1980 Chrysler cars, engines, and technology advances

Chrysler car overview

In 1980, Chrysler was in one of its last years a rear-wheel-drive only brand; in an era when big cars were derided as boats, Chrysler had downsized its cars dramatically, and the massive C and D bodies were gone. The B body was updated and renamed to R; the A body had been modified for 1976 (mainly with transverse-mounting of the usual torsion bars) and its variants were called F, J, and M, though all three could claim to be simply the newest A-body. The basic architectures remained the same, with torsion bars up front, and rear leaf-springs supporting a live, solid rear axle. The system was cheap, durable, easy to maintain and build, fairly light, and worked well for a good smooth ride on big rear-wheel-drive cars. Chrysler used their styling cues, features, and nameplates to try to make once-entry-level cars seem more luxurious, but the differences between Plymouth (or Dodge) and Chrysler were not always obvious.

At Dodge and Plymouth, the Omni and Horizon, engineered by French, English, and American divisions, were a huge sales hit with their front wheel drive, four-cylinder engines, and front and rear independent suspensions. Chrysler fortunately never got one of the L-bodies, but it would end up with four-cylinder, front-wheel-drive cars in a few years.

Three basic vehicles were sold under the Chrysler brand name in 1980, using various names, and separated by under a foot of wheelbase. The LeBaron appeared in two different platforms (one shared with Cordoba, one shared with Volare), while the New Yorker and Newport were closely linked. The only wagon was the LeBaron, but two-door cars were available in both LeBaron and Cordoba models.

Wheelbase	Series	Body Styles
108.7"	LeBaron: Medallion, Salon, base	2-Door
112.7"	LeBaron: Medallion, Salon, base	4-Door
112.7"	LeBaron Town & Country, LeBaron	Station Wagon
112.7"	Cordoba, Crown Cordoba	2-Door Specialty Hardtop
118.5"	New Yorker, Newport	4-Door Pillared Hardtop

Any car could have a special suspension and handling package with a heavy-duty suspension, wide wheels, large tires, and firm-feel power steering. Front fenders, door outer panels, quarter panels and body-side sills were galvanized steel.

Some common features included:

• All Chrysler cars used a scissors-type jack. Jack supports on the sills near each wheel opening have turned down flanges which help prevent the car or jack from slipping when the car is being raised.
• All 1980 Chryslers had a multifunction control lever on the steering column for turn signals, windshield wipers and washer, headlamp beam selection, and optional cruise control. This replaced the dashboard controls and was probably driven by import-influenced fashions.
• A new system made it easier to get into and out of the back of two-door models with 60/40 and low-back bucket seats. An assist spring moves the front passenger seat to its full-forward position when the seat-back release lever or the seat recliner lever is operated. This provided maximum room through the doorway to the rear seat.
• Front disc brakes were standard on all Chrysler models to reduce brake lock and fade.
• Torsion-bar front suspensions controlled brake dive and were easily adjustable for height. Chrysler's unique transverse torsion-bar front suspension in Cordoba and LeBaron was patented (and the primary F-body innovation); Newport and New Yorker had the traditional longitudinal torsion bars.
• Long, multileaf rear springs were used; off-center, forward mounting of the axle minimized acceleration squat.
• Electronic ignition was standard.
• All cars were unit-body, with body and frame fused into one solid unit by thousands of tough welds.
• Large hydraulic cylinders-two mounted on the front bumper and two on the rear bumper-help absorb impacts; these were “five mile per hour bumpers.”
• An electronic voltage regulator was standard; a 500-ampere Long-Life battery was optional with all engines, and included with the Heavy-Duty (Trailer-Assist) Package on New Yorker and Newport. A 430 amp no maintenance battery was included with the 360; a 370 amp battery with the slant six. A standard battery test-charge indicator showed its condition.
• The lockup torque converter was standard on most models; and all models had a catalytic converter.
• Halogen headlights were available on all 1980 Chryslers with up to 25% more brightness than the conventional headlights. Halogens would soon become standard on all vehicles.
• A seven-step dip-and-spray anti-corrosion treatment protected against corrosion.
• Warranty protection included the return of the famous 5/50 plan, as an optional service contract, covering only the powertrain for five years or 50,000 miles, and including a $50 deductible. There was also an allowance for rental cars and towing.

Chrysler engine overview

The old crew soldiered on, with diminished power. The B engines were all gone, with just the slant six (single barrel only) and the A-engine 318 and 360, both with two-and four-barrel carburetor options. The four-barrel carburetor on the 318 provided a power boost that compensated for the pollution control devices, bringing it to just above its 1971 horsepower. The 2 barrel 318 and the 360 - regardless of carb - were unavailable in California. The other engines had identical power ratings in California trim.

All engines had Electronic Spark Control.

Engine (Federal specs)	Bore and Stroke	Compression Ratio (:1)	Horsepower	Torque (lb-ft)	Carb Barrels
3.7 liter (225 CID)	3.40" x 4.12"	8.4	90 @ 3600	160 @1600	1
5.2-Liter (318 CID)	3.91" x 3.31"	8.5	120 @ 3600	245 @ 1600	2
5.2-Liter (318 CID)	3.91" x 3.31"	8.5	155 @ 4000	240 @ 2000	4
5-9-Liter (360 CID)	4.00" x 3.58'	8.4	130 @ 3200	255@ 2000	2
5.9-Liter (360 CID)	4.00" x 3.58"	9.0	185 @ 4000	275@ 2000	4

The Torqueflite had the following gear ratios (with maximum ratio at stall of 1.90 to 1):

	Slant Six	318 and 360
First	2.74	2.45
Second	1.54	1.45
Third	1.0	1.0
Reverse	2.22	2.22

1980 Engines: overview

The 225 cid (3.7 liter) Super Six single-barrel engine - oddly named since the Super Six label had been applied to the slant six with two-barrel carburetor, which really deserved it - had a larger air cleaner, a larger exhaust system with a tailpipe resonator for quietness, a larger starter motor and battery, a viscous drive fan, and an underhood silencer pad; it was not available in California. It also had an electronic feedback carburetor and, of course, electronic ignition, standard across the board for some time.

The standard slant six included:

• Cast-iron crankshaft-made of cast ductile iron (Same material used in all Chrysler V-8 engines).
• Steel-backed aluminum-alloy main bearings (Previously were steel-backed babbitt).
• Long-branch intake manifold with curved pipes for low-restriction fuel-air intake
• Deep-skirt engine block provides sturdy support for crankshaft and engine bearing areas.
• Induction-hardened exhaust-valve seats.
• Single exhaust system with catalytic converter for emissions control.
• Aluminized steel exhaust pipe and tail pipe.
• Electronic ignition.
• Cool-air induction system for improved hot-weather performance.

The California version of the standard slant six for LeBaron was equipped with the Electronic Feedback Carburetor Emissions Control System, which includes the Electronic Spark Control System.

V8 engines

The 318 (two-barrel carb), Code E44, was optional on LeBaron, Cordoba, and Newport, standard on New Yorker, and not available in California). It had been the best selling Chrysler V8 for some time. A four-barrel version was also available. Both versions had:

• Hydraulic valve lifters (tappets) - no periodic adjustments required.
• Induction-hardened exhaust-valve seats for prolonged life with use of unleaded gasoline.
• Cast ductile iron crankshaft.
• Chrome-plated exhaust-valve stems for increased resistance to wear.

