10 posts tagged “chrysler”

Ah, remember the days when Chrysler rested on the words of another Italian guy, Chairman Lee?

The largest car maker in the land was effectively nationalized. It then killed more brands and product lines, even ones that could have survived.
   Chrysler, hanging on to unloved mainstream sedans such as the Avenger, was in a deep crisis and needed a European manufacturer to take over its operations.
   Ford, resisting the urge to go cap in hand to the government, stayed its course and solidified its market share, despite its own union troubles. It managed to shore things up and grow from there.
   USA 2009? No, UK in the 1970s.
   This is not a political post—it’s just pointing out how history repeats itself. I also have a funny feeling the US scenario will play out the same way as the UK one did.
   British Leyland was broken up further and its “volume” operations—despite making fewer cars than London Taxis International—are owned by the Chinese state.
   Chrysler UK no longer exists. Its plants wound up making Peugeots.
   Ford UK might not be as strong today as in the 1980s, but it still has a good market share.

This has got to be one of those bad journalism moments:

CNN on Fiat–Opel

Analysts say its small-car technology can help Chrysler, known for its minivans and Hummer line. In the past five years, Fiat has been able to regain market share in Europe with its economy fuel-saving cars as well as its luxury line, Alpha Romero.

   I’m sure Chrysler would love to know it owns Hummer and have extra headaches about what to do with that brand, and do Alpha Romeros have anything to do with actor Cesar Romero?

Remember these AA cars from Chrysler? Not that they looked that contemporary in their day—they followed the usual Iacocca MO of having too many options and were out of step with the stylish cars coming from Ford and the imports—they were, at one point, the most reliable American-built sedans (according to J. D. Power). Basically, they were bigger, slightly rounded-off K-cars in my view, and it took Chrysler a few more years to field more up-to-the-minute designs in this segment. From Autocade.

Plymouth Acclaim (AA). 1990–5 (prod. unknown). 4-door sedan. F/F, 2501 cm³ (4 cyl. OHC), 2972 cm³ (V6 OHC). Evolution of K-car, Acclaim was Chrysler’s mid-line entry and in 1991, the most reliable domestic sedan according to J. D. Power. Outsold its Dodge Spirit counterpart and considered reliable, but noisy with poor ride generally. Some luxury options such as vinyl roof, in some ways closer to contemporary Chrysler LeBaron (1990–4). New radiator and trim changes for 1993. Four offered in standard and turbocharged versions; superior V6 sourced from Mitsubishi.

Dodge Spirit/Chrysler Spirit (AA). 1990–5 (prod. unknown). 4-door sedan. 2213 cm³ (4 cyl. DOHC), 2501 cm³ (4 cyl. OHC), 2972 cm³ (V6 OHC). Larger successor to Dodge Aries (extra 3 in in wheelbase, with AA platform derived from old K), with similar boxy shape but rounded corners, introduced January 1989. Stylistically, out of step with the aero look popularized by Ford Taurus. Dynamically average in handling. Roomy, but harsh ride and noisy. R/T with 2·2 turbocharged engine, developing 167 kW, to end of 1992 model year only. Anti-lock brakes deleted as option in 1995. Twinned with Plymouth Acclaim; Chrysler Spirit in México and some South American markets. With the exception of turbocharged models, sold as Chrysler Saratoga in Europe till 1993 (Chrysler LeBaron (1990–4) took over these duties afterward).

Chrysler LeBaron (AA). 1990–4 (prod. unknown). 4-door sedan. F/F, 2501 cm³ (4 cyl. OHC), 2972 cm³ (V6 OHC). Luxury version of AA-platform cars, evolved from K-car chassis. Unlike Plymouth Acclaim, more comfortable and better tuned for a smooth ride; acceptable handling. Landau version had vinyl half-roof with small, formal backlight window. Took over from rebadged Dodge Spirit as the export-market Chrysler Saratoga in 1994–5, but replaced domestically by Chrysler Cirrus. Not really a luxury car, with quality below that of Japanese brands, but considered reliable in its day. Mitsubishi supplied the V6. Unrelated to coupé and convertible which bore the LeBaron name as well (q.v. Chrysler LeBaron (1987–95)).

