62 dodge

The 1962 Dodge Dart: The Ugliest Car Of Its Time

The Dodge Dart line of the famous Dodge company was produced from 1959 to the 1976 model years. The Dart name first appeared in 1956, on a Chrysler show car that was later renamed the Dart Diablo. The production Dart was introduced as a full-size Dodge in 1960-61, transformed to a mid-size for 1962, and then was reduced further to a compact car from 1963 onwards. Add this to the list of things you didn't know about the Dodge Dart. 

Although Dodge has churned out some beautiful cars in recent years, the Dodge Dart was not one of them. Even though the older 1967 Dodge Dart was for sale, we can't imagine too many people were clamoring to buy this model. Despite lasting four generations, the Dodge Dart collection was not the most stylish line produced by this automotive giant.

Let’s go in-depth as to why the 1962 Dodge Dart may have been the ugliest car of its time…

The Previous Year: 1961

The 1961 year of the Dodge Dart was restyled to emulate the larger Polara model. It kept three trim levels: the expensive Phoenix, the mid-range Pioneer, and the base Seneca. The engine choices featured the 225 cu slant-six and the 318 cu V8s.

The exterior styling of the 1961 car utilized reverse fins, rear fender scalloping, and a concave grille. Unfortunately, this styling by Virgil Exner was highly unpopular with Dodge consumers. Drivers complained that they could not see the tail lights of oncoming Dodge Dart cars, making it highly unsafe. The safety issues and the strange design of the car made this a very poor year for Dodge automobile sales.

RELATED: Check Out This 652 HP Hellcat-Powered 1968 Dodge Dart GTS

The Year In Question: 1962

The 1962 model was the only Dodge Dart in the second generation. For this year, the Seneca, Pioneer, and Phoenix trim levels were all dropped. The trim level names became Dart, Dart 330, and Dart 440.

The Dart and Polara were both downsized in order to compete with other company leaders. The redesigned model was similar to an intermediate vehicle. This caused Dodge dealers to lash out, saying they wanted a true full-size car to offer potential buyers. Chrysler came back by offering a Dodge Custom 880, and not changing the 1962 Dodge Dart.

Suspension system

The 1962 Dart was on a unibody B platform, a ‘unibody’ platform refers to a structural system that contains support through an object’s exterior. The ‘B’ platform is the name of Chrysler’s midsize rear-wheel-drive car platform during this time period.

The rigidity and the suspension’s low weight gave the drivers ample handling, braking, and acceleration.

RELATED: Here's Why The 1973 Dodge Dart Was A Fun Muscle Car To Drive

Finding a Scapegoat

Despite a trustworthy suspension system, the exterior of the 1962 Dodge Dart left little to be desired. Even Virgil Exner, the designer of the Dodge, said that they would not sell well due to the design. After being received negatively by dealers who got a look at the 1962 line, Chrysler freaked out - understandably. Exner was fired, since Chrysler needed to blame the catastrophe on someone.

By the end of the 1962 year, Dodge sales were down a whopping 25% from the previous year. Not to mention, this was after the 1961 sale left little to be desired. In 1962, Plymouth went from 4th to 8th place and the sale revenues were lower than they were in 1959.

Aesthetic Issues

The styling for the Dodge Dart was a hallmark and staple. The 1962 version featured an exaggerated fender trim line, low/high headlamps, and tail lamp treatments. Looking at the Dart from the front, the new design placed two headlamps outside of a trapezoid-shaped grille. The other two headlights were higher, within the forward-leaning vertical bar. The horizontal turn signals rested under the grille.

A kick-up in the rear side window added a little bit of an interesting flair, and the eight “gills” stamped into the quarter panel were certainly unique. The rear window of the two and four-door sedans was a wrap-around piece.

The grandiose styling and the interesting look were a staple of the 1962 Dodge Dart. Unfortunately, there was a huge decline in sales. Although the car had a personalized and unique look, it wasn’t the look the market was going for.

