Chrylser Corporation — 1970

1970 was one of the most powerful years of the muscle-car era, but at Chrysler, the financial engines were stalling a little. Vehicle sales rose a little from 1969, but the company went from a net profit of $99 million on $7 billion of sales to a net loss of $8 million — though with a dividend of $29 million!

Chrysler Corporation, 1970

The actual loss was confined to $27 million in the first quarter; the other three had profits. At fault were some product choices, but mainly economic problems including inflation, a recession, high unemployment, and high interest rates. The C-bodies that arrived in 1969 were spurned by Americans demanding smaller, less expensive cars. Fortunately, customers flocked to the old A-bodies, restyled and lengthened for 1968 — but the especially ran to that brand new runaway hit, the ever-so-slightly altered Valiant known as the Plymouth Duster. Thanks to the Valiant, Duster, and their Dodge counterparts, Chrysler snagged 39% of the rising domestic compact market - the largest share of any company. A number of imports provided four-cylinder small cars, but there were relatively few takers.

Chrysler was then a massive corporation, dominated by cars but also involved in defense and space operations, air conditioning systems, chemicals, and more. The company had a $1.8 billion payroll with over 228,000 employees worldwide. Defense-Space Group had $140 million sales, $22 million less than in 1969; during 1970, they developed a new, compact, vehicle exhaust analyzer, and an automated mail sorting system, using technology from their aerospace research. NASA provided a contract to explore a giant single-stage, reusable transporter (shuttle), and the division was also working on converting a Saturn V gantry to support the smaller Saturn 1B for Skylab. The S-1B, built by Chrysler, would transport astronauts to Skylab.

The Detroit Tank Plant in Warren continued to produce M-60 tanks, under a contract that extended production to 1972; Chrysler also delivered its first TOW anti-tank missiles (tube-launched, optically tracked, wire-guided missiles that could be launched from a vehicle without loss of accuracy). M-615 military vehicles and outboards continued production, and a night-vision surveillance system was completed for military and civilian use.

The Airtemp Division set sales records again, as it had in 1969, with commercial sales rising by 10% and residentail sales remaining similar. International operations grew faster than domestic, with installations in high profile areas like the BBC, Bonn’s airport, and a hospital in Brunei.

The boating division introduced two new lightweight 13 horsepower models, one with an electric starter; a 45 horsepower outboard; a 35 horsepower alterator-equipped motor; and new six and eight horsepower fishing models. The boat line gained four new boats, the 16-foot Conquerer, 18-foot Buccaneer, 16-foot Bass Runner, and 17-foot Hydro-Vee bowrdier Courier 231. In 1970, Chrysler sold 44 power boat models, from 14 to 24 feet, and four sailboats, from 13 to 18 feet. The Marine division brought out three new gasoline V8s and two four-cycle diesels (four and six cylinders, 65 and 100 hp), as well as a new 318 inboard-outdrive model dubbed the Super Bee.

In the industrial arena, Chrysler supplied 17 basic models of engines for over 500 uses; this included ten gas models from 230 to 440 cubic inches, and seven diesels. Meanwhile, Amplex sold the Oilite bearings and powder metal parts it had pioneered four decades earlier, along with cold extrusion and ceramic magnets products. Sales by the chamical division also rose 7%, including a new drawing compound, Monocote, developed for the steel industry. The Plastic Division sold vinyl coated fabric, pressure sensitive foam tape, and other items. Finally, the Introl division sold control devices.

Market share rose to 19% for the year, while Dodge truck retail sales hit a new high of 145,519 units, 8% of the market — rising by one percentage point from the prior year. In Canada, Chrysler's share of the domestic market (excluding imports) was 26%, four points over 1969. Sales outside the U.S. and Canada rose to $1.7 billion, or 25% of the total sales, though production and sales in Great Britain (home of Rootes) fell. The company also actively worked on investing in Mitsubishi Motors, aiming for 35% of the company.

In 1970, one year after taking control of the company, Chrysler renamed Barreiros Diesel to Chrysler Espana S.A. Barreiros made diesel engines, buses, tractors, and other vehicles.

A big advance for domestic Chrysler customers was the linking of all North American parts depots into a single computerized control system, helping people get parts faster.

