We often forget about the P-body version of Chrysler’s mainstay-for-15-years K platform, though Shadows and Sundances once roamed North American highways in huge numbers. I still see plenty of completely trashed Ps in self-service wrecking yards— for example, this ’91 Shadow, this ’92 Sundance, and this super-rare Sundance America— but it takes something special to make me willing to do a Junkyard Find on a P. Early-90s factory tape graphics on a crypto-sporty Shadow sold just before the advent of the Neon? Yes, there’s some historical significance here. (Read More…)
So, after Chrysler got those government-backed loans that saved the company in 1979— take note, members of the Iacocca Jihad, that I am not calling those loans a bailout (even though Uncle Sam would have been forced to cover them if Chrysler had failed), and thus you may rest easy that this writer is not lumping your favorite Italian-owned corporation in with the People’s Democratic Cadres’ Bailed-Out Motors Corporation— everything hinged on the K-platform cars being a success. And they were! (Read More…)
The TV show Dynasty was long gone by 1993, but Chrysler kept the glamorous Dynasty name on their C-Body cars (the 114th variation of the K platform) until 1993. The Dynasty is one of those cars Chrysler wishes we’d all forget (right down there with the Diplomat-based LeBaron), and thus it seems historically significant when I find an example in the junkyard. (Read More…)
I usually limit my cars-in-the-wild photography to street-parked machinery, but I had to make an exception for this fine motor vehicle that I spotted in a Denver parking lot. I’m pretty sure I’m seeing Chrysler K-platform ancestry here, but… words fail me. (Read More…)
Way back in 2008, I created the Nice Price or Crack Pipe? series for Jalopnik, kicking things off with— of course— a $12,500 Chrysler TC By Maserati. NCOCP was a way for me to do something with car ads that didn’t quite work for my Project Car Hell series, and it has remained a Jalopnik readership favorite since I passed the NPOCP torch to the very capable hands of Graverobber aka Robert Emslie. These days, however, I sometimes see cars for sale that make me wonder… hubba rocks required or real-world price? While in Wisconsin last week, I saw this fairly solid ’91 Lebaron convertible in a laundromat parking lot with this very compelling self-service invitation. How much? (Read More…)
There are times I really wish I had half the brains, knowledge, and skill of the average print-rag journo. Today is one of those times. You see, in my not-so-spare time, my race team and I have designed a lower control-arm brace for the first-generation Neon. It’s a neat thing, looks very industrial. I’m making it right here in Ohio, using 5000-series aluminum for corrosion resistance. The parts are laser-cut, and we have some semi-sophisticated CAD modeling tools involved to ensure it’s as strong as possible for the given weight. I’ll have the first batch of fifty in my hands this upcoming Friday.
Now here’s the big question. Will this brace fit the second-generation Neon? For the last decade, I’ve been reading various assertions by “automotive journalists” that the “PL2000″ Neon is really the same “platform” as the first-gen car. If that’s really true — if all Neons are the same under the skin — this brace should bolt right up and we won’t have to go back to the CATIA screen to design a different one. We could sell a lot of them to owners of the newer Neons and SRT-4s. What do you think? Would you double your planned production run based on what you’ve read in Car and Driver? Of course not. Instead, we’re heading to the junkyard with a prototype to measure and check.
Suddenly it’s 1960 (again)! Well no, not that 1960. How about this one, the (more) real 1960? Yes, history repeats itself, and every so often, Detroit was forced out of its delusional slumber and denial to face the music that always seemed to grate on its ears: small cars. In response to a growing avalanche of European imports led by the VW in the fifties, in 1960 the Big Three launched their first-ever compacts: Ford Falcon, Chevrolet Corvair and Chrysler’s Valiant. By the mid/late seventies, those were all gone, but the Japanese were all here. So Detroit geared up for the second big import showdown of 1980-1981. Once again, Chrysler’s weapon was clearly aimed at the traditional American-car buyer: more technically advanced this time (FWD!), but conservatively styled, still smarting from the painful lesson of their bizarrely-styled 1960 Valiant.
The K-cars set out to recreate the 1960 Falcon’s success, all-too eager to recapture its spirit: small, boxy, roomy, pragmatic and all-American, right down to the front bench seat. Well, maybe a bit too 1960 America; just like the Falcon, the K-car appealed to traditional American-car buyers, but had no apparent impact on the the explosive growth of the Japanese imports, just like the Falcon failed to dent the Volkswagen’s success. So ironically, although the K-car saved Chrysler in the eighties, it did little or nothing to stem the tsunami that ultimately overtook the Pentastar a second time. History repeats itself… (Read More…)