Since we’re discussing roaches, and it didn’t include the Chrysler A-Bodies, allow me to offer this as perhaps the ultimate contender. 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 Roach of the Road™, 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 (that was two years ago, and I saw him in traffic the other day), 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 next major 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. But when it comes to its most essential quality, none will top this evergreen ’65 wagon.
This is impressive at the spectacular level. Nothing else works. It is what my 57 could have been except for much better fuel economy.
Nice car, but I don’t really see the point of this engine swap. The Mopar smallblock V8 is also quite robust, and around-town fuel economy should be pretty close — he only gave-up 48 cubic inches. I’m not sure how much lighter a /6 is versus the LA engine though. I would have stuck with the V8 and 2.76 gears out back to keep RPM down on the highway.
update: According to Allpar, the 273 is only 50 lb. heavier than the 225cid slant-6.
Remarkably rust free too!
The convertible only survived the cut in 1967 as a Barracuda. Not that this made a tremendous difference….
Maybe Paul was thinking of the Dart. This reminds me that on a nearby car lot, someone has a Dart convertible with a 71-72 Scamp front clip on it. I have been meaning to get a picture. It really messes with a Mopar guy’s head.
In Elvis’ movie “Easy Come, Easy Go”, the king drives a ’67 Dart ragtop.
On another note, of all the (few remaining) “old” cars here in daily service (usually because of sea-salt rust) . . . the majority (quite a few) are Valiants/Darts and there are a few clean old Belvederes (’66 ’67) and Coronets (same ’66 and ’67 vintage) on the roads and clogged freeways of Oahu (Honolulu County).
I think the point of the engine swap is that the owner is a slant six fanatic. Sure the v8 would probably be nearly as good on mpg, but the slant six is a legend and for some of us, there’s nothing else that would do. The Super Six in particular is a great engine, as its progressive 2bbl carb means it can either be driven slowly for economy or you can put your foot down for power. I also love the owner’s soldered copper pipes for the heater- that’s the sign of a caring owner, someone who finds the parts that fail after 20+ years and modifies a better solution.
Too many people don’t appreciate the idea building your own perfect car- not for style, but to systematically choose the best bits of technology from each era. I sometimes find it perplexing that people spend thousands on a classic car only to drive it a few days a year. I believe that if a car was used everyday in 1979 or 1964, it can easily be used everyday today too. With attention to waxoyling everything, rust won’t be an issue, and a welding course at the local community college means that I can now zap up anything that rots off.
I’ve done the same with my245- kept the stromberg carburettor but swapped the autobox for an electric overdrive, GLT velour interior, fitted heavy duty rear springs and an LPG tank in the spare wheel well, which cuts my fuel bill in half. IPD roll bars, rear arch liners, modern stereo and new 4″ speakers as well as an electronic ignition mean that my Volvo is better than the spec it was when new and is as close as possible to a spiritual replacement for my old Space Duster, yet with better build quality.
I’m doing the same with my other car, a 1961 Rover p4. I’ve taken every engineering improvement made to Land Rovers over the 40 years they have used the same 2.25 petrol engine in order to bring the mechanics to the modern age. LPG and electric power steering are next, and it will be another roachmobile.
Excellent statement, I agree wholeheartedly. A sixties Rover with modern LPG power is a very interesting proposition.
Same spirit with very different choices as the ’93 Miata I enjoyed driving to work today, and my plans to install an electronic drivetrain with AC motor and lithium batteries. 1st-gen NA Miatas are modern, well-built, comfortable and safe enough for daily use, and may be the all-time ultimate light roadster. Not available new today at any price. The engine is sweet, another pinnacle of its kind, but I’m an EE and electric power is now the cutting edge.
That’s quite interesting- I’m very interested in all types of alternative fuels, as dino juice is going to be getting more expensive every day, and keeping big heavy cars on the road will take some engineering. One thing I’ve always thought about modification wise is the idea of an automatic gearbox hollowed out and having the torque converter replaced with a locomotive or prius type generator/motor. As components shrink, this would become more possible. Doing this to a BW35 would mean that most European cars could be hybridized, and similar kits could be made for the 727, THM400 and C6 would do the same for American classics. The regenerative braking is a welcome side effect for drum braked cars.
> I think the point of the engine swap is that the owner is a slant six fanatic. Sure the v8 would probably be nearly as good on mpg, but the slant six is a legend and for some of us, there’s nothing else that would do.
You’re probably right that the owner is a /6 fan.
> I also love the owner’s soldered copper pipes for the heater- that’s the sign of a caring owner, someone who finds the parts that fail after 20+ years and modifies a better solution. … Too many people don’t appreciate the idea building your own perfect car- not for style, but to systematically choose the best bits of technology from each era.
You would probably get a kick out of what I’m working on right now then. Unfortunately, I probably won’t do a CC article on it until the bodywork and paint are complete, which will be awhile still.
> I sometimes find it perplexing that people spend thousands on a classic car only to drive it a few days a year. I believe that if a car was used everyday in 1979 or 1964, it can easily be used everyday today too.
In principle I agree with you. One of my Chryslers was may daily driver in the summer months for a number of years. Once it’s back on the road after the bodywork, how much I drive it will probably depend on what kind of insurance coverage I can get for it. On the flip-side, my convertible is on collector car insurance and almost never leaves the garage. Numerous times I’ve thought about selling it because of that.
It’s a cool car, except for the stains under the gas cap.
I always wanted one of these A body wagons. There is just something appealing about these. They are cute, like a Furby or a Tribble. Yet they are also robust. My favorite would be a 64 with pushbuttons for the Torqueflite, but I could live with the lever as well.
