By on May 4, 2010

Having recently done the Ultimate CC Truck, what would its passenger car counterpart be? Let me ask it this way: how many cars have their owners replace their V8 engines with a slant six? If you understand the true attraction of Chrysler’s A-Bodies with the slant six as the ultimate long-life American car, you’ll understand why. There are several dozen A-bodies in Eugene, and I have shot many of them, and yet I still keep uncovering new ones. Many are still used to some degree or another, although most are clearly slowing down in their old age. Not this ’65 Valiant: it’s in full front-line duty, as the business vehicle for an energy specialist that regularly takes him all across the North West. Needless to say, he’s also the ultimate A-Body owner, with his type-A attention to modifying his Valiant in a way to keep it suitable for his preferences and today’s conditions. This baby is good to go for the long haul.

The Valiants, Darts and all their offshoots produced from 1960 through 1976 long ago became recognized for their rugged simplicity, which made them perfect for cheap, reliable and potentially long-term transportation. Although it was a flexible platform that also lent itself to terrific performance applications like the Duster 340 and the early Barracuda, the more typical application was for utility. With the legendary slant six, they were the appliances of cars. A white Dart I picked out for a friend decades ago was dubbed The Kelvinator: the refrigerator of cars.

This 1965 Valiant wagon is owned by the typical kind of fanatical keeper of the A-Body flame; not as a hobby or out of nostalgia. This is purely for work; the equivalent of Mike McCool’s 1956 Ford F-350. Owner Alan Van Zuuk has owned several A-Bodies over the decades, and this one found its way to him some years back. And he knew exactly how he wanted modify it for his purpose.

Out went the original 273 V8 and three speed transmission, and in went a “Super Six” 225 slant six from the mid seventies, a version with a stock two barrel carb that still gives excellent economy but also the extra punch when needed. It’s backed by an A833 four speed overdrive stick shift and a 3.23 rear axle. This results in relaxed low-rpm highway cruising. The rear drum brakes are 2 inch units from…something else, as well as the front disc brakes. The stiffer V8 torsion bars/springs combined with other suspension upgrades optimize the intrinsic good handling of the A-Bodies. Alan says he’s surprised more than one BMW and Mercedes on some of the curving downhill stretches of mountain passes he frequents on his many drives. And Alan wants you to know he’s got some nice wheels for his summer tires.

The Valiant had over 100k on the odometer when he picked it up, and he’s put well over another 250k on it since modifying it. The total is close to 400k, and there’s no succession plan. Alan showed me a number of other details, including his home-spun steering wheel cover and other modifications in the driver’s compartment, the details of which now elude me. But you get the drift: he’s an A-Body nerd, and he’s got it set up just the way he likes and takes advantage of the cheap parts stashed away that used to be so readily available at the junk yard.

The 1960-1962 Valiants and Dodge Lancers had styling so off-putting that even the Corvair outsold it, despite the little Mopar’s excellent underpinnings. But the restyle for 1963 was perfect: less adventurous yet not too boring. Most of all, it seemed to express its inner durable soul, in the way the eccentric earlier version didn’t. Sales picked up dramatically after the restyle, which also included a handsome coupe and convertible, along with the wagon.

But why the redesign for 1967 dropped the wagon is beyond me, except for the obvious reason that it probably didn’t sell that well. Still, it must have sold better than the rag top, which survived the cut. And the wagon seems like such an obvious choice to go along with the A-Body’s practicality. Figure it. Anyway, Alan makes full use of his wagon to haul the baggage of his trade.  Good luck finding a replacement if the body on this one finally wears out. He’ll have to switch over to a Volvo 245, like so many former A-Body drivers have. Talk about the perfect replacement; rarely have two vehicles from such different backgrounds ended up being so similar.

The A-Body story is a long and rich one. As soon as I find a ’60-’62, we’ll cover its birth and early years. And the many others in my collection will fill in other aspects. But when it comes to its most essential quality, none will top this evergreen ’65 wagon.

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46 Comments on “The Ultimate Curbside Classic A-Body: 1965 Plymouth Valiant Daily Long-Distance Driver...”

