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.

For one, the Impreza now offers a wide-body sedan version to go along with the 5 door. It receives a major upgrade with tuned suspension components featuring higher spring rates, thicker stabilizer bars, and new bushings. There are new 18-inch wheels that are lighter than the previous version. The are new 3-inch quad tipped stainless steel exhaust tips. And there’s a lot more.

The engine belts out over 300 HP, the Brembo brakes are larger, and there is revised programming for the Vehicle Dymnamic Control system. Look for it later this fall.

Let’s start with the Sportage. This is a total design overhaul that follows in the footsteps the successful re-design of the Sorrento CUV, only on a smaller scale. This little trucklet shares most of the major components with the Hyundai Tuscon, but manages to look better.





Then there is the Forte 5 Door, an addition to the Forte lineup that includes a four-door sedan and the popular two-door Forte Koup. These remarkable compacts successfully expunge the crappy Spectra and point the way to a quality, affordable compact that competes with the Civic, Corolla, and Mazda 3 at a better price point.









However, the Kia Optima is the car to propel Kia to the top of the charts, so to speak. This is Kia’s interpretation of the new Hyundai Sonata, only edgier and cooler. The design paradigm is far more aggressive than the Hyundai sibling, with a bolder look in the wheels, exterior details, and instrumentation. With Toyota continuing to flounder, Kia (along with Hyundai) should make great strides this year in the marketplace.

Jalopnik also reports that the Equus  comes equipped with an I-pad instead of an owners manual. Hmm, remember this is April 1st, so while I didn’t confirm this information, take it with a grain of salt.

So, what is the Adrenalin Package anyway? According to Ford, it includes exterior upgrades like a bolder grille and twin-tipped exhaust, different rocker panels, and 20″ wheels. Ford said the interior stayed pretty much the same as the standard Explorer Sport Trac, but to me it looks much more substantial. The show truck sports a $43,000 sticker, which includes V-8 power, a six-speed automatic, a moonroof, and voice-activated nav. If you want one of these trucks, better think about it soon–they’re set to be discontinued within the year.