I have no recollection of these since I wasn’t even in the antipodes (or even alive) at this point, but these TVCs from the now-defunct Chrysler Australia are quite enjoyable.
   They date from 1971, launching the new—to give it its full title—Chrysler Valiant Charger.
   The Charger badges were identical to the US Dodge’s, but the car is not related except through parentage.
   I am sure Australians will correct me if my memory is wrong: Chrysler entered Australia in the 1950s and brought over Plymouth Valiants to evaluate for the market as the decade changed. The imported Valiants could not deal with the rougher Australian roads, and adapted, locally produced models began coming off the South Australian lines soon after.
   The Plymouth marque was not used and Chrysler was instead. However, as with the Rambler in the US, Valiant became a marque Down Under, and by the 1970s there were Valiant Rangers, Valiant Chargers and Valiant Regals.
   The 1960s’ models were related to the Plymouth Valiant and Dodge Dart, but by the 1970s, Australia had a unique design. The Aussie Charger would have been a compact by US standards then, on a shorter wheelbase, but it looked more capable than the full-size American Dodge Charger (which was beautiful in its own way). The sixes gained a following in New Zealand.
   Down Under, this size of car was long regarded as the ideal, and excepting years of fuel crises, Australasians tend to like these full-size (by modern standards) cars. And the early 1970s were the years when both Ford and Chrysler responded to GM with a proper fastback coupé to counter the success of the Holden Monaro, sold from 1968.
   I always associate Chargers with cads, but notice how some of the drivers are balding, middle-aged men. I expect Chrysler (rightly) saw the Charger as a Mustang of sorts, appealing to everyone—but since this was Australia in 1971, only men seem to be driving these cars in commercials.

No, I did not mean John Steed. Finally got all these related cars into Autocade. Might take a few of you back down memory lane.

Hillman Avenger. 1970–6 (prod. 650,000 approx. all types, incl. Chrysler and Talbot). 2- and 4-door saloon, 5-door estate. F/R, 1248, 1295, 1498, 1598 cm³ (4 cyl. OHV). Contemporary mid-sized car from Chrysler with modern, coke-bottle styling and unusual “hockey-stick” rear lights. Mid-term upgrades with 1·3- and 1·6-litre engines from 1973. Exported as Sunbeam and Sunbeam Avenger to Europe; Plymouth Cricket to US, though short-lived there due to unreliability. Good handling for its day. Avenger Tiger limited edition in 1972–3 with twin carb 1·5, developing 92·5 bhp DIN, possibly numbering 600 in two series. Replaced by facelifted model, badged Chrysler rather than Hillman. Bodies made in Linwood, Renfrewshire, Scotland and freighted by train to Ryton.

Dodge 1500/Dodge 1500M. 1973–81 (prod. 262,668 all versions). 4-door sedan, 5-door wagon. F/R, 1498, 1798 cm³ (4 cyl. OHV). Argentine version of Hillman Avenger and related to Brazilian Dodge 1800 (1973–5) and Dodge Polara (1976–81). Different rear end on sedan compared to Avenger. Originally three models, all sedans, with GT-90 at top of range. Larger engine from 1974. Facelift in 1977, in line with UK Avenger; GT-100 with 105 hp 1·8 announced same year. Wagon called Rural. Succeeded by Volkswagen model, which still carried a Dodge badge initially after VW took over Chrysler’s old Argentinian operations; but carried the VW logo after an extensive logo in 1982.