With the four-barrel (Code E46), optional on LeBaron, Cordoba, Newport and New Yorker, the 318 had:

• Drop-forged steel connecting rods.
• Catalytic converter with stainless steel housing.
• Single exhaust system with aluminized- steel exhaust pipe, muffler and tail pipe.
• Automatic choke.
• Electronic ignition.
• Cool-air induction for improved hot- weather performance.

The Combustion Computer System, which included Electronic Feedback Carburetor System, was standard in California on the E46.

The 360 (5.9 liter) was optional with a two-barrel carb on New Yorker and Newport - not available in California or in high-altitude areas.

Valve timing, valve lift, and length of time the valves remained open were carefully engineered for low emissions, power, and smooth operation at all speeds. Hydraulic valve lifters required no periodic adjustments. This engine had a single exhaust. The camshaft was designed to seat the valves smoothly to decrease the possibility of valve bounce. This engine was equipped with the Electronic Spark Control System for good performance under all operating conditions and for improved emissions control.

A four-barrel, dual-exhaust version (E58) was available late with the Chrysler 300 package, except in California. Improved engine breathing resulted in an increase of 55 horsepower over the same engine with a 2-barrel carburetor and single exhaust system. This engine was also equipped with the Electronic Spark Control System. The distributor had two magnetic pickups-instead of just one-to improve idle spark timing stability for better idle quality and improved fuel economy.

Engine and related features

Chrysler developed spool-type engine mounts, which were extremely dependable in service, for all models. Center bolts inside the spool mounts limited engine movements that could lead to radiator damage or other damage during low-speed impacts. The Chrysler mounts limited acceleration-based engine roll to a maximum of 3.0 degrees. If the rubber part of the mount failed, the engine and frame would maintain direct metal-to-metal contact, restricting engine movement.

The high-speed starter motor, with that distinctive sound, was rated at 1.8 horsepower and had a solenoid shift for positive engagement. The starter gear remained engaged with the flywheel until the ignition key was released.

Chrysler's flexible accelerator cable reduced the effect of engine motion on accelerator pedal feel, and reduced the chance of mechanical binding.

All engines had an adapter to receive a magnetic probe for timing the ignition magnetically. The adapter was a steel sleeve attached to the bracket that had the traditional timing marks - you could still set the ignition timing with a timing light. However, ignition timing was being set magnetically on all engines at the factory - so variations encountered with the use of timing lights were eliminated.

Exhaust-valve seats were induction-hardened to allow use of lead-free fuels. In the hardening process, seats reach a temperature of 1700° F. and were then allowed to air-cool This hardens the valve-seat surfaces to a depth of .05" to .08" which gave them greater resistance to wear than unhardened seats

The exhaust-valve stems on all Chrysler's V-8 and 6-cylinder engines built in North America were chrome-plated for increased resistance to wear.

The thermostatically controlled heat valve in the right exhaust manifold of V-8 engines diverted hot gases to the floor of the intake manifold to vaporize the fuel mixture when the engine was cold, for faster warmups and better cold driveability.

The long-branch design intake manifold for the slant six allowed for curved pipes for the intermediate and end cylinders, which flowed better than right angle bends and helped equalize the fuel-air distribution to each cylinder.

All Chryslers had extra protection against fuel system leakage during side, rear and angular front impacts including sturdy fuel tank retainers with longitudinal and lateral reinforcements, strong fuel tanks, reinforcements in rear body structural members, and a rollover valve to prevent fuel leakage during a full 360 rollover.

A new single-row core radiator was used with 5.2-liter and 5.9-liter V-8 engines. The single row core was only 0.81" thick compared with a thickness of 1.25" for the double-row core it replaced. The single-row core was more efficient and lighter weight than the double-row core.

The single-row core radiator got extra strength from deeper solder welds, smaller tank cross-sections with additional ribbing, longer tanks, and the use of high-lead solder on the core tubes.

A long, flexible air-intake duct connected to the carburetor air intake got fresh air from the grille, lowering air intake temperatures by as much as 30 degrees Fahrenheit on hot days for better power. The cool-air induction system was standard on all engines.

The catalytic converter was a stainless-steel canister in the car's exhaust system that oxidized hydrocarbons and carbon monoxide to purify the exhaust emissions. A noble metal catalyst in the converter enabled a heat-releasing reaction to occur in the exhaust gases coming from the engine. This caused temperatures to rise while oxidizing the hydrocarbons and carbon monoxide.

Catalytic converters had a stainless-steel shell with a ceramic honeycomb monolithic element coated with a noble metal catalytic agent. The monolithic element was separated from the outside shell by a stainless-steel mesh which insulated heat and protected the honeycomb element by providing a spring-type shock-absorbing mounting.

Other exhaust system features

• Tail pipes were welded to mufflers for better alignment-and to eliminate the heavy clamps.
• Slip joints were used between the muffler and converter, and between the converter and exhaust pipe connections.
• Exhaust pipes, mufflers, and tail pipes were made of aluminized steel to resist corrosion.
• The California 3-way minicatalyst reduced nitrogen oxide emissions and oxidized combustible emissions as soon as they left the exhaust manifold; the second, larger converter further oxidized hydrocarbons and carbon monoxide emissions.

Batteries

The optional 500-ampere Long-Life battery had a 5-year or 50,000-mile limited warranty. Heavy-duty construction throughout the battery and a thermally insulated battery shield (Thermo-Guard) accounted for the long life of this battery, A durable, three-piece polypropylene battery container, heavier plates than those used in ordinary batteries, rubber separators, and special protectors for the separators were examples of heavy-duty construction. The Thermo-Guard battery shield protected the battery from engine compartment heat, so the battery operates at cooler temperatures. Cooler operation contributes to longer battery life.

The 370- and 430-ampere Maintenance-Free batteries did not require the addition of water for their normal service lives of 38 to 40 months. The batteries were sealed except for gas-venting ports at the top. The battery posts and a battery condition indicator were at the top of the batteries. The 430-ampere battery was included with the optional 5.9-liter (360 CD) V-8 engine. The 370-ampere battery was standard with LeBaron, Cordoba and Newport six-cylinder models. Otherwise, it was not available.

The standard lightweight 325-ampere batteries had rugged case construction and were standard equipment on V-8 models. A Thermo-Guard battery shield that can reduce battery temperature rise up to 37 percent with the engine idling in city traffic was standard. This prolongs battery life by protecting it from high engine-compartment temperatures

A battery-test indicator, standard with all batteries, shows green when the battery was above 75 percent of being fully charged, black when recharging was required, and yellow when water level was low-or, in the case of Maintenance-Free battery, the battery should be replaced.

Air conditioning and heat

The bilevel heater system had components for optional air conditioning (ducts and outlets), in conjunction with heating ducts and outlets. When the "Bi-Level" button was depressed, the heated air was distributed 30% to the floor area and 70% through the air-conditioning instrument-panel outlets. Heaters had a four-speed blower.

Air conditioning was available with automatic or manual temperature control and a 4-speed blower. Both could be used to clear fogged windows by adjusting the vents. A compact, lightweight, 6-cylinder swashplate compressor was used with all air conditioners. This compressor ran quietly and smoothly, and was more durable than the already-admirable compressor it replaced. An aluminum condenser had excellent heat dissipation through numerous thin cooling fins which were part of the metal exterior walls of the tubes.

The air conditioning automatically activated when the dehumidifier was used.

Engine electrical

Every 1980 Chrysler had a diagnostic connector in the engine compartment, which could be hooked up to an analyzer; in less than five minutes, the analyzer could perform fifty test procedures and print out the results on an electronic display.

