Plymouth’s entry in the muscle car wars, the Road Runner, outlived the muscle car era. So what year was the last “real” Road Runner? Opinions will vary.
Introduced in 1968, the Plymouth Road Runner was a popular entry into the muscle car category—so popular, in fact, that it actually outlived the muscle car era. But while the Road Runner remained in the Plymouth lineup all through the 1970s, its original muscle car attributes withered away. As a result, the Road Runners in their final years might be regarded by muscle purists as Road Runners in name only.
Since it didn’t happen overnight but gradually, over a period of years, just when the Road Runner ceased to be a muscle car and therefore not a “real” Road Runner can be hard to pin down. Was it in 1972, when the 426 Street Hemi and 440 Six Barrel V8s were discontinued? Or in 1975, when the Road Runner was a formally styled coupe with a personal-luxury vibe? Or was it 1976-80, when the Road Runner was essentially a trim package on the disco-era Volare compact?
We’ll leave that to the Plymouth muscle car experts—they’re the authorities, not us. All the years are certainly collectible, and they’re all of legitimate interest to their respective enthusiasts. We’ll just say that for us, 1974 was the final year in which the Road Runner still displayed a solid connection to the 1968 original. Your opinion may differ, and fair enough.
On the plus side for ’74, the 440 cubic-inch V8 was still available, but with its compression ratio reduced to 8.2:1, it was downrated to 275 SAE net hp and offered only with a Torqueflite automatic transmission—no manual four speed with this V8. Still, that was very respectable output for 1974. However, the standard Road Runner engine was a 318 CID V8 with 170 hp, which would be unthinkable in ’68. Engine choices also included two 360 CID V8s and a 400 CID big-block V8, but around two-thirds of the buyers settled for the the 318 CID V8 with two-barrel carburetor. According to factory data, only 386 cars were equipped with the 440 V8. The cost was just an extra $255, but that didn’t include the gasoline.
The ’74 edition did feature the full completement of muscle-esque appearance items, including a raised hood, bold graphics, and the cartoon bird on the C-pillar. Some customization could be achieved with a choice of two wheels, a Go Wing rear spoiler ($27), and a “Tuff” padded steering wheel. Interior choices were many: bench or bucket seats in several trim combinations, including the snazzy optional cloth and vinyl theme above.
Of course, the Road Runner story didn’t end in ’74. In the following year came personal-luxury coupe styling, then the F-body ’76-’80 Volare Road Runners. So was the ’74 the last Road Runner muscle car, the last “real” Road Runner? Maybe, but we don’t want to get in the way of any debates. For its part, Plymouth declared the ’74 Road Runner a “well-put-together performance car—with the emphasis on the basics.” Ultimately, the distinction could be beside the point. For most car buyers, the muscle car era always was about the sizzle as much as the steak.
Sorry, for me, the 1980 Volare’ Road Runner was the last. By 1974, attitudes had changed dramatically, for a host of reasons. Most importantly, those punks that bought the early tin can fire breathing monsters, a glorified cheapie Satellite, grew up some, got a decent job, met Ms. Right, ( bosses daughter) and bought one of these. Chrysler knew that person still wanted to show off some, and I think Chrysler milked it to the bitter end. These were actually much nicer than the originals, and while the last RR was a mere shred of the original concept, by golly, it was still a Road Runner, and that spoke volumes for some, sales, not so much.
In a side bar, it’s probably no surprise I’m a big Seth MacFarlane fan, and he did a cartoon of when the Coyote finally catches the Road Runner. It was funny, yet in typical MacFarlane fashion, sad at the same time. Watch it, you’ll see why.
I had a 1973 or 74 Satellite with the 400/4bbl, auto trans, hd suspension, put early Aquatreads on it. It was a real runner when you got on it. Did lots of 100+mph SoTx commuting miles with it.
Put lots of miles on it, but hardly trouble-free. Nothing major ever went wrong, but it had lots of nagging little problems. Mostly due to poor design or quality control; generally electrical in nature. Such as electrical components mounted on the firewall directly under the hood to cowl joint, where rainwater would seep down and cause problems.
Not the first, but it was the last Chrysler product that I have ever had, just had too many problems with them.
I’m not really a gearhead type like lots of y’all (got better things to spend money on: boats/yacht..); although I’ve always done most of my own repairs and maintenance.
A vehicle is just wheels, a means of transport, except when you get on it for fun once in a while.
Gotta agree with Howard A. The manufacturer decides what is a certain car because they design it, build it, and trademark the name. They decide, not the car enthusiasts living out the lies that they claimed they lived in high school.
(And yes, that means a Mach-E is a Mustang.)
Unless they’re licensing the trademark.