Dodge 1800. 1973–5 (prod. 92,665, incl. Polara). 2-door sedan. F/R, 1799 cm³ (4 cyl. OHV). Announced November 1972 and launched April 1973, Brazilian version of Hillman Avenger, with different rear side window and rear end. Originally with 78 hp. Nicknamed Dodginho. Not that well suited to local conditions, and car had to be improved and relaunched in 1976 as Polara, using old Dodge name with much goodwill in Brazil. Sporting 1800 SE version in 1974 with collector interest.

Chrysler Avenger. 1976–9 (prod. 650,000 approx. all types, incl. Hillman and Talbot). 4-door saloon, 5-door estate. F/R, 1295, 1598 cm³ (4 cyl. OHV). Facelifted Hillman Avenger, abandoning old marque in favour of parent company’s, and “hockey-stick” rear lights replaced by horizontal items closer to that of Dodge 1500. New dashboard. No real mechanical changes but full production moved to Linwood (where bodies were already made). Two-doors gone, but Chrysler Sunbeam filled the void.

Dodge Polara. 1976–81 (prod. 92,665, incl. Dodge 1800). 2-door sedan. F/R, 1799 cm³ (4 cyl. OHV). Brazilian version of Hillman Avenger, nicknamed Dodginho, with different rear side window and rear end. Replaced nearly identical Dodge 1800 (1973–5). Engine gradually uprated to 92 PS. Facelift in 1978, bringing it into line with Chrysler Avenger in UK. A steady seller for Chrysler, but production ended 1981 after the company sold its Brazilian operations to Volkswagen.

Talbot Avenger. 1979–81 (prod. 650,000 approx. all types, incl. Hillman and Chrysler). 4-door saloon, 5-door estate. F/R, 1295, 1598 cm³ (4 cyl. OHV). Rebadged Chrysler Avenger, after Peugeot took over Chrysler’s European operations. Originally retained Chrysler pentastar badge in grille despite Talbot wording on bonnet and boot. No real changes other than equipment and badging, but Avenger’s days were numbered after Peugeot elected to close the Linwood factory.

Volkswagen 1500/Volkswagen 1500M. 1982–91 (prod. 262,668 all versions). 4-door sedan, 5-door wagon. F/R, 1498, 1798 cm³ (4 cyl. OHV). Facelifted version of Dodge 1500, itself an Argentine version of the Hillman Avenger. Had a good history as a Dodge in the 1970s, and sold on that goodwill as well as robustness; but largely seen as an economy model for VW in the 1980s. Five-speed gearbox from 1988, with air conditioning on more models.

For Pat, as requested … These were fun to research and a good reminder of what made Chrysler special in the 1990s: the desire to take risks, loving cars, compressed R&D times and having the pulse on what the consumer wanted next—before the consumer realized it. It was something that the DaimlerChrysler era killed with internal politicking and brand mismanagement. As published on Autocade.

Plymouth Prowler. 1997–2001 (prod. 8,532). 2-door roadster. F/R, 3518 cm³ (V6 OHC). Modernized hot rod, based on a 1993 concept and quickly put into production, showing Chrysler’s short R&D times in the 1990s. V6 from LH-series cars, originally with 214 hp, then 253 hp from 1999; critics say it could have used more power. No 1998 model. Aluminium used greatly in chassis. Rebadged Chrysler (see separate entry) after DaimlerChrysler merger, after phasing out of Plymouth marque. Supposedly a halo car that would herald a new corporate look for Plymouth (the PT Cruiser was next), plans for which were nixed after the merger.

Chrysler Prowler. 2001–2 (prod. 3,170). 2-door roadster. F/R, 3518 cm³ (V6 OHC). Rebadged Plymouth Prowler, and no different from that model with its hot-rod concept. Chrysler had committed to a five-year production cycle, ending in 2002, with the car surviving the demise of the Plymouth brand. Last 300 in Inca Gold.

