The Dakota was a compact pickup truck from Dodge sold between 1987 and 1996. It was dependable, tough-looking, and came with a wide arrange of engines and trim levels. But Dodge wanted more, so in the late â80s, they decided to build a performance version. They wanted to have the legendary Carroll Shelby create it, who was working with Chrysler at the moment.
Shelby took a regular production Dakota and installed a 5.2-liter V8 engine with 175 HP. Although power output was relatively small, the Dakota was light and had lots of torque. All that meant this compact truck had a convincing performance. Shelby also dressed up the Dakota with a special paint job and trim. They then added a roll bar and wheels which made this little truck stand out on the streets.
Back in 1976, Plymouth introduced the Volare. It was a successful mid-size model they produced in many variants and exported worldwide. Also, it was the twin to the Dodge Aspen featuring a rear-wheel-drive platform. It came with a wide arrangement of engines and sleek designs. Both Dodge and Plymouth had successful muscle models in the past.
So the heritage was still strong when they introduced the Volare. This was the perfect platform for a muscle car if it weren’t for the grueling emissions and safety regulations killing the performance. But, Plymouth tried and presented the Volare Road Runner that featured a 316 V8 engine delivering a measly 160 HP. However, what it lacked in the performance department the Volare Road Runner compensated in looks. And it had a full body kit with rear window louvers and a spoiler. It even came with a cool graphics package and sports wheels.
Like the Plymouth Volare Road Runner, the Aspen R/T was Dodge’s effort to present a muscle car when they were almost impossible to construct and sell. However, the Dodge Aspen R/T looked like the real deal. In fact, it even possessed some power to distance itself from similar attempts from other brands with disgraceful power outputs.
So, under the ram air hood of the Aspen R/T was a 360 V8 engine with 170 HP. But the selling point of this car was the looks. It came fully equipped with all the bells and whistles of the late muscle car era. In fact, it came with a body kit and stripes. Also, it had white letter tires with wide wheels, spoilers and even a T-top option. It is just too bad the Aspen R/T lacked the power of its ancestors. It could have easily earned a top spot in muscle car history.
For 1963, Dodge and Plymouth presented a new design and upped the power of the legendary 413 Max Wedge motor to 426 CID displacements. Dodge presented a plain-looking Ramcharger version of their two-door 330 model. It was a bare-bones two-door sedan with a bench seat and 426 cubic inches of pure power in the front. The 413 was heavily revised with a bigger stroke, a different valve train, and larger ports in the cylinder heads.
The upgrades all allowed more power, 426 cubic inches, and an insane 6,500 rpm limit. Chrysler claimed their new 426 Max Wedge engine delivered 415 HP with standard 11.0:1 compression, 425 HP, and an optional 13.5:1 ratio. However, most experts claim the real power output was much higher at closer to 500 HP. In 1963, this was one of the quickest cars in the world.
Chrysler didn’t offer any Race Hemi lightweight models for 1965. Instead, they went a step further and produced a handful of altered wheelbase Plymouths and Dodges. They were for professional racers and the newly-founded Factory Experimental (FX) class. The FX class in the NHRA championship was a predecessor to today’s funny car class. Basically, it was a place where factory-supported teams could race cars that resembled stock vehicles.
They equipped them with engine, drivetrain, or body modifications that could never go on a streetcar. Chrysler decided to make six Dodge Coronets and six Plymouth Belvederes with altered wheelbases. They simply moved the whole floorplan 15 inches forward, moving the rear axle just behind the driver. This helped the weight distribution and traction off the line. Those altered wheelbase cars were never street legal. But they featured numerous interesting combinations, such as fuel-injected, supercharged, or turbocharged engines. Today, real altered wheelbase cars are extremely rare, but they present a valuable piece of muscle car history.
The 426 Hemi engine was not a regular production item in the Barracuda until the 1970 model year. But for the 1968 racing season, Plymouth produced 50 drag racing specials using the Barracuda Fastback bodies and 426 race spec Hemi engines. They shared the manufacturing with the Dodge Hemi Dart in Chrysler’s Hamtramck, Michigan plant.
