The Plymouth Road Runner was the no-frills muscle car version of intermediate Belvedere and Satellite built by the Plymouth division of the Chrysler Corporation in the United States between 1968 and 1980. In 1968, the first muscle cars were, in the opinion of many, moving away from their roots as relatively cheap, fast cars as they gained options. Although Plymouth already had a performance car in the GTX, designers decided to go back to the drawing board and reincarnate the original muscle car concept. Plymouth wanted a car able to run 14-second times in the quarter mile (402 m) and sell for less than US$3000. Both goals were met, and the low-cost muscle car hit the street. The success of the Road Runner would far outpace the upscale and lower volume GTX, with which it was often confused.
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Manufacturer Plymouth
Parent company Chrysler Corporation
Production 1968-1980
Class Muscle car
Layout FR layout
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1968 to 1970Paying $50,000 to Warner Brothers to use the name and likeness of their Road Runner cartoon character (as well as a "beep, beep" horn, which Plymouth paid $10,000 to develop), and using the Chrysler B platform as a base (the same as the Belvedere, Satellite, and GTX), Plymouth set out to build a back-to-basics muscle car. Everything essential to performance and handling was beefed-up and improved; everything nonessential was left out. The interior was spartan, lacking even carpets in early models, and few options were available. A floor-mounted shifter featured only a rubber boot and no console so that a bench seat could be used. The earliest of the 1968 models were available only as 2-door coupes (with a centerpost between the front and rear windows), but later in the model year a 2-door "hardtop" model (sans centerpost) was offered. The Road Runner of 1968-1970 was based on the Belvedere, while the GTX was based on the Satellite, a car with higher level trim and slight differences in the grilles and taillights.
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First Generation
Production 1968-1970
Body style(s) 2-door coupe, 2-door hardtop,
2-door convertible
Platform Chrysler B Platform
Engine(s) 383, 440-6, 426 Hemi V8 (One 440-4 is known to have been Special Ordered.)
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The standard engine was a 383 CID (6.3 L) Roadrunner V8 rated at 335 bhp (250 kW) and 425 lb·ft (576 N·m) of torque. For an extra $714, Plymouth would install a 426 CID Hemi rated at 425 bhp (317 kW) and 490 lb·ft (664 N·m) of torque. Combined with low weight, the 6-passenger Road Runner could run the 1/4 mile in 13.4 seconds at 105 mph (169 km/h). It would prove to be one of the best engines of the muscle car era, and the Road Runner one of the best platforms to utilize it. Plymouth expected to sell about 2,000 units in 1968; actual sales numbered around 45,000. (It should also be noted Dodge debuted the Road Runner's cousin, the Super Bee, that same year.)
The 1969 model kept the same basic look and was slightly changed cosmetically (i.e. rear tail lights, optional bucket seats, new Road Runner decals). The Road Runner added a convertible option for 1969, although fewer than 2000 droptop models were produced for the year, and only nine with the Hemi.
An "Air Grabber" option was introduced this year; it consisted of an air duct assembly bolted under the hood, that connected to twin rectangular scoops in the hood. When the hood was closed, this assembly fitted over a special air cleaner assembly to force air directly into the engine. The scoops in the hood could be opened and closed via a lever under the dashboard. The design and functionality of the "Air Grabber" option was changed after 1969.
While the 383 engine remained the standard powerplant, a 440 CID engine with three two-barrel carburetors, known as the "440 Six Pack" (6-BBL), was added to the lineup at mid-year to qualify the engine for the "Super Stock" drag racing class. The Six Pack Road Runners had no wheel covers or hubcaps and a flat black lift-off fiberglass hood with functional hood scoop. Its 440 engine produced 390 hp (291 kW) and 490 lb·ft (664 N·m) of torque at 3200 rpm, very similar numbers to the Hemi and at a lower engine speed. This meant the cheaper 440 6-BBL was nearly as fast as the 426 Hemi, at least up to highway speeds. This option, along with the economical yet fast 383 and the outrageously fast Hemi helped propel Plymouth, and corporate sibling Dodge, to the top of the dragstrip echelon.
The Road Runner was named Motor Trend Car of the Year for 1969. Sales almost doubled to 82,109.
1970 brought new front and rear end looks to the basic 1968 body, and it would prove to be another success. An updated version of the "Air Grabber" hood was introduced this year. A switch below the dash would open the hood and sharklike teeth "Air Grabber" graphics would be exposed. "High Impact" colors, like In-Violet, Moulin Rouge, Vitamin C, were options available for that year. The 1970 Road Runner and GTX continued to be attractive and popular cars. The engine lineup was left unchanged.
