By on January 12, 2022

For over 20 years Chrysler offered various Mitsubishi offerings as rebadged captive import vehicles in the North American market. For a handful of years, a Colt at your Chrysler-Dodge-Plymouth-Jeep-Eagle-DeSoto-AMC dealer was the exact same one you’d buy at the Mitsubishi dealer across the street. Let’s take some time and sort out the badge swapping history of Colt.

In the 1960s Japan’s economy was on the upswing, and the demand for family passenger cars was exploding. A regional division of Mitsubishi, Central Japan Heavy-Industries, introduced its first car in 1960 and called it Mitsubishi 500. Two other regional branches of the same company, West Japan Heavy-Industries, and East Japan Heavy-Industries had automobile plans of their own in the works since the Fifties. All three were incorporated with Central Japan Heavy-Industries into Mitsubishi Motors Corporation on April 22, 1970. This new unified entity, MMC, would focus more directly on making cars and use the resources of all three divisions. In three years’ time, MMC was able to produce over 75,000 cars a year. MMC was headed by Tomio Kubo, an engineer from the company’s airplane division.

Kubo wanted passenger car sales expansion, and fast. Enter Chrysler. Kubo planned to gain market share for MMC by inking deals with larger car companies in other markets. Said companies had established dealership networks that could distribute Mitsubishi cars much more easily than if the company attempted to found its own dealership network. In 1971, corporate umbrella Mitsubishi Heavy Industries sold Chrysler 15 percent of its shares. Shortly thereafter the first Dodge Colt was introduced, and the long and complicated association between Chrysler and Mitsubishi began.

The first Colt was on sale by late 1970 as a 1971 model. Underneath, the Dodge Colt was a first-generation Mitsubishi Galant. Though it was Chrysler’s premier attempt at foisting a Mitsubishi in America, Colt made a big entrance. The new economy car was available with two doors as standard coupe or pillarless hardtop coupe, and with four doors as sedan and wagon. Worth noting, Canadian customers received the Colt as a Dodge and as the Plymouth Cricket, while it was exclusive to Dodge in the US. There was a Plymouth Cricket for the US market, but that was a rebadged Hillman Avenger from England, and was sold only from 1971 to 1973. Colts were advertised separately from other Dodge cars and excluded from the full-line brochure.

With an engine up front and driven wheels at the rear, all first-gen Colts used a 1.6-liter inline-four. Said engine was a long-term one at Mitsubishi, in use from 1970 to 1987 across its maker’s cars as well as Eagle, Hyundai, and Mazda. In its original eight-valve format, power ranged from 95 to 105 horses dependent on carburetor. Transmissions on offer were a three-speed automatic or more commonly selected four-speed manual. Colt had a unibody chassis, with a MacPherson suspension up front and a live axle at the rear.

The Colt was of course federalized for sale in the North American market and meant Chrysler didn’t have to develop its own economy car. That saved the company big money as the other Detroit makers spent their dollars on cars like the Ford Pinto and Chevy Vega. The Colt with its Japanese origins did double duty and competed with new Japanese compacts like the Toyota Corolla and Datsun 1200.

The first-ever Colt was a short-lived one, as by 1974 Mitsubishi had prepared a new version for most body styles. At the debut of the second generation, the Colt was still based on the first-gen platform, but coupes and sedans had all-new bodywork. The Colt wagon was less loved and used its original body with a new front clip. Compared to the quad eyes of the first Colt, second-generation examples had singular headlamps upfront with inset turn indicators. Overall, redesigned models were softer and rounder in appearance than their predecessors.

Base model Colts still used the same 1.6-liter engine as before, but spendy consumers who wanted more power opted for the 2.0-liter instead. The 2.0 made 96 horsepower in Colt application and was commonly used in Australian market Mitsubishis. The 2.0 was familiar in the Galant through 1987. The larger engine was initially reserved for Colts with an automatic transmission but was offered later as standard equipment on the manually-motivated GT coupe. For Colt’s second generation, the Borg-Warner transmission was swapped for a TorqueFlite from Chrysler if the Colt was equipped with the 2.0 engine.  It should be noted in the early Seventies that horsepower figures varied by publication, were lower for Californian cars, and changed in 1972 when the switch was made from gross horsepower to net. Big bumpers arrived for 1975, as big battering rams covered in rubber replaced a much simpler chrome bumper with federally mandated rubber guards.

