I. Introduction
OK,
the title of this article is fighting words for most any member of
this club, probably even for those who otherwise like the 1979 300.
And your author would not assert that the 1979 300 is the fastest,
most powerful, most valuable, most desirable, most important or most
interesting Chrysler 300; I fully appreciate the unique and
historical importance of the 300 “letter” cars, and
admire those who own, drive and preserve these fabulous vehicles.
But, on subject of this article, hear me out (and I will not be mad
if you still disagree!).
The
Chrysler 300 letter cars (1955 - 1965) obviously are unique in many
respects, including their rarity, history, performance and importance
to Chrysler Corporation and the evolution of performance cars. They
occupy a special place in our hearts and minds and well deserve the
stature and recognition accorded by this club and newsletter. No
question there.
But
among the related and underappreciated models produced by Chrysler is
the 1979 300, a car that is likewise a rare and historical
high-performance GT car, in essentially the same mold.
The 1979 300 is in many ways the last of the original Chrysler 300
series, a concluding episode in the tradition of the letter cars, and
in some ways a letter car without a letter.
This
article laments the inadequate recognition of these facts, even by
Chrysler 300 buffs and certainly by others, noting that, in effect if
not in name, the 1979 300 is the last and in many ways best in the
line of traditional Chrysler 300 GT cars that began with the C-300 in
1955, marking a unique 25-year period in Chrysler automotive history.
II. Background
– The Early Years
As
we all know, Chrysler Corporation was born as an engineering-oriented
company and from the beginning Chryslers were high-performance road
cars, essentially in the GT mold even before that moniker was
invented. Chryslers were among the premier long-distance touring
cars of the 1930s and 1940s in the United States, and also enjoyed
success in long-distance European road-racing.
In
America the iconic “mother road,” Route 66, was created
in 1926 out of a disparate collection of paved and unpaved local
roads and crude “highway” stretches, to become the
world’s most famous long-distance roadway. From the beginning,
and to its end, and even today, Route 66 always has provided a
diverse and challenging driving experience, for both driver and car,
requiring a vehicle with top-notch capabilities in terms of
acceleration, speed, passing, steering, cornering and brakes in a
variety of road and weather conditions, along with the comfort
features needed to sustain long-distance travel. This is a difficult
combination for any car to achieve, even today, and far more so in
the early- to mid-twentieth century.
Sophisticated
long-distance travelers, including members of your author’s
family who drove Route 66 from its earliest days, discovered and
appreciated the advantages of Chryslers in this environment, as
compared to lesser vehicles. Chrysler and Route 66 were seemingly
made for each other, and together rank among the great
accomplishments of the twentieth century, symbols of American
freedom, achievement and exceptionalism.
A
capstone, of course, was development of the fabulous hemi-head V8
engine in the 1940s, giving Chrysler sedans unparalleled power and
passing speeds, an essential performance feature on two-lane highways
increasingly clogged with heavy trucks and slower-moving traffic. In
this respect Chrysler vaulted ahead of even such exalted European
marques as Rolls-Royce, Bentley and Mercedes-Benz. By the early
1950s Chrysler V8 sedans were the clear performance leaders, on
American roads and even world-wide, as would be made clear over the
remainder of that decade. It is a heritage that continues today in a
variety of Chrysler engines, long after the demise of the original
hemi.
III. The
Mexican Road Race
It
was in the early 1950s that the world, or at least the automotive
world (along with, perhaps, a fair number of the citizens of Mexico)
really sat up and took notice. The setting was La Panamericana
Carrera (The Mexican Road Race). Largely bone-stock Chrysler V8
sedans (with comparatively minor performance tweaks) bested
race-prepared Ford and GM products and in some cases the finest
European sports-racing cars, particularly on the long high-speed
highway stretches of the race, where the Chrysler V8s could really
show their stuff.
Of
course, the race-prepared Lincolns had their day, as well as other
marques, and virtually all makes had their ups and downs, including
Chrysler. And the big Chrysler and Dodge sedans could not match the
smaller, race-prepared European sports cars on the tight turns of the
twisting mountain sections. But even a casual observer could not
help but notice the spectacular achievements of Chrysler engineering
as showcased in these races.
Your
author’s favorite story about the race is the report of nearly
stock, full-sized V8 Chrysler sedans outrunning the
specially-prepared twelve-cylinder Ferrari sports-racing cars, by
running for extended periods at speeds in excess of 140 mph. As
noted, the Chryslers (and, later, Dodges) were largely stock-equipped
sedans, with relatively minor and routine performance enhancements,
often competing with Lincolns and others prepared by professional
stock car racers and European factory racing teams.