A detonation suppressor system (knock sensor) was used in the electronic spark control system on V-8 engines sold in California. A sensor mounted on the intake manifold monitored background vibration levels of the engine. When engine knock frequencies were detected, the engine-spark timing was electronically retarded to suppress the engine knock-and was automatically advanced when the condition was removed.

The 40-way electrical connector which connected the engine bay to the cab had solid-blade terminals for positive locking and reliable assembly. The connector was made of tough injection-molded fiberglass-reinforced nylon. The connector had two pieces that bolted together through an opening in the dash panel (firewall). A cellular neoprene rubber interface seal was used between the two halves of the connector - and there was a gasket of the same material between the connector and sheet metal. The result was improved sealing against air, water and engine noise from the passenger compartment.

The ignition cables were strong and resistant to heat. The conductor was made of glass filaments, uniformly treated with carbon. The conductor was covered with a cotton and glass basket-weave braid, covered by a thin layer of conductive elastomer. The conductor was insulated with EPDM rubber. A second layer of cotton and glass braid surrounded the insulation for stretch control and strength. A hypalon rubber jacket was used on the outside to withstand high operating temperatures, oil, and ozone.

The Electronic Spark Control System used a Spark Control Computer and engine and environmental sensors which combined to adjust the timing of spark-plug firings.

For example, when driving up a hill or pulling a trailer, the engine load sensor read the manifold vacuum and told the computer the right amount of spark advance for maximum power when pulling up the hill-or more spark advance going down the other side for best fuel economy.

A second-generation Spark Control Computer had one integrated circuit board which computed all vital information for controlling the ignition system. It eliminated the starting pickup coil and the centrifugal advance flyweights from the distributor. Information for these functions was programmed into the Spark Control Computer and was performed electronically. The electronic circuitry for electronic ignition was also contained in the Spark Control Computer

Introduced in 1969, the electronic voltage regulator eliminated the need for maintenance by eliminating moving parts. Records show that 98% of the electronic voltage regulators installed at the factory on Chrysler models during the past ten years functioned property with no replacement and no problems during the warranty period. This substantiates the claim of Chrysler engineers that the electronic voltage regulator was more reliable than the previous electromechanical regulators, which had moving parts.

The dual-pickup distributor was used with electronic spark control in 5 2-liter (318 CID) 4-barrel V-8 and high-altitude areas. The two magnetic pickup coils give better idle spark timing stability for better idle quality and improved fuel economy at idle.

Other electrical

Optional halogen headlamps for high and low beams were available on all 1980 Chryslers. High-beam lamp output was increased 25 percent with the halogen system without requiring any increase in electrical power.

Electronic search-tune radio had been introduced in 1978; the electronic spark control system was used on all 360s in 1979, the same year the electronic feedback carburetor was added to the slant six; and a digital microprocessor was added to the spark control system in 1980 for greater flexibility.

LED warning lights showed when engine coolant temperature was high or alternator output was low, as part of the optional Light Package (Code A01).

Inside, warning chimes for the seat belts had a more pleasing tone than an ordinary buzzer The chimes operated for about six seconds to remind passengers to fasten their seat belts-an intermittent tone operates if the driver leaves the key in the ignition switch and opens the door to leave the car. A continuous tone was sounded if the headlamps were left on when the key was removed and the door was opened. Chime/tone system was standard on all Chrysler models.

Transmissions

TorqueFlite automatic transmissions were given a lock-up clutch in the torque converter; when locked, there was a direct mechanical drive through the transmission for better fuel economy at cruising speeds. The lock-up clutch was included in TorqueFlite with all engines (except with the A36 Heavy-Duty Trailer-Assist Package) and in California with the 3.7-liter, 225 CID six engine.

When accelerating from a stop under normal driving conditions, the torque converter was used normally, with a fluid drive. When third gear was reached and road speed reached about 35 miles an hour (for V-8 engines; somewhat higher for sixes), the clutch automatically locked up the torque converter so there was a direct mechanical drive through the transmission. Normal slippage in the converter was eliminated, engine speed was reduced, and fuel economy was improved; and the transmission was cooler because heat generated by slippage in the converter was eliminated.

The lock up clutch engaged immediately after the upshift at higher road speeds. The lock-up clutch disengaged automatically during part-throttle or full-throttle downshifts, and when going below lock-up speed.

1980 six-cylinder models with automatic transmissions had new wide-ratio low and second gears. The low gear ratio was changed to 2.74 to 1 (from 2.45) and second gear was changed to 1.54 to 1 (was 1.45). This helped acceleration especially given the economy-inclined axle ratios.

A console-mounted TorqueFlite selector was available only with bucket seats and console on Cordoba.

The basic design of TorqueFlite included three forward gears, a torque converter and precision automatic shifting assembly. There were no recommended band adjustments, or changing of the fluid and filter, under normal conditions. Hydraulic cushioning devices were used to soften engagement into reverse and low. A cushioned second-gear servo mechanism and a sophisticated control system improved the quality of the third-to-second gear kickdown shift. A liquid-cooled torque converter provided quiet operation.

The optional Sure-Grip rear axle had an internal friction device in the differential that was designed to increase torque to the slower rotating rear wheel, when there was a differential action. When one rear wheel begins to slip, Sure-Grip transfers the driving torque to the wheel with the better traction. This option helped keep the car moving on surfaces where a car with an ordinary rear axle would have difficulty.

Brakes and steering

Power steering was standard on all Chrysler models, as were front-wheel disc brakes and rear drum brakes that adjusted themselves when the brakes were applied while backing up. A new aluminum master brake cylinder had all the performance characteristics of cast iron, plus a corrosive-resistant anodized coating, but weighed almost six pounds less; it used a molded nylon reservoir. The parking brake (foot activated) operated the rear brakes. As in the past, all cars had separate hydraulic systems for front-wheel brakes and rear-wheel brakes. The master cylinder used two separate hydraulic cylinders, pistons, and lines. In case of damage to one of the systems, the other system will continue to function independently to bring the car to a stop. A warning light glowed when the pressure was low in either system.

Suspension

Isolated transverse torsion-bar front springs, mounted ahead of the front wheels, and iso-clamp multi-leaf rear springs, were rubber-isolated from the car structure. The transverse front torsion bars and multi-leaf rear springs contributed to ride stability, smoothness and handling responsiveness; the rubber isolation quieted the ride and increases the degree of smoothness.

Car-height adjusters were built into all Chrysler front torsion-bar suspension systems. Torsion bars can be adjusted easily to keep the front end of the car at the proper height. Turning an adjusting bolt raises or lowers the front of the car.

New Yorker and Newport use torsion-bar front springs mounted longitudinally - front to rear. Iso-damp, multi-leaf springs were used in the rear. The combination of torsion bars and leaf springs, completely rubber-isolated from the car body, and a big 118" wheelbase gave New Yorker and Newport a luxurious ride. Handling and cornering were responsive and controlled, with a standard front anti-sway bar.

Diagonally mounted steel struts stabilized front-wheel lower control arms; widely spaced leaf springs at rear gave wide-stance support and cushioned the ride. The rear axle mounted forward of spring centers minimized acceleration squat.

Most competitive cars in New Yorker, Newport, Cordoba and LeBaron classes used coil springs up front and either coil or leaf springs in the rear. A torsion bar twists and untwists as the front wheel rides up and down over bumps in the road. Road shocks were cushioned by the torsion-bar spring before being transmitted to the car body.

The torsion-bar front suspension was designed to resist front-end dip when you apply the brakes. Rear suspension was designed to help reduce pitching and squatting when braking or accelerating.

