Cars by name
Trucks and Jeeps
Engines / Trans
Repairs / Fixes
Tests and Reviews
by Gerard Wilson
For details on production records and how these numbers were calculated, see the first article in this series, “Plymouth U.S. Production Figures 1946-2001.” These tables are not definitive or fully accurate. They are the best I could do with the information which I was able to uncover. I would welcome correspondence with anyone who is interested in this material and can correct any errors or misinformation on my part.
— Gerard Wilson, June 2013
Editor’s note: totals are for models or model groupings by generation, so they span individual charts in some cases (so we can have reasonably sized tables). Wheelbases are metric; for English measurements (inches and such), see other series at Allpar.
The postwar cars were largely unchanged from prewar cars, as was the case at all major domestic automakers.
The D25 Deluxe and Special Deluxe were Plymouth P15 cars with a reduced-to-fit Dodge grille and badges. They were built in the U.S. for sale in Canada and for export. Model year totals are serial numbers, less chassis.
D24 Deluxe and Custom are annual model year totals, less chassis, and adjusted to equate the production total over 1946-1948 to that reported by Chrysler: 649,697 completed cars built in the U.S. and Canada, with 651,054 serial numbers for both countries. Entries are in italics because, there are no annual breakouts allocating standard and extended wheelbase models by countries and by year in the original data.
The seven-passenger sedan was built on a 3.5 meter wheelbase, vs around 3 meters for the other body styles. The allocation used is proportional to the annual D24 production total in each country and the body style totals for 1946-1948, which aggregate Canadian and U.S. production.
Seven-passenger Dodge Coronet sedans (D30, 1949; D34, 1950; D42, 1951) were completely redesigned for 1949-1951 along with the rest of the line. For 1949, it is not included in the body style production totals released by Dodge, but I assume production to be the difference between the Dodge production totals and the serial number totals, U.S. and Canada — 1,150 units, a reasonable number. That total, and reported totals for 1950 and 1951, are apportioned between the U.S. and Canada. The seven-passenger for 1951 was the last built by Dodge.
Short-wheelbase export/Canada Dodges (D31 Deluxe, 1949; D35 Deluxe, 1950; and D39 Kingsway, 1950-1951) were equivalent to the Plymouth P17, P19, and P22, built on the 2.8 meter wheelbase. Totals for 1949 and 1950 are serial number totals, but no information is available for 1951-1952, as production and serial numbers were included with Plymouth.
Other export/Canada Dodges (D32 Deluxe, Special Deluxe, 1949; D36 Deluxe, Special Deluxe, 1950; D40 Crusader, Regent, 1951-1952) were the larger three-meter wheelbase Dodges, equivalent to the Plymouth P18/P20/P23 except for badges and front grille. Totals for 1949-1950 are serial number totals, but no information is available for 1951-1952 as production and serial numbers are included with Plymouth.
D29, D33, D41 Wayfarer, 1949-1952. GM, Ford, and Chrysler had considered compact cars during this period, but only Chrysler took the half-step with the smaller Plymouths and Dodge Wayfarer for 1949-1952. The Wayfarer was available as a three passenger coupe, two door sedan, or roadster, on a 2.9 meter wheelbase: lighter, smaller, and less expensive than the other Dodges. Totals shown are from serial number totals.
Meadowbrook and Coronet (D30, 1949; D34, 1950; D42, 1951-1952) were "larger on the inside, smaller on the outside," along with the rest of the company's products for 1949-1952. The idea was to maximize passenger accomodation, and minimize weight and bulk, with little consideration of aesthetics. They were built on a 3.1 meter wheelbase. Table totals are compiled from U.S. serial numbers, and annual production by body style (which aggregates Canadian and U.S. production). Entries for 1949-1951 are in italics because actual production by body style in each country are proportionate estimates.
