Originally a flashy, limited-edition image leader, by 1961, the Plymouth Fury had become a bread-and-butter big car, the mainstay of the line. Starting in 1962, it began a bizarre odyssey, going from small to large and back to small again.
This week, we take a look at the strange incarnations of Plymouth’s big cars in the sixties and seventies, including the Plymouth VIP, a short-lived luxury version that the ads once dubbed the “Very Important Plymouth.”
PLYMOUTH IN THE EARLY SIXTIES
The early sixties were a time of both promise and turmoil for Chrysler’s low-end Plymouth brand. Styling VP Virgil Exner, Sr.’s dramatic “Forward Look” design themes of the late fifties had sent shock waves through Detroit, leading to a veritable palace coup among GM’s design staff.
The rakish Plymouth Fury, a performance-oriented model first introduced as a 1956 special edition, made a great showing in Daytona Beach speed trials, becoming a sort of budget version of Chrysler’s fearsome 300 “letter series” cars. Plymouths were the most sophisticated of the Low-Priced Three, with torsion bar springs, pushbutton transmission controls, and, starting in 1960, unitary construction. And after 30 years of being paired with other Chrysler divisions, there was serious talk of giving Plymouth its own separate dealer network.
At the same time, though, Chrysler was suffering through crisis after crisis, from notoriously poor assembly quality to allegations that company executives had taken kickbacks from suppliers. While Plymouth was separated from Dodge in 1960, it remained paired with Chrysler, while the newly independent Dodge Division received clones of Plymouth products, cutting sharply into Chrysler-Plymouth sales. Virgil Exner’s outré 1961 styling went over poorly with the public, which allowed Rambler to unseat Plymouth from its traditional number-three sales position. Then, faulty intelligence led Chrysler president William Newberg to order a hasty and expensive downsizing of Plymouth and Dodge big cars for 1962 in the mistaken belief that Chevrolet was about to do the same thing. The result was a sales disaster, as Dodge and Plymouth dealers were stuck with awkward-looking midsize cars with full-size prices. Plymouth slipped from fourth place in total sales to eighth, Dodge to ninth place.
Bill Newberg was already gone when the ’62 cars went on sale, implicated in the kickback scandal, and by July 1961, Chrysler administrative VP Lynn Townsend had become president. Townsend fired Virgil Exner, making Exner the scapegoat for the downsizing debacle, and imposed draconian cost-cutting measures to stem the corporation’s flow of red ink. Fortunately for Townsend, Exner’s restyled ’63 models (tweaked only mildly by new styling VP Elwood P. Engel) were much more successful, enabling Chrysler to quickly reclaim some of its lost ground. Townsend took the lion’s share of the credit, earning him an appearance on the cover of TIME in November 1962.
The arrival of Lynn Townsend and Elwood Engel marked the end of Plymouth’s most innovative period. Although Chrysler’s technological and styling advances had won critical acclaim, those innovations had not translated into commercial success. Townsend made a conscious decision to steer the company down a more orthodox path in both styling and engineering.
SALVAGING THE B-BODY
Saying that Chrysler downsized its big Dodge and Plymouth lines in 1962 is slightly misleading. The company’s full-sized body shell — known from 1965 on as the C-body — survived in the Chrysler line and was hastily reintroduced to the Dodge line midway through the model year. From a technical standpoint, what Chrysler had actually done was to create a new midsize body by stretching and widening the shell of the compact Valiant and Dodge Lancer (later known as the A-body). Although the dimensions of the new “B-body” split the difference between the A-body and C-body, structurally, the B-body had more in common with the Valiant. Like all contemporary Chrysler products (except the big Imperial), the B-body was unitized, but its front end was welded to the cowl, eschewing the bolt-on front subframe of the C-body. Omitting the subframe meant somewhat higher levels of noise, vibration, and harshness (NVH), but made the B-bodies substantially lighter (by as much as 420 lb/190 kg) than the previous year’s C-body Dodge and Plymouths.
Chrysler was not in a position to discard an all-new body after only a year, so both Plymouth and the standard-size Dodge retained the B-body for 1963 and 1964. Both were heavily facelifted, however, with new front and rear clips that made them somewhat bigger than before, albeit to no particular benefit in usable space. The wheelbase of the standard Dodge was stretched 3 inches (76 mm), although Plymouth retained the shorter, 116-inch (2,946mm) wheelbase of the ’62s. Because these cars could be ordered with any of Chrysler’s big engines, Plymouths became popular at the dragstrip.