As a Dodge Hemi Dart, Barracudas came as pure racing, non-street legal vehicles they sold only to racing teams. They even painted them in primer ready to be personalized by the racers.
Even though Chrysler introduced the Hemi in 1951, it wasn’t until 1954 that it became a hot item. Chrysler managed to squeeze 235 HP from it, which was considered ludicrous power. They installed it in the New Yorker model and it proved to be fast and durable.
It was also a record-breaker. Chrysler entered a special 24-hour endurance run with the â54 New Yorker and averaged 118.8 mph over 24 hours of nonstop driving. This highly publicized achievement proved to be the perfect marketing tool for promoting Chrysler and the Hemi engine.
The fastest, most powerful American production model for 1955 was the mighty Chrysler C-300. This was the start of a 10-year production run of Chrysler’s famous “Letter cars.” It was a series of fast, expensive coupes and convertibles with power, comfort, and luxury.
The first car in that glorious lineup was the â55 C-300. The car got its name for the 331 V8 Hemi engine they equipped with 8.5:1 compression. It also got a race camshaft and twin four-barrel carburetors to produce 300 HP, a magical figure for the mid-’50s.
Before the Fury was a separate model, it was an option on the Belvedere. However, for the 1958 year, this model benefited from Chrysler’s new Golden Commando engine. The mighty Hemi was gone. The Golden Commando had 350 CID displacement, hotter equipment, and 305 HP.
Plymouth even experimented with fuel injection setup, but the system proved problematic. It even caused the factory to compensate Fury owners, giving them a conventional four-barrel setup. If the fuel injection worked as it should have, it would have produced up to 315 HP.
The early â60s marked Mopar’s entry into the drag racing scene with several models. The first of which was the brutally fast Dart 413 Max Wedge. The 1962 Dart was a midsize family model offered with either a six-cylinder or a V8 engine and a long list of options. Basically, it was a high-volume car with no racing pretensions until they added a big 413 Wedge engine with up to 420 HP.
They equipped it with a limited-slip differential, a heavy-duty suspension, and a lightweight body with a stripped interior. All that made the Dodge Dart 413 a true muscle car for the drag strips. The 413 Max Wedge package was more expensive but still popular with amateur racers who could finally challenge and win.
Chrysler introduced a race Hemi for the 1964 model year. In 1965, they went a step further and produced a handful of altered wheelbase Plymouths and Dodges for professional racers and the new FX class. The Factory Experimental (FX) class in the NHRA championship was a predecessor to today’s funny car class.
Chrysler decided to make six Dodge Coronets and six Plymouth Belvederes with altered wheelbases. They simply moved the whole floor pan 15 inches forward to put the rear axle just behind the driver. Doing that helped the weight distribution and traction off the line. Those altered wheelbase cars were never street legal. Today, real altered wheelbase cars are extremely rare but present a valuable piece of muscle car history.
In 1966, Dodge presented the Charger as a mid-year introduction as the newest model in the muscle car class. They based it on the Chrysler B-Body platform. It shared much of its mechanics with other less interesting Dodge models like the Coronet.
And the Charger also came with fresh new sheet metal and a cool fastback roofline. They completed the design of the 1966 Charger with hideaway headlights and a big chrome grille. The interior was also modern with a cool-looking dashboard and four bucket seats. Owners could fold the rear seats down to create an enormous trunk space. Under the hood, Dodge offered various engines starting with a modest 318 V8 unit. The 383 could produce up to 325 HP, and the best option was the mighty 426 Hemi.
Plymouth introduced the GTX in 1967 as a luxury option in the Belvedere lineup. It had a standard 375 HP 440 V8. Plymouth wanted the GTX to compete with the other luxury cars of the period, so they installed all the possible comforts. They added a special trim on the outside to distinguish the GTX from the rest of the lineup.