D44/D46 Meadowbrook, Coronet club sedan, sedan, 1953 ; D50/D51 Meadowbrook, Coronet, Royal club sedan, Sierra wagon, 1954: Dodge was redesigned, downsized and divided into two car lines for 1953-1954. A “Red Ram” V8 (later dubbed “Hemi”) was offered for the first time. The larger three meter wheelbase was used for four door models, except for the Plymouth based export Dodges described below. The D44/D46/D50/D51 totals are U.S. serial numbers. The serial number totals are 9,402 units below the model year total for 1953, while the following year they exceed the model year total by 9,457 units. Sources of both are Chrysler internal information.
D43, D49 Kingsway, Crusader, Regent, 1953-1954; D47 Meadowbrook Suburban 2 door wagon, D48 Coronet hardtop, convertible, Sierra 2 door wagon, 1953; D53 Coronet, hardtop, convertible, Sierra 2 door wagon, Royal hardtop, convertible, 1954: these cars used a 2.9 meter wheelbase, shared with Plymouth. The D43/D49 and D47 models were not available with the V8. Serial numbers and production totals for the D43/D49 are combined with Plymouth and are not available. Model year production of others are serial numbers.
For 1955, all Chrysler products were completely new, styled under Virgil Exner for the first time. The small export Dodges (Mayfair, Crusader, Regent, 1955-1956), which were built in the U.S. for 1955, finally received V8 engines and Powerflite automatic transmissions as options. Model year and serial number totals are included with Plymouth and are not available.
The Dodges for 1955-1956 were well designed and well differentiated from Plymouth. Coronet, Royal, Custom Royal, Suburban, and Sierra model year totals for 1955 and 1956 are from Wards. Wards totals match serial numbers closely for 1955, but serial numbers for 1956 appear to be incomplete and fall below the Wards total.
The complete makeover of Chrysler products for 1955-1956 was followed by the even more dramatic “forward look” cars of 1957-1959 (Crusader, 1957-1958; Kingsway, Regent, Mayfair, 1957-1959; Viscount, Lancer, 1959). They were beautiful designs, but inadequate preproduction engineering led to a surge in warranty claims for brand new cars during 1957. Chrysler set about immediately to fix the problems and improve quality, but it would take many years to win back the confidence of buyers. This would be the last run of Plymouth based export Dodges, as Plymouth and Dodge would share the same body. Production data is not available.
Plymouth wagons, and thus the export Dodge wagons (Crusader Suburban, Suburban, 1957-1958; Kingsway, Regent, Mayfair Suburban; Coronet, Royal, Custom Royal, Sierra, 1957-1959; Viscount Suburban, 1959), used the same 3. 1 meter wheelbase platform as the standard Dodges for 1957-1959. Production data for the Dodge export wagons is not available. For the standard Dodges, Wards totals are used. Serial numbers for 1957 and 1958 are close to Wards figures but records are not available after 1958.
The company made an enormous investment in switching all of its cars (except Imperial) from body-on-frame to semi-unitized construction for the 1960 model year, and then to full unitized in 1962. Other companies would follow the lead of Chrysler, and AMC before them.
The Dodge Dart for 1960-1961 was also important because it shared its 3 meter unibody with Plymouth; from 1960 on, the two would be competitors. There would be efforts over the next 40 years to maintain content and price step-ups from Plymouth to Dodge and from Dodge to Chrysler, but by the 1990s, “badge engineering” had triumphed. Model year totals, including an unknown number of Desoto Diplomats for exports, are estimated from information available, but are accurate.
Matador (1960), Dart wagons, and Polara (1961), used a 3.1 meter wheelbase unibody, larger than that used for the other Dart models. It was also used for Desoto Diplomat wagons, an unknown number of which are included in the totals. Model year totals are estimated from information available but are accurate.
The success of the 1960 Valiant and other compact cars led Dodge dealers to demand, and get, one of their own: the Lancer (1961-62), a Valiant with more sheet metal, chrome and better trim. It did not sell in great numbers but it helped to sustain Dodge dealers through two difficult years, again at the cost of brand equity.
