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Dodge Cars and Production Numbers, Canada

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.”

sales chart

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

1946 to 1948: The first postwar Dodges

1947 Dodge D25D25 Deluxe/Special Deluxe were Plymouth P15 cars with Dodge badges and a scaled-down Dodge grille. Model year totals are serial numbers.

D24 Custom club coupes and sedans were built in Canada. Annual production is compiled from annual serial numbers in each country and the reported model year production in both countries combined for the same period. Serial number totals were adjusted downward to equal the reported model year production. Chassis were excluded. Data is in italics because the annual allocation between standard and long wheelbase is not known, nor is the allocation of each in each country. These are assumed to be proportional.

D24 Custom 7 passenger sedans for 1946-1948 were built on a 3.5 meter wheelbase chassis, vs 3.035 meters for the other Custom models. Annual model year production is estimated as in the previous note.

1946 1947 1948 total
D25 Deluxe, Special Deluxe 5,975 15,861 16,316 38,153
D24 Custom club coupe, sedan 705 4,357 2,855 7,917
D24 Custom  7 passenger sedan 6 37 24 67
6,687 20,255 19,195

Updated Postwar Cars

D30/D34 Custom and D42 Coronet 7 passenger sedans for 1949-1951 were again built on a 3.5 meter wheelbase chassis. The total for 1949, U.S. + Canada, is estimated as the difference between the combined U.S. and Canadian model year totals and serial number totals, or 757 units, which are them apportioned between the U.S. and Canada. For 1950 and 1951, the known model year totals are similarly apportioned. None were built in either country for 1952.

D31/D35/D39 Dodges were equivalent to the smaller 1949-1952 Plymouths, but had Dodge grilles and identification. Chrysler dealers in Canada were either Chrysler-Plymouth or Desoto-Dodge prior to 1961, so the model ranges sokd by each had to be comparable. Model year totals are serial number totals.

D32/D36/D40 Dodges were equivalent to the larger 1949-1952 Plymouths, with Dodge grilles and identification. Model year totals are serial number totals.

1949 dodge coronet wagon

D30/D34 Custom and D42 Coronet club coupe and sedan models were built on a 3.1 meter wheelbase. Model year production is compiled from the serial number totals for the model year in each country and the model year production, which combines Canada and the U.S.. A futher complication is that 1951 and 1952 model year production is aggregated, as for 1946-1948. However, the availability of model year serial numbers for each country makes possible the computation of estimates.

Dodge Crusader and Regent Mayfair were redesigned and downsized for 1953-1954, but retained their boxy dimensions. Entries are serial numbers.


Dodge Coronet and Royal sedans for 1953-1954 used a longer version of the Crusader/Regent/Mayfair body, but the exciting news was the “Red Ram” V8, made in the U.S. Entries are derived from serial numbers, with adjustments.

1949 1950 1951 1952 1953 1954 total
D30 Custom 7  passenger sedan 13
D34 Custom 7  passenger sedan   15
D42 Coronet 7  passenger sedan 15 43
D31 Deluxe 1,300
D35 Deluxe 1,963
D39 Kingsway 2,504 982 6,749
D32 Deluxe, Special Deluxe 15,044
D36 Deluxe, Special Deluxe   20,597
D40 Crusader, Regent 17,605 14,432 67,678
D30 Custom club coupe, sedan 3,187
D34 Custom club coupe, sedan   3,085
D42 Custom club coupe, sedan 2,655 1,580 10,507
D43 Crusader, Regent, Mayfair   22,048
D49 Crusader, Regent, Mayfair   23,130 45,178
D44 Coronet club coupe, sedan 2,675
D50 Royal club coupe, sedan   2,650 4,525
19,544 25,660 22,239 16,994 24,723 25,780

Stylish Body-on-Frame Dodge cars: 1955-59

All Chrysler products were completely redesigned for 1955, replacing the boxy look with sleek designs, putting their brands back on buyer's lists. Table entries for the 1955-1956 Crown Royal are Canadian serial numbers.

The Crusader, Regent, Mayfair for 1955-1956 were the attractive new Plymouths, with Dodge grilles and badges. For 1955, all export Dodges were built in the U.S., but Canadian production was still strong. Entries are Canadian serial numbers.

