1972 Dodge Charger SE 400 Pictures
In 1971, the all-new third generation Charger debuted. It was completely restyled with a new split grille and more rounded “fuselage” bodystyle. The interiors now looked more like those of the E-body and were now shared by the Plymouth B-body. No longer standard, the hidden headlights were now optional. A rear spoiler and a “Ramcharger” hood made the option lists for the first time. A special scoop was mounted in the hood, directly above the air cleaner. If the driver wanted to draw clean air directly into the carburetor, he flipped the vacuum switch under the dash and the scoop popped up. The Plymouth Road Runner used this device and called it the “Air Grabber” hood. While this device had been used on the Coronet R/T and Super Bees, it had never appeared on the Charger.
Dodge also merged its Coronet and Charger lines. From 1971, all four-door B-bodies were badged as Coronets and all two-door B-bodies as Chargers. Thus for one year only, the Charger Super Bee became part of the Charger stable. From 1971–1974, Charger models used the Coronet’s VIN prefix of “W”. The Dodge Super Bee made the move from the Coronet line to the Charger line for 1971 only, then the model was discontinued. Several other models were carried over from 1970, including the 500. The R/T and SE versions carried over as well, but the R/T’s popularity was on the downslide thanks to higher insurance costs. Only 63 Hemi versions were built, and 2,659 were built with other engines that year. Rapidly rising insurance rates, combined with higher gasoline prices, reduced sales of muscle cars and 1971 was the last year of availability for the 426 Hemi “Elephant engine” in any car.
1971 also saw the end of the high-performance 440 Six-Pack engine (although some early Dodge literature (August 1971 press) stated that this engine was available for 1972, it was pulled at the last minute. However, a few factory installed six-pack Chargers and Road Runners were built early in the production run). In the Super Bee’s final year, the 340 became a $44 option over the standard, low-compression 383 . Many of the “Hi-Impact” colors would disappear after the 1971 model year; this also created the 1971-only “Citron Yella”.
The 1972 Charger bowed with a new “Rallye” option to replace the former R/T version. The SE was differentiated from other 1972 Chargers by a unique formal roof treatment and hidden headlights. The 440 engines were still available, but now had to use the net horsepower rating instead of the gross horsepower rating. This would cause their horsepower ratings to go down substantially, although the net horsepower rating was actually more realistic. Also beginning in 1972, all engines featured lowered compression ratios to permit the use of regular leaded or unleaded gasoline rather than leaded premium fuel as in past years due to increasing tighter emissions regulations. A low-compression 440 with a 4-barrel carburetor became the top engine (though rumours persist that a few 440 6 pack engines were installed and sold before it was determined they did not meet emissions regulations); and the use of the Pistol-Grip 4-speed Hurst manual shifter was limited to 340, and 400 Magnum engines. 1972 would also be the final year for the Dana 60 differential, available only behind a 440/4 speed, and only with the 3.54 rear end ratio. source
1972 Dodge Charger SE 400 Pictures