Dodge Viper (SR). 1992–2002 (prod. unknown). 2-door roadster, 2-door coupé. F/R, 7990 cm³ (V10 OHV). V10 truck-derived engine mated to sports car shell, creating a raw, fun if uncivilized vehicle. Based on 1989 show car. Quality not its strong suit, but buyers wanted the performance-first edge, hence no traction control or ABS. Door handles on inside. Extensive revisions for 1996, including addition of GTS coupé with airbags; they found their way to R/T10 roadster for 1997. Due to trade mark ownership in Europe, sold there as a Chrysler.

Dodge Viper (ZB). 2003 to date (prod. unknown). 2-door roadster, 2-door coupé. F/R, 8275, 8383 cm³ (V10 OHV). All-new model with more refined styling but similar concept to SR and larger-capacity V10. No 2007 models, but Vipers returned for 2008 (‘Gen IV’) with still larger V10 (with larger valves and variable valve timing). Lighter than SR with more power; coupé slightly heavier than roadster. Sold as Dodge SRT-10 in Europe.  

Here’s another car some of you may remember from Autocade—and for American readers, you may have even had one, or had a friend who owned one as a first car.
   Developed by Chrysler Europe and also adapted for the US, it was supposedly a “world car”, though it never sold in the Asia–Pacific (other than French territories) and the parts between the European and American editions weren’t even interchangeable. But it was a good entry-level model for Chrysler US for many years, even if it was based on an ancient (albeit lengthened and widened) Simca 1100 floorpan from the 1960s. European buyers loved it initially, especially after a Car of the Year win for 1978–9, then realized there were more modern and less rust-prone small cars around.

Chrysler–Simca Horizon/Chrysler Horizon (C2/L-body). 1977–9 (prod. 430,225 incl. all of 1979, incl. Talbot). 5-door saloon. F/F, 1118, 1294, 1442 cm³ petrol (4 cyl. OHV). In many ways a rebodied Simca 1100, but despite dated origins on widened and lengthened floorpan, still voted European Car of the Year 1978–9. Fairly good handling and ride, but less than competent steering and on the heavy side. Certainly not an all-rounder as award might have suggested. Attractive styling from Chrysler’s Whitley centre under Roy Axe, similar to Dodge Omni and Plymouth Horizon. Simca name used only on Continent: car was always Chrysler Horizon in UK from its 1978 launch. Early appearance of a trip computer on this model. Rebadged Talbot–Simca in July 1979 on the Continent; simply Talbot in UK.

Dodge Omni (L-body). 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). North American version of Chrysler–Simca Horizon, developed in UK and France initially. US version ultimately had little in common with European models aside from overall styling due to adaptation to local tastes. Considered fashionable at the beginning and acknowledged as the first response to Volkswagen Golf by a US Big Four automaker. Softer riding than most competitors in the 1970s, with inferior handling. Spun off a coupé model called the 024 in 1979 (covered separately), which in turn spun off a pick-up truck. Turbo GLH and GLH-S models offered 1984–6. Sold on entry-level price, low equipment level and America model tag (Expo in Canada) from 1987 to 1989. Airbag added in final year. Twinned with Plymouth Horizon of these years.
 

Plymouth Horizon. 1978–90 (prod. unknown). 5-door sedan. F/F, 1594, 1716, 2212 cm³ (4 cyl. OHC). Virtual clone of Dodge Omni, save for trim and badging, and most comments for that model apply here. Similar to Chrysler–Simca Horizon in looks. Coupé model called TC3 (covered separately) rather than 024. Plymouths were aimed less at a sporting audience, so Horizon missed out on GLH and GLH-S variants. Otherwise, Horizon went through the same model cycles, including the 1987–9 America and gained an airbag for 1990.
 

Talbot–Simca Horizon (C2/L-body). 1979 (prod. 222,296 for all of 1979). 5-door saloon. F/F, 1118, 1294, 1442 cm³ (4 cyl. OHV). With Peugeot taking over Chrysler Europe’s operations, old Chrysler models were renamed Talbot from July 1979. Chrysler–Simca Horizon became Talbot–Simca Horizon till the end of the year on the Continent, with some models even featuring the old Chrysler pentastar badge. Comments for Chrysler model apply; for later models, see Talbot Horizon, which this car became in 1980.
 