We’re not entirely sure why Chrysler didn’t immediately add a C-body Plymouth as they did with Dodge. In response to desperate cries from dealers, Dodge had added the full-size Custom 880 midway through the 1962 model year, which ended up accounting for about 10% of Dodge Division’s admittedly dreadful ’62 sales. Chrysler would not have been to do the same for Plymouth immediately (the corporation created the Custom 880 using designs developed for the abortive 1962 DeSoto line), but that presumably would have been possible for 1964, if not ’63. It may have been a cost issue, or perhaps a desire to reduce the overlap between Dodge and Plymouth that had been such a problem in 1960 and 1961. Whatever the reason, Plymouth had to make do with stretched B-bodies until 1965.
Although the B-body remained about 5 inches (127 mm) shorter than a full-size Ford or Chevrolet, Plymouth sales recovered nicely in 1963 and 1964. Sales for the 1964 model year were just under 600,000 units, the best Plymouth had done since 1957. Still, Chrysler-Plymouth management remained self-conscious about its size; Plymouth advertising heavily emphasized passenger and interior room.
THE C-BODY FURY RETURNS
For all the growth in the compact and intermediate segments since 1957, full-sized cars were still Detroit’s bread and butter in the mid-sixties. Even with the Chevy II/Nova, Chevelle/Malibu, and Corvair, Chevrolet still sold about 1.4 million full-sized models in 1964, while full-size Ford sales totaled almost 925,000. The B-body Plymouths were not doing badly, but there was clearly a thriving market for bigger cars and Plymouth was not getting its share.
For 1965, the Plymouth Fury and Sport Fury, which had previously been the upper-level B-body trim series, switched to the bigger C-body used by the Dodge Polara/Custom 880 and low-end Chryslers. For the Fury, the C-body’s wheelbase was shortened to 119 inches (3,023 mm), giving it overall dimensions very close to those of the full-size Ford and Chevy. To ensure that the Fury would cover the same price spread as Chevrolet’s Biscayne, Bel Air, and Impala models, there were now three Fury series: Fury I, Fury II, and Fury III.
Since the sales of the 1963-1964 B-body Plymouths had been quite good, Chrysler-Plymouth did not simply discard them. Instead, the Belvedere series got another restyling that removed 3.1 inches (79 mm) of the 4.5 inches (114 mm) of overall length the car had gained since 1962, bringing it closer the size of the Ford Fairlane and Chevrolet Chevelle. Plymouth now advertised the Belvedere (and its more plushly trimmed Satellite sibling) as an intermediate, rather than a full-sized car — which is what Chrysler probably should have done with the B-bodies in the first place. (Dodge did the same with its B-body cars, creating the midsize Coronet and its Dodge Charger derivative.)
The 1965 Fury was the most conservative Plymouths in over a decade. Although Furies still had unibody construction (once again with a bolt-in front subframe) and torsion bars, the pushbutton transmission controls were gone, the suspension was softer, and the styling had become cautious and rectilinear. All those changes were deliberate, intended to entice GM and Ford customers who might have considered previous Plymouths a little too odd. The pushbuttons, for instance, were dropped at least in part because a Chrysler marketing study found that they were a deterrent to buyers who had never tried them before, although Chrysler was probably also worried by a new regulation from the General Accounting Office requiring all federal fleet cars to have a neutral position between drive and reverse (a requirement that later became part of the first federal Motor Vehicle Safety Standards). The Fury still had a firmer ride and somewhat better handling than its nearest rivals, but the difference was modest, and it would gradually erode throughout the decade.
From a commercial standpoint, Plymouth’s newfound orthodoxy was no bad thing. Sales rose by about 20% from the already-decent 1964 total. In fact, the 1965 model year was the second best in Plymouth’s history, falling short of 1957’s peak by only 45,000 units. Nearly half of those sales were Furies and Sport Furies, suggesting that adding the C-body had been a smart move.
While sales of just under 330,000 units were better than decent, the Fury remained a distant third in the low-priced, full-size market. The full-size Chevrolet outsold the Fury by almost four to one while the big Ford outpaced Plmouth by nearly three to one. Moreover, the big Plymouth’s short-term resale values still lagged behind Chevrolet’s and Ford’s by $100 or more, a serious concern in an era when many buyers still traded in every two or three years.
