Chrysler Town & Country cars, 1941 to 1984
Woodie Years (by Harold Mermel)
In
1941, Chrysler came out with the first steel-roof woodie wagon,
called the Town & Country. Less than 1,000 of this
luxury four-door car were built, in 9 passenger and 6 passenger versions, for
city or estate transportation. As the company later wrote,
The celebrated 1941 Chrysler Town & Country would become the first luxury station wagon, appealing to affluent buyers with attractive design and interior fittings coupled to a larger and more refined cargo area than that found on competitor’s vehicles. Significantly, it was the industry’s first steel-roofed wagon. But to many this first Town & Country wasn’t a wagon at all, but rather a fastback sedan, a glamorous and soon-popular new type of car whose production run would sadly be limited to just 17 months by world events.
After World War II, the Chrysler Town & Country name graced a line of elegant convertibles, sedans and hardtops – but no wagons (Plymouth was the only Chrysler division to produce station wagons in the immediate postwar period, again featuring wood bodies supplied by an outside vendor).
In 1942, the sheet metal was changed but the woodie design was similar. Again, less than 1,000 were built, due to Pearl Harbor stopping production in December, 1941. These two models are considered the grandfathers to the recent explosion of minivans and SUVs.
After WWII, the 1946 to early 1949 Town & Country woodies were made in much larger numbers, as sedans, convertibles and seven 2-door hardtops (the first production hardtops ever made by any manufacturer). In later design 1949 models, only convertible versions were made. In the last year of Chrysler woodie production, the T & C were 2-door hardtops only.
The T & C woodies were only built from 1941 thru 1950, with none made during WWII (1942 thru most of 1946). These cars are highly respected and sought after. They are gorgeous in restored or nice original condition. Prices cover the spectrum, but usually on the high side. (A very few have even sold for hundreds of thousands of dollars!)
Chrysler and Desoto did also offer box type woodie station wagons in 1949 and 1950. Plymouth and Dodge offered the box type woodie wagons throughout the 1930s and 1940s.
Anyone who wishes to join the Town & Country Owners' Club can mention me and contact John Slusar at TandCregistry [at] cs.com.
Steel Chrysler Town & Country wagons
Chrysler wrote:
In 1949, Chrysler became the first American automaker to build all-metal wagons in quantity, beginning with the aptly named Plymouth Suburban. Eagerly purchased by those flocking to freshly built suburbs, the success of these cars soon prompted Chrysler to also add steel-bodied station wagons to its Chrysler, Dodge and DeSoto product lines, making it the first American automaker to build all-metal wagons in quantity.
In 1951, the Town & Country nameplate was again properly applied to a station wagon [but not a woodie], coinciding with the debut of the famous HEMI® V-8 engine and rekindling the association of Chrysler and luxurious, high-performance station wagons. The company enhanced this reputation through the creation of numerous station wagon engineering firsts, including roll-down rear windows for tailgates in 1951 and rear-facing third row seats in 1957. Tailgates, in fact, were a major focus of Chrysler innovation: window washers came in 1968, integral air deflectors in 1969 and, in 1971, ignition interlock to prevent children from opening the gate while the car was running. Cruise control, introduced by Chrysler just as the interstate highway era dawned in 1958, was another popular addition to the company’s smooth-riding wagons, which were often called upon for long, out-of-town family outings.
One of the best examples of Chrysler’s leadership in the category was the 1959 Town & Country station wagon. With 95 cubic feet of cargo space, it offered more carrying capacity than any other North American wagon. The third-row seat folded flat into the floor. To customize the interior of their new Town & Country, buyers could choose from among 22 combinations of fabric and vinyl, as well as such high-end options as Airtemp air conditioning, electronic speed control, automatic dimming headlights and “captive air tires,” which permitted the driver to reach a service station after suffering a flat and obviated the need for a spare-tire compartment in the cargo area.
Town & Country drivers and passengers in this era traveled with authority as well as comfort, thanks to the under-the-hood performance of a 413 cid, 350-horsepower V-8. In addition to Chrysler-created power steering and power window lifts, power brakes, power seats and a power radio antenna were available. Nor surprisingly, this most luxurious of American station wagons was also the most expensive, with factory suggested retail pricing in the $5,000 range, depending upon options selected by the customer.
