In the world of "police cars", there were ones designed for that function and those that were "cars that got the police equipment added to them (radios, logos, etc.)" to function as police cars. It all depended upon what the law enforcement entity saw fit to purchase. In later years, it became possible for local entities to tag into "the state bid" to get cars that way and to "state specs".
The A38 code is for police cars. It could have the A36 3.55 axle ratio, if desired, I suspect. BUT only A38 cars would have the A82 Police Ornamentation Group (possibly deleting the front door side moldings) or F95 Certified Speedometer (which could also have been bundled into particular years of the A38 code cars. But all "genuine-spec" factory produced law enforcement vehicles would have the F95 Certified Speedometer (even if not coded separately) on the car. These speedometers came with a certification card that their indicated speed was plus/minus 1 mph between a particular temperature range (like 32 degrees to 140 degrees F).
There might have been some individual items which could have been in the police package code that might have been available separately, IF the ordering dealer knew how to make it happen AND could get it done (even with delays in getting the particular vehicle produced). In some cases, a regular car could be upgraded with the HD Trailer Tow Group (suspension, fluid coolers, etc.) to get close to the police car specs, but without getting the full police car equipment per se. There were also police car packages available with Slant 6s and 318 V-8s, too depending upon their ultimate police car use by the purchaser.
In general, though, Chrysler built the most capable law enforcement cars ever built. Engines, trans, suspensions, and other things. The B-body cars of the later '60s were more related to Road Runner than normal Belvedere sedans, typically. Ford was, by observation, the next-most serious law enforcement vehicle manufacturer. GM had some credible packages, but they seemed to be variable of how good they performed.
In Lubbock, TX (where I was at Texas Tech in the '72-'74 time frame) the city would get Plymouths one year, Dodges the next, and Fords in their observed 3 year cycle. In '74, they got C-body Dodges with 440s. Even with the lower compression ratios, the engine "guts" still were "muscle car" in nature (according to the Specs section of the Dealer Order Guide). Higher-stall torque converters all the way into the 1978 model year (according to the '78 service manual)!. Like 2800 rpm behind the 440, all factory specs!
One weekend, they got to chasing somebody on the country roads. It apparently was too easy to "over-drive" these cars. They wrecked several not making turns on those country roads. Later, a friend did a "ride along" program with a policeman. He said they were in the eastern part of town. The police guy wanted to ease over to talk to some kids, so he "power braked it" and slid that big Dodge sideways to the kids. Got THEIR attention big time!
Although the compression ratios and some emission controls meant less power than in prior years, the cars were still the performance leaders in their size class, generally. Especially in handling capabilities, as long as the driver knew "how" to drive around corners. Chrysler took its police car fleet business very seriously! Their products tended to reflect that orientation, by observation.
Check out the large "Police Squads" section at
www.allpar.com. LOTS of police car information in there, including how the Chrysler-supplied metallic brake linings performed TWICE, with glowing red brake drums, and still be the competition after the 2nd pass through the police car tests, circa 1955. Really neat stuff! Also, there are TWO Chrysler Police Car publications, chronicling them into the earlier 1980s and including some "unauthorized" police uses of LH cars in the second book.
CBODY67