Part of the problem was perceived quality. In general, the 1965 Plymouths were solidly built, a welcome improvement from the rattly, fast-rusting products of the late fifties, but fit and finish still left something to be desired. Critics were already making similar complaints about Chevrolet, but many buyers still perceived the big Chevy as the better-built car, something Chrysler’s five-year/50,000-mile (80,000-km) warranty had not entirely rectified. Evidently, not all customers were convinced that Chrysler had really cleaned up its act.
THE VERY IMPORTANT PLYMOUTH: PLYMOUTH VIP
As we’ve previously discussed, in 1965, Ford introduced a new wrinkle to the low-priced big-car market: the LTD. The LTD was a essentially a super-deluxe trim package, adding plusher upholstery, extra sound insulation, and a lot of woodgrain appliqué to transform the Galaxie into a sort of cut-price Lincoln. Although it was very expensive — nearly $500 more than a Galaxie 500 — the LTD struck a responsive chord with both salespeople and buyers, selling over 100,000 units in the first year and raking in a considerable profit.
Unlike the four-seat Thunderbird, which had seemed to confound Ford’s rivals, the LTD’s formula was easily duplicated. For the 1966 model year, GM, AMC, and Chrysler rolled out their own budget luxury models: the Chevrolet Caprice, AMC Ambassador DPL, and Plymouth VIP. All were studious imitations of the Ford concept.
The acronym “VIP” — Very Important Person — dates back to World War II, where it was military shorthand for senior civilian officials, the wives of general officers, and other transport passengers accorded more consideration than the average G.I., sailor, or Marine. Plymouth had previously applied the name to a show car displayed at the 1965 Chicago Auto Show, although the production VIP bore no resemblance to the concept car, which had featured a partially retractable glass roof and a built-in television.
Mechanically, the Plymouth VIP was a Fury III — it was initially a sub-series of that model, although it cost nearly $350 more. It came standard with the 318 cu. in. (5,204 cc) LA-series V8, rear fender skirts, and a clock, which were optional on lesser Furies. The rest of the price premium was in the interior, which included the obligatory slathering of chrome and faux mahogany, as well as indulgences like folding armrests and a separate cigarette lighter and ashtrays for rear-seat passengers. As with the LTD, the price did not include automatic transmission, power steering or brakes, or even the vinyl top, a $75.10 option with which most VIPs were apparently equipped.
Unsurprisingly, the VIP performed a lot like any other Fury. With the base engine and TorqueFlite, 0-60 mph (0-97 km/h) took around 12 seconds, although many buyers opted for the optional 383 cu. in. (6,277 cc) V8, with either 270 or 325 hp (201 or 242 kW). The latter allowed 0-60 mph (0-97 km/h) in around 9 seconds with a top speed of around 115 mph (185 km/h), wholly adequate, if not particularly sporting. A big 440 cu. in. (7,206 cc) “Super Commando” V8 and four-speed manual transmission were theoretically optional, although we can’t imagine many VIP customers ordered such a powertrain; the VIP was marketed as a budget luxury car, not a Supercar.
THE PERILS OF SIBLING RIVALRY
While both the LTD and the similar Chevrolet Caprice were strong sellers, Plymouth’s VIP proved to be a commercial disappointment. The Caprice and LTD/7-Litre accounted for nearly 300,000 sales in 1966, not far from the total sales of all Furies. Chrysler-Plymouth didn’t break out VIP sales from those of the regular Fury III in 1966, but we doubt sales were much more than 20,000. The restyled 1967 sold fewer than 19,000 units.
The VIP’s commercial failure probably had a lot to do with Plymouth’s continuing connection with Chrysler. The LTD and Caprice were thinly veiled broadsides at their upmarket corporate siblings, but Ford and Chevrolet were not obliged to sell them alongside Mercurys, Pontiacs, and Oldsmobiles; the multi-franchise automotive “supermarkets” so common today were then very rare. By contrast, the VIP had to share the same showrooms as its most direct in-house rival, the Chrysler Newport.
