A-body history

This complete history of the A-body was posted with the written permission of the author, Richard Ehrenberg, and the publisher, Harris Publications, Inc., and originally appeared in Mopar Action Magazine, June and August 1990 issues. This entire work is copyright 1990, Richard Ehrenberg and Harris Publications, Inc. All rights reserved. Re-publication, re-transmission, reprinting, copying, etc., by any method, electronic or otherwise, is forbidden without express permission of the copyright holder.

The Beginning

In the late fifties, the Big 3 Detroit automakers began to sit up and take notice of an alarming trend: foreign competitors, led by Volkswagen, were beginning to take a measurable bite out of Detroit's heretofore bulletproof sales statistics. A slow economy had begun to drive potential Detroit customers to look elsewhere for more economical offerings. The stingiest Motown rides, 6-cyl. stick salesman's coupes were still hard pressed to get 18 or 19 mpg, handled miserably, and no fun to drive. The European econo-egg offerings (read: VW bug) went twice as far on a gallon of fuel as your basic Ford or Chevy, had neat floor shifters in place of Detroit's cumbersome column linkage setups, and cornered cleanly. To be sure, they weren't sports cars, but they were fun to drive. For very few bucks, anybody could play Phil Hill during the morning commute.

With typical American ingenuity, Detroit hit back. In the fall of 1959, the Big 3 each announced, almost simultaneously, a new "compact" car. The Falcon was the most mundane, being really not much more than a shrunken version of a full-size Ford. GM's offering, the Corvair, was truly quite novel, using a rear-mounted, air-cooled, opposed 6-cyl. Engine driving the rear wheels. The same basic layout that had served Volkswagen so well for decades somehow seemed less than appropriate for the Chevy. We don't know whether it was the mass of the larger engine, overhang, suspension design, or what, but it wasn't long before the Corvair earned a reputation as an evil-handling vehicle. From the few we've driven, we'd have to say that that reputation was well deserved.

As usual, if you wanted something good, you went to Mother Mopar. Chrysler's entry into the compact derby was named Valiant. Not Plymouth Valiant, mind you, but just Valiant. It was originally thought that a separate franchise would sell the raw small cars, a plan that never really came to pass.

Riding on a suitably sized 106-inch wheelbase, the Valiant was everything the other cars weren't. Fun-to-do without the radical terminal oversteer of the Corvair, Conventional in layout, without being ho-hum like the Falcon.

The first Valiants that rolled off to line sported an all-new 107 cubic inch six-cylinder engine. It was installed in the car sloping to the passenger's side at a 30-degree angle, hence the name that stuck: slant six.

The slant six in the Valiant utilized a bore of 3.4 inches and a stroke of 3.125 inches. 5.7 inch, forged-steel connecting rods connected the alloy pistons with the fully counterbalanced forged steel crankshaft. The cylinder head was all new, and featured overhead valves, a stable rocker shaft setup for valve actuation (with solid lifters), and individual porting for each cylinder, something not found on competing engines. Bolted to this was a neat ram-type intake manifold, a feature made possible, in part, by the slanted engine block. The exhaust manifold also featured gently curving passages, in stark contrast to the log pieces on the competitor's mills. The result of all this attention to airflow was a peppy, economical 101 horsepower engine.

One little-known bit of trivia: the main reason for the engine's slant was to permit the water pump to be positioned beside the motor, allowing for a shorter overall package.

Coupled to the new mill was your choice of transmissions: an easy-shifting three-speed manual (with floor shift and synchros on second and third gears), or an all-new aluminum case 3-speed TorqueFlite automatic, complete with a torque converter. "So what?" you say? Well, in 1960, GM cars generally used either a two-speed transmission or a sloppy-shifting box with only a fluid coupling, no converter. The Chrysler setup was clearly light-years ahead.

The rest of the vehicle showed similar attention to detail. A low hood line provided a good view of the road. Complete instrumentation was provided. An all-new, die-cast alternator -an industry first-used solid-state diodes to perform the function once left to unreliable commutators in the old D-C- generator. An all-new suspension and steering setup provided praiseworthy road feel and handling, especially when coupled with Chrysler's legendary front torsion-bar setup and properly designed rear leaf springs. Road testers around the planet generally had nothing but good things to say about the new small car. Chrysler's plan of a 100-hp engine powering a 2500-pound car had missed the mark by about 100 pounds. But in general, it was a very satisfactory package, clearly head and shoulders above the competition. Sales were brisk, and only the controversial styling prevented the Valiant from being a runaway sales success.