As for the engine swap, I would wonder if parts availablity is an issue. The 273 did not stay around that long (wasn’t it gone before 1970?) but the 225 was made continuously from 1960 until at least the late 1980s. It is no fun when the parts store has to get every part for your tuneup “from the warehouse.”
I have long been intrigued by the concept of a “permanent car.” Unfortunately, this is more of a theory than a reality in my area of the country where road salt is still common in the winter.
The 273 was available in 68 but not in 69 when I bought my 69 Coronet 440 with the 318. Think fiberglass. I will have to look for it but I ran across some two part mix that you can paint on bare metal. It acts like fiberglass and is used for wood replacement on rotted parts with antiques. I don’t see any other way to build anything permanent up north.
The bulk of the normal tune up parts are the same as for any older Mopar V8 for example it uses the same points, cap and rotor as a 426 Hemi. Things like gaskets, starter and alternator are the same as other Mopar small blocks. Now internal parts that are specific to the displacement are likely another story.
I don’t think I have ever owned an LA (I’m not sure how that happened, either). Maybe I was scarred from my experience with two different wideblocks, the later one into the early 1990s. Most of the parts stores books stopped at 1967 and the LA 318. You had to go to the really big main area warehouse for the given chain to get stuff for 66 and earlier 318s. And even in the late 70s, the cartridge-type oil filter element for my ’59 was a genuine PITA to find.
@Eric: That’s what I was going to say. Unless you need to replace pistons, there’s almost nothing about the 273 that would not be common with the 318.
The 273 was bored out to the 318, 340 and 360.
The 360 has a longer stroke than the others, so it uses a different crank. I read on Allpar that the 273 retained some internal parts from the older A engine making it slightly unique, but that’s all engine internals. Regular maintenance items and even components like cylinder heads, valvetrain parts, etc. should all interchange.
“I have long been intrigued by the concept of a “permanent car.” ”
An A-Body would be a good choice for this. Not only are the basic mechanical parts extremely rugged, but the few repairs that are needed are simple to make with cheap and readily available parts.
My first car was a /6 powered ’66 Valiant, same colour as the subject car, and with the same stains under the gas cap. It was still running just fine when I got rid of it in the early ’90s, and it had never had a wrench in the engine or transmission after 25+ years in our family. David Saunders posted a picture of a ’74 Valiant that I suspect was the car I learned to drive in the other day. That car never needed any powertrain work in 28+ years of daily driving, and by the looks of it is still running.
There was an interesting piece on Allpar about the testing that was done on these old school Mopar engines: http://www.allpar.com/corporate/bios/ed-poplawski.html.
“I have long been intrigued by the concept of a “permanent car.” Unfortunately, this is more of a theory than a reality in my area of the country where road salt is still common in the winter.
Think of the Post Office…their LLPV (Long-Life Postal Vehicle) was made with aluminum and introduced in 1986. They’re still running…the original ones were made by Grumman-Olsen and used Chevy C-10 underpinnings. There’s talk of retiring them now, but only because the mechanicals are mostly worn out and the drivetrain horribly obsolete.
Anyway…26 years and still serviceable. An aluminum-bodied CAR…you could buy when you’re twenty, say…and still be driving it as you’re headed towards the home stretch to Retirement.
The Legendary AP6 is identical to this great car I would ditch the slant6 in favour of the light years better Hemi6 a 245 probably far more grunt than the V8 and much better fuel economy than the slant otherwise its perfect. What killed most of these out this way was rust on unsalted roads.
Oops, wrong article 8-{}
I had forgotten the toned-down styling of the second generation Valiants – they definitely sold much better in the midwest than the first generation. One of my high school teachers had a 64 white four door with absolutely no options (well, I’m sure it had a heater) similar to this one. My recollection is that the Dodge Dart sold better, at least I saw more of them on the road. The styling was so much more crisp and modern looking than the Valiant; the front end with the single round headlights on the early models looked a bit like the Chrysler Turbine car.
The wagon was continued after ’67 in Australia. But in the US, a lot of the compact wagons died out in the 1966-68 period. Chevy cancelled the Nova wagon with the ’68 redesign, and the US Falcon wagon from 1966 on was simply a Fairlane with a Falcon front clip. I think the Big Three figured out that the compacts were competing with their own larger (and more profitable) wagon models more than they were increasing the overall number of wagon buyers. Import wagons back then were extremely quirky, so wagon cuastomers could easily be shifted to the larger vehicles.
IINM, AMC even dropped the Rambler American wagon around that same time period.
Something similar befell the convertibles and hardtops, too. Once these body styles were available in a given brand’s intermediate and ponycar lines, they tended to disappear from the “regular” compact line. The only reason the Dart kept its convertible and handtop for ’67 was that Dodge didn’t have a ponycar. The Dart convertible was dropped after ’69 to make way for the Challenger, although the Dart hardtop had carved out enough of niche towards the end of the ’60s that it was allowed to continue, and would even cross back over to Plymouth a few years later.
The extent to which these moves were responding to versus attempting to drive customer demand (towards more profitable models) is debatable. There was probably a little of both at work.
Wouldn’t the Rambler American (or any Rambler) be the Kelvinator of appliances?
“He’ll have to switch over to a Volvo 245, like so many former A-Body drivers have”. I find this comment kind of ironic considering in Australia our nickname for the Volvo is “The Swedish Valiant”. After 25 years I still haven’t figured out if it is a compliment or and insult.
Can attest to the slant 6′s longevity.
My parents had the ’64 “full size” Dodge 330 wagon with that very motor in it, but with the 3spd Torqueflite autobox (with push buttons!).
They drove it from 64-77 and it had somewhere around 450-150K original miles on it and it pretty much never let them down until the last few years.
I think I saw somewhere that either Dart or Valiant wagons were continued into the ’70′s in South Africa. I always wanted to import a ’72.