In that era, the Chrysler brand still offered a respectable level of badge cachet, certainly far more than any Plymouth. A basic Newport hardtop was only $43 more than a two-door VIP and came standard with the 383 cu. in. (6,277 cc) 2V V8 that cost $69.70 extra on the Plymouth. The Newport shared the same body shell as the VIP, although its wheelbase was 5 inches (127 mm) longer and its running gear and performance nearly identical. Measured on the usual luxury-car scales of size, power, and snob value, the Newport was clearly a better value and it outsold the VIP by a sizable margin. If Plymouth had really gotten its own dealer network at the beginning of the decade, the VIP might have done better, but the pairing with Chrysler limited Plymouth’s upmarket ambitions.
Plymouth continued the VIP series through the 1969 model year, but sales never picked up and it was quietly dropped in the spring of 1969. Sales in its final year amounted to fewer than 14,000 units, less even than the AMC Ambassador DPL.
THE RISE AND FALL OF THE FUSELAGE FURY
The Fury, meanwhile, was staying its conservative course. The restyled 1967-1968 models, developed by C-body chief stylist Dick Clayton under the supervision of Chrysler-Plymouth executive designer Dick Macadam, were less rigid-looking than before, although they still fell short of the voluptuous curves of contemporary Pontiacs. The big Fury was pleasant enough to look at, but it was far from distinctive. Except for the sharply angled C-pillars of the “Fast Top” hardtop roof, the new Plymouth C-body could easily be mistaken for any number of other makes. It was a far cry from the dramatic Forward Look Plymouths of a decade earlier.
As far as size was concerned, Plymouth was taking no chances. The Fury was within 1 inch (25 mm) of the Galaxie and Impala in most dimensions, and all three cars weighed within 100 lb (45 kg) of one another. Equipped with similar engines, their performance differed little. Even the Fury’s traditional firm ride was largely gone, eroded by ever-softer shocks and more compliant suspension bushings.
Again, conformity had its rewards. In 1968, Plymouth sales hit almost three quarters of a million, only 15,000 short of its 1957 best. Sales for 1969 were almost as good, despite thoroughly unfortunate styling that even Plymouth stylists didn’t particularly like, dictated by pressure from Washington for improved bumper protection.
The Fury’s sales tumbled badly in 1970. The “fuselage” styling theme, with a flat, wraparound front bumper, made the big Plymouth look even more massive than it was just as buyers were rediscovering compact cars. Plymouth’s total sales were down only 35,000 units for the model year, but the Fury fell by almost 30%.
Although Plymouth sales increased steadily in the early seventies, rising to a new peak of more than 882,000 in 1973, Fury sales did not improve, hovering at their 1970 level for four years. Buyers were now gravitating toward the A-body Valiant and Duster, which by 1973 accounted for 43% of all Plymouth sales. The belatedly introduced big Fury was rapidly becoming too big for a changing market.
The big Fury received its final complete restyling for the 1974 model year. Again overseen by Dick Clayton, it was less bulky looking than the “fuselage” cars, but no smaller, measuring more than 222 inches (5,639 mm) on a 122-inch (3,099mm) wheelbase. It had the misfortune to arrive only a few months before the 1973 OPEC oil embargo, which devastated all big-car sales, albeit temporarily. Plymouth sold fewer than 120,000 Furys in 1974, only about 15% of its total volume.
The poor sales led Lynn Townsend to implement several ill-advised and controversial tactics, including the “sales bank” (a pool of unallocated cars that stockpiled until dealers could be persuaded to accept them) and the introduction of cash rebates as a sales incentive. Townsend was pilloried for those decisions at Chrysler’s 1975 annual meeting, leading to his early retirement later that year. Chrysler president John C. Riccardo took his place.
With big-car sales dying on the vine, Chrysler decided to revisit the idea of downsizing. For 1975, the Fury name was transferred to the intermediate line, making the Fury a B-body again for the first time since 1964. Rather than drop the C-body Fury, which was only a year old, Plymouth renamed it “Gran Fury,” a badge previously applied to a VIP-style luxury trim series from 1972 to 1974 — essentially the opposite of what the division had done in 1965.
This somewhat confusing sleight of hand did not help sales of the C-body Gran Fury, which were fewer than 73,000 for 1975 and fewer than 40,000 for 1976. Around the end of the 1976 model year, John Riccardo decided to abandon the big C-body cars entirely and invest heavily in the new front-wheel-drive K-car line. In 1977, its final year, the Gran Fury sold fewer than 48,000 copies. The B-body Fury survived until 1978, disappearing the following year. By then, Chrysler was in the throes of a financial crisis that would culminate in its 1981 federal bailout.
