Editing Dodge (section)

==History==
===Founding and early years===
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[[Horace Elgin Dodge|Horace]] and [[John Francis Dodge|John Dodge]] founded the ''Dodge Brothers Company'' in Detroit in 1900, and quickly found work manufacturing precision engine and [[chassis]] components for the city's growing number of automobile firms. Chief among them were the established [[Oldsmobile#Early history|Olds Motor Vehicle Company]] and the new [[Ford Motor Company]]. Henry Ford selected the Dodge brothers to supply a wide range of components for his original [[Ford Model A (1903–04)|Model A (1903–04)]] comprising the entire chassis: Ford needed to add only the body and wheels to finish the cars.<ref>{{cite book |last=DeLorenzo |first=Matt |title=Dodge 100 Years |date=2014 |publisher=Motorbooks |isbn=9781627880848 |pages=8–9 |url= https://books.google.com/books?id=Zm91AwAAQBAJ&pg=PA8 |access-date=November 11, 2018}}</ref> Henry offered the Dodge brothers a 10% share in his new company in return for $10,000 worth of goods (${{formatnum:{{Inflation|US|10000|1900}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}). In 1902, the brothers won a contract to produce transmissions for [[Ransom E. Olds]]' company, [[Oldsmobile]] upon which they built a solid reputation for quality and service. They rejected a second contract from Oldsmobile in 1903, to retool their plant to manufacture engines for the [[Ford Motor Company]], which would be in debt to the brothers.

The first machine shop where the brothers worked as parts suppliers for Olds and Ford was located at the Boydell Building on Beaubien Street at Lafayette. This location was replaced by a larger facility at Hastings Street and Monroe Avenue, which is now a parking garage for the [[Hollywood Casino at Greektown|Hollywood Casino]] (Hastings Street at this location has been renamed Chrysler Service Drive).<ref>{{cite web|url= http://www.dodgemotorcar.com/history/early_history.php |title=Locations of earlier Dodge Brothers workshops |website=Dodgemotorcar.com |access-date=January 12, 2018}}</ref> By 1910 the [[Dodge Main]] factory was built in Hamtramck, where it remained until 1979.

[[File:1915-dodge-archives.jpg|right|thumb|1915 Model 30-35 touring car]]
[[File:Royal baking trucks.jpg|thumb|Dodge Brothers delivery trucks, [[Salt Lake City]], 1920]]
[[File:Light-repair-truck-FAJ19200910.jpg|thumb|[[M1918 light repair truck]] [[G-numbers|G10]], likely U.S. Army (Field Artillery Journal Sep-Oct 1920)]]

The Dodge Brothers Motor Company was established in 1913 and by 1914, John and Horace designed and introduced the first car of their own – the four-cylinder [[Dodge 30-35|Dodge Model 30-35]] touring car.<ref>{{cite web |title=This day in history: January 14: Dodge co-founder dies |url= https://www.history.com/this-day-in-history/dodge-co-founder-dies |work=History |publisher=A&E Television Networks |date=August 21, 2018 |access-date=November 11, 2018}}</ref> Marketed as a slightly more upscale competitor to the ubiquitous [[Ford Model T]], it pioneered or made standard many features later taken for granted, such as all-steel bodies. The vast majority of cars worldwide still used wood-framing under steel panels,<ref group=nb>though Stoneleigh and [[Birmingham Small Arms Company|BSA]] used steel bodies as early as 1911.</ref><ref name = wise552>{{cite book|editor-first=Tom |editor-last=Northey |last=Wise |first=David Burgess |chapter=Dodge |title=The World of Automobiles: An Illustrated Encyclopedia of the Motor Car |publisher=Purnell Reference Books |year=1977 |volume=5 |page=552 |isbn= 978-0-8393-6009-4}}</ref> Other innovations were 12-volt electrical systems (6-volt systems would remain the norm until the 1950s), 35 horsepower<ref>{{cite web |url= http://www.oldcarbrochures.com/static/NA/Dodge/1920_Dodge_Brothers/1920_Dodge_Brothers_Brochure/1920%20Dodge%20Brothers-19.html |title=1920 Dodge Brothers Brochure |website=Oldcarbrochures.com |access-date=August 17, 2014}}</ref> engines versus the Model T's 20 horsepower, and sliding-gear [[transmission (mechanics)|transmission]] (the best-selling Model T retained an antiquated [[Epicyclic gearing|planetary]] design until its demise in 1927). John Dodge was quoted as saying, "Someday, people who own a Ford are going to want an automobile."<ref name=dodgebros3>{{cite web|title=The Dodge Brothers Saga: The Chrysler Canada Story, Chapter 3 |website=allpar.com |via="The Chrysler Canada Story" by James Mays, 2001 |date=November 16, 2020|url= https://www.allpar.com/threads/the-dodge-brothers-saga-the-chrysler-canada-story-chapter-3.229689/?post_id=1085223787&nested_view=1&sortby=oldest#post-1085223787 |access-date=May 7, 2024}}</ref> The company garnered a reputation for the highest quality truck, transmission, and motor parts supplied to other successful vehicles, and Dodge Brothers cars were ranked second in U.S. sales as early as 1916.

That same year, [[Henry Ford]] stopped paying stock dividends to finance the construction of his new [[Ford River Rouge Complex|River Rouge complex]], and the Dodges filed a [[Dodge v. Ford Motor Company|suit]] to protect their annual dividends of approximately one million dollars,<ref>Wise, p. 551.</ref> leading Ford to buy out his shareholders. The Dodges were paid some US$25&nbsp;million.(${{formatnum:{{Inflation|US|25000000|1916}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}})<ref name = wise552/> They had already earned $9,871,500 (${{formatnum:{{Inflation|US|9871500|1916}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) in dividends making a total return of $34,871,500 (${{formatnum:{{Inflation|US|34871500|1916}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) on their original $10,000 (${{formatnum:{{Inflation|US|10000|1916}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) investment. The Ford contract set them up for life, but they never got to spend it.

Also in 1916, the Dodge Brothers vehicles won acclaim for their durability in military service. First with the U.S. Army's [[Pancho Villa Expedition]], during the 1910s [[Border War (1910–19)|U.S. Mexico Border War]]—the U.S. military's first operation to use truck convoys.<ref>{{cite book|title=The Mexican Revolution 1910–20 |first1=Philip |last1=Jowett |first2=Alejandro |last2=de Quesada |date=February 28, 2006 |publisher=Osprey |page=25 |isbn=978-1-84176-989-9}}</ref> General [[John J. Pershing|"Blackjack" Pershing]] procured a fleet of 150 to 250 Dodge Brothers vehicles for the [[Mexico]] campaign.<ref name=Dodge100/><ref>{{cite web|url= http://www.trucktrend.com/news/0708dp-1916-to-1975-dodge-diesel-engines/ |title=1916 To 1975 Dodge Diesel Engines - Diesel Power Magazine|date=July 31, 2007|website=Truck Trend |access-date=May 30, 2019}}</ref> Touring cars were used as staff and reconnaissance vehicles. Pershing himself used a Dodge touring car to keep abreast of army columns and control their movements.

During an incident in May, the [[6th Infantry Regiment (United States)|6th Infantry]] reported a sighting of [[Julio Cárdenas]], one of Villa's most trusted subordinates. Lt. [[George S. Patton]] led ten soldiers and two civilian guides in three Dodge Model 30 touring cars to conduct America's first motorized military raid at a ranch house in San Miguelito, [[Sonora]]. During the ensuing firefight, the party killed three men, with one identified as Cárdenas. Patton's men tied the bodies to the hoods of the Dodges, returning to headquarters in [[Colonia Dublán|Dublán]] and an excited reception from US newspapermen.

