Most American station wagons were seen as disposable workhorses, used hard then dumped and forgotten when done. But thanks to Hollywood, there were certain Plymouth wagons that didn’t fade completely into oblivion: for the entire run of The Brady Bunch TV show, family matriarch Carol Brady always drove a late model, tan-colored Satellite wagon, including the redesigned-for-1971 midsize Mopar. In the real world, however, how good was the car? In the 1971 issue, Road Test Magazine reviewed a Satellite Custom Wagon, giving their assessment of the new fuselage family hauler.
Thanks to the wonders of TV syndication (and now streaming), The Brady Bunch became part of the American pop culture landscape and remained surprisingly popular for decades after its initial prime time run. The show’s syrupy take on the escapades of a remarried couple and their “blended” family of 3 sons and 3 daughters left a far more enduring legacy than anyone likely imagined when it debuted in 1969.
Chrysler Corporation received ample product placement on the show, and for the first several seasons both Brady parents drove a brand new Plymouth each year. Family Patriarch Mike Brady drove Fury convertibles, and then a Barracuda convertible. However, the show’s producers must have decided that Mike was more of a convertible guy than a Mopar man: once Chrysler Corporation dropped all its convertibles after 1971, Mike Brady was switched to Chevrolet drop tops, where he had an Impala and then two different Caprice convertibles for the duration of the show.
But Carol Brady never strayed, and stuck with Mopar all the way. No doubt a Plymouth Wagon was always useful for a woman toting around 6 kids (and full time live-in housekeeper Alice). Strangely for ‘bigger is better” America of the late ‘60s/early ‘70s, Mrs. Brady was never given a full sized Plymouth. Apparently there was no need for a supersized Fury wagon to wheel around when a still-jumbo Satellite was just right, even for a big brood.
For 1971, the mid sized Plymouth was completely redesigned, and naturally a new Satellite Custom Wagon showed up on the set of The Brady Bunch. In fact, for the opening episodes of Season Three, the Bradys took a family vacation to the Grand Canyon in their new Plymouth wagon. Let’s see what the Bradys were getting for their fictional family car.
Road Test notes that wagons had become “the standard for millions of highly mobile recreation-oriented families.” Perfect for the Bradys, and just what they needed to head to the Grand Canyon! However, the Satellite Custom Wagon reviewed by Road Test only sported the 318 two-barrel; surely Mike Brady had to pony up for the 383 four-barrel to haul his 6 kids, wife and housekeeper, along with towing a trailer.
The mid-size Satellite was still a very large car, and did not give up much in the way of cargo carrying ability compared to the larger Plymouth Suburban wagons. It was easier to drive and handle however, being almost a foot shorter overall on a 5” shorter wheelbase, 1” narrower and 520 lbs. lighter than the full-size wagon. The Satellite wagons were also less expensive, starting at $272 ($1,599 adjusted) below the bigger wagons.
The smaller size and weight of the Satellite wagon also paid benefits in handling and braking compared to the full size wagons. While obviously not designed for aggressive driving, the Satellite Custom test wagon handled and braked reasonably well, while the 318 offered adequate acceleration and decent fuel economy.
Overall, Road Test was favorably impressed with the Satellite Custom Wagon, especially in the minimally equipped form that combined economy with capability as on the car tested. RT’s basic wagon cost $3,963 ($23,302 adjusted), which was very affordable for a big wagon, though the car certainly did not have much in the way of desirable options.
However, a stripper wagon wouldn’t do for the Brady Bunch! Let’s take a look at the 1971 American Car Prices Guide to spec out a Satellite Custom Wagon that would be suitable for taking that Grand Canyon run in the utmost comfort.