In 1979, Chrysler introduced a slightly smaller big car, the R-body, to match the recently downsized Chevrolet Impala, but Chrysler president Eugene Cafiero inexplicably decided not to offer it in the Plymouth line. Dealer protests led to the introduction of an R-body Gran Fury the following year, but that model last only two years; Chrysler abandoned all the R-bodies shortly after the launch of the K-car.
Although Chrysler was now heavily committed to a compact, front-wheel-drive future, there was still a modest market for bigger, rear-wheel-drive cars, if only for police and fleet buyers. In 1982, Chrysler-Plymouth moved the Gran Fury badge to a new M-body sedan, essentially a slightly made-over version of the 1976-vintage Plymouth Volare/Dodge Aspen. In overall dimensions, M-body Gran Fury was not that far from its much-maligned 1962 ancestor, although it was quite large by eighties standards. Sales never topped 20,000 units a year and it finally disappeared in 1989. It would be Chrysler’s last rear-drive sedan until 2003.
ONE STEP UP AND TWO STEPS BACK
In 1969, Car and Driver remarked on the perennially reactionary nature of Chrysler’s product planning and the tendency to overcompensate for a late start through sheer overkill. The Fury was a case in point. Most of its sixties and seventies incarnations were perfectly competent family cars, hindered by their manufacturer’s almost comically incoherent long-term marketing strategy. Like a dancer always a step or two off the beat, Chrysler made the right moves at the wrong times: downsizing as the market was shifting to big cars, getting bigger just as the pendulum swung back the other way.
Other than overly conservative styling and some hit-and-miss assembly quality, there was nothing particularly wrong with the Fury (whether in B-body or C-body form) except for its timing. Unfortunately, in the auto industry, as in comedy, timing is everything.
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NOTES ON SOURCES
Our sources for this article included “1965 Plymouth VIP” (n.d., Car Styling, www.carstyling. ru, accessed 30 March 2010); the Auto Editors of Consumer Guide, “1962-1964 Dodge 880” (23 August 2007, HowStuffWorks.com, www.howstuffworks. com/ 1962-1964-dodge-880.htm, accessed 9 January 2009); “1962-1964 Dodge Polara 500” (9 October 2007, HowStuffWorks.com, auto.howstuffworks. com/ 1962-1964-dodge-polara-500.htm, accessed 2 April 2010); “1965-1968 Plymouth Fury” (23 October 2007, HowStuffWorks.com, auto.howstuffworks. com/ 1965-1968-plymouth-fury.htm, accessed 1 April 2010); “1969-1973 Plymouth” (25 September 2007, HowStuffWorks.com, auto.howstuffworks. com/ 1969-1973-plymouth.htm, accessed 3 April 2010), and Encyclopedia of American Cars: Over 65 Years of Automotive History (Lincolnwood, IL: Publications International, 1996); Frank Billington and Bill Watson, “Dodge Diplomat, Plymouth Gran Fury, Chrysler Lebaron, Town & Country, New Yorker, Fifth Avenue, and Caravelle” (n.d., Allpar, www.allpar. com, accessed 6 April 2010); “Chronological history of Chrysler Corporation, Dodge, and Plymouth 1964-1971,” (n.d., Allpar, www.allpar. com, accessed 4 April 2010); comments by “Bob” on Dick Clayton, reposted by “66GG1TnC” on the C-Body Drydock Forum (13 April 2008, C-Body DryDock, www.cbodydrydock. com/ forum_viewtopic.php?8.55510, accessed 3 April 2010); Federal Motor Vehicle Safety Standard No. 102, “Transmission shift position sequence, starter interlock, and transmission braking effect,” 49 CFR 571.102; James M. Flammang and the Auto Editors of Consumer Guide, Chrysler Chronicle: An Illustrated History of Chrysler – DeSoto – Dodge – Eagle – Imperial – Jeep – Plymouth (Lincolnwood, IL: Publications International Ltd., 1998); Jeff Godshall and John Boyadjian, “Styling the 1963 Plymouth,” (n.d., Allpar, www.allpar. com, accessed 1 April 2010); John Gunnell, ed., Standard Catalog of American Cars 1946-1975, Rev. 4th ed. (Iola, WI: Krause Publications, 2002); Lanny Knutson, “Best of the Carryovers: Plymouth for 1965” (n.d., Allpar, www.allpar. com, accessed 1 April 2010); Lanny Knutson, “Cordoba-d: The Plymouths of 1975,” Plymouth Bulletin (reprinted with the permission of the author at www.allpar. com, accessed 5 April 2010); Richard M. Langworth, James M. Flammang, and the Auto Editors of Consumer Guide, Great American Cars of the ’60s (Lincolnwood, IL: Publications International Ltd., 1992); Curtis Redgap, “Chrysler Corporation R Bodies: 1979-1981 Downsized, Full-Sized Cars” (2008, Allpar, www.allpar. com, accessed 6 April 2010); John R. Samsen, “Barracuda design history” (n.d., Car Design, cardesign.homestead. com/ barracuda.html, accessed 3 April 2010); and “Plymouth Belvedere and Plymouth Satellite” (n.d. Allpar, www.allpar. com, accessed 5 April 2010).
