The 1979 - 1981 Chrysler 'R Body'

Between model years 1979 - 1981, Chrysler Corporation manufactured what would ultimately be their final full size, rear-wheel-drive sedans until the introduction of the LX platform a quarter century later.  Dubbed "R Bodies" by Chrysler design brass, these vehicles presented a fascinating snapshot of a company in the midst of swift transition. By combining decades-old drive train elements with earnest, forward-thinking attempts at smart styling, weight reduction and fuel efficiency, the R Bodies were Chrysler's final, brief attempt to capture a portion of the trendy "downsized full size" domestic market share of the late 70s. As a result of this rushed, hodge-podge design strategy, the final product presented something of an identity crisis to the buying public, who subsequently ignored the cars for the most part. Although largely forgotten in the annals of broader automotive history, The R Body has a fierce and loyal cult following amongst Chrysler enthusiasts (this author included!), and the platform has enjoyed something of a popularity resurgence due to their comparative rarity and relative affordability as 'classic' cars.

By the late 1970s, the writing was on the wall for the gargantuan, rear-wheel-drive, thirsty, V8 powered sedans that had defined the core of the US domestic auto market for two and a half decades previous. The 1973 OPEC oil crisis, coupled with increased competition from Japanese and European imports, left the US makes scrambling to catch up with the quickly changing expectations and priorities of American car buyers; nimbleness, thrift and efficiency were "in", while sheer bulk and gas-guzzling excess were "out". The Big Three scrambled to downsize their biggest, thirstiest luxury models in an effort to save face and catalyze a much-needed increase in sales.

GM was first out of the gate in 1977 with the introduction of the completely re-engineered third-generation Chevy Caprice. Drastically smaller than its predecessor, yet maintaining nearly the same amount of interior space, all with markedly improved fuel economy, it was an instant hit among buyers.

1977 Chevrolet Caprice Classic

Initially, Ford and Chrysler were cautiously skeptical of this approach, with Ford even going so far as to tout the "road-hugging weight" of their LTD versus the downsized GM competition in advertisements. However, after witnessing the new Caprice become the #1 selling car in America, FoMoCo and Chrysler Corp. quickly got to work playing catch-up, each introducing their respective "downsized big cars" for the 1979 model year. Much like GM, Ford's approach to downsizing was a ground-up redesign of their venerable LTD, based on the new 'panther' platform.

1979 Ford LTD

Chrysler, on the other hand, lacked the financial resources for such an ambitious undertaking. As a result of desperate necessity, they took their 17 year-old, mid-sized B Body platform and simply freshened up the exterior designs with larger, more modern sheet metal. Although decidedly smaller than the C Body full-size models they replaced, the R Bodies were purpose-designed to appear formal and heavy, unlike their more nimble-looking GM and Ford counterparts. The result was a polarizing, "love it or hate it" appearance.

1979 Dodge St. Regis

Three corporate B Body variants were introduced for 1979: the relatively bare-bones Dodge St. Regis and Chrysler Newport, and the far more upscale Chrysler New Yorker, which could be ordered in an opulent, top-shelf "5th Avenue Edition". Interestingly, there was no Plymouth offering for 1979. However, strong demand for police and taxi fleet vehicles led to the introduction of the Plymouth Gran Fury for 1980, which was a virtual clone of the Chrysler Newport. Considering that the R Body was essentially a freshening-up of a stalwart, tried and true Chrysler platform, there weren't many surprises under the new sheet metal:

 Engine Options:

