Dodge Polara 500

The Dodge Polara is an automobile introduced in the United States for the 1960 model year as Dodge's top-of-the-line full-size car. After the introduction of the Dodge Custom 880 in 1962, the Polara nameplate designated a step below the full-sized best trimmed Dodge model; the Polara that year had been downsized to what was in effect intermediate, or mid-size status. In its various forms, the Polara name was used by Dodge until 1973, when its position in Dodge's line-up was replaced by the Dodge Monaco.

The name Polara is a reference to the Polaris star, in a marketing attempt to appeal to the excitement surrounding the Space Race during the early 1960s.

First generation

The 1960 Polara and other full-sized Dodges featured styling cues carried over from 1959 models, itself an evolution of Virgil Exner's "Forward Look" cars introduced in 1957. The 1960 model year also marked the first year that all Chrysler models, except for the Imperial, used unibody construction.

The top-of-the line Polara and Dodge Matador continued to use the wheelbase of their predecessors, while a new line-up of still full-sized Dodge Darts rode on a shorter wheelbase. The Polara was available as a two-door convertible, two-door hardtop, four-door hardtop sedan, four-door hardtop station wagon, and conventional (pillared) four-door sedan.

The 1960 full-sized Dodges continued with the make's styling hallmarks of stacked "jet pod" tail lights. However, the size of the lights was greatly increased compared to the previous year's lamps, with the lower lights set into the rear bumper. The design also incorporated Dodge's trademark shortened tail fins, which, on the Polara, included small vertical tail light lenses placed on the vertical surface at the back of the fin. The shortened fin tended to visually exaggerate the length of the "jet pods" that housed the taillights.

The fins on Darts were shorter both in length and height because unlike the full-sized Dodge's, the Polara and Matador, the Darts were based on the Plymouth and utilized much of the Plymouth's sheet metal forms as well as the rear doors from the Plymouth version. The Plymouth rear door did not include any part of the rear fin, whereas on the full-sized Dodges the fin actually started on the rear door (on the 4-doors) and continued to the back of the car. This allowed the fin to start sooner, on the door, and end sooner, relative to the tip of the round tail light and still appear as long or longer than on the Dart. The front end featured a small grille consisting of eight stacks of anodized aluminum rectangles nested in a massive chrome front bumper assembly. As the top model in the line-up, the Polara featured better interior fabrics and trim treatments. The Polaras also received more exterior trim that included chrome stone guards aft of the rear wheel housings, a full-length chrome spear, and a wide chrome base to the chrome spear atop the headlight housings.

For 1961, Dodge dropped the Matador, leaving the Polara as the sole "senior" Dodge model. Darts on the shorter wheelbase continued. For 1961, Exner's styling department reversed the car's fins, making them taller as they flowed toward the rear window. As the fins sloped towards the rear of the car, they cut slightly towards the center (to allow the single tail light housing on each side) of the rear of the vehicle, wrapping downward and then back along the side fender to form a C-shaped line accentuated in chrome. The overall effect made the rear of the car seem to "pucker" from the angles the design created. The massive front bumper treatments that had been a Dodge hallmark since 1957 were replaced with a simple bar design, above which was a massive concave grille shared with the Dodge Dart.

The 1961 styling overhaul of the Dodge line-up was different from anything else on the US market at that time (save the 1961 Plymouth, and consumers turned away from the 1961 restyle. Sales of full-size Dodges plunged to their lowest levels since the firm's founding in 1914, with only 14,032 units produced in the United States. For the second straight year, the make was carried by the Dart which saw sales of 142,000 units for the year. Total Dodge sales for 1961 were down 53% compared to 1960, dropping the make from sixth in the American market to ninth place.

The bodyshells which were used for the 1961 Polaras were then reused the following year by the sedan and convertible models of the 1962 Chryslers. These 1962 Chryslers were created by mating the front ends of updated 1961 Chryslers to the corresponding (and now de-finned) 1961 Polara bodies. The 1962 Chrysler station wagons were created similarly, except the body of a full-sized 1961 Plymouth four-door wagon was used instead.