The first Valiants succeeded on the tracks as well, with their most notable triumph coming at NASCAR's short-lived compact car races at Daytona With power provided by a Hyper-Pack variant of the 170 inch mill (cast headers, hot cam [276/268/.430"], more compression, and a beautiful 4-barrel aluminum manifold setup featuring equal-length tuned intake runners), the cars ran, quite literally away from the competition. Seven Valiants were entered, and Valiants finished 1-2-3-4-5-6-7. Not a bad showing, eh?

The advertised horsepower of the Hyper-Pack 170s on the Daytona cars was 148. Since the cars were lapping at speeds quite close to 130 MPH, it didn't take an Einstein to figure out that the factory was being quite conservative with the numbers. John R. Bond of Car Life figured that for a car of the Valiant's frontal area to go that fast, the true output needed to be closer to 185 ponies. That's nearly 1.1 hp per cubic inch!

As has frequently been the case whatever one corporation division gets, the other wants. So nobody was too surprised when, for 1961, sister division Dodge rolled out a Valiant clone. Named the Lancer, it showed that bolt-on restyling jobs aren't always successful. The garish grille somehow clashed with the flowing clean euro lines of the Valiant's shell. The Dodge did bring with it a feature, though: a one-inch stroker crank (optional) increased the displacement from 170 to 225 cubic inches. In reality, this was just the big car 6-cyl engine from 1960. It completely changed the characteristics of the engine from a loves-to-be-revved, high-winding powerplant to a torquey, stump-pulling grunt motor. The average motorist thought this was an improvement. The added displacement did improve acceleration times, no question. Car Life magazine tested a Hyper-Packed 225 Lancer (196 advertised horsepower) in their April 1961 issue, and reported 8.6 seconds for the zero-to-sixty bash, with the standing quarter-mile coming in at 16.4 sec./80 mph. Compared with the '61 Corvair Monza's numbers, 0-60 in 19.7, 1/4-mile: 22.0 at 63 mph, you can readily see what the Mopars have going for them.

Car Life's editors gave the Lancer high marks in the cornering and braking departments as well, and called it the "swiftest small car" on the cover. High praise, indeed.

Chrysler announced at about this time that they would be releasing a version of the 225 with a die-cast aluminum cylinder block, a few thousand were said to be in the works. In reality, technical difficulties postponed the light-alloy blocks for a year.

1962 was a revolutionary year at Chrysler, the corporation fighting for its very existence as sales had been poor in '61. Nevertheless, they brought out a superb new line of B-body cars for '62, but, as far as the A-bodies were concerned, '62 was a year of detail changes. A sporty new Valiant model, the Signet, was rolled out to counter the Monza, while the Dodge version was the GT. Mechanicals were freshened with an all-new aluminum, gear-reduction starter motor and the manual steering was updated with a new die-cast steering gearbox, replacing the former Saginaw (GM) unit. Both new assemblies proved to be so durable that they were continued almost unchanged through the late 1980s. That's staying power.

An interesting sidelight on the slant six's performance: in late '62, Car Life's road testers put another compact, this time a one-off, FoMoCo Engineering hand built, V-8 powered Ford Falcon, through its paces. Tested with dual, wide-open exhausts, it recorded 0-60 times of 9.3 sec. with a quarter-mile ET of 16.6. They called it a "compact super stock." Now, go back a few paragraphs and check those slant-six times, with single, closed exhausts. Tell us about Ford's better idea. Hah!

The Second Generation
1963-1966

Radical changes marked the launch of Chrysler's fleet of 1963 compact cars. Gone were the Valiant's flowing Italian lines, replaced by a new, formal look, clean and handsome. Gone completely was the Lancer. In its place, we were offered a new breed of senior compact named Dart, a label formerly applied to Dodge's low-priced line of full-size cars. Riding on an A-body platform with the wheelbase stretched to a comfy 111 inches, the Dart could seat 6 adults in reasonable comfort. It was an instant smash hit.

Most of the development money had apparently gone into the new bodies because very little was new mechanically. Sunworshippers could now opt for a drop-top A-car for the first time. Convertibles were available in both the sporty Dart GT and Valiant Signet lines, as well as the bench-seat Dart 270 and Valiant 200 models. When the 1964 models showed up a year later, Pentastar minicar aficionados were feeling somewhat frustrated. Styling was a makeover, and the only new items mechanically were a 4-speed manual transmission, the rock-crusher A-833 (complete with George Hurst's Competition-Plus shifter), and the A-body's first Sure-Grip differential option (unless you're a trivia freak, and count earth-shattering developments like a new external choke pull-off diaphragm, designed to replace the old, prone-to-stick piston setup).