Other key corporate items:

• Richard K. Brown named general manager of Chrysler-Plymouth Division
• John J. Riccardo named president of Chrysler Corporation.
• Chrysler now owned 73% of the equity of the Rootes Group and renamed it Chrysler United Kingdom Ltd.
• Societe des Autos Simca became Chrysler France SA; sales would shoot up each year in the early 1970s, earning Chrysler its first million-cars-sold-in-Europe year in 1973.
• Show cars: Cordoba de Oro, Concept 70-X, Dodge Diamante
• 18 millionth Plymouth; 13 millionth Dodge car; 5 millionth Chrysler

The imports

Chrysler, seeing a gap in their line, brought in cars from its current and “future” overseas divisions: the Plymouth Cricket, a Rootes Group car built in the UK using a 70 horsepower four-cylinder and an optional three-speed automatic; and the Simca 1204, sold under its own name. These cars started at under $2,000, with few takers.

The Simca 1100 had been introduced to America in June, 1969 as the Simca 1204, reflecting its 1204cc engine. In American trim, it produced (in 1971) 62 horsepower at 5,800 rpm and 65 lb-ft of torque at 3,400 rpm, and weighed 2,025 pounds (similar to the contemporary Saabs, much lighter than the Toyota Crown, and much heavier than the Subarus). Length was 155 inches, width was 62.5 inches, and the transmission was a four-speed manual. The 1100 became the best-selling Simca of all time. Production levels at Poissy bloomed considerably, and in 1971, it became France's best selling car. However, it failed to make a name for itself in the United States. The little front wheel drive car eked out a mere 6,035 sales for all of 1970, despite having a full range — two and four door sedans, and two and four door wagons.

In Australia, the successful Australian Production (AP) Valiant line was busily achieving high performance with optimized straight-six engines, but these were never brought to the United States. The VG series debuted in 1970; it continued the appearance of prior years, but had new power options. Australians had a choice of three engines created just for that region, the 215, 245, and 265 cubic inch straight-sixes (dubbed “Kangaroo Six” by some engineers); the 265 was the power option, using the same cylinders as the 318 to reduce costs, but with triple Weber carburetors and hemispherical heads designed to squeeze out power. The VH Pacer, a 1971 model, was the fastest mass-produced four-door sedan with a six cylinder engine produced in Australia until at least 1988. An American V8 was also available, but it was seen as more of a luxury option.

In February 1970, the Hillman Avenger (also sold as the Plymouth and Dodge Avenger, in some markets) was launched; the press was taken by its overall competence on the road, and smart contemporary styling. There was a real sense that the car offered the ailing company a shot in the arm, and that under Chrysler's direction, Rootes Group would go on and prosper. It was quite demonstrably a car for the time, and one that people wanted. It had no frills, but a low price and conventional yet contemporary technology. The car featured a live coil sprung rear axle, a four-speed manual gearbox, and overhead-valve all-iron engine of 1250 or 1500cc capacity. A high-powered twin carburettor 1500 GT followed in October 1970 with bizarre dustbin lid shaped wheel trims and go-faster sticker tapes down the side of the doors. According to Graham Robson's book Cars of the Rootes Group, the 50,000th Avenger was produced in August 1970, and by the end of its life in 1981, a total of 638,631 Avengers had been made.

In the United States, the Avenger was sold as the Plymouth Cricket; its styling arguably fit perfectly into Chrysler’s lineup, but its size did not. Plymouth made a few changes to the Avenger to make it into the Cricket. Only the 4-door sedan and 5-door wagon were offered, with a base 1.5 liter engine, the smaller powerplant being underpowered with the automatics. Front disc brakes were standard; these were optional in the UK. A single barrel carburetor with manual choke was standard. As per Federal requirement, front seats with integral headrests (in a high-backed tombstone style) were unique to the US cars; and side markers were fitted, again unique as there was no law for them in the UK. All Crickets used the uplevel UK model's four round headlights, as rectangular lights were not yet legal.

Plymouth cars

In 1970, Plymouth was still in its traditional role as Chrysler’s volume leader, though its overwhelming sales advantage compared to Dodge was far narrower than in the glory days before the mid-1950s. In the 1970s — in 1970, in particular — that lead was dramatically widened as customers sought less expensive, more efficient vehicles, and Plymouth had the answers — a slant six that got mileage similar to some competing four-cylinders, in an attractive new wrapper.