The second Colt lasted four model years just like the first, and for its final outing offered an optional five-speed manual. The aforementioned five-speed was standard on the sporty GT and well-equipped Carousel trims. The GT trim was the raciest Colt offering from 1973 onward and included racing stripes. GT was introduced only on Colt hardtop coupe and was supplemented by the more luxury-oriented Carousel in 1975. Carousels had more standard equipment, were softer, and were finished in a jaunty blue and white theme.

But a new transmission wasn’t the only change in 1977, as Mitsubishi debuted a new version of the 1.6-liter engine with Silent Shaft. The Silent Shaft engine was an optional extra on lower-priced models, but standard on GT and Carousel trims.  The technology debuted on the Astron series of engines, first implemented on Mitsubishi’s home market models in 1975. Silent Shaft was the first-ever use of twin balance shafts in any modern engine. Mitsubishi purchased the original patents of engineer Frederick Lanchester and sought modernization to apply the old technology to its engines. Silent Shaft was a big deal, and Mitsubishi later licensed its technology for use by Porsche, Saab, and Fiat.

There were some adjustments in marketing for Colt in the Canadian market during its second generation. Cricket was available for 1974 and 1975 only, and all Crickets wore the grille of the old Dodge Colt wagon from the US. The Colt GT saw a light name transformation into the Cricket Formula S. After five years marketing the Cricket, Plymouth changed it back into a Colt.

1977 was a very full year for the Colt, as Mitsubishi began shipping over new third-generation Colts during the model year that were actually a different model to the ones that were currently on sale at Dodge dealers. Salesmen got to explain why one Colt was a different size, shape, and had a different engine to the others next to it. It would be the first product split for Colt, but certainly not the last. More on that in our next installment.

[Images: Chrysler]

Become a TTAC insider. Get the latest news, features, TTAC takes, and everything else that gets to the truth about cars first by subscribing to our newsletter.

Get the latest TTAC e-Newsletter!

14 Comments on “Abandoned History: Chrysler and the Colt, Captive Economical Import Time (Part I)...”

  • avatar

    Bought a ’75 two door coupe to replace my grandmother’s ’65 Malibu. She said that it “didn’t have the get up and go” of the 327 Chevy, LOL!! Otherwise, was a good looking, dependable last car for her. I entertained visions of swapping a V-8 into it, and even checked for fit,(it would!) but never followed thru on it!:-)

  • avatar

    Back in ’77 as my friends and I approached driving age, the options were limited for fun, sporty small cars. The Celica was the default choice, but was comparitively expensive. I ended up with a VW Rabbit due to dad having an in at the VW dealer, my friend Mike who’s parents could swing about anything, was looking for something different. Mike’s siblings all had cool cars; a ’71 351 4-speed Cougar convertible, a ’74 Z28 and an Audi Fox. I was Mike’s go to guy for car expertise so after reading all the magazines and visiting a few dealers, I highly recommended a… Plymouth Arrow GT. Before you accuse me of being a horrible friend, the Arrow GT was new for ’77 and featured cool fastback hatch styling, a standard 5-speed and the new 2.6L Mitsubishi balance shaft engine. A veritable Japanese GTO! For a small car in ’77, the Arrow was quick and being a Mitsubishi, pretty well built and sturdy. It was a sweet little car for the era, a burnished orange with hounds tooth cloth interior, full gauges and decent wheels. Mike and I went our separate ways, I’ve learned he has since passed away. I hope he enjoyed the Arrow as much I did recalling this story.

    • 0 avatar

      I fondly reminisce about the 70’s and its cars about as much as that time a slap shot got me in the nuts — but must admit those Arrows were pretty cool in their day.

      Solid design. Rear wheel drive. Decent handling, brakes, and shifting. All balanced and well proportioned. The engines, particularly the 2.6, were fun enough to do donuts in a snow covered parking lot.

      Compare it to the Cricket, Honey Bee, Pinto, Vega, and all the other garbage sold around that time.

    • 0 avatar
      Ol Shel

      He was an import car-driving pioneer, and what did he get for his efforts?

      An Arrow.