Rear springs were mounted far apart to support the body when it tends to roll in turns. And the axle was mounted forward on the springs- where they were the thickest and strongest- to better resist pitching and squatting of the rear of the car during braking and accelerating.

Chrysler engineers raised the front pivot of the front-wheel upper control arm higher than the rear pivot in front suspensions of all Chryslers. This design causes the control arm to impart a lifting force to the front of the car as the weight shifted forward during braking. The lifting force resisted brake dive to help keep the car nearly level when the brakes were applied.

All Chryslers had four rubber cushions to isolate the front crossmember from the tar structure. Numerous other isolators cushioned individual suspension components. Newport and New Yorker used two additional rubber cushions to isolate torsion bar rear crossmember from body structure.

Thick rubber isolators were installed at all points where suspension components mount to the structure. Torsion bars, rear leaf springs, front-wheel control arms, shock absorbers, and anti-sway bars all had thick rubber cushions at their mounting points to reduce noise and harshness.

Iso-damp rear suspension used large rubber cushions between the spring clamps and axle housing to reduce road noises and axle vibrations before they can be transferred to the leaf springs. Sounds and vibrations were further reduced by rubber isolators in the rear-spring eyes-where the spring mounts to the car structure. The rubber isolator in the front eye of the spring was oval shaped to increase fore-and-aft cushioning.

A flexible rubber coupling and a sliding "pot" coupling in the steering column isolate noise and absorb vibrations, thus preventing those annoying conditions from traveling up the steering column to the steering wheel.

Power train sound dampers include a vibration damper at the front of the engine, rubber cushions in the engine mounts, a vibration damper at the transmission rear mount, a drive-shaft vibration absorber and carburetor air-intake snorkel designed to reduce air-intake noise.

Unibody construction

In Unibody construction, the strength of the frame was built into the body. This was done by welding all body structural members and body sheet-metal panels into a single unit-Unibody. The welded body members contributed their combined strength to the strength of the total vehicle. Unibody construction was used for all Chryslers.

Chrysler also used a structural crossmember to support the power train and front suspension components These structures were bolted to the car-body structure through thick rubber isolators.

Protection against corrosion and rust began with the bare sheet metal on every North American-built Chrysler. Even before the metal was formed into body panels, it was coated to protect against corrosion. When assembled, each car body was thoroughly cleaned and coated with special chemicals in Chrysler's 7-step dip-and-spray process for maximum protection against all forms of corrosion.

For extra protection, Chrysler applied a zinc-rich primer or other corrosion-resistant coatings to selected areas.

Galvanized steel was used extensively in all Chryslers built in North America, with increased use for 1980.

Galvanized steel, two sides:

• Rear outer wheel housings
• Rear floor pan side extensions.
• Quarter panel rear extension-Newport and New Yorker.
• Body-side inner sills.
• Body-side outer sills-all Newport and New Yorker.
• Rear underbody crossmember-Newport and New Yorker.

Galvanized steel, one side

• Front fenders.
• Door outer panels.
• Quarter panels.
• Liftgate inner and outer panels-LeBaron wagons.
• Lower deck opening panel-all Newport and New Yorker.
• Cowl top panel-all Newport and New Yorker.
• Body-side sill outer panels-all LeBaron and Cordoba
• Deck opening upper panel-Newport and New Yorker.

Paint

Lasting luster resulted from acrylic enamel over epoxy primer After the anti-corrosion treatments, each Unibody was sprayed with two coats of tough epoxy primer. Then it was oven-baked and sanded. Finally, two coats of a new acrylic dispersion enamel were applied and oven-baked to a glossy luster. Acrylic enamel was buffable and highly resistant to chipping, fading and corrosion.

The front-suspension crossmembers in all North American-built Chrysler models were protected with Chrysler's special autophoretic process. The autophoretic process was a series of metal-cleaning sprays and baths; followed by a series of cleaning rinses; followed by a unique organic/inorganic coating which was actually self-depositing through an ionic displacement process followed by a reaction rinse which increases corrosion resistance Two oven bakings cure the coatings and give them anti-corrosion qualities.

The 7-step, dip-and-spray treatments

1. Cleaning dip: Unibody was dipped and the complete body is sprayed with cleaning solution, then drained.

2 First rinse: Unibody was dipped and the complete body is sprayed in warm water to rinse off the cleanrng solution, dirt and impurities.

3. Second rinse dip: Unibody was again dipped and sprayed for thorough rinsing, then drained.

4. Phosphate dip: Unibody was dipped and sprayed in corrosion-resisting phosphate, then drained.

5. Cold rinse: Unibody was dipped and sprayed in cold water, then drained.

6. Acid rinse: Unibody was dipped and sprayed in a conditioner rinse for best paint adhesion and corrosion resistance.

7. Primer dip: Unibody was dipped approximately 22" deep in corrosion-resistant primer. Primer flows inside ail lower body panels

Sound insulation

Chrysler Corporation engineers use the latest electronic methods to help engineer "quiet" into the ride. Experimental cars were driven on typical roads where recordings were made of the internal noise levels in the front and rear seats. Subjective evaluations were made of the major noise sources. These sources were then treated with appropriate sound-reducing materials: absorptive blankets, cotton fiber pads, sound-deadening mastic, rubber seals, and rubber sealers.

1980 Chrysler safety features

• Safety-Rim wheels (helped retain the tire in case of a flat or blowout)
• Lap-shoulder belts for the driver and right-front passenger, and lap belts for all other passengers
• Seat belt reminder system
• Energy-absorbing steering column: the steering column jacket had multiple slots. If the driver was thrown against the steering wheel during a forward impact, the downward force on the jacket curled the lower end over a mandrel mounted at the floor.
• Dual braking system with separate brake-fluid reservoirs in the master cylinder
• Brake-fluid pressure loss warning light-also serves as indicator when parking brake is applied.
• Hazard warning flasher system
• Turn signals with lane-change features
• Backup lights
• Padded instrument panel and sun visors
• Front-seat head restraints
• Energy-absorbing front seat-backs
• Inside and outside rearview mirrors
• Side-marker lights and reflectors
• Seat-back latches on folding front seats
• Seat-back and station wagon interior panel
• safety latches
• Fade-resistant front disc brakes
• Electric windshield washers and wipers
• Ignition and steering column lock
• Headlamp and wiper circuit breakers with automatic reset
• Energy-absorbing steering column
• "Key-left-in-ignition" warning
• Liftgate-ajar warning light
• Nonoverride door locks-except driver 5 door
• Resilient window crank knobs
• Side door beams
• Dual throttle return springs
• Interlocking door latches
• Recessed inside door release handles
• Rotary glove-box latch
• Reinforced windshield header and roof
• Glare-reduction measures for windshield wipers, instrument panel and steering wheel
• Double ball joint rearview mirror mount

Weight reduction

Chrysler was engaged in a program of weight reduction for ail its cars, primarily to improve fuel economy. 1980 weight reduction features included:

• New heater core with aluminum cooling fins for Newport, New Yorker and Cordoba-1 pound per car.
• Changes to engine block for 3.7-liter (225 CID) Slant Six engine-4 pounds per car.
• Changes to the block, camshaft, exhaust manifold and rear main bearing on the 5.2-liter (318 CID) V-8-4 pounds per car.
• New one-piece plastic evaporator housing for optional air conditioner on Cordoba and LeBaron-3.5 pounds per car
• New single-row core radiator for Cordoba and LeBaron with 5.2-liter (318 CID) V-8 engine-3 pounds per car.
• Revised rear-seat center armrest pivot for Newport, New Yorker and LeBaron 4-door models-2.5 pounds per car.
• Lightweight, carpeted optional floor mats -are about 5 pounds lighter than previous mats.
• High-strength steel cargo compartment floor for LeBaron station wagons-4 pounds per vehicle.
• High-strength steel for rear-seat filler panel and seat-back panel for LeBaron wagons-3 pounds per vehicle.
• Some previous weight-reduction features:
  • Aluminum master brake cylinder with plastic reservoir -5.8 pounds per car.
  • Lightweight mastic and pad sound-deadeners on all Chryslers-about 25 pounds per car
  • Rotary, compressor with optional air conditioner-13 pounds per car
  • 430-ampere Maintenance-Free battery, standard on cars with the optional 5.9-liter (360 CID) V-8 engine-11.25 pounds over the old 440-ampere battery.

