Where specifications vary depending upon standard or optional equipment, those found here are for a SuperBird with standard equipment only (except for top speed estimates).

The front fenders and hood were modified 1970 Coronet pieces. The front fender scoops were made of injected plastic and mounted via five studs. There were two distinct shapes to the scoops - a flat type and a much more rounded one. A car may have come from the factory with two of the same style or one of each.

All cars came equipped with Boar Grain vinyl roofs. The rear window was never tinted, even if the rest of the glass in the car was. No convertible SuperBirds are known to have been produced by the factory.

The nose was made of steel; the headlight buckets of fiberglass. The wing was aluminum, and the pitch of the horizontal portion was adjustable. The nose and wing were painted with lacquer; the remainder of the body was painted with acrylic enamel.

Top speed for the SuperBird as factory equipped is difficult to estimate. Terminal speeds of 130 to 150 MPH would seem reasonable, depending upon, among other things, the engine in the car. All SuperBirds came with 150 MPH speedometers.

Jim Fredericks' SuperBird, "Fly Rod", exceeded 216 MPH in the B/Production class at the Bonneville Salt Flats in the late 1980's. This made it the world's fastest production (gasoline fueled, normally aspirated) winged car.

As with top speed, current value is very difficult to estimate. Figures shown here are for automatic transmission, well documented, correctly date-coded, numbers matching cars in very good condition with few reproduction (non-original equipment manufacturer) items. Add 10% for four speed cars.

Vehicle serial numbers (or Vehicle Identification Numbers - VINs) are found on the driver's side of the car on (1) the upper portion of the dash pad at the base of the windshield and (2) the fender tag on the inner fender in the engine compartment. The SuperBird Fender Tag Decoding page provides instruction on analyzing SuperBird fender tags where the VIN, as well as other important information, are found. VINs may also be found on the top or rear face of the radiator upper yolk and/or the driver's side rear deck trunk lip.

The Assembly Plant Sequential Number begins at 100001 each production year. SuperBird assembly numbers appear sporadically throughout the stated range.

Broadcast Sheets are also a wealth of information and can sometimes be found in the car in one of these locations: on the backside of the glove box; under or behind the front seats or rear seats; under the carpeting.

Various sources report the following transmission break-out for 440 Six-Barrel and 426 Hemi cars:

440 6-bbl 408 Automatics
440 6-bbl 308 Four Speeds
426 8-bbl 77 Automatics
426 8-bbl 58 Four Speeds
440 4-bbl 618 Automatics
440 4-bbl 466 Four Speeds

This adds to a total of 1,935 SuperBirds, Chrysler Historical Society's "official" number and one of the other frequently quoted total production numbers (like the 1,920 discussed in the Engine section above). In the case of 4-bbl and 6-bbl engines, four speed cars comprise 43% of the total in each. Using this percentage, and applying it against 1,084 440 4-bbls (this count of 440 4-bbl cars is associated with the 1,935 total production figure) provides the break-out for 440 4-bbls shown above. More information on the topic of total production is available in the Where Are They Now? page.

Cars with original transmission cases will have the last eight digits of the Vehicle Identification Number (VIN) stamped on a pad on the right (passenger) side of the transmission case.

Automatic transmission cars either had a column mounted shifter or one on the floor as part of a console (a small round shifter knob was used in this case). Four speed SuperBirds came with floor mounted shifters only, with and without consoles. The non-console equipped cars had a long Hurst pistol grip type shifter, while the console cars had a much shorter pistol grip assembly.

Shock absorbers were the double acting type, mounted with rubber bushings.

The asymmetrical rear springs were 58 in. in length and 2.5 in. in width, outboard-mounted, with pivot rubber bushings in the front and shackle rubber bushings in the rear.

The braking system used a dual master cylinder - one system for the front; another for the rear. Front power disc brakes came standard on all SuperBirds. Rear brakes were self-adjusting, servo contact, self-energizing with bonded linings. Brake shoes were the internal expanding type, and there was a separate mechanical parking brake.

No records were kept by Chrysler as to the number of SuperBirds produced by color. Galen Govier maintains a huge registry for SuperBirds, and based on his sample of cars and their colors, a reasonable estimation of car color as a percentage of total production can be arrived at. The percentage values presented in the table were calculated in this way.

Colors listed in the more darkly shaded blocks were special order, extra cost colors. Of these extra cost colors, all but Corporation Blue were sometimes referred to as "High Impact" colors.

At least one car has been documented as having been painted Deep Burnt Orange Metallic by the factory, even though this color was not advertised as available for the SuperBird.

The rear quarter panel decal "Plymouth" was normally white on blue and red cars, while black decals were found on green, orange, white and yellow cars.

All seats were made of vinyl material. Black bucket seats had a charcoal bolster.

The carpet, instrument panel and shelf panel, steering wheel and headlining were always black.

All tires were of bias ply design and made by Goodyear.

The vast majority of cars appear to have come with 15x7.0 in. Rallye or 14x5.5 in. Magnum 500 wheels. Some F60x15 in. Polyglas GT tires did not have had the size indicated in raised white letters.

The spare tire always came with a stamped steel wheel, which would typically be body color. All SuperBirds had two jacks. This was necessary because the car did not have a standard front bumper, therefore a scissor type jack was necessary to raise the front of the car.

1970 was the last year for left hand lug nuts (fortunately).