The big sellers for Plymouth were the A-bodies - particularly the Plymouth Duster. The Duster came at just the right time for Plymouth, though one could argue they stole sales from the brand-new E-bodies. In its first year, this Valiant lookalike (from the front) sold 193,375 units, nearly double the Valiant's prior year sales. Priced at $2,172 to $2,283, weighing in at 2,790 to 2,865 lb, the new Duster was simply a more sporty-looking Valiant, with rear curves to counter the front angles. The Valiant itself sold only 50,810 units, a severe drop from 1969 — and most likely due entirely to the attractive new Duster, which could boast not only sportier styling, but also a much larger trunk and a flush, aerodynamic rear window that dramatically cut wind noise and air drag.

The Duster was reportedly frowned upon by some in senior management, who had not put it into their master plan; and some believe revenge was taken on Plymouth managers for pushing it through (Duster development story). However, it was the Chrysler success story of 1970.

Showing up at perhaps the wrong time was the E-body Plymouth Barracuda. Created by merging A and B body components to fashion a sporty, attractive car that could handle any engine Chrysler had, the E-bodies remain icons of the era, among the most popular and sought-after vehicles ever made by Chrysler Corporation. Identical under the skin to the Challenger, albeit two inches shorter in wheelbase than the Dodge, the Barracuda was a far cry from the light, nimble European-inspired road car of years past, which had difficulty fitting a 273 cubic inch V8 under the hood. The new Barracuda was nearly the opposite of the original, capable of fitting a 440 or 426 Hemi, but not providing the same sports-car cornering as the old Formula S.

The Barracuda’s 340 pushed out a rated 275 hp (gross) and 340 lb-ft of torque at a low 3,200 rpm; the 340 with triple two-barrel Carter carburetors provided the muscle of bigger engines with much lower weight, helping traction and cornering. The 383 was up to 335 gross horsepower standard, with three optional engines: the legendary Hemi (425 hp), the 440 Magnum (375 hp with a single four-barrel carb), and the Hemi-challenging 440 Six Pack, with three two-barrel carburetors (390 gross hp and a stunning 480 lb-ft of torque at a very low 2,300 rpm). And of course there was a slant six option.

The ‘Cuda, with its 340 six-pack engine, seemed perfect for Trans Am racing, but the package didn't work as well as they had planned; traction remained an issue, and the AAR ‘Cudas, acid-dipped and generally weight-reduced, didn't remain in production long. (A small number were sold to the public, but worksmanship seems to have been unusually poor.) Tom Murden mentioned that the Plymouth 'Cuda was an inch too short for Can-Am, so the Challenger, being two inches longer, was raced there.

Just 55,499 Barracudas were sold, beating the Valiant sedan but coming in at a fraction of the sales of the Duster. The latter was the right car for the time - smaller outside but not much smaller inside; both practical and sporty; cheaper for people facing inflation and an uncertain future; and far more fuel efficient while, with the 340, showing performance that the heavier Barracuda needed a much more powerful engine to achieve.

The Road Runner was mainly unchanged from 1969, except for the new Air Grabber hood, which was remote controlled from the passenger compartment. Press a button, and you have a scoop. Press again, and you have a normal hood.

Those seeking a more civilized ride with nearly all the looks of the Road Runner could simply buy the Plymouth Belvedere, then in its last year; it had the same front and rear, minus the cartoon graphics, and a very similar interior. The Belvedere was Plymouth’s entry-level big car, the first one above the Valiant.

1970 brought a new grill and rear end treatment for the same basic body style on the Satellite line; the Satellite was a higher trim level of the Belvedere, and carried separate exterior styling and some changes to the interior trim (e.g. faux wood around the radio). The Sport Satellite, which had arrived in 1968, left at the end of 1970 with few changes. Then, for those who wanted sport and luxury together in a non-luxury brand, there was the Plymouth GTX, also in its last year, to be replaced in 1971 by the short-lived Satellite Sebring. There were good reasons for dropping all three nameplates — poor sales. The Belvedere racked up just over 24,000 sales; the GTX, under 8,000; and the Sport Satellite, under 16,000. In contrast, the Road Runner sold over 43,000 units, the Satellite over 66,000.

The big seller of the Plymouth line, excluding the over-200,000-units Duster, was the Plymouth Fury series. The Fury III alone sold over 150,000 units in 1970, more than all the big Plymouth muscle cars combined. These were huge C-body cars; and they had four models ranging from the unpopular Fury I (17,166 units) up to Sport Fury (39,268). The Fury II/Gran Coupe sold as many copies as the brand new Barracuda.