Subsequently, some 12,800 Dodge cars and light trucks were used in [[World War I]]<ref name=4WWC51BG>{{cite web |url= http://www.fourwheeler.com/features/1612-1943-dodge-wc-51-weapons-carrier-power-and-glory-backward-glances/ |title=1943 Dodge {{nobr|WC-51}} Weapons Carrier, Power & Glory: Backward Glances |last=Allen |first=Jim |date=7 December 2016 |website=FourWheeler.com |access-date=2018-02-24 |author-link=Jim Allen (4x4 writer)}}</ref>—over 8,000 touring cars, as well as 2,600 commercial vehicles, such as screen-side trucks and panel vans—serving primarily as ambulances and repair trucks.<ref name=Dodge100>{{cite book |last=DeLorenzo |first=Matt |date=15 February 2014 |title=Dodge 100 Years |url= https://books.google.com/books?id=Zm91AwAAQBAJ&pg=PA55 |publisher=MotorBooks International |page=55 |isbn=9781627880848}}</ref>

Dodge remained the United States military's primary supplier of light-wheeled vehicles until the U.S. joined the [[Second World War]].<ref name=4WWC51BG />

===Dodge brothers death and sale to Chrysler===
[[File:Dodge Series 124 4-Door Sedan 1927.jpg|right|thumb|1927 Dodge Brothers Series 124 sedan]]
[[File:Street scene looking toward store front of Dodge Brothers Motor Cars-Graham Brothers Trucks LOC matpc.08816 (cropped).jpg|thumb|Store front of Dodge Brothers Motor Cars & [[Graham Brothers]] Trucks dealer, ca. 1920–1935]]

Dodge Brothers cars continued to rank second place in American sales in 1920. However, the same year John Dodge died of [[pneumonia]] in January.<ref>{{cite news |title=John P. Dodge Dies At Ritz-Carlton. Detroit Manufacturer Was Stricken With Pneumonia At Automobile Show. His Brother Recovering As Minority Stockholders Of Ford Company. They Won $60,000,000 Suit Against Henry Ford |url= https://www.nytimes.com/1920/01/15/archives/john-p-dodge-dies-at-ritzcarlton-detroit-manufacturer-was-stricken.html |quote=John F. Dodge, the Detroit automobile manufacturer, who had been ill for a week with pneumonia in his apartments at the Ritz-Carlton, failed to survive the crisis of the attack and died last night at half past 10 o'clock. For some time before the end, he was unconscious and unable to recognize his wife and daughters who were at his side. |newspaper=The New York Times |date=January 15, 1920 |access-date=August 17, 2014}}</ref> His brother Horace then died of [[cirrhosis]] in December of the same year (reportedly still grieved over the loss of his brother, to whom he was very close).<ref>{{cite news |title=Horace E. Dodge Dies in Florida. Detroit Automobile Manufacturer Succumbs Suddenly at Beach Home. Brother Died This Year. Sole Head of Industry Employing 18,000 Men Began His Career as Machinist With John F. Dodge |url= https://www.nytimes.com/1920/12/11/archives/horace-e-dodge-dies-in-florida-detroit-automobile-manufacturer.html |quote=Horace E. Dodge, millionaire automobile manufacturer, died here tonight at his Winter home. |newspaper=The New York Times |date=December 11, 1920 |access-date=August 17, 2014}}</ref> With the loss of both founders, the Dodge Brothers Company was left in the hands of their widows, [[Matilda Dodge Wilson]] and [[Anna Thompson Dodge]], who promoted long-time employee Frederick Haynes to the presidency. During this time, the Model 30 was evolved to become the Series 116 (retaining the same basic construction and engineering features). As the 1920s progressed, Dodge gradually lost its ranking from the third-best-selling automaker to seventh place in the U.S. market.

Dodge Brothers expanded its truck line and became a leading builder of light trucks. After expanding production capacity, Haynes signed a contract in 1921 for Dodge's large dealer network to exclusively market trucks with bodies built by [[Graham Brothers]] of Evansville, Indiana. The Graham truck line from then on used only Dodge-built chassis, from 1-ton to 3-ton capacity, and Dodge kept making light-duty trucks.<ref name="Dodge-my1934">{{cite web|url= https://forums.aaca.org/topic/210257-my-1934-dodge-4x4-15-ton/ |title=my 1934 Dodge 4x4 1.5 ton - Dodge Trucks |work=Antique Automobile Club of America - Discussion Forums |date=June 5, 2019 |access-date=December 5, 2019}}</ref>

Development was stagnating, and sales dropped Dodge Brothers to fifth place in the industry by 1925. That year, the Dodge Brothers company was sold by the widows to the investment group [[Dillon, Read & Co.]] for no less than US$146&nbsp;million which at the time was the largest cash transaction in history (${{formatnum:{{Inflation|US|146000000|1925}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}).<ref>{{cite web|url= https://usjunkyardsnearme.com/car-resources/dodge-history/ |title=Dodge History |website=usjunkyardsnearme.com |access-date=August 31, 2019}}</ref>

Dillon, Read & Co. offered non-voting stock on the market in the new Dodge Brothers firm, and along with the sale of bonds was able to raise $160&nbsp;million (${{formatnum:{{Inflation|US|160000000|1925}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}), reaping a $14&nbsp;million (net) profit (${{formatnum:{{Inflation|US|14000000|1925}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}). All voting stock was retained by Dillon, Read. Frederick Haynes remained as company head until E.G. Wilmer was named board chairman in November 1926. Wilmer was a banker with no auto experience and Haynes remained as president. Changes to the car, save for superficial things like [[Trim level (automotive)|trim level]]s and colors, remained minimal until 1927, when the new Senior six-cylinder line was introduced. The four-cylinder line was renamed the [[Dodge Fast Four|Fast Four]] line until it was dropped in favor of two lighter six-cylinder models (the Standard Six and Victory Six) for 1928.

On October 1, 1925, Dodge Brothers, Inc., acquired a 51% interest in [[Graham Brothers]], Inc., for $13&nbsp;million (${{formatnum:{{Inflation|US|13000000|1925}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) and the remaining 49% on May 1, 1926. Haynes purchased all of Graham's truck production, and in 1926, the Graham branch took charge of all of Dodge's truck manufacturing. Briefly – until the purchase by Chrysler – all trucks were Graham badged.<ref name="Dodge-my1934"/> A total of 60,000 trucks were built in 1927.<ref>{{cite magazine |url= https://books.google.com/books?id=ObM3AAAAMAAJ&pg=PA16 |magazine=Power Wagon |volume=XL |number=277 |date=January 1928 |page=28 |editor-first=Austin W. |editor-last=Stromberg |title=Graham Bros. Display 5 Sizes |via=Google Books |access-date=May 7, 2024}}</ref> The three Graham brothers, Robert, Joseph and Ray, assumed management positions in Dodge Brothers before departing early in 1927. The brothers established the [[Graham-Paige]] company to build a new line of Graham passenger cars.

Despite this, Dodge Brothers' sales had dropped to thirteenth place in the industry by 1927 selling the [[Dodge Fast Four]], and Dillon, Read began looking for someone to buy the company. Dodge was sold to the new Chrysler Corporation in 1928 in a stock transfer instead of cash for $170 million (${{formatnum:{{Inflation|US|170000000|1929}}}} in {{Inflation-year|US}} dollars{{inflation-fn|US}}) who had attempted to purchase Dodge two years earlier.<ref name="kimes1996">{{cite book|last=Kimes|first=Beverly|title=standard catalog of American Cars 1805–1942|pages=459–482|year=1996|publisher=Krause publications|isbn=0-87341-478-0}}</ref><ref>{{cite web |url=http://gearheads.org/the-dodge-motor-company/ |title=The Dodge Motor Company |date=May 21, 2012 |website=gearheads.org |access-date=August 17, 2014 |archive-date=July 22, 2014 |archive-url=https://web.archive.org/web/20140722160820/http://gearheads.org/the-dodge-motor-company/ |url-status=dead }}</ref> Chrysler successfully purchased Dodge to gain the [[Detroit/Hamtramck Assembly|Dodge Factory]] and dealership network to better compete in the low-priced car field against Ford and Chevrolet, and in one year Dodge progressed from thirteenth place in sales to seventh place by 1928.<ref name="kimes1996"/> On January 2, 1929, Chrysler announced that the Graham Badge was dropped, and Chrysler was now building Dodge Brothers trucks.<ref name="Dodge-my1934"/>

===Pre-war years===
[[File:1933 Dodge advert by Muray.jpg|thumb|Dodge aimed for the luxury market in this advertisement for the 1933 model Eight.]]
[[File:1940 Dodge RX70 Texaco Tanker (33992171930).jpg|thumb|1940 Dodge Airflow Texaco tanker truck]]
[[File: Dodge D11 Luxury Liner 4-Door Sedan 1939.jpg|thumb|Dodge D11 Luxury Liner 4-Door Sedan 1939]]

To fit better the Chrysler Corporation lineup, alongside low-priced [[Plymouth (automobile)|Plymouth]] and medium-priced [[DeSoto (automobile)|DeSoto]], Dodge's lineup for early 1930 was trimmed down to a core group of two lines and thirteen models (from three lines and nineteen models just over a year previous). Prices started just above DeSoto but were somewhat less than top-of-the-line [[Chrysler (division)|Chrysler]], in a small-scale recreation of [[General Motors Companion Make Program|General Motors' "step-up" marketing concept]]. (DeSoto and Dodge would swap places in the market for the 1933 model year, Dodge dropping down between Plymouth and DeSoto.) As Plymouth cars were sold at Chrysler dealerships, Dodge branded vehicles were sold as a lower-cost alternative to DeSoto.