NEXT: Fiat Chrysler Issuing Recall For 320,000 Dodge Darts For Faulty Shifter Cable

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1962 Dodge Dart - The Shutdown King

A '62 413 Dodge That Remains True To The Past.

Soul SurvivorWhile pop culture music may have turned the "Super Stock Dodge with a 413" into an icon, the truth is that the real McCoy was few and far between. Indeed, in that inaugural year for what became known as the first Max Wedge package cars, a total of 212 Ramcharger 413 models were built. With a 410 rating and a curb weight of just 3,350 pounds, these beasts had the highest power-to-weight rating of any passenger car built that year, and many, of course, ended up getting thrashed on the dragstrip.

The one seen here is an exception to that rule. This B-Body Dart (that's correct, it was the Lancer's big brother in 1962) is now in the possession of DaimlerChrysler employee Ron McDaniel, but began its existence on June 4, 1962, when it rolled off the Hamtramck assembly line. This one was ordered with several unique things. Since it was going to a dealership named Dodge City in Montana (one of only three heading to that state), it received a heater. An AM radio was also part of the package, but the biggest change from normal Ramcharger production was the selection of the Borg-Warner T-85 three-speed instead of the TorqueFlite. Once delivered, it was sold to Doctor Skip Score, who had no interest in drag racing, though he later admitted the car was in one serious street confrontation with a Vette (what else?) that actually had the people of his town taking sides and lining the street! Regardless, it was well kept, and Ron became the sixth registered owner in the early '90s after it went through a number of friends. Partially disassembled by one previous owner, it ended up in the hands of noted West Coast Stock Eliminator racer Bob Mazzolini, who intended to restore it. Ron decided otherwise, reassembled the car with some very minor changes, and says the work he has done would be best termed as "stabilizing."

The car is still unrestored; the front fenders were repainted several years ago, but otherwise the body is as it came from the factory. Painted EV1 White, the exterior is complemented by a typical level of early-'60s chrome and a blue cloth/vinyl interior combination; only the front seat cover was redone to repair some minor damage. The Hurst shifter rises up from the floor, while gauges are podded into the dash like something from a Buck Rogers cartoon. Still, that 150-mph speedo tells the tale about just what this machine is capable of.

Under the unscooped hood is 413 inches of early Max muscle. The driveline was thoroughly checked and rebuilt several years ago, with Ken Lazzeri and Herb McCandless doing the work. Ken prepped the parts, while Ron himself rebuilt the engine to stock specs, although a set of Stage III MW rods were used to ensure reliability, and the OE 11:1 compression remains. The heads were rebuilt to stock specs as well, and the engine continues to breathe using a pair of big Carter four-barrels on a cross-ram intake. The only other change was a Stage III MW oil pump pick-up tube to make sure bottom-end stays slippery.

Behind this, McCandless installed a '68 Race Hemi clutch for safety's sake and went through the old B-W crashbox. He also rebuilt the rearend, an 8 3/4-inch unit that houses a set of steep 4.56:1 gears. The only suspension tricks are right out of 1962: the heavy-duty leaf springs and carrier-mounted pinion snubber. The brakes are the "he-man" variety: drums with a manual single-reservoir master cylinder. Rounding out the driveline are a set of 7.75x14 Goodyear Blue Streak tires mounted on white 14-inch steel rims with the factory dog-dish hubcaps. Using this combination, Ron has actually taken the car down the track, recording a 13.14 at 108 mph with the tires blazing through much of First gear.

Ron talked with us at the Mopar Nats and promised us that he knew of a great place to get the pictures shot while we were in Detroit a couple of days later. He was right, and the more we looked at this car, the more impressive it became. We imagine Dr. Score had no trouble getting to the hospital when duty called, and we can be thankful that this Dodge remains a true survivor of the supercar era. Now, where's that fuelie Vette hiding?