A few months later, the news began to hit the streets. First, an all-new engine, the 273, was released. Using the existing 318 A-engine tooling therefore it's basic dimensions and 3.31-inch stroke, the engine was, nevertheless, truly fresh. The block's deck height was reduced and this, combined with a new thin-wall casting process, served to substantially reduce weight. The total package wound up being 55 pounds lighter bore was reduced from the 318's 3.91" to 3.625". Moreover, a thoroughly modern pair of wedge chambered cylinder heads replaced the 318's tired polyspherical setup. Even though valve sizes were reduced, the heads flowed better than polys. A very mild (240-degree) cam actuated the valves through solid lifters and adjustable, malleable-iron rocker arms. A new, low-profile intake manifold was of the single-level design, to reduce engine height. A Carter BBD 2-barrel carburetor and single exhaust completed the airflow package. Total output was a conservative 180 gross horsepower. This was the first LA engine.

The 273 could be had in any A-body, be it Dart or Valiant, wagon or ragtop. It could be ordered with three-on-the-tree, four-on-the-floor, or a newly beefed version of the A-904 TorqueFlite, previously used only in slant-six applications. Instead of crowing about the 273's performance (they would run low 16s with automatic and 2.9 gears), Chrysler bragged that the V8 Valiant was the lowest priced 8-cylinder car you could buy. Talk about misplaced priorities!

The mill was released just in time, as competitors were rapidly bolting small block Eights in their own compacts. Ahead of time was Chrysler's other new twist for '64-1/2, the fastback Barracuda.

Based on a trimmed-up Signet hardtop, the Barracuda retained all of the Signet's vital specifications. The numbers, though, can't begin to tell the story of the outrageous fastback Chrysler grafted on the car. Ani backlight that started over the rear seat and continued almost to the rear bumper was considered almost revolutionary. This reduced the trunk opening substantially, but Chrysler compensated by including a fold-down rear seat and a security panel between the seating and cargo areas which could be lowered as well, creating the first hatchback (of sorts). It was a strange cross-breeding of sporty car, economy compact, and station wagon. Road testers and owners agreed, it was a fantastic car, but the styling left non-owners turned off. Ford's new Mustang, created by a sharp Ford executive by the name of Lee Iacocca, ran away and won the sales race.

For 9 years, owners of automatic Mopars had become accustomed to shifting their TorqueFlites by simply pushing buttons, it was a simple and reliable setup. Surveys conducted by Chrysler indicated that Chrysler owners loved the buttons, but owners of competitive makes thought them gimmicky and unreliable, and indicated specifically that they'd never buy a Plymouth, Dodge, or Chrysler as long as they had buttons. The buttons had to go. And so they did. For the "Roaring '65s," it was automatic on the floor or automatic on the column, but nary a pushbutton in sight. Truly, it was the end of an era.

Nineteen-hundred-and-sixty-five did bring with it upbeat news, of course. Lots of it, in fact. Mechanically, the 273 had a new hi-performance option. Rated at 235 horsepower it included a new 248 degree cam as centerpiece of the package. High compression pistons (10.5-.l) and a four-barrel manifold were included as well, with the manifold still being of the curious split-plenum, single-level design.

The visuals weren't ignored, either. The engine glittered with a chrome PCV cap, oil filler cap, and air cleaner. The valve covers were treated to a black crackle paint job, set off by extruded aluminum "cooling fins." It looked quite tough.

It sounded even better than it looked, as the exhaust system could only be described as outrageous. The A-cars' platform featured on offset gas tank leaving little room for a second exhaust pipe, so the engineers cleverly came up with a super low restriction single-pipe system, made up primarily of 2 1/2" tubing. Two components contributed to the lusty sounds produced by this setup. First was a completely straight-through muffler, which was little more than a muffler blank. The beautiful resonant tones, as well as the visuals, were handled by an exposed resonator, which ended in a huge rectangular tip, painted jet black, jutting out from beneath the rear stone shield.

The mechanical goodies weren't limited to the engine. An all-new set of 10" drum brakes became standard on V8 A-bodies, with the innovative Kelsey-Hayes 4-piston disc brakes corning mid-year. A fast-ratio (16:1) manual steering gear hit the lists. A major improvement in A-body handling was assured by the new H.D. suspension package, which included stiffer springs at all four corners, and for the first time on a A-body, a front anti-roll bar. Rolling stock came in for its fair share of development, too. In conjunction with Goodyear engineers, you could now order a set of wild Blue Streak skins. Designated 6.95 x 14, the label meant nothing. They were thinly disguised racing tires, with a wide footprint, low cord angle and an aggressive tread compound. These were mated to wider wheels - 5.5" as opposed to the more mundane 4.5. A new in-dash electronic tachometer, manufactured for Chrysler by Stewart-Warner, became available on the Valiants and the new Barracuda. Mid-year, a new AM-FM radio option bowed, manufactured for Chrysler for Bendix Radio, then of Baltimore, Maryland. While you could order any or all of these goodies on any Valiant, Dart, or 'Cuda (I proved it by buying a 4-Door Valiant 200 with all the toys), the show-piece was the Barracuda Formula "S." Not marketed as a drag package, it was intended to be a Euro-style GT and rally car. It succeeded in both image and fact, with several notable rally accomplishments being chalked up by Chrysler Engineer Scott "on the roof" Harvey.