For 1930, Dodge took another step up by adding a new eight-cylinder line to replace the existing Senior six-cylinder. This basic format of a dual line with Six and Eight models continued through 1933, and the cars were gradually streamlined and lengthened in step with prevailing trends of the day. The Dodge Eight was replaced by a larger Dodge DeLuxe Six for 1934, which was dropped for 1935. A long-[[wheelbase]] edition of the remaining Six was added for 1936 and would remain a part of the lineup for many years. To enhance production, in 1932 Chrysler built a factory in [[Los Angeles (Maywood) Assembly|Los Angeles, California]] where Chrysler, DeSoto, Dodge, and Plymouth vehicles were built until the factory closed in 1971.

The Dodge line, along with most of the corporation's output, was restyled in the so-called "Wind Stream" look for 1935. This was a mild form of [[streamliner|streamlining]], which saw sales jump remarkably over the previous year (even though Dodge as a whole still dropped to fifth place for the year after two years of holding down fourth). Dodge did not share the radical [[Airflow Chrysler|Airflow]] styling that was the cause of depressed sales of Chryslers and [[DeSoto (automobile)|DeSotos]] from 1934 until 1937, as a passenger sedan, but it was used on commercial trucks for a short time. Dodge (along with the rest of Chrysler) added safety features such as a smooth, flat dashboard with no protruding knobs, curved in-door handles, and padded front-seat backs for the benefit of the rear-seat occupants.<ref>{{cite web|url= http://www.oldcarbrochures.com/static/NA/Dodge/1940_Dodge/1940_Dodge_Brochure/1940%20Dodge-09-10.html |title=1940 Dodge Brochure |website=Oldcarbrochures.com |access-date=August 17, 2014}}</ref>

Another major restyle arrived for the 25th-anniversary 1939 models, which Dodge dubbed the Luxury Liner series. These were once again completely redesigned, with new bodies for 1940, again in 1941, and a refreshing for 1942. However, just after the 1942 models were introduced, Japan's [[attack on Pearl Harbor]] forced the shutdown of Dodge's passenger car [[assembly line]]s in favor of [[Military production during World War II|war production]] in February 1942. 1941 saw the introduction of Fluid Drive for Dodge cars, which eliminated stalling or bucking if the clutch was released too quickly. This feature put a fluid coupling in between the engine and the clutch, although the driver still had to shift gears manually.

===World War II===
Chrysler was prolific in its production of [[Materiel|war materiel]], especially from 1942 until 1945. Dodge in particular was well known to both average citizens and thankful soldiers for their tough military-spec light trucks and [[Dodge WC54|WC54]] ambulances. Dodge America – on paper under the [[Fargo Trucks]] name (in U.S. government contracts){{refn |group=nb| Within the Chrysler Corporation, the ''Fargo'' Division handled government contracts,<ref>{{cite book |ref=SRATAM4045|editor=Chief of Ordnance Office |editor2=Military Vehicle Preservation Association |title=Summary Report of Acceptances, Tank-Automotive Materiel, 1940-1945 (Revision) |location=Detroit |publisher=U.S. Army Service Forces, Office: Chief of Ordnance-Detroit, Production Division, Requirements and Progress Branch |publication-date=December 1945 |date=2010 |pages=19, 58, 64 }}</ref> but the trucks were all built by ''Dodge''.}} – built over 400,000 trucks for the war,<ref name=WW2industry>{{cite web|url= http://usautoindustryworldwartwo.com/Chrysler/dodge-trucks.htm|title=Dodge Trucks in WWII |website=usautoindustryworldwartwo.com|access-date=May 30, 2019}}</ref> in its nearly new (1938) [[Warren Truck Assembly|Warren truck plant]] at Mound Road, near Detroit, Michigan.<ref name=HydeArsenal>{{cite book |last=Hyde |first=Charles K. |year=2013 |title=Arsenal of Democracy: The American Automobile Industry in World {{nobr|War II}} |url= https://books.google.com/books?id=P-PCAgAAQBAJ&pg=PA152 |publisher=Wayne State University Press |pages=152–153 |isbn=9780814339527 |ref=HydeArsfn }}</ref><ref name=Doyle2011>{{cite book |last=Doyle |first=David |title=Standard Catalog of U.S. Military Vehicles |edition=Second |year=2011 |url= https://books.google.com/books?id=Ljdma-SYU0gC&pg=PA100 |location=Iola, Wisconsin |publisher=Krause Publications |page=100 |isbn=9781440225727 |ref=DoyleCatalog2 |access-date=August 9, 2018 |archive-url= https://web.archive.org/web/20180620024853/https://books.google.nl/books?id=Ljdma-SYU0gC&pg=PA100 |archive-date=June 20, 2018 |url-status=dead }}</ref> Starting with the quickly converted VC and VF-series of 1940, Dodge built mostly light 4x4, but also light-medium 6x6 [[Dodge WC series|WC-series trucks]], that evolved out of the VC-series. Smaller numbers of other models were built for China and Russia under [[Lend-Lease]].<ref name=WW2industry/> Additionally, Chrysler Canada was enlisted to crank out another 180,000 Dodge trucks for the British and the [[Commonwealth of Nations|Commonwealth]] militaries, over three-quarters of which were 3-ton trucks to be used in the [[Canadian Military Pattern truck|CMP role]].<ref name=Granatstein>{{cite report |last=Granatstein |first=Jack |author-link=Jack Granatstein |date=May 27, 2005 |title=Arming the Nation: Canada's Industrial War Effort 1939–1945 |url= http://www.ceocouncil.ca/wp-content/uploads/archives/Arming_the_Nation_A_Paper_Prepared_by_Dr_Granatstein_May_2005.pdf |archive-url= https://web.archive.org/web/20171213210304/http://www.ceocouncil.ca/wp-content/uploads/archives/Arming_the_Nation_A_Paper_Prepared_by_Dr_Granatstein_May_2005.pdf |archive-date=2017-12-13 |url-status=live |publisher=Canadian Council of Chief Executives |page=12 |access-date=2018-03-06 }}</ref>

Dodge readily built upon the reputation of the WC-series for itself, by carrying it over into civilian models after the war, beginning with the successful [[Dodge Power Wagon|Power Wagon]], introduced with minimal modification almost immediately after the war, in 1945, for the 1946 model year.

===Post-war years===
[[File:1946 Dodge D24C 4-Door Sedan 258.JPG|thumb|1946 [[Dodge Custom]] 4-door sedan]]
[[File:Dodge Coronet 1956.jpg|right|thumb|1956 [[Dodge Coronet]]]]
[[File:PikiWiki Israel 3691 BUS.JPG|thumb|1946 Dodge FK6 bus]]
[[File:Remains of Dalai Lama's Dodge car. Lhasa, 1993.jpg|thumb|Remains of [[Dalai Lama]]'s Dodge car. [[Lhasa]], 1993]]

Civilian production at Dodge was restarted by late 1945, in time for the 1946 [[model year]]. The "[[supply and demand|seller's market]]" of the early [[postwar]] years, brought on by the lack of any new cars throughout the war, meant that every automaker found it easy to sell vehicles regardless of any drawbacks they might have. Like almost every other automaker, Dodge sold lightly [[facelift (product)|facelifted]] revisions of its 1942 design through the 1948 season. As before, these were a single series of six-cylinder models with two trim levels (basic Deluxe or plusher Custom). From 1949 until 1954, Fluid Drive could be combined with "Gyro-Matic," a semi-automatic transmission that reduced (but did not eliminate) the need to shift gears.