• Code E26, 225 cubic inch Slant Six with single barrel carburetor, putting out a meager 100 bhp and 165 ft lbs of torque. This was the 'standard' engine across the R Body line, and the first time the modest Slant Six was ever offered in a Chrysler-branded (not strictly Dodge or Plymouth) vehicle. Although listed as the base engine, Chrysler knew well that this motor was inadequate for vehicles so large - thus, the vast majority came with the 318 V8.
• Code E44, 318 cubic inch V8 with two barrel carburetor, outputting 145 bhp and 245 ft lbs of torque. As mentioned above, this stalwart Chrysler workhorse was found in the vast majority of R Bodies, from the Dodge St. Regis, to the Chrysler New Yorker 5th Avenue Edition. It was a proven, reliable engine with modest grunt, but remarkable climbing and pulling power, as noted in the torque rating.
• Code E57, 360 cubic inch V8 with two barrel carburetor, outputting 155 bhp and 275 ft lbs of torque. This engine serves as an excellent example of the inefficiency and redundancy often found in US auto makes of the late 70s. With only 10 more horses and 30 extra torque over the 318 V8, why would the buyer want to take the inevitable gas mileage hit? The answer: They didn't, which is exactly why this engine option is comparatively rare on these cars.
• Code E58, 360 cubic inch V8 with four barrel carburetor, offering up 195 bhp and 280 ft lbs of torque. An incredibly rare option and fairly strong performer, these engines were typically found in police pursuit versions of the Dodge St. Regis, Chrysler Newport and Plymouth Gran Fury. This author has never seen an R Body Chrysler New Yorker or 5th Avenue fitted with this option. If any exist, please let me know!! Interestingly, the Canadian version of this motor was offered with dual exhausts, no catalytic convertors and a higher compression ratio. Chrysler claims the Canadian E58 model put out only 10 extra horsepower, but this is widely disputed as 'false modesty' from the company.

Transmission: 

• The lone choice for buyers remained Chrysler's bulletproof three-speed Torqueflite automatic transmission, featuring a locking torque converter on all but the slant six and police pursuit cars.

Suspension:

Nothing but classic 70s Chrysler B Body legacy parts here! Twin parallel torsion bars with anti-sway bar in front and leaf springs in the rear. There were two compelling upgrade packages offered:

• Heavy-Duty Package, available only with the E58 360 ci four-barrel V8, featured a higher axle ratio, heavy duty shocks and leaf springs and bigger wheels and tires.
• Trailer-Assist Package, which mimicked the HD Package, but also included beefed up torsion bars, front and rear heavy duty anti-sway bars and larger rear axle and brake drums. 

Exterior Cosmetics:

 In terms of cosmetics, the R Bodies tend to be polarizing amongst vintage car enthusiasts and even die-hard Chrysler fans, although they've generally been seen in a more favorable light as years have passed. The most "Plain Jane" among the R Bodies would unarguably be the Chrysler Newport and its corporate twin, the Plymouth Gran Fury, as seen below:

1980 Plymouth Gran Fury Front

1980 Plymouth Gran Fury Rear

1979 Chrysler Newport Front

1979 Chrysler Newport Side/Rear

Next in terms of "cool factor" would have to be the Dodge St. Regis, which featured a more modern mesh-like grille and, like the Dodge Magnum of the same era, included clear retractable headlight covers! Example below:

1979 Dodge St. Regis Front

1979 Dodge St. Regis Side/Rear

Finally, you have the epitome of cool: the Chrysler New Yorker, and its even more-exclusive 5th Avenue variant, both seen below:

1979 Chrysler New Yorker Front/Side

1979 Chrysler New Yorker Rear/Side

1979 Chrysler New Yorker 5th Avenue Edition

The primary difference between the 'vanilla' New Yorker and its 5th Avenue variant were option choices and color themes. For 1979, the 5th Avenue Edition was available exclusively in 'Cream-on-Beige' exterior with matching 'champagne' leather interior over a unique seat design. In 1980, 'Black Walnut Metallic' was added as an exterior choice. Every luxury appointment imaginable in 1979 was automatically standard equipment, with the sole exception of a powered moon roof, which remained an option. The 5th Avenue even featured an exclusive crystal pentastar hood ornament not found on the standard New Yorker.

Interior Cosmetics:

The R Body cars carried on Chrysler's excellent dashboard design tradition, offering drivers a full array of gauges including engine temperature, oil pressure and battery voltage. Many American manufacturers had reverted to dumbed-down dashboards featuring minimal gauges (often only speedometer and fuel level) coupled with "idiot lights" that were not ideal for monitoring real-time engine function. The rest of the interior aesthetics were pure 70s Chrysler, with visually pleasing, logical placement of controls, comfortable pillowy seats, and a variety of color and trim options, from spartan to opulent. Below are some examples of this range:

Dodge St. Regis Dash/Front Seat

Dodge St. Regis Back Seat

1979 Chrysler New Yorker Interior w/classic Chrysler 'buttoned EZ Chair' leather seats

1979 New Yorker 5th Avenue, with custom-designed 'Champagne' leather seats and simulated woodgrain dashboard!

1979 New Yorker 5th Avenue rear seat - note the hanging leather courtesy handles for rear passengers!

Although far from the top of the list of "desirable" American classics, the R Body sedans offer a fascinating glimpse into Chrysler's mindset during the midst of a huge auto industry sea change. Furthermore, as a result of their low initial sales volume, they have become very rare (moreso with each passing year) and increasingly collectible. While 3rd-generation Chevrolet Caprices and panther-platform Ford Crown Victorias can still be found a dime a dozen, well-maintained, lower mileage examples of R Bodies will often fetch $10,000 or more! I can certainly say without hesitation that an R Body Chrysler New Yorker 5th Avenue is on my short list of dream cars!

All photos are property of their original owners

Sources include: allpar.com, wikipedia.org

The 1978-1979 Dodge Magnum XE GT

I know, I know...I'm probably getting a few raised eyebrows from those MOPAR-savvy among you who are saying, "Wait, didn't you just make a post about the 1979 Chrysler 300 a few days ago?" Indeed, the Dodge Magnum XE in GT trim could be ordered nearly identical to the Chrysler 300 if you chose your options carefully. It's true that both vehicles were built on Chrysler's venerable B Body platform, sourced from the more common Cordoba/Charger SE corporate twins; as such, they shared many drivetrain, suspension and interior parts. However, I believe (for a few reasons) that the Dodge Magnum GT is a beast unto itself that deserves to be treated as such. So let's d(r)ive right in, shall we? First a bit of historic preamble:

By 1974, the muscle car era had ended. Insurance premiums were up, gas prices had skyrocketed due to the 1973 OAPEC oil crisis, government smog regulations were in full force, and most people were more concerned about luxury and creature comforts than horsepower figures. Accordingly, Dodge decided to completely restyle the iconic Dodge Charger as a personal luxury coupe for 1975, borrowing heavily from the styling of the Chrysler Cordoba, which debuted the same year. While the Cordoba was an immediate home run for Chrysler, the new Charger definitely was not. While Cordoba sales hit a peak of 160,000+ in 1976, the best the poor Charger SE could muster was around 50,000 that same year. By 1978, sales had plummeted exponentially. Dodge realized they had to do something to better differentiate the Charger from the Cordoba in the minds of potential buyers. Thus, the Dodge Magnum XE was introduced in 1978 as a 'louder', sleeker and more muscular-looking take on the Charger/Cordoba formula, with the goal of revitalizing Dodge's market share in the luxury coupe segment. Even a cursory comparison between the two models shows how much of an improvement the Magnum is stylistically:

1977 Dodge Charger SE

1978 Dodge Magnum XE

As you can see, the fender/door bulges, square covered headlights and raked, aerodynamic grille on the Magnum all make for a much more modern, aggressive stance, which served Dodge's performance image far better. Although mechanically identical to the Charger in every respect, this restyling & re-badging saw a jump to over 55,000 sales for the Magnum's first year on the market, while the Charger SE quietly disappeared with just under 3,000 sales the same year.

While the Magnum XE was a cool car on its own, we're not really here to talk about that. After all, it was still mechanically a Charger/Cordoba underneath all that sleek sheet metal. No, no...we're here to talk about the GT upgrade package, which could potentially add a great deal of "bite" to the Magnum's "bark"! When optioned appropriately, a stock Magnum GT could hold its own against any sports car of the late 70s. "Appropriately" is the key word here...unlike the clearly defined Chrysler 300 package of 1979, the Magnum GT package could be ordered with a myriad of exterior, interior and (most importantly) engine choices, varying from the 318 2-barrel V8 with only 140 hp, all the way up to the ultra-rare 400 ('78) or 360 ('79) 4-barrel Heavy Duty Police V8s with 195 hp! With that in mind, I'm going to focus exclusively on the option packages that could really make the Magnum GT roar to life:

Drive Train:

• 1978: (Code E68) 400 c.i. 4-barrel Heavy Duty Police V8, with 195 horsepower, 305 lb/ft of torque(!!), and 8.2:1 compression ratio
• 1979: (Code E58) 360 c.i. 4-barrel Heavy Duty Police V8 with 195 horsepower, 280 lb/ft of torque and 8.0:1 compression ratio
• Firm-feel suspension, including: Heavy Duty torsion bars, front and rear anti-sway bars, heavy duty shocks and springs
• Heavy duty power brakes, discs/drums
• Extra wide 15"x7" rallye wheels with GR60x15 tires