Back In The Day... The 413 Earned Its Real ReputationWhile the Beach Boys may have gotten a bad example for their fabled song about a 327 Vette beating a 413 Ramcharger Dodge, the rest of the world knew the '62 Maximum Performance package was as nasty as they came. After all, while Pontiac and Chevrolet were still going at it full force with their S/S and A/FX package cars, these were really drag-only cars, with exotic parts and very limited availability. Ford had some serious performance packages with the 406 engine, but it wasn't available in any of the lighter-body styles. Ron McDaniel supplied us with a few magazine road tests from 1962, so we thought we would give you a few quotes....

Motor Trend, Aug. '62, page 20. "If present trends continue, by the end of the summer, [the Dodge] will be right on top of the stock car heap-regardless of price. It's an awful bomb. And you don't need time, money, and know-how to do the careful 'tuning' and setup necessary to get optimum performance out of most factory-produced, high-performance cars."

Author Roger Huntington was one of the premier automotive authorities of the time period. Above is a little of his first paragraph. In the same story, Huntington also stated it was the closest thing to an out-and-out racing car from the factory he'd ever seen. Indeed, the main thing that made these cars impressive was their design. The exhaust system featured capped cut-outs that could be unbolted at the track, the short cross-ram was the result of some fertile design work on the part of the Ramchargers club based out of Central Engineering at Highland Park, and the cars beat the competition in the weight department by 300-400 pounds. Incredibly, the base price was only $374.40 above the cost of the standard car.

Hot Rod, May '62, page 26"Two all-new high-horsepower 413 V8s are going to make the boys driving the other brands in the hot stock classes wonder just what hit them."

Noted author and publisher Ray Brock had a first-hand look at the new 410/420-horse Chrysler engines and came away with this impression. In fact, the Brand X guy did wonder, because as soon as the 413 packages hit the track, the record book began to take a beating. Bill "Maverick" Golden took home the record book at the divisional race in Pomona, nailing both ends of the record with a 12.50 at 112.40 while winning the event. Dode Martin and Jim Nelson of Dragmaster fame were able to take their 413 Golden Lancer A/FX creation to another record at 12.26. The SS/S (stick) records went to an early-season 12.71 (Dick Ladeen) and a blistering late-season 115.78 (Dave's Chevron entry). And as for Ray Brock, well, he and the boys from Hot Rod went to the NHRA Nationals in Indy with a "borrowed" 413 SS/SA entry named "Suddenly Too" that Labor Day weekend. Although they didn't go far (got tree'd early on in class eliminations), they set a low e.t. of the event in the Stock classes with a 12.37! This particular car was the first automatic cross-ram car on the West Coast, and was owned by West Coast Chrysler employee Bob McDaniel (yep, Ron's father).

Brock's story in Hot Rod ended like this:"The dragster boys have been drifting away from Chrysler products since the hemispherical engine was dropped in 1958...We think there's going to be a resurgence toward Chrysler engines in the competition classes throughout the country. Care to bet against it?"

The rest, as they say, is history. -Geoff Stunkard

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Father and Son D100: DCM Classic’s ’62 Dodge Sweptline Pickup

  • Story By Kevin Aguilar
  • Photos By Grant Cox

From a car person's perspective, one of the best moments you can have from parenthood is if your child picks up your interest like working on old trucks. Sharing wisdom, advice, skills, tools and garage space with your kid can be a very rewarding experience. For Steve Flokstra and his son, Todd, the two of them have learned together and created a lifelong bond while starting a restoration shop and parts business. Todd got an early start in life and bought a ’46 Dodge pickup to customize. He and his father quickly found out that replacement parts were hard to come by and they decided to help others by creating DCM Classics in Zeeland, MI. They now help other fans of 1930-1980 Dodge trucks with complete projects for sale and reconditioned parts.

A New Project

A few years ago, they got a lead from a local junkyard on a ’62 Dodge D100 for sale. Though these Dodge Sweptline trucks are very stylish, they are a rare breed these days and this is an absolute gem. The perfectly aged body was also something special as this truck is unique when compared to others. Equipped with an original Slant 6 engine, the truck was headed to DCM Classic, which is about 175-miles away from where the truck was first assembled.

