455 CID V-8s. The standard issue 455 could belt out 225 Horsepower, while the 455 Stage 1 pumped out an astonishing 270 Horsepower. (Remember this was during the mid 70′s.) Transmission choices for the Gran Sport ranged from a 3 Speed Manual – good luck finding a car with one of those – to a Muncie M-21 4 Speed, or one of two Turbohydramatic 3 Speed Automatics. Only the Automatic was offered on the Stage 1 equipped Gran Sports.

Production of the 455 equipped Century Gran Sports were few, with almost 980 in 1973, and fewer than 580 for 1974. Stage 1′s were even fewer, with only around 730 for 1973, and 478 for 1974. Performance – of which you can see in the video below – was pretty good for 1973, with 0-70 times of 10.4 seconds, and a quarter mile time of 15.3 seconds, right from the showroom.

CarDomain Members Rides

There is not one 1973 or 1974 Buick Century Gran Sport in the CarDomain community, but I did find a couple of equally compelling Buick Centurys. Check out this Century Gran Sport wannabe. This is John’s Drag Car from Toledo Ohio. Check it out and leave John a message of encouragement.

Here’s a Stage 1 equipped Buick Century Regal. The CarDomain member is Spencer, and it’s his Dad’s car. Check under the hood to see what a monster that 455 Stage 1 Buick mill looks like.

There you have it, a big Buick that was only produced (with the 455) for a couple of years, and with less than 2,000 built. Should this Buick be considered as an Obscure Muscle Car, and does it belong on the lot, or should it just be dismissed as Grandpa’s old Buick, and put into a retirement home? I look forward to hearing from each of you, and remember to keep those suggestions coming in.

Continue reading after the jump!

Dodge’s R/T performance history dates back to the late 1960s, a time when Mopar powered Hemi, Big and Small Block muscle cars ruled the street and the drag strip. The first R/T which stands for “Road and Track” was a Hi-performance version of the 1967 Dodge Coronet equipped with a 440 Cubic Inch V-8, heavy-duty suspension, beefier brakes, larger tires, and R/T badging. If that wasn’t enough you could order the legendary 426-cubic inch (7.0L) Hemi engine rated at 425 horsepower. Over the year’s many different models had an R/T edition including, Aspen, Charger, Challenger, Neon, Viper and more. In 1998 Dodge added the Dakota to the list, the first truck to wear the R/T badge.

The Dakota 5.9 R/T was offered in both the standard cab and the club cab configuration. The Dakota R/T comes equipped with a 5.9-liter Magnum V-8 and large-bore, free-flow exhaust that delivers increased engine performance and an exhaust note that is backed up by its performance capabilities. A four-speed transmission connects the 250 horsepower and 345 lb.-ft. of torque from the 5.9-liter Magnum V-8 to the limited-slip rear axle which turns 255/55×17-inch tires. The Dakota R/T’s suspension tuning also includes front and rear stabilizer bars for added control. It’s lowered one full inch and offered in only two-wheel drive configuration.

The Dodge Dakota R/T went on sale in the spring of 1998 and was produced thru 2003. The 5.9-liter (360) Magnum V-8 engine packing 250 horsepower and 345 lb.-ft. of torque. Wearing oversized 17-inch wheels gives the Dakota R/T a solid, stable footprint, which further enhances handling. The suspension, which was built with a focus on road handling as opposed to load hauling, is lowered to give the R/T a racing look and feel. The Dakota R/T has front and rear stabilizer bars to control handling, but the rear bar is a beefier 19 mm to minimize body roll in turns during cornering and a limited-slip differential for improved traction. The one downside is the fact that there is only a 2,000 pound towing capacity.

Feeding power through a 46RE four-speed automatic, the R/T posted a 0-60 time of 7.08 sec, passing through the quarter mile in 15.50 at 88.72 mph. Fitted with 11.3-in. vented discs front and 9.0-in. drums out back (with rear-only anti-lock), the Dakota stopped from 60 mph in a decent 136 ft. These numbers were achieved only achieved by sports cars nearly almost a decade earlier. To get these performance numbers from a truck was almost unheard of.