Note the check marks and question marks on these pricing pages weren’t made by me. The original purchaser of this guide seems to have been shopping for a ’71 Satellite, possibly a Road Runner from the look of the options that were marked.
| 1971 Plymouth Satellite Custom 3-Seat Wagon | $3,333.00 |
| · Vinyl Side mouldings | $15.50 |
| · Vinyl trim, bench seat | $25.55 |
| · 383 V8 4BBL | $144.55 |
| · Torqueflite automatic | $237.50 |
| · H78x40 WSW tires | $36.80 |
| · Drive Aid group | $14.20 |
| · Trailer tow package | $39.90 |
| · Disc brakes, front | $24.45 |
| · Power brakes | $45.15 |
| · Accessory floor mats | $14.25 |
| · 50 amp alternator | $11.80 |
| · 70 amp battery | $14.80 |
| · Tinted glass, all windows | $43.40 |
| · Remote control mirror, left chrome | $12.95 |
| · Rear window defogger | $31.45 |
| · Air conditioning | $383.25 |
| · Electric clock | $18.45 |
| · Variable speed windshield wipers | $5.85 |
| · Dual horns | $5.50 |
| · Rear compartment lock | $11.00 |
| · Inside hood release | $10.55 |
| · Roof rear air deflector | $20.40 |
| · Drip rail moulding | $12.95 |
| · Wheel opening moulding | $14.05 |
| · Bumper guards, front | $16.85 |
| · Luggage rack, roof | $57.05 |
| · Automatic speed control | $60.90 |
| · Nox Exhaust Emission Control (required for CA) | $12.95 |
| · Power windows | $110.10 |
| · Power tailgate window | $34.65 |
| · Auto lock tailgate | $27.20 |
| · Radio, AM/FM with stereo cassette | $366.40 |
| · Extra H.D. suspension | $5.80 |
| · Tilt steering wheel with rim blow | $55.70 |
| · Power steering | $111.40 |
| · Deluxe wheel covers | $27.35 |
| Total | $5,413.60 |
So the Brady’s loaded Tunisian Tan Satellite Custom 3-seat wagon worked out to $5,414 ($31,831 adjusted), just about where a new 2017 mid-level Chrysler Pacifica Touring is priced—spot on for a nice (but not too fancy) family hauler for an architect and his bunch.
After the show’s third season ended, Carol Brady naturally had to get a new car (that Grand Canyon trip was tough), so this ’71 wagon was probably taken back by Chrysler and unceremoniously sold as a used car. From there, the world’s most famous ’71 Satellite Custom wagon likely met the fate that befell the vast majority of workhorse vehicles—used-up and junked.
Years later, this scarcity of early 1970s wagons probably made it tough for the producers of 1995’s The Brady Bunch Movie. The new wagon casting for Carol’s car was a 1972 Mercury Montego Villager—a shock for car enthusiast Brady purists who knew that nothing from Ford every graced the Brady’s driveway. But the Montego was a brown wagon from the 1970s, and that’s all the producers needed or cared about. The real irony is that the ’72 Montego wagon was actually a lower volume car—15,505 units were sold, compared to 21,975 ’71 Satellite wagons. Truly a quirk of the Southern California used car casting lot… After all, virtually any/all of these wagons were long gone by the mid-1990s, never mind today—just think, when was the last time you saw one?
Related Reading:
CC Cinema: The Brady Bunch – The Astro Turf Is Always Greener
This is what I’ve always liked about Chrysler cars, they handle better than either the Ford or GM cars.
hmmm, that is very subjective. They all had numb and overly light steering. The GM intermediates were probobly the best overall after ’72 and Mopars always locked their rear brakes too easily, something Ford was less prone to do.
All the power steering equipped Mopars I drove felt as if the wheels steered by remote-control, with virtually no feel. Obviously plenty of people wanted that set up. My beloved Fords were almost as bad. Of the domestics, GM products felt the most contemporary, and handled best, at least for me.
A Mopar could take a corner faster at higher speeds and the car wouldn’t lean like a GM or Ford….Also you could get *Firm feel power steering as an option on a Mopar …..Chrysler’s handled 10 times better than floaty GM and Fords..
Thanx Markk ;
That’s what I remembered about MoPars , they handled and often rode better bone stock .
.
I never knew about the ‘ firm feel ‘ option , I guess that was part or the Police RPO ? .
.