The Snowball Effect

Like most builds, things started with only a few mods and snowballed from there. What started as a simple shop truck to run errands and haul parts, the build progressed as the father and son duo decided to turn it into a complete restomod build. During the process, the DCM crew were given an invitation to debut it at the SEMA Show in the QuietRide Solutions booth to help promote their insulation/sound deadening product. This was six months before the big show and Todd was fired up on making it happen.

Powertrain

The first thing removed from the truck was the tired Slant 6 engine as they planned on creating a real hot rod pickup. Instead of going the route of another gas-powered engine, the DCM crew opted for a Cummins 4BT turbo-diesel, which was typically used in 1980’s delivery trucks. The engine was sent to ADP Performance in Marne, MI as they specialize in rebuilding and boosting the performance of these engines. They were able to make it push out 350-hp and 600-tq with a compound turbo setup that has intakes positioned where holes left after the high-beam headlights were removed. On the backend is a custom stainless-steel exhaust with a Magnaflow muffler. The engine was then backed up with a 5-speed NV4500 transmission from a ’94 Dodge 3500.

Shiny Side

Trucks with patina style bodies have been the rage over the past few years and this is partially due to the fact that they tell the story of their past. On trucks like this, most leave the weathered body alone and rebuild pretty much everything else. Returning this ’62 Dodge to a more reliable condition, the rusted floors were repaired to make for a solid foundation. On the outside, the body did need to be repaired in some sections and they were painted to match the rest of the weathered body. Since the truck was going to be slammed, space was made for the drivetrain and a raised bed floor was made to cover the rear chassis modifications.

Bottoms Up

To make this truck function like a modern pickup and lay low, the original frame was stripped of all the stock suspension for some upgrades. This includes the addition of a Mustang II independent front suspension and a custom four-link system in the rear. Airbags were added to all four corners to make the height adjustable and the ride is now dampened with RideTech shocks. Large wildwood brakes were attached for improved stopping power on this big hauler.

Rollers

The body was then accented with a set of 20x7.5 and 22x10.5 Hot Rods by Boyd Pro Touring Series HR-74 billet wheels that have metallic brown painted centers to compliment the blue paint. Keeping traction to the ground on this truck is a set of 235/30ZR20 and 285/30ZR22 Nitto Invo tires. Not only do these tires help with general performance, they also have sizing options for staggered fitments like on this truck. Plus, there's a unique tread pattern that no one will mistake as original equipment.

On the Inside

With the truck slated to fit in the QuietRide Solutions’ booth at SEMA, the inside of the cab was covered in their insulating product to help keep temperatures and road noises down to a minimum. The original seat frame was in good condition and was reshaped and covered in leather by Hardy Upholstery to bring it up to today’s standards. Other interior upgrades include the Dakota Digital gauges, Vintage Air AC, Ididit steering column with Billet Specialties wheel and a host of billet accessories to brighten things up.

Reaching the Finish Line

After working tirelessly for six months, the team of DCM classics made it to the show and were able to shock all. This truck is an absolute marvel with modern capabilities to make it drive like new. Not only does this truck display what you can do with a worn-down vehicle but also the how well a father and son can work together in order to make such a badass ride. 

Sours: https://www.drivingline.com/articles/father-and-son-d100-dcm-classic-s-62-dodge-sweptline-pickup/

1962 Dodge Dart - The First Max Wedge Dodge

'62 Dart Ran Mid-12s Then, Looks Just As Quick Now

From one of the biggest perceived screw-ups in Ma Mopar's history emerged a lineup of "full-sized" cars that were considered hideously ugly by some, but were really a neat feat of engineering and became a vital part of both the Dodge and Plymouth line-ups for many years.

That screw-up? Downsizing the all-new-for-'62 "S-Body" platform that Dodge and Plymouth would share, one year before the start of production-but one year after the designs were finalized.