Chrysler management acted on erroneous information that GM's A bodies, then being created as intermediates, would be their standard cars. They carried out a costly downsizing of the 1962 Dodge Dart and Polara 500 (and the Plymouth), cutting the wheelbase down to 2.95 meters. Interior room was comparable to the previous models and contemporary Fords and Chevrolets, but the styling and buyer perception that they were smaller caused a sales disaster. Model year production is from sources cited.
Dodge management somehow failed to have a full sized car ready for their dealers at the beginning of the 1962 model year, and the dealers, viewing the 1962 Dart, demanded one. Chrysler put the front clip from the 1961 Dodge onto the body of the 1962 Chrysler Newport, and thus appeared the Custom 880/880 (1962-64). Chrysler got a completely new and larger car for 1963-1964, while the Custom 880/880 remained in production through 1964. Model year totals are from souces cited.
The standard Dodge received new numeric designations (330, 440, Polara, Polara 500) and a new body for 1963-1964, adding 77 cm of wheelbase and 152 cm in overall length. The new styling was not an improvement, but Chrysler's 5/50 warranty contributed to increased buyer confidence and sales. The 1963-1964 cars were a bit longer than the contemporary Plymouth, but the interiors of both cars were the same as 1962. Model year production is from sources cited.
330, 440 wagon, 1963-1964: The wagons were also redesigned, but retained the wheelbase and interior room of the 1962 wagons. Model year totals are from sources cited.
Dart (1963-1966): a new compact, taking the Dart name from the 1962 Dodge, replaced the Lancer for 1963-1966. The Dart was 200 cm longer than the Valiant, but they both had the same interior dimensions. Unlike other compacts, they did not grow into intermediates. Dodge totals are used for the 1963 Dart, but all sources offer different data for 1964-1966. Table estimates are based on a careful evaluation of the available data.
Dart wagon, 1963-1966. The Dart wagon used the 2.7 meter wheelbase unibody of the Valiant, 100 cm less than the other models. Production is estimated as stated in the previous note.
Dart A-100 van, 1964-1970. This vehicle used the Dart name initially, but it was something completely different, a compact van for passenger car or light commercial service. It was easier to drive than a commercial vans, and could be optioned as a passenger car. GM and Ford offered similar vehicles, but all three were dropped at the end of the decade for larger commercial vans. The time of the minivan was not yet. The table entries are from Wards, but it is not certain that their figures are for passenger versions only.
Coronet, Coronet 500, 1965. The Dodge intermediate was slightly downsized for 1965, perhaps to differentiate it as an intermediate in view of the new large Dodges for 1965-1966. The styling reflected Elwood Engel's influence, but this car would be replaced by a better one the following year. Model year production is official data.
Coronet wagon, 1965. The Coronet wagon was restyled to follow the other 1965 Coronets, but it retained the 2.95 meter wheelbase measure it had since 1962. The following year it would use the same structure as the other 1966-1967 Coronets. Model year total as above.
Custom 880, 1965; Polara, Monaco, 1965-1966. Chrysler designed new full sized cars, with different versions for Plymouth, Dodge, and Chrysler, sharing a common structure. The Dodge outproduced its 1962-1964 predecessor during its first model year, even without adding imports from Canada. It was larger than Plymouth, with a larger interior, and sold at a premium. Model year production is from sources cited.
Coronet, Charger, 1966-1967. All Dodge intermediates were built on a common 2.97 meter wheelbase unibody with squared off styling. The Charger was introduced as a sporty hatchback on this platform in 1966, perhaps to take from sales from the Mustang fastbacks. It was joined by the Coronet R/T coupe and convertible with either a 7.2 liter 4 barrel carb V8 or optional 7 liter "street hemi". These engines were available in the Charger and some other models. This car was a great success. Model year totals from sources cited.