In the ’90s Chrysler wanted to do a Neon Road Runner – likely an ACR with cartoon decals and an ad campaign – but couldn’t get the rights because WB had an exclusive agreement with GM.
These guys get so caught up with what constitutes a “true” car, they can’t even enjoy cars. Post a picture of a 1974 GTO in a Pontiac forum and they go off on how it isn’t a “real GTO”. They also hate on the 2004-2006 GTO, which was faster than any 1964-74 GTO was. But these same guys claim the Beaumonts are “real Pontiacs”. You can’t win with them.
Very well put. And I’ll admit, I love picking on them. Hell, I’ve even been known to show up at the local cars & coffee in my Chevy Bolt.
Ordered my Yellow Blaze (KY5) 1974 Roadrunner with the 440 in October 1973 and took delivery in December. Price was around $5200 loaded with options including A/C. Traded in a 1969 Dodge Dart GTS with the 383. Still have the yellow Runner. Rust free original….never winter driven. All original interior also. Spent over 30 years on display at the Gilmore Museum near Kalamazoo, Michigan. As I recall, the ‘74 Roadrunner was faster than a 1969 Plymouth Roadrunner convertible that I also owned at the time and still wish I had. Overall, the ‘74 is a great car that may or may not be the last real Roadrunner.
That was your yellow road runner?
I remember seeing it and thinking that it was one of the most beautiful mid-size coupes of the era.
My older brother had a Dark Gold 73 Charger Rally with the 340 Magnum. Not as powerful as your 440, but a great road trip car. He liked having the rear at stock ride height but adjusting the torsion bars to lower the nose. That car was awesome, as I’m sure your 74 R/R was
Forgot to mention my 1969 Roadrunner convertible was a 383 with a Torqueflite and 3.23 gears. The ‘74 440 Roadrunner had 3.55 gears and of course an automatic. Sorry I left out those important details.
For me, the end was in 1971- last year for the Hemi, multiple carbs and gross HP ratings. 1972 no more Hemi but higher insurance rates, SAE net HP, EPA Cleaner Air System, 318 Road Runners & slanty six Volare’ RR in the pipeline…
I’ve just read that John Force has retired. Not surprising, but now it’s official. I have no interest in drag racing but when John was on TV, I didn’t turn the channel. I’m just a little too young to have absorbed much of the Don Garlits era. Staying on topic, the Hemi (both) was a real force in drag racing.
Thanks for that Don, but he’s just not going to drive anymore, he will still oversee the racing operations. Also, I read Josh Hart is going to take his daughter Brittanys place in the top fuel dragster. I think that guy has been on fire more than anyone.
Upgrade the ignition, exhaust and upgrade to Holly EFI system and you solve most of the smog era problems and have a true Road Runner that can be fairly easily restored to original in the unlikely event you would want that.
The 1975 was just as much of a “true” Road Runner as the earlier ones were. Midsized car with a big block V8. A 1975 400 Road Runner is more of a “real” Road Runner than a 1973-74 Road Runner with the 318. They had sporty car interiors with bucket seats and a console, not brougham interiors like you suggest. A relative had a beautiful 1975 Road Runner with the 400 in it. It was metallic blue with white interior. It didn’t have the infamous “tunnel” graphic on the trunk lid, but it had the side stripes. It had an impression on me, and I’ll always like them.
The key story about the ’74 Road Runner that most scribes still miss to this day was the upgrade to the E58 360 hi-po wedge. Described by some at the time as nothing more than the C-body 360 wagon engine with a four barrel, it was actually the 360 block with all the old 340 internals including, according to some references, even the same cam timing as the original 340 automatics in 1968. Factory rated at 245 net hp, under the pre-1972 gross hp format it would have been rated at around 305-315 hp and it turned the quarter in low-mid 15s depending on how it was equipped. It was the perfect engine for this car, with mid-range torque that the former ’72-’73 340 could only dream of, and decent MPG for the era. The E58 continued through the rest of the decade, in slightly derated forms, including Dusters and Dart Sports through 1976, B-body police cars and the Little Red Wagon pickups. But I agree with the original writer that body-wise, 1974 was the last year of the true original Road Runner concept. And yes, I had one. Factory ordered by me in October 1973 and delivered in early December. Mechanically it was superb, delivering 140,000 trouble free miles over 16 years. But unlike the yellow Gilmore car referenced above, being a poor college student, mine was driven 24-7 in Michigan salt and despite two rounds of rust repairs degraded to a Swiss-cheese style form by 1990 when I gave it away to a Mopar maven in Missouri for his sons to use on a pseudo racetrack at his farm. Still, it was a great car and yes, I wish I still had it, too.