In the summer of 1960, newly-appointed Chrysler President William Newberg was at a Detroit-area social event when he overheard some Chevrolet execs talking about the new "small Chevy" that was in the works for '62. With this info, and knowledge that Ford was bringing out cars sized between their compacts and full-size models, Newberg ordered that the S-Body Plymouth and Dodge be shrunk-drastically.

Dodge tried to put the best spin on it, calling it "The Lean New Breed of Dodge!" On the day the '62 Mopars were shown to the dealers, a dozen Dodge dealers quit on the spot. They'd had trouble selling the '61s, with their weird-looking "reversed" fins, and they saw this...this...thing as something they'd never sell. The remaining dealers told Ma Mopar in no uncertain terms to get a real full-sized car in the lineup ASAP, or they'd be gone too. (Thus was born the '62 1/2 Dodge 880, with the '61 Dodge's front sheetmetal bolted on to the finless '62 Chrysler Newport body.) Chrysler styling chief Virgil Exner got the blame for the '62's styling-and the boot for it-but he and his stylists were merely following orders from the top.

By then, Newberg was out as Chrysler's president, in a conflict-of-interest scandal that broke just a couple of months after he moved into the company's top job.

But something interesting happened: Someone noticed that the new-for-'62 Dodges and Plymouths were pretty fair performers, when equipped with regular production engines like the 225 Slant Six, the 318 Poly and 361-cubic-inch B-engine.

But, put in a higher-performance engine in those lightweight "full-size" cars, and those B-Body cars would fly!

Meanwhile, Chrysler's RB engine platform had been getting plenty ofperformance upgrades since its introduction in '58, especially when it came to carburetors and intake manifolds-culminating in the "long ram" dual four barrel intakes that were optional on the letter-series Chrysler 300s and Dodge D500s.

Somewhere inside ChryCo, the decision was made: 50 Plymouths and 50 Dodges would be built with a special 413-inch RB, intended for the Stock and Super Stock wars on the nation's dragstrips. There would be two versions-one with "low" (11.25:1) compression, putting out around 390-400 horsepower, and a high-compression (13:1) version, good for 410 horsepower. Both would wear a special "short ram" intake with two four-barrels. Transmissions would be either a floor-shifted Borg Warner T-85 three-speed manual, or a 727 Torqueflite with the same dash-mounted pushbuttons as regular-production B-Bodies.

The Plymouths were built first, at Lynch Road Assembly, in the early spring of '62. About a month later came the Dodges, out of Hamtramck Assembly.

The car you see here was the first of the Max Wedge Dodges built.

Jeff Miranda has always been a fan of the early B-Body, and he'd owned Max Wedges before, including an unrestored '62 Dart, a '62 Belvedere, and one of the factory lightweight '63s. "I've always had a love for Max Wedge B-Bodies," he says. "I've always either had a real one, or I've built clone cars. The '62-'64 B-Body cars are my favorite cars of all times-my preferences are '62, '63, and '64 Dodges and '62 Plymouths."

A couple of years ago, he was searching through "The Big Brown Wishing Book" when he saw an ad for another Max Wedge '62 Dodge. "I pursued it slowly," he says of the process that brought it to his Pompano Beach, Florida, home. "I finally figured out what it was. I wanted the car, I bought it, and as time progressed, I pursued the history of the car. One thing led to another, and this person led me to that person, and it all led me to the items of interest of a car that has this history to it-time slips, buildsheet, drag slicks and wheels." One person that Jeff cites is Steve Marinoff, the Dart's second owner. He'd kept the buildsheet, time slips, and other items that later verified this Dodge's identity.

The time slips told of elapsed times in the mid-12s, which the original set of drag slicks attested to. What the buildsheet told him was not only the equipment that went on at Hamtramck-the 413 Max Wedge, the 727, and little else-but also when it was built. He's yet to see any documentation of a '62 Max Wedge Dodge with a lower VIN number or earlier build date than this one.