For '66, the boys from Highland Park pretty much rested on their laurels when it came to the A-cars, their primary attention being paid to the mostly-new B-bodies. All A-cars received new front fenders, hoods, and bumpers, with the Barracuda grille becoming more individualistic, as Chrysler tried to differentiate more between the 'Cuda and the Valiant. Except for the fastback, all cars also received a new, squarer roofline. Mechanically, there were a number of items we'd deem newsworthy. First, the 8-3/4" rear axle became available on the 273 cars, even 2-barrel 4-speeds, replacing the notably spindly 7-1/4". Next, the straight-through exhaust system on the 273-4 was gone, by a quiet, reverse-flow muffler. The exposed resonator was retained, but the rectangular outlet was now trimmed in rolled-edge stainless steel to-prevent additional pedestrian complaints of the razor-sharp tip slicing open their legs. Life was tough, huh? Yeah, if you were a pedestrian. Otherwise, behind the wheel of your Formula S, you owned the world, what with 30-cent hi-test gas and 70-mph speed limits.

The ancient ball-and-trunion front universal joint was at last replaced by an up-to-date sliding-spline/cross-and-roller arrangement, still in use today. The new setup cut the time required for propeller shaft removal to a small fraction of that previously required.

Shift-for-yourself fans bemoaned the loss of the Hurst shifter, now replaced with an Inland unit featuring a fingerlift reverse lockout arrangement. That feature worked well enough, but gone was the Swiss watch precision of the Hurst setup.

Midyear, drag racing fans were treated to a one-off model of the Dart. Aptly named the D-Dart, it was specifically designed for NHRA D-stock class racing. Only fifty were produced, and featured, among other things, a warmed 273 rated at 275 horsepower. The mill carried a big Holley carb in place of the usual AFB, a Racer Brown cam and headers by Doug. All the best stuff was there. All you had to add was a pair of slicks and you were ready to rock 'n' roll.

1967-1976, The Final Go-'Round

As the 1967 A-bodies were being announced, everybody realized we were looking at another all-new body shell. Little did we know, however, that the once-common redesign-every-3-or-4-years cycle had ended, and this new car would last for a decade, right through the A-body's last hurrah in 1976.

Chrysler kept the basic A-body layout intact, but changed almost everything. The Plymouth versions saw their wheelbase increase to 108 inches, while Dodges remained at 111. The suspension was a carryover, utilizing basically the same control arms, etc., as had the '66s. What was important here, though, was that the front tread (the distance between the wheels) was increased, effectively widening the engine bay. More room equals more engine, simple as that!

More engine is what we got. Chrysler succeeded in shoe-horning a 383 where the 273 had resided. This required a new K-member, a set of less-than-efficient exhaust manifolds, and, though nobody knows why, (it was corrected for '68) a supersmall exhaust system. The result of all this restriction was a decrease in the mill's advertised output from 330 to 280 horses. Still it could beat a 273, although testers of the day complained about the nose-heaviness and its attendant negative influence on handling.

For the first time, the Barracuda received it's own, totally unique set of body panels, styled with a suave European flair. Three versions were available: a notchback, a cleaner rendering of the fastback and a droptop. The Formula S package continued, and could be ordered on any body style. A new Rally instrument cluster put the tachometer where it belonged, squarely in front of the driver.

Dodge division benefited from the restyling as well, with a cleaner look throughout the line, from the base model through the airy-looking GT hardtop and convertible.

The wider separation between the 'Cuda and Valiant meant that the Valiant was now free to return to it's intended place as an economy-oriented people mover. To this end, Valiant convertibles and hardtops were dropped, leaving only 2- and 4-door sedans to do the job. Luckily for us Walter Mitty types, you could still get a Valiant Q-ship with the 273-4 and all the goodies, although the 383 was reserved for exclusive use in the Dart and Barracuda.

Personal observations of the new A-cars generated mixed emotions: The wider engine bay was a definite plus as far as engine room was concerned, but the front forestructure of the car seemed less rigid than the earlier incarnations. On rough roads, the front fenders could readily be seen flapping in the breeze, even in theoretically more rigid sedan bodies. Flex like that was something that was unheard of in the earlier designs and this was a flaw that Chrysler wouldn't correct for several years.