Polara, Monaco, 1967-1968. The full sized Dodges grew larger for 1967-1968, to a full 3.1 meter wheelbase, although interior dimensions were reduced slightly, probably for styling considerations. Chrysler styling was strong during the mid sixties to mid seventies, and was a factor in its success. Production for this model fell below that of the 1965-1966, but was augmented by imports from Canada. Model year production from Wards.
Dart 2 door sedan, 1967-1968; convertible, 1967-1969; sedan, hardtop, 1967-1977. This was one of the most successful postwar models. It was a conventionally engineered, right sized package in a changing market. Chrysler was able to sell the same car for a decade with no major changes, and it acquired a reputation for reliability. Model year production totals for 1967-1970 are from sources cited, but they all combine Canadian and U.S. production, and combine these models with the quite different Demon/Sport, for 1971-1976. Table entries for 1971-1976 attempt to include all U.S. built models on this platform, including exports, excluding Demon/Sport coupes. U.S. and Canada Dart sales ended in 1976, but a few were built through mid 1977 (production in South America continued through 1982). These were probably sedan or hardtop models, the most popular, for export, but no information about these cars is available.
Coronet, Charger, 1968-1970. The intermediates abandoned the squared-off look in favor of body curves for 1968-1970, but maintained the same dimensions. The Charger remained a fastback coupe, the Super Bee was a stripped coupe, the R/T a luxury coupe or convertible, all three had high performance engines and options standard or optional. Standard models far outsold the high performance cars, but their image was important for the sales of the standard cars during this period. Model year production from sources cited.
Polara, Monaco, 1969-1973. The Polara and Monaco, along with their Plymouth and Chrysler counterparts, used a massive, aircraft-inspired “fuselage” design which sold well. Dodge retained its position between Plymouth and Chrysler in size and price. Model year production is official data plus exports, from sources cited.
Challenger, 1970-1974. Dodge finally got a Mustang/Camaro competitor, with high performance engines and options. These were detuned or withdrawn over the model cycle, as with other cars in this category. Today, these cars are much in demand, especially when equipped with Hemi engines. Many have retrofit installations of these engines. Model year totals are official data.
Charger, 1971-1974. Dodge again offered two intermediate lines for this cycle. The Charger was a coupe or hardtop on a 2.9 meter wheelbase unibody platform, shared with the Plymouth Satellite. It was a striking design, appearing to be in motion while standing still. The Super and R/T were offered for 1971, but performance options did remain through 1974. Available data for these cars are not consistent. Table entries are estimated from information available. Exports are included when known.
Coronet sedan, wagon, 1971-1974. This was the second intermediate line, on a 3 meter wheelbase unibody, a bit larger than the Plymouth Satellite, but with no additional interior room. They were clean designs, more so than competing designs or the follow up cars introduced for 1975. Model year production, including fleet and export models, are estimated from available data, which does not clearly report body style totals.
A-vans were light, carlike vehicles; they were replaced in 1971 by the heavier B-vans, which are much heavier, more truck than car.
* Includes 1966
Dart Demon coupe, 1971-1972, and Dart Sport coupe, 1973-1976, were built on the Valiant unibody used since 1967. Plymouth designed the Duster with coupe styling (from the rear door back), fold down rear seats (after 1972), and a low base price, and its popularity prompted Chrysler to offer a Dodge version despite the once different brand identities. Data sources combine U.S. and Canadian production of these cars with that of the Dart sedan and hardtop, which used the longer Dart wheelbase also introduced in 1967. Table totals are estimated from data available.
Monaco, 1974-1976, Royal Monaco, 1975-1977. The top line Plymouth/Dodge/Chryslers in this cycle were designed to comply with federal structural standards. They were heavier, more conservative, and all the time’s styling cliches were available. Public disaffection for cars of this size had more of a negative effect on Chrysler than it did on GM or Ford, and the low volumes forced a reconsideration of future products. Model year totals are official data, including exports and fleets.