Styling was not initially Dodge's strong point during this period, but began to change by 1953 under the direction of corporate design chief [[Virgil Exner]]. However, the deluxe Coronet series, introduced for 1949, offered extra luxury as the top-of-the-line. The Coronet Diplomat, Dodge's first pillarless hardtop coupe, was new for 1950, at least one year before Ford, Plymouth, and other popular car makes offered it. At the same time, Dodge also introduced its first V8 engine – the Red Ram Hemi, a smaller version of the original design of the famed [[Chrysler FirePower engine|Chrysler Hemi]]. The new 1953 bodies were smaller and based on the Plymouth. For 1954, sales dropped, and the stubby styling did not go over well with the public. 1954 also saw the introduction of the fully automatic PowerFlite transmission.

Chrysler borrowed $250 million ($2,518,310,099.13 in 2021 Dollars) from [[Prudential Financial|Prudential]] in 1954 to finance expansion, acquisition, and updating the outdated styling of their car lines that contributed to Chrysler's failure to benefit from the postwar boom as GM and Ford were.<ref>{{cite book|last=Genat |first=Robert |title=Mopar Muscle |publisher=MotorBooks International |isbn=9781610590839 |page=18 |url= https://books.google.com/books?id=yARkK-FHHO8C&q=1955+Prudential+chrysler+$250+million&pg=PA18 |year=2004 |access-date=January 12, 2018}}</ref><ref>{{cite book|last=Jefferys |first=Steve |title=Management and Managed: Fifty Years of Crisis at Chrysler |year=1986 |publisher=CUP Archive |isbn=9780521304412 |page=107 |url= https://books.google.com/books?id=iE49AAAAIAAJ&q=1955+Prudential+chrysler+$250+million&pg=PA107 |access-date=January 12, 2018}}</ref><ref>{{cite news |url= http://timesmachine.nytimes.com/timesmachine/1954/03/02/83747978.html?pageNumber=33 |newspaper=The New York Times |date=March 2, 1954 |title=Chrysler Borrows $250 Million For Growth on Note Due in 2054 |pages=33, 36}}</ref>

Exner led the development of the new corporate "[[Forward Look]]" styling of 1955, beginning a new era for Dodge. With steadily upgraded styling and ever-stronger engines every year through 1960, Dodge found a ready market for its products as America discovered the joys of freeway travel. This situation improved when Dodge introduced a new line of Dodges called the Dart to do battle against Ford, Chevrolet, and Plymouth. The result was that Dodge sales in the middle price class collapsed. Special and regional models were sold as well, including the LaFemme (a white and orchid-trimmed hardtop marketed toward women) and the Texan, a gold-accented Dodge sold in the Lone Star State. 1957 saw the introduction of a new automatic transmission, three-speed TorqueFlite. Both PowerFlite and TorqueFlite were controlled by mechanical push-buttons until 1965. 1956 saw the introduction of the 4-door pillarless hardtop (the same year most other makes offered this body style) in all three Dodge series, Custom Royal, Royal, and Coronet. Dodge's pillarless models were all badged "Lancer."
[[File:Dodge Coronet 1958.jpg|thumb|1958 Dodge Coronet Lancer hardtop coupe]]

Dodge entered the compact car field for the 1961 model year with the [[Dodge Lancer|Lancer]], a variation on Plymouth's [[Plymouth Valiant|Valiant]]. It was not initially successful but the successor, the 1963 [[Dodge Dart|Dart]] range would prove to be one of the division's top sellers for many years.

Chrysler made an ill-advised move to downsize the Dodge and Plymouth full-size lines for 1962, which resulted in a loss of sales. However, they turned this around in 1965 by turning those former full-sizes into "new" mid-size models; Dodge revived the [[Dodge Coronet|Coronet]] nameplate in this way and later added a sporty [[fastback]] version called the [[Dodge Charger (B-body)|Charger]] that became both a sales leader and a winner on the [[NASCAR]] circuit. This style dominated the racetracks for four years and the aerodynamic improvements changed the face of NASCAR racing.

Full-size models evolved gradually during this time. After Dodge dealers complained about not having a true full-size car in the fall of 1961, the Custom 880 was hurried into production. The Custom 880 used the 1962 Chrysler Newport body with the 1961 Dodge front end and interior. The 880 continued into 1965, the year a completely new full-size body was put into production, the [[Dodge Polara|Polara]] entered the medium price class and the [[Dodge Monaco|Monaco]] was added as the top series. The Polara and Monaco were changed mostly in appearance for the next ten years or so. Unique "[[fuselage]]" styling was employed from 1969 through 1973 and then was toned down again for the 1974 through 1977 models.

[[File:1967 Dodge Coronet.jpg|right|thumb|1967 Dodge Coronet 440 sedan]]

Dodge targeted the [[muscle car]] market of the late 1960s and early 1970s. Along with the Charger, models like the Coronet R/T and [[Dodge Super Bee|Super Bee]] were available for buyers seeking performance. Dodge entered the pony car market segment with the [[Dodge Challenger|Challenger]] coupe and convertible for the 1970 model year. They were available with economy I6 engines and numerous trims and options up to the "race-ready" [[Chrysler Hemi engine|Hemi V8]].

To offer a wider range of cars during the 1970s, Dodge partnered with [[Mitsubishi Motors]] to marketed their subcompact as the [[Dodge Colt|Colt]] positioned to compete with the [[AMC Gremlin]], [[Chevrolet Vega]], and [[Ford Pinto]]. Chrysler would come to rely heavily on their relationship with Mitsubishi. At the same time, Dodge marketed a version of the Plymouth Duster, badge-engineered as the Dodge [[Dodge Dart#Third generation (1963–1966)|Demon]]. It was inexpensive, but with I6 and V8 engines, the Demon could not achieve the fuel economy of the four-cylinder Colt. The Demon sold in much fewer numbers than the Duster.

=== 1973–1980 ===
[[File:1975 Dodge Charger SE (28393702995) (cropped).jpg|thumb|1975 [[Dodge Charger]]]]
[[File:1977Diplomat.jpg|thumb|1977 [[Dodge Diplomat]] sedan]]

The [[1973 oil crisis]] caused significant changes at Dodge, as well as Chrysler as a whole. Except for the Colt and Slant Six models of the Dart, Dodge's lineup was viewed as uneconomical. Although this problem affected American automakers, Chrysler did not have the resources to respond to the changes in the marketplace. While General Motors and Ford began downsizing their largest cars, Chrysler (and Dodge) were slow to make change.

Chrysler was able to use some of its other resources. Borrowing the recently introduced [[Chrysler Horizon]] from their [[Chrysler Europe|European division]], Dodge was able to get its new [[Dodge Omni|Omni]] subcompact on the market fairly quickly. At the same time, they increased the number of models imported from Japanese partner [[Mitsubishi Motors|Mitsubishi]] starting in 1971: first was a smaller Colt (based on Mitsubishi's [[Mitsubishi Galant|Galant]] line), then a revival of the Challenger ([[Mitsubishi Galant Lambda|Dodge Challenger]]) in 1976 as a compact two-door hardtop with a four-cylinder engine.

The 1975 model year had the Dodge Charger and Chrysler Cordoba share the same new body based on the [[Chrysler B platform|B platform]]. The Chrysler Cordoba had replaced the Plymouth Satellite Sebring. The Charger SE (Special Edition) was the only model offered. It came with a wide variety engines from the {{convert|318|CID|L|1|abbr=on}} "LA" series small block V8 to three versions of {{convert|400|CID|L|1|abbr=on}} big block V8. The standard engine was the {{convert|360|CID|L|1|abbr=on}} 2-bbl small block, along with the code E58 4-bbl and dual exhaust high-performance version (225&nbsp;hp) available as an option.<ref>{{cite web|url= https://www.car.info/en-se/dodge/charger/charger-se-1975-16796485 |title=Dodge Charger SE 1975 |website=car.info |access-date=May 30, 2019}}</ref> Sales in 1975 amounted to 30,812.