1955 Dodge Mayfair

After the complete makeover for 1955, Chrysler did it again for 1957 with Virgil Exner's “Forward Look” for 1957, dramatically ahead of the rest of the market. Unfortunately, in a rush to put the “Forward Look” into production, pre-production engineering and assembly quality were neglected, and the 1957 models were a disaster, erasing a Chrysler reputation for engineering capability that went back to 1924. The problems were gradually corrected, but it would take Chrysler some time to build back to their mid 1950s volume.

1957 dodge custom lancer

The Kingsway, Crusader, Regent, Mayfair and Viscount passenger cars were Plymouths with Dodge front-end clips and identification. Model year total for 1957 is serial number total, entries for 1958 and 1959 are estimated.

Kingsway, Crusader, Regent, Mayfair, and Viscount Suburbans, 1957-1959, were built on the same 3.1 meter wheelbase chassis as the Custom Royal models. These too were beautiful designs, and they too left the assembly lines with major flaws. The 1958 and 1959 were much improved. Custom Royal data is from Factory shipments; Suburban entries are estimated from that and other sources.

1955 1956 1957 1958 1959 total
D54  Crusader, Regent; D54/D59 Mayfair 32,273
D61/D65 Kingwway, Crusader, Regent, Mayfair 44,808 78,881
D55 Custom Royal 3,650
D56 Custom Royal 7,000 10,650
Kingsway, Crusader, Regent, Mayfair 29,504 17,815
Kingsway, Regent, Mayfair, Viscount 13,773 61,092
Kingsway, Crusader, Regent, Mayfair Suburban 2,540 2,098
Custom Royal 7,111 4,063 4,615
Kingsway, Regent, Mayfair, Viscount Suburban 2,151 22,578

The first unit-body Dodge cars

polara convertible

1960 1961 total
Dart 15,142 11,546 26,688
Polara 2,195
Dart wagon 1,452 1,325 4,972
  20,539 16,434 12,871

In 1960, Chrysler redesigned all of its cars from a clean sheet of paper, and all bodies except that for Imperial were semi unibody with a front subframe. The cars were stronger, well put together, and had the best anti-corrosion protection in the industry to counter leftover concerns from 1957. The Dodge Dart and Plymouth became competitors, both using the same 3 meter body with different sheetmetal. Dodge and Plymouth wagons were built on a longer 3.1 meter body also used for the 1960 Polara. The following year, Desoto-Dodge dealers became Dodge-Chrysler dealers, as Chrysler replaced both Desoto and the Polara. These entries are from Factory shipments.

From oddball to okay: 1962-1966

As the 1962 Dodge and Plymouth were being designed, Chrysler management acted on erroneous information that the 1962 Chevrolet was being downsized, and ordered that the 1962 Dodge and Plymouth be downsized to a 2.95 meter wheelbase with a 5.1 meter overall vehicle length. The resulting 1962 Dart was an efficient package, recalling the 1953-1954 models, but failed in the market. Entry is from Factory shipments and Wards.

Recognizing its mistake, Chrysler added 75 cm to the wheelbase of the 1963-1964 Dodge, and 155 cm to the car length, to make it more acceptable. The Plymouth was enlarged by a lesser amount, but the increases were largely cosmetic, as the interiors were unchanged from 1962. The new styling was not necessarily an improvement, but quality was, and Chrysler’s 5/50 warrantly helped improve sales. The 1963-1964 wagons were also redesigned, but maintained the 2.95 meter wheelbase from 1962. Entries are from factory shipments.

1966 Dodge Polara

Chrysler introduced new large cars for 1965, and the Dodge entries for 1965-1966 continued the effort to place Dodge above Plymouth again, while sharing as many components as possible. The Dodge 330, Polara, and Monaco were somewhat larger inside and out, more luxurious and more expensive than the Plymouth trim lines. Model year totals from Factory shipments. Many of these cars were imported into the U.S. under the U.S.-Canada Auto Pact from January 1966.

Most of the Valiants built in Canada between 1963 and 1966 had been Darts with a Valiant front end clip, so it was easy to build Darts for export to the U.S. when the Trade Pact made that commercially viable in 1966. Some of these may have been sold in Canada but most were exported to the U.S.. Entry is from factory shipments.