Monaco wagon, 1974-1976; Royal Monaco wagon, 1975-1977. For the last model cycle of these large, traditional wagons, Plymouth, Dodge and Chrysler used a 3.15 meter common structure. They were good value for the money, ignoring fuel economy, but they were sold in low volume. Model year totals are official data, including exports and fleets.
Coronet hardtop, 1975; Charger hardtop, 1976-1977; Monaco hardtop, 1978. Through the various name changes, this was the Dodge intermediate hardtop for the period, not be confused with either the Canadian-built J-body Charger SE/Magnum hardtop (1975-1979) nor the 1974-1977 full sized Monaco. It lost the sleek design and performance of the 1971-1974 models, but gained structural strength and an orientation toward affordable luxury. Model year totals, including exports, are estimated for 1975-1977, official data for 1978.
Coronet sedan, wagon, 1975-1976; Monaco sedan, wagon, 1977-1978. These were conservative family and fleet cars, sharing a 2.985 meter wheelbase unibody with Plymouth. They were an option for buyers moving down from larger cars, but the low production totals indicated a need for more fuel efficient cars in this intermediate segment. Model year totals, including exports, are estimated for 1975-1977, official data for 1978.
Aspen coupe, 1976-1980. This one of two F body cars introduced to carry forward the success of the Dart coupes and also appeal to intermediate hardtop buyers. The coupe F bodies used a 2.7 meter structure, also used for the M body coupes for 1980-1981. They were conventionally engineered from proven components, but Chrysler's financial problems at the time and an ill-advised rush to production caused cost cutting, which resulted in the release of poorly built vehicles in the first model year. As with the 1957-1959 cars, Chrysler fixed the problems, but the Aspen/Volare never recovered. Model year production, including exports, is estimated for 1977, otherwise from sources cited.
Aspen sedan and wagon. These used a longer, 2.86 meter wheelbase structure, which was also used for the Caravelle/Diplomat/LeBaron, as the M-body (below). Differences between the Aspen and Volare sufficient to justify the $ 100 premium were few; by 1980 both were selling slowly. Model year production, including exports, is estimated for 1977, otherwise from sources cited.
Diplomat coupe, 1977-1979; Diplomat sedan, 1977-1981, 1984-1989; Diplomat wagon, 1978-1981. The intermediate M-platform was important for Chrysler, and it lived on well beyond its expected cycle. It was similar to the 1976-1980 Aspen/Volare, designated as F. This was the first volume car to be sold by all three makes, with minimal differences. It had been intended as a more efficiently packaged luxury car, but with faltering sales of large cars, it sold in a wide price range, sustaining the company as its rear drive conventional car through 1989. Model year production for 1977 is official data. Model year production for 1978-1981 is estimated from monthly totals and changeover dates, excluding the Plymouth Caravelle units, which were counted with Diplomat, on the basis of Canadian sales of the Diplomat and Caravelle, and U.S. sales of the Diplomat.
During the 1981 model year, M-body production was moved to Canada, and remained there through 1982-1983, returning to the U.S. for 1984 through 1989. Model year production for 1984-1989 is compiled from monthly totals and changeover dates.
Omni hatchback sedan, 1978-1990, was a front drive 4 cylinder subcompact, the first ever built by Chrysler in North America. It began as a project for Chrysler's subsidiaries in Britain, France, and Spain (mainly France), but after 1975 it was determined that a North American version would be necessary. The North American version appeared similar to the European version, but the two had little in common. The Dodge Omni and Plymouth Horizon were identical. Model year production is from sources cited.
St Regis, 1979-1981. The replacement for the 1974-1978 Monaco/Royal Monaco was downsized, lighter, and attractively styled. Chrysler had probably studied GM's 1977 B and C bodies closely, but they failed completely. The writeoff of the investment in these cars was certainly a factor in Chrysler's appeal for federal assistance. Model year production from sources cited.