The GTX had a nice interior and only one optional engine choice, the mighty 426 Hemi. The 440 Magnum was the standard engine. But if you wanted the ultimate Plymouth muscle luxury, you had to go for the Hemi. Because it was more expensive than the rest of the Mopar lineup, the GTX was never that popular. It remains rare today.
When it first appeared in 1968, the Roadrunner proved to be an influential muscle car. Not only did it introduce the new trend of inexpensive cars, but it was also a strong seller that affected the whole segment. The main idea behind the Roadrunner was simple. Plymouth presented a low-priced-yet- powerful model to attract people with a limited budget but a need for performance.
Plymouth used the cartoon character of a roadrunner from the popular Willie E. Coyote cartoon. Chrysler paid $60,000 for the rights to use the name and design. Everybody thought the company was crazy for doing so. However, sales results prove them wrong. The Roadrunner had a bench seat, no luxury options, and manual steering. Although it came with a powerful 383 V8 as the base engine, buyers could opt for the 440 or the Hemi 426.
As one of the biggest forces on American drag strips in the â60s, Chrysler was always looking for ways to improve performance. They also introduced new concepts and broke records. But after years of fiddling with mid-size platforms, for 1968, the Mopar guys shoehorned the Race Hemi in the smallest platform they could find with the Dodge Dart.
Yet the actual fabrication of this beast was a tough task. They had to assemble the Hemi Dart almost by hand using a regular 383 Dart as the base. Installing the big Hemi in the small Dart engine bay was challenging, but they managed to produce exactly 80 cars. Of course, none of them were street legal, so they all went to racing teams.
The Coronet was always an intermediate sedan in the Dodge lineup. Before the muscle car era, it was an ordinary, dull car. However, in the late ’60s, the Coronet got a powerful engine and turned into a fast street fighter. Dodge presented the Super Bee model in 1968 as their answer to the Plymouth Road Runner.
The Super Bee had a lighter body and wild graphics. Buyers could choose between the standard 383, the optional 440, or the mighty 426 Hemi engine. Although less popular than the Charger or Roadrunner of the same vintage, the Super Bee is one of the most recognizable Mopar muscle cars.
NASCAR races were one of the most important battle arenas of the muscle car war. Back in the late ’60s, superspeedways were places for clashes between Detroit manufacturers. The most interesting period was in the late ’60s when NASCAR rules allowed modifications to car bodies to make them more aerodynamic.
Most manufacturers jumped at this opportunity. One of the most famous and influential was the 1969 Charger Daytona. They only produced 504 of strictly as homologation specials. With all the upgrades, the Daytona proved to be successful on the race tracks. It managed to do a record 217 mph run in almost stock configuration. That only shows how good the design and engineering was behind this project. The standard engine was a 440 V8, so only about 70 cars received the legendary 426 Hemi.
Back in the early â60s, the performance market was not an interesting segment for mainstream dealers. However, specialized dealers like a man named Norm Kraus paid attention to the performance market and youthful buyers. When the muscle car era launched, Kraus’ dealership was ready with a full selection of performance cars and parts. But the real climb to fame was when Kraus did something Dodge thought was impossible.
He wanted to put a 383 V8 engine in a compact Dodge Dart body. Kraus knew it would sell because the Dart was a lightweight car, and would be fast with the potent 383. However, Dodge engineering told him a 383 V8 wouldn’t fit the Dart’s small engine bay. So he ordered a new Dart and a crate 383 V8 engine, In a few days, the Dodge Dart Grand Spaulding Special (GSS) was born. Even though the Dart GSS was a specially-built tuner model, it proved to be an influential piece of Mopar history.
The biggest news for 1969 was the introduction of the Barracuda 440 V8. It was a monster pony car with the largest engine ever installed in that segment. Plymouth wanted to be a dominant force in the stock class of drag racing championships. They needed a big block and tons of torque. The Barracuda 440 was exactly that even if it was a handful to drive.
