Читать книгу 1971 Plymouth 'Cuda - Ola Nilsson - Страница 7
ОглавлениеThis Hemicuda with 4-speed transmission and 4.10 Dana 60 is 1 of 59 built for U.S. specifications. In-Violet Metallic paint code FC7, a white interior code H6XW and a white vinyl top code V1W combine to make a striking combination. Welcome to 1971! Note: the Sport Stripe was added during restoration of this exquisite beauty. (Wade Ogle Photo)
1971 Plymouth 'Cuda. One of the most recognized muscle cars in the United States automotive history. Styling. Horsepower. Aesthetics. Economic value. Whatever your attraction is to this amazing automobile, you cannot help but have respect for it. Most automobile enthusiasts can recognize it from far away. It is an extremely iconic and highly collectible automobile.
SHAKER hood. Billboard sport stripe. Gilled fenders. Elastomeric bumpers. Painted grille. Road Lamps. Front and rear spoiler package. Dual mirrors. Rear window louvers. Everything a person would want on a 1971 Plymouth 'Cuda and all the eye candy that these beautiful cars are known for. Just looking at it makes any person appreciate its beauty and styling. Plymouth designed, engineered, and built this car with quality in mind and to be the best car value. That is “Chrysler-Plymouth coming through for you.”
One of the key designers on the 1970 'Cuda was John Herlitz. In 1964 he was fresh out of the Pratt Institute in Brooklyn, New York where he majored in industrial design. Herlitz went straight from school to the Plymouth Production Design Studio, where his first project was to work on the second generation 1967 Barracuda. He brought along a new design that he did right out of college, although it was not used until the next model change. The problem with the all-new body Barracuda was that Plymouth could not find a manufacturing source with the capability to produce that kind of car. The plant was out of capacity. It even went so far as to consider buying Jaguar of England, but its way of producing cars simply would not work.
Chrysler Corporation knew that the “rollover” in the high-style segment of the market would take place over a three-year interval at the most. The corporation began designing the 1970 body style in the fall of 1967. Planning the release of the new body style for July 1969, it was designated the E-Body for that model year. The 1970 year was designated as F Series, but the E-Body designation remained throughout the following years because a major overhaul was necessary to change letter series.
Plymouth built identical promotion cars to be distributed in the many sales regions of the United States. These promo cars were highly optioned to showcase the new model features. All were painted in Curious Yellow paint code GY3. This stunning example has the lowest Vehicle Identification Number (VIN) and is believed to have been the first one built. (Kevin Kuypers Photo)
Another key designer of the E-Body was Fred Schimmel who was initially hired as a “Stylist B” in an entry-level position. He studied at the Art Institute of Chicago and San Antonio College and was hired by Chrysler right after graduation. He worked on the third generation (E-Body) Barracuda designs and was credited for the front of the 1970. Schimmel came up with the idea of fairing around the vertical bumper guards to cover the leaf spring shackles. He was also the final designer for the taillight treatment and most of the back end sheet metal. The 1971 taillights were taken from an idea created in 1968.
In-Violet Metallic paint code FC7 was ordered on approximately 7 percent of the 'Cudas built in 1971. Today this magnificent color is highly desired. An interesting option on this car is the wheel trim rings with hubcaps on the standard steel wheels. Very few were ordered with this option. (Rob and Danielle Polson Photo)
A unique look into the Plymouth design studio selection process. These images, dated December 10, 1968, are of a full-size working model for the designer to select features. One of the many design possibilities that was not used in production was a vent window on the door. (I’m glad about that.) Note the 1971 taillights. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Plymouth designed one of the best looking hoods for any muscle car. Optioned with very few accessories, this 'Cuda440-6 built in Formal Black paint code TX9 is definitely not subtle. The small speaker installed in the dash pad was part of the AM/FM stereo radio code R35.
The 'Cuda body carried over into the 1971 model year and there were several changes to the new model, but the overall design was the same as 1970. Unfortunately, 'Cuda sales were disappointing for 1970 and even worse for 1971. Sales dropped more than 65 percent and production was consolidated at the Hamtramck Assembly plant. Granted, sales of pony cars were down for the entire industry, but nothing close to what Plymouth experienced. Plymouth’s all-new car failed to peg the sales needle in 1970, so how could introducing an all-new grille and other minor exterior changes help sell the new model? Chrysler executive Gene Weiss said, “The 71 product actions were a hurried effort to boost sales, which they failed to do.” Though highly prized today because of low-production volume, the 1971 'Cuda updates generally were not well received. John Herlitz was definitely not impressed. It was said that 1971 was a classic example of change for change’ sake. The alternations added no value to the car’s basic form. What was called “poor sales” in 1971 is innocently addressed as “limited production” today. However history recorded those dismal sales, this was an exceptional offering from Plymouth. The right car, possibly introduced a couple years too late.