In most years from 1951 through to the end of the big wagons, the Town & Country would ride on a longer wheelbase than the sedans they were based on, and frequently changes made to other vehicles would lag behind on the wagons, due to their much lower production numbers (tooling was good for around 100,000 vehicles). Indeed, Town & Country wagons were unusual until they were downsized and down-priced. Making the vehicles unique, on their own special wheelbase and with special trim and heavier-duty chassis and brakes in many years, added greatly to the cost, cutting their potential market. In some years, the Town & Country was a trim level above a standard wagon.
The Town & Country would continue as a full-size wagon, officially becoming one of the C platform cars in 1965, when the platform-lettering began. In 1971, the Town & Country moved in step with the other models, gaining Torsion-Quiet Ride to become (according to Chrysler) the quietest, smoothest-riding wagon in the industry; they also gained (some of these features were options) ventless window glass, carpeted cargo floor, lockable under-cargo-floor storage, cassette stereo with microphone, head restraints on the standard bucket seats, tilt wheel, power operated tailgate window, dual air conditioners, and concealed wipers. The Town & Country boasted a new woodgrained panelling that extended the full length of the wagon and across the tailgate, and was partly transparent to show the underlying paint color.
Dual headlights and fender-mounted turn signals were standard, as was a rear air deflector that sent exhaust fumes and road dust away rather than letting it curl up in the vacuum of the rear glass when driving. A tailgate wiper and washer were optional, too, while the automatic transmission was standard. The wagon body had a 122 inch wheelbase, but was just .2 inches longer than the other Chryslers; width was the same.
Cargo space was large, with a minimum 48.5 inch wide (max. 54.5 inches) floor and the ability to lay a 4x8 panel flat with the gate closed and locked (if the rear seats were lowered flat into the floor). The dual action tailgate could either swing open from the side, or lift up like a hatch. Storage pockets were molded into the cover of the rear wheelhousing; the vertically mounted spare tire was on the right of the cargo floor, just ahead of the tailgate, for easy access. An optional third seat let two adults or three children ride, facing backwards, at the end of the wagon. The maximum height of the rear opening was 29 inches; the cargo floor stretched 63 inches from the back of the rear seat to the end of the close tailgate, or 99 inches from the back of the front seat; and there were 104.2 cubic feet of cargo capacity. Over 16,000 Town & Country wagons were sold, over 1,000 more than the year before and solid performance for this type of vehicle.
A 1972 Chrysler Town & Country wagon was purchased by John Lennon, who reportedly enjoyed the car quite a bit — he could have had any car he wanted. His business manager and wife eventually had it replaced with something more consistent with his star status.
In 1974 and 1975, the Town & Country was a station wagon version of the New Yorker, including simulated walnut body sides, wall to wall carpet (including the cargo area), and a standard 440 and TorqueFlite. An auto-lock system automatically locked the tailgate when the ignition was on; a power tailgate window was standard and a front sway bar and heavy duty suspension were used for cornering under load. The two-seat version boasted 104.9 cubic feet of cargo space, and was able to handle a 4' x 8' sheet of plywood.
For 1975, the tailgate was closer to level with the cargo floor, for easier loading, the result of a revised hinging system. Also new was a built-in step at the tailgate, which used an extruded aluminum panel between the rear body and bumper; it pivoted out of the way when the bumper was deflected. A 400 cid engine could be swapped for the 440, and a new 1.8 hp high-speed starter was used.
In 1977 the name was transferred to the F/J/M bodies (technically to the M) until 1982 [click here for extensive details on the M-body Town & Country]. These Town & Country models’ cost premium was no doubt less than it would have been had the popular Volare and Aspen wagons, using almost identical bodies, not been introduced years earlier. (These were continued as the Chrysler LeBaron; the Town & Country was a LeBaron wagon with a higher level of trim, as years earlier it had been a Newport wagon with a higher level of trim.)