  • avatar

    Wow. I’d forgotten about these wagons. My family had a ’63 Dodge Dart, which was a great car on many levels, compared to the ’57 Plymouth we had prior to getting the Dart. I keep thinking how some of these CC’s would make great candidates for the show ‘Overhaulin,’ purely from a nostalgia point of view.

    CC is a great series, thank you!

  • avatar

    Neat – I don’t remember ever seeing a wagon. The Valiants we got here where a little different with the usual Canadian Plodge mix of styling. They had the Plymouth from end and the Dodge Dart rear end which I think made them the most attractive variant.

  • avatar

    I love these cars. Like you, I always wondered why no wagon version of the 67s. Chrysler must have rethought that one too, because there was a wagon when the Volare came out.
    I always wanted one of these wagons. This was my idea of nature’s perfect car with the slant 6 and a pushbutton Torqueflite. OK, in the 65-66 we had to make do with a shift lever. Unfortunately, they did not survive so well here in the salt belt of the midwest.

    On this particular example, you gotta love a guy who replaces the heater hoses with soldered copper tubing.

    • 0 avatar

      And adding an MSD ignition module for more reliable starts and performance. Same thing my girlfriends father did to his 72 Chevy truck when he decided to keep it forever.

    • 0 avatar

      Adjusting the points with the distributor under the cylinder head is a real drag when the engine is hot. So, the MSD Ignition module is a brilliant addition.

      I also like the custom copper tubing for the heater.

      Did anyone else notice the tiny VDO Tach on the instrument panel?

    • 0 avatar

      Oldandslow: I too hated gapping points while standing on my head under the wrong side of the slant. Then I hit upon the solution: Pay careful attention to the position of the rotor, and just take the stupid distributer out and clamp it in a bench vice. Points were a breeze then.

    • 0 avatar

      There was a wagon version of the ’67+ A-body, just not in the American market. Australia and South Africa, yes. See this post and this post on a slant-6/A-body enthusiast site.

    • 0 avatar

      Hi. Would you be interested in buying 1965 Valiant 100 station wagon? Thanks.

  • avatar

    WOW — he sure spent a lot of time, effort and money modifying that…well, OK, whatever.


  • avatar

    Nice vehicle and got to love one that’s still worked that way. Guys like our friend who owns this Valiant give me hope that if I want to truly “dare to be differnt” and pick up a daily driver that is already an antique it can be done. I’ll just have to be patient and creative, willing to do my own wrenching. My grandfather had a key chain collection and the only key chain that still had the orginal car key on it was a “Valiant” chain from a car he himself had owned.

  • avatar

    Finally an Abody!
    Great write up.

    Super 6 and a OD stick a great combo, it’ll run forever and get close to 30mpg on the highway.

    The dumbest thing Ma Mopar did was killing the dart/valiant in 76.

  • avatar

    Very nice. But I object to your comments about the styling of the ’60-62. I think those cars are the ultimate in automotive art deco. I loved them when they came out, and I still love them. It was a ’60 Valiant I was tempted to buy, back in ’92, that got me started photographing old cars. It just didn’t make financial sense to me to buy the thing (although this CC brings that into question, and although I was in DC then, I think the car may have been from Oregon), but I realized I could have about 3/4 of the fun just by getting photos. Anyway, the best car that my parents ever had was the 1970 Valiant, a clean exemplar of the boxy style.

    I’d be interested to know how many miles the owner does annually on this thing.

    • 0 avatar

      The 1960-62 Valiant and and 1961-62 Dodge Lancers are interesting cars…although not beautiful ones. What is surprising is how small they look in real life. The original Falcon looks tall and spindly, but the Valiant/Lancer look very low and somewhat narrow. The lack of “shoulders” where the greenhouse meets the body accentuate this effect. Exner was years ahead of his time with this design in many respects.

    • 0 avatar

      Geeber is right about the early cars looking smaller than they were, something that became a huge problem in ’62, when Chrysler switched the “big” Dodge and Plymouth to the Valiant-based B-body. Part of the reason mid-to-late-sixties Mopars look so rectilinear is that after the ’62s, Chrysler stylists were strongly discouraged from curved surfaces, since there was a perception that it would make the cars look dinky.

  • avatar

    What great car. I grew up riding in the back seat of a ’68 Dart with the Slant Six. It was so reliable that my Dad told everyone that will always be a loyal Chrysler owner. That all changed after a ’77 Aspen and ’81 Omni.