File:Mopar National img 0005 (35014322981).jpg, 1961 Dodge Polara 4-door sedan

1962–1964

All Dodge models were redesigned with smaller, lighter, sculpted bodies on wheelbases for 1962. This was the first Chrysler B-Body. This move came after Chrysler's president overheard and misunderstood Chevrolet chief Ed Cole to have said Chevrolet's largest cars would be downsized for 1962. Chrysler designers were forced to take the planned 1962 Dodge full-size line and shorten the design to fit a more compact wheelbase in a last-minute effort to compete with what was supposed to be a smaller new Chevrolet. However, GM was developing a new mid-sized automobile that would become the a 1964 Chevelle, but continued to offer its line of traditional full-size cars for 1962. As a result, Dodge and Plymouth were marketing smaller cars that the public and motoring press found stylistically awkward.

The new Dodge models were sized closer to Ford's new intermediate Fairlane than to Ford's or GM's new "A-body" models. As a result, development was accelerated for a new full-size car, using the front end from the 1961 Dodge Polara and the body from the 1962 Chrysler Newport. This new full-size model became the '' Custom 880'' and was Dodge's top-of-the-line model when it was introduced on January 21, 1962. In 1963, a lower specification version was offered, the ''Dodge 880''.

Among the B-Bodied 1962 Dodges was a bucket-seated sporty model called the ''Polara 500''. It was available as a two-door hardtop and a convertible, and a four-door hardtop was added in December. Standard equipment included a 305-horsepower V8 with four-barrel carburetion and dual exhaust. Positioned beneath the Polara 500 in descending order were the Dart 440 and the Dart 330. For 1962 there was no model named simply "Polara". These models were marketed in Canada as the ''Dodge 440'' and ''Dodge 330'', and a Canada-only base model ''Dodge 220'' was offered as well.

The Dodges were available with optional V8 engines of up to . These mid-sized Dodges (and similar models from Plymouth) competed successfully as stock cars in NASCAR races, and in stock-automatic classes in drag racing, where their smaller size and lighter weight gave them an advantage over the larger cars from Ford and General Motors.

The basic body of the 1962 model continued until 1964, revised and lengthened by the new Chrysler vice president of styling Elwood Engel. The Polara range eventually included a four-door sedan. For 1963 and 1964, the Polara 500 was available only as a convertible or hardtop coupé.

For the 1963 model year, the wheelbase was increased to and the car received new sheet metal. The Dart name was reassigned to Dodge's line of compact cars that had previously been known as the Dodge Lancer. Positioned below the Polara were the plain 440 and 330. The 1964 models received a revised front end and new tail lamps to distinguish them from the 1963 cars. The rear-end treatment took its inspiration from the Chevrolet Impala, the Polara models now featuring six small, square-shaped taillights (three on each side) surrounded by an attractive bright trim panel. Lesser mid-size Dodges featured only four taillights (two on each side) and lacked the bright trim panel. A new "C" pillar for the hardtop coupes, combined with the more attractive front and rear-end styling, made the 1964s look totally new (and longer, lower, and wider as well), resulting in a significant increase in sales over 1963.

The Polara 500 continued as Dodge's sporty mid-size model, competing with the full-size Ford Galaxie 500/XL and Chevrolet's Impala Super Sport, featuring an engine-turned anodized aluminum trim strip along the car's flanks as well as bucket seats and deluxe vinyl upholstery.

File:1962 Dodge Polara 500 Convertible.JPG, 1962 Dodge Polara 500 convertible
File:Dodge Polara dutch licence registration AL-19-06 pic6.JPG, 1963 Polara convertible
File:Dodge Polara dutch licence registration AL-19-06 pic1.JPG, 1963 Polara convertible
File:Goodwood Breakfast Club - Dodge Polara with a Max Wedge engine - Flickr - exfordy.jpg, 1963 Dodge Polara with Max Wedge engine option
File:DSC 5583 (10473988146).jpg, 1963 Dodge Polara 4-door wagon
File:Dodge Polara.JPG, 1964 Dodge Polara 4-door sedan
File:1964 Dodge Polara 500 conv interior.jpg, 1964 Dodge Polara 500 convertible

1965–1968

For the 1965, Chrysler moved the Polara back to the full-sized Chrysler C platform that was shared with Chrysler and Plymouth models. Once again offered in a full range of bodies (sedans, hardtops, station wagons, etc.), the Polara, in effect, replaced the 880 and remained a step below the Custom 880, and the new Monaco hardtop coupe was now Dodge's top model. The previous mid-sized Dodges that were sold under the names Polara 500, Polara, 440, and 330 continued in production under the name Dodge Coronet, their wheelbase shrinking to . These Polaras were criticized for low fuel economy, with owners of cars achieving an average of .