-Nate
An interesting read, as my family bough a virtually identical ’73 Coronet 3-seat wagon to replace the ’65 Coronet wagon. My experience concurs with the article on almost all points, including the handling. The ’73 was a much better car in every way than the’65, especially in its dynamic qualities. It ran harder, steered better, stopped better, was quieter, and the part-throttle kickdown on the Torqueflite really was a plus, and overdue. The ’65 felt sluggish because it upshifted early, and didn’t downshift unless one goosed it hard. Obnoxious.
I almost didn’t believe the weight distribution they gave, and I double checked it myself. It’s true: these wagons had a rear end weight bias. Which undoubtedly made them less of an understeerer than the front-heavy sedans. Of course, they were some 600 lbs heavier overall, which dulled performance.
Thanks for this trip back in time. Interestingly enough, when I came home for a visit and I took my first drive in the Coronet, I took it out to a new extension of the Beltway that had just opened, and traffic was super light, so I took it up to 100. It felt very comfortable and stable at that speed.
What a trip back in time. I had a lime green stripper four door sedan, but with the discs, the 318 auto and rubber floor mats. Loved it, it felt light on its feet, trim, and nimble, and yes, economical. At least that was all relative to the barges that floated around then, in the very early ’80s. Something very honest in that car that is lost on the mega content cars of today. The joys in twisting the key and driving, without all the interlocks and hoo-ha to spoil the love. Imagine, not having to put your foot on the brake to shift out of park! Freedom!
The rear weight bias was also in the GM stretched-A wagons, particularly the Vista Cruiser and its Buick equivalent. (That’s easier to understand, since glass isn’t especially light.)
Decent mileage too. 17/21 mpg. I wonder what the same achieved two or three years later.
And salt shaker hubcaps too! I could use a trip to the Grand Canyon in an old Plymouth today.
The front end on that Montego is just horrid compared to the Plymouth.
Love those wheelcovers! I had them on my 71 Scamp.
They landed down here on the 74/5 VK Valiant.
He’s referring to the ‘saltshaker’ hubcaps shown on Page 30 of the magazine above. They weren’t used by Chrysler Australia, but the regular domed hubcaps with the circles on it were. They fitted a cap over the domed part to conceal the words Plymouth Division.
MPG figures aren’t much worse than for modern minivans, & the hwy. figure might’ve been closer had Detroit offered overdrive automatics back then. Weight is similar & so is the power rating, though for a larger displacement engine.
There’s a rough, and I do mean rough, 72 Montego Villager wagon here. Its been covered up for several years now, albeit in the same back yard. When it was uncovered I didn’t get any photos. Of course it was buried pretty deep in the back yard, so a photo wouldn’t have showed much. Plymouth sure had some oversize tire options. I mean H78 40’s? WOW! Nobody in my family on either side were Chryco folks, so I never had, or have had, any experience with these. In fact I don’t think anyone in the family ever had wagons either. It was either trucks or regular sedans.
It was available with a 383 and a 4 on the floor! I’ll take that one!
At least they got the engine selection right. I’m surprised they didn’t write that the Hemi was available.
But where would Cindy sit? 😉
Wouldn’t a 383-2V and TorqueFlite make more sense for a wagon, though?
Awesome write-up! I recently saw a newer version of one of these, probably a 1976 or so and was amazed at the size of it for it being considered a “mid-sized” car.
Imagine the weight the Brady’s car was pulling with 9 people, luggage and a trailer! Hope Mr. Brady sprung for the bigger engine!
Shirley Partridge drove a ’72 Chevelle wagon, yellow with wood sides for one or two seasons of “Partridge Family”. Concours Estate?
For final season, she had a full size Caprice wagon.
Love these retro tests. One of my driver’s ed cars was an avocado green 72 Dodge Coronet wagon, almost identical to this. Another was a 72 Galaxie wagon. At the time you could feel the difference in size.
Tom C: there’s a 76 or so wagon driving the roads here in Tucson. Usually parked in the Goodwill parking lot by, I suspect, an employee there, as it’s always in the lot most of the times I go.