From 1980, wagon tail lights maintained the older style from the 1977-79 body; given that dies last about 100,000 cars, it’s quite possible they were saving money by using the tooling as long as they could. Marine teakwood-grain (plastic) appliqués on body sides and liftgate were framed with simulated white ash moldings. Cut-pile carpeting — color-keyed to the interior trim —covered the cargo floor and sides up to the window trim and the back of the second seat-back. The cargo floor and back of the second seat had stainless-steel skid strips.
| Power (Exc. CA) | 1977-78 | 1979 | 1980 | 1981-82 | |
|---|---|---|---|---|---|
| 318 horsepower | 145 @ 4000 | 140 @ 4000 | 120 @ 3,600 | 130 @ 4,000 | |
| 360 horsepower | 155 @ 3600 | 155 @ 3600 | |||
| 318 torque | 245 @ 1600 | 245 @ 1600 | 245 @ 1,600 | 230 @ 1,600 | |
| 360 torque | 275 @ 2000 | 270 @ 2400 |
With the second seat-back folded forward, the cargo capacity was 71.8 cubic feet on all wagons. A push button unlatched the second seat-back for folding forward. A carpeted floor panel—attached to the back of the second seat-back — pivoted forward to fill in the floor gap between the cargo floor and second seat and locked the seat-back down. This panel made the cargo floor continuous and gap free.
The Town & Country becomes front wheel drive
| Town & Country | 1973 (C) | 1980 (F) | 1984 (K) | ||
|---|---|---|---|---|---|
| Wheelbase | 122 | 112.7 | 100.4 | ||
| Overall length | 229.6 | 205.5 | 179 | ||
| Overall width | 79.4 | 74.2 | 68 | ||
| Overall height | 58.0 | 55.5 | 53.2 | ||
| Track (Max) | 63.4 | 60.0 | 57.6 | ||
| Turning radius | 40.7’ | 35.2’ | |||
| Headroom, F/R | 39.3 / 39.9 | 39.2 / 38.7 | 38.6 / 38.5 | ||
| Legroom, F/R | 41.8 / 39.1 | 42.4 / 37.4 | 42.2 / 34.8 | ||
| Hip room, F/R | 63.3 / 63.4 | 56.8 / 56.6 | 55.6 / 56.2 | ||
| Shoulder room, F/R | 63.2 / 62.7 | 56.0 / 56.0 | |||
| Cargo capacity (cf) | 104.2 | 71.8 | 67.7 | ||
| Weight | 3,545 - 3,617 |
In 1982, the Town & Country moved into the front-wheel-drive world, using a modified Dodge 400 body. The rear-drive M-body was not selling well, and the sedan itself would linger on due solely to fleet sales, being sold to around 80% of police agencies across the country (as well as taxi fleets) thanks to its rugged construction and ease of repair.
The front wheel drive Chrysler Town & Country would remain in the lineup through 1988, powered by four-cylinder engines.
Chrysler Town & Country convertibles
In 1983-1984, a Town and Country convertible was sold, complete with plastic panels designed to resemble wood. This was essentially the LeBaron convertible with different trim.
Burton Bouwkamp wrote the following to Hemmings Motor News (reprinted by permission of Mr. Bouwkamp):
I was Director of Body Engineering from 1979 to 1984 when we did the "K" car. The "K" car convertible and the "woody" Chrysler T&C convertible were Lee Iacocca's idea. He was a capable automotive executive and a great leader - but impatient! After he saw the "woody" convertible he wanted it NOW! More on that later.
The cast of characters in the early 1980s included Lee Iacocca, or LAI, — CEO. Needs no introduction. There was also Hal Sperlich - President. An imaginative and talented product man. He came to Chrysler one year before Lee and was my boss when I was in charge of Chrysler's European Product Planning, European Styling (called "Design" now) and Chrysler's Engineering Offices in England, France and Spain..
Hank Carlini, LAI’s special assignment man on product, arranged for Creative Industries to make a prototype "woody"K-car convertible by reworking Chrysler station wagon wood trim parts. I don't know if this was Lee's idea or Hank's but Lee liked it and wanted it when he saw it.