Talbot Horizon (C2/L-body). 1979–87 (prod. 842,078 all types, including Chrysler; 418,634 in UK and France only, 1980–5; 150,000 approx. UK only, 1980–5). 5-door saloon. F/F, 1118, 1294, 1442, 1592 cm³ petrol, 1905 cm³ diesel (4 cyl. OHV). Renamed version of Chrysler–Simca Horizon, known briefly as the Talbot–Simca Horizon from July 1979 to the end of that year on the Continent, and similar in style to Dodge Omni and Plymouth Horizon though sharing few parts. Talbot Horizon in UK from July 1979 changeover, as Simca brand not used there for this model. Fairly good handling and ride for the era, though criticized for steering and weight, and body corrosion common on earlier models. Equipment and quality improved through 1980s. Despite a good run from its European Car of the Year win in 1978, the rot was setting in for the 1980s as better competition emerged. Series II models from 1981. Diesel from 1982. UK and French production ceased 1985, but Finnish production continued to 1987.   

For some reason I enjoyed researching these US-built cars on Autocade. Some are forgotten for very good reasons, others out of unfairness. Not a complete list by any means, but hopefully I can challenge some memories out there.

Eagle Medallion. 1988–9 (prod. unknown). 4-door sedan, 5-door wagon. F/F, 2165 cm³ (4 cyl. SOHC). Renamed Renault Medallion, an Americanized Renault 21. New marque after Chrysler bought AMC in 1987, but cars quickly cancelled in favour of Mitsubishis. Actually a good car compared with its competition, but AMC’s small size and rumours of takeover damaged its chances; and the problems were not solved with the change of marque.

Cadillac Cimarron (J-car). 1982–8 (prod. 132,499). 4-door sedan, F/F, 1796, 1991 cm³ (4 cyl. OHV), 2837 cm³ (V6 OHV). A good idea: build a Cadillac that could take on the BMW 3-series, and do it cheaply, on J-car platform. Seville showed that Cadillac could go smaller and succeed, but at least that car did not look like the Chevrolet Nova. Here, Cimarron was essentially a Chevrolet Cavalier clone, yet the price was nearly double. Few were fooled into buying the smaller Cadillac—at least not at the prices the company wanted to charge. Four-cylinder engines did not help perceptions, though V6 arrived in 1985 and was standard from 1987. Final year production of 6,454; cancelled afterwards. Sector not filled till European-market BLS launched.

Ford Falcon (1970½). January–August 1970 (prod. 26,000 approx.). 2- and 4-door sedan, 5-door wagon. 250 in³ (6 cyl. OHV), 302, 351, 429 in³ (V8 OHV). For half a model year, Ford transferred its Falcon nameplate from the compact model to the intermediate Torino–Fairlane bodyshell (117 in wheelbase for sedans; curiously, the wagon was on 114 in), making the Torino’s engine options available. Still marketed as an economy car, the last American Falcon is characterized by its swooping design. After 1970, Falcons were made only in Australia and Argentina (with an assembly plant for Australian models in New Zealand).

Chrysler Imperial. 1990–3 (prod. 41,276 approx.). F/F, 3301, 3778 cm³ (V6 OHV). Last cars to wear Imperial badge. Upscale Chrysler New Yorker Fifth Avenue of these years, with 3·3- (1990) or 3·8-litre (1991–3) V6. Y-body developed as largest version of K-car platform. Different nose and tail which made it longer than New Yorker by 4 in, though wheelbase stayed the same. Not that refined, with poor performance, suspension and transmission.

I see Volkswagen is bringing out a Chrysler-based minivan called the Routan.
   Daft name, but I guess if it already has a minivan called the Touran in Europe, it was a matter of swapping two letters around in the mould.

07touran05

Volkswagen Routan