It required a complicated production process since the big 440 would not fit in the small Barracuda engine bay. The Barracuda 440 delivered 375 HP with a massive 480 lb-ft of torque. All that made it fast, but it was also hard to launch due to wheel spin. Because of the tight fit of the engine, there wasn’t enough space for a power steering pump. Drivers had to use their muscles to turn this compact but powerful car. Plymouth only made a handful of these models, which makes them highly desirable today.
The Superbird has one of the most recognizable designs ever presented. To homologate the car for racing, Plymouth built just under 2,000 road-going Superbirds. Based the car on the Roadrunner, they only offered it for one year in 1970.
It came with the 440 V8 as standard and 426 Hemi as the only engine option. To make it as aerodynamically efficient as they could, Plymouth installed a nose cone, hideaway headlights and an enormous spoiler on the back. They also transformed the rear glass from the standard concave shape to a regular design, which was more slippery in wind tunnel testing.
The 1970 model year was undeniably a pinnacle year for classic muscle cars. Never before or since were there so many memorable Mopar machines. The pony car wars were in full swing with the new Firebird, Camaro, Dodge Challenger and the new, improved Plymouth Barracuda. One of the most interesting 1970 Barracudas was the rare AAR âCuda.
The AAR âCuda was a limited production model to commemorate Dan Gurney’s All-American Racing team, which used âCudas in the Trans-Am championship. It came with a 340 V8 small block and a special plastic hood in matte black paint with a hood scoop. They added a rear spoiler and interesting side graphics that included the big AAR logo. This version was more expensive than the regular 340 âCuda. They only made 2,724 of them.
Chrysler presented the 300 Hurst in 1970 as a special limited edition. It was a special model based on the new full-size Chrysler platform. They built it in limited numbers at around 500 with the help of transmission company Hurst. It featured a special white and gold paint job and a rear spoiler integrated into the rear deck lid.
Under the hood, there was a mighty 440 V8 engine with 395 HP that could propel the two-ton beast to respectful acceleration times. But because they only offered this model for one year only, people soon forgot about it. True Mopar aficionados always remember these gold and white behemoths.
Even though Plymouth had the Barracuda, its stablemate Dodge didn’t enter the segment until 1970. Some muscle car historians say Dodge was late for the party. But the Challenger was so good, it left its mark on history. Mopar’s E-Body models, the Barracuda and Challenger were new for 1970.
They featured a new design and better construction and a wider, longer body. Although their designs were different, they shared some interchangeable parts, as well. For the Challenger, buyers could get a powerful 383 V8, as well as the big 440 and the famous 426 Hemi. Depending on the specifications, differential ratio, and gearboxes, Challengers could accelerate to 60 mph in the 5.5 to 5.7-second range. That was considered quite fast for 1970.
Two of the biggest Chrysler legends from the classic days of the muscle car culture are the Barracuda and the 426 Hemi engine. All through the â60s, those icons of the industry didn’t mix, at least not in street-legal cars. In 1970 Plymouth offered this legendary engine in the Barracuda body, immediately creating one of the fastest, most desirable muscle cars ever.
The mighty Hemi engine was an expensive top-of-the-line option for 1970 and 1971 available in coupe or convertible form. It cost around $900 over the price of the standard Barracuda. They installed it in about 600 coupes and only 17 convertibles during its two-year production period. The power was rated at 425 HP. But everybody knew the orange monster delivered more than 500 HP straight from the box.
As an economy brand, Plymouth was active and successful at the lower end of the market starting in the early â60s with the Valiant. But by the late â60s and early â70s, the compact market had grown, so Plymouth introduced the Duster 340. This model was a junior muscle car. It had a smaller 340 HP engine they rated at 275 HP.
Plymouth never anticipated the success the Duster 340 achieved, so they doubled the production in just a few months. The 275 HP engine moved the light body to respectable 0 to 60 mph times of just over six seconds. The car may have been half the size of some of the heavy hitters of the era, but it was almost as fast. Also, it cost just under $3,000, which was extremely affordable. After the original muscle car era ended in 1974, Plymouth continued to offer the Duster 340.