Plymouth Duster IThe Plymouth Duster I was a high-performance concept car of the Road Runner in the late 1960s. It featured the usual low curved racing type of windshield and had airplane-type flaps on the top and sides. There was a set adjustable spoilers on the side of the rear fender near the gas tank filler cap to prevent side-to-side yaw when slipstreaming in a race, with two more of them on top behind the driver, plus spoilers in the front rock shields to reduce frontal lift. It was powered by a 426 Hemi.
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Plymouth dealers gave away this promotional windbreaker in 1970. The "heart with an arrowhead at bottom" design was part of Plymouth's ad campaign that year. The Road Runner is holding a helmet with the same symbol on it.
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1970 Superbird[align=center]
Plymouth Superbird
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With success of the aero-warrior NASCAR Dodge Charger Daytona against fastback Ford Torinos and Mercury Cyclones, Plymouth would get its own version of this winged wonder. This model added a goalpost spoiler to catch wind well above the body, and a shark shaped nose cap. It would also lure Richard Petty back to Plymouth after defecting to Ford for a year. While spectacular on the track, consumer response was luke-warm, leading some dealers to remove the wing and nose, making them appear more like normal Road Runners. In the 2000s, these would fetch among the highest prices of any muscle car at auctions.
Trying to capture some of the success that their Dodge brothers had in 1969 with the Charger Daytona, Plymouth tried the same thing in 1970 with their creation, the Plymouth Superbird. According to Road Test magazine, performance was around 0 to 60 mph (97 km/h) in 5.5 seconds, 1/4 mile in 14.3 seconds at 104 mph with the Hemi. Although similar in appearance, the Superbird was actually quite different from the Daytona. The Superbird was based on the Plymouth Road Runner and the nose, airfoil, and basic sheet metal was different between the Daytona and Superbird. The special nose added 19-inches (483 mm) to the overall length (the Daytona's was 18-inches or 457 mm), and the trunk spoiler was more angled and higher than the Daytonas. On both models, the spoiler was three feet high. Although it created quite an impression on the street, the wing was not needed at normal highway speeds; it was designed for speedways, to keep the rear wheels to the ground at 150 mph (240 km/h) and higher speeds.
NASCAR only required 500 copies to be built in 1969, but in 1970, NASCAR required a manufacturer to build one unit per dealer. In the end, Plymouth built a total of 1,920 Super Birds. Super Birds were available with three different engines. The most popular was the basic Super Commando 440 V8 with a single four barrel carburetor rated at 375 bhp (280 kW). Next up was the 440 Six Barrel rated at 390 bhp (291 kW). At the top, and ordered by just 93 buyers, was the mighty 426 Hemi, rated at 425 bhp (317 kW). Despite the success of the Super Bird on the tracks, 1970 would be the only year it was made.
The reason for using such a large spoiler is unclear, since the engineers said they started out with a much smaller version. One story has it that the aerodynamics became more favorable as they made the spoiler taller; another story is that it was raised to allow the trunk to be opened; although one could argue that changing to a trunk mount (from a rear-fender mount) would have solved that problem.
1971 - 1975In 1971, the coupe bodywork was completely changed to a more rounded "fuselage" design in keeping with then-current Chrysler styling trends, including a steeply raked windshield, hidden cowl, and deeply inset grille and headlights. In a departure from previous thinking, the B-Body two-door bodies shared little if any sheet metal, glass, or trim with the four-door bodies. The convertible was canceled. 1971 was a high-water year for ride and handling for the Road Runner. The overall length was decreased, but the wheelbase was increased, and a rear sway bar was used in place of staggered rear leaf springs, resulting in better handling and cornering without the stiff ride. Aerodynamics were much improved over the first generation Road Runners, resulting in much-improved high-speed handling. 1972 saw new emission regulations drive power down and 1/4 mile times up. The 1972 model was nearly identical to the 1971 with a few minor changes. The grille design was cleaned up, and the tail lights were changed to match the new aerodynamic look of the grille. The optional bumper guards for 1972 included a rubber strip surrounding the tail lights and a rubber strip below the grille. The big difference came in the engines, with the big-block 383 being replaced by a larger-bore 400 CID version and a small-block, the 340, now optional for the first time. Also, for the first time, a 440 CID engine with a 4-barrel carburetor was available. This engine was the basis for the "GTX" package (as the GTX was no longer available as a separate model) that was available on Road Runners from 1972 to 1974.