In the 1966 model year, the Monaco would replace the Custom 880 as the mid-level model while a new Monaco 500 would replace the previous 1965 Monaco. 1967 models received a facelift and the hardtop coupe adopted a semi-fastback roof style with a reverse-slant rear quarter window. The 1967 models included a new U.S. government-required safety package that featured an energy-absorbing steering column and safety steering wheel, blunt dashboard controls, more interior padding, and a dual-circuit brake master cylinder. The 1968 model years added outboard front shoulder belts and side marker lights in addition to the 1967 safety equipment.

One constant of the 1965 to 1968 models was taut, square-edged styling that was updated each year. From 1965 to 1970, the Polara would be the only full-sized Dodge available in the U.S. as a convertible.

File:1965 Dodge Polara white convertible md-f.jpg, 1965 Polara convertible
File:1965 Dodge Polara white convertible md-r.jpg, 1965 Polara convertible
File:DodgePolaraMagazine34-crop.jpg, 1966 Dodge Polara 500 2-door hardtop (with non-standard lettered tyres)
File:Dodge Polara Coupe (Gibeau Orange Julep).jpg, 1967 Polara coupe with non-OEM hood scoops
File:1968 Dodge Polara photo-1.JPG, 1968 Polara coupe
File:1968 Dodge Polara 500.jpg, 1968 Polara convertible

1969–1973

The new 1969 Polara wore a broad-shouldered streamlined design, called the "fuselage design", which would continue for five model years. New safety requirements included front seat head restraints.

For 1969, the Polara 500 was reintroduced as a mid-level series between the standard Polara and top-of-the-line Monaco. The Polara 500 was available as either a convertible or hardtop coupe. Available powerplants included 318, 383, and 440 cubic-inch V8 engines, along with a 225 cubic-inch slant-6 engine. The 1969 Dodge Polara models offered the "Super-Lite" option, which placed a quartz auxiliary "turnpike beam" headlamp in the driver side grille.

The 1969 CHP Polara held the record on the Chrysler test track in Chelsea, MI, until 1994 for the highest top speed achieved by a factory-built 4-door sedan - until the record was broken by a 1994 Chevrolet Caprice with an LT1 engine.

In 1970, the Polara received new front and rear styling that included a bumper that wrapped around the grille and headlights. The Polara 500 was replaced by the Polara Custom in hardtop coupe, 4-door hardtop sedan, and conventional 4-door sedan body styles. There was also a stripped-down Polara Special available as either a 4-door sedan or station wagon. 1970 was the last year that the Polara would be available in a convertible body style (with a scant 842 produced, making it extremely rare today), and Dodge would never again offer a full-sized convertible. The early 1970 production featured a "medallion" rear bumper. This bumper was pictured in all of the sales literature, but was discontinued after late August or early September 1969 production and replaced with a plain bumper lacking the center Fratzog medallion. Dodge also discontinued the Super-Lite option at the end of the 1970 model year because of lack of consumer interest and challenges to its legality in some states. The 1970s also received a new locking steering column which locked the steering wheel and column shift lever when the ignition key was removed.

The Polara Special was discontinued for 1971 with a new sub-series was the Polara Brougham positioned above the Polara Custom, but below the Monaco. The Polara Brougham was available only as a hardtop coupe or 4-door hardtop sedan. The 360 V8 was also introduced for 1971.

The 1972 model year featured a facelift with new sheet metal and the discontinuation of the Polara Brougham model. The 1973 models received new front-end styling (which resembled the big 1970 Chevrolet), without the previous wrap-around front bumper.

Sales of the Polara were declining. Having been eclipsed by the Monaco, Dodge discontinued the Polara after 1973. The energy crisis in the fall of 1973, spurred on by the Arab/OPEC oil embargo, resulted in a drop in sales of all full-size American automobiles that did not provide good fuel economy. The redesigned 1974 Monaco replaced the Polara.