1976 was the Dart's final year in the North American market. The [[rear-view mirror]] was mounted on the windshield rather than from the roof. Front disc brakes became standard equipment on January 1, 1976 in accord with more stringent U.S. federal brake performance requirements, and a new foot-operated parking brake replaced the under-dash T-handle used since the Dart's 1963 introduction as a compact car. The grille's parking lamps were cast in [[amber (color)|amber]], whereas the previous years had clear lenses with amber-colored bulbs. The Dart Sport 360 was dropped as a separate model in 1976, but the {{convert|360|CID|L|abbr=on}} four-barrel, dual exhaust (without catalytic converters) V8 was a $376 option (except in California) for the $3,370 Dart Sport V8 models with automatic transmission.<ref>{{cite book|last=Statham |first=Steve |title=Dodge Dart and Plymouth Duster |publisher=MotorBooks/MBI Publishing |year=2000 |page=124 |isbn=9780760307601}}</ref> ''Car & Driver'' magazine tested the Dart Sport 360 in the April 1976 issue, pitting it against the Chevrolet Corvette and Pontiac Trans Am, and found its top speed of {{convert|121.6|mph|km/h|abbr=on}} to be second to the Corvette's {{convert|124.5|mph|km/h|abbr=on}}.<ref>{{cite book|last=Mueller |first=Mike |title=Corvette, 1968–1982 |publisher=MotorBooks/MBI Publishing |year=2000 |page=105 |url= https://books.google.com/books?id=BrPjl25HbucC&q=1976+360+Dart+Sport&pg=PA105 |isbn=9780760304181 |access-date=December 24, 2022 |via=Google Books}}</ref>

Dodge's replacement for the Dart was the Aspen, introduced in mid-1975 as a 1976 model. This new design featured lighter weight resulting in slightly improved fuel economy; it also had more interior and trunk room than the Dart. Front suspension was a new design; it featured transverse-mounted torsion bars which not only improved ride, but cornering as well. Its boxy styling gave the impression of a larger car. However, sales had to be shared with the virtually identical Plymouth Volare. Both cars were available in coupe, sedan, and station wagon body styles, and in both base and deluxe trim. Despite its virtues, customers soon found out about the Aspen's rush to market when they saw their cars experience severe body rust within a couple of years on the road; engine and drive train problems plagued the Aspen/Volare twins, and although the problems were largely worked out within a few years, the final Aspens were the 1980 models. This car was available with either a 225 cubic-inch Slant Six or a small block V8 displacing 318 or 360 cubic inches.

[[File:Dodge-Dart-sedan-2.jpg|thumb|1976 [[Dodge Dart]] 4-door sedan]]

1976 was the final model year for the Dodge Coronet, at least so far as the name Coronet went, also its body style choices were relegated to just only two four-door models, the four-door wagon and the four-door sedan. The former Dodge Coronet 2-door model, which appeared for just the previous model year was replaced by the [[Dodge Charger]] Sport 2-door model, which, itself, appeared for only one model year. During the next model year (1977), the mid-size Dodge Coronet would be renamed [[Dodge Monaco|Monaco]], which would be given stacked rectangular headlights and other minor cosmetic changes, that would provide a prompt sales boost. The Coronet and Charger were effectively replaced by the [[Dodge Diplomat|Diplomat]] for 1977, which was a fancier Aspen.

Also, during that same model year, the full-size Dodge Monaco would be renamed Dodge Royal Monaco, which would appear for just one model year only and after that, both Dodge and Plymouth (which would include Dodge Royal Monaco's entire Plymouth Gran Fury counterpart line up as well) would discontinue all production of any more full-size models. It lost sales every year until replaced by the [[Dodge St. Regis|St. Regis]] for 1979 following a one-year absence from the big car market. In a reversal of what happened in 1965, the St. Regis was an upsized Coronet. During the following model year (1978), the mid-size Dodge Monaco (which would include its entire Plymouth Fury counterpart lineup as well) would make its final appearance (for all during the remainder of the 1970s).

While the Aspen got accolades for styling and handling, the build quality was problematic, sullying the car's reputation at a time when sales were desperately needed. It was noted for having problems with its carburetors which resulted in frequent stalling.{{Citation needed|date=January 2019}} The Aspen also had difficulties in starting, even after leaving the engine off for several minutes.{{Citation needed|date=January 2019}} This resulted in several recalls.

The [[Dodge Magnum]] was introduced for 1978 to supplement the [[Dodge Charger (B-body)|Dodge Charger]]. It was sold in two forms, the "XE" and the "GT" and was the last vehicle to use the long-running [[Chrysler B platform]]. The appearance was somewhat of a rounded-off Charger and was in response to getting a car that would be eligible for [[NASCAR]] that would be more aerodynamic, something that the 1975–1978 Charger was not. Styling features included four rectangular headlights behind retractable clear covers, with narrow [[opera window]]s, and an optional T-bar or power sunroof. The Magnum was well-featured with power steering, brakes, and seats; the suspension included Chrysler's standard adjustable, longitudinal torsion bars, lower trailing links, and front and rear anti-sway bars. The base engine was the {{convert|318|CID|L|1|abbr=on}} V8 with [[Lean-burn#Chrysler Electronic Lean-Burn|Lean-Burn]], while two and four-barrel carbureted {{convert|360|CID|L|1|abbr=on}} and {{convert|400|CID|L|1|abbr=on}} V8s were optional; weight was nearly {{convert|3900|lb|abbr=on}}.
[[File:1980 Dodge Diplomat (27490007975).jpg|thumb|1980 [[Dodge Diplomat]] coupe]]

The Omni and Horizon were introduced at a critical time since the company was on the brink of bankruptcy and sought government support to survive. In 1978, Chrysler beat Ford and General Motors to the market with a domestically produced front-wheel drive car to challenge the [[Volkswagen Golf Mk1|VW Rabbit]].<ref>{{cite web|url= http://www.autos.ca/motoring-memories/motoring-memories-dodge-omniplymouth-horizon-1978-1990/|first=Bill |last=Vance |title=Motoring Memories: Dodge Omni/Plymouth Horizon, 1978-1990 |publisher=Autos Canada |date=28 April 2006 |access-date=12 January 2013 }}</ref> However, the L-bodies miscarried at first, since 1978 was a year of strong sales for larger cars and demand for compacts and subcompacts noticeably shrank. These initial poor sales of the cars contributed to Chrysler's financial woes at the time, but when the company requested federal assistance, the Omni was an important piece of evidence that they were attempting to compete with imports and build small, fuel-efficient cars and might be worth saving. For the three years leading up to the introduction of [[Chrysler K platform|Chrysler's K-cars]], the Omni/Horizon was Chrysler's best-selling model line.<ref name=RT82>{{cite magazine |ref=81bg |magazine=Road & Track's Road Test Annual & Buyer's Guide 1981 |issue=January–February 1981 |title=1981 Buyer's Guide |editor-first=Tony |editor-last=Hogg |page=93 }}</ref>

Everything came to a head in 1979 when Chrysler's new chairman, [[Lee Iacocca]], requested and received federal loan guarantees from the [[United States Congress]] to save the company from having to file for bankruptcy. With a Federal Loan in hand, Chrysler quickly set to work on new models that would leave the past behind, while reorganizing to pay the government loan which stood at 29%.

The Dodge Mirada was a [[mid-size]]d, [[rear-wheel drive]] [[coupe]] manufactured and marketed by Dodge from the 1980 through 1983 model years, sharing the [[Chrysler J platform]] along with its [[badge engineering|badge engineered]] variants, the second generation [[Chrysler Cordoba]] and the [[Imperial (automobile)|Imperial]]. Production of the Mirada reached just under 53,000 units, staying relatively unchanged over four years of production, except for paint colors and engines. The Mirada was marketed as a sporty [[personal luxury car]] with limited advertising and marketing during a period when Chrysler was in deep financial difficulty.

