A couple of recent Australian Valiant finds by John Cockerell at the CC Cohort, a ’66 and ’69 respectively, reminded me that these models deserve a short revisit. Firstly, because they’re survivors. Secondly, and more importantly, they encapsulate the “up” side of Chrysler’s Australian (mis)adventure; which like all things Chrysler, was a boom and bust kind of thing.
A short 30 years, of which the Valiant was an essential part, helping the maker go from about 7K units sold in ’61, to over 46K by ’65. Numbers that would improve with today’s subjects, the VC and VF Valiants, models that, for a short while, made Chrysler Australia a contender against Holden and Ford.
Of course, none of this history is really new at CC. If you wish to see the whole Australian Valiant genealogy, you can go to our previous links HERE and HERE. And as can be seen in today’s pristinely ’66 VC preserved sample above, the model doesn’t just get attention online. It’s a nameplate that has its fans to this day, in the metal.
From early on, locally assembled Chrysler products had the mix and match look that oftentimes characterizes some overseas operations.
First, a brief recap. The Pentastar’s earlier Australian endeavors had been under the Chrysler-Dodge-DeSoto Distributors (Australia) Pty. Ltd. entity, established in 1935 as a means to import and assemble products in that land. Originally a consortium of 18 importers, all efforts were officially acquired and consolidated by Chrysler Corp. in 1951. Investment in local production facilities quickly followed, the most relevant early on being the acquisition of Richard Industries. The TJ Richards body-building shop had a long history in that nation as a coach building entity, dating to the 19th century and creating its first automobile body in 1913. By 1951, Richard Industries’ operations included three well equipped plants already providing Chrysler with vital services, from pressing body panels to assembly and painting. That, plus a group of talented and industrious local professionals.
A brief uptick in sales in the early postwar years didn’t sustain, and by the late ’50s, Chrysler’s Australian operations needed some new thinking. Recent Chrysler exec hire David Brown had arrived from the US in 1958, and by 1960, had ascended to managing director. Aware of the Valiant project in the US, he felt the new compact was just what the Australian operations needed to push the maker into the mainstream.
All good and fine plans, except for the Valiant never being planned as a right-hand drive car. After some back and forth, a good deal of persuasion, and sending its chief engineer to handle the matter personally, the Valiant R showed up in Australian showrooms in proper right-hand drive configuration. Physical modifications included new engine mounts to displace the slant six an inch to the left (from the driver’s seat), and a relocated oil filter (a tight squeeze on the engine’s right). Larger size wheels became standard too, providing more clearance to better suit local needs.
Then, there was the marketing angle, placing the Valiant as an upscale middle class offering. As such, the model was only offered with the larger 225CID 145BHP version of the Slant Six. Shifting was either via a 3-speed manual or an optional Torqueflite auto. That plus all other known Chrysler qualities of the era, from the torsion-bar front suspension to the unibody construction.
However, it was the Slant Six’s 145BHP output that caught a good deal of the attention. In a land filled with 75BHP Holdens or Austins, Morrises and Hillmans, the Valiant sure made an impression in its early days.
That impression clearly varied. Local reviews were impressed with the car’s performance, though, like many elsewhere, were nonplussed by its styling. Buyers, meanwhile, saw a good deal and took a shine to the model. As for body styles, you had your choice of 4-door sedan or… that was it. Variety would soon come however. With the ’62 run sold out and demand increasing, new modern assembly facilities at Tonsley Park opened in 1964 to good timing.
Local styling, trim levels, and body variants began to show up: a station wagon in 1963 (AP5 line), and a coupé utility in 1965 (AP6). On the mechanical front, the model started to offer an optional 273CID V8 in ’65.
By 1966, the Valiant’s marketplace was secured and steadily rising. Local variations to the car’s styling were becoming more prominent too, as can be seen on that year’s VC generation; the models belonging to today’s finds.
There’s hardly anything of the Valiant’s original 1960 whimsical lines to be seen on the VC; instead, it’s angular formality. A restyling done under the guidance of Chief Stylist Brian Smyth, with the brief to create a car that had a “design that was visually stronger and more distinctive compared with Holden and Ford.”
The VC’s new styling was certainly clean and modern, as can be seen in the car’s straight face. No argument there. I’ll leave it to Aussies to discuss on whether the “visually stronger and more distinctive” claims felt true.
By this point, the model’s upscale credentials were also well established. In the US Valiant brochures, the words “prestige” and “luxury” had to fight for attention against terms like “economy package” and “economy bred”. In Chrysler Australia’s communication, there was less economy-oriented language and more references to “prestige motoring”. Trim choices, as can be seen, had expanded too, and the upper “Regal” and “Regal Safari” ones toyed with monarchy terms, as well as exotic locations.