One of the people that helped Jeff verify what he had was noted Max Wedge historian/builder/restorer Bob Mosher. "I emailed Bob some photos of the car, and he was kind enough to do some research on his end," says Jeff. "Lo and behold, he had actually done some paint work on that car some 30 years ago. He had photos of the car, and he sent them to me."

Two items seen in the photos clinched this Dodge's identity. "The tell-tale parts of it were the exhaust, and a '65 Lions Drag Strip participants' sticker on the left vent window that's been on there for years," Jeff says. "You can see in the photos that he sent me that the sticker is still there. Plus, being from Southern California, he remembers the car." That exhaust system included a specially-hand-fabricated pair of steel-tube headers with curves aplenty, which exits through the Dart's front fenderwells.

Nowadays, this 4,000-original-mile car doesn't make as many 1/4-mile trips as it did in the '60s, but Jeff still gets out with it. "I do drive it to local car shows," he says. "It's a pretty nasty car." It's also one that's only had one repaint, and Jeff has re-done the Blair's Speed Shop lettering that graced the front doors when it ran at tracks like Lions, Pomona, San Gabriel, and Irwindale.

Naturally, a lot of show-goers haven't seen many '62 Dodges lately-especially one with the equipment and history this Dart has. As Jeff puts it, "They'll look at everything else in the show, then they'll stop at this thing here, and just look at it and wonder, 'What the hell is this?'" Jeff adds that the hand-fabricated exhausts get a lot of attention. "The configuration of the exhaust (headers) is probably the most exotic thing about the car. And, of course, the fact that it's a 4,000-mile car, that makes them say, 'Wow!'"

If this story has given you the urge to look for that phantom Max Wedge '62 Dart that's older than this one, Jeff has this advice if you come upon a barn filled with early B-Bodies. "If you find one and you don't need it, give me a call and I'll take it!" He adds, "If you have a passion to build it your way, then you buy it in accordance to what you're looking for. Two-door sedans are hard to find-there are more hardtops out there now then there are sedans. Buying one that's already done is great-one man's loss is another man's gain. I've always had a passion for doing them my way, and trying to make them as era-correct as possible. That's the fun that I've had doing these."

Fast Facts
'62 Dodge Dart two-door sedan
Owned by: Jeff Miranda, Pompano Beach, Florida

Mopar Power
Engine: The first of the "Max Wedges"-a 413-inch RB packed with 11.25:1 compression pistons, high-lift camshaft, and topped by a short-ram intake manifold wearing two huge four-barrel carburetors.
Transmission: An Art Carr-modified 727 Torqueflite, with dash-mounted pushbuttons. (One big reason why this car won automatically. )
Rearend: 8 3/4-inch with 3.91:1 rear gears.

Sure-Grip
Suspension: Restored stock '62 B-Body (Front Longitudinal torsion bars with tubular shocks (Rear) HD leaf springs with tubular shocks
Brakes: As good as there were back then: 11-inch-diameter drum-and-shoe brakes all around, no power assist.
Wheels: Era-correct American Racing Torq-Thrusts on Inglewood Tire Service 8.20-15 slicks in back, with a pair of chromed Hudson wheels wearing a pair of vintage BFGoodrich "Silvertown" bias-ply skinnies in front.

High Impact
Body: Original '62 Dodge B-Body two-door sedan unibody, all steel. (And, in the case of the '62 Dodge, with styling only a Mopar devotee would love. )
Paint: One repaint in its original Medium Blue Poly finish, with era-correct lettering added later.
Interior: Low-line Dart all the way-vinyl-upholstered bench seats, front and rear. Dash-mounted pushbuttons control the 727. Dash still has heater/defroster pushbuttons and OEM radio delete plate.