Lee told Hal Sperlich to put it into production. Hal asked me what it would take. I don't remember the exact numbers but I determined that it would take more than $200,000 for tools (injection molding dies and assembly fixtures) and more than one year to design and tool the unique convertible parts.
Hal said my answer was unacceptable because Lee wants it NOW! Hal directed me to build production cars the same way that Creative Industries built the prototype. I said that was impractical because it would cost more than $1,000 per car. Hal said that Lee didn't ask how much it would cost - he said "do it."
So, I asked Dick Leacia (President of Creative Industries) if he could rework and add station wagon moldings to "K" car convertibles on a production line at Creative Industries similar to the way he created the prototype T&C convertible. Dick said he could and he would start as soon as he cleared the necessary floor space and hired and trained the people to do it - but he said it would be expensive. I had a clear understanding of Lee's "I WANT IT NOW" message and although it was not in my area of responsibility I told Dick Leacia to "go." The cost for this approach for adding the wood trim turned out to be around $1,100 per car.
Styling was not happy with the esthetic compromises that were necessary to adapt the station wagon moldings to the convertible but they decided not to object to LAI - who had already approved the appearance. (You can see these compromises if you take a critical look at the body side moldings from a 3/4 front or 3/4 rear view of the car.)
Purchasing was unhappy because they wanted to send the job out for competitive bidding to several companies like Cars and Concepts, American Sun Roof, etc. However, Dave Platt (VP of Purchasing) decided not to approach LAI and be responsible for delaying the program so he approved Creative Industries as a source and accepted their quote.
So it was full speed ahead - and it was a successful program because we recovered the $1,100 cost in pricing and we sold additional cars because of the addition of the Town and Country convertible model. I don't recall the build volume but it was more than 1,000 the first year.
In my opinion, the previous "bean counter" Chrysler management would never have approved this program. The cost would have scared them. Lee had the instinct to know that it was the right thing to do. Lee was also responsible for the first "K" car convertible model even though his Sales and Product Planning management did not want it. When Engineering (my department) did not have the wherewithal to engineer the "K" car convertible, Lee and Hal had it done at Cars and Concepts by converting 2 door sedan models. "K" car convertible sales were so successful that Cars and Concept could not keep up with demand so we (my department) redesigned it for Chrysler to bring production in-house to the St. Louis Plant. In the redesign we added a glass backlight, added quarter windows and additional structure in the floor pan.
The Town and Country convertible had the an Electronic Voice Alert (EVA) feature but the feature was not developed for this specific model. It was made a standard T and C convertible feature to help justify the price we had to charge to recover Creative Industries conversion costs.
The EVA feature was developed by my Body Electrical department and Chrysler's Huntsville, Alabama space engineers to demonstrate and publicize Chrysler's electronic capability.
The EVA feature resulted in a memorable family incident. I took an engineering car with a prototype voice alert system one weekend. During the weekend I demonstrated it to all my friends near our cottage and also to my son Bob's family in Lakeview, Michigan - a village about 40 miles north of Grand Rapids.
On Monday my son Bob called me and said that his 6 year old son, Andrew, was expelled from school for fighting. I asked, "what happened?" Bob said that Andrew told his schoolmates that his Grandpa brought a talking car to Lakeview this weekend. An argument ensued along the line:
He did not!
He did too!
You're a liar!
Those were fighting words - and both boys ended up being expelled from school.
Another result of this weekend evaluation is that on Monday I told Dick Rossio (Executive Engineer of Body Electrical) that the voice alert was getting on my wife's and my nerves and I asked him how to turn it off. Dick said there was no way to cut a wire without making the car illegal for some of the Motor Vehicle Safety Standards. I told Dick to find a way. Consequently, after the first 10,000 cars were built with the EVA feature, wiring changes were made and a switch was added behind (forward of) the glove box so an agile owner - or a dealer mechanic - could turn it off.
1973 Chrysler Town & Country Specifications
* with additional concealed cargo area for 2-seat wagons is 9.0 cu. ft.
Town & Country minivans
In 1990, the Chrysler Town & Country minivan was introduced.