The VC would remain in production from ’66 to ’67. Meanwhile, Chrysler A-bodies would get a major overhaul stateside for ’67. Novelties, which naturally would show up in Australia as the Valiant VE, and as can be seen above, its arrival caused quite a sensation. Styling, as it was in those days, showed an amalgam of Dodge and Plymouth themes, to US eyes at least.
Engine options now included the Slant Six in 145BHP and 160BHP states of tune, plus a 195BHP V8. By year’s end, sales figures showed that the press wasn’t the only one that took a liking to the car, as ’68 production numbers came to a total 73K units sold between the model’s variants.
The Regal trim in the ’68 models provided Valiant-style luxury. But there was more in store in that regard for that year…
Being the Brougham era, a more upscale “VIP” version of the Valiant appeared as well, stretching the car’s wheelbase to 112″. By ’69 (above), Valiant references were being silenced with the “V.I.P.” term taking center stage. The model became Chrysler’s main luxury offering from ’69 to ’71, competing more or less successfully with the Fairlane and Holden Brougham, at least for a short while.
Talking about, a ’69 VF Valiant is our second find of the day, carrying the styling updates that debuted that year. In other ’69 news, a 2-door hardtop had also debuted, and further Australian involvement was making its presence felt on the models. New powerplant options included a 175BHP Slant Six, and a 318CID V8 in 210 and 230BHP states of tune.
The VF line would last until ’70, and from then on, Valiants would become more distinctive and unique to the Australian market. However, signs of slippage were beginning to show, with the following VH generation dropping to about 53K sold units in ’71. Partly result of Holden and Ford, who understandably hadn’t been sitting still, catching up in more than one way with the Valiant.
Add to that the financial troubles the mother company was to start having soon, and by 1974, development money dried up for Australian operations. Understandably, the model’s eventual fate was sealed at that point, with Chrysler Australia’s local operations coming to an end in 1981. In hindsight, a sequence of events that followed the usual boom and bust Chrysler cycle. But while it lasted, it was also the usual fun, wild and distressing Pentastar ride.
Related CC reading:
As a fellow Australian, I want to congratulate you on writing such an outstanding article on Australian Production (AP) Chrysler Valiant. Simply a great read.
My personal favourites are the 1965 V8 Valiant (above Regal trim) and of course the ‘R’ & ‘S’ Series Valiants which more than any other models lifted the standard of cars for Australians.
Great article!
Good looking cars IMO .
I hope they handled well as older MoPars tended to do .
-Nate
They were certainly better than the Holdens, though their steering was always a bit how’re-ya-goin’, possibly because in RHD, the box was never bolted onto the famous Chrysler K-frame. It was attached to the chassis for reasons of space, and on plenty of them, the chassis rail would crack there.
Yes the R/F rail broke on my VH wagon, the steering got really vague after that, sold that car to Shepparton auto wreckers, saw it a year later when scavenging parts for my VJ Regal stripped to a bare shell no demand for Valiant parts they reckoned when buying it though.
Yes that was the Valiants weak spot, the area would trap mud and moisture causing rust as well, aggravating the issue.
Always wondered if they could have bolted it to the proper K member with the introduction of the straight standing Hemi, but probably wouldn’t have worked with the V8s then, oh well.
You could make them handle well but they werent great from the factory, a Kmac kit and wider tyres did wonders for the handling.
It’s hard to spot, but the VC is the ’63 AP5 – derived from the ’63 US Valiant, of course – with new bonnet, guards and grille, and same at the rear (new guards and bootlid). It’s effective, though I personally like the earlier ones better. We never did get the bigger ’67 US body. Even the very large-looking fuselage ’71 VH had plenty internally in common with the older shell. One quirk from that is the “hemi” six, which doesn’t slant, is noticeably over a bit to the left from that ’62 earlier change to make the first Vals RHD which is mentioned.
“Visually stronger than Ford or Holden?” Actually, yes. The competing HR Holden looked a bit narrow-tracked and feeble, and the Ford, identical to the US ’66 visually, looks less tough than the Val. But on the other hand, I think that’s also because the Val is a tiny bit ugly! Great cars, mind.
Wonder if Chrysler Oz ever made money in real terms (ie: without subsidy/tariff amounts factored in)? They were up to perhaps 80%+ local content by about ’65, and closer to 100% by ’71 – all to sell about 60K cars per year. The entire stamping, engine foundry, etc etc, was sold to Mitsubishi by just ’81, not much more than 17 years from start to inglorious end.
Pretty sure we did get the bigger 67 body justy, we must of because the Hardtops had the local front panels fitted.