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Dodge 62

1962 Dodge Dart 413

Its time in the limelight was short, but the Max Wedge 413 was the engine that put Mopar in the big leagues of muscle cars. Indeed, the 1962 Dodge Dart 413 was a muscle car that was every bit as good as those being produced by GM and Ford

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The 413-cid V-8 had been around since 1959, but not until '61 did it find its way out of big Chryslers and into smaller Dodges and Plymouths. There it made as much as 375 bhp, but with 400-bhp-plus Chevys, Pontiacs, and Fords afoot, Mopa needed more. All 413s had wedge-shaped combustion chambers, but the version unleashed in the spring of '62 was bred for maximum performance. That earned it the unofficial, but enduring, Max Wedge title.

Transmissions were a floor-shift three-speed manual or a fortified pushbutton TorqueFlite. Limited-slip 3.91:1 gears were standard, with ratios from 2.93:1 to 4.89:1 available. Sold as a package that included supporting hardware such as police-car suspension parts, prices for a Max Wedge ranged from $545 to $682, depending on the level of tune and transmission choice.

Two versions were offered, both with solid lifters, aluminum pistons, Magnafluxed connecting rods, double-breaker ignition, twin 650-cfm Carter four-barrels, and beautiful three-inch headers that swept up along the side of the engine to clear the front suspension. The 11.0:1-compression Max Wedge had 410 bhp and 460 lb-ft of torque, the 13.5:1 variant made 420 bhp and 470 lb-ft.

Heightening the impact of the Max Wedge's arrival was a revamp of the '62 Dodge and Plymouth lines. The full-size models -- Dodge Dart and Polara, Plymouth Savoy, Belvedere, and Fury -- dropped two inches in wheelbase and gained controversial new styling. The upside for performance buffs was a decrease in curb weight to near that of competitors' mid-size models, which had nothing to match the Max Wedge.

Turning mid-14s at over 100 mph box stock, a stripper $2,900 Max Wedge Dart, said Motor Trend, "gives more performance per dollar than any other factory-assembled car in America."

Return to Classic Muscle Cars Library.

For more cool information on muscle cars, check out:

  • Dodge muscle cars were among the fastest and wildest. See profiles, photos, and specifications of more Dodge muscle cars.
  • Muscle cars came in many shapes and sizes. Here are features on more than 100 muscle cars, including photos and specifications for each model.
  • Muscle cars created their own culture. To learn about it, read How Muscle Cars Work.

These muscle car profiles include photos and specifications:

  • Despite a run of less than 50,000 cars, the 409 engine made a lasting impression starting with the 1961 Chevrolet Impala SS 409.
  • Ford joined the 400-horsepower club with the 1962 Ford Galaxie 406.
  • The Dart legend returned, thanks to a little aftermarket help, in the 1968 Dodge Dart GTS 440.
  • The Wedge got even beefier in the 1963 Plymouth 426 Wedge, a 426-bhp track-ready beast not even intended for the street.

For related car information, see these articles:

  • ­The engine is what gives a muscle car its flamboyant personality. To learn everything you need to know about car engines, see How Car Engines Work.
  • Muscle cars wouldn't have much muscle without horsepower -- but what exactly is horsepower? How Horsepower Works answers that question.
  • NASCAR race cars embody the muscle car philosophy of power. Read How NASCAR Race Cars Work to find out what makes these charged-up racers go.
  • Are you thinking of buying a 2007 muscle car, or any other car? See Consumer Guide Automotive's New-Car Reviews, Prices, and Information.

­­­­

Sours: https://musclecars.howstuffworks.com/classic-muscle-cars/1962-dodge-dart-413.htm

These chips had colossal capabilities and a wide range of functionality. Without needing a power source, but receiving all the energy necessary for work from the wearer's body, the chips were controlled. By women remotely.

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With Stella, we became friends God knows how long ago, liked each other's pictures and, I think, happily forgotten, the benefit of such friends in social. nets - a carriage and a small cart. You can't say that about friends girlfriends - firstly, it's a lie, and secondly, it's ugly. The summer of 2012 has come.

The vacation in the native land was coming.



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