(first posted 7/25/2015) Chrysler’s history in Brazil is very much a V8-dominated story during the sixties and seventies. In 1959, the Simca Chambord powered by the small Ford flathead V8 was the first domestically-produced V8. The Chambord, and its successor Esplanada, were built until 1969, when a more modern competitor to Ford’s Galaxie was needed. This time Chrysler brought something a bit more up-to-date to Brazil, especially in the engine compartment.
Chrysler hammered out an agreement with the government on a $50 million investment in its plants to modernize its locally-produced products. Meanwhile, until all the renovations were done, they had to keep the Simcas in production, but now with much better quality.
Finally in 1969, the new Brazilian Chrysler was presented; a genuine American Mopar product, the Dodge Dart. The first model to be sold was the four door sedan, equipped with the quite new small block LA 318 and three-speed manual transmission, with a shifter on the column.
The car was a very nice surprise. It’s a bit unnecessary to say much here about all the qualities of the “A” body Mopar has, after all, the “CC” crowd knows all of them way better than I do.
The Brazilian Dart had exactly the same design as the ’69 American Dart. The engine, which only had the two barrel carb and a lowered compression ratio for the low-octane fuel then being sold, was rated at 198 HP; still good enough to melt those skinny 14 inches bias–ply tires in a burn out.
That 198 hp number was convenient (manipulated?), since breaking through the 200 hp barrier would make the prices of the ownership taxes go through the roof.
The market accepted the car with enthusiasm; the Dart quickly found a comfortable spot right between the middle class Chevy Opala and the upscale Ford Galaxie. This spot was so successful that Chrysler decided to offer only the 318 V8 option, no cheaper “inliner” six around here. The two door hardtop coupe came along by the end of 1970 as a 1971 model.
The customers had a few complaints about the car. First was the small gas tank, with only 62 liters, but the worst was the drum brakes in all four wheels. In our opinion, the car was too fast and too heavy for this kind of brake system.
The buyers soon elected the coupe as the favorite Dart, and that model easily outsold the four door. The sales numbers made the guys at the Dodge marketing department thinking: “Why not a true “Sporty” Dart? The solution was pretty obvious: the Dart “GT”, just like in the North America…
Well, that was not quite what the Brazilian designers had in mind. Let’s try to follow their logic.
Chrysler Corp. had created a car that many enthusiasts (me included) call the perfect “Muscle Car”: the ’68/’69 Dodge Charger R/T. The car has an intimidating style, powerful choices of big block V8s, and heritage from the race tracks… even the name was “bad ass”. So, why not create a Dart with some design clues from the Charger?
With that idea in mind, in 1971 the Brazilan Charger R/T was unveiled to the public. It had the front fascia with the headlights covered by the grille, some cool stripes, and the stretched “C” pillar, called Mexicana in some parts of the US.
I didn’t know for sure, but Chrysler used this extended flying buttress C-pillar in some Darts all over the world. The four speed manual “on the floor” transmission was standard for this “Charger” as well bucket seats in front and vinyl top. The 14 inch steel Magnum wheels wrapped in optional Firestone D-70 “Red Line” tires completed the visual package.
But the more important changes were in the engine part. The LA small block got a different two barrel carb, a higher compression ratio that required high octane gas, and dual pipes exhaust. All Chargers had their engines painted in Gold instead of the standard blue in the Darts. That little improvement made the 318 produce 215hp. Finally, front disc brakes were adopted.
Simultaneously, the Charger “LS” was unveiled, a less sporty version of the Charger, equipped with 3 speed transmission on the column, wheel cobvers instead the Magnum wheels, no stripes, and the optional automatic transmission.
The buyer could mix equipment from the R/T into the LS and vice versa.
In 1972 came the Dart “SE”, the simplest of them all, with no hub caps, no internal ventilation, no windshield washer, less chromes… but the car was as very cheap; half the price of a fully loaded Charger R/T.
The Charger instantly developed its reputation as the most powerful and fastest car in the country. Its prohibitive price made the car a rare sight on the race tracks, but it was feared on the streets.