The muscle car era was ending, thanks to federally mandated low-lead/low-octane gasoline that was forcing car makers to reduce compression ratios. Those changes were coming rapidly, but Plymouth managed to hold on one more year, while others were dropping big engines off their order sheets and replacing high performance with garish stripe packages. 1971 was the last year for “the good stuff.”
Sitting in the driver’s seat of a 'Cuda is an exhilarating experience. It’s a comfortable car for both a large man and a petite woman. All the instruments in the cluster are easy to see and everything is within reach. Its evident that the 'Cuda was designed by people who liked to drive. The suspension offers a comfortable ride, great directional stability, and a good overall handling. The road noise is low and wind noise is almost non-existent due to the ventless side windows and the smooth exterior.
Four performance engines were offered for the 'Cuda and it was expected to continue its leadership in the performance car field. A new bold grille treatment that featured dual headlamps was offered in Argent and several body colors. The rear-end styling had distinctive new taillamps and backup lights, which are integrated into the lower rear deck panel. Brake lights are positioned on either side of the panel with vertical backup lights mounted inboard of the taillamps.
Sherwood Green Metallic paint code GF7 is one of several shades of green offered by Plymouth for 1971. A vinyl roof, chrome racing mirrors, and the Sport Stripe enhance this magnificent color. Note the correct color bezel of the rear side marker light to blend in with the stripe. This particular car lives a pampered life outside the United States. (Khalid Al Asam Photo)
The pinnacle year for the muscle car was 1971. But it was the beginning of the end. High insurance rates, demanding environmental laws taking effect, and less demand for muscle cars, diminished the amount of cars built. The 'Cuda was offered for sale in three distinct markets: The United States, Canada, and International. Chrysler Corporation recorded the following units shipped from the assembly plant.
One Assembly Plant
All Plymouth 'Cudas were built at the Hamtramck Assembly Plant, which was located on 7900 Joseph Campau Avenue in Hamtramck, Michigan. This northern Detroit plant was known locally as “Dodge Main.” The plant began operations in 1910 and the facility closed permanently in January 1980. It was one of the oldest assembly plants in the industry. The complex was one of a few to fully integrate automobile manufacturing and assembly operations on a large scale at a single site.
Many parts, assemblies, and sub-assemblies were produced at the plant, though it was almost impossible for every component to be manufactured there and some parts were outsourced. Suspension components, cooling system items, interior seat material, body componente and accessories, and major assemblies such as powerplants were outsourced, with some of those businesses located in Canada. These items were manufactured, assembled, and shipped to the waiting parts depot at the assembly plan. Many times, the shipment arrived just in time for that particular inventory to be used on “the line.” It was a wise business decision for Chrysler-Plymouth for both the tooling cost and inventory storage.
A unique “survivor” 'Cuda340, this car was originally ordered by a dealer in California. It is coded on the Broadcast Sheet as a Sales Bank (sales code Y16) car. The Bahama Yellow paint code EL5 with a black interior is accented by the Protective Body Side Moldings code V5X.
Hamtramck had to have numerous areas internally designed to assemble specific components and sub-assemblies. There were lines that started with components of frame and sheet metal to be welded together to create the unibody shell. After it was painted, the shell joined the main assembly line to be fitted with larger assemblies such as the dash unit, interior components, and rear suspension.
The 'Cuda was assigned to assembly line Number 2, and remained there throughout the model year. Farther down the line, the large sub-assembly of the drivetrain and front suspension components were attached to the shell in the true fashion of Chrysler: from underneath. Having the drivetrain already attached to the K-frame made drivetrain installation a smooth and timely procedure.
Most cars remained in sequence on the predetermined path from start to finish. Starting with body and paint, if the inspection process revealed major flaws, the car was pulled of out of sequence and worked on separately until it could be re-inserted on the main line. Continuing on to other departments, such as the interior, a car might be removed from the sequence and taken to the parts holding area for components not in stock or other reasons. On occasion, the assembly workers might have “substituted” a nearby component to keep the line going, or even omitted the component all together. There are documented cases of cars being shipped to the dealerships having one side with wheelwell moldings and the other without. If the quality inspectors caught the mistake, the car was pulled off to the side to either wait for the missing/correct component. Sometimes, the suppliers could not manufacture the components in a timely manner.
Take, for example, the SHAKER bubble emblems. There are several known examples of original cars that came from the factory with the wrong emblems. The Dodge version for the Hemi engine callouts was “426HEMI” and the correct callout for Plymouth was “hemicuda.” It has been speculated that the original supplier ran out of the correct assemblies, which came with the correct emblems. A substitute was taken from the stock already at the factory. Right or wrong, it fit and would do the job. There are several examples of factory mistakes that were not really a concern with the “get-the-car-out-the-door” philosophy of the plant.