  • avatar

    I just phjotgraphed the twin to this car in Winnipeg on the weekend, same colour and all. It’s the first one I’ve seen in years. Decades even.

    • 0 avatar

      Hey the banana:

      Nice to know somebody else from the ‘Peg is on here!

      If you’re ever in the Wolsely area, keep your eyes peeled and the camera ready for the 57 or 58 Edsel Ranchero and the Tallgrass Prairie Bakery Chevy panel van!

  • avatar

    My mom had a 63 Valiant, 2 door with bucket seats, Slant 6, push button transmission and manual steering judging by the number of times she cranked the wheel to make a turn.
    As a child I hoped it would last long enough for me to have when I turned 16, but it was long gone by then.
    I had no idea these came in a wagon version, and the look is….
    different….for lack of a better word.
    It’s not going to win any beauty contests but the utility is there.
    Seems that whatever crap car Chrysler had in the 70’s was made a little better if it had a slant six. Anybody I knew who had one swore by their longevity even if the car it was bolted to was falling apart.

    • 0 avatar

      I went to college in the mid 90s with a guy who’s father just kept putting the same well maintained slant 6 and auto trany into diffrent bodies as the body fell apart around the excellent engine. He didn’t give up until finding the bodies became too hard. (We both grew up in Ohio and the guy was from Cleveland so you can imagine the time his dad had finding cars that weren’t rusted to heck.)

  • avatar

    That is one of the few of these wagons I’ve seen that doesn’t have any rustout at the bottom of the tailgate. I’m thinking this guy knows how to keep his body drain holes open. Also the black plastic surrounding the instruments – most of them still have at least some of the “chrome”.

    I’ve had a 65 Barracuda (bought new), a 65 Dart 270 2-door, a 67 Barracuda, a 69 Valiant Signet 2-door, and a 65 Valiant Signet hardtop, and none of them was a slant six. I guess that makes me a bit different from the usual A-body guy.

  • avatar

    Hopefully he also swapped in the catalytic converter with his mid-70s engine, or it will be a real stinkpot.

    • 0 avatar

      Gack, disagree. Catalytic converters don’t work well on carbureted cars, and partially-catalyzed exhaust smells far nastier than uncatalyzed.

  • avatar

    The Super Six was plenty common on slant-6 cars and trucks from ’76-’82, and it came with an ordinary Carter BBD synchronous 2bbl, not a progressive. Other than that, good writeup. I’ve been seeing this car in Eugene since I moved here in the early 1990s. There is a red ’60 or ’61 4-door around, too; I’m sure sooner or later you’ll see it.

  • avatar

    A great article…after Chrysler restyled the Valiant with more conventional looks for 1963 (and rechristened the Lancer with the Dart nameplate), these cars essentially took over the old Rambler American and Classic market.

    AMC sales started to decline in 1964, despite a year-old Classic/Ambassador and an all-new American with very attractive styling, and the company never really recovered.

    Chrysler probably dropped the wagon body after 1966 to encourage people to consider the more profitable intermediate wagons. GM dropped wagons in the Chevy II/Nova line after 1967, and the Ford Maverick never offered a wagon. The “bigger is better” mentality was in full bloom during the mid-1960s. Dodge used to advertise the Dart as the largest compact on the market.

    Valiant dropped all hardtops and convertibles after 1966, to avoid competition with the all-new 1967 Barracuda, which was available in convertible, hardtop coupe and fastback body styles. Ford did the same thing with the Falcon after 1965, and for the same reason (to avoid competition with the more profitable pony car variant).

    When the Valiant Duster was a huge success in 1970, Dodge demanded a version, which was initially called the Demon. In return, the hardtop coupe returned to the Valiant line as the Scamp for 1971.

    The Dodge Dart continued to offer convertibles through the 1969 model year, and never did drop the hardtop coupe body style, which went on to be a big seller for Dodge in the early 1970s.

    These cars ran forever…they had a reputation for toughness back in the early 1970s. When the Aspen and Volare, which were supposed to replace these cars, turned out to be riddled with problems, Chrysler’s slide toward bankruptcy accelerated.