1962 1963 1964 1965 1966 total
Dart 11,846 11,846
220, 330, 440 15,990
330, 440, Polara 26,471 42,461
220, 330 wagon   1,396
330, 440 wagon 1,885 3,281
330, Polara 440, Polara 880, Monaco   31,764
Polara, Polara 440, Polara 880, Monaco   31,762 63,626
Dart 2 door sedan, sedan, hardtop, convertible 46,158 46,158
total 11,846 17,386 28,356 31,764 77,920

Muscle cars and the fuselage look: Dodge 1967-72

The full sized Polara and Monaco grew even larger for 1967-1968, restyled with sculptured contours and recessed grilles. Interior demensions were unchanged. Model year production compiled from monthly totals and changeover dates.

Polara and Monaco for 1969-1970 used the corporate “fuselage” unibody, a massive car with a flowing design. Canadian production ended in 1970, but were imported from the U.S. through 1973. Model year production compiled from monthly totals and changeover dates.

dart swinger

The Dodge Darts (and Plymouth Valiants) built in Canada between 1970 and 1976 were important for Chrysler. Although profit per unit was extremely modest, they sold steadily over a long product cycle with only minimal investments for annual updates. Although a compact, the conventional three-box design of the sedan and hardtop was a visual link to larger cars, which the Nova and Maverick did not have. Simple, conventional engineering, repeated over many years, reassured buyers they were buying a reliable product.

Only sedans and hardtops were built in Canada for 1970-1971. After that, published production totals combine U.S. and Canadian Darts and also combine sedan/ hardtop with coupe models which used the Valiant platform. An effort has been made to factor these out, but the table totals must be considered best estimates.

1967 1968 1969 1970 1971 1972 total
Polara, Polara 500, Monaco, Monaco 500 88,631 66,516 155,147
Polara, Polara 500, Monaco, Monaco 500 86,430
Polara, Polara Custom, Monaco, Monaco 500 18,408 104,428
Dart sedan, hardtop   191,323 113,742 99,649
Dart Demon coupe 27,017
  88,631 66,516 86,430 210,731 113,742 126,666

The long fade and sudden recovery: 1973-1979

The Dart Demon, renamed Sport for 1973-1976, was Dodge's adaption of the Duster coupe, developed by Plymouth on the Valiant platform to replace the Valiant 2 door sedan. The Demon/Sport was a smaller car than the Dart sedan/hardtop models. Model year production is estimated as per the preceeding note.

Charger SE

The significance of the 1975-1979 Charger SE/Magnum is not that it was the first Dodge “personal luxury coupe,” a market owned by Ford and GM for the previous five years, but that it was the first car to be completely sourced from Canada for the North American market. Chrysler may have missed the boat on “personal luxury coupes,” but they understood the efficiency of single-point assembly sourcing and put it to work before everyone else. Model year production is compiled from monthly totals and changeover dates, with reference to other information.

1973 1974 1975 1976 1977 1978 1979 total
Dart sedan, hardtop 55,439 57,622 18,811 536,586
Dart  Sport coupe 23,062 23,970 7,826 81,875
J  Charger SE coupe 42,410 46,513 42,602  
J  Charger SE, Magnum coupe   58,504
J  Magnum coupe   30,354 220,383
78,501 81,592 69,047 46,513 42,602 58,504 30,354  

1980-83: Final Miradas, Canadian Diplomats

The J-body Mirada was a trim, scaled-down replacement for the Charger SE/Magnum, which sold poorly despite a competitive design. Buyers of a mid-price-to-luxury coupe were probably influenced by Chrysler's financial situation. Model year production is compiled from monthly production and changeover dates.

The M-body Diplomat sedan had gone into U.S. production as a downsized luxury Dodge in 1977. Production was transferred to Canada during the 1981 model year, through 1983, then back to the U.S, for 1984-1989. It could be ordered in luxury trim, but many were sold as fleets — indeed, by 1983, most were fleets, with civilian buyers preferring the Chrysler version. Model year production is compiled from monthly totals and changeover dates.

1980 1981 1982 1983 total
J  Mirada  coupe 34,214 15,281 8,504 6,263 64,262
M Diplomat sedan 4,282 26,258 26,975 57,515
34,214 19,563 34,762 33,283

Minivans and Monacos: 1983 to 1992

The Voyager/Caravan minivans created a new vehicle category, a front-drive unibody van which drove like a passenger car, with abundant, flexible space for passengers and cargo. The first generation Caravan minivan (1984-1990) set a production record for a Canadian Dodge (since surpassed by the LX Charger/Magnum). Model year production is compiled from monthly totals and changeover dates.

