The Coronet-based Charger that resulted[2] was introduced in mid-season of the 1966 model year in response to the Rambler Marlin, Ford Mustang, and Plymouth Barracuda.

[3] The 1965 Marlin, along with the Charger that arrived during the 1966 model year, were two cars which set a new standard for radical fastback design in American mid-size automobiles.

[4] According to Richard M. Langworth, "because it was an intermediate like the Rambler Marlin, the Charger could have been an aesthetic disaster, but long side windows prevented its sweeping roof from looking too heavy.

Sharing its chassis and front-end sheet-metal with the mid-sized Coronet, the Charger was positioned to take on AMC's conceptually similar Rambler Marlin.

[8] Significantly, the Charger's interior was different from all other cars, with a full-length center console and "all bucket seating" front and rear, inspired by the 1960-1962 Chrysler 300, and was similar to the 1964 Pontiac 2+2.

[9] The upscale Charger was not intended to compete head-to-head with performance-oriented pony cars, but was available with engine options which included Chrysler's famed 426 Hemi (7.0 L) V8.

Designed by Carl "CAM" Cameron, the Charger introduced a fastback roofline and pot-metal "electric shaver" grille, complete with fully rotating headlights, a feature not seen on a Chrysler product since the 1942 DeSoto.

Inside, the standard Charger featured a simulated wood-grain steering wheel, four individual bucket seats with a full-length console from front to rear.

[10] Numerous interior features were exclusive to the Charger including door panels, courtesy lights, as well as premium trim and vinyl upholstery.

The instrument panel did not use regular bulbs to light the gauges, but rather electroluminescence lit the four chrome-ringed circular dash pods, needles, radio, shifter-position indicator in the console, as well as clock and air conditioning controls if equipped.

The dash housed a 0 to 6000 rpm tachometer, a 0 to 150 mph (240 km/h) speedometer, as well as alternator, fuel, and temperature gauges as standard equipment.

To solve this problem, Dodge installed a small lip spoiler on the trunk lid that improved traction at speeds above 150 mph (240 km/h).

The addition of the spoiler helped David Pearson, driving the #6 Cotton Owens-prepared Dodge cars, to win the NASCAR Grand National championship in 1966 with 15 first-place finishes, though only one, the Capital City 300 in Richmond, VA, was achieved using the Charger.

Bucket seats were standard, but a folding armrest/seat and steering column transmission shifter were an option, allowing three people to sit in the front.

Less upscale than the first generation, the new model featured coke bottle styling by Richard Sias, with curves around the front fenders and rear quarter panels.

The previous full-width taillights were replaced with dual circular units at the direction of Styling Vice President, Elwood P. Engel.

[9] In 1968, Chrysler Corporation began a marketing campaign featuring a cartoon bee with an engine on its back promoting models called the "Scat Pack".

Marketing representatives claimed the reverse scoops on the front fenders were for tire clearance, but their purpose was to reduce drag by 3% by ventilating trapped air from the wheel wells.

The Charger Daytona came standard with the 440 Magnum Engine with 375 hp (280 kW) and 480 lb⋅ft (651 N⋅m) of torque, A727 Torqueflite Automatic Transmission, and a 3.23 489 Case 8 3/4 Chrysler Differential.

This was the last year of the 2nd generation Charger and featured a large wraparound chrome bumper, and the grille was no longer divided in the middle.

[21] Interior changes included new high-back bucket seats, the revised door panels, and the map pockets were now optional instead of standard.

The ignition was moved from the dash to the steering column (as with all Chrysler products this year), and the glove box was now hinged at the bottom instead of the top as in 1968–1969.

Despite this new engine, production slipped again to 46,576 mainly due to the new E-body Dodge Challenger pony car, as well as rapidly increasing automobile insurance rates.

The Ramcharger hood scoop was discontinued, and there were optional lower-geared performance rear axle ratios and extra heavy-duty suspensions.

The 1974 model year saw minor changes that included new color choices, a softer grain pattern on interior surfaces, and a slight increase in the size of the rubber bumper tips.

The 1971-74 Charger based cars were campaigned in NASCAR, with Buddy Baker, Bobby Isaac, Dave Marcis, and Richard Petty scoring several wins.

Richard Petty won 35 races with this body style between 1972 and 1977, when NASCAR allowed the Chargers to run a few years longer than normal because Chrysler did not have a replacement car.

A 1974-bodied Charger driven by Neil Bonnett scored Dodge's last NASCAR victory (until 2001) at the December 1977 Los Angeles Times 500.

Because of the extreme squareness of the body design, NASCAR teams were forced to rely on the previous year's (1974) sheet metal for race-spec cars.

In 1976, a Charger was one of two NASCAR stock cars to compete in the 24 Hours of Le Mans, having been modified with head-lamps, tail-lamps, and windshield wipers.