Читать книгу 1971 Plymouth 'Cuda - Ola Nilsson - Страница 8
ОглавлениеA High-Impact, extra-cost exterior paint, Curious Yellow paint code GY3 was ordered on approximately 9 percent of the 'Cudas. Interestingly, the hue changes from more yellow toward green with a light change. It is a desirable exterior color for any 1971 'Cuda enthusiast.
A division of the Chrysler Corporation Engineering Office issued a publication on May 11, 1970. This confidential publication was distributed internally to Chrysler divisions for the purpose of providing passenger car information to use as a resource for product advertising, press information, and a variety of internal purposes.
On June 5, 1970, a request followed the issue of these documents to maintain its security until new model introduction time. That written request came from E. D. Vosburgh who was the manager of the Engineering Standards and Data Department in the Engineering Office.
These seldom-seen internal publications emphasize new engineering and design features with potential customer appeal and show innovative leadership. Not every detail of each car line was included. Exterior and interior views of the car lines showed a general representation of the actual production versions. Many lacked details of trim and ornamentation. Photographs and illustrations of engineering and technical features were accurate and used for news releases and other publicity media.
Prints of the technical illustrations in this publication were only available to authorized users. Requests from the Public Relations offices were made directly to L. Stewart, Manager of Press Information, Public Relations Office, and all other requests were made directly to Vosburgh. There was a lot of “red tape” to navigate to become an authorized user.
New for 1971, the locking system on the steering column came with an “inhibitor ring” and instructional placard. The driver depressed this lever to remove the ignition key. This system prevents accidental locking of the steering column should anyone attempt to remove the key while the car is in motion
STYLING AND ENGINEERING FEATURES
Chrysler introduced some unique features for the new models. Regulatory demands, safety concerns, and technological advancements were contributors to these changes.
Lock Inhibitor
The new lock “inhibitor” replaced the 1970 transmission interlock feature, which prevented column locking when in “Park” (automatic transmission) or “Reverse” (manual transmission). The inhibitor ring also prevented accidental locking of the steering column if you tried to remove the key while the car was in motion. This new system resulted in smoother shifting and easier linkage adjustment. It was located directly above the ignition key cylinder. To lock the steering column and remove the key, the ring needed to be rotated clockwise and held in position while the ignition switch was placed in the locked position. Instructions were shown on the ring for one-handed operation.
Have you seen a tinted number 9 in the 10,000-place numeral? If so, expect a high-mileage car. The marking device drags violet colored ink over the last numeric tumbler. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
New Door Locks
A market survey revealed that customers preferred a keyless locking system. Plymouth added this feature to the 'Cuda. Either door could be locked from inside or outside without the use of a key by simply depressing the lock plunger and closing the door.
Tamper Deterrent Odometer
'Cudas were built with a tamper deterrent odometer to discourage the practice of “running back the mileage.” A special marking device added a violet stain on the 10,000-wheel when the odometer rotated. These stained numerals normally remained out of view until the odometer registered 90,000 miles.
Cassette Stereo Tape Player
'Cuda had a new cassette stereo tape player with a built-in recording feature. Pre-recorded cassettes could be played through the car’s speakers. Radio programs automatically recorded at the correct volume when the record mode was selected. An optional microphone was available for voice or other sound recordings. The factory assembly line microphone had a straight cord and came with lanyard. Ordering the cassette stereo also required rear speakers on hardtop models. The recording feature is believed to be an industry first, available only on Chrysler-built cars.
Self-adjusting rear drum brakes used a tension spring that activated a ratchet to set the bonded brake shoes closer to the drum to compensate for normal wear. Optional front disc brakes were part of a high level of safety on the new Plymouths. Disc brakes resist fading caused by heat build-up compared to drum brakes. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Braking System
Chrysler Corporation manufactured all master cylinders and approximately one-third of its disc calipers in-house. A more-reliable and lower-cost method of bonding disc brake linings to brake shoes was incorporated. A corporate-designed small-bore master cylinder allowed a large single diaphragm power booster to be used in place of the double diaphragm unit. A new lining material for the primary shoe and heavier ribbed front drums improved fade resistance, reduced roughness, and allowed a greater braking reserve on the drum brake system.
Transmission Changes
The part-throttle kickdown was a standard TorqueFlite feature except with the 440-6 and 426 Hemi. At approximately 10 to 40 mph, a Drive to Second downshift was automatically made when the accelerator pedal was partially depressed. The part-throttle hydraulic system had modifications to the valve body, servo piston spring, and governor for extended 2-3 shift patterns. It also included an added 1-2 shift control valve for smoother upshifts and a limit valve to control part-throttle range. TorqueFlite transmissions were all modified to reduce seal failures by using a new and improved seal that increased endurance. A new breather design also tolerated overfills without leaking.