1984 Caravan

When Chrysler acquied AMC in 1987, the acquisition included a Renault 30 adapted for North American markets, a new Canadian plant equipped to build it, and a Jeep-Eagle dealer network to sell it. Chrysler put it into production as the Eagle Premier, adding a Dodge Monaco when the Eagle failed to generate much interest. The Monaco was priced at the same level as the Dodge Dynasty, a more conventional choice by far (critics tended to prefer the Premier/Monaco, which was the ideological basis for the later Dodge Intrepid, but the PRV engine could be problematic). Model year production is from monthly totals and changeover dates.

The T Caravan minivans received major engineering revisions for their second cycle (1991-1995) to maintain their appeal against the vans being introduced by competitors. Model year production is from monthly totals and changeover dates.

  1984 1985 1986 1987 1988 1989 1990 1991 1992 total
T  Caravan (G1) 66,521 124,592 126,526 136,717 136,528 151,226 157,661 899,771
B  Monaco sedan 5,367 13,286 1,753 20,406
T  Caravan (G2)  130,792 167,750
66,521 124,592 126,526 136,717 136,528 151,226 163,028 144,078 189,503

Modern times: Dodge Canada 1993-2002

dodge intrepid early prototypeThe LH cars, including Intrepid, were a complete departure from the boxy front drive sedans that had sustained the company during the 1980s. They were low, wide and sleek, the first of a series of “cab forward” cars which made Chrysler a style leader, and profitable, during the 1990s. Because the Intrepid was sold as a Chrysler in Canada, model year production was compiled from monthly totals and changeover dates, and model year sales of the Chrysler Intrepid in Canada were subtracted from the totals. Chrysler Intrepid sales are recorded in the Chrysler table (coming soon). Thus, Intrepid entries are in intalics.

For the two cycles of minivans ending in 1995, standard wheelbase vans had been built in Canada, extended wheelbase versions in the U.S.. When the NS vans were introduced in 1996, Chrysler had equipped its plants in both countries to build both versions. The published data for 1996 through 2000 does not distinguish between standard and extended vans, so the table entries are estimates, based on monthly production and changeover dates for both versions combined. This total is apportioned using U.S. model year sales of each type, a different total than that of model year production, and thus the entries are italics.

1998 dodge intrepid

A second generation of the LH cars was built for 1998-2003. The structure was redesigned for greater strength, rigidity, and quietness; the suspension was new, as were base and optional engines. All second cycle LH cars were built in Canada. Even allowing for U.S. production of the first generation Intrepid, the second generation was more successful. Model year production is compiled from monthly totals and changeover dates, with reference to other information.

RS Caravan, Grand Caravan, 2001-2007: The RS was a thorough revision of the NS, influenced by conversations with owners and prospects (as the NS had been). It remained a versatile, competent, spacious package at a reasonable price. The Caravan had a 2.88 meter wheelbase, the Grand Caravan had a 3.03 meter wheelbase, both with three rows of seats in different configurations. Production was somewhat lower than the previous versions, reflecting a shift in consumer preferences toward utility vehicles and stiffer competition from Honda and, later, Toyota. As with the previous vans, Canadian model year production of both versions combined is compiled from monthly totals and changeover dates, then allocated on the basis of U.S. model year sales of each. Table entries are thus shown in italics.

1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 total
T  Caravan  minivan 168,648 179,454 174,426 821,070
LH Intrepid sedan 70,564 47,063 43,477 85,173 154,864 401,141
NS  Caravan minivan 80,148 90,443 86,148 94,945 98,814 450,488
NS  Grand Caravan 125,506 118,540 129,122 148,293 186,198 707,569
LH  Intrepid sedan 69,798 132,465 167,582 113,303 111,790
RS Caravan minivan 52,584 50,043
RS Grand Caravan 114,427 99,429
239,212 226,517 217,903 290,827 363,847 285,068 375,703 452,594 280,314 261,262

Large cars and minivans, 2003-2011

While Chrysler was already planning replacements for the Intrepid, Concorde, 300M, and LHS when Daimler took over in 1998, immediately after the takeover, existing plans were junked and the large-car team set out to adapt Mercedes’ large car architecture to Chrysler needs. The results were critically acclaimed, largely due to the new Hemi V8 engine, though some found the cheap interiors to be a come-down from the LH series, and the V6-powered cars suffered from added weight without added performance.