Funny: the spec chart doesn’t list any # for “details” and the finish gets an “80” for a fair rating. For what it’s worth, later in the decade, CR’s Coronet [or Satellite] wagon came with 54 sample defects, some of them dangerous. The year’s worst for that metric. [Who knows what arbitrary measure CR used, of course, except for the actual mechanical assembly defects].
Of course, Chrysler’s quality control (or lack of it) was legendary after, maybe, 1968.
Unfortunately so, JP.
Motor Trend tested a 1971 Plymouth Satellite sedan against a Ford Torino sedan and Chevrolet Malibu sedan. During this era, the magazine didn’t level much serious criticism at test cars.
The reviewers tried to dance around the issue, but based on the comments that they did make, you could tell that the Satellite’s build quality was considerably worse than that of its rivals.
The 383 and extra duty suspension would be mandatory if I were ordering this wagon back in the day. So would the largest sized tires offered.
Back when these were plentiful, I would have opted for the 1966-70 version every time, with its more solidly constructed bodies. But these have become more appealing to me over the years. Looking at this afresh, these early versions made for quite an attractive wagon.
It is eerie to read this and consider that Chrysler was about 3 years away from an implosion that it took a generation to recover from. But in 1971, it was still offering modern and appealing cars that would do well on a road test (so long as you found one put together properly.)
This car – particularly the front clip – looks better to me now than it did when new.
A big problem with Chrysler intermediates of the early 1970s is that even the high-line versions come off as plain, particularly on the inside. A Ford Torino could be turned into a mini-LTD if you bought the Brougham version, but Chrysler Corporation offered nothing comparable in either the Satellite or Coronet lines.
By the early 1970s, buyers of both intermediates and full-size cars wanted luxury, not pseudo-muscle cars, and Chrysler, once again, was a day late and a dollar short.
I spent a lot of time in one of these Satellite wagons. Except for being dark green, it was equipped about like the imagined Brady car, including AC.
The wagon belonged to a grade school buddy’s mom, and she became a carpool driver for us in Junior High. I saw the car from new (likely a ’72) to its end in 1982 when the longtime Plymouth family switched to Chevy and bought a Malibu wagon. A “K” wagon was just too small for them to contemplate.
Perspective is everything, new, and reasonably equipped, it probably was an upgrade from earlier cars. But, these were pretty spartan even when loaded up well beyond the typical transaction price. A lot of the interior bits seemed really cheap if you were more accustomed to mid price and up GM products, and my friend’s car didn’t seem to wear very well. It was pretty tired by 1977 or so, and just awful at the end.
At least the initial styling of these was not bad at all. Every subsequent year it seemed its better features took a hit. The ’72 lost the sort of cool integrated side marker lights in favor of the cheap and near universal all Mopar surface mount style. The ’73 had Federal bumper changes, the ’75 lost its unique Plymouth sheet metal and became a Dodge clone. Strangely, the ’77 took on stacked dual headlights while the final full-size Plymouths made due with single headlamp styling.
It is fascinating to read these early reviews – who knew that theft of spare tires was a real problem back then? I’ve never even heard of this before, but back then, you had a full-sized spare with a standard tire (as opposed to one designed only for limited-use as a spare) which could be used on a lot of cars of the day.
My recollection of the full-size spare from that era was the five-tire rotation, where you would rotate the spare in and out of use on the vehicle. I’m not sure that anybody ever did that, and if they did, you can bet that the spare became one of the worn-out tires, with only four new tires getting purchased.
Our 74 Montego had the protection group that included a spare tire lock. Mine still works fine after all these years. And I use it. Basically for originality, not because I’m worried someone’s gonna steel a 215 75 15 WW tire.
Its interesting they calculated the cars’ cost per pound. I guess there were plenty of people who thought a heavier car was a better value.
I expect they did not adhere to Studebakers’ concept to “add lightness” to their designs.
Ive always liked the lines of these. While this generation of Satellite looked great in coupe or wagon form, its the sedan that was especially frumpy…even among other sedans.