Maintenance reductions

1. Chrysler recommended changing engine oil every 7,500 miles or 12 months, whichever occurs first in normal service. Engine oil filter changes were recommended at the first oil change and at every other oil change thereafter or every 12 months, whichever occurs first.
2. TorqueFlite automatic transmission had no recommended fluid or filter changes in normal operation. Only in severe service, as in trailer towing, was it necessary to change the fluid and filter-and then, only every 15,000 miles.
3. Down through the years, Chrysler engineers have reduced the number of required lubrication fittings in the chassis. Now, only ball joints and steering linkage had lube fittings-and they needed to be lubricated only at 30,000 miles or 3-year intervals, whichever occurred first under normal driving conditions.
4. Electronic ignition-no ignition points or condenser to replace. Electronic voltage regulator-no moving parts to fail: maintenance free. Electronic Spark-Control System-no mechanical spark-advance flyweight system to wear out and replace.
5. Chrysler recommended spark-plug changes every 30,000 miles with unleaded gasoline under normal driving conditions.
6. Battery test indicator-standard on all Chrysler batteries.
7. Maintenance-Free battery.
8. Diagnostic connector.
9. Rear-wheel drum brakes adjusted themselves automatically.
10. Steel-belted, radial-ply tires had greater resistance to road hazards and longer life (optional).
11. Advanced-design seals for air-conditioning systems were less susceptible to leaks and had longer service life than the O-ring seals used previously. Steel and/or aluminum nitrile-rubber-coated gaskets were used in place of O-rings to prevent leakage of refrigerant gas or liquid.
12. Galvanized steel body-side sills, door panels, quarter panels and many other body parts-plus 7-step dip-and-spray treatments were all designed for long, trouble-free service. Aluminized- steel or stainless-steel exhaust pipes and catalytic converter, aluminized-steel tail pipes and a stainless-steel radiator cap all had the ability to resist corrosion and last for years. Many other materials, components and testing procedures were also employed in reducing car maintenance.
13. Chrysler used modular instrument panels for all models, with easily removable sections - such as switch modules and cluster bezels - and gauges and controls that can be removed from the face of the instrument panel. All wiring connections plugged into a cluster carrier so that the cluster itself could be easily removed. The radio, heater, and air-conditioner controls and air outlet louvers could all be removed from the face of the panel.

14. Blade fuses, circuit breakers, fuse block, turn signal, hazard-warning flashers and ignition key light timer could be checked by removing a snap-out cover. The steering column cover had to be removed to uncover the combination key warning, seat-belt warning, and horn relay. This center had plug-in components for the combination key warning and seat-belt warning buzzer, ignition key light timer, horn relay, turn signal and hazard-warning flashers.

Seats

The front passenger recliner seat with 60/40 and low-back bucket seats in 2-door models was equipped with the easy-entry system.

An assist spring slides the seat fully forward on its tracks any time the seat-back release lever or the recliner fever was operated. A cable trips the seat adjuster to enable the assist spring to move the seat forward. This provides maximum entrance room to the rear seat. When a passenger was seated in the front seat, the spring provides an assist to move the seat forward.

Inertia seat-back latch permits folding the front seat-back forward to get into or out of the rear seat without having to release a lever. Under rapid deceleration or impact, however, a locking pawl in the inertia seat-back latch locks the mechanism so the seat-back cannot be folded forward. This latch was also equipped with a manual override lever.

The inertia seat-back latch was standard on the driver's seat with bucket seats and 60/40 seats, and on both front seat-backs on bench seats with center armrests on 2-door models.

1980 Chrysler stereos

Radio options included AM/FM stereo cassette with Dolby, FM stereo with electronic tuning, 40-channel CB radio with AM/FM receiver, and the standard AM unit.

The electronic-tuning radio was still unusual in those days, and allowed a ten station memory (which could mix AM or FM stations); solid state circuitry prevented drift. The vacuum fluorescent frequency display had day and night brightness levels. Stations could be typed in using the ten preset buttons. Traveler information service channels (AM 530 and AM 1610) were included, as was a search feature.

A 40-channel CB transceiver was available on all models with the AM/FM stereo; it shared the same faceplate and trim, and was not easily recognizable as a conventional CB, reducing theft potential. A custom microphone with push-to-talk switch -plugged into a jack on the radio faceplate and when not in use could be stored in the glove box, out of sight. Controls included a channel selector, monitor and noise blanker buttons, and a squelch control.

The CB monitor let people monitor the broadcasts of any CB channel, while listening to the broadcast radio. The monitor interrupted the radio program and played the signal from the preset CB channel whenever CB broadcasts came within the pickup range of the set.

An AM/FM stereo radio with integral 8-track stereo tape player was available, with four speakers, as was an auto-reverse Dolby cassette system with four speakers. With any four speaker system, two speakers were in the rear package shelf, two in the instrument panel. The mono AM and AM/FM radios could have an optional rear speaker on one side of the rear package shelf. A power antenna was optional on any radio but the CB system.

Cordoba and LeBaron Unibody

Rear-bumper energy-absorbing units were mounted inside the body's longitudinal structure members to minimize overall weight. Body-side sills had box-section construction for extra strength. The sills were galvanized to resist corrosion. Inner and outer roof panels were bonded and welded together for dual-panel strength. Bows. rails and headers were formed by the one-piece inner roof panel

Hem flange adhesive bonding was a relatively new method of attaching inner and outer sheet metal panels of trunk lids and liftgates by using a continuous bead of vinyl plastisol adhesive instead of welds. The adhesive had an extraordinary bonding strength that improved structural reliability.

A continuous bead of adhesive was applied to the hem flange of the outer panel and was pressed into a thin layer between the outer and inner panels when the two were assembled. When the car body passed through the paint-baking ovens, the adhesive was cured and formed a tough, durable bond along the entire seam.

1980 Chrysler LeBaron

Chrysler LeBaron was available in eight models for 1980: three 4-door models, three 2-door models, and two station wagons. The 2-door models had a shorter, more compact 108.7" wheelbase and a sporty appearance for 1980. Station wagons and 4-door models with new front and rear appearance continued with 112.7" wheelbases and family-size interior roominess. There was also a new medium-price non-woodgrain wagon.

In 1980, the LeBaron was essentially a restyled Dodge Diplomat, as it had been since 1977 and would remain through 1981. In Canada, it was also sold as the Plymouth Caravelle, and would be joined by the Gran Fury in 1982. However, for 1980, the car was restyled with new lamps, front and rear clips, and roof. Fourteen exterior colors were available, with four two-tone combinations (except on wagon). The two-door Medallion got a padded landau vinyl roof with quarter window appearance, and a Frenched rear window; the roof was available in eight colors. LeBaron and Salon two-doors without LS package, and Medallion four-door, got a similar roof without the quarter window appearance. More prosaic but more useful were the new scissor-type sill jack, lightweight inner and outer-hood panels, self-adjusting hood hinges, and high-strength steel front bumpers.