There was no immediate replacement for Dodge Intrepid; buyers wanting a large sedan (rather than the Magnum wagon) had to go to Chrysler, and Dodge large car sales plummeted until the Charger appeared in 2006. For two years, Charger easily beat Intrepid’s final-year sales, but the story afterwards was inconclusive.

Magnum itself was not especially popular, especially when compared with Intrepid or Charger. While the nameplate was dropped in 2008, the car itself continued to be made as the Chrysler 300 Touring for European export, wearing a Chrysler front fascia.

rear lights

The Challenger (LC body) was added in 2008, with highly attractive “retro” exterior styling and a drab interior; the car was a niche vehicle but garnered respectable sales for a modern large coupe. The car was reportedly a bridge model between the first generation LX series and the second generation.

Chrysler entered a controlled bankruptcy in 2009, and emerged owned by a pension-and-healthcare fund, the Canadian and American governments, and Fiat. This impacted heavily on sales, both due to temporarily closures and due to consumer reaction; aside from warranty concerns, many believed it was wrong for GM and Chrysler to have any government intervention and ownership, and turned away from the companies to Ford (which accepted $6 billion in subsidized, low-interest government loans, possibly avoiding bankruptcy that way) and imports.

  2003 2004 2005 2006 2007 2008 2009 2010 total
LH  Intrepid sedan 126,335 823,957
RS  Caravan  42,473 9,641 49,763 15,533 19,733 239,770
RS  Grand Caravan  71,744 21,708 142,452 89,621 68,868 608,829
LX  Magnum wagon   20,517 64,917 52,070 30,086 16,094 183,684
LX  Charger sedan   143,472 136,084 122,756 61,206 115,116 578,634
LC  Challenger 6,857 32,394 44,135
RT  Grand Caravan    114,069 87,423 223,314
240,552 51,866 257,132 300,696 254,771 259,776 181,023 382,565

Catching up to the present

eight-speed automatic

The Charger and Grand Caravan were both redesigned in the 2011 model year, cutting into 2011 production but rapidly increasing sales and, perhaps more important, average sale prices once the new models were out; large rebates were no longer needed to make the sale. Charger gained an eight-speed automatic with its V6, providing V8-type acceleration (0-60 in 6.6 seconds), with highway mileage of 31 mpg (US measure), along with a vastly upgraded interior and new electronics. The suspension tuning was changed for a lighter feel, with different mounting points. Grand Caravan gained a standard six-speed automatic and powerful V6, along with a complete interior redesign.

2011 2012 2013 2014 total
LD  Charger sedan 53,197 92,752
LC  Challenger coupe 40,481 46,828
RT Grand Caravan van 103,773 179,452
197,451 319,032

In the future

Sources expect Chrysler to refresh the Charger and Challenger in calendar-year 2014; the Challenger refresh is expected to be far more extensive. Both are expected to standardize on the eight-speed automatic, and it is unknown whether Challenger will continue to have a manual transmission option. A new 6.2 liter supercharged V8 is expected to join the current engines. A completely new minivan is to debut in calendar year 2014 or 2015 (more likely 2015). Both lines should continue to be built in Canada.

Sources (not done yet)

  1. Auto Editors of Consumer Guide. Encyclopedia of American Cars. Publications International, 2006.
  2. Automotive News, weekly, various issues
  3. Automotive News Market Data Book.
  4. Grace Brigham. The Serial Number Book for U.S. Cars 1900-1975 Motorbooks International, 1979.
  5. Jerry Heasley. The production figure book for U.S. cars . Motorbook International, 1977.
  6. John T. Lenzke. Standard Catalog of Chrysler, 1914-2000. Kraus Publications, 2000.
  7. Thomas McPherson, The Dodge Story, Crestline/ Motorbooks International, 1992.
  8. Walter P. Chrysler Club. Walter P. Chrysler Club News. Various issues.
  9. Ward’s Automotive Yearbook.
  10. Articles on Dodge automobiles which appear on this site were used in the preparation of this table. Another source of information is Aaron Severson's automotive history site. Viper production data is from ViperHeadquarters.

Also see Chrysler and Dodge history by year.

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