Omni hatchback coupe, 1979-1983, Charger hatchback coupe, 1984-1989. This inexpensive but sporty hatchback coupe was built on a shorter version of L structure. It sold slowly, but consistently, over a long cycle. Model year production is estimated from sources cited.
Diplomat coupe, 1980-1981. For its last two years of production, the M body coupe was moved from the 2.86 meter wheelbase unibody to a shorter 2.76 meter wheelbase unibody, essentially the 1976-1980 Aspen coupe body. Model year production is estimated from monthly totals, the changeover date, model year sales by body styles, and Canadian Diplomat sales.
* For cars carried over from prior years, this total includes all years of production.
** The same car minus a name that was found objectionable by boycott-ready evangelists
Aries, 1981-1989; 400, 1982-1983;600 2 door coupe, convertible, 1984-1986. These front drive 4 cylinder compacts were essential to Chrysler's resurgence, and they formed the basis for most of the Dodge cars introduced during the decade. The 400/600 models were more luxurious versions of the base Aries, as were the 600 models. Model year production is from sources cited.
600 sedan, 1984-1988. This was the first spinoff from the K, a sedan with 71 cm additional wheelbase for additional interior room (dubbed an E body). Model year production is from sources cited.
G24 Daytona coupe, 1984-1993. This was a sporty coupe derivative of the K platform. With performance options, it was more than sporty. Performance per dollar was high, and there were steady buyers. Model year production is estimated from monthly totals and changeover dates. Entries are estimated because units of the Chrysler Daytona, as it was sold in Canada, are included with the Chrysler Laser/Daytona table. These are estimated from available information.
Lancer hatchback sedan (H body), 1985-1989. This was a more sophisticated front drive platform, available with turbo 4 cylinder engines and sport suspension. It was a distinctive car, but sales were slow, Model year production from sources cited.
Grand Caravan minivan (T body), 1987-1990. The Plymouth Voyager and Dodge Caravan were not only new models but an entirely new category of vehicles: front drive vans which drove like cars but had the abundant space of trucks. They went into Canadian production in 1984, but to build on their strong sales Chrysler put extended wheelbase (180 cm) versions into U.S. production in 1987. Minivans were a Chrysler innovation, and they sustained the company for the next two decades. Model year production are estimated from published totals, monthly totals, monthly sales, and other information.
Shadow (P body), 1987-1994. This car was intended to replace the Omni as the entry level (excluding Mitsubishi) Dodge, but the continuing popularity of the Omni kept both in production. The Shadow had a stronger structure than the Omni. It was sold as 3 and 5 door hatchback sedans; a convertible was added to 1991-1993. Production for 1987 began in May 1986. Model year totals are from sources cited. Additional units were imported from Mexico.
Dynasty (C body), 1988-1993: upper medium priced sedan, replacing the rear drive Diplomat, which dated from 1977. The Canadian-sourced, Franco-American Monaco (sister to Eagle Premier) was more expensive, but few were sold. Dynasty was a great success for Dodge, easily outselling the Diplomat, which was in production for 12 years. Entries are in italics, because estimated unit sales in Canada, where it was sold as the Chrysler Dynasty, are subtracted from here and added to Chrysler C-body production. Otherwise, production is from monthly totals and changeover dates.
Spirit (A body), 1989-1995, fit between the Shadow and Dynasty, replacing the Aries cars. Body strength, ride quality, interior and the engines were greatly improved. For 1990 and 1991, the turbocharged, five-passenger, four-cylinder Spirit R/T was the fastest sedan sold in America, with 0-60 times officially rated at 5.8 seconds, but few of the expensive performance sedans were sold. Model year production is compiled from monthly totals and changeover dates. Additional units were imported from Mexico.