The Town & Country got plastic replicas of teakwood and white ash body sides and liftgates.

Inside, door-pull straps were standard on all LeBaron Medallion, Salon, and Town & Country models, with roof-mounted assist handles standard in the Medallion 4-door rear compartment. A one-piece acoustical headlining covered with foam-backed, napped-knit nylon was standard on all LeBaron models, as was faux wood trim on the dashboard.

Medallions got a full lighting package with door lights, map lights, and a time-delay ignition switch light.

Bi-level heater and fresh-air ventilation was standard on all models. The conventional spare was replaced on all but wagons with a compact spare. The conventional spare tire in a wagon was stored in a hidden compartment beneath the cargo floor near the rear of the wagon, where it was easily accessible.

Options included:

• Improved automatic temperature control air conditioner
• New AM/FM stereo radio with cassette tape player with Dolby*
• New center console available with bucket seats on Salon 2-door with optional LS Packages.
• Cloth, high-back bucket seats available on Salon 2-door and with the optional LS Packages.
• 60/40 split-back bench seat with folding center armrest and passenger seat-back recliner available in leather-and vinyl trim on Medallion and wagon models
• New illuminated entry system.
• New Handling Package with special firm-feel power steering, rear sway bar and heavy-duty shock absorbers.
• New liftgate wiper-washer option available on Town & Country and LeBaron station wagons.
• Halogen headlamps-high and low beams
• Electrically heated rear-window defroster.
• Remote-control sport chrome or painted mirrors-left and convex right.
• AM/FM stereo radio with Electronic Search-Tune.
• Illuminated vanity mirrors, left and right.
• AM/FM stereo radio with CB transceiver
• T-Bar roof for 2-door models
• Premium turbine-style wheel covers.
• Styled steel road wheels.
• New 5-spoke forged-aluminum road wheel
• P205/75R15 steel-belted, radial whitewalls,
• P205/75R15 Aramid-belted, radial whitewalls with gold stripe (Not available on wagons.)

The lineup included the Town & Country station wagon, Salon two-door, Medallion two and four door, and LeBaron four door. LeBaron got its own hood ornament depicting an eagle, the logo being repeated on the tail lamps and elsewhere.

A TorqueFlite automatic was standard; the base engine was the slant six with single-barrel carburetor, which could not have been especially enjoyable with a vehicle of this size. The 318 was available with a choice of two and four barrel carburetors. The transmission had a lockup torque converter except for California slant sixes; and slant sixes got a higher first and second gear ratio for better acceleration.

The 4-door had a trunk capacity of 15.6 cubic feet and the 2-door had a 14.8-cubic-foot capacity.

Major LeBaron options

An electronic digital clock was optional on LeBaron. Its vacuum fluorescent blue-green display can be easily read at a glance. The vacuum display provides bright daytime and soft nighttime intensity. The electronic circuitry was more resistant to temperature changes and vibrations than conventional car clocks-providing quartz crystal-controlled accuracy to within 60 seconds per month. There's a separate hour and minute reset and the colon blinks at two-second intervals to signal proper operation.

LeBaron's floor console had a brushed-finish trim insert and two storage compartments-one open, the other with a padded, hinged lid that also serves as a center armrest when closed. This console was optional and available with the optional LS Limited Coupe Package (Code A73) and was available with the LS Coupe Package (CodeA71) with optional cloth-and-vinyl bucket seats (Code G5 ). Air conditioning (Code H51) was required with the console.

The optional tilt steering column could be adjusted to 6 different positions as it was tilted up and down.

The A03 Deluxe Wiper/Washer Package had an upgraded wiper system which included intermittent windshield wipers with an electronic control and a washer fluid level reminder light. The electronic solid-state control can be set for wiper action delays of 2 to 15 seconds.

Warning lights were used to warn the driver of low fuel, high engine temperature, and low alternator output. The engine temperature and alternator lights were solid-state electronic diodes. Diodes require very little electrical current-about 1/20th of that required by a panel light bulb-and they have a life expectancy many times greater than ordinary light bulbs.

An electrically heated rear window defroster with a 65-ampere alternator and tinted rear-window glass was available on all models, with a ten minute timer; this was required on all vehicles other than wagons sold in New York.

Other options included a six way power seat (for bench and driver’s seats), power windows with door controls, power locks, power trunk release, cornering lights, halogen headlights, power glass sun roof with sunshade, T-bar roof (for two door models), 500 amp battery, illuminated entry, an array of radios,

Town & Country and LeBaron wagons could be equipped with a roof-mounted luggage rack made of durable chrome-plated metal, stainless steel and extruded aluminum. Side rails were trimmed with a teak appliqué. Skid strips were mounted on the roof. The rear crosspiece of the rack was easily adjustable to fit the rack to the load.

The wagon liftgate window wiper/washer system used a single-speed 16-inch wiper. A fluid reservoir was located in the right rear quarter panel.

A vinyl cover pulled out behind the wagon’s rear seat to conceal the cargo compartment.

The power liftgate release was located inside the glove box and had a protective bezel to prevent tripping it accidentally. The ignition switch had to be in the ON position and the automatic transmission had to be in PARK or NEUTRAL for the release to operate.

A roof air deflector directed clean air along the tailgate window to help keep road dust and snow off the glass. The roof air deflector was painted body colon

Dashboard

A bright Sherwood faux wood was used; gauges directly in front of the driver helped readability. The circular gauges were recessed in the panel. The large speedometer and fuel gauge were directly above the steering column in front of the driver The speedometer had indications in both miles per hour and kilometers per hour. An odometer and a trip odometer-to record individual trip mileage- were located within the speedometer dial. Gauges for the alternator and engine temperature were just to the left of the speedometer, as were warning lights for the oil pressure, brake system, and optional door-ajar warning light. Controls for the headlights and optional rear defogger were to the left of the steering column. Controls for the windshield wiper/washer, turn signal, headlamp beam selector, optional speed control and intermittent windshield wipers were located on the multifunction control lever on the left of the steering column. Heater and optional air-conditioner controls and optional radio were located to the right of the fuel gauge and steering column. An ashtray and cigarette lighter are also to the right, within easy reach of the driver. A 2-spoke steering wheel with horn pad, padded center and woodtone trim was standard, The optional electronic digital clock with fluorescent display was visible through an opening of the glove box door. The control switch for the optional power trunk lid release mounts inside the glove box. A glove box lock was standard. Also standard were an inside day/night rearview mirror on LeBaron Salon, LeBaron Medallion and Town & Country model and an inside hood release. The instrument panel had modular construction for easy access to gauges and controls for servicing. All were accessible from the passenger compartment.

Bi-level heater-defrosters were standard; this system used four four air-conditioner outlets in the instrument panel and floor-level outlets. In bi-level mode, about 70 percent of the air flowed through the upper outlets and about 30 percent through the floor outlets.

Opera lamps were standard on LeBaron Medallion 2-door and 4-door models. Opera lamps were mounted on the rear pillar.

18" windshield-wiper blades cleaned at least 95% of the significant viewing areas of the windshield. The computer-designed wiper linkage was located in the plenum chamber, and the wiper motor was located in the engine compartment for servicing accessibility and to reduce noise transfer to the passenger compartment. Wipers had 2-speed operation. Washers were operated by an electrically driven pump.