 Exterior:

• Front fender "GT" logos
• Color-keyed fender flares

Interior options were wide-open to the buyer's tastes. Again, you could definitely get some nice 'performance' touches, like engine-turned dash applique, three-spoke sport steering wheel, console w/shifter, and factory tachometer, much like the '79 Chrysler 300. You could also load it up with plenty of luxury appointments, like power locks/windows, power moonroof or T-Tops, leather seating, Am/FM 8-Track stereo, etc.

The most incredible thing about the Magnum GT is its scarcity, particularly with the above-mentioned performance options. Unlike the Chrysler 300 package, which was essentially a "one-size-fits-all" offering, the breadth of Magnum choices meant that there are vehicles out there that are virtually one-of-a-kind! Here are some numbers to illustrate:

• Out of 55,000+ Magnum XEs produced for 1978, only 681 came with the GT package. Out of those 681, only 345 came equipped with the Code E68 400 4-V Police engine. 
• Out of 25,000+ Magnums produced for 1979, only 1,674 came with the GT package. Out of those 1,674, only 583 came equipped with the Code E58 360 4-V Police engine. 

When you further factor in the numerous choices of exterior/interior colors, seating and luxury options (such as power windows, moonroofs or T-Tops), you quickly realize how incredibly rare and exclusive these cars are...especially low-mileage examples in excellent shape. In summary, it's no surprise that the '78/'79 Dodge Magnum XE GT (much like the '79 Chrysler 300) are my favorite cars in the world, and fall firmly into the GOTTA HAVE ONE!! category. Although they only managed a two-year run before Chrysler pulled the plug, the Dodge Magnum XE GT enjoys a serious, devoted cult following (myself included). I hope you find it equally fascinating! With that, please enjoy some more photos:

All photos are property of their original owners
Sources include: allpar.com, moparfan.com

The 1977-1980 Lincoln Versailles

There are likely two types of individual reading this post right now- folks that absolutely adore the Lincoln Versailles, and folks that have never heard of the car until this second. If you fall into the former category, welcome; you've come to the right destination! If you fall into the latter category, prepare for a fascinating lesson on this unique and cool car that has been sadly consigned to the dust bin of automotive history. Motor City Malaise is setting out to change that!

Now, to properly set this up we need a bit of historical context, so bear with me. Chances are, you've DEFINITELY heard of this car:

1977 Cadillac Seville

Cadillac launched the Seville in 1975 as a response to the increase in European sports/luxury imports from the likes of Mercedes-Benz, BMW and Jaguar. Cadillac marketed the Seville as the "internationally sized" Cadillac, utilizing a much smaller body/frame, and highly advanced technological stuff for a mid-70s domestic car, such as true electronic fuel-injection. Despite it's comparatively small size, it was still the most expensive Cadillac of it's time, adding to the air of exclusivity. After a couple years of decent success with this formula, Lincoln realized that they needed to 'get into the game' for themselves. By essentially taking a Ford Grenada/Mercury Monarch frame and heavily 'up-styling' it, they came up with the formal-sounding Lincoln Versailles, as seen here:

1977 Lincoln Versailles

Although it was much smaller than other Lincoln models, the Versailles was still a much more traditional American luxury offering than the Seville in every other sense. The grille and body lines were more formal, there was a lot more chrome, and even a 'faux spare tire bustle hump' on the trunk. The drivetrain was also traditional 70s American luxury: two long-time Ford workhorse engines were offered- the 302 Windsor, or the 351 Windsor, which put out 133 hp and 135 hp respectively. Although you might scratch your head at those nearly identical power figures, keep in mind that the 351 was a much torque-ier power plant, displacing 275 lb/ft of torque compared to 243 lb/ft from the 302. Both were mated to a 3-speed C4 automatic transmission. Smooth ride was guaranteed through a combination of double-insulated front shocks, freon-filled rear shocks, and low-friction ball joints seated in Delrin-coated bushings.The Versailles is notable for being the first American production vehicle to use clear-coat paint (including many "Tu-Tone" options), and one of very few cars of the time to offer four-wheel power disc brakes, as opposed to discs/drums. Inside, the Versailles could be equipped with just about any and every luxury option available in its day: power locks, windows, powered moonroof, remote garage door opener, leather seating, leather-covered steering wheel, instrument panel, arm rests, map pockets, assist straps and padded console...now that's a lot of cowhide!