Power ratings on all engines looked much lower on paper due to the new SAE net measurement system. The famed 426 Hemi was gone for 1972, and less than five 440 Six Barrels were produced. The 1973-74 models had more conventional squared-up front-end styling and minor changes to the rear that more closely resembled the four-door models than the 71-72s. 1/4 mile times were getting close to the 16s and further away from "musclecar" status. The base engine for the 1973-74 models had dropped down to Chrysler's workaday 318 CID V8; however, dual exhaust (which bumped the power up to 170 hp) was still standard. After 1972, no 440 with four speed manual cars were built. The 400 was the biggest engine Plymouth offered with the four speed, which could also be had with the 340 (1973) and 360 (1974) engines. The 440 was still available for 1973 and 1974, but only mated to the 727 TorqueFlite automatic.
The 1975 model was based on the newly restyled, more formal-looking B-body which was now called the Fury (the former full-sized Fury being called "Gran Fury"). The Road Runner came with a blacked out grille and a special stripe treatment to distinguish it from the Fury. As before the 318 was the standard engine, but it was now just with a single exhaust. The 360 (220 hp) and the now largest engine was the 400 (though still with a four barrel and dual exhausts, the horsepower was down to 230) were also available. In Car and Driver magazine testing, 0-60 happened in 8.1 seconds and quarter-mile times were solidly in the 16-second range. While just a shadow of the 74 figures, this performance was at least respectible for the times. Plymouth's most powerful engine, the 440, was restricted to police models, though it has been rumoured that a few were built (via secial factory order) with the 240 hp (180 kW) police spec 440. 7,183 Road Runners were built in 1975, and most (over 50%) had just the 318 engine.
Though the name of the car the Road Runner was based on changed from Belvedere to Satellite to Fury, the Road Runner remained a B-body through 1975. While the Road Runner name was planned to be on a B-body in Plymouth's published literature for the 1976 model year, the name was transferred to an optional appearance package for the all-new Volare.
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Second Genertaion
Production 1971-1975
Body style(s) 2-door coupe
Platform B-body
Engine(s) 318 cu in (5.2 L) V8
400 cu in (6.6 L) V8
340 cu in (5.6 L) V8
440 cu in (7.2 L) V8
383 cu in (6.3 L) V8
Transmission(s) 4-speed manual, 3-speed Torqueflite automatic
Wheelbase 115 in (2921 mm)
1974 Plymouth Road Runner
1971 Road Runner engine
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1976-1980: F-bodyIn 1976 the Road Runner name was switched to the 2-door model of the replacement for the compact A-body Valiant/Duster series. This car, based on the new F platform, would be known as "Volaré". The new Road Runner was little more than a trim and graphics package; however, many suspension parts were borrowed from the police packages. A 360 CID engine was eventually offered as an option (but only came with a two barrel carb and sincle exhaust) to the standard 318 V8, but only paired with the 3-speed automatic transmission. Rated at 160 hp (119 kW), the F platform's best 1/4 mile times would be just inside 16-seconds at 88 mph (142 km/h). Although no comparison to the earlier stormers, the 360 powered models were respectable performers in their time. However, performance continued to suffer, and by 1979 the 225 CID "Slant 6" became standard. The Road Runner continued as part of the Volaré line until its discontinuation in 1980.
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Third Generation
Production 1976-1980
Body style(s) 2-door coupe
Platform F-body
Engine(s) Slant-6
318 V8
360 V8
Transmission(s) 3-speed automatic
3-speed manual
4-speed manual
Wheelbase 108.7 in (2761 mm)
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TV & FilmThere are numerous references to Road Runners in movies, including many exterior and interior sequences in "Bad Georgia Road" and a moderate role in Joe Dirt as the hero's (impounded) car; it was also Shaft's car in several movies [5]
In an episode of The Simpsons, an old home movie of high-school-age (approximately) Homer shows a green car with dented quarter panel and fender, assumed to be a Medium Green 1970 Road Runner. It also had a air grabber hood.
The car is featured at Need for Speed: Carbon at the Downhill race chasing a Chrysler 300C on the Collector's Edition.
This car's cousin GTX "Hammer" version was featured in the end of The Fast & The Furious: Tokyo Drift in the last scene in an underground garage
The CBS TV series Jericho also had a Plymouth Road Runner which was used through out the whole show.