The Fury line was redesigned for 1969, with a longer wheelbase of 120 inches, and more shoulder room; the shape was made less boxy, and numerous features were standard. For 1970, the Fury continued its uncluttered appearance, while styling made the car seem smaller. Concealed headlamps and full-loop bumpers were introduced.

Dodge cars

The base Dodge car was the Dart, with nearly 190,000 sold — and if had not been for the Duster, perhaps more Darts would have fled out the door. Dart sales were up just a little from the prior year, as customers downsized their cars, squeezing the division’s margins. Fortunately, it did have the Darts to sell, and they were still a little longer in wheelbase and length than the Plymouth Valiants they competed against. The Dart Swinger was the sporty model, featuring two doors, a sportier hood, and a moderately restyled rear; it was clearly outclassed in practical terms by the Plymouth Duster, which had much more attention devoted to reducing wind noise and drag, not to mention a larger trunk. The Swingers were still very popular, and ranged from slant six up to 340 V8. Dart also had a Custom two-door hardtop; the GT and GTS sold in 1969 were not available in 1970.

Up one level from the Dart was the Dodge Coronet, the familiar workhorse B-body that ranged from cheap to luxury-performance in trim and treatment. In 1970, the base Coronet was dropped and the Coronet Deluxe took over as the bottom of the line, without the Deluxe name on the outside. The other series - 440, 500, R/T, and Super Bee - continued. Sales dived for this year, and in 1971, a new Coronet was introduced, with a much simpler grille, a new 118 inch wheelbase, more rounded styling, and a more subtle Coke bottle side styling. The Coronet, though, remained very popular with taxi fleets, and can be seen in the introduction to the original Odd Couple TV series. The mainstay was the Coronet 440, selling over 66,000 units, over double the next best Coronet; the R/T moved under 3,000 units.

Next up was the Polara, jumping up into the newly redesigned C-body chassis. These sold around 80,000 units in Polara, Custom, and Special models. The similar Monaco, once a trim level of the Polara, was at the top of the line, replete with luxury feature and selling nearly 25,000 copies.

The big news for Dodge was unquestionably the new E-bodies. The Dodge Challenger easily outsold the somewhat smaller Barracuda, perhaps because people preferred the styling or extra length, or perhaps because it was a fresh new name, while the new Barracuda was very unlike the old one. Either way, a full 63,000 plain Challengers were sold, as well as nearly 20,000 performance Challenger R/T models, and exactly 1,000 Challenger T/As - required for Trans Am racing.

The Challenger was made in both hardtop and convertible versions; there was an R/T (road and track) performance version and an SE luxury package, with leather seats, a vinyl roof, and the "formal styled" rear window. Base engine for the base Challenger was the humble slant six, but the "starter" V8 was the 340, producing a rated 275 hp (gross) and 340 lb-ft of torque at a low 3,200 rpm.

The R/T was the hot model, with a 383 cubic inch engine putting out 335 gross horsepower standard, and three optional engines: the legendary Hemi (425 hp but only 356 buyers), the more affordable 440 Magnum (375 hp with a single four-barrel carb), and the Hemi-challenging 440 Six Pack, with three two-barrel carburetors (sold to over 2,000 people, and featuring 390 gross hp and a stunning 480 lb-ft of torque at a very low 2,300 rpm). While the R/T had a standard dual-scoop hood, the functional scoops simply pushed air into the engine bay, rather than forcing it into the engine; for that, you need the "shaker" hood, which was essentially an attachment to the air cleaner that protruded through the hood.

The T/A, named after the SCCA Trans American series, was a street version of the racing car, using a 340 Six Pack and running at a rated 290 horsepower (gross); some claimed it was more poweful. On many of these Challengers, fiberglass hood was lifted off (no hinges), and the flat black color and fender pins gave the car a unique look. (Wendell Lane wrote: “my 1970 Challenger T/A had hood hinges, with lighter hood springs for the fiberglass hood, and dual hood pins up front.”) The Challenger T/A was showy, with big stripes and dual exhausts with special outlets, but it was also a runner, with a special heavy duty "Rallye" suspension, increased rear-spring camber, different sized front and rear tires, and an engine that could do 14 second quarter miles. Like the Plymouth AAR E-body, it wasn't competitive in the series it was designed for; but the actual SCCA racer used a destroked 303 cubic inch V8.