In 1973 the Dart/Charger line received the first cosmetic changes and some new versions. From the Spartan “SE”,
to the luxurious “Gran Sedan / Gran Coupe”
And the Chargers, there would be a Mopar for every taste.
By this time the “Oil Crisis” was in full gear and the sales numbers weren’t so thrilling. To face this problem, the Brazilian Chrysler presented in this same year the “Dodge 1800” a compact car based in the British Hillman Avenger, but perhaps this car can be the subject of another post.
For the following years, the “big” Dodges changed very little, and Chrysler started to offer the Darts with some details once exclusive to the Chargers like the hidden headlights front fascia and the 4 speed on-the-floor transmission. This mix made the cars lose the already little personality they had. It was time for some real changes.
In 1979 the whole line changed. It was still the same “A” body underneath but the front and rear fascia were redesigned. The Darts have roughly the same front as the 1973 American Darts, and the rear is something like its 1974 American brother.
The top of the line “Gran Sedan / Gran Coupe” were replaced by the “Le Baron / Magnum” models.
Here’s the rather gaudy Magnum coupe. The extended rear roof buttress was now gone.
The new cars were charming, the design guys even managed to create a “basket handle” top on the Magnum. The sunroof was optional.
In other hand, The Charger R/T lost completely its persona; it was no more than a Magnum with alloy wheels, two tone paint job and weird louvers on the side windows.
But the fate of the V8 Mopars in Brazil was already doomed. Volkswagen do Brasil started in 1979 the acquisition process of Chrysler Brazil, with only one thing in mind: the truck assembly line.
The 1980Dart, already built under the VW management, was the last year of the Charger R/T, and in 1981 the production of Brazilian Chrysler was officially shut down.
The black Dart in the picture above is a 1981 model and is allegedly the very last “A” body produced in the world.
Odd enough, the LA 318 was kept in a low-level production for a couple more years, converted to run on ethanol. In a time when the alcohol was way cheaper than gasoline, the V8 was an interesting option in the new line of VW trucks.
The Dart became more than a collectible classic car in Brazil; it was the closest we got to a real muscle car. Ok, we had V8 Mavericks too, but Ford tried to adapt that car to the harsh times of very expensive gas; they even made four banger Maverick GTs!
On the other hand, the Dart was born and died in full V8 honor; we never had a “lesser” Dart.
Love it another parallel universe where the 68 VE Valiant got built forever.
Thanks for a fascinating article. When I was in Mexico in 1976, I saw a lot of Dart and Valiant hardtop coupes with the extended C-pillars.
The mix and match names and trim pieces are a lot of fun. I would have guessed they would have standardized on the 170 slant six do to the gas/gasohol situation in Brasil. In the early sixties there were performance developments of that engine that might of served in later, lighter unregulated for smog versions.
Instead to my surprise you had the LA 318. Again though there is a Brazil twist with just a 2 barrel carb to keep below 200hp. In the 70s in the USA, for a few years there was a 170hp 2 barrel dual exhaust for Road Runners and a 175hp 4 barrel mainly for California. What we never had was a full performance version to show this engines full potential.
The youth oriented trim also surprised me. Where the cars actually going to young buyers?
Given the Aspen problems in the USA, I think Chrysler would have been better off reskinning the Dart on a 108wb like the older Valiant with enough weight taken out to be able to go to a 4 cylinder base engine. The Mitsu 2.6 was 93hp and available with a 5sp, could have kept the car competitive. It would have also helped in the surprising number of places the A body was available around the world.
Rubens thanks for this article. The level to which foreign operations were on their own with just a small parts bin and waning and waxing interest from the parent company is always an interesting read.
Keep in mind that the US figures from the 70’s were SAE net HP, while the 200 figure was gross, which would have been aprox. 130 SAE NET. The US 318 before ’72 was 230 gross, so the 30 HP loss is from the lowered compression.
FWIU the reason they moved the Valiant sedan to the 111″ Dart body for ’74 was that the 108″ sedan body dies were worn out, so any reversion to a 108″ sedan would’ve had to use the Aussie ones.