In Robert Altman's 1970 film Brewster McCloud, Suzanne Davis (Shelley Duvall) drives a mango-orange Plymouth Road Runner.
There is a 1971 Road Runner featured in the movie "The Friends of Eddie Coyle" starring Robert Mitchum
The original Adam-12 series episode titled "Who Won" from Season 4 had two Road Runners and a Charger Daytona.
Mel Gibson drives a 1969 Road Runner in a scene from the movie "Payback".
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1969 Plymouth Road Runner - Radical Runner[/align]
Year One Helps Folks Bring Their Cars Back From The Dead. Likewise, This Road Runner Convertible Was A Real Flat-Liner, And Now It's A Red-Liner.
Road Runners. Umm, you don't see them everyday. Especially like this one. This is like finding flesh-ripping teeth in an Easter chickie. Johnny, look, it's a freakin' ragtop. And wow, it's got a clutch pedal, too. Yup, we're gonna have some fun!
"The car is an original big-block 383 four-speed convertible, Regular Production Order RM27," says Year One's Brad Ocock. But it was a boo-coo mess. "It had been sitting outside for years. Every panel on the car was rusted through, with large sections of metal gone altogether. The cowl area was rusted. The floors were gone. The seam where the wheel tubs meet the floor of the trunk were rusted away an inch from the original joint on each side."
It gets worse. The gutter around the deck lid was wasted or just missing in many places and the car had body damage on all four corners. One door shell had been hit and was twisted. Even the headliner bows for the convertible top were eaten through by rust.
"It was basically the sheetmetal that was wasted," says Ocock. "The framerails, frame boxes and body mounts were in great shape. It was a complete car, but the damage was so extensive, it was questionable whether or not it could be salvaged."
Why bother? Mojo price tags materialize on select model Mopar iron (especially drop tops) and they continue to disappear into those low-lying clouds. Year One felt that the opportunity was way too valuable to broom (2,218 Road Runner convertibles were built in the 1969 model year), and could there be a better place to exhibit its trove of NOS sheetmetal, patch panels, fasteners, and ancillary glitter and bits?
The junk that was a car-a novice project it ain't-reanimated by the hands of experience.
The whole thing happened at the Year One shop in Braselton, Georgia. Year One's veterans put on a hinged fiberglass Six-Pack hood, built a custom front bumper and paired 'Cuda road lamps with a custom-built air dam. And when the sheetmetal guys had had enough, Steve Jones applied the Southern Polyurethane '02 Viper Red and painted the gloss strobes and the "505" engine callouts on the billboards.
For more Year One volunteers, the car had become a six-month-long obsession. It rolled in from the body shop as a shell. They put it completely back to form in three weeks, finishing it... umm, let me see... yes! Was it the day before Power Tour departed from Florida last June? Suffice it to say, the Road Runner's introductory cruise from Braselton to Kissimmee proved safe and sane.
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Since Year One is elbow deep in projects, the motor build for the Red Scythe was overseen by Hi-Tech Engines (
www.hitechengines.com). Hi-Tech applied its own forged 4.250-inch stroker crank rotating assembly to a 440 block and got a displacement of 505 ci. A 10.2:1 compression ratio, 110 degree overlap, and Edelbrock aluminum heads let the engine run strong on 91 octane without a murmur.
This usual big cubic-inch engine has an unusual and very practical induction system: electronic fuel injection as enabled by an Edelbrock Six-Pack intake manifold modified for EFI by F&B Performance Engineered Products, Solana Beach, California (
www.fbthrottlebodies.com), manned by three F&B 2-bbl throttle bodies. The repro air cleaner has been modified to fit.
A F.A.S.T. XFI engine management system calls about a million shots a minute, and is tuner friendly even for electronically chal-lenged dolts like me. A meaner, more business-like compact accessory dress option would be difficult to find: Billet Specialties Front Runner tucks everything in close, grouping all modules within the silhouette of the engine and makes an efficient though subdued statement completely without brightwork. Yeah, and she runs good, too. Dat Red Scythe fat-mout' RB wedge pours 486 lb-ft of torque at 4,600 and 510 hp at 5,400 rpm off the back tires.
The inside of the car is just as raucous as its exterior. Henderson Upholstery (Sugar Hill, Georgia) took command of the rags, applying those classic medieval colors in equal measures of leather and vinyl. The dashboard is total custom and wired with a loom produced in-house. Ask real nice, and Year One can whip one up for you too. The dashboard/gauge cluster treatment portrays perfect form. At once, the Classic Instruments meters hark the past, yet come off as clearly contemporary in the Red Scythe. The obligatory Colorado Custom steering wheel and Hurst dog-leg shifter set off the cockpit.
