1953 Plymouth Belmont Concept Car - www.robson.m3rlin.org

The Plymouth Belmont was the first plastic-bodied (reinforced fiberglass) Chrysler “idea car,” an experiment in new materials and design brought out in the same year as the DeSoto Adventurer.

The Belmont was a two seat V8-powered sports car, which the dealers had high hopes for, as being aimed at the Thunderbird and the Corvette. Not to worry. In the usual Chrysler Board mentality, the car and the design was retired before 1955, as being “too old.” Plymouth just shook its head and dug in again, working against odds as it went about setting new records, sales, speed, and design for 1955. Possibly, Chrysler had seen the sales figures set by the 1953 and 1954 Corvette and were underwhelmed by them. However, surely after seeing the sales recorded for the 1955 T-Bird, they probably kicked themselves in the rear area a few times.
The Belmont was a convertible, made for the 1954 Chicago Auto Show by Briggs Manufacturing (rather than the usual Ghia, because Chrylser had just bought Briggs); it was designed in the Advanced Styling Studio, under the supervision of head stylist Virgil Exner. Underneath the fancy curves was a chassis shared by Plymouth and Dodge, with a 114 inch wheelbase. The V8 engine was, according to the numbers, the 14th allocated to Plymouth, which had no V8 powered cars at the time; it was used in Dodges as the Red Ram, and squeezed 150 horsepower out of its 241 cubic inches, good at the time. The transmission was the corporate semi-automatic, sold by Plymouth as the Hy-Drive.

The Plymouth Belmont was long (191.5 inches), low (49 inches), and sleek, painted light metallic blue (it would later be repainted in red), with what passed for an aerodynamic theme; it also had turbine styling cues, not surprising given that Chrysler was seriously intending to release a turbine engine at the time (“[Chrysler’s] gas turbine has solved high fuel consumption, exhaust heat problems usually associated with turbine engines.”) The roof itself was a soft top hidden behind the seats, with a hard cover.

According to Second Chance Garage, Belmont used a stock engine, except for chrome valve covers and a low-profile air cleaner (to allow the hood to close) on the standard Stromberg WW-3-108 carburetor. The wheels were stock Chrylser options, and tail lights were from the prior year’s Chryslers; various pieces were taken from standard cars across the Chrysler Corporation lines. The windshield itself was made of Plexiglass. Virgil Exner had gotten permission to keep the Belmont after it was shown; it was sold in 1968, and changed hands a couple of times before being left on its own a garage. It was later rescued and is now in Don Williams’ collection in New Jersey.

1960 Plymouth Savoy Sedan

1960 saw the Savoy occupying the entry level position in the Plymouth Division when it came to retail sales, replacing the low-end Plaza. The Savoy would remain in this position until the end of the model’s existence, with the exception of the compact Valiant (once it was made into a Plymouth, instead of being a standalone brand).
Brand new for 1960 was the Slant-Six, which was developed for a few reasons. First, Chrysler had been working on an all new compact model, called the Valiant, and the company wanted a fresh new engine for that model, not too mention for the rest of their 1960 models offering a six. The old flathead was getting left in the dust by the competition, and it just didn’t lend itself to the new styling Chrysler wanted to employ for the Valiant, a lower hood line.
V-8 engines now came in 318, 383, 361 and the Golden Commando 395 version. Another first for Plymouth in 1960 was the use of unitized body construction, and in the six cylinder full size models, the automatic transmission had an aluminum case. 1960 was also the last year for generators in the full sized Chrysler product line -up, which included the Plymouth Savoy.
The Savoy came basically in two forms for 1960, the 2-door, and 4-door sedans, no hardtops this model year. There were 26,820 2-dr Savoys built, they sold for $2,379 in base model trim, with a V-8, and weighed 3,490 pounds. The four-door Savoy came in with a total of 51, 384 units built, sold for a list of $2,429 in base trim, with a V-8, and weighed 3,500 pounds. My 1960 Plymouth four-door Savoy, with a slant six and Torqueflite automatic, listed for $2,675, and my Dad paid $2,100 for the car at the time of purchase on June 13, 1960.

The Plymouth Savoy is an automobile produced by the Plymouth division of the Chrysler Corporation of Highland Park, Michigan.