=== 1981–1990 ===
[[File:Dodge Aries sedan.jpg|thumb|1981–1982 [[Dodge Aries]] Special Edition]]

The first fruit of Chrysler's crash development program was the "[[Chrysler K platform|K-Car]]", the Dodge version of which was the [[Dodge Aries]]. This basic and durable [[front-wheel drive]] platform spawned a whole range of new models at Dodge during the 1980s, including the groundbreaking [[Dodge Caravan]]. [[Lee Iacocca]] and Hal Sperlich developed their idea for this type of vehicle during their tenure at Ford Motor Company. [[Henry Ford II]] rejected the idea (and a prototype) of a minivan in 1974. Iacocca followed Sperlich to Chrysler, and together they created what was internally designated the T-115 minivan – a prototype that was to become the Caravan and Voyager, known in initial marketing as the Magic-wagons.<ref name="allpar.com">{{cite web|url= https://www.allpar.com/threads/creating-the-plymouth-dodge-and-chrysler-minivan-the-caravan-voyager-development-story.228813/#post-1085222911 |title=A Brief History of the Chrysler Minivan |first=David |last=Zatz |work=Allpar |date=November 16, 2020 |access-date=December 24, 2022}}</ref> Chrysler introduced the Dodge Caravan and the Plymouth Voyager in November 1983 for the 1984 model year, using the [[Chrysler S platform]], an extended derivative of the [[Chrysler K platform]]. The Caravan not only helped save Chrysler as a serious high-volume American automaker, but also spawned an entirely new market segment that supplanted the role of the station wagon: the [[minivan]].

By 1981, Chrysler was switching to smaller [[front-wheel drive]] designs. However, its older and larger rear-wheel drive Dodge Diplomat (as well as the Chrysler LeBaron and Fifth Avenue) continued to sell. Diplomats built from mid-1988 until the end of production were among the first Chrysler-built products to have a driver's side [[airbag]] as standard equipment, some two model years before the remainder of Chrysler's lineup (they were also among the only cars at the time to offer a tilt steering column with an airbag). As the 1980s progressed, fewer private customers purchased the Diplomat, and the M-body was eventually dropped during the 1989 model year. Although sales were strong, Chrysler CEO [[Lee Iacocca]] held a low opinion of the M-body line as a relic of the pre-K car era and declined to invest any money in them. 
Dodge would not market another truly full-size car (at least based upon [[United States Environmental Protection Agency]] (EPA) passenger volume statistics) until the [[Dodge Monaco#Fifth generation (1989-92)|Monaco]] debuted as a 1990 model.

[[File:1989 Dodge Aries K coupe.jpg|thumb|1985–1989 Dodge Aries coupe]]

The Daytona originally used the 2.2&nbsp;L [[Chrysler K engine]] in [[normally aspirated]] (93&nbsp;hp) or [[Turbocharger|turbocharged]] (142&nbsp;hp) form. The 100 [[horsepower|hp]] 2.5&nbsp;L K engine was added for 1986. In 1985, the 2.2&nbsp;L Turbo I engine's horsepower was increased to {{convert|146|hp|abbr=on}}. The 1984 Daytona was available in three trim lines: standard, Turbo, and Turbo Z. Total production was 49,347. The Daytona Turbo was on ''[[Car and Driver]]'' magazine's [[Car and Driver 10Best#1984|10Best]] list for 1984. Both the Daytona and Chrysler Laser were available with the Chrysler [[electronic voice alert]] system through 1987. A performance-oriented "[[Carroll Shelby|Shelby]]" version of the Daytona was introduced in 1987. For 1987, the Daytona was restyled externally and featured pop-up headlights. New in 1987 was a ''Shelby Z'' trim level with an available Chrysler developed Turbo II ({{convert|174|hp|kW|abbr=on}} – {{convert|200|lbft|Nm|0|abbr=on}}) intercooled version of the 2.2&nbsp;L [[Chrysler K engine]], as well as a heavy-duty A555 transaxle with [[Getrag]] gears. The Shelby Z also featured numerous suspension upgrades, including a larger diameter front sway bar and disc brakes on all four wheels. This version was sold in Europe under the name ''Chrysler GS Turbo II''. A more luxury-oriented ''Pacifica'' trim line was also added to replace the Chrysler Laser, which was dropped in mid-year 1986. Among the optional equipment included a leather interior, an eight-way power enthusiast driver's seat (with mechanical thigh and lumbar controls), a digital instrument cluster, and a 12-button trip computer (with instant fuel ratings as well as trip averages and estimated travel times).

[[File:87-91 Dodge Daytona.jpg|thumb|1987–1991 [[Dodge Daytona]]]]
[[File:Daytonashelbyz.jpg|thumb|1987 Dodge Daytona Shelby Z]]

The Dodge Dynasty is related to the [[Chrysler New Yorker]] as both car lines were built on the [[Chrysler C platform]] in [[Belvidere, Illinois]]. Dynasty trim levels included base and LE. Additionally, a "Brougham" package was offered on 1992–93 LE models that added a padded "landau" [[vinyl roof]]. When the new front-wheel-drive Chrysler Corporation C-body cars (Dynasty and New Yorker) debuted for the 1988 model year, they were the first mass-produced cars in the world to have a fully multiplexed, fiber-optic wiring buss connecting all electronic accessories and controllers. The new electronically controlled four-speed [[automatic transmission]], known as the Ultradrive or A604 ([[List of Chrysler transmissions]]), debuted in 1989, and became the sole transmission for V6 models through the 1993 final production year of the Dynasty. The vast majority of Dynasties sold to private customers had V6 engines; four-cylinder models mostly went to the fleet market.

Through the late 1980s and 1990s, Dodge's designation as the sporty-car division was backed by a succession of high-performance and/or aggressively styled models including the:
*[[Dodge Daytona|Daytona]]
*[[Dodge 600|600]] 
*Performance variants of the [[Dodge Lancer|Lancer]]
*[[Dodge Viper|Viper]]

=== 1990s ===
[[File:1991 Dodge Viper Indianapolis 500 Pace Car.jpg|thumb|The pre-production Dodge Viper (SR I) as the pace car for the [[1991 Indianapolis 500]]]]
[[File:Dodge Monaco -- 03-09-2011.jpg|thumb|1990–1992 [[Dodge Monaco]] ES]]
[[File:Spirit RT Front34.jpg|thumb|right|1991 [[Dodge Spirit#R/T|Dodge Spirit R/T]]]]
[[File:1ST-Dodge-Intrepid.jpg|thumb|1993–1997 [[Dodge Intrepid]]]]
[[File:1st Dodge Stratus.jpg|thumb|Cab Forward Design on a 1996 [[Dodge Stratus]]]]

The Omni and the Horizon ended production in 1990, and were replaced by the [[Dodge Shadow]]/[[Plymouth Sundance]], which were both introduced for 1987. Both the Monaco and Premier were discontinued during the 1992 model year. However, its state-of-the-art manufacturing plant and the key executive from American Motors behind the Premier/Monaco design, [[François Castaing]], would lead to the successful and highly rated "[[Cab forward#Automobiles|cab-forward]]" [[Chrysler LH platform|LH]] [[Dodge Intrepid]], [[Chrysler Concorde]], and [[Eagle Vision]] versions in late 1992 when production resumed at [[Brampton Assembly]].<ref>{{cite web|title=Francois J. Castaing |url= http://www.automotivehalloffame.org/honoree/francois-j-castaing-2/ |website=Automotive Hall of Fame |access-date=14 November 2017}}</ref><ref>{{cite web|title=Interview with Francois Castaing, vice president, Chrysler Corporation |url= https://www.allpar.com/corporate/bios/castaing-interview.html |website=Allpar |access-date=14 November 2017}}</ref>

Dodge-branded Mitsubishi vehicles were phased out by 1993 except for the Dodge Stealth running through 1996. However, Mitsubishi-made engines and electrical components were still widely used in American domestic Chrysler products.

In 1992, Dodge moved their performance orientation forward substantially with the [[Dodge Viper|Viper]], which featured an aluminum [[V10 engine]] and composite sports roadster body. This was the first step in what was marketed as "The New Dodge", which was an aggressive advertising campaign with a litany of new models, with television ads narrated by [[Edward Herrmann]] that pointed out the innovations in the vehicles and challenged their competitors. Also, he would go on to serve as the brand's spokesperson for the rest of the decade.