Despite being an economy brand in the Chrysler Corporation, Plymouth had a surprisingly large number of muscle cars during the â60s and â70s. Their luxury muscle car was the GTX, but in 1970, the Fury GT debuted as the biggest model on offer. The Fury GT was a two-door coupe version of the Fury sedan.
In GT guise, it was a full-size muscle car with the perfect combination of looks and power. Under the hood was a well-known 440 V8 with a three-carburetor setup and 375 HP on tap. Buyers could choose between the 727 Torqueflite automatic and a four-speed manual. However, despite its power and looks, the Fury GT wasn’t a big performer because it was such a heavy car.
The muscle car era affected the truck segment, which resulted in a few special versions and more powerful engines. However, nothing changed the truck industry more than when Dodge introduced the Lil’ Express Truck in 1978 as the first full-size muscle truck in the world. The secret of the Lil’ Express Truck and its importance lies in the strict rules of the late 1970s, which robbed V8 engines of their power. But Dodge found an interesting loophole in the current regulations that declared pickup trucks didn’t need catalytic converters. This meant Dodge could install a more powerful engine and allow it to deliver more punch than previous models or competitors.
Dodge took a standard D Series short bed truck, added a 360 V8 engine, and put big truck-like stacked exhaust pipes right behind the doors. They also installed a more durable automatic transmission. This wild-looking special model had a 225 HP engine, which was considered powerful in those days. Thanks to a revised drivetrain, it was the fastest accelerating domestic vehicle in 1978. It was faster than muscle cars like the Mustang, Camaro, and the Corvette. Today, these cool-looking Dodge trucks are highly sought-after and command high prices
While Europe was embracing the hot hatch class and developing it further in the mid-’80s, America seemed uninterested. The Golf GTI sold well in the states, but domestic manufacturers weren’t producing any hot hatches until the legendary Carroll Shelby teamed up with Dodge to introduce his version of the compact Omni model. Dodge called it the Omni GLH, meaning, “Goes Like Hell.”
It was one of the best affordable performance models money could buy. Nobody expected Dodge could produce a hot hatch that could beat the European competitors. With Shelby’s help, it did just that. Shelby took the 2.2-liter four-cylinder and added a turbocharger. This gave the Omni GLH a total output of 175 HP and a 0 to 60 mph time of less than seven seconds. Dodge gave the GLH some suspension modifications and other upgrades so it could handle all that power.
Produced from 2004 to 2006, Dodge Ram SRT-10 is one of the craziest pickups ever produced. Just look at the specs. The 8.2-liter V10 engine with over 500 hp, a 0 to 60 time of fewer than 5 seconds, and a fuel economy in single digits. Top it all out with a crazy bright red or yellow paint job and two racing stripes, and you’ll get the idea of what the SRT-10 is all about.
It was something you couldn’t miss if you saw it on the street. Of course, with the price tag of over $45,000, the SRT-10 wasn’t exactly a sales hit but they did produce a decent number in its three-year production run.
Despite the fact that the Charger went away in the late ’80s and Chrysler retired the nameplate, the legend of the glorious Mopar muscle car model never really disappeared. During the ’90s and the rise of the SUV market, Dodge presented several concepts that kept the fire burning and Mopar fans hopeful their favorite muscle car would be reincarnated. And it was in 2005, but in a four-door guise which raised a few eyebrows.
The brand-new Charger sedan debuted as a true American four-door with a 5.7-liter Hemi V8 engine as a top engine choice. Immediately, this was a fantastic success since it combined modern technology with retro Mopar styling and Hemi power. It wasn’t what many Mopar fans asked for but it was a proper performance car. The engine choices started with 3.6-liter V6 and buyers could the new 350 HP 5.7-liter Hemi. But Dodge didn’t forget the burning muscle car market and soon after the introduction of the regular model, the Charger SRT-8 was released. Under the hood was a 6.1-liter Hemi with 425 HP and fantastic performance that connected with the Hemi Chargers of Mopar past.