Finally, the infamous Dodge Charger continued its rollercoaster sales; around 50,000 units moved through the door in 1970, including the standard Charger, Charger 500, and the Charger R/T. The Charger 500 was no longer a specially modified version with better aerodynamics, but a dressed up base model with a base 318; the SE package was still available, but only with the redesigned, optional bucket seats.  Volume across all models was just a bit over half of the 1968 peak, and was sharply down from 1969, possibly due to the new front styling, which included a front bumper that completely encircled the grille (the rear got new full width tail lights).

The R/T got simulated scoops on the door, and a longitudal stripe instead of  the rear bumblebee stripes. Engine options remained the same, except for the addition of the hot 440 6 pack (three double-barrel Holley carbs monted on an Edelbrock intake manifold). Engines once again started with the slant six.

Dodge trucks and vans

The big news for 1970 trucks was the availability of the LoadFlite automatic transmission with the four wheel drive W100 and W200 models; and, for manual transmission lovers, a new three-speed, fully synchronized transmission was standard on the half-ton and three-quarter ton trucks, and on six-cylinder W100 and W200 models. A new "easy off" tailgate could be removed or installed by a single person without tools, helping camper owners. The Camper Special got a new electrical hookup, and a standard 25 gallon gas tank. Tools were moved under the hood.

Bolstering Dodge’s leadership in motor homes and campers, the 413 V8 was added to the options for motor home chassis; while heavy duty trucks could get 478 or 549 cubic inch engines.

For the D-series light duty trucks, a new anodized-aluminum grille was used, with cross-hatched bars for a wider, lower appearance. Standard, Custom, and Adventurer models each got their own instrument cluster faceplates.

The A-series compact vans were in their final year, but still got the new three-speed, fully synchronized manual transmission and the 198 slant six (which replaced the 170). Otherwise the truck continued, complete with Job-Mated Tradesman interiors, Travco’s Host Wagon and Executive Suite conversions, and optional 225 and 318 engines. The B-van would show up for 1971, Dodge’s last van.

Sales for all Dodge trucks together were 137,509 units in the United States, with nearly 190,000 trucks made across the world. Dodge was the only truck maker to gain in sales in 1970.

Chrysler cars

The 1971 Chrysler line was big and proud. Each vehicle was made as a two door and four door hardtop; the New Yorker and Newport also came in four-door sedan form, and the Town & Country was a wagon, with two or three rows of seats. All but the wagon were basically the same car, with different front and rear clips and varying trim and powertrain levels; and all had the “streamlined” fuselage styling, now in its second model year (1969, 1970, 1971). At each lower level of trim, the interior appointments dropped a bit in materials, the exterior dropped some chrome or swapped mouldings, the lighting package diminished a little, and other minor changes were made to alter the visible status of the car and to save some money here and there.

The revised C-body architecture had been introduced in 1969, but the splash of the first year was a memory in the second year. The top line Chrysler New Yorker sold 34,000 copies; the 300 didn’t quite hit 21,000; the Town & Country wagon moved just over 15,000; and the mainstay Newport’s sales were half of 1969’s, with just over 110,000 Newports sold.

The 1971 Chrysler New Yorker was similar to the Imperial, with fewer features and a shorter wheelbase: gone were the covered headlights, two-spoke horn-on-rim steering wheel, and some of the other frills, but it was still clearly a luxury vehicle, with standard 440 and automatic, and vinyl replacing the leather. The wheelbase was 124 inches rather than 129, the length 225 inches (the overhang was the same), and the width still 79 inches.

Just below the New Yorker was the Chrysler 300 - not a letter car - with the same drivetrain and basic dimensions, but a Charger-like front clip with headlight-concealing grille. Interior trim on the 300 was another step down, with either vinyl or cloth-and-vinyl bucket seats only. Missing from the standard features was the folding center armrest in front and rear, and the trunk carpet and electric clock were optional; the carpeted spare tire cover was not available at all; and the three-speed wipers were replaced with two-speed wipers. With low sales a perennial problem, the 300 was dropped after 1971 — a vehicle that was never really needed, and diluted the image of the 300 letter cars.

The Chrysler Newport (and Newport Custom) had the lowest level of trim: most dimensions were the same, but the styling again was different in front and back, and a 383 cubic inch engine was standard rather than the 440. The TorqueFlite automatic was optional; interior choices had bench seats instead of buckets, and an added 3-in-1 divided cloth-and-vinyl bench seat.