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In the rear seat area, Year One fabbed custom speaker panels. The door panels and rear fabric panels are repro, but the console and kick panels were custom-built. Pro Touring to the end, the Red Scythe maintains a Vintage Air HVAC system and when the occupants are tired of having their wigs blown clean off, they can flip up the top and blow it out with an Alpine IVA-D310 monitor, DVD, and CD player. Front and rear horns are Boston Acoustic, pumped by Boston Acoustic 10-inch sub-woofers, a GT28 amp, and a GT12 amp. It all went in with Monster Cable wiring.
There are some very impulsive things about this car. At first, I couldn't grasp the intent. The graphics didn't thrill me. The whole thing seemed like a collage rather than a car with special paint on it. When I looked closer and stepped beyond prejudice, it made sense in several ways.
The Roadie Ragtop looks obtuse, corn-pone high-tech even, but is provocative nonetheless. Underneath that exterior there's an instrument of termination, one that will stand up to the worst and final punishment. In fact, this ragtop is a Mopar that even some Mopar heads won't abide. Wheel treatment and graphics are certainly a long way from the altar of aesthetics (or metal flake paint), but we're of the belief that credence expands from departures like the Year One Road Runner. It's a ballsy, persistent assault. It slaps you across the face, boxes your ears, and leaves you eager for more.
It's A Real Runner, Too
We know how a lot of you feel about show-only cars, and thankfully this isn't one of them, in spite of its show-winning looks. This is the real deal, a beat-on-it-'til-old-ladies-puke street bruiser. Not only did it crank on the Hot Rod Power Tour, we found it cutting corners at the Putnam Park Road Course at the Air Ride Street Challenge this September. One thing you can count on from Year One is that its project cars are the utmost in both drivability and fire-breathing street performance. They have to be, because they serve as calling cards to the general public. Yet Year One treads a thin line. Make your projects too highbrow and you turn people off. Build 'em too basic, and people think they're ho-hum. The Year One Road Runner is a slice down the middle, showing what's legitimately possible by the serious DIY enthusiast. And now, Mopar enthusiasts have yet another reason to get inspired by Year One's extensive line of pentastar parts.
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By The NumbersYear One * Braselton, GA * 1-800-Year-One
'69 Plymouth Road Runner
Vehicle weight w/driver: 4,133 lbs
ENGINE Type: Mopar 440 big-block displacing
505 ci (4.350 bore x 4.250 stroke)
Block: 1969 vintage
Compression ratio: 10.2:1
Oiling: stock
Rotating assembly: 4.250-inch stroke Hi-Tech forged crankshaft,
rods, and pistons
Cylinder heads: Edelbrock Performer RPM, ported
Camshaft: Hi-Tech hydraulic flat tappet (241 deg. @ .050, .544-inch lift)
Valvetrain: 2.14/1.81-inch valves, 1.5:1 roller rockers
Induction: Edelbrock Six-Pack intake, 3x2-bbl EFI throttle bodies
Power adder: none
Ignition: Direct Connection distributor with MSD 6AL box
Exhaust: repro cast-iron manifolds, media honed
and port matched; repro stock exhaust system
Built by: Hi-Tech Engines
DRIVETRAIN Transmission: Tremec TKO 600 five-speed, Ram clutch,
Lakewood bellhousing, Hurst Pistol Grip shifter
Driveshaft: custom 3-inch, by Ron's Drivelines (Gainesville, GA)
Rear Axle: Mopar 8-3/4 rear,
Direct Connection aluminum center section,
3.90:1 gears w/Auburn Gear diff.
CHASSIS Front suspension: Mopar Performance torsion bars,
Air Ride Shock Wave airbags, Hotchkis sway bar
Rear suspension: Air Ride Shock Wave airbags
and cage to mount the bags, struts,
and brackets, Hotchkis sway bar
Brakes: Baer six-piston calipers, 14-inch rotors,
front; Baer single-piston calipers, 13-inch rotors, rear
WHEELS & TIRES Wheels: Colorado Custom Littleton 18x9,
front; Colorado Custom Littleton 19x10, rear
Tires: BFG KDW 255/40ZR18, front;
BFG KDW 295/35ZR19, rear
Source: Various internet sites
Phone 02 9829 5072
Phone 0438 658 458
Phone 0432 136 333