Mentioning that, I’m surprised when Chrysler Australia finished VG Valiant production in 1971 the wagon tooling wasn’t brought to the US in time for a 1972 midyear launch.
The business case for compact wagons had improved considerably since it was decided to drop them for ’67; in the mid-60s intermediates were stretched compacts, by ’72 they were becoming (very slightly) smaller full-size cars, AMC was selling twice as many Sportabouts as Hornet 2-and 4-door sedans combined, and Ford was prepping the Pinto wagon (also for a mid ’72 launch).
It was time for a reskin anyway, so they could have chose a wheelbase. It had to lose a little weight/size because the older compacts then were starting to look midsize and to offer the mitsu 2.6, which would have done better in a 2800lb car than a 3100lb car, which is probably what an Aspen would have weighed with one.
Remember in USA they were offering Colt wagons and Diplomat wagons, not sure was worth tooling to bridge that gap. The 78-81 RWD Colt wagon was bigger than before and had a 2.6.
The 1997 Dodge Dakota was available with a 230 hp version of the 318.
By then I think they were Magnum engines, which were much higher powered.
I figured Rubens meant SAE gross because otherwise I would have not thought a 2 barrel would be snuggling up to a 200hp barrier. I would have thought outside USA the DIN standard would be used, which I think is closer to SAE net. Probably later when VW took over.
The 318 had plenty of potential, but there was no reason for it to be exploited when the 340 was available. When the engines lost their compression, the 360 took over as the LA to receive a 4 barrel and performance applications.
We never had a full performance version of the LA 318? Well, arguably, at least not until the police packages of the 1980s–but if that doesn’t describe the 340, how do you describe it? Is the overbore not a full performance enhancement? Does the overbore make it something other than a 3.31″ stroke LA?
I REALLY like the dog dish hubcaps and ventilated wheels on the 71 green coupe and an orangeish-red car in another pic. I don’t recall ever seeing those before. I like the flying buttresses on the Brazilian cars too…spiffy.
I can’t help but think that a 2 door Dart, late 60s, to early 70s, with a 225 Slant Six and Torqueflite would be a great daily driver…kind of an American Volvo 142. Simple, robust, not too fast, good on gas.
Our family had a (purchased new) 68 Plymouth Valiant Signet with the 225 Slant Six and the Torque Flight automatic. It WAS a great car. Plently of room for four adults (OK, my sister and I were still teens), well built, and reliable as sunrise. It also handled very well, for the day anyhow. We lived in a mountainous area of Pennsylvania and the car took them in stride at speeds, uhm, higher than the posted limit.
I really liked that car. As a teen boy, I learned that the basic chassis was the same as the Barracuda. I had fantasies of making a super-sleeper from the Valiant. One odd point though was that I often considered keeping the slant-six (with the hyper pack) rather than the heavier V-8 as I grew up driving the ridge roads, and that engine was full of sweet, smooth torque.
I’m really liking that green one too, the wheels look to be the muscle car Rallye stampings but without the trim ring and a dog dish instead of the center insert with exposed lugnuts. They kind of remind me of old VW wheels in effect, fitting since this particular Dart body had such a surprising presence around the globe and an unusually long lifespan for an American car
Great piece Rubens. As we’ve discussed in another post, Australia got the extended c-pillar buttresses on a small run of 71 or 72 Valiant VG hardtops called Mexicana as well. I’m not even sure if that was the factory name for them, or if they picked up that name as time went on. Would love to know where they originated from.
I had a base VG hardtop with the oz 245 engine. With our unique front clip, I thought it was one of the best looking cars we ever put out. When I look at the Magnum with its lame attempt at colonnade, I just wince.
I’m guessing Mexico, where the Darts all had these: https://www.curbsideclassic.com/curbside-classics-american/my-curbside-classico-1972-dodge-dart-hardtop-plain-jane-mexican-dart-with-long-black-hair/
Thanks Paul. Given all the Mexican Darts used this, it makes sense this is where they came from (I suppose the name is a big hint as well). How it made it to Australia is still a headscratcher. I’ve heard the story it was a way of segueing to the buttressed rear of our VH Charger introduced in Aug 71. Need to chase this story up.
