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1963 Dodge Polara

The 1963 Dodge lineup included three compact models, three full-size models, and the luxurious 880 and Custom 880 Series. The compact line was comprised of the Dart 170, Dart 270, and top-of-the-range Dart GT. They rested on a 111-inch wheelbase and came equipped with six-cylinder engines. The full-size line was comprised of the entry-level 330 Series, the intermediate 440 Series, and the range-topping Polara. The wheelbase measured 119-inches (slightly shorter for the station wagons at 116-inches) and came with either six- or eight-cylinder power. The 880 and Custom 880 Series had a unique design and identity, with Chrysler body designs from the windshield back. They rested on a 122-inch wheelbase and were solely powered by eight-cylinder power.

The Dodge 330 Series was offered as a two- and four-door sedan, and a 6- and 9-passenger station wagon. The base engine was the overhead valve 225 Slant Six with a 225 cubic-inch displacement, solid valve lifters, a Holley one-barrel carburetor, and delivered 145 horsepower at 4,000 RPM. A three-speed manual transmission was standard on all full-size Dodges, with the three-speed TorqueFlite automatic transmission optional. Other optional equipment included an electric clock, power seats, power windows, power steering, power brakes, a four-speed manual transmission, windshield washer, and Music Master radio. Standard equipment included turn signals, sun visors, electric windshield wipers, a PCV system, and a power tailgate window on the nine-passenger station wagon.

The Dodge 330 was first introduced in 1962 and produced through1964, although the name lived on another year in Canada. The B-body styling continued into 1963 with minor updates, perhaps the biggest being a three-inch longer wheelbase. In the front was a full-width grille with a vertical theme and convex styling incorporating inboard headlights. Along the body side was a nearly horizontal feature line that angled back from the front fenders, to the rear of the car. In the back were rectangular taillights and recessed license plate in the escutcheon panel. Chrome trim was used around the windshield and rear window moldings.

Along with the body styles offered on the 330, the 440 Series included a hardtop coupe. Standard equipment included front foam cushions and carpeting.

The Polara was the top trim level Dodge, available as a sedan, hardtop coupe, hardtop sedan, and convertible. The sedan was approximately $300 more than the 330 Series and approximately $150 more than the 440 Series. It added back-up lights, additional exterior moldings, a power top on the convertible, and custom interior and upholstery trim.

Following lagging sales of the shorter wheelbase 1961 and 1962 models, the Polara was redesigned for 1963 on a longer wheelbase for a more full-size look.

Above the Polara was a high-performance version called the Polara 500, equipped with a 383 cubic-inch V8 with 265 horsepower. Along with the engine upgrade, the list of standard equipment included bucket seats, rear foam cushions, a deluxe steering wheel, special wheel covers, and a padded instrument panel. Body styles included a hardtop coupe priced at $2,965 and a convertible at $3,200.

The majority of the 39,800 Polara models built-in 1963 were equipped with eight-cylinder engines, with approximately 2,200 fitted with sixes. Around 7,300 were Polara 500s and all came with eight-cylinder power.

The V-8 engine lineup ranged from the polyspherical-head 318 V-8 up to the engine which Dodge was using with great success out on the race track, the 400-plus-horsepower 426-cubic-inch Max Wedge. The 318 CID V8 produced 230 horsepower, the 361 CID V8 delivered 265 hp and the 383 CID with 330 horsepower at 4,500 RPM. The overhead valve 413 CID V8 had a cast-iron block, hydraulic valve lifters, five main bearings, and delivered between 340 and 390 horsepower depending on the configuration.

The 'Max Wedge' 426 cubic-inch V-8 was the top performance option (the official name was Maximum Performance Package) intended for all-out racing, delivering 415 horsepower at 5,800 RPM. It had two Carter four-barrel carburetors, solid valve lifters, five main bearings, and 11.0:1 compression. With 13.5:1 compression, horsepower rose to 425 horsepower. Selecting this engine included a pair of Carter 3447S AFB 4-barrel carburetors on an aluminum cross-ram intake manifold and a pair of full-flowing 3-inch exhaust manifolds. Max Wedges did very well in NHRA competition, especially in 1963, when the so-called Stage II version, bored out to 426 cubic inches, was debuted. They did well in the Super Stock classes, as well as in NASCAR. Many were installed in cars fitted with the lightweight front end sheet metal of the Aluminum Package, but it was possible to order a Max Wedge in more upscale street models, including the two-door hardtop Polara.

by Dan Vaughan

Hardtop Coupe

A 426 Dual-Quad Max Wedge powers this originally special ordered competition automobile. The 426 Max Wedge with automatic transmission took top honors at the 1963 National Hot Rod Association (NHRA) in both the S/SA and Tip Stock Eliminator classes. It was the first production stock car to post a sub 12 second NHRA run and is still one of the fastest production cars ever produced in Detroit.

Special features include 426 Dual Quad Max Wedge components, competition exhaust with cutouts, a trunk mounted battery, manual choke, manual steering, manual brakes, radio/heater/spare tire delete, aluminum alloy cross-ram intake manifold, Max Wedge cast-iron exhaust headers and a race modified Torque - Flite and a 3.91 Sure-Grip positraction rear axle. The owner says it's a bear to drive on the street but a real hoot!