      I’ll be here all week… I’ve never seen one properly done, but I am convinced that a well-sorted Arrow would look really good. Plenty of Mitsu go-fast parts to make a pretty mean resto-mod ride.

  • avatar
    Arthur Dailey

    Had a friend who was gifted by his parents a brand new 1st generation Plymouth Cricket (Mitsu not Hillman) in high school. MT and the first car we knew of with fully reclining bucket seats. Which he reportedly made very good use of. That car ‘took a licking and kept on ticking’ as they say. Beat the you know what out of it without it ever complaining. And it was a blast to drive, ride around in. When the guys get together we still swap tales about our various travels/exploits in it.

  • avatar

    I guess my story really belongs in part 2 or part 3? My sister bought her first car, a brand new 1987 Dodge Colt DL hatch with manual transmission, not sure anymore if 4-speed or 5-speed (Canadian model). 1.5L with 68 hp. Top speed was 140 km/h, which felt somewhat governed as power up to that point was ok, and our ’82 Civic Wagon with 67 hp could hit 160 km/h with 5 people in the car..

    Overall, IIRC, other than maybe a clutch at some point, car was basic but reasonably solid / dependable.

  • avatar
    Tele Vision

    ‘Though it was Chrysler’s *premier* attempt…’ ( emphasis mine )

    Nice one.

    • 0 avatar

      Didn’t even think of that! I should, with how many hours I’ve thought about the Premier.

      • 0 avatar
        Tele Vision

        @Corey Lewis

        I still adore two- or three-box cars, having had two Pontiac Parisienne station wagons and two Suburbans. I had a 2Gen Dodge Intrepid up here in The Canada that was like a gently microwaved three-box but it was no Premier. Fantastic highway car, mind, but for the infernal 2.7L. I’ve had to go full ‘truck’ ever since but my 2007 CTS-V satisfies my ancient B-body desires.

  • avatar

    Never warmed up to these cars personally. Wandery recirculating ball steering, meh. The generic car. Nonentities. Of course, when put up against such stars as Vega/Astre, early Pintos and other assorted crud, generic was much better than total rubbish. I know of what I speak because just starting out after grad college my parents gifted me a ’71 Pinto in December ’74, and the doors were flapping in the wind with long rust holes right through– I used bath towels to keep the air rush out. Also, the cam lobes were crushed and you could see that when you took off the oil filler cap. Off to the scrapyard in May ’75.

    The Mitsu 4G3 engine, after powering all new Hyundais when that brand started in ’83, also powered all the new Proton cars made in Malaysai, millions of them up till 2002. Mazda’s use was in one model in South Africa due to local content rules. No earthly reason why Mazda would use a Mitsu engine otherwise.

  • avatar
    randy in rocklin

    I was going to buy one, but opted for a 71 Corolla cpe, with the 1.6 hemi engine.I really wanted the Celica and the Mk II.

    • 0 avatar

      I had the ‘72 Corolla Coupé (yes, the accent was part of the logos on the car). It was bright red and I loved the 5-speed transmission but the overall performance was pretty tame, even for the 70’s.

      Mine turned out to be very unreliable with radiator and brake master cylinder problems. I eventually traded it in on a ‘75 Scirocco. Also not reliable but a blast to drive.

  • avatar

    I used to love the tart of the Carousel and other packages they put on these. Why don’t they resurrect that for their crappy Mirage and Outlander? I would give my right nut to see one of those horrible things with a light blue vinyl top lol!

Read all comments

Recent Comments

  • Good ole dayz: >>Do you know of any current federal legislation banning the sale of new ICE vehicles? Cute play...
  • Good ole dayz: The W123 diesel was peak Mercedes. Truly a tank; a vehicle that’s still viable to use as an...
  • Jeff S: @Dave M–I almost didn’t order a Maverick because of the smaller bed but the hybrid power train...
  • Jeff S: @Lou_BC–Agree those of us who really have a passion for cars, trucks, motorcycles, or any powered...
  • Jeff S: @Lou_BC–I don’t know if you have Carvana but I would check Carvana as well. I sold my 2012 Buick...

New Car Research

Get a Free Dealer Quote

Who We Are

  • Adam Tonge
  • Bozi Tatarevic
  • Corey Lewis
  • Jo Borras
  • Mark Baruth
  • Ronnie Schreiber