A one-piece headliner made of molded fiberglass with a resin binder and covered with foam-backed nylon knit facing was standard on all models. The headliner was smooth, soft, attractive and easy to clean-and color-keyed to the interior

Power steering was standard with 3.5 revolutions turn-to-turn.

The Town & Country wagon

The cargo floor and back of the second seat have stainless-steel skid strips. 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 so the seat-back could be folded forward to expand the cargo compartment. The push button was at the center of the seat-back to be easily reached from either side of the wagon. The carpeted floor panel-attached to the back of the second seat-back - pivoted forward to fill in floor gap between cargo floor and second seat and locks seat-back down. This panel made the cargo floor continuous and gap free.

The wagon liftgate featured two gas cylinders to help raise the gate with little effort and to hold a position well above head level, making it easy to load and unload the wagon. The liftgate glass was fixed, and a power release for the liftgate was available at extra cost.

Two lockable stowage bins, molded into the cargo area trim panels, were standard on the Town & Country wagon, optional on the LeBaron wagon with cargo compartment carpet. Hinged, carpet-covered doors with rotary latches and key locks were included. These bins were ideal for hiding valuables like cameras, binoculars, and transistor radios.

Red reflectors on the liftgate gave nighttime warning to traffic approaching from the rear when the liftgate was open. These reflectors made it safer to change a tire along the side of the road at night-or to load or unload the cargo compartment at the curb of any street.

Wagon dimensions were:

• A-Maximum height of rear opening 27.3"
• B-Length, back of second seat to end of cargo floor 49.2"
• C-Maximum cargo height 30.7"
• D-Width of rear opening at floor 44.1"
• E-Length, back of front seat to end of cargo floor 82.1"
• F-Width between wheel housings at floor 43.3"
• Cargo capacity (cubic feet) 71.8
• Glass area, total (square inches) 4,990

The 1980 Chrysler Cordoba

Cordoba for 1980 was redesigned and restyled for a more contemporary appearance, to be smaller and more economical. The wheelbase was dropped to 112.7 inches, length to 210 inches, and weight cut by an ample 400 pounds; but it remained roomy, and even had more legroom and rear hip room than in the prior year. As with the F and M bodies (Volare and Diplomat), it had a transverse torsion-bar front suspension.

A new premium model was brought out, using an ex-Imperial name: Cordoba Crown. The Corinthian Edition Package was brought out as well. The grille was changed and given a more vertical look; the dual headlamps were replaced by single rectangular lamps, in the fashion of the day; new Cordoba coin ornaments were added to the hood and body sides; forged aluminum wheels were made optional, along with a vinyl Landau roof, flag-type driver’s outside mirror, opera windows, new tail lamps and colors, three two-tone paint combinations, and front and rear side marker lights and reflectors. Bright moldings were applied just about everywhere they could be on Crown. Tires were comfort-oriented P195/75R15 glass-belted radials with whitewalls; three new wheel covers were available. Halogen headlights were now standard.

The new Cordoba two-door hardtop had a new appearance and was smaller and lighter in weight than typical Chryslers. The chrome-plated grille had a vertical texture and was surrounded by a chrome-plated die-cast frame for extra richness. New quarter windows, tinted glass all around and chrome-plated stamped aluminum bumpers were standard. A special Crown edition with padded Landau vinyl roof, "Frenched ' rear-window treatment and opera lamps was new.

A Corinthian Edition Package, with 60/40 cashmere leather seating, leather-wrapped tilt steering wheel, and many other luxury features was also available.

Inside, new door trim panels had integral armrests and door pull handles with Cordoba coin insets. There were four interior color choices, an optional illuminated entry system, and a new Featherwood instrument-panel trim (not actually wood). A cloth and vinyl folding center armrest split-back bench seat, front and rear ashtrays, color-keyed molded headliner, and tinted glass, all standard. More serious features included an inside hood release, full interior lighting, standard bi-level heater-defroster, electric rear defroster, intermittent wipers, and alternator and temp gauges. Comfort features included a standard AM radio, optional cruise, and power locks with armrest-mounted switches, along with air conditioning (both manual and thermostatically controlled) coupled with a better heater; a Maximum Cooling Package; and a new console in the instrument panel (with bucket seats). Late in the year, an electric glass sunroof was added; and cornering lamps and leather seats were available, the latter only on Crown.

Engines included the slant six, and a 318 V8 with two-barrel or four-barrel carburetor was optional. The only engine available in California was the four-barrel 318. Not noted as being available, but possible, was the 360.

Improvements included lighter-weight windshield wiper carriers, a new cruise control servo body, reduced emissions-control maintenance on single-barrel slant six and four-barrel 318, sidesill jacking, 18 gallon fuel tank, better rustproofing, standard 60 amp alternator, and other features described in the 1980 Chrysler Engineering section.

A new console was optional on Cordoba models with bucket seats, color-keyed to the interior. It had an air vent on the passenger side and a storage compartment with a push-button cover. The shift mechanism was console-mounted on vehicles with bucket seats and console.

Special removable tinted glass panels on either side of the roof let in light and could be stored in the luggage compartment in a vinyl bag for the open air feeling of a convertible.

An electronic digital clock was optional. Its vacuum fluorescent blue-green display provided bright daytime and soft nighttime intensity.

A new power-operated tinted glass sun roof was optional on Cordoba-with or without a vinyl roof. The sun roof was color coordinated in one of two tints -gray or gold, and had an integral sun shade. The motor unit for this option was located in the trunk area for improved headroom.

The illuminated entry system option turned on the interior courtesy lights, and illuminated the door lock cylinders whenever either exterior door handle was lifted and released -even though the car doors were locked. All courtesy lights turned off automatically after 30 seconds or when the ignition switch was turned on.

New outside mirrors for featured an aerodynamic, flag-type design. The optional right mirror was convex to increase the field of vision to the rear.

The optional power seat adjuster let you adjust the seat 6 ways-up, down, forward, backward, plus tilting forward or backward. The power option was available on the driver's side with bucket seats or the driver's side of the 60/40split-back bench seat.

Tilting steering column was available, too.

A four-barrel, dual-exhaust version (E58) was available late with the Chrysler 300 package, except in California. Improved engine breathing resulted in an increase of 55 horsepower over the same engine with a 2-barrel carburetor and single exhaust system. This engine was also equipped with the Electronic Spark Control System. The distributor had two magnetic pickups-instead of just one-to improve idle spark tinning stability for better idle quality and improved fuel economy.

Cordoba standard features

Featherwood trim was standard, using injection-molded plastic in two sections which were ultrasonically welded together. The trim pad was molded vinyl, the top of the instrument panel of plastic and easily removable for servicing.

Chrysler's modular instrument panel was designed to make bulbs, switches, gauges and other units in the panel more accessible for servicing. All instruments, switches, controls and the radio were accessible and removable from the passenger compartment side of the panel. The snap-in top cover provided access to radio speakers and wiring.

The speedometer had a maximum speed of 85 miles per hour (with 55 highlighted in blue) and had smaller calibrations for kilometers per hour. An odometer-plus a trip odometer with a push-button reset-were both calibrated in miles and were standard.

Windshield washer jets on wiper arms put four streams of washer fluid directly onto the windshield at each wiper blade for fast cleaning. The wiper blade arm on the driver's side had an articulated action: the blade arms parked off the windshield below the hood line.

A compact spare tire was standard, because it was lighter in weight and easier to install. It provided more usable trunk space because it could be stored vertically in the quarter panel wall. A conven tional tire was available at extra cost. It was not available with air conditioning except when Sure-Grip Differential was ordered which required the conventional tire.