Plymouth used the name Savoy on several automobiles. From 1951 to 1953, the Savoy name was used on a station wagon, upgrading the base model Suburban. Later (and more popularly known) was a line of full-sized Plymouths from 1954 to 1961 Ben’s Car Page Another incarnation was among Plymouth’s ill-fated downsized full-size cars from 1962 to 1964. As with the Plaza and Belvedere, the Savoy was named after an upscale hotel.

When introduced in 1954, later in the year with 1955 model paint schemes, the Savoy was Plymouth’s mid-level car and priced between the base Plaza sedans and the top-line Belvedere models. In 1959, Plymouth dropped the Plaza and replaced it with the Savoy, making the Savoy the marque’s entry level automobile and echoing the treatment of the once top-line Dodge Coronet.

In 1954, the Savoy was available as a two-door Club Coupe and four-door sedan and 2 dr Club Sedan. In 1956, the line added a hardtop coupe and the Custom Suburban station wagon. In 1957 and 1958, the line added a four-door hardtop sedan. In 1959, the Savoy was downgraded to entry level status. It lost both hardtop models, as well as the side trim and fancier interior trim it enjoyed in its original position in Plymouth’s lineup. Sales were not diminished however, as their use as fleet models by taxicab companies became so popular, that by 1960 a whole new model, the Plymouth Taxi Special, was spun off from the Savoy.

Plymouth discontinued the use of the Savoy nameplate at the end of the 1964 model year, except in Canada, where it continued through 1965. In 1965, the full-sized entry level Plymouth model in the U.S. was the Fury I. In Canada, even in 1965, the upper series was renamed to Fury II and Fury III.

1961 Plymouth Asimmetrica Ghina Concept Car -www.robson.m3rlin.org

Plymouth Asimmetrica

1961 Plymouth Asimmetrica Ghina Concept Car -www.robson.m3rlin.org

Designed by Chrysler Corporation, built by Ghia of Italy. This is the only one ever made to this design. It was fully restored in the early 1990’s and has been displayed in a California Museum since then. Red exterior with red engine. Tan interior, trunk and Convertible top.

1972 Plymouth Barracuda - www.robson.m3rlin.org

The Plymouth Barracuda is a 2-door car that was manufactured by the Plymouth division of the Chrysler Corporation from 1964 through 1974.
The first-generation Barracuda, a fastback A-body coupé based on the Plymouth Valiant, had a distinctive wraparound back glass and was available from 1964 to 1966.
The second-generation 1967 – 1969 Barracuda, though still Valiant-based, was heavily redesigned. Second-generation A-body cars were available in fastback, notchback, and convertible versions.

The 1970 – 1974 E-body Barracuda, no longer Valiant-based, was available as a coupé and a convertible, both of which were very different from the previous models.

1972 Plymouth Barracuda - www.robson.m3rlin.org

The redesign for the 1970 Barracuda removed all its previous commonality with the Valiant. The original fastback design was deleted from the line and the Barracuda now consisted of coupe and convertible models. The all-new model, styled by John E. Herlitz, was built on a shorter, wider version of Chrysler’s existing B platform, called the E-body. Sharing this platform was also the newly launched Dodge Challenger; however, no sheet metal interchanged between the two cars, and the Challenger had a 2-inch (51 mm) longer wheelbase.

The E-body Barracuda was now “able to shake the stigma of ‘economy car’.” Three versions were offered: the base Barracuda (BH), the luxury oriented Gran Coupe (BP), and the sport model ‘Cuda (BS). The high-performance models were marketed as ‘Cuda deriving from the 1969 option. The E-body’s engine bay was larger than that of the previous A-body, facilitating the release of Chrysler’s 426 cu in (7 L) Hemi for the regular retail market.

Two six-cylinder engines were available — a new 198 cu in (3.2 L) version of the slant-6, and the 225 — as well as six different V8s: the 318, 340, 383, 440-4bbl, 440-6bbl, and the 426 Hemi. The 440- and Hemi-equipped cars received upgraded suspension components and structural reinforcements to help transfer the power to the road.

Other Barracuda options included decal sets, hood modifications, and some unusual “high impact” colors such as “Vitamin C”, “In-Violet”, and “Moulin Rouge”.

Swede Savage and Dan Gurney raced identical factory-sponsored AAR (All American Racers) ‘Cudas in the 1970 Trans-Am Series. The cars qualified for three pole positions but did not win any Trans-Am races; the highest finish was 2nd at Road America.[citations needed]

A street version of the AAR ‘Cuda was produced, powered by the 340 cu in (5.6 L) “six pack” (three two-barrel carburetors) engine.