The Town & Country wagon had numerous options and features that set it apart as a true luxury wagon, such as a carpeted cargo floor; optional Strato Ventilation; optional cassette stereo with optional microphone; standard bucket seats; tilt wheel; power operated tailgate window; optional dual air conditioners; and concealed wipers. 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 closed tailgate, or 99 inches from the back of the front seat; and there were 104.2 cubic feet of cargo capacity.

Imperials

The 1970 Imperial LeBaron stretched to an amazing 230 inches, with a 127 inch wheelbase - the rear overhang was simply enormous. The car was a full 79 inches wide. Despite all these dimensions, the 1995 Chrysler LHS was actually larger inside - but the LHS never came with a 440 cubic inch V8 that ran on regular gas, either.

The top of the line for Chrysler, as usual, was the Imperial, still its own brand — for one final year. The ignition lock cylinder was moved to the steering column and a steering wheel lock feature incorporated.

As in 1969, the top-of-the-line LeBaron six-passenger four-door hardtop ($6,328) was best received, reaching 8,426 buyers versus 1,333 Crowns ($5,956) in the same body style. The LeBaron two-door hardtop ($6,095) went to 1,803 destinations, while the Crown ($5,779) in this configuration moved just 254 units. Company leadership closed out the Crown line at this point.

Weights were reported as ranging from 4,610 to 4,805 pounds. Stability and control capabilities still led the field — there was no large luxury car at the time that could equal Imperial's suspension system. The standard 440 CID V-8 was still rated at 350 GBHP, even though the compression ratio was reduced to 9.7:1 in response to emissions requirements (compression ratios were coming down across the industry). Actual maximum output probably was off 10 to 15 horsepower. Other corporate 440s had gross horsepower ratings of 375 and 390, while the 426 Hemi was listed at 425 (well below actual peak output). 1970 Imperials featured (as did the entire corporate lineup) a new isolated-field alternator teamed with a new 2-prong electronic voltage regulator making use of a zener diode.

Two more emission control-related systems appeared, in the form of a heated air intake system (which also helped the passengers to get warm air much faster) and an evaporation control system. In the latter case, the fuel tank received an overfill limiter tank of 1.4 USA gallon capacity, pressure-vacuum relief filler cap, vent lines, and separator.

Standard features for the Imperial LeBaron included an automatic transmission, air conditioning (according to dealer sheets), power steering, power windows, fender-mounted turn signal indicators, and cruise control; unusual features included hidden headlights (with manual overrides), rear reading lights, vinyl covered pillows (four door), automatic doorway enlarger (two-door), and power disc brakes.

Unusual (for the time) options included headlight washers and wipers (optional), a power operated sunroof, cassette stereo (or eight-track) with microphone, thermostatic air conditioning, dual air conditioner with thermostatic control, rear heater/defroster, automatic headlights, and cornering lights. Four interior seats were available: cloth-and-leather bucket-back bench seat or divided bench seat, and leather bucket or divided bench seats. The bucket seat had a passenger recliner, center cushion, and pull-down center armrest; power adjusters were used on both seats.

Not available on most Chryslers, but standard or available on the Imperial, were dual air conditioning, automatic temperature control, vacuum-based parking brake release, individual folding center front armrest, rear door armrests with storage compartment, antilock brakes, rear step pad bumper guards, and twin rear cigar lighters (a single rear cigar lighter was standard). Power windows were standard.

When gauges reached a danger zone, a check gauges light flashed to get the driver's attention. Center air conditioner outlets were flush with the rest of the instrument cluster. At night, the entire instrument panel was externally lighted.

Though the Imperial was clearly linked to the Chryslers, it sold fairly well for a $6,000-and-up car in 1970, moving 10,000 LeBarons and nearly 1,600 Crowns.

Features and options

Standard on all Chryslers was strato ventilation, or fresh-air ventilation coming through the adjustable outlets in the middle of the instrument panel. Side cowl fresh air vents were also standard, near floor level. Dual air conditioners, optional only in Imperial, provided an extra cooling unit in the rear, and was an exclusive feature.

Options included automatic headlights and tilt wheel, with seven different positions. Automatic temperature control used a dial with actual temperatures marked on it (in five degree increments) and could be set anywhere from 65 to 85 degrees Farenheight.