  • avatar

    I’m not sure why Chrysler killed the A-body wagons, but lack of sales seems likely. The ’66 Valiant wagon, the last year for that style, sold a bit under 11,000 units. I don’t have figures for the Dart, but I doubt it was much better.

    The A-bodies handle surprisingly well if you can get used to the steering. The manual steering is light but very, very slow (5.3 turns lock to lock), and “vague” is generous. The power setup is reasonably quick, but utterly numb, over-boosted, and has very little self-centering, so you steer mostly on faith. It’s a little unnerving if you’re used to modern cars (even soggy ones), and it makes the car feel clumsier than it actually is.

  • avatar

    Are we 100% certain this is a 65? To my memory, that chrome strip along the top of the front fender makes it a 66.

    • 0 avatar
      Paul Niedermeyer

      The ’66 had a completely new front end:

    • 0 avatar

      Definitely a ’65. The trim marks it as a 200. I believe that the 100 lacked the brightwork. The ’64 and ’65 were almost identical. On the sedans, the ’64s had rectangular backup lights, while ’65s had circular ones. I believe that this is true of the wagons as well.

      BTW, the 273 V8 was a solid-lifter engine which required periodic valve adjustments.

    • 0 avatar

      Ah-ha. So the brightwork vs plain fender that I remembered as successive model years was two different trim levels of the 65. I know the 63 had the part oval grille with the character line on the fender angled down toward the wheel. The 64 went to a more conventional bar grille, but the character line stayed the same. Then with the 65, the line was brought up to run parallel with the line along top of the fender. So some had chrome trim in the gap, and lower-trim versions did not?

      My first car was a 63 Valiant Signet couple. White over blue, 225 slant 6, with the pushbutton transmission.

      Latter in life, I successfully catastrophically killed a slant 6 in a 64 Belvedere. Threw the #6 rod through the block.

  • avatar

    Super neato keeno if you could find an aluminum slant-6 to take pics of.

    And, of the commonly equipped slant-6 cars, the 1969 Dart 2-door has a special appeal to me just because I like the “lines” and the over-all look and if wealth ever stumbles upon my rapidly decaying carcass I would like to find one with a V8 just for a drive around on a sunny day conveyance on a country back-road and wave at the hillbillys plowing the lower 40 or out seeking road kill to feed the kids.

    • 0 avatar


      I had a ’68 Dart GT with the 273 2bbl and 3 spd torqueflite; canary yellow with black vinyl roof. If I ever find another one for sale, I will buy it, and cruise forever. I miss that car. It would be a wonderful memory, if only I hadn’t traded it in on a ’77 Plymouth Fury Sport that rusted to shit within four years.

  • avatar

    Wow. I never expected to see this car here. My dad bought a new ’65 Valiant 200 wagon very much like this one. Ours was light metallic blue. Seeing the dash brings back those visceral memories of how the radio knobs, turn signal and ventilation controls felt in hand. It served as our main family car from ’65 to ’70 when my dad replaced it with a Satellite sedan.

    I still have memories of riding in the back with bicycles, newspapers or luggage. To this day I know the feel of the wind coming out of the under-dash vent boxes on a trip to the beach with my mom at the wheel.

    It was a great car. Not as cool as the ’65 Volvo 122 wagon it replaced (a company car that had to go back), but very reliable. This one needs the proper steering wheel. I love the clothespin holding the light switch knob open. I also like what looks like a clock set between the speedo and multi-gauge cluster. I’m happy to see the stock radio, it just wouldn’t look right to see some vegas-style head unit in that spot.

    • 0 avatar

      Your memory of the fresh air doors reminds me that not everything about new cars is better. Ever since the cost-cutters incorporated the vent system with the hvac system in the 70s (and eliminated the valve to shut off the hot water to the system) car ventilation without a/c is just horrible.
      Bring back fresh air ventilation!

    • 0 avatar

      I’m with you. We have a ’78 VW van and it is cool (temp wise) to drive in most weather when our more modern cars REQUIRE a/c to be comfortable in. Even with the HVAC fan on and no a/c the newer cars seem to be warmer during the summer than our old VWs.

      YES, bring back a/c-less comfort!

  • avatar

    Yeah! The classic Mopar A-body compacts. While we were a GM family back in the 60s and 70s, I definitely remember riding around in them. I’m more familiar with the post-1967 styles but remember the early 60s ones with the pushbutton Torqueflite trae nsmissions.