Later that year was the introduction of the new [[Dodge Intrepid|Intrepid]] sedan, substantially different from its boxy [[Dodge Dynasty|Dynasty]] predecessor. The Intrepid used what Chrysler called "[[cab forward]]" styling, with the wheels pushed out to the corners of the chassis for maximum passenger space. The Intrepid was available in two trim levels: base and the sportier, better-equipped ES, which added four-wheel disc brakes, 16-inch wheels with better tires, and stiffer "touring" suspension damping. All Intrepids received driver and front passenger airbags, a rarity at the time, as well as air conditioning and the four-speed automatic transmission. Anti-lock brakes were optional, as was traction control, and the more powerful 3.5&nbsp;L SOHC engine rated at (214&nbsp;hp).

In 1994, the new second-generation [[Dodge Ram]] pickup was introduced with bold styling that departed radically from the boxy designs of trucks made by the Big Three for two decades prior. The second-generation Ram began development in 1986. The original concept, dubbed the "Louisville Slugger" by Chrysler's Advanced Packaging Studio, was to be a modular platform that would accommodate a full-size truck and full-size van, which would have provided a roomy cab and cargo bed.<ref>{{cite web |url= https://jalopnik.com/the-original-design-for-the-second-gen-dodge-ram-was-a-1825251176 |title=The Original Design For The Second-Gen Dodge Ram Was A Styling Disaster |last=Westbrook |first=Justin T. |work=Jalopnik |date=August 13, 2018 |access-date=November 5, 2018}}</ref> The design featured a [[big rig|big-rig]]-looking front end and a large grille that was deemed risky at its introduction, but ultimately proved popular with consumers.<ref name="Truckoftheyear">{{cite web |url= https://www.motortrend.com/cars/dodge/ram-1500/1994/1994-dodge-ram-1500-laramie-slt/ |title=1994 Dodge Ram 1500 Laramie SLT - Long-Term Wrap-Up |last=Killeen |first=Scott |work=Motor Trend |date=February 1, 1996 |access-date=February 9, 2019}}</ref> The redesigned 1994 Ram was a sales success and was named "[[Motor Trend Car of the Year|Truck of the Year]]" by ''[[Motor Trend]]'' in 1994.<ref name="Truckoftheyear"/> Sales increased from 95,542 units in 1993 to 232,092 in 1994, 410,000 in 1995, and 411,000 by 1996. That year, it was prominently featured as the hero vehicle in the film ''[[Twister (1996 film)|Twister]]''. Sales of this generation peaked at just over 400,000 in 1999 before declining against the redesigned [[Ford Motor Company|Ford]] and [[General Motors|GM]] trucks.

They followed up on this idea on a smaller scale with the [[Dodge Neon|Neon]] and [[Dodge Stratus|Stratus]]. The Dodge Stratus was the middle entry of the [[Chrysler JA platform]] (with the Cirrus being the higher-end model and the Breeze being the lower-end model). The three cars differed only in the front fascia, rear bumper, taillights, and wheels. The interiors also had little variation between the three models; being almost identical, save for the name on the steering wheel, and a few available options. The Stratus directly replaced the high-volume [[Dodge Spirit|Spirit]] ([[United States]] only). The Stratus, [[Plymouth Breeze]], and [[Chrysler Cirrus]] were all on ''[[Car and Driver]]'' magazine's [[Car and Driver Ten Best|Ten Best list]] for 1996 and 1997. It received critical acclaim at launch, but ratings fell over time.

The car was [[Badge engineering|badged and sold]] as both a Dodge and a Plymouth in the [[United States]] and [[Canada]]; in [[Mexico]] was sold as Dodge and Chrysler, and in Europe, Australia and other export markets it was sold as the '''Chrysler Neon'''. At the Neon's release, then president of [[Chrysler Corporation]] [[Bob Lutz (businessman)|Bob Lutz]] said, "There's an old saying in [[Detroit]]: 'Good, fast, or cheap. Pick any two.' We refuse to accept that."<ref>{{cite book |last1=Ingrassia |first1=Paul |author-link=Paul Ingrassia |last2=White |first2=Joseph |title=Comeback: the fall and rise of the American automobile industry |url= https://archive.org/details/comebackfallrise00ingr/page/449 |url-access=registration |year=1994 |publisher=Simon & Schuster |isbn=0671792148 |page= [https://archive.org/details/comebackfallrise00ingr/page/449 449] }}</ref> The Japanese press touted the Neon as the "Japanese car killer", due to a spiraling Yen and the lower production cost of the Neon.<ref>{{cite news|url= https://www.bloomberg.com/bw/stories/1996-06-09/will-neon-be-the-little-car-that-could-in-japan |title=Will Neon Be the Little Car That Could in Japan? |work=Bloomberg Businessweek |date=1996-06-09 |access-date=2015-05-15}}</ref> The Neon received praise for its appearance, price, and power when compared to competing cars such as the [[Honda Civic]] DX at {{convert|102|hp|kW|abbr=on}}, the Civic EX at {{convert|127|hp|kW|abbr=on}}, the [[Nissan Sentra]] at {{convert|115|hp|kW|abbr=on}}, the [[Ford Escort (North America)|Ford Escort ZX2]] at {{convert|130|hp|kW|abbr=on}}, the [[Toyota Corolla]] at {{convert|115|hp|kW|abbr=on}}, the [[Saturn S-Series]] at {{convert|100|hp|kW|abbr=on}} for SOHC variants and {{convert|124|hp|kW|abbr=on}} for DOHC variants, and the [[Chevrolet Cavalier]] Base and LS models at {{convert|120|hp|kW|abbr=on}}, among others.

The Dodge Durango is a [[mid-size]] [[sport utility vehicle]] (SUV) produced by Dodge. The first two generations were very similar in that both were based on the [[Dodge Dakota]], both featured a [[body-on-frame]] construction and both were produced at the [[Newark Assembly]] Plant in [[Newark, Delaware|Newark]], Delaware. The Durango was marketed as a sturdy truck-based SUV designed to hold up to seven passengers and tow up to {{cvt|7,500|lb|kg}} when properly equipped.<ref>{{cite web|url= http://www.edmunds.com/reviews/list/top10/102426/article.html |title=Top 10 Vehicles for Towing |date=2004 |work=Edmunds |archive-url= https://web.archive.org/web/20090831070459/http://www.edmunds.com/reviews/list/top10/102426/article.html |archive-date=August 31, 2009 |access-date=December 5, 2019}}</ref> The Durango shared a front end, instrument panel, and front seats with the Dakota pickup on which it was based. Original designs of the eight-passenger Durango featured a rear-facing third-row similar to many older [[station wagons]]. To make room for a more practical forward-facing third row, Dodge shortened the length of the front doors and raised the roof two inches (5&nbsp;cm) beyond the front seats, allowing for [[stadium seating]]. The Durango's roof rack was designed to mask the appearance of the raised roof.<ref>{{cite web |url= http://www.allpar.com/model/durango-trucks/interior.html |title= Developing the 1997-2003 Dodge Durango interior |website=allpar.com |access-date= 2015-07-17}}</ref>

===The modern era: 1998–present===
====DaimlerChrysler and private ownership====
[[File:Black Charger SRT.JPG|right|thumb|2006 [[Dodge Charger (2005)|Dodge Charger]] SRT8 sedan]]

In a move that never lived up to the expectations of its driving forces, Chrysler Corporation merged with Daimler-Benz AG in 1998 to form DaimlerChrysler. Rationalizing Chrysler's broad lineup was a priority, Dodge's sister brand Plymouth was withdrawn from the market. With this move, Dodge became DaimlerChrysler's low-price division as well as its performance division.

The Intrepid, Stratus, and Neon updates of the 1998 to 2000 timeframe were largely complete before Daimler's presence, and Dodge's first experience of any platform sharing with the German side of the company was the 2005 [[Dodge Magnum|Magnum]] [[station wagon]], introduced as a replacement for the Intrepid. Featuring Chrysler's first mainstream [[rear-wheel drive]] platform since the 1980s and a revival of the Hemi V8 engine. The [[Dodge Charger (LX)|Charger]] was launched in 2006 on the same platform.