File:1969 Dodge Polara 500 Convertible, front left (Hershey 2019).jpg, 1969 Polara 500 convertible
File:Mopar Nationals 2014, Herten (36495491573).jpg, 1969 Dodge Polara sedan
File:1970 Dodge Polara Convertible (29003638944).jpg, 1970 Polara convertible
File:'71 Dodge Polara Coupe (Auto classique Bellepros Vaudreuil-Dorion '11).JPG, 1971 Polara 2-door hardtop
File:1971 Dodge Polara Station Wagon 1ff.jpg, 1971 Polara Custom station wagon
File:Dodge Polara Special (Orange Julep '10).jpg, 1972 Polara 4-door sedan

In Argentina

In Argentina, the name Polara was used to refer to a series of vehicles developed on the basis of the North American 1967-1969 Dodge Dart. These cars were manufactured between 1968 and 1980 by the subsidiary Chrysler-Fevre Argentina S.A. in sedan and coupe versions.

While the Argentinian Polara was badged as a Dodge, it was marketed alongside the Argentinian variant of the Plymouth Valiant (derived from the US Plymouth Valiant, the first and second-generation Australian Chrysler Valiant, and third and fourth generation US Dodge Dart). The sedan variant of this line was mainly composed of two models based on the same body, with the basic model sold as the Polara and the deluxe version as the ''Coronado''. The coupe variant's models were also based on the same body, with the basic model known as the ''Dodge Polara coupe'', the sports version as the ''Dodge Polara R/T'', all these models featured the slant-six engine, and the deluxe high-performance version was the '' Dodge GTX''. This last model came equipped with a V8, considered the most powerful engine ever produced in Argentina. Other models in the production line were the Dodge Valiant, Polara GT, and the Polara diesel, all 4-door sedans.Chrysler Argentina S.A., Dodge Coronado and Polara specifications
(in Spanish) – accessed January 3, 2012

The Dodge Polara line of cars was designed exclusively for the Argentinian market. The interior, especially the dashboard, is similar to that of the early 1970s Dodge Dart–Plymouth Valiant cars. The coupes were not available in large numbers, but are collected by enthusiasts. They were hard to sell as gas consumption is high compared to the 4- and 6-cylinder cars the Argentinian consumer is used to. Several restyling jobs of the whole line with new front and rear ends were carried out within its lifetime.

An automobile magazine, ''Corsa'', road-tested a Polara GTX coupé with a V8 rated at at 4,400 rpm, at 2,600 rpm and 8.5:1 compression ratio. It reached a top speed of 189 km/h (117 mph), and reached 0–100 km/h (0–62 mph) in 10.2 seconds.
Chrysler in South America (1962–1982) – accessed December 3, 2008

There was also a version of this model, built from 1971 to 1978 exported to Spain as a CKD in cooperation with the Barreiros company known as the Dodge 3700.Dodge 3700 GT, Piel de toro.net
(in Spanish) – accessed January 3, 2012

''Dodge Polara GTX''→ Technical data (in Spanish)

In Brazil

In Brazil, the Polara nameplate was revived in 1977 for a version of the Chrysler Avenger. They were sold until 1981.

There was also a version of this model in sedan and station wagon built in the 1970s in Argentina of the same car known as the ''Dodge 1500'' until Volkswagen took over Chrysler Fevre Argentina SAIC, including the tooling for the car, in 1980. From then until 1988 the car was sold in Argentina as the Volkswagen 1500 (not to be confused with the Type 3, also sold as the Volkswagen 1500 in most markets, including a similar version with 1600 engine in Brazil).

In Canada

Chrysler of Canada marketed the Polara as its full-size model starting with the 1964 model year, and all Canadian Polaras were based on the U.S. full-size Dodge platforms. For 1964 the Polara was the top-of-the-line big Dodge. 1965 and 1966 saw the Polara 880 and Polara 440 and for 1966 Dodge added a new base series called simply, Polara. From 1967 to 1969, the Polara line included a deluxe Polara 500 and base Polara. (Starting in 1965 Dodge of Canada also offered the top-of-the-line Monaco, similar to the U.S. market Monaco). Starting in 1970, model names were the same as their U.S. counterparts.

References

{{Turismo Carretera

Polara
Full-size vehicles
Cars introduced in 1960
1970s cars
Convertibles
Coupés
Sedans
Station wagons
Rear-wheel-drive vehicles
Muscle cars