    Gosh, they were pretty darned durable. The classic Slant Six’s real virtues came in day in and day out use – the angle (slant) of the engine block in the compartment facilitated servicing, it got pretty decent fuel economy for its time, and it was just really rugged and easy to service.

    While the Dart/Valiant compacts were a sound design, you see a lot of them around because they were popular with older drivers who tended to not abuse them too much (unlike Mustangs and Camaros of the same era). A great “beater” car.

    Sadly, their successor models, the Aspen/Volare, totally fell down in terms of the reliability/durability quotient though they were more comfortable and plusher cars at the time.

  • avatar
    Jerry Sutherland

    That’s a scenario you rarely see-replacing a V8 with a 6 but it makes perfect sense.Put bulletproof engine in bulletproof car and drop the revs for efficiency.Here’s a guy who kept his Valiant wagon all stock.

    • 0 avatar

      Oooh. That’s even rarer than rare, it’s a ’64 Canadian Valiant (US Valiant front clip, US Dart from the cowl back) — an interesting mix done for ’63 and ’64 only.

  • avatar
    Gardiner Westbound

    My folks had a 1966 Plymouth Fury I, “Super Six,” 225, slant six, with the two barrel carburetor and TorqueFlite automatic transmission. Not very speedy but a terrific, reliable powertrain. You couldn’t kill it with a gun, but as the miles piled on you could hear it coming two blocks away. If Chrysler still made ’em this good they wouldn’t keep getting into doo-doo.

    • 0 avatar

      Your memory fails you. The Super Six didn’t come out til a decade after your folks’ car was built. The ’60s 225s did have a sticker on the air cleaner that said “Super 225”, but they all had 1-barrel carbs.

  • avatar
    Andy D

    My brother bought a 66 Valiant with 18 k on it in the 80s. I bought it from him in 86 with 39k miles. I think it was the lowest mileage car I have ever had. It had manual drummies and power steering. Had AC , big six, some sorta torque flite. Drove it for 5 yrs and the exhaust valves burned out on un-leaded gas. Contemporaneously with this I had a 74 Dart Swinger with a 6. I bought it for 50$. It was a complete heap,but lasted nearly 2 yrs. I like I-6 engines and sensable 4 door sedans, that dont behave like appliances. 88 528e makes a still available up date of the 66 Valiant.

  • avatar

    Wow! Fantastic! Paul, thank you again! Eccentric that I am, I always loved these cars! Amazingly, of the exactly 100 cars I have owned in 37 years of driving, the car I owned the longest was a 1965 Valiant (4 door 100 sedan).

    I bought it in 1990, literally from a little old lady (actually her son) who had just passed away. It was the storybook “only drove it to church on Sundays”, and only had 19,000 miles on it. It was a thing of beauty in its original little old lady pale metallic blue (inside and out), in absolutely mint condition, not a speck of rust or any other flaws. I just couldn’t resist (and for all of $2000). It was so elemental, so basic, so beautifully primitive and functional, so simply understandable in every way. I could look at any part of the car and immediately grasp how it worked.

    It had the classic slant six, with plenty of room to work on it in the engine compartment – you could almost stand inside the engine bay. Everything was so simple, it brought a smile to my face just to look at it. Being a 4-door, it wasn’t a “collector’s item”, so, I used it as a daily driver. I drove it for 7 years and put over 40,000 miles on it as a second car, doing lots of highway driving between Baltimore and Philadelphia.

    It was as reliable as its reputation. Nothing ever broke or went wrong. It never let me down (which is more than I could say about the Saabs and other cars I owned during that time which were my “primary” cars). I rebuilt the carburetor once (yes, once upon a time, cars mixed gas and air in a prehistoric, magical device called a carburetor). It took me all of 30 minutes on my kitchen floor.

    One of its charming archaic design elements were the fresh air inlets – there were literally two square metal boxes at foot level, with a metal door and a handle. If you wanted fresh air, you would turn the handle and literally swing open a metal door, and voila!, fresh air would come in from the cowl (of course, how else would it be done)? Once, one of the hinges on one of the doors broke simply from metal fatigue, so I inconspicuously epoxied a small cabinet hinge on the inside, and it was as good as new. Try that on a “modern” car.