Shift effort is lower for the 3-speed manual transmission due to two synchronizer changes: lower pointing angles and lower spring loads. Removal of the 1970 slave linkage further reduced shift efforts in low and reverse gears. Several changes were also incorporated into the 4-speed transmission, which reduced shift effort. These changes were:
• Low-gear ratio revised to 2.44:1 from 2.66:1
• Chrysler transmission fluid AQ-ATF-2848A or Dexron is now used (same as automatic transmission)
• Use of solidly bolted floor shifter levers
• Addition of a double-lever interlock provides improved shift feel
• Removal of the slave linkage resulted in easier shifting into reverse
Engine Changes
The engine changes were designed to improve drivability and control oxides of nitrogen (NOx). All engines used the 185-degree F thermostats. This effectively controlled exhaust emissions, particularly at idle.
The 383 4-barrel continued to use an oil windage tray. Compression ratio was reduced from 9.5 to 8.7 to allow operation using regular grade fuels with minimal reduction of power output. This offered the customer a reduced cost per mile. The distributor was recalibrated, and a new intake valve port shape allowed for improved combustion benefiting engine warm-up and drivability.
The 340 4-barrel received a newly designed Carter Thermo-Quad 4-barrel with a plastic main body. The plastic’s low thermal conductivity reduced heat transfer of the fuel. The smaller, triple-primary venturi and larger secondaries result in better performance, improved drivability, and increased fuel economy.
The 426 Hemi engine receive a manual choke.
Torsion Bar
The suspension system was a major difference between 'Cuda and its American-built competitors. Torsion bars are the most efficient way to provide riding comfort and handling. Built-in mechanical adjusters allow the front to be raised or lowered. This resilient steel bar allows the car to maintain excellent ride and handling characteristics as it resists twist. In addition, it helps provide the correct amount of force to hold the wheel to the road.
The Evaporation Control System (ECS) included a vapor-liquid separator mounted in the trunk compartment and connected to the fuel tank as well as vent lines connected to the crankcase breather to reduce fuel vapors from escaping into the atmosphere. This was essentially a closed system to draw fuel vapors into the carburetor for combustion. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Air System
Some modifications were made to the newly named Clean Air System (CAS) for improved vehicle emissions control. In 1970, 'Cudas built in California had an evaporation control system (ECS). All 1971 'Cudas had this installed. The system reduced the loss of fuel from evaporation by drawing vapors from the fuel tank and carburetor into a vent line to the engine air cleaner. It also trapped liquid that escaped from tank due to expansion or overfill. A sealed fuel cap also prevented vapor escape. Inside the fuel tank is a 1.4-gallon thermal expansion tank that allows expansion to occur in a filled tank without forcing liquid fuel out of the system.
The NOx system was mandatory on 'Cuda340 cars registered new in California. The control unit was mounted on the passenger’s side of the firewall in the engine compartment. The white solenoid vacuum valve was located on the rear of the intake manifold. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Nitrogen Oxide
A Nitrogen Oxide (NOx) Control System was incorporated on all 'Cuda340 cars sold new in California. Improved combustion efficiency provided a more complete burning of fuel-air mixtures to help reduce photochemical smog. By using a lean mixture and retarded ignition timing, most of the fuel was burned in the lower part of the power stroke during acceleration. The control unit assembly consisted of a vacuum switch, a thermal switch, and a control module. Although all components were incorporated on vehicles sold new in California, some components were included in vehicles for nationwide sale. These modifications included:
• Higher overlap camshafts that allowed more exhaust gas dilution which caused a lower peak burning temperature during combustion.
• Restricted usage of the distributor vacuum advance unit. No spark advance was available on acceleration up to 30 mph. Use of the vacuum advance is restored at ambient temperatures below approximately 68 degrees F.
• Modified centrifugal spark advance curves.
• Manual transmissions that have a switch in the transmission case or shift housing that deactivates the NOx system when the transmission is in high gear. On the A833 4-speed, it is located in the shift housing below the 3-4 shift lever and is actuated by a cam on the lever. Vehicles not equipped with this system have a solid plug instead. Automatic transmissions use a speed switch in the speedometer drive system.
Option code N98 included this decal affixed to the driver-side rear window. Higher demand for cleaner air and lower emissions began in California. This decal indicates the maximum emissions allowed for new vehicles.