Im fully on board with RoadRunner-izing these things too. Give it some of the attitude of the contemporary GTX and RR, and then stuff it with a worked up big block then set the whole thing on either coke bottle mags or slots….YES PLEASE!!!!
How about this:
http://www.cars-on-line.com/67348.html
+1. But I like the sedans as well. Probably the best-looking US intermediate range IMO.
Gimme a wagon with a loop bumper. hehehe
You are right that these mid-sized wagons have pretty much disappeared. The only one I remember seeing lately is a 73 Torino that I see on my travels through a quasi-seedy part of Jacksonville.
And my personal experience mirrors that of a few folks here: the Mopar products had very lifeless steering, Fords were only slighty better, but the GM cars were fairly decent. My rides/drives in mid 70s Ford “intermediate” wagons (one of my uncles had a 73 Torino wagon) left me with the impression I was riding in/driving something purposely styled to appear huge. Opening the driver’s door gave you access to a front seat that LOOKED wide enough for 4 people. And the “excessive coke-bottle styling” of the Mopars and Fords made them (seem?) overly wide on the outside, too.
Yes, the Brady Bunch. Definitely remembered watching that show in prime time as a kid and all the Mopar cars save for Mike Brady’s later Chevy ragtops.
I’ve tended to associate these Mopar intermediates with cop cars (watching a lot of Adam-12 episodes may have something to do with that).
Adam-12 wasn’t the only one who used Mopar cop cars (and later AMC cars), some was briefly used in Ironside and more often on Mannix, Rockford Files while Cannon, The F.B.I. and the Streets of San Francisco used Ford cars.
I was born in 1962 so watched the Brady Bunch when it was new…and for decades afterwards; what a great show! And even then I remember thinking why were they not driving a “big” wagon with all those kids!
Just this past Sunday the episode aired where Bobby tags along with Greg and his date in the Barracuda convertible…and Bobby pokes a hole in the top with an umbrella. Remember that one?
Another favorite is the “Better Driver” episode where Marcia and Greg take that driving test in a 1974 Caprice convertible…dark red with a black interior. We got great shots of the interior and huge hood as those two maneuvered that barge through the coned obstacle course…then Greg panicked at the end and broke the egg.
What a trip, the “West Dale High School” shot looked instantly familiar, sure enough, that was actually Taft High School in Woodland Hills, CA, my alma mater (Go Toreadors!).
The Brady Bunch house that was featured in the opening establishing shot of many episodes is about twenty miles away in Studio City. Anyone familiar with the show and heading to Universal Studios (it’s very close by) should drive by and check it out.
There were 3 different episodes of Greg with a date in Dad’s convertible. One with the Cuda [mentioned above] and two with the ’72 and ’73 Chevy. Maybe the car companies asked? And of course the Drivers Test contest between Marcia and Greg with the ’74.
Also, I think maybe the director wanted the smaller wagon to fit easier in the studio? Most scenes with it were inside on the fake driveway.
In real life, the Bradys maybe would have had a Dodge passenger van. Large families were switching to vans in early-mid 70’s, before gas crisis. Then, we all know how Minivans then took off afterwards.
My Father, without consulting with my Mother, traded off her “Suburban Status Symbol” station wagon (pictured below) for a full sized Dodge Royal Sportsman van in 1971.
Plenty of room for their four full sized American kids on our frequent road trips..but a “box on wheels” was Mom’s most kindly description of it.
Mom was NOT amused. She refused to drive it.
Even at the tender age of 15 I noticed the dirty looks, dishes slammed on the table, tight lipped, hissed conversations and c-c-cold atmosphere between them.
Dad NEVER made THAT mistake ever again!!
My wife’s first husband made that same mistake. Even though she didn’t like her car, he traded her Montego for a yellow granada in 78. Almost divorced over it. In fact, a year later they did divorce, although the car played no part in that. He was a serial cheater.
I rather liked these old MoPar wagons .
My Stepfather bought a new blue Plymouth wagon in 1965 and my youngest Sister eventually got it , IIRC it took three replacement tailgates to last it until the mid 1970’s when the Massachusetts road salt ate it up to fail the annual safety inspection , well north of 200,000 miles the slat six was going strong .