Sixty-eight was a very good year in Pentastarland. B-bodies were treated to afresh restyle, but, mechanically, the A-bodies were hot. All us writers had been complaining that Chrysler needed a bigger small block. After all, if Chevy could coax 350 cubes out of a 265 and Ford 351 out of a 221, why couldn't Chrysler get out the boring bar as well?

What we'd figured they'd do is take the 318, soup it up, and drop it into the Dart. They fooled us, though. They bored it out to 340 cubes, via a bore increase to 4.04 inches (vs. the 318's 3.91 and the 273's 3.625). Stroke was kept at 3.31 in., resulting in a sweet-running oversquare motor. High compression pistons and beefy connecting rods, with full-floating pins, swung from a bulletproof forged-steel crankshaft. Heads were all-new, featuring generous 2.02-inch intake valves and low-restriction manifolding. Cams were hot hydraulic, 268i/276e on automatic cars, with the mills destined for installation in four-speed cars receiving an even more radical grind, 276/284.

The 340's introduction carried with it several anciliary technical developments. Of particular interest was the Carburetor, a new Carter AVS (air valve secondary), which was covered in great detail in the April '90 issue of Mopar Action. Other noteworthy features were the first-ever application of aluminum engine bearings (on main journals no. 1, 2, and 4), and newly designed crankcase windage baffle, which hung from the main bearing caps.

The '68 340's release marked the first time you could get a small block A-car with dual exhausts. While it didn't sound nearly as sweet as the original '65 273s, it clearly got the job done.

The result of all this engine work was a nasty little engine that could more than hold its own against anything from brand F or brand C. In fact, it could hold its own against most big blocks as well. The advertised horsepower rating was 275, but it wasn't long before everyone realized that Chrysler had pulled another fast one, much as they had in 1960. True horsepower was probably at least 300, especially in the 4-speed incarnation.

With all the press that the new 340 mill received, hardly anyone noticed that another engine had joined the A-body lineup for 1968. The new-for-'67 wedge-head 318 (which could be more accurately described as an overbored 273) became available optionally ($30.05) on Valiants and Darts, on it became the standard V-8. To reduce maintenance costs, the 273, which was available with a 2-Bbl only, received hydraulic valve lifters for the first time.

Shortly after the '68s were introduced, we were greeted with the news that Chrysler had seen the error of their ways, and reintroduced the Hurst shifter across the board. In place of the original white knob was a wood -grain piece, otherwise, all was well. '68 saw Chrysler produce some of the wildest cars ever to come off of a major automaker's assembly line, and they were A-bodies. A short run of Hemi Darts and 'Cudas were produced, with the intention being to completely dominate NHRA superstock class racing. Built as light as possible (fiberglass front body panels, thinner side glass, etc.) and fitted with a full-race Hemi, they clearly weren't intended to be driven on the streets, and, in actuality, very few of them ever wound up there. They performed superbly in their intended application, and they are still succeeding there today, some 22 years after the fact.

Model-wise, '68 brought with it several realignments. In an effort to get as many 340s out into the hands of the public as quickly as possible, two models offered the mill as standard equipment. They were the Formula-S Barracuda, the top-line fish, and the Dodge Dart GTSport, the most luxurious Dart model. If you wanted the meat, you had to take the dressing with it. The Valiant was now clearly the stepchild, as there was no way to get a 340 Valiant, a situation that remained uncorrected until 1970.

The 383 remained an option, and, while minor refinements increased the output some, a good 340 would leave it in the dust anytime. This was an embarrassing situation for Chrysler, but they were apparently so pleased with the outcome of the new "LA" engine's development that they were content to sort of let the 383 slide.

1969 saw all three A-cars receive a minor restyle job, with the Valiant and Barracuda each receiving a new hood and grille treatment, while the Dart's restyling was just a bolt-on change. Two new models of note were introduced, the Dart Swinger 340 and Barracuda 'Cuda 340. This marked the first time that Chrysler had capitalized on the common slang terminology for the Barracuda. Both cars were planned to take advantage of the Road Runner's success in selling "budget" supercars, merely moving the concept down to the compact A-body level. They each featured the high-winding 340-inch mill as the centerpiece of a finely tuned package that included suspension and running gear upgrades.

1969 also marked the year when almost 1000 A-bodies were produced with the 440 Magnum engine. Using most of the 383's accessories and mounts, the 440 wasn't sold as a separate model. In fact, most used the 383's #63 engine code on the fender tag, leaving only the M (special-order V-8) in the VIN for identification. Later versions did show the Al 3 440 package on the tag, to differentiate between the 383 and 440 cars.

It was a wild ride, to be sure, but, equally sure, it was not the balanced package we'd all come to expect from Chrysler engineering. A neat-o set of cast-center Rally wheels made their debut in '69. Unfortunately, the lug nuts tended to loosen after very few miles, which promptly resulted in cracked centers. They were recalled within weeks, making them a rare find today.