Unibody
A unitized body and frame (or unibody) make a more rigid car. The heavy-duty frame structure was welded into the metal body, which provided a stronger passenger compartment. More than 5,400 welds unite the structural steel members, body braces, and body panels into a single unit. This resulted in a stronger, tighter, and more durable structure with less shake and rattle than cars with bodies bolted to separate frames. Plymouth used narrow doorsills because the unibody didn’t have a perimeter-type frame to take up. This provided more foot room in front and in back.
Chrysler-Plymouth used a unibody design that featured many safety factors to protect the occupants. Boxed sections, cross braces, and thousands of welds all added structural integrity. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Body Reinforcements
Extra body safety was achieved in the 'Cuda by welding strong steel side-impact beams into each door. Reinforcements were also added to the door lock pillars and the door strikers. An extra roof-beam structure on the hardtops acted as a roll bar. It was welded to the rear wheel housings and extended up the roof pillars and across the roof. In addition, a box section was added on the inside of the windshield header and pillars. These heavy-gauge steel side sills have four-sided construction for extra strength and are galvanized on the inside to resist corrosion and rust. After construction, they received a seven-step dip and spray anti-rust treatment. The car was coated with epoxy primer before being sent off to the paint shop for acrylic enamel paint.
Additional boxed steel sections were incorporated for rollover protection and side-impact accidents. The large door openings benefit from a large welded-in section of thick steel for added driver safety. A fully dressed door weighs a hefty 105 pounds. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
A newly manufactured steel unibody was treated to a seven-step protective process prior to two coats of epoxy primer. Finally, the acrylic enamel exterior color was applied and oven-baked. (Dodge, Plymouth and the AMC design are registered trademarks of FCA US LLC)
Insulated Unibody for Silence
Insulating and sound deadening were a big part of Plymouth’s scientific approach to achieving a car body that was tight and quiet. Materials that insulate, isolate, dampen, and absorb were placed to eliminate body sounds in the following areas:
• Steel roof bows bonded with adhesive sound-deadening material
• Floor covered with jute padding bonded to the underside of the carpet that also included a layer of polyethylene used as a moisture barrier between the jute and carpet
• Door, quarter panels, and wheel housings sprayed with a heavy undercoating of mastic sound-deadener
• Rear roof pillars with dry felt pads in the pillars
• Single-ply insulation board between the passenger compartment and the trunk
• Asphalt-impregnated pad forms sound and insulation barrier between gas tank and underbody
• Hood and trunk lid inner and outer steel panels bonded together with adhesive sound-deadener, which made them sturdier and prevented drumming
• Package shelf insulation, a 1/10-inch-thick dry felt pad
• Optional fiberglass hood silence pad aspart of the undercoating package
• Half-inch-thick fiber insulation blanket cemented to the underside of the roof
• Dash and cowl panels with a multi-layer blanket comprised of fiberglass, asphalt-impregnated felt pad, and hardboard cover that reduced noise and engine heat.
Government regulation stated that each purchaser of a new car must receive certain performance information about that car. The 'Cuda contains this Consumer Information document in the same plastic container with the owner’s manual.
Early-build cars were still using some of the 1970 model assembly line items. These parts needed to be used for several reasons, but the primary reason was because the inventory had to be depleted before new stock could be ordered. Late-build cars also used the 1972 model year–items. These items are seldom noticed and often restored incorrectly. I have seen many of these unusual items on factory-built cars.
The inner fender on the passenger side was installed without the recess for the vapor recovery line. Until mid-September 1970, the assembly worker drilled the mounting bracket holes wherever it lined up. The SHAKER hood came without underframe crumple zones (until mid-November 1970). And, until late September 1970, the center console had the rear seat belt holder instead of the rear ashtray.
This 'Cuda340 convertible shows graceful lines with the top down. Glacial Blue Metallic paint code GB2 exterior color was applied to 2.6 percent of the U.S.–specification production cars. These handsome 14-inch Road Wheels originally came with F70 × 14 tires with Raised White Letters (RWL). (Eric Andersen Photo)
The standard instrument cluster speedometer continued to use the previous year’s font with the MPH or KPH displayed just above the odometer, with the numbers displayed on the inside of the arc that the needle traveled. A second speedometer began integration in mid-September 1970 that used a different font. It had no letters above the odometer and the numbers were displayed on the outside of the arc.
Late in the production year, the driver-side inner fender was changed to accommodate a battery hold-down strap. This protruding bulge began to appear near the battery tray, but without the inevitable nut plate welded in for the next-year model (starting second week in June 1971).
The consumer Information document was provided to the first purchaser as mandated by federal law. Each new vehicle received safety information on stopping distance, which included the distance if the optional power brakes’ booster failed.