The Barracuda was changed slightly for 1971, with a new grille and taillights, seat, and trim differences. This would be the only year that the Barracuda would have four headlights, and also the only year of the fender “gills” on the ‘Cuda model.

The 1971 Barracuda engine options would remain the same as that of the 1970 model, except the 4-barrel carbureted 440 engine was not available; all 440-powered Barracudas had a six-barrel carburetor setup instead. The 426 Hemi remained available, and the Hemi-powered 1971 Barracuda convertible is now considered one of the most valuable collectible muscle cars. Only eleven were built, seven of which were sold domestically, and examples of these cars have sold for US$2 million.

In 1970 and 1971, the shaker hood and the Spicer-built Dana 60 rear axle were available. The shaker hood was available with 340, 383, 440-4bbl and 440-6bbl, and 426 Hemi engines. The heavy-duty (and heavy) Dana 60, with a 9¾ in ring gear, was standard equipment with manual transmissions and 440-6bbl and 426 Hemi engines, and was optional on those with the automatic transmission.

After another grille and taillight redesign in 1972, the Barracuda would remain unchanged through 1974, with dual headlights and four circular taillights. Big Block engines (383, 440, & 426 Hemi) were no longer offered; and the 318 was added to the ‘Cuda (BS) as the base engine. This continued through 1974 with the 340 being dropped in lieu of the HP 360.

As with other American vehicles of the time, there was a progressive decrease in the Barracuda’s performance. To meet increasingly stringent safety and exhaust emission regulations, big-block engine options were discontinued. The remaining engines were detuned year by year to reduce exhaust emissions, which also reduced their power output. There was also an increase in weight as bumpers became larger, and for 1973 doors were equipped with heavy steel side-impact protection beams. By 1974, only the 318 and 360 engines were available. Higher fuel prices and performance-car insurance surcharges deterred many buyers as the interest in high performance cars waned. Sales had dropped dramatically after 1970, and Barracuda production ended April 1, 1974, ten years to the day after it had begun.

1972 was a sad year for performance fans as the mighty Hemi and the 383 engines were retired because they couldn’t meet the new emission standards. The remaining engines had to be detuned and were now rated in net horsepower numbers, which on the surface seemed like a huge drop in power. Unfortunately, the top engine choice for the Barracuda was the 340 cid V8 and the convertible was no longer available.

Production:
‘Cuda Hardtop Coupe: 7,828

Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)

Performance:
340/240: 0-60 in 8.5 seconds, 1/4 mile in 16 seconds.

1960 Plymouth XNR Concept - www.robson.m3rlin.org

While Ford’s Falcon was running away with the compact-car market, Exner was transforming Chrysler’s compact, the Plymouth Valiant, into his most radical idea car of all, the 1960 Plymouth XNR concept car. (Say the initials quickly.)

Representing the peak of his enthusiasm as head of Chrysler design, its imaginative “Asymmetrical Styling” was bold, to say the least — especially for a Plymouth. The car was likely intended to be a preview of the similar but far more subtle styling then being planned for Chrysler’s 1962 showroom models.

1960 Plymouth XNR Concept - www.robson.m3rlin.org

1960 Plymouth XNR Concept - www.robson.m3rlin.org

The car could seat two, but was best suited for a single occupant, the driver.
Thus the huge port-side headrest-cum-tailfin, which was intended to emphasize the driver while harkening back to late-1950s racing-car design, exemplified by the likes of Jaguar’s D-Type and XKSS.

The driver sat behind a dramatically curved “personal” windshield; a smaller, fold-own windscreen was available for the protection of a passenger. Additionally, the passenger sat somewhat lower than the driver — a design touch intended to minimize the negative effects of the wind.

1960 Plymouth XNR Concept - www.robson.m3rlin.org

1960 Plymouth XNR Concept - www.robson.m3rlin.org

The frame of the XNR”s grille was constructed of heavy-duty materials and doubled as the car’s front bumper. The “X-motif” rear bumper was a visual reminder of the car’s name and essentially asymmetric nature.

1960 Plymouth XNR Concept - www.robson.m3rlin.org

Quad headlamps nestled in a big mesh-filled bumper/grille roughly oval in shape. The passenger seat was normally covered by a metal tonneau, but a small fold-flat auxiliary windshield was provided should a co-pilot be aboard.

