Just a question on Mopar history

[Mo Power]

So I was wondering I know that to get Daytonas and Superbirds into Nascar they had to produce 1 for every 2 dealerships. And there were less Daytonas made so were Plymouth and Dodge dealrships seperate and on there own even though they were both owned by Chrysler? So help me out guys that are more knowledgable then me  .

[Magnumcharger]

Yes, Plymouth and Dodge were separate franchises.

[BROCK]

So I was wondering I know that to get Daytonas and Superbirds into Nascar they had to produce 1 for
every 2 dealerships. And there were less Daytonas made so were Plymouth and Dodge dealrships seperate
and on there own even though they were both owned by Chrysler? So help me out guys that are more
knowledgable then me  .

Short answer:
Posted by: Magnumcharger

Yes, Plymouth and Dodge were separate franchises.

The Charger 500 & subsequent Charger Daytona were produced under a homologation figure of 500. 
For 1970 the rules changed to your 1 for every 2 or 2 for every 1 scenario.  This meant more Superbirds.

[FastbackJon]

I thought it was one per dealership...?

[Ghoste]

Actually, the rule for 1970 was 1000 cars or 1/2 the number of dealers, whichever was higher.  I think the one per dealer number may have been the Trans-Am homologation rule.

[Mo Power]

So your saying Magnum that there was only around 950 Plymouth Dealerships since your saying there was 2 for every one dealership. And I guess that seems weird that Dodge had only half that number of dealerships since I thought back then Dodge would of had more the Plymouth.

[PocketThunder]

So your saying Magnum that there was only around 950 Plymouth Dealerships since your saying there was 2 for every one dealership. And I guess that seems weird that Dodge had only half that number of dealerships since I thought back then Dodge would of had more the Plymouth.

In 69 the rule was 500 cars produced.  It had nothing to do with number of dealerships. 

[learical1]

rule through 1969 = 500 units
rule for 1970 = minimum 1000, or 1 car for every 2 dealerships, whichever is higher.

so if we go by the old 1920 superbird theory, there had to be about 3840 plymouth dealerships.  Was the Daytona the reason for the rule change?  don't think so.  more than likely the 500, talladega and spoiler II get the blame, along with the Boss 429 mustang.  I believe the rule was changed before the Daytonas were made, which is one more reason why the daytona is a 1969 and not a 1970 model.  Why build over a thousand when you can hurry up and only build 500?

[learical1]

The big boys will be home after work and I'm sure there will be lots more info. 

I may not be one of the big boys, but I occasionally post from work.  (Don't tell the boss!)

[Ghoste]

And you didn't trust my answer. 

[hemigeno]

rule through 1969 = 500 units
rule for 1970 = minimum 1000, or 1 car for every 2 dealerships, whichever is higher.

so if we go by the old 1920 superbird theory, there had to be about 3840 plymouth dealerships.

You guys have nailed it with that part of the answer.  Here's the rest of the story you probably haven't heard:

The change in homologation rules was actually requested/proposed by none other than...





DODGE!!

Yup, Dodge was actively campaigning Bill France to change the rules from 500 units to something much higher, and NASCAR settled on the 1 car for every 2 dealerships (and there was a huge debate about what counted as a Plymouth dealership).  Why did Dodge do that, you ask?  Well, back at that time Plymouth and Dodge were not always amicable towards one another.  If you remember back when the C500 & Daytona came out, Petty wanted to race a Dodge and Plymouth told him "No" - which eventually led to Petty's departure in '69.  Dodge had also spent TONS of time & money developing the Aero cars (C500 & Daytona), after Plymouth turned their nose up at the entire project.  Now Plymouth - with some help from the Corporate Brass - was going to be able to capitalize on all the Dodge Division's research with comparatively little development costs of their own.

Bill France was absolutely no fan of the Aero cars, and was a willing participant in the effort to raise the homologation requirement, but Dodge was probably just as much a part of that change as anyone.

[Ghoste]

Why do I feel like I just heard Paul Harvery? 

[Mo Power]

Thats weird that Plymouth and Dodge were that competive with each other and I thought they were good buds  . But didn't Petty go back to Plymouth in 1970 when the Superbird was up for grabs.

[69_500]

Petty only left Plymouth in 1969 because they wouldn't allow him to race in the 500 or Daytona. So if he couldn't do that, he figured why not leave and go drive a Ford, because he knew the Plymouths of 6 weren't going to compete.

[moparstuart]

rule through 1969 = 500 units
rule for 1970 = minimum 1000, or 1 car for every 2 dealerships, whichever is higher.

so if we go by the old 1920 superbird theory, there had to be about 3840 plymouth dealerships.

You guys have nailed it with that part of the answer.  Here's the rest of the story you probably haven't heard:

The change in homologation rules was actually requested/proposed by none other than...





DODGE!!

Yup, Dodge was actively campaigning Bill France to change the rules from 500 units to something much higher, and NASCAR settled on the 1 car for every 2 dealerships (and there was a huge debate about what counted as a Plymouth dealership).  Why did Dodge do that, you ask?  Well, back at that time Plymouth and Dodge were not always amicable towards one another.  If you remember back when the C500 & Daytona came out, Petty wanted to race a Dodge and Plymouth told him "No" - which eventually led to Petty's departure in '69.  Dodge had also spent TONS of time & money developing the Aero cars (C500 & Daytona), after Plymouth turned their nose up at the entire project.  Now Plymouth - with some help from the Corporate Brass - was going to be able to capitalize on all the Dodge Division's research with comparatively little development costs of their own.

Bill France was absolutely no fan of the Aero cars, and was a willing participant in the effort to raise the homologation requirement, but Dodge was probably just as much a part of that change as anyone.

  thanks to dodge we have more superbirds out there for us to see and have