* For some models, includes prior years’ production
Grand Caravan minivan, 1991-1995, was revised for 1991, with engineering and interior changes to make them more comfortable and easier to drive. Again, the standard vans were built in Canada, the extended wheelbase "Grand" versions were built in the U.S. Model year totals are compiled from monthly totals and changeover dates, with reference to other information.
Viper, 1992-1994. The Viper was a brash, high-performance two seat roadster with no accomodations to comfort or luxury, in spite of its high price. Conveived when Chrysler was doing poorly, its had dual objectives, the public one being to enhance the Dodge image beyond trucks and minivans, and thus stimulate sales of the entire line, which it probably did. Privately, it was a test of the “platform team” approach to vehicle development, adapted from AMC, and later credited by reporters to Honda. Model year totals are official data.
Intrepid sedan (LH), 1994-1996, was a complete break from the boxy front drive sedans that had sustained Chrysler during the 1980s. The LH cars were wide, slow and sleek, the largest front drive cars up until that time. Powertrains and other all other components were upgraded accordingly. The "cab forward" theme would be applied to other Chrysler cars and vans, and influenced the products of other companies as well. Most LH cars were built in Canada, but model year production for this batch made in the U.S. is compiled from monthly totals and changeover dates.
Neon (PL), 1995-1999. Another innovative design, a "cab forward" economy compact, roomy, inexpensive, fun to drive. It lacked the refinement of Civics and Corollas, but they lacked its fun per dollar. The Neon was very successful at first, and was hailed as the first profitable American compact in many years. It was built with Plymouth and Dodge labels with no difference between them, and with Chrysler badges for sale in Canada, Mexico and export. Model year production is from sources cited. Additional units were imported from Mexico.
Stratus (JA) sedan, 1995-2000. The JA family were cab-forward intermediate cars. With their introduction, Dodge now had one small car, one intermediate car, and one large car, greatly simplifying production complexity and cost. The JA cars had a distinctive design, roomy interior and agile handling. Build and interior quality, overall refinement were on a par with other domestics, but rated by some as being below comparable “imports” (mostly built in the U.S.), partly due to “feel of the road” tuning shared, to a degree, with Neon, Intrepid, and Grand Cherokee. Model year production is compiled from monthly totals and changeover dates. Additional units were built in Mexico.
The Stratus coupe, built by Mitsubishi in Illinois, is not included here (see Mitsubishi/Dodge tables).
Caravan (NS) minivan, 1996-2000. The NS vans were dramatically different from their predecessors as well as from their competitors, replacing the "box on wheels" template in favor of a more attractive "cab forward" design which had more interior space on a shorter structure than competing vans. Another important change was that standard and extended wheelbase vans were built in both Canada and the U.S., depending upon demand. U.S. production for each version is not known. Table entries are estimated from monthly total production and changeover dates, apportioned by U.S. model year sales of each version.
Grand Caravan (NS) minivan, 1996-2000. The Grand Caravan was built on a 3.03 meter wheelbase unibody, vs 2.88 meter for the Caravan. Both were available with dual sliding doors and three rows, but only the Grand Caravan could be ordered with all wheel drive. Production is estimated, as for the Caravan.
Neon (PL), 2000-2005. The Neon was redesigned in 2000 to be quieter and stronger than the first generation, but retained all of its favorable-and unfavorable-attributes. It was still an agile, fun to drive economy car in standard form, more so with the option 150 hp sohc 4. Mexican production was phased out, and U.S. production for the 2000 model year began in December 1998. Model year production is compiled from monthly totals and changeover dates.
Stratus (JR) sedan, 2001-2006. This car retained the cab-forward design of the previous model, but the structure was strengthened, engines and suspensions upgraded. Mexican production of this model was phased out, so the production total reflects a dimming of buyer interest. Model year total is compiled from monthly totals and changeover dates.
Caravan (RS), 2001-2007. The highly successful minivans were revised again, with safety and interior improvements a top priority. They were more conventional in appearance, more substantial in structure. They were available with 2.4 liter dohc 4, 3.3 and 3.8 V6 engines, but Chrysler engines were falling behind others in efficiency and refinement. Model year production by version is not available. Table entries are estimated from monthly production of both versions combined, changeover dates, and U.S. model years sales of each version.