The interior was finished in black leather and aluminum. Of the car, Exner remarked he was “striving to avoid the static and bulky, which is ugly and not what an automobile should look like. The goal is to try for the graceful look, with a built-in feeling of motion. The wedge shape expresses the function of automobiles because it imparts a sense of direction.”

1960 Plymouth XNR Concept - www.robson.m3rlin.org

Though XNR rode Valiant’s tidy 106-inch wheelbase, prominent overhangs stretched overall length to 195 inches. Height was just 43 inches to the top of the fin.

What excited sports-car fans — and prompted rumors of imminent sale — was the XNR’s engine. Power came from the hairiest version ever developed of Valiant’s 225 Slant Six, which pumped out 250 horsepower — 1.11 horses per cubic inch.

“We took [XNR] to the Proving Grounds and had a professional drive it,” Exner said later. “He lapped at 151 or 152, which wasn’t bad for that time.”

As a production sports car the XNR would have been unique; in racing guise it would likely have trimmed most anything in its displacement class.

But again, Chrysler decided there was just no market; even if there had been the styling would likely have seemed just too far out to sell well. Finally, Exner’s abrupt firing in 1962 killed any chance the design might have had for being refined into something more practical for production.

Incidentally, the XNR was one Exner special not built by Ghia, though the Italian coachbuilder did manage something similar on its own a bit later. Alas, its Valiant Assimetrica had none of the XNR’s flair, and never went beyond the one-off stage.

Representing the peak of his enthusiasm as head of Chrysler design, its imaginative “Asymmetrical Styling” was bold, to say the least — especially for a Plymouth. The car was likely intended to be a preview of the similar but far more subtle styling then being planned for Chrysler’s 1962 showroom models.

The car could seat two, but was best suited for a single occupant, the driver.
Thus the huge port-side headrest-cum-tailfin, which was intended to emphasize the driver while harkening back to late-1950s racing-car design, exemplified by the likes of Jaguar’s D-Type and XKSS.

The driver sat behind a dramatically curved “personal” windshield; a smaller, fold-own windscreen was available for the protection of a passenger. Additionally, the passenger sat somewhat lower than the driver — a design touch intended to minimize the negative effects of the wind.

The frame of the XNR’s grille was constructed of heavy-duty materials and doubled as the car’s front bumper. The “X-motif” rear bumper was a visual reminder of the car’s name and essentially asymmetric nature.

Quad headlamps nestled in a big mesh-filled bumper/grille roughly oval in shape. The passenger seat was normally covered by a metal tonneau, but a small fold-flat auxiliary windshield was provided should a co-pilot be aboard.

The interior was finished in black leather and aluminum. Of the car, Exner remarked he was “striving to avoid the static and bulky, which is ugly and not what an automobile should look like. The goal is to try for the graceful look, with a built-in feeling of motion. The wedge shape expresses the function of automobiles because it imparts a sense of direction.”

Though XNR rode Valiant’s tidy 106-inch wheelbase, prominent overhangs stretched overall length to 195 inches. Height was just 43 inches to the top of the fin.

What excited sports-car fans — and prompted rumors of imminent sale — was the XNR’s engine. Power came from the hairiest version ever developed of Valiant’s 225 Slant Six, which pumped out 250 horsepower — 1.11 horses per cubic inch.

“We took [XNR] to the Proving Grounds and had a professional drive it,” Exner said later. “He lapped at 151 or 152, which wasn’t bad for that time.”

As a production sports car the XNR would have been unique; in racing guise it would likely have trimmed most anything in its displacement class.

But again, Chrysler decided there was just no market; even if there had been the styling would likely have seemed just too far out to sell well. Finally, Exner’s abrupt firing in 1962 killed any chance the design might have had for being refined into something more practical for production.

Incidentally, the XNR was one Exner special not built by Ghia, though the Italian coachbuilder did manage something similar on its own a bit later. Alas, its Valiant Assimetrica had none of the XNR’s flair, and never went beyond the one-off stage.

When the engineers at Chrysler designed the Plymouth Pronto Spyder, a concept car unveiled at the 1998 North American International Auto Show in Detroit, they tailored it for a cost-savvy consumer who “wanted to have some fun,” according to John Herlitz, vice president of production and design for Chrysler.