All engines had hydraulic tappets, heated intake, low restriction intake manifold, and fast-action choke. All the V8s had deep skirt engine blocks with block support below the crank and main bearings. The distributor was always mounted in front for easier service. PCV and heated inlet air systems helped reduce pollution.

Nearly any vehicle could get the Torqueflite or Loadflite automatic with liquid cooled torque converter, or a fully synchronized three speed manual transmission; four-speeds were available on some cars.

Stopping was still largely accomplished via drum brakes, using bigger linings than competitors, and aided by finned front drums and flared rear drums which dissipated heat more readily. Power front discs were standard on Imperial, New Yorker, and Town & Country. All brakes were self adjusting, and used a dual master cylinder (half controlling the front, half controlling the rear.)

Common engineering on the domestic cars

Emissions regulations continued to present a challenge to Chrysler engineers, who were determined not to let them interfere with performance. Chrysler boasted that 90% of cars produced by domestic automakers used systems they had pioneered. All 1971 vehicles would come with a fuel vapor reduction system (charcoal canister and associates hoses), and 93% of them could run on unleaded gas. Chrysler built a new emissions lab in Santa Fe Springs, California, to find solutions for the 1975 rules (“At the present time, there is no technologically practical way to meet these requirements.”) At the company’s properites, $15 million was invested in converting steam powerhouses from coal to gas, and installing equipment to trap pollution from the coal Chrysler still burned.

Safety was also starting to be a concern, and Chrysler responded by developing airbag components, adding interior padding, and selling what they claimed to be the first four-wheel anti-skid (anti-lock) braking system in the industry.

Domestically produced 1970 Chrysler Corporation cars were all unibody designs, with a subframe to support the engine, transmission, steering, and front suspension; this subframe was isolated from the body by thick rubber cushions to damp out vibrations. The unibody design allowed for more rear footroom, better rigidity, and better structural efficiency with lower weight.

Despite the lack of a frame, Chryslers boasted of a heavy duty steel-rail box section supporting the rear of the body, including the rear suspension and a separate box-section steel windshield header and pillars. Insulation and sound deadeners were applied in many areas including doors, roof, rear side panels, and hood. The Torsion-Quiet ride on some models isolated the unibody from the suspension with rubber cushions and blocks. Critics of the time considered the comfort of the Chrysler brand cars to be similar to competitors, but gave the edge on cornering, by a good margin, to Chrysler (and Imperial).

The suspension was, again, standard for Chrysler Corporation by that time, with independent, high-chrome-steel torson bar front springs; an antisway bar up front on many models; shock absorbers in front and back; angled upper control arms to resist brake dive; diagonally mounted steel struts to reinforce and position front wheel lower control arms; widely spaced, off-center mounted rear springs to eliminate acceleration squat and resist brake dive; and a wide-track rear axle. Multileaf springs, fastened at two points, were used in the rear to cushion driving and braking shocks, and to adjust to varying loads. The result was surprisingly good cornering for a huge, comfortable car. (Click here for more on the torsion-bar suspension.)

Bodies were given a 7-step antirust treatment which sometimes worked, starting with a cleaning dip, then a first rinse, then a second rinse, then a phosphate dip, then a cold rinse, then an acid rinse (metal conditioner for paint adhesion), then a primer dip. After that each car got two coats of epoxy primer, which was oven baked, wet-sanded, and oven-dried; then two coats of acrylic enamel were applied and oven-baked.

Air conditioning was a popular option in 1970, installed on over half of all Chrysler Corporation cars (52%) for the first time. Automatic transmissions were on 91% of their cars, power steering on 80%. Not quite as popular were power brakes (38%) and disc brakes (25%), but disc brakes were far more popular than in the past; in 1969 only 14% of their cars came with them, and in 1967 just 5% had them.

Trailer towing, with the appropriate package and automatic transmission, went up to 5,500 pounds on the big Chryslers. The package included a larger radiator, seven blade fan with shrud, hood air seal, heavy duty suspension (springs, sway bar, torsion bars, shocks), auxiliary transmission oil cooler with 383 four-barrel engine, heavy duty electrical components and wheels, and 3.23:1 axle ratio.

1971 Chryslers | 1971 Dodge squad cars | 1974-75 Chryslers | 1973 Dodges | 1973 Plymouths | Other History Pages

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