CarDomain Members Rides:

There are quite a number of CarDomain Members who roll a 5.9 R/T, and here’s two of my favorites. First up, take a look at Andrew’s R/T Club Cab. His ride page takes us on a journey from the day he bought, and chronicled every modification he did to the truck. You have to check it out!

Here is a hot red 5.9 R/T Club Cab, which belongs to Chris, from Rochester, NH. Chris added some modifications that are subtle, but pay tribute to the Mopar Muscle Cars of the past. Well done.

So there you have it, the first installment of the new year of the CarDomain Obscure Muscle Car Parking Lot. Does the Dakota 5.9 R/T belong on the lot, or should it be kicked to the ground as a pretender. Express your opinion below, and keep on suggesting what other Obscure Muscle you want me to write about.

Continue reading (and vote!) after the jump!

The muscle car era is defined as actually starting in the 60′s with the introduction of the Pontiac GTO, but I have always argued that muscular cars actually started way before then, and I ran a number of features illustrating this point. They ranged from the Studebaker Golden Hawk to the Rambler Rebel. However, the car that topped your vote was the Fabulous Hudson Hornet, with over 40% of the vote. This car will represent the obscure muscle car of the 50′s.

The 60′s is when the muscle car became popular, with nameplates like the GTO, the 4-4-2, Chevelle SS, and the Chrysler Hemi. However, there were a select number of muscle cars that were “under the radar”, that had the muscle of the more popular cars, but were a bit unusual. Cars that were outlined included powerful full sized cars (The Ford Galaxie 7 Litre), quirky independent entries (The Studebaker Avanti), and unusual power (The Turbocharged Corvair). However, there were two cars that were virtually tied for your vote, and so I’m including bot of them into the mix. The not so obscure Dodge Dart 440 GSS (in which there were only a few built) and the Mercury Cougar XR7-G (Which is a tribute to the racing legend Dan Gurney). Both will represent obscure muscle of the 60′s.

The 70′s was the long slide to the emasculation of the muscle car, and there was a lot of variation in the market place. Detroit was trying to find itself, and offered performance in full sized models (Mercury Marauder X-100), mid sized models (Pontiac LeMans Can-Am), and compacts (The AMC AMX). However, there were three obscure models that seemed to have caught your fancy, with votes really too close to call. All of them were classified as mid sized, but really were different in how they were marketed. The 1970.5 Ford Falcon was a model that only lasted 1/2 model year, and was one of the last Fords offered with the 429 Cobra Jet engine. The 1970 Oldsmobile Rallye 350 was General Motors way of offering muscle car light, to quell rising insurance costs, while appealing to the youth market. And the Ford Gran Torino, equipped with the 351 Cobra Jet, that was introduced after the heyday of the muscle car era, with large bumpers, and strangling emission controls. Each of these will represent 70′s muscle.

The 80′s was the era in which performance just started to come back, with turbocharged engines, and fuel injection. Cars that were reviewed included the Lincoln Mk VII (The return of the Hot Rod Lincoln), and the Pontiac Grand Prix 2+2 (Modified for the NASCAR ovals), but it was a surprise entry that caught your fancy, and that was the Ford Mustang SVO. This was Ford’s attempt to redefine the muscle car, with a turbo and intercooled 4 cylinder that made the same power as the 5.0L V-8. With better handling, and a cool bi-plane spoiler, it was a sales dud. However, this will be the muscle xar of the 80′s represented in this final poll of 2009.

Muscle trucks by definition is an Obscure Muscle Car, well, because they aren’t cars at all. I’ve outlined a few trucks in this series, from the Dodge Lil Red Express, to the Chevrolet Silverado 454SS, but it was the Supercharged Ford Lightning that overwhelmingly got your vote, and so it goes on to represent the muscle trucks.

Foreign cars are usually not associated with muscle cars, but I featured a couple of imports (as well as cars that were not available in the US) like the Infiniti M45, and the Jensen Interceptor. But there were two cars that were virtually tied with your votes, with one that was available in the US (The Lexus SC400), and one that was available in South Africa (The Ford Capri Perana). Therefore, both of these entries will be on the final ballot.

Vote Early, and we will see you again after February 2010 with a new round of the CarDomain Obscure Muscle Car Parking Lot.