Nonetheless, it all made sense. The Mexican Road Race was designed
to celebrate (and highlight) the Mexican equivalent to Route 66, the
Pan-American Highway. This was a north-south two-lane highway
running the length of Mexico that was inspired by (and in many ways
resembled) Route 66. It was intended ultimately to run from Alaska
to South America. Just as Route 66 brought America together, The
Pan-American Highway was intended to do the same for Mexico.
Chrysler sedans, long at home on Route 66, were naturals for The
Mexican Road Race.
The
race ran for five consecutive years, 1950 - 1954. While many
different cars raced, failed, crashed, won and lost, and otherwise
distinguished themselves for better or worse, none accomplished more
with less race-car preparation than the Chrysler (and later, Dodge)
sedans, despite the lack of a dedicated performance model or factory
racing program. The success of the Chryslers and Dodges in Mexico
was a testament to off-the-shelf items in the Chrysler parts bin, and
basic Chrysler engineering, though the effort suffered from the lack
of concerted factory production of a dedicated performance model
suitable for The Mexican Road Race. Of course, that was about to
change, but in the meantime (perhaps partly due to pressure from Ford
and GM, among other factors) the Mexican government canceled the race
for 1955 and successive years, until it was revived some thirty-four
years later as a vintage car event.
IV. The
Letter Cars
As
we know, this is where the rubber really hit the road. The 1955
C-300 was in essence a street-legal version of a Chrysler two-door
hardtop designed for The Mexican Road Race, with a bit of luxury
added and an appropriate model designation. The result, literally a
“Beautiful Brute,” was arguably the first modern American
GT car, in the idiom of the magnificent Bentley Continentals of the
late 1940s and early 1950s (which were outdone by the C-300 in almost
every way).
Clearly
the C-300 was based on options designed and selected for The Mexican
Road Race, for the first time reflecting a full-blown factory effort
to create a dedicated road-racing machine. Still, it was a natural
progression from a long line of earlier Chrysler performance sedans,
suitable for Route 66 and the 1950 - 1954 Mexican Road Races. It is
unfortunate for Chrysler 300 buffs that the 1955 race was canceled,
because it meant the C-300 did not get the chance to do what it was
designed to do. But it left us with the first true American GT car,
the first in a line that exceeded (for the first and possibly the
last time) the specifications and performance of its vastly more
expensive European counterparts.
The
rest of the story, as we know, is mostly the history of the letter
cars, descendants of The Mexican Road Race cars and the legacy of
Route 66. But the lesser-told story is how the 1979 Chrysler 300
also fits into this history, as the last (and yes, in some ways the
best) of the traditional Chrysler 300 series cars.
V. Understanding
the Importance of the Historical Background
Readers
of this newsletter are undoubtedly aware of the above-noted
background for the Chrysler 300 series, going back to the engineering
and performance orientation of Walter Chrysler and the early days of
the Chrysler Corporation (including early forays into international
competition at Le Mans, wartime development of the fabulous hemi-head
V8 engine, and the subsequent success of the Chrysler-powered
sports-racing cars built by Briggs Cunningham).
This history cemented a well-deserved international reputation for
Chrysler’s engineering excellence, leading to the use of
Chrysler V8 engines in a succession of elite European GT cars
(including, of course, the Facel Vega, Jensen Interceptor, Monteverdi
375L
and [to this day] various Bristols).
Noted
above is the additional historical relevance of The Mexican Road Race
cars of the early 1950s.
Significantly, this experience established the pattern of putting a
high-performance Chrysler V8 engine in a two-door sedan with an
upgraded suspension, which in many respects then outperformed the
best purpose-built European sports-racing cars (and their U.S.
counterparts). Indeed, as noted, your author believes that the
original Panamericana Carrera racing series may have been canceled in
part due to pressure from other domestic manufacturers (especially
Ford and GM) who recognized that their production cars could not
legitimately compete with the upcoming C-300.
Nonetheless,
as we well know, and despite cancellation of the race for which it
was designed, the C-300 was a fabulous performance success and went
on to win many races and spawn the glorious letter car series of
300s. And although, as they say, the rest is history, there are
still some other historical connections that can be emphasized here,
because The Mexican Road Race did not happen in a vacuum.
As
noted above, The Mexican Road Race was created to showcase the
Mexican stretch of the Pan-American Highway, in turn intended to run
from Alaska (perhaps inspired in part by World War Two construction
of the Alaska Highway, but that is another story) to South America,
as a kind of north-south equivalent to U.S. Route 66. Although not
the first east-west U.S. highway (see,
e.g.,
the Lincoln Highway), Route 66 became iconic in tying together the
west from Chicago to Los Angeles and quickly became the preeminent
east-west U.S. highway. It was hoped the Pan-American Highway would
do much the same for north-south travel.