I don’t know if Chrysler Oz made any real money or not.
but from the Tony Davis Valiant book –
“In all the years Chrysler Australia had operated, not a single dollar had been sent back to the parent company. All returns had been ploughed back into the local company”
Jonco43 I think Justy means Australia didn’t get the bigger 1967 US Dodge Dart body complete with its 111″ wheelbase.
Our own ’67 VE was an amalgam of the 106″ VC floorpan (and those carryover small rear doors) mated to a US 67′ Dart front end. I think the 2″ wheelbase extension of VE to 108″ was carried ahead of the firewall, a-la Torana LC 6cyl.
Interesting to note the VF and VG Chryslers were the first Aussie cars to concurrently feature three different wheelbases; being 108″ for regular Valiants, 111″ exclusively for the Hardtops, and 112″ for VIP.
In the late 1970s I helped guide my newly married brother into an excellent white VC manual sedan, identical in condition and mileage to the featured car. John had lost faith in his bought-new Mazda RX3 sedan which was by then due for its 2nd replacement engine! For $675 his VC served with customary Valiant reliability and his wife appreciated the all-synchro column manual, another local 1st for Chrysler.
I reckon one of the most attractive aspects of VC was its tidy rear styling, unique to Oz and featuring those distinctive cathedral tail lights etc.
They were nice cars and sold well in NZ they really were popular and more power than other Aussie sixes on road or track performance was good for a six not at Vauxhall levels but the introduction of the V8 managed to mostly solve that problem,
The VIP began with the VE model with a plastic cap to alter the rear window size and nicer seats inside and usually a V8 at least in NZ though the spec on all Aussie cars was upgraded to compete with other brands not available on the Aussie market, something Kiwis only find out about when used car shopping in OZ, that would have stopped when NZ assembly ended in the 90s but the dealers stepped in and demanded cars specced so they would sell in a market flooded with high spec ex JDM used imports you want to hand crank windows in your new Falcodore why?
The VF was the last slant 6 model in Aussie, the new hemi six had more hp, gobs more torque,
there was a pacer editon of the VF.G,H, that had different carb floor shift bucket seats go faster stripes etc, that are quite rare now and prized, I owned a few Valiants, they were good cars that fell to the bottom of market and were a good bargain on the back row of used lots, a 65 AP6 was a good old heap for the $20 I spent buying it.
The front end of the 1966 Aussie Valiant looked better than the American one to my eyes.
Also, interesting to note then the Valiant got its best sales in South Africa during the same time period as well and being a amalgation of Dart and Valiant elements.
https://www.flickr.com/photos/ifhp97/49438007671
A good story, well told.
At the time it was exciting to see what the local big 3 would come up with next. Now that I look back on these Valiants, and their sales figures, I’m amazed they made so many changes from the US Valiant and Dart. So many changes beyond the bare minimum. Wholesale panel changes, notably roof stampings and rear windows – just to look different? And Detroit approved that, I guess.
Oh they certainly got off to a flying start with the Slant Six offering almost twice the power of the forties-tech Holden six. By the time you factor in the early Falcon’s well-publicised weak front ends (we had one; they were bad), you could think Valiant was the first really serious competition for the Holden. Things were looking up for Chrysler.
By the time the VE came out, I remember seeing an ad spruiking ‘The $3 or $4 difference”, pointing out that Valiant only cost $3 or $4 more than a comparable Holden or Falcon. That surprised teenage me, but I didn’t check the fine print to see just which models they compared. Having introduced the Valiant as something pricier but obviously better, now they were switching tactics for greater sales. Which all went gloriously bust in the seventies, after those memorable Chargers.
As Justy says, I wonder if they ever made money?
One last thought: those separate R E G A L letters on the rear quarter of the VF. Occasionally you would see them rearranged; I remember seeing LARGE once…
I think the roof and flat (cheap to make) glass was designed from the start of Australian production to be cheaper to make than the US version, I think it looks better than the US cars, and wasn’t changed from AP5 through VC, that way they could just tweak the front and rear panels.
Brycey, big big man what’s going on, this quite a pleasant if not a little bland comment there, but barely any slagging off of the Australian automotive industry. Is everything ok?
Thanks Mr Baron for featuring my pictures to go with your great story.
A few details on this car, it has 64000 original miles, has had 2 owners and I think it has spent it’s whole life in the central Victorian town of Castlemaine, some cars are just born lucky I guess, A Holden was traded to purchase this car, not sure what model, but $650 was the trade in value on the Holden.
I’ve always thought this was the best looking of the 2nd generation Valiant, looks longer, lower and I like the aggressive stare of the headlamps without bezels.
The fact that this is the basic model and it looks so nice IMO highlights that sometimes less is more.