1969 Barracudas had one unique option which has been all but forgotten today. Originally released in '68, we're referring to the red plastic wheelhouse liners. We have seen exactly one set of these in the flesh. Besides the appearance aspect, they were highly functional in preventing corrosion of the front fenders and rear quarter panels.

Another goody, fast-ratio manual steering, which had been introduced in 1965, saw 1969 as their last year of production. No one seems able to say why it wasn't more popular, as, for a mere $14.45, it transformed well-suspended and shod A-cars into virtual slot-cars.

1970 : The Dawn of a New Decade

Mother Mopar's march forward into the technology-driven '70s began in earnest in 1969 with the availability of the new electronic voltage regulator. This neat little black box was able to keep the output of the alternator under constant control regardless of temperature or load variations. An interesting sidelight to the electronic regulator was one of the techniques used in its manufacture. An internal resistor needed to be precisely set to a value that varied from sample to sample. Huntsville Electronics Division devised a simple yet foolproof method for making this adjustment. They simply sandblasted the carbon resistor, reducing its area, therefore increasing its resistance until the specified parameters were met. Then, the entire unit was potted in plastic and sealed in its metal housing, safe for decades. This regulator was made standard for 1970, and would be used for a generation! (sorry 'bout that!)

Point of fact: 1970 was a year of sweeping change in the A-body lineup, especially at Plymouth Division. Gone forever was the base Valiant 2-dr. sedan, In its place was a swoopy new 2-dr. fastback coupe called the Duster. Riding on the same 108-inch wheelbase as the '69 sedan, it was, nevertheless, visually a fresh start. From the cowl forward, all sheet metal was actually the same as the '69s, but the radical B- and C-pillar redesign, coupled with tip-out rear quarter windows, a more laid-back windshield, and the clean fastback silhouette served to make the car seem all new. The only real drawback to the new layout was a decrease in headroom.

The Barracuda had graduated up and out of the A-body platform, having been transplanted to the B-car derived E-body. This left the Valiant free to once again take its rightful place as the Plymouth A-body performance car. This need was aptly fulfilled by a new nameplate, officially, Valiant Duster 340. With a sticker price of only $2547, it personified the expression, bang for the buck. The now-famous 340 was fitted as the standard, and, indeed, the only, powerplant. Suspension was heavy-duty, wheels and tires were fat, drivetrains were stout and disc brakes were standard. The instrument panel was straight out of the '69 Formula S. Add $42.35 for the Sure-Grip $187.90 for the 4-speed (or $212.20 for TorqueFlite), and you were ready to take on all comers. Included in the base price was a set of all-new, all-steel Rallye wheels, in the same 14 X 5.5" size that had been fitted to the original Formula S. They were optional on all other A-body models.

Over at Dodge, the Dart models received a minor restyle and model realignment, with the GTS nameplate now ancient history, leaving the Swinger 340 ($2808) as the only remaining carrier of the performance flame, the feeling within the division was apparently that most performance-oriented buyers would look to the new E-body Challenger.

The high-winding little 170 cube slant-Six was ancient history, replaced by a stroker 198-inch version. The Standard 8-cyl. engine on all except performance models became the 318, and the 273 went to that great junkyard in the sky.

As of 1970, A-body ragtops, and big block A-cars had seen their last sunsets, again, the victims of the newer E-cars.

The 1970 Duster had been a smashing sales success, so much so that it couldn't be ignored by the corporation. By the fall of '70, Chrysler had grafted a Dart nose onto the front of the Duster, and, Presto! The 1971 Dodge Demon was born. It was another sales hit. Of course, there was a Demon 340, equipped similarly to the Duster 340, it carried a sticker price of $2721.

Since what's fair for the goose is fair for the gander, the Valiant front sheet was grafted onto the front of the Swinger, and another A-body offering was hatched. Known as the Scamp, it was offered in non-performance versions only. The primary sign of this model is that, for the first time, it introduced the stretched, 111 inch wheelbase to the Plymouth A-body line.

Chrysler, always ready to capitalize on a success, fiddled a bit with the Duster, freshening the grille on the 340 models into a macho, shark-tooth look similar to that on the '71 'Cuda. The hood could be specified decked out with a performance paint treatment which included an absolutely huge "340 Wedge" engine callout.

A new steering wheel made the option lists for '71. Called the "tuff" wheel, it was a soft-rim black affair, small in diameter, looking somewhat like it had been pirated off a midget racer. It was an $18.95 option.