In 2000, the Stratus became the last of the surviving Cloud Cars, with the Cirrus renamed as the Sebring,<ref>{{cite magazine |url= http://www.caranddriver.com/reviews/chrysler-sebring-lxi-road-test |title=Chrysler Sebring LXi Road Test |magazine=Car and Driver |date=December 2000 |access-date=January 14, 2015 |first=Larry |last=Webster}}</ref> and the Breeze discontinued (along with the Plymouth brand).<ref>{{cite web |url= https://consumerguide.com/used/1996-00-plymouth-breeze/ |title=1996–2000 Plymouth Breeze |date=July 24, 2014 |publisher=Consumer Guide Auto |access-date=14 January 2015}}</ref>

This generation of the Dodge Stratus was not sold in [[Canada]], although 1999 was the last year for Dodge Stratus sales in Canada. 2002 models dropped the "DODGE" badges from the doors. During this time, sales declined as its ratings from consumer and auto magazines fell below average among mid-size cars,<ref>{{cite magazine |url= http://www.caranddriver.com/reviews/comparisons/03q1/2003_dodge_stratus_vs._honda_accord_hyundai_sonata_kia_optima_and_six_more_mid-size_sedans-comparison_tests |title=2003 Dodge Stratus vs. Honda Accord, Hyundai Sonata, Kia Optima, and Six More Mid-Size Sedans - Comparison Tests |first=Barry |last=Winfield |magazine=Car and Driver |date=February 2003 |access-date=2010-07-23 |url-status=dead |archive-url= https://web.archive.org/web/20100731074726/http://www.caranddriver.com/reviews/comparisons/03q1/2003_dodge_stratus_vs._honda_accord_hyundai_sonata_kia_optima_and_six_more_mid-size_sedans-comparison_tests |archive-date=2010-07-31}}</ref> while the sedan market had shifted and pushed the larger Intrepid and later [[Dodge Charger (LX)|Charger]] to record sales. 2004 brought styling revisions, which did not reverse this trend. The Stratus was discontinued in May 2006 (the Sebring name was continued). 
[[File:Dodge-Stratus-2.jpg|thumb|2004–2006 Dodge Stratus sedan]]

The Dodge Avenger name returned in February 2007 as a 2008 model year<ref>{{cite magazine|title=New Dodge costs less than outgoing model |magazine=Autoweek |first=Bradford |last=Wernle |url= http://autoweek.com/apps/pbcs.dll/article?AID=/20070117/FREE/70116004/1528/vents |date=January 17, 2007 |access-date=July 11, 2014}}</ref> sedan to replace the [[Dodge Stratus]], whose coupe version had replaced the original Avenger in 2001. According to some reports, the Avenger, along with the redesigned [[Chrysler Sebring]], shares a [[DaimlerChrysler]]/[[Mitsubishi Motors]] platform called JS which used the Mitsubishi GS as a starting point. The base engine in the '''SE''' and '''SXT''' trim levels was the 2.4&nbsp;L [[Global Engine Manufacturing Alliance|GEMA]] I4 naturally aspirated "World Engine", a joint venture between [[DaimlerChrysler]], [[Mitsubishi Motors|Mitsubishi]], and [[Hyundai Motor Company|Hyundai]]. Additional engines included an optional 2.7&nbsp;L V6 in the '''SXT''' and a standard 3.5&nbsp;L V6 in the '''R/T''' trim level. In addition to the 2.4&nbsp;L "World Engine" and the V6s, export vehicles were offered with the 2.0&nbsp;L naturally aspirated "World Engine", as well as a 2.0&nbsp;L turbocharged diesel ([[Unit injector|Pumpe-Düse]]) made by [[Volkswagen]].<ref name="2008-2014allpar">{{cite web |url= https://www.allpar.com/threads/2008-2014-dodge-avenger-cars-cheap-comfortable-performance.228195/#post-1085222293 |title=2008-2014 Dodge Avenger cars: cheap, comfortable performance |work=AllPar |date=November 16, 2020 |access-date=December 24, 2022}}</ref> As a 2008 model, the Dodge Avenger came to showrooms in February 2007.

[[File:Dodge Avenger rear 20080517.jpg|thumb|2007–2014 [[Dodge Avenger]] rear view]]

Further cost savings were explored in the form of an extensive platform-sharing arrangement with Mitsubishi, which spawned the [[Dodge Caliber|Caliber]] subcompact as a replacement for the Neon, and the [[Dodge Avenger|Avenger]] sedan. The rear-drive chassis was then used in early 2008 to build a new [[Dodge Challenger|Challenger]], with styling reminiscent of the original 1970 Challenger. Like its predecessor, the new Challenger coupe was available with a V8 engine (base models featured a V6). In Spring 2007, [[Daimler AG|DaimlerChrysler]] reached an agreement with [[Cerberus Capital Management]] to sell its Chrysler Group subsidiary, of which the Dodge division was a part. Soon after, the housing bubble began to collapse the American market, and on May 1, 2009, Chrysler and [[General Motors|GM]] filed for [[bankruptcy]] on the same day.

====Fiat ownership====
On June 10, 2009, Italian automaker [[Fiat]] formed a partnership with Chrysler under [[Sergio Marchionne]], with the UAW, and the US Government to form Chrysler Group LLC, of which Dodge remained fully integrated. For its part, the US Government provided more than $6 billion in loans at 21%, called a "bridge loan" or "bailout". The newly formed company went on to fully repay that loan, remortgaging to reduce the interest rate several times down to 6%. They fully paid back the loan with interest to the U.S. Government on May 24, 2011, a full five years early. The UAW, being partners throughout the process, were paid well and above $3.9 billion in 2013 as Sergio's plan for full consolidation has continued on schedule. This has allowed Chrysler LLC to fully merge with Fiat to form FCA, [[Fiat Chrysler Automobiles]], in 2014. The combined company will be based in [[London]].<ref>{{cite web|last1=Ebhardt |first1=Tommaso |last2=Clothier |first2=Mark |url= https://www.bloomberg.com/news/2014-05-08/marchionne-says-london-to-have-fiat-chrysler-headquarters.html |title=Marchionne Says London to Have Fiat Chrysler Headquarters |publisher=Bloomberg |date=May 9, 2014 |access-date=August 17, 2014}}</ref>

In 2013, Dodge reintroduced a compact car based on an [[Alfa Romeo]] design called the Dart. It was the first new Dodge model produced under FCA.

On May 6, 2014, FCA announced a major restructuring, in which Dodge would focus solely on performance vehicles and will be positioned between [[Chrysler (division)|Chrysler]] (which is moving downmarket into mainstream vehicles) and a relaunched [[Alfa Romeo]] (making its return to North America after a 20-year absence) in the FCA lineup. This is a setup similar to [[PSA Peugeot Citroën]], which positions [[Peugeot]] as its mainstream brand while [[Citroën]] is more performance-based, as well as [[Hyundai Motor Group]] having its two mainstream brands, [[Kia Motors]] and [[Hyundai Motor Company]] focusing on performance and mid-luxury, respectively.{{citation needed|date=September 2018}} (Among the American press, it has drawn comparisons to the decades-long positioning of [[Chevrolet]] and [[Pontiac (automobile)|Pontiac]] at [[General Motors]] before the phase-out of Pontiac in 2010.) As part of the restructuring, Dodge will discontinue the [[Dodge Caravan|Dodge Grand Caravan]] (after 32 years) and [[Dodge Avenger]] without replacements, while launching a sporty [[Subcompact car|subcompact]] below the Dart in 2018. Additionally, while the [[Ram Trucks]] division will remain separate (although the [[Dodge Durango]] will remain in production as a Dodge), the [[Street & Racing Technology|SRT]] division was merged back into Dodge.<ref>{{cite news|first1=Jerry |last1=Hirsh |first2=David |last2=Unredcoffler |url= https://www.latimes.com/business/la-fi-chrysler-revamp-20140507-story.html#page=1 |title=Fiat Chrysler unveils aggressive five-year plan |newspaper=Los Angeles Times |date=May 6, 2014 |access-date=August 17, 2014}}</ref>

On July 8, 2020, FCA announced that Dodge will shift its focus to a performance marque offering three core brands, Charger, Challenger, and Durango, starting with the 2021 model year. Both the Journey and Grand Caravan were discontinued with the 2020 model year models.<ref>{{cite web |last1=Raynal |first1=Wes |title=Dodge Journey and Grand Caravan Are Both History after 2020 |url= https://www.caranddriver.com/news/a33247651/dodge-journey-grand-caravan-killed/ |publisher=Car and Driver |date=8 July 2020 |access-date=24 December 2022}}</ref>