In 1973 I bought a 1969 Chrysler 9 passenger station wagon for $150 , it was metallic brown and ran fine , I replaced the noisy U-Joint and ran the crap out of it a while , it rode nice and out handled GM’S & Fords but the power steering was beyond vague and I hated that part .
Who played the little Brady girl with pig tails ? . she looks familiar .
-Nate
Susan Olsen played Cindy Brady.
Post-Brady Bunch, she has primarily worked in graphic design and in radio. Contrary to an oft-repeated urban legend, she has NOT appeared in adult films.
Thank you .
-Nate
Very well researched and enjoyable article. A brand new 72 Satellite four-door is seared in my memory as my first Drivers Training car. I actually thought it was very nice – but any new car to a 16 year old kid in his first Drivers Training class is nice… Two memories stand out – the steering wheel was extremely thin and still had bits of plastic casting flash around its circumference – you could peel it off with your fingers while driving. And the steering was beyond numb – no feeling whatsoever – it actually felt more numb to me than a subsequent ‘68 Valiant that I had.
The hip, stylish wagon everybody wanted. But because of the build quality residue from ’57, nobody wanted them. They ran like hell to their Ford or GM dealer. I cannot blame them.
Then after seeing what was available at Ford and GM, they were so appalled they ran right back again.
spent 15 mins writing a comment only to have “invalid submission” message and all my work erased. not the first time this happened either. oh well, basically the comment was we had one of these.
Bummer, that happens occasionally. If I’m going to write a novel I usually do it in Word, then cut & paste just in case that happens.
Back in 1976, my older sister briefly had a 1974 Coronet Crestwood wagon (in 70’s dark olive green, of course, lol) which was the top-line model back then. It had the ‘wood’ side trim and a very nice parchment-coloured vinyl interior with high back split bench seat up front (including a fold down armrest, I believe). I concur with the other commentors that all Chrysler products from that era – and I drove several – had power steering that was light and vague as hell. It didn’t matter if it was a Chrysler Newport or a Satellite Sebring, the power steering was the same. I think this was because at anything under 40 MPH, even the mid-sizers drove like barges. My sister’s car had a 400 CID-V8 under the hood and though I never got to drive it on the highway, I did ‘experiment’ a bit in town with it. That 400 had some real ‘oomph’ to it. Unfortunately, it also sucked gas as fast as you could pump it in and was traded away for another green, ‘wood-paneled’ mid-70’s station wagon, a Pontiac Astre. But that’s another story for another time.
Agree. Mopar was (at least) one generation behind GM on power steering units. FoMoCo was little better than Mopar in this time period.
Heh, in 73 I tried to convince my dad to get the Dodge Coronet wagon, instead he got the bloated, slow 73 Gran Torino Wagon.
FAIL!
383’s actually got better gas mileage and had real decent performance…
383 2bbl would rip off high 14’s in the 1/4 mile with 3.23’s..That s a 2bbl ,not the 4bbl..tests with a lighter 383 2bbl 2.76 gearing Challenger ran mid 14’s..
318 shifted at 45 mph to 2nd…adjust that so its 50 mph then it makes a world of difference,setting wasn’t spot on for the 318..
My BigBlocks shift from 1-2 around 50 then when it finished shifting when floored its over 60 with a nice little chirp !
Now add a new 8 speed automatic with a 4.81 1st gear,and a 3.92 axle ratio and that thing would run 14’s in the 1/4 mile with a 318 !! and get 28 mpg !
The Dodge version of this wagon was raced successfully in NHRA stock class in 1971 by Judi Boertman. She won the 1971 Summer Nationals. I don’t know what drivetrain she used. Weight bias was it’s friend.
Parents had a 71 Plymouth like that – very plain inside but was a good car.
Years later in 75 they had a 1973 Torino Wagon – compared to the Plymouth that Torino was a battleship – somehow Plymouth wasn’t so bulky or overstyled.
The Torino just kept going – well over 200k miles on original engine – finally mom sold it to get a car with better gas mileage.