The Dodge Mirada: Volare-based sporty cars
The rear-wheel-drive Dodge Mirada followed decades of Chrysler tradition, with a unibody design and a choice of slant-six or "LA" series V8 engines. The car grew out of the F-body Volare/Aspen; dubbed a "J body," it sat on the F body platform and used its transverse torsion bar suspension, with a new "top hat" (whose basics were shared with the 1980 Chrysler Cordoba and, after one year, the 1981-83 Imperial.)
Dodge may have chosen a new name for the car, as David Lawrence wrote, because the name "Magnum" suggested a level of performance
that the car was not able to back up at the lights. Equally likely, they liked the name - and it was a new car. The Magnum had not sold especially well, regardless. The Cordoba had sold well, and so Chrysler re-used its name for their version of the car.
In the market, the Mirada replaced the "B body" Dodge Magnum XE; but the Mirada was six inches shorter in length and 400 pounds lighter. Buyers who got the CMX package could step up to the 360 cubic inch V8 engine; just 5,384 Miradas got the CMX package, and a mere 76 opted for the 360 (thanks, valiant67). Buyers could also get a convertible-imitating roof (936 people did). The most popular engine was the economical if slow slant six.
CMX package was mainly cosmetic (though it allowed buyers to go to the 360 engine), with a special wheel covers, dual remote mirrors, and P205/75R15 whitewall radials. It also had color-keyed roof accent moldings, bumper strips, door handle inserts, stripes (tape, not paint), and ten-spoke aluminum wheels.
Jim's father bought this 318-powered Mirada new in 1981; the sticker was $10,927. "I get lots of looks, and people ask, 'What is that?' It's like being in a parade all the time, and requires me to look my best just to get gas," said Jim.
Since the J-bodies were all fairly upscale (Cordoba, Imperial, Mirada), Chrysler Corporation worked hard at turning the pedestrian Volare/Aspen architecture into something more luxurious. They isolated the front and rear suspension more effectively, used a vibration absorber in the propeller shaft, added insulation to the doors, quarter panels, floor, roof, and package shelf, and updated the door, window, and steering column seals. The goal, presumably, was to at least equal the B-body Cordoba and Magnum.
The Dodge Mirada was one of Chrysler's first cars to feature a scissor jack, a safer and easier design than the old "stick jack." The gas caps were modern - threaded; new rear defroster switches integrated the timing circuit and relay. The company used lighter-weight components than in 1979 cars, from the fuel filler tube to the engine, and adhesive-bonded many panels rather than welding them.
Inside, buyers found (optional) AM/FM stereo cassette decks with Dolby noise reduction, power lock and window switches (where purchased) in the doors, and, if they got bucket seats, a color-keyed center console with an air vent on the passenger side.
An optional electric sunroof was available, tinted gray or gold, with an integrated sunshade and a switch on the instrument panel. Its motor was trunk mounted, using a drive cable, to allow more headroom.
At its launch, Mirada cost $6,364; the TorqueFlite three-speed automatic was standard, and the V8 added $230. All Miradas had a 2.7:1 axle ratio (2.9:1 with air conditioning); the standard tires were P195/75R15 glass-belted whitewalls, with front disc brakes (the rears were drums). The car weighed around 3,380 pounds.
The Dodge Mirada was trying to appeal to buyers who had seemed to want personal luxury coupes with decent gas mileage and a smooth ride; but the Mirada didn't seem to hit the perfect spot. Quite aside from image issues, the car's high price was likely a problem. The sporty looks were belied by relatively mild powertrains and a ride-tuned suspension; and it was easily beaten in sales by its sibling, the better-established Chrysler Cordoba.
The rear-wheel-drive Dodge Mirada followed decades of Chrysler tradition, with a unibody design and a choice of slant-six or "LA" series V8 engines. The car grew out of the F-body Volare/Aspen; dubbed a "J body," it sat on the F body platform and used its transverse torsion bar suspension, with a new "top hat" (whose basics were shared with the 1980 Chrysler Cordoba and, after one year, the 1981-83 Imperial.)
Dodge may have chosen a new name for the car, as David Lawrence wrote, because the name "Magnum" suggested a level of performance
that the car was not able to back up at the lights. Equally likely, they liked the name - and it was a new car. The Magnum had not sold especially well, regardless. The Cordoba had sold well, and so Chrysler re-used its name for their version of the car.
In the market, the Mirada replaced the "B body" Dodge Magnum XE; but the Mirada was six inches shorter in length and 400 pounds lighter. Buyers who got the CMX package could step up to the 360 cubic inch V8 engine; just 5,384 Miradas got the CMX package, and a mere 76 opted for the 360 (thanks, valiant67). Buyers could also get a convertible-imitating roof (936 people did). The most popular engine was the economical if slow slant six.
CMX package was mainly cosmetic (though it allowed buyers to go to the 360 engine), with a special wheel covers, dual remote mirrors, and P205/75R15 whitewall radials. It also had color-keyed roof accent moldings, bumper strips, door handle inserts, stripes (tape, not paint), and ten-spoke aluminum wheels.
Jim's father bought this 318-powered Mirada new in 1981; the sticker was $10,927. "I get lots of looks, and people ask, 'What is that?' It's like being in a parade all the time, and requires me to look my best just to get gas," said Jim.
Since the J-bodies were all fairly upscale (Cordoba, Imperial, Mirada), Chrysler Corporation worked hard at turning the pedestrian Volare/Aspen architecture into something more luxurious. They isolated the front and rear suspension more effectively, used a vibration absorber in the propeller shaft, added insulation to the doors, quarter panels, floor, roof, and package shelf, and updated the door, window, and steering column seals. The goal, presumably, was to at least equal the B-body Cordoba and Magnum.
The Dodge Mirada was one of Chrysler's first cars to feature a scissor jack, a safer and easier design than the old "stick jack." The gas caps were modern - threaded; new rear defroster switches integrated the timing circuit and relay. The company used lighter-weight components than in 1979 cars, from the fuel filler tube to the engine, and adhesive-bonded many panels rather than welding them.
Inside, buyers found (optional) AM/FM stereo cassette decks with Dolby noise reduction, power lock and window switches (where purchased) in the doors, and, if they got bucket seats, a color-keyed center console with an air vent on the passenger side.
An optional electric sunroof was available, tinted gray or gold, with an integrated sunshade and a switch on the instrument panel. Its motor was trunk mounted, using a drive cable, to allow more headroom.
At its launch, Mirada cost $6,364; the TorqueFlite three-speed automatic was standard, and the V8 added $230. All Miradas had a 2.7:1 axle ratio (2.9:1 with air conditioning); the standard tires were P195/75R15 glass-belted whitewalls, with front disc brakes (the rears were drums). The car weighed around 3,380 pounds.
The Dodge Mirada was trying to appeal to buyers who had seemed to want personal luxury coupes with decent gas mileage and a smooth ride; but the Mirada didn't seem to hit the perfect spot. Quite aside from image issues, the car's high price was likely a problem. The sporty looks were belied by relatively mild powertrains and a ride-tuned suspension; and it was easily beaten in sales by its sibling, the better-established Chrysler Cordoba.
Carburetor | Federal hp | Fed. torque | CA hp | CA torque | |
---|---|---|---|---|---|
1980 Six | 1 barrel | 90 @ 3,600 | 160 @ 1,600 | same | same |
1981 Six | 1 barrel | 85 @ 3,600 | 165 @ 1,600 | 90 @ 3,600 | same |
1982 Six | 1 barrel | 90 @ 3,600 | 160 @ 1,600 | same | 165 @ 1,600 |