While the Versailles may have been overshadowed by its Cadillac counterpart both in features and sales numbers, it is a nonetheless compelling piece of Malaise-era Detroit auto history that absolutely deserves its own feature on the Motor City Malaise page! With that, enjoy these photos:

All photos are property of their original owners
Sources include: wikipedia.org, lincolnversailles.com, and oldcarbrochures.com

Ladies and Gentlemen, Give It Up For...The 1979 Chrysler 300!

It is entirely appropriate that I dedicate my first 'car' post to the 1979 Chrysler 300. It is bar-none my favorite Malaise-Era Detroit vehicle, and one of my all-time favorite cars to boot. If someone offered me any car in the world, I would take a low-mileage example of one of these in a heartbeat. It is a truly "Limited Edition" vehicle in every sense of the term, and one that deserves just as much respect as the more commonly celebrated vehicles in the classic MOPAR lexicon. Before we get into the nitty-gritty of this incredible car, let's start with a nice introduction in Chrysler's own words- mind you, this is the only piece of advertising that Chrysler ever officially put out on the car. Without further ado:

BEHOLD THE GLORY!

After a cursory glance at this ad, you've probably got a burning question right about now: Isn't that just a Cordoba with some body stripes and a zany crosshair grille? Like most things in life, the answer isn't so black and white. Chrysler 300 Letter enthusiasts (read: purists) have thumbed their noses at the 1979 version since it's very introduction. In fact, there is ZERO mention of the car on the Chrysler 300 International Club, Inc. website. The (unrelated) Chrysler 300 Club, Inc. has officially recognized the 1979 model as a legitimate 300 since 1980, but the decision was very controversial at the time. Here's my take on it:   

I'll be the first to admit that this advertisement is a sad and meager introduction to the car. In 1979, Chrysler was fast approaching insolvency, and the cash and resource-strapped company had put nearly all their eggs (as well as the federal government's "eggs-on-loan") into the K Car basket. Meanwhile, they still had their traditional B-body, Rear Wheel Drive, V8-powered relics to deal with (R Bodies are a fascinating topic for a different post!). The Cordoba was no longer lighting up the sales charts as it did back in the mid-70s. In 1976 and '77, Chrysler moved over 160,000 Cordobas per year, respectively. By 1979, that number had dropped by more than half to under 80,000 units. The buying public was thinking small and efficient, and cars like the popular Front Wheel Drive Dodge Omni/Plymouth Horizon were selling like gangbusters. To incentivize potential buyers to continue looking at the bigger, thirstier options, Chrysler decided to go for the nostalgia angle. They took the existing 1979 Cordoba, made some surprisingly substantial cosmetic and drivetrain alterations to the platform, and sold it as the limited edition "Chrysler 300" for 1979. Here are the hard (and frankly, impressive) facts:

Drive Train:

• 360 CI (5.9L) 4-Barrel High Performance V8 rated at 195 net horsepower and 280 ft/lbs torque. Note, this is not the 360 4-V engine that someone would get as an option on a regular Cordoba. This is the version taken directly from Dodge police pursuit vehicles from the period, as well as the famous Little Red Express Truck...hence the 'High Output', or 'High Performance' nomenclature used frequently in documentation about the car.
• True Dual Exhausts with dual catalytic converters. Not the pseudo-dual exhausts found on many faux-muscle cars of the period, like the Camaro and Trans Am. 
•  8.0:1 Compression Ratio
• 3.21 Sure Grip Rear Axle Ratio
• Power steering with Heavy Duty "handling" suspension and anti-sway bars
• Heavy Duty version of the venerable 3-Speed Torqueflite transmission with lock-up torque converter.
• Heavy Duty police-spec power brakes; discs up front, drums in rear.