One of the challenges in keeping the Spyder affordable was to lower manufacturing costs yet provide quality where customers really wanted it. The result was to spend less on building materials and more on the engine and stylistic details. The Chrysler f olks accomplished this by borrowing a materials application from Spyder’s cousin, the Plymouth Pronto, which was displayed at the 1997 NAIAS, and from Chrysler’s Composite Concept Vehicle shown at the 1997 Frankfurt Motor Show.

The plastic used on these concept vehicles is called polyethylene terephthalate (PET) and is the same material used to make plastic drinking bottles that store soda or spring water. The introduction of PET technology in the automobile industry has the ab ility to reduce manufacturing costs by 80 percent, leaving a chunk of money leftover for things like … a really cool supercharged engine.

Housing a mid-mounted 2.4-liter dual overhead cam transverse engine with 225 horsepower, the car is designed to drive like an exotic sportsracer with a low center of gravity. The Spyder is also equipped with 18-inch cast aluminum wheels, 225/40R18 Goodye ar tires and a 5-speed manual transmission.

Moving away from the boxy car look, this aerodynamic convertible is modeled after classic sportscars of the 50s and 60s, incorporating chrome accents and a plastic tortoise shell steering wheel rim that is reminiscent of the wood trim on cars of yesteryea r. The Platinum Silver concept car also sported an aircraft-inspired windshield, lightweight drilled pedals, and a tubular, low-slung fuselage.

The Plymouth Pronto Spyder was designed to help renovate the Plymouth brand by going back to basics: retaining Plymouth’s “value for price” mantra, while providing best in class performance.

We test-drove the Pronto Spyder concept car in 2004, when it was six years old – keeping in mind that few companies intend their concepts to last this long, or be driven this much. The engine seemed out of tune, and after we drove it, the designer took it out and opened the throttle wide – something we hadn’t dared to do, given the nature of most concept cars – which seemed to help. Even without pushing it, the power came through clearly, just as it does now on the SRT-4, which uses the same engine.

The steering is firm and tight, the center of gravity low, and the suspension firm, for a fun and stable feel. The driver is in a traditional low sports-car position; it’s easier to get into and out of than the Sling Shot, and about even with the Toyota MR2. It feels as though it would be more enjoyable (and comfortable) than the MR2, and feels as though it can deal with zigzags more easily. However, it’s really too narrow for everyday use; we’re not fat, but had to move out of the way of the stick, as did our slender passenger.

One of the amusing facets of the Pronto Spyder – which, despite the Chrysler license plate, did indeed wear a Plymouth badge – was the experimental use of color inside, a friendly, warm, deep red which works quite well, though the fact that it was spray painted is fairly obvious when you look at the stereo and climate control up close (it’s the standard Chrysler stereo). The metallic surface on the instrument panel was also used extensively in the beautiful Chronos; the wheel ended up looking better than the production 300C wheel. The odometer is painted on.

The engine is familiar now to SRT-4 and PT Turbo buyers, but at the time, it must have been seen as a pie-in-the-sky concept gizmo: the 2.4 liter dual-cam 225-horse powerplant, mounted behind the seats. The Spyder was designed to drive like an exotic sports car, helped by a low center of gravity and 18 inch aluminum wheels with 225/40 tires and a five-speed stick.

Also debuting on the Pronto Spyder was a plastic tortoise-sheel steering wheel rim, later used on the 300C, and extensive chrome accents. While the ideal would be to have the paint pigments directly injected into the plastic, the actual concept car has a silver paint sprayed onto it to make it look like molded-in-color plastic.

Weighting in at 2,700 lb, the mid-engined, rear-wheel-drive Pronto Spyder was probably capable of 0-60 times around 5.5 seconds, but that’s hard to say.

Before actual production, the Spyder would require a windshield that met crush rules, better body stiffness (the undercut A-pillar hurt it there), suspension travel clearance to the wheelhouse, and, of course, an inside mirror. It did have high-mounted door handles which worked quite well (we first saw them decades ago on the Chevy Berretta).

A One-Off Chrysler designed, Ghia crafted concept car. The Plymouth Explorer is a two-passenger sport coupe,rakishly sporting American styling innovations with continental flavor and carefully bult to Chrysler design and specification by the master coach builder Ghia of Turin, Italy on a modified production Plymouth chassis.

Price of this car is: $275,000

1952 PLYMOUTH EXPLORER GHIA SPORT COUPE