Grand Caravan (RS), 2001-2007. The Grand Caravan received the same changes as the Caravan, and the dimensions of each remained the same. Grand Caravan engines were the 3.3 liter and 3.8 V6. The AWD option was dropped after 2004 to accommodate "stow and go" seating which was far more popular. Dropping the Plymouth brand helped this model to set a U.S. production record for Dodge minivans. Model year poduction is estimated as for the Caravan.
Viper roadster, 2003-2006 (ZB); Viper coupe, 2006 (ZB); Viper cupe, roadster, 2008-2010 (ZC). The Viper now used a one piece carbon fiber body structure, replacing the separate front end. The interior was larger, and the car was more refined overall, if that word could be applied to the Viper. A coupe was introduced for 2006, then Viper production was suspended for 2007. The ZC coupe and roadster built during 2008-2010 had a larger and more powerful 8.4 liter V10 with 600 hp. Model year production is official data.
Nitro(KK), 2007-2011. This was a compact utility vehicle sharing the KK platform with the Jeep Liberty. The KK had a reinforced unibody and 4x4 options with superior performance in adverse and off-road conditions, in return for inferior fuel economy. Model year production is compiled from monthly totals and changeover dates.
Caliber (PM), 2007-2012, was the entry vehicle for Dodge during its cycle, a 4/5 passenger compact hatchback sharing a platform with the Jeep Patriot and Compass. Engine options were 1.8, 2 and 2.4 liter dohc 4 cylinders, plus a turbo version of the 2.4. In spite of cost cutting in the interior, this was an attractively designed car at a modest price, and sold well. Model year production is compiled from monthly totals.
* Some totals include production from prior years
* Some totals include production from prior years
1998 was the final year of Chrysler Corporation.
Grand Caravan (RT), 2008-2009, was larger and heavier than the RS Grand Caravan, and was no longer accompanied by the short-wheelbase standard Caravan. It returned to a boxy, functional-vehicle design. The many seating options carried over, as did the 3.3 and 3.8 V6 engines, but a 4 liter DOHC V6 was a new option, as was a six-speed automatic which boosted acceleration and gas mileage. U.S. production was dicontinued during the 2009 model year (which also saw a revision to the four-liter/six-speed setup that made Caravan the most fuel-efficient minivan in North America), with all production now in Canada, due to lower sales. Model year production from monthly totals and changeover date.
Caliber was refreshed in 2010 with an upgraded interior, but sales continued to fall.
Avenger was also upgraded, in 2011, gaining a completely retuned suspension, new interior, and new engine with much more power than the original. Production shot up in 2012, but most of the attention went to the similar Chrysler 200, which also gained a name change.
Viper returned in 2013, with a new frame, new electronics, stability and acceleration control, more power, and less weight.
Durango started with the Jeep Grand Cherokee, on an extended body; like the Nitro version of Liberty, it also used a suspension biased towards on-road driving. More costly than Grand Cherokee, its sales helped the Jefferson Avenue plant to stay active, and prevented the need for incentives on Grand Cherokee. Both vehicles were upgraded for the 2014 model year with standard eight-speed automatics, new electronics, and other features, but the basics remained the same.
Dart started out slowly in 2013, a compact car engineered by Chrysler based on Fiat designs.
*Some totals include production from prior years
Also see Chrysler and Dodge history by year.
Also by Gerard Wilson: Chrysler 1945-48 • Chrysler 1949-52 • Chrysler 1953-54 • Chrysler 1955-56
and Production numbers and histories, 1946-onwards
Is there an error on this page? Let us know and you could win a prize!
Chrysler 1904-2017 •
Spread the word via Tweet or Facebook!
More Mopar Car and Truck News