Exterior Trim:

• Spinnaker White exterior paint with plain metal roof (no vinyl top). A small number of Canadian-only models were painted in Red, but all US cars were strictly white.
• "300" emblems on the taillight lenses and wheel centers. Also a "300" etched into the rear quarter windows
• Crosshair chrome frame over a blacked-out eggcrate grille with the "300" emblem in the center.
• Front fender louvers
• Red & blue stripe package atop the white paint and a red/white/blue reflective bar under each rear quarter window.

Interior Trim:

• Red leather bucket seats
• Console shifter
• Metallic 'engine-turned' dash applique
• Factory tachometer
• Notable options included: power locks/windows, cruise control, AC, AM/FM stereo with 8-track player, power antenna, power sunroof, T-Tops

As you can see, we've got a pretty capable and beautiful car here. In stock form (with Chrysler's Lean Burn computer and other emissions equipment attached), it would still do 0-60 mph in nine seconds flat, and that's with a 3800 lb curb weight! When tuned and allowed to breathe, expect better results accordingly. Furthermore, with less than 5,000 total vehicles produced (approximately 3,900 for the USA, the remainder to Canada), it's about as rare and exclusive as it gets.

And so, you have it...the 1979 Chrysler 300. Is it really a 300, or just a really fast Cordoba? Doesn't matter to me...the Cordoba is already a beautiful car; what you have here is the elegance and style of the Cordoba matched with the engineering and drivetrain of a proper touring car. Does it really get any better than that?!

All photographs are property of their original owners
Statistics sourced from: allpar.com, moparautos.com and moparmusclemagazine.com

Welcome To the "Motor City Malaise" Blog!

Call me strange, but for as long as I can remember, I have had a great fondness for American vehicles from the 1970s- particularly, the mid-late '70s "Malaise Era" offerings by Ford, General Motors, and especially Chrysler. Names that come to mind? Cordoba. Magnum. New Yorker 5th Avenue. Elite. LTD II. Versailles. Fleetwood Brougham. You get the picture. The first question that may come to your mind is: Why? After all, that era is widely regarded by car buffs and historians as a sad sidebar to Detroit's otherwise glorious motoring history and pedigree. The cars of that period were often huge, thirsty, choked by smog/emissions equipment (to meet increasingly stringent government regulations), and by the late 70s & early '80s, very technologically outdated.

To that end, I don't really have any one good reason for my life-long love affair with these vehicles. Rather, it's an amalgamation of various factors:

• I grew up in a staunchly MOPAR household, developing an early love for classic muscle cars such as the Dodge Charger, Coronet, Plymouth 'Cuda, Road Runner, etc.
• I have always had a fondness for 'The Underdog', whatever/whoever that might be at any given point in time. In the case of historical vehicles, it would be hard to argue for a more worthy underdog than the 1980 Chrysler New Yorker 5th Avenue Edition, or the 1977 Ford Ranchero GT, or the 1979 Dodge Magnum XE GT. 
• Expounding on my previous point, I have always found myself outside the mainstream, whether that be my tastes in music, my choice of literature, or (in this case) the cars that I love. So it makes a lot of sense that as something of a "car hipster", my tastes would naturally follow in this manner. 
• Many of these cars are both rare and attainable. After all, '70s Camaros and Trans Ams are a dime a dozen...and you're still paying an arm and a leg for a well-maintained or restored example. Don't even mention classic MOPAR muscle cars...I could never afford a '71 Plymouth GTX unless I was a lottery winner or hedge-fund manager! However, a '75 Imperial LeBaron sedan? A '76 Ford Elite? A '79 Chrysler 300 Special Edition? All very rare, very affordable cars, for what they are.
• These cars positively OOZE character. The miles of chrome trim, the formal roof and fender lines, the "rich, Corinthian leather!", the charming way that the Big Three would endlessly reconfigure, recycle or gussy-up old, tired platforms and sell them as 'deluxe', 'limited', or even entirely separate 'editions'...all this adds up to create a level of camp that you absolutely have to admire in retrospect. 

On this blog, you will find posts dedicated to specific car models, including photos and documentation (always credited to the source(s)), historical facts, personal anecdotes, and lots of fan-boy gushing. I don't claim to be the "resident expert" on any of these cars. I am simply a huge fan of them. One of my long-term personal goals is to own one of these cars as a Daily Driver one day. After all, what's the point in plunking down cash for a nice old ride, only to let it collect dust for 300 days out of the year?

Thanks for visiting. Check back for frequent updates!