Dealer Prepared
The transport truck delivered the brand-new 'Cuda to the selling dealership. After the car was received into inventory, the preparation process began. The selling dealer would do a New Car Pre-Delivery Service Inspection prior to the new owner receiving it. This included tasks such as aiming road lamps, installing front spoilers (which were shipped in the trunk), and removing the rear shipping tie-down brackets. The 85-point dealer prep form was to be included in the specific car’s folder, which was stored in the dealership file room. Once the inspection was completed and the required information was recorded, the dealer contacted the owner to take delivery. A warranty card was included in the paperwork. The first owner received a 12-month/12,000-mile warranty, whichever came first, covering the entire vehicle except tires. A 5-year/50,000-mile warranty, was issued for most of the drivetrain. This 5/50,000 warranty was not issued to cars with either the 426 Hemi or 440 6-barrel engine.
This Dealer inspection form was to be filled out during initial delivery inspection, noting that all components ordered on the car were present. A service technician performed the inspections and corrected any flaws prior to the customer receiving the new car. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Positive Automotive Reviews
Several newspaper articles were written for the anticipated release of the new model. Many reports described how the new 'Cuda sported a strong grille treatment, with dual headlamps highlighting the front end with six sections formed by vertical bars. Parking and turn indicator lamps were mounted below the grille. Rear end styling was received well. The writers boasted about the new separation of the reverse lights and brake lights. Another favorable item was the reduction of the engine compression ratio so owners could use regular fuel instead of the more expensive high octane.
On a positive note, some reviewers enjoyed the manually adjustable six-way driver’s seat and louvers for the rear windows that kept the glass dry and clear in rain or snow. Most of the great hardware was still available on the order form, and the high-performance engines retained high-compression status. Most other auto manufacturers had dropped every engine option to around 9:1 for this model year. Test driving a 'Cuda340 provided a new experience in curves and corners.
All 'Cuda models were to go on sale in Plymouth showrooms on Tuesday, October 6, 1970. It was indeed a highly anticipated day for the enthusiast.
Negative Automotive Reviews
When automotive journalists first reviewed the redesigned grille, many disliked it. Authors wrote “too busy,” “reminds me of a cheese grater,” “unpleasant pearlescent color that can be made to look better with body color,” and a variety of other negative publicity for the new design. Most reviewers also disliked the Sport Stripe option, which were knownas “Billboards.” One author recommended that you special order your new 'Cuda so as to “avoid the garish displacement signs that are at least half the height of the doors.”
Car Craft magazine was quoted, “It’s going to take some getting used to in order to accept the car’s new front end. First impressions leave one with such thoughts as a toothless grin or the frozen dessert section at the local automat.” It was a “bastardization” of a cleaner car. Most reviewers preferred the original design, noting that it was “clean, simple, devoid of clutter.”
Shown here is a warranty document. This example has some slight amendments for California-registered cars. This indicated what was covered under a new car warranty. It provided the VIN, original owner, and original selling dealer. It is a valued document for collectors that can confirm a vehicle's history.
Convertible 'Cudas are seldom seen and are considered very rare. Driving a muscle car with the top down is truly a wonderful experience. Two-tone Saddle Tan interior code H6T7 is a good match for this Formal Black paint code TX9 exterior. Note the standard Argent colored grille. (Steve Klein Photo)
Insurance Rates
The most prevalent reason for dismal sales was the rising cost of automobile insurance. Most performance engines found their home in a muscle car. This concept was looked upon in considerable disfavor when combined with the usually youthful buyers. The all-new 'Cuda appeared in 1970 just when these insurance companies became aware that they could spot and avoid a performance-minded client not just by the cubic inches of the car he owned, but by specific model designations and the power-to-weight ratio. The projected sales of the 1970 'Cuda were to be 50 percent more than 1969, but due to the high premium of automobile insurance, the actual sales were never met. Potential buyers desired them, but couldn’t or wouldn’t pay the high premiums, which could cost an owner $500 yearly. Automobile makers, especially Chrysler, would need to rethink their strategy for future sales. In 1971, Chrysler-Plymouth offered a large variety of performance options that just begged the insurance companies to gladly raise their premiums.
Production Run
Production was scheduled from August 2, 1970, to July 15, 1971, but probably actually started during the third week of July 1970. The very earliest Plymouths were slated for Canada and International Specifications builds. Chrysler-Plymouth faced many hurdles in the spring of 1971 and had already stopped offering many of the iconic options. The last Hemi 'Cuda was scheduled to be built in mid-June, the last 'Cuda440-6 a few days before that, and the last of the 'Cuda convertibles on June 22.
Throughout the latter part of the production run, Plymouth was running about a week behind schedule. It is most likely that the 'Cuda that was scheduled for July 9 was actually assembled at the end of the second week in July, possibly even later. I have found that several 'Cuda 383 hardtops have a Scheduled Production Date of 709 (July 9, 1971). These may have been the last of the 1971 'Cudas built. Because Chrysler-Plymouth has no records from this golden age, exact build dates remain a mystery.