Realizing that more than a few Demon and Duster 340s were seeing street and strip duty, Chrysler wisely introduced the A31 high performance axle package. Consisting of 3.91 gears, Sure-Grip differential, and the maximum cooling package, it was sixty-odd dollars well spent.

Although the 340 mill had, in reality, begun its 4-year, emissions-driven performance decline in '71, no one seemed to notice. The only obvious backpedalling was the substitution of the free-flowing right-side exhaust manifold with a conventional log type. Any performance lost to the poorer manifold was more than recaptured topside, where a new 800-CFM Carter Thermo-Quad carburetor had debuted. Defying all conventional thinking about big carburetors on small engines, the new carb gave new meaning to the term "free breathing". Additionally, they were more resistant to percolation than the AVS they replaced, and better equipped to high-g cornering without leaning out of flooding.

By 1972, you didn't have to be a whiz to see that the handwriting was on the wall. Performance models were being ruthlessly cut industry-wide, the ones that remained on the sheets were emasculated to one degree or another. Burdened by three monkeys on their backs, the safety czars, the clean-air liberals, and the insurance conservatives, it's amazing that Detroit executives actually ventured out in public without bodyguards. Added to Motown's woes were a newly aggressive array of cornpetitors from the land of the rising sun-those friendly folks who brought you the Pacific half of World War II.

The A-bodies took their share of bumps and bruises. The lone performance offerings - the 340 Dusters and Demons-saw their horsepower output severely curtailed, down to 240. On paper, it looked even worse, as the industry had now agreed to advertise net ratings, so, by that measure, the 340 looked downright lousy, so most factory publications didn't even show horsepower ratings.

Besides the obvious emissions reducing hardware, such as fiddled distributors and carburetors, vacuum amplifiers, OSAC valves and such, were basic internal redesigns that weren't easy to reverse. Compression was way down, from 10.5 to 8.5:1, via a piston swap. The intake valve size was reduced to 1.88" (from the former 2.02), a move that restricted high rpm breathing, which, up until now had always been the mill's long suit. Except for a new electronic ignition option, which made tune-ups almost obsolete, things were looking grim.

As a further concession to the ever-worsening exhaust-emissions standards, slant-Sixes received induction-hardened exhaust valve seats, so they could be reliably operated on the then-new low- and no-lead fuels.

Over at the body and trim departments, little was new, and less that was good. The Duster could be ordered with a 340-lookalike trim package known as the Twister. Style-wise, the only significant change was the increase in the width of the slit taillamps to approximately double their original size. In a cost-cutting move, all models lost their neatly integrated side-marker lamps to a new, cheapo universal, non-flush-fit, plastic lamp.

Even the neat Rally instrument cluster was gone from the performance cars. In its place was the mundane base-Valiant cluster, used now on all A-cars regardless of brand or model. This was actually an improvement on base Darts, as the original cluster had featured a hard-to-read bar-type speedometer. The new universal cluster had no provision for a tach, so that option was deleted.

Seventy-three saw a continuing decline in performance, which, when related to the A-team, meant a further degradation of the once-proud 340. The emissions noose continued to tighten, and, with myriad new safety regulations to be met, the corporation simply did not have the resources to develop performance mills that ran cleanly. Then again, with auto insurers now charging dearly for the privilege of owning a musclecar, few people were buying performance cars, anyway.

Up until '73, all the fiddling with the 340 had been confined to the upper end of the motor, the basic reciprocating assemblies having retained all of their original strength. For 1973, thought the 340 became another victim of the bean counter's cost-cutting., it's beautiful drop-forged steel crankshaft succumbed to a comparatively fragile cast iron, externally-balanced, lump.

Cylinder heads on all V8s were revised in a way that would seem meaningless at the time, but is considered essential these days: the exhaust valve seats were hardened by heating them with an induced electric current, then quenching. This process, which had been prototyped on the '72 6-cylinder mills, was a prerequisite for running on no-lead gasoline.

Performance aside, several new features and innovations made their appearance in 1973. Gone was the ubiquitous 8-3/4" rear axle from 340 cars. In Ws stead was the lightweight 8-1/4", one-piece unit. While this development theoretically meant a reduction in axle strength, it was nonetheless more than adequate for the newly-emasculated 340. Along with the axle change came an upgrade to the big-car wheel-bolt pattern, increased brake rotor and rear brake drum size, and a change from the sticky Kelsey-Hayes 4-piston calipers to a Chrysler-designed and built sliding-caliper, single-piston arrangernent.

Styling was freshened on all models, with the front end receiving the greatest attention. Both Darts and Valiants were treated to a new nose, with the Dart now utilizing a separate nose fascia which blended into the lines of the hood. Unbelievably, the centerpiece of the front-end restyle job was a recycled 1969 Barracuda hood stamping!