Wide rearview mirror had its mounting bonded directly to the windshield glass, giving it a good location for rearward visibility. The mirror was adjustable on a ball joint and had a day-night selector.

By applying light pressure to the turn-signal, the signals will flash to indicate a change of lane and will stop flashing when the lever was released.

Power steering had a fast-ratio steering gear with 3.5 turns stop to stop.

Controlled by engine temperature, carburetor, air velocity and vacuum, the automatic choke was standard. The heat-sensing coil was recessed in the exhaust manifold on 6-cylinder engine and in the exhaust crossover choke pocket on the V-8; it used electrically assisted heating.

Circuit breakers prevented wiring damage and automatically provided for restoration of circuit continuity when the fault was removed. The following circuits were protected: headlamps, wipers and power windows, seats, door locks. A system of fusible links protected the charging system circuit and all main electrical circuits. Extreme overload current in any protected main feed circuit opened that fusible link without disabling circuits fed by other fusible links-thus preventing total electrical power loss due to a problem in that main feed circuit.

Features of the 1980 Newport and New Yorker

The Newport and New Yorker were based on the R-body chassis from 1979 to 1981, sharing bodies with the Gran Fury, St. Regis, Charger, and Magnum – though not at the same time, with the Charger and Magnum dropped after 1979, and the Gran Fury starting in 1980. The Cordoba started out on the R body in 1979 but moved to the modified Volare platform, known as M and J bodies, for 1980. The R-body itself was essentially a stretched B body, which took the place of the old, big C-bodies, providing six passenger accommodations with a relatively light weight. An exclusive "Fifth Avenue Edition" Package with opera lights was available on New Yorker only and would later lead to a separate Fifth Avenue model.

For 1980, 8 new body colors (and two two-tone treatments) were available, the de rigeur landau style padded roof and quarter window were standard on New Yorkers, and tinted glass was standard. A chrome-plated, swing-away grille was standard on New Yorker, to minimizes damage by swinging back under impact. Concealed dual headlamps were standard on New Yorker, with dual rectangular headlamps on Newport. Both got chrome-plated high-strength heat-treated stamped aluminum front bumpers; New Yorker got them in rear too. New Yorker, as a near-luxury car, got standard FM stereo, air conditioning, 60/40 split-bench seat with cloth and vinyl trim, rear reading lamps, and folding armrests in front and back, and other features; leather was optional. Other standard features for the New Yorker included power windows, a digital clark, trunk carpeting, and spare tire cover.

Both New Yorker and Newport had 21.3 cubic feet of trunk space, quite good compared with the AFJM body cars.

Options included an illuminated entry system, halogen headlamps, cornering lights, convex right remote-control mirror, lighted vanity mirror attached to driver’s sun visor, larger whitewalls with a gold accent stripe, power glass sunroof, power windows and locks, six-way power seat, power deck-lid release, firm feel handling package, three-note horn, and forged aluminum wheels.

For stereo and CB options, along with all sorts of standard features, safety items, powertrain, etc., see the 1980 engineering page.

Engines included the slant six, and a 318 V8 with two-barrel or four-barrel carburetor was optional; top engine was the 360, with a two-barrel carburetor. The only engine available in California was the four-barrel 318. The 360 did not have a lockup torque converter with the trailer package.

Deluxe windshield wipers with intermittent wipe (Code J2S) Chrysler's optional deluxe wiper system included an intermittent wiping mode with an electronic control. The intermittent system also provided an extra wipe after the washer was used while the delay system was in operation.

Warning lights were used to warn the driver of low fuel, high engine temperature, and low alternator output. The engine temperature and alternator lights were solid-state electronic diodes. Diodes require very little electrical current-about 1/20th of that required by a panel light bulb -and they have a life expectancy many times greater than ordinary light bulbs.

An electrically heated rear-window defroster with a 65-ampere alternator was available on all Chryslers. The electric defroster was timed to stay on for ten minutes, then turn off automatically.

The left remote-control mirror was standard on New Yorker, optional on Newport. The right remote-control mirror was optional on New Yorker and Newport. The right mirror was convex to increase the field of vision to the rear. The control for the left mirror was on the driver's door. The remote control for the right mirror was located on the instrument panel just to the right of the cluster.

Chrysler's optional tilt steering column could be adjusted to six different positions as it was tilted up and down.

This power-operated, tinted-glass sun roof was optional. The tinted glass was color-coordinated in bronze or smoke gray. The glass sun roof also featured a fabric-covered sunshade which could be moved forward manually beneath the sun roof opening for partial or full shading.

The trunk dress-up added needled polypropylene carpeting to cover the trunk floor and the spare tire when this option was selected. The carpeting on the inside of the lower deck panel had a molded urethanefoam backing and can be removed for easy access to the taillamps. This soft carpeting, available in black only, protects luggage and other valuables carried in the trunk. Trunk dress-up was standard on New Yorker and available as an option on Newport.

Sure-Grip differential (Code D97) The optional Sure-Grip differential provides better rear-wheel traction than the conventional differential. As soon as one rear wheel begins to lose traction, Sure-Grip automatically transfers power to the wheel with the better traction. The axle ratio with this option isthesameas the standard axle ratio. The conventional spare tire option (Code W08) was required.

Newport /New Yorker standard features

Standard gauges covered the alternator, temperature, and fuel, with a light for oil pressure. The speedometer went up to 85 mph, and had kpm markings. An electronic digital clock with reset switch behind the glove box door was standard on New Yorker, optional on Newport. Hood release and parking brake release levers were located to the left of the steering column and were styled as an integral part of the instrument panel. A lock for the glove box was standard, along with an ashtray with illuminated cigarette lighter.

New Yorker's rear-seat compartment was highlighted by lavalier straps, reading lamps, door courtesy lamps and reflectors, and a folding center armrest for passenger comfort and convenience. Exterior door handles on New Yorker had a color-keyed insert for added color coordination.

Lightweight, semi-hidden windshield wipers were standard on Newport and New Yorker. The wiper blade carriers were made of lightweight glass-filled polyester plastic which contributes to quiet wiper blade operation with excellent pressure distribution and less streaking than the heavier metal arms. The plastic arms were black for low light reflectivity.

Tinted glass, all windows, was standard on Newport and New Yorker. The tint helped screen the glare and heat-producing rays of the sun. Untinted windows were also available. Dual flag-type mirrors were standard on all models.

Left remote-control mirror was standard on New Yorker, optional on Newport; they used a toggle control on the driver's door. The flag design had less wind noise than “bullet” mirrors. Inside, a day/night mirror was standard. An inside hood release was standard.

Window systems featuring tubular guidance were used on to minimize friction and to reduce the effort needed to raise and lower the windows - manual or power (power windows were standard on New Yorker). The mechanism also moved the glass away from the weather seals while it was being raised or lowered, which also helped to minimize friction.

The four-door hardtop New Yorker with 318 weighed 3,920 pounds; the 360 added just 40 pounds.

The Newport weighed 3,654 pounds with slant six; 3,740 with 318; 3,806 with 360.

The front suspension was independent with spring-steel torsion bars, adjustable for height; ball-joint outer pivots for upper and lower front-wheel control arms; rubber-bushed inner pivots; and rubber-cushion-mounted shock absorbers. The rear leaf springs were 57 inches long and 2.5 inches wide with oval rubber cushions at the front mountings, compression shackles at the rear.

Turning Diameter, Curb to Curb was 42.4 feet.