    The sheet metal on that car felt like it was 1/4 inch thich – it would probably take a point-blank shot from a 45 caliber and not show a ding. I know I looked odd driving it, but, I didn’t care (one of my co-workers once saw me in her rear view mirror, sitting at a traffic light in this blue beast, with the flashing yellow turn signal rythmically casting a ghastly pallor on my face, and she said I looked like a serial killer in his death car).

    I never should have sold it. But, after many 75 mph hauls up and down I-95, I started getting a little worried about the lack of “safety” features – like, shoulder belts would have been nice, or maybe brakes that didn’t have stopping distances measured in miles. It would have been a great occasional urban errand car, but, 13 years ago, old 4-door Valiants weren’t exactly collector’s items. This is another ‘one I let get away’ that I troll the craigslist and e-bay ads for.

  • avatar

    Love it. The folks had a 63 Dart wagon with the six and 3 speed manual on the column. It was only a few months old when it had to be towed back to the dealer because the shift linkage got stuck and wouldn’t allow it to shift.

    Oddly: the same thing has happened off and on with my 63 Valiant Signet and the 3 speed manual. It’s finally fixed with the more stout Z bar from the 67 and later models and some creativity by a very good mechanic in my area.

    I’ve had mine for 30 years nearly. Funny to see them going from cars people sneered at in 1980 and couldn’t wait to pass at a light to getting big smiles and thumbs up.

    Interesting too is to see an after market support system crop up for these cars with reproduction parts becoming available. Just rexcently I found battery tray braces to go along with the new battery tray, head lamp rings, the list is endless now. The last air and gas filters I got for it were made in Israel !!!

    For awhile junkyard parts had sort of dried up. then the Internet came along and I have gotten parts from AZ, OR. [Wildcat Mopar, Sandy], OK [rebuilt alternator]and Georgia as well as far flung places on Ebay.

    It was the logical choice as I was just starting out because, having very little money then, if anything went wrong, even I could understand and repair it. I drove it for 10 years as my only car.And it was 17-18 years old and over 200,000 miles into it’s life when it found me.

    The Valiant still looks good. Honest and reliable and down to Earth. Love it.

    I still look for the same sort of simplicity, low cost of upkeep, and potential for longevity in newer cars. [ION: ECO, GM Hydramatic and polymer panels, crank windows. 95 Saturn SL 1 just recently given to my brother, even closer in philosophy to the Valiant: 4cyl, 5 speed manual, polymer, still looks new, bone simple to work on…].

    There’s beauty in things that simply work, that do their jobs in a straightforward fashion.

    What transcends time is the way these machines continue on. Even modern day drivers can appreciate the integrity and philosophy behind these cars.

    Wish there were more designed from the gound up to be simple to work on and long lived, but those days are long gone, I think.

    Thanks for the great article, Mr. N

  • avatar

    My first car was a 1964 Valiant. My older brother destroyed my chances of ever having a hot car, so I set my sights on something more practical. I saw this old used Valiant sitting on the back row of an old Rambler dealership that was just traded in. I pointed it out in the morning when the subject came up about getting a car with my dad. We spent the afternoon in lots and about to give up when I suggest the old Valiant I pointed at in the morning.

    I bought it for $200. I had it for five years until it threw a rod while I was driving it around Colorado.

    My folks always considered the Valiant to be a compact car that got good gas mileage – but I know for a fact that it only got 19 mpg, but back then with lots of cars getting under 10 mpg, 19 was considered great.

    It was the first of three Valiants I had over a decade of time. I also wished I had a wagon like this, especially the 1964 Valiant. Why Chrysler never did a 1967-1974 wagon is a wonder.

  • avatar

    The first car that I drove with any regularity was my Mom’s 1967 Dart sedan.

    White over blue vinyl with the 225, 3-speed Torqueflite, manual steering and brakes.

    I had forgotten about those little doors under each side of the dash for fresh air. Those were really great.

    Rust killed that car one door and fender at a time but, that Slant-Six was indestructible. It never once failed to start on the first try in the 6 years we had it.

    My Aunt had a 1973 Valiant coupe with the same engine. That car ran forever and didn’t even rust. They must have improved something with the very similar body.

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