Additional information on Chrysler’s internal politics during this period came from David Halberstam, The Reckoning (New York: William Morrow and Company, 1986); Charles K. Hyde, Riding the Roller Coaster: A History of the Chrysler Corporation (Great Lakes Books) (Chicago, IL: Wayne State University Press, 2003); Terry Parkhurst, “Lynn A. Townsend, Former Chrysler President (n.d., Allpar, www.allpar. com, accessed 4 April 2010); “The Man on the Cover: Lynn Townsend & Chrysler’s Comeback, TIME 28 December 1962, www.time. com, accessed 11 January 2009. Car and Driver‘s observations on Chrysler marketing came from “Dodge Challenger R/T Hemi: Lavish execution with little or no thought toward practical application,” Car and Driver November 1969, reprinted in Dodge Muscle Cars 1967-1970 (Brooklands Books) ed. R.M. Clarke (Cobham, England: Brooklands Books Ltd., ca. 1984).
We also consulted the following period road tests: Jim Wright, “Plymouth Sport Fury,” Motor Trend April 1962; “1963 Plymouth Sporty Fury,” Car Life February 1963; Jim Wright, “Plymouth Sport Fury Road Test,” Motor Trend January 1964; Bob McVay, “Plymouths – Top & Bottom,” Motor Trend August 1965; “Plymouth Sport Fury,” Car and Driver August 1965; “Car Life Road Test: Plymouth VIP,” Car Life January 1966; “Car Life Road Test: Fury III Convertible,” Car Life August 1967; “Plymouth Fury III Four-Door (Autocar Road test number 218),” Autocar 13 June 1968; “Plymouth’s Fury: Furious by Degrees,” Road Test May 1970; Jim Brokaw, “Establishment Motor Pool: Comparing the AMC Ambassador, the Plymouth Fury, and the Ford LTD,” Motor Trend November 1970; “Fury Gran Coupe,” Road Test May 1972; “Driving Road Test: Plymouth Gran Sedan: Detroit’s most improved sedan,” Driving July 1974; “Comparison: Caprice, LTD and Gran Fury,” Motor Trend, June 1976, reprinted in Plymouth Fury Limited Edition Extra 1956-1976, ed. R.M. Clarke (Cobham, England: Brooklands Books Ltd., ca. 2002); “Satellite: The Chrysler Corp. has Lost its Buttons,” Car Life January 1965, Jim Wright, “Plymouth Sport Fury Road Test,” Motor Trend January 1964, and Robert E. McVay, “very important plymouth: VIP Road Test,” Motor Trend February 1966, reprinted in Plymouth 1964-1971: Muscle Portfolio, ed. R.M. Clarke (Cobham, England: Brooklands Books Ltd., ca. 2003); and Steve Kelly, “3 of a Kind,” Motor Trend March 1967, reprinted in The Great Classic Muscle Cars Compared (Muscle Portfolio), ed. R.M. Clarke (Cobham, England: Brooklands Books Ltd., ca. 1999).
The title of this article was suggested by a line in the Anglican hymn “All Things Bright and Beautiful,” which also inspired the title of a 1972 book by James Herriot, All Creatures Great and Small, and its various film and television adaptations.
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- Everybody’s Kid Brother: Chrysler’s Compact Valiant
- Fish Story: The Plymouth Barracuda (Part One)
- Fish Story: The Plymouth Barracuda (Part Two)
- Forward Look: Chrysler’s Early Fifties Transformation, Part 1
- Forward Look: Chrysler’s Early Fifties Transformation, Part 2
- Mr. Average: The 1967 Chevrolet Impala