I never read anything in the magazines about it back at the time. I always assumed it was a dealer thing. Would love to know the truth!
It is a mystery why they used this roof on a few of our cars, I would understand importing the Brazil body for 1970/71 as those cars kept using the 1967 rear sheetmetal, The US Darts rear was significantly revised for 1970, Given the VH range was almost ready, the Brazil body would have allowed Australia to keep using existing components, eg. rear bumpers with amber indicators are unique for Australia.
Personally, I don’t think the roof improves the looks of the Valiant at all,
Here’s one I shot.
There was no “Brazil body” to import. The extended sail panels are an add-on piece under the vinyl covering. The backglass and all actual body metal is the same as the US car.
I could get lost here with a bunch of “what if” thinking. Nice cars that would have fit in here very well. Agree with comment above that a hopped up slant six would have been a good route but, cheap gas – oh well.
Good article.
Great write up! A 318 Chrysler and a version of the New Process 435/445 in a Volkswagen? Blows the mind! As does why we here in the States, never got a 4bbl, 302 4 speed Maverick from the “Total Performance” company. But Brazil did! Easy enough to build your own, however… And I thought having a VW engine in Jeep DJ mail trucks was weird enough…
I really like that orange SE with the blackout grille and hood. A strippo model but still packing the LA…oh the possibilities!
Love LOVE LOVE the 71 Brazillian Charger R/T!!
I sure would like to see a side-by-side comparison of a ’71 Brazillian R/T Charger and a ’69 USA Barracuda.
love these cars. i’ve owned to us darts in the distant pass. the first one was a v8 sedan that i inherited when i was 17. it was so much fun that i lost my license a month later!
I’m not sure about the added buttress on the C pillar but that 4 headlight front on the yellow car looks sharp!
One minor detail, the ’79 grill looks more like the US ’75-’76 version than the ’73-’74.
North of the border, we got the American Dart GT, which was a a rebadged Duster. The factory, with which they were absolutely killing it in the market, was bought by GM around 1978.
Dad had 2 of them. I thought they were super cool back then, specially with the stripes, console and 3 spokes steering. Sadly, none of them had the Aussie fully instrumented dash.
Nice to know the story of these! For me, that white car in the lead photo is perfect–same shape as the US front but with the grilled lamps, and I *love* the extended C-pillar and the stripe job, magnum 500’s, and the way the whole package works. I supposed the Duster/Demon was better differentiated from the base car, plus we got the “real” Chargers, but how cool would it have been if we had this shape hardtop as an option in the Dart line?
Another excellent read, Rubens. Thoroughly enjoyed this one. So intriguing to see what Chrysler was doing in the other Americas during this challenging period for them. Love this Charger R/T (way better than Ford’s Maverick), but why do I like that Magnum so much? Looking forward to your next piece.
How do I order the repair c pillar buttress panels and from who
Excellent article on Brazilian cars, especially the Chrysler
Post 71 those4 cars should have got the Aussie hemi 6 the 318 could not compete with that NZ versions were 215 hp and prodigious torque for the 265.
Great article! The Dart in the U.S. was transportation with some hopped up models. The Challenger on the same platform was the sporty model. I like most of the Brazilian styling.
Interesting! Looking at some of variations, like the “Magnum”, makes one appreciate what a fine, clean design the Mopar “stylists” did with this body originally. The initial cohesive shape has aged very well, and looks, IMhO, much nicer than most of the overwrought “origami” things roaming the streets today!
The sculpted lines provide eye pleasing proportions and visual interest withOUT being busy or conflicting with each other. I’d refer to the new C8 Corvette as the EXACT OPPOSITE. 🙁 DFO
Loved the Charger. I lived in Campinas, Brasil as a young boy from 1967 to 1973. My Dad, a Colombian, was a tire engineer for Goodrich.
We had an Opala SS (can’t remember if it was a 3800 or 4100). It was cool. But then one of my Dad’s friends bought a Charger. Wow!
Another cool car I remember was the VW SP. Not a V8 and not powerful, but lovely styling.