Graphics and sticker packages continued on the 2-doors, which, incidentally received a name change on the Dart 108-inch wheelbase version. In response to pressure from various religious organizations, the Demon name was dropped in favor of the innocuous moniker, Dart Sport.

One really popular option package bowed in '73. Available on both marque fastbacks, it was called Space Duster at Plymouth. Dodge referred to it as the Convertriple, and packaged it with a sunroof. Consisting of a folddown rear seat and trunk-access secur ity panel, it was more than slightly reminiscent of the original 1964 Barracuda. Good ideas can last a long time, and when you can pack 6-1/2 feet of cargo area into a compact 108-inch wheelbase sporty car, you definitely have a good idea.

After the 1973 models were announced, the Arabs did their thing, cutting off the flow of oil to the U.S.A. Along with the well-documented gas lines, etc., this only served to hasten the demise of musclecars. Surprisingly, the muscle A-bodies were almost completely unaffected. In fact, for 1974, Chrysler took the unusual tack of actually increasing the displacement of the A-car's performance engine, from 340 to 360 cubes- At first glance, this would seem to have been a retrenchment, as the 360 had been introduced in '71 as a station wagon type torquer motor, in 2-barrel form only. It had proven itself a trouble-free powerplant, but no one thought of it as a musclecar engine. To everyone's surprise, though, bolting on the 340's manifolds, dual exhausts, and cam produced a motor that, while certainly not up to the performance levels of the original 340, was much better suited to motivating the now-heavier A-body within the restraints imposed by low-lead, low-octane gas. Translated, it hauled. If you wanted a faster '74, you had to look far and wide. You had your choice of a three- or four-on-the-floor stick or TorqueFlite with your new 360. Sales were passable, with almost 4000 Duster 360s, and a corresponding number of Dart Sport 360s, being built and sold.

Other changes to the A-platform for '74, included a realignment of wheelbase allocations: except for the fastbacks, all A-Bodies now rode the stretch 111-inch wheelbase, regardless of nameplate. This marked the first time that Valiant sedans had the longer wheelspan, and effectively meant that 4-door Valiants were really nothing more than rebadged Darts.

The final two years for the A-body, '75 and '76, were sort of coasting years, with many changes being to image rather than substance. Models such as the Valiant Brougham and Dart S.E. were introduced to hold off the competitor's new luxury compacts (notably the Ford Granada) until the new Volare/Aspen F-cars could be rushed into production in '76.

As acknowledgement of even tighter emissions regulations, the base 6-cylinder mill became the 225. This represented a 32% displacement increase over the standard (and only) engine in the original 1960 Valiant.

One of the only two really interesting developments, mechanically, in the A-car's twilight years was the one-year-only ('76) Feather Duster/Dart Lite package. What Chrysler did with these twins was to pare the weight down by using lightweight aluminum panels for the hood and decklid, and lighten up the bumper mounting. This slipped the car into the next lighter-weight emissions class, which, in turn, allowed the engine to be retuned for better fuel economy. This economy drive was aided by a low -restriction exhaust on the 225 slant-Six (the only engine available as 8-cyl options were "blocked" when you ordered the lightweight package), and an available overdrive version of the bulletproof A-833 4-speed, now housed in a lightweight aluminum casting. The net result was a car that was the class leader in fuel economy and wasn't a half-bad performer.

Surprise No. 2 for '76 was the police package. It included not only the same basic running gear as the Duster and Dart Sport 360s, but such never-before-seen items as a certified, 120 mph speedometer, rear sway bar (wish they'd had that for the 383/440 cars!), firm-feel power steering, and even-stiffer suspension. This package was pure dynamitee, with the only drawback being a less-than-supple ride. Unfortunately, most police departments were apparently reluctant to shoehorn their officers into a compact for an 8 hour shift. Considering the way these cars performed, we should probably consider ourselves lucky.

The A-cars went down anything but quietly. Purists would be right in claiming that the Valiant never deviated from day one, with the last cars built available with the rock-solid slant-six and a wheelbase only two inches longer than in 1960, and they'd be 100% right. Done up our way, though, with a rip-snortin'360 under the hood, and a pair of no-catalyst pipes rumbling under the bumper, this was a car not easily forgotten by who drove it-or against it!

The ultimate street A-body?

Rick Ehrenberg's One Lap of America 69 Valiant does low-12-second quarters (at 115 MPH) with it's Barton-built, Rance-EFI'd stroker 340 smallblock. On pump gas. With street tires. And closed exhaust. And 2.94 gears. It was clocked at 163 MPH - uphill - at Watkins Glen. Plus, is gets almost 15 MPG, starts instantly, never loads up, idles all day, and corners at 1G. Plus stops on a dime with 6 cents change. Is this cool, or what?