500 Convertible

The 426 Ramcharger - King of the Drag Strips in '63

In mid-1962, the bucket-seat Dodge Polara 500 Sport Series was introduced. Top engine option was a 413 cubic-inch, 410 horsepower Ramcharger V8.

For 1963, NASCAR and the NHRA announced an engine-displacement increase to 427 cubic-inches for Super Stock cars competing in acceleration and speed-trial competition. To stay fully competitive, Dodge replaced the year-old 413 with an Ultra High Performance Ramcharger 426. This 426 featured dual four-barrel carburetors and a high overlap cam. Horsepower was 426 at 5600 rpm. With the additional High Compression package, the compression ratio was a sky-high 13.5:1. It was not recommended for everyday street driving.

The Ramcharger Dodge was the king of the drag strips in 1963, rewriting many NHRA track records. For 1963, just 28 Polara 500 convertibles had the Ramcharger option, but only seven (including the car shown) had the High Compression package. In 1964, four more Ramcharger convertibles were built, but none had the High Compression package.

The name Polara first appeared in 1960 on Dodge's full-size vehicle line, and the name would continue to adorned Dodge vehicles in various forms until 1973.

When introduced, the Dodge Polara's design was similar to vehicles of the prior years, continuing the 'Forward Look' design of Virgil Exner. In the front was a small grille accompanied by a large front bumper. In the rear were taillights termed 'jet pods'. The lights were larger than what they needed to be with part of their purpose to aid in the futuristic look of the vehicle. Tail fins were part of the ensemble. There were to tail lights with the lower light built into the rear bumper. Chrome and trim were used extensively on the vehicle's exterior. On the interior, the vehicle was adorned in plush fabrics, appropriate since this was Dodge's near top-of-the-line vehicle.

The jet influenced tail lights, futuristic-looking tail-fins, extensive use of chrome, and 'Forward Look' design of the Dodge Polara was not enough to stimulate sales in 1960. The Matador was partly responsible for the slow sales so, in the following year, the Matador was no longer offered for sale. The Polara was given styling updates and various changes but this did little to increase sales as many consumers were more interested in the conventional style, mid-sized Dodge Dart.

A few of the changes that occurred on the Dodge Polara in 1961 were enlarging the car's tail fins and reversing their direction, meaning they grew larger as they crept towards the rear window. In the front, the larger bumper treatments were replaced in favor of a more simple design. The concave grille from the Dodge Dart could now be found on the Dodge Polara. The result of the work of Exner's styling department was a unique design and something that was different from anything else on American roads at the time. Unfortunately, the American public did not favor the design and sales were dismal, with only 14,032 units produced. This was one of the lowest figures for the Dodge Marque since the early 1910's.

The change was obviously needed. For 1962 the Polara was moved to a smaller platform, now just 116 inches. The change had come as a last-minute decision in an effort to mirror the moves Chevrolet was making with their designs. Chevrolet was downsizing all of their products. Dodge designers were forced to revise their designs to more compact configurations. When Chevrolet rolled out their new products in 1962, the Chrysler Corporation was surprised to see that what was thought to be a down-size of all their products was merely the inclusion of smaller products to their mid and full-size line-up. Chevrolet had their full-size Biscayne, Bel Air, and Impala. The Chevy II was now their compact vehicle. As a result, Dodge and Chrysler offered smaller cars than their competitors in 1962. The public and press were not impressed with the new designs, finding them awkward. Sales remained low.

The Dodge Polara 500 was introduced in 1962 as a two-door hardtop coupe. A few months later a convertible and four-door hardtop version was added.

It took a few years to recover but by 1965 the Dodge Polara was again sitting atop of a full-size platform and offered in a variety of body styles including sedans, hardtops, station wagons, and more. From 1965 through 1968 the vehicle was given yearly updates to its square-edged styling design. The square design of the Polara was a major departure from the rounded design of just a few years prior. In the front were dual headlights on each side of the vehicle. The dual headlight design was integrated into the grill and positioned above the chrome bumper.

Revisions to the interior occurred in 1966 with the inclusion of a telescopic and tilt steering wheel and four-passenger seat belts. Front shoulder belts were offered as optional equipment. The automatic transmission was given a reverse lockout button. The door handles were moved to the front edge of the armrests in an effort to improve safety.

The top-of-the-line Polara was the Monaco two-door hardtop in 1965 and the following year it became its own model. When it became its own model it was offered in a variety of body styles. The Monaco of 1966 was very similar to the Polara. The rear tail-lights gave the greatest clue to the vehicle's differences. The Monaco had full-length tail lights that extended the entire length of the trunk area. The Polara's taillights were much smaller.

In 1966 both the Monaco and the Polar grew by six inches. Disc brakes were available on all full-size Dodge vehicles. Station wagons were given disc brakes as standard equipment.

In 1969 the Chrysler line-up received updating with the designs becoming more round. This was called the 'Fuselage Look.' There were few changes for the Polara from 1969 until its demise in 1973.

The name 'Polara' resurfaced in 1977 in Brazil where it was used on re-badged versions of Chrysler Avenger. Production continued in this region until 1981.

by Dan Vaughan