If a driver were to need an SUV with 475 HP and the ability to carry seven passengers, or a small school bus in case your kids are terribly late for school, and you need to get them there in a hurry. The Dodge Durango SRT was your Mopar vehicle.
With 6.4-liter Hemi and 475 HP, this is a pure Dodge muscle car in an SUV package. In contrast to other vehicles on this list that were mostly useless as real SUVs, the Durango is pretty capable. Not only it is amongst the biggest and has three-row seating, but it can also carry and tow the biggest loads, which makes it practical and usable in real life.
Despite the fact that muscle cars are faster than European sports coupes, some Mopar fans still want a good old American muscle coupe with a roaring V8 and a lot of attitude. For those folks, Dodge has the Challenger, a retro Mopar muscle car with modern technology, and a fantastic Hemi V8 with 6.1 liters and 485 hp.
Our price limit doesn’t allow you to buy a crazy Challenger Hellcat with 707 hp and rear tires as wide as the highway, but you can still get the Scat Pack version, which is more than enough. The 0 to 60 mph time is in the 4.5-second range, which is decent, and top speed is close to 170 mph.
Ever since the four-door Charger was released it became a popular model. In 2011, the second generation was introduced featuring fresh design, more options but mostly unchanged platform and engine choices. Dodge kept the SRT model in the lineup, but Mopar fans knew the Charger was capable of much more. So finally in 2014, the Hellcat arrived and the Mopar community went crazy. After all, the reaction was totally expected since the 6.2-liter supercharged V8 with 707 hp is a monster that shouldn’t be released on the streets.
But Dodge did just that, allowing the general public to buy one of the fastest and most powerful muscle cars ever built. Despite being overpowered in any aspect, Dodge Charger Hellcats are surprisingly good to drive and can be docile at low speeds. Only when you press the throttle and unleash the fury of 707 horses you can feel the brutality of the Hellcat package. The 0 to 60 mph time is in the high 3-second range and the car can top 200 mph.
There were fast SUVs before Jeep introduced the Trackhawk, and there will be long after the Trackhawk is discontinued. However, this glorious machine deserves a place on our list for two reasons. First, the 707 Hellcat Hemi engine under the hood.
Second, with a 3.4-second 0 to 60 mph time, it’s faster than some supercars. The Trackhawk is a brutal machine that is highly unusual and influential. It is a proper Mopar muscle SUV. It just shows that a high horsepower Hemi engine can make anything a proper muscle car, even a full-size SUV.
What is the definition of a Mopar muscle car? A two-door coupe with a big V8 engine and rear-wheel drive? Well, Dodge has a different vision. For decades, muscle cars were rear-wheel drive only vehicles, and in 2016, Dodge introduced a special model in its Challenger lineup called GT AWD.
It’s a Challenger with recognizable coupe styling, retro charm, and aggressive stance, but underneath the body is a V6 and intelligent all-wheel-drive system. There are no more smoky burnouts and rear wheels on fire. Instead, now there are loads of traction even in the toughest conditions. At the moment, Dodge Challenger AWD is the only all-wheel-drive production muscle car ever built. Unfortunately, Dodge offers the GT AWD only with the V6 engine. Although the V6 is relatively powerful with 305 HP, we still wish it to be available with a proper Hemi V8.
If for any reason, 707 HP from the Hellcat package is not enough for you and you want the ultimate modern Mopar muscle car and the most powerful street Hemi engine ever made, then the Demon package is just the thing. With standard fuel, it delivers an insane 808 HP.
The rest of the Demon package is equally insane from the special transmission, suspension, and brake to widebody stance and exterior details. The acceleration from 0 to 60 is less than 3 seconds, and under full power, the Demon will accelerate with 1.8 G force. That’s faster than being dropped off a cliff. The car is capable of covering a quarter-mile in less than 10 seconds straight from the box. If the reports are true and Chrysler is considering discontinuing the Hemi engine lineup, this is the best way to go for Mopar fans.