In
the late 1940s and early 1950s there were obvious similarities
between Route 66 and the Pan-American Highway through Mexico. Both
essentially followed the contours of the land, and therefore (unlike
the subsequent U.S. Interstate Highway System) included frequent (and
sometimes steep) hills, valleys, dips, blind or sharp corners and
very twisty sections (not to mention pavement bumps and rough
patches, and potentially dangerous intersections). As suggested
above, traveling these highways at relatively high speeds was (and
is) often a challenge (and frustrating, e.g.,
due to blockages by slow traffic, flooding or other impediments
caused by weather, and sometimes downright dangerous road
conditions), demanding special vehicle features including superior
braking, suspension and engine performance, plus reliability and
durability (thus requiring multiple heavy-duty components).
While
it is obvious the C-300 and its progeny were designed for the Mexican
Road Race, perhaps it is less obvious that the 300 series also was
designed for U.S. roads like Route 66 (which was not fully
decommissioned and replaced by the Interstate Highway System until
the early 1980s). Thus, while the Chrysler 300 letter cars are
justly-famous for their spectacular stock car racing success and
top-speed records runs, they are equally significant as high-speed,
long-distance grand touring (GT) cars, in the idiom of the post-war
Bentley Continental (a
tradition
also carried on by the Chrysler-powered European GT cars already
noted above),
but additionally designed with the rigors of roads like Route 66 in
mind.
This
requires a high level of creature comforts, even luxury, together
with heavy-duty components, a distinct style, and raw performance in
all vehicle categories (a combination of excellent acceleration,
speed, power, handling, ride, steering and brakes, wrapped up in a
stylish, sporty and comfortable package). This combination of
features is the epitome of the 300 letter-series cars, and is as rare
as ever even today (despite all of the intervening years and advances
in technology). It is an important part of the legacy of the letter
cars, and should not be obscured by the cars’ higher-profile
racing successes.
VI. The
1979 Chrysler 300
Introduction.
So, how does the 1979 300 fit into all of this? Well, let’s
start by noting that it is the last Chrysler 300 to fit the basic
parameters of the letter car series: Large, sophisticated chassis;
powerful Chrysler V8 engine with special features (providing, as
Burkhardt & Veatch have noted, performance about mid-way among
the pack of letter-series cars); luxurious and sporty two-door sedan
configuration; rear-wheel drive; special suspension, steering and
brake systems; and dedicated design features thru-out (from basic
styling elements to traditional Chrysler 300 medallions), consistent
with the letter-series cars. Interestingly, this was also the last
300 produced during the official lifetime of Route 66 (your author
recalls driving his 1979 300 to California on several occasions in
1979 and 1980, when the Interstate Highway System was incomplete and
travel on stretches of Route 66 was still required). But there is
far more to it than this.
What
the 1979 300 is not.
First let’s concede that the 1979 300 is not a sports car, at
least not in the sense of a Dodge Viper or Porsche 911 for example.
The 1979 300 would not be my choice to run on a tight go-kart-like
sports car racing circuit. But neither would the letter cars for
that matter, or even the high-priced modern sports sedans from Audi,
Jaguar, Mercedes, BMW and the like. If you want something for a
sports car track, try a Porsche, or a Viper, or maybe a Mazda Miata
or a “hot hatch.” But, given real-world road conditions,
with steep hills, dips, broad sweeping curves and a few dangerous
intersections and sharp turns (like The Mexican Road Race, or Route
66), the 1979 300 acquits itself quite well, thank you (dare I say
it, perhaps in some ways even better than its predecessor letter
cars, due to its sophisticated suspension, steering and disc brakes).
Of
course, the 1979 300 also is not a record-breaking high-speed car.
In an age of 200 mph supercars, that is just not in the cards for a
nearly 40-year old, family-friendly and relatively inexpensive Route
66 GT car (again, if you want more, how about a Viper, or perhaps a
Hellcat or Demon?). Granted, in their day many of the letter cars
broke high-speed records or were viable contenders. You have me
there - - even in its prime the 1979 300 was not a particularly
high-speed car. High triple-digit speeds are just not its thing (or
mine). For one thing, it is somewhat low-geared (with a numerically
high rear axle ratio), which maximizes mid-range power (for passing
slower cars on Route 66? Perfect for that.), which reduces top speed
to maybe 120 mph. For another, the styling (while very attractive
and 300-like) is not particularly aerodynamic (but the same is also
true for most letter cars); reportedly the 1979 300 gives up a few
mph in top speed to its similarly-equipped Dodge Magnum GT
stablemate, due entirely to the latter’s slightly-sloped nose.
So choose something else for your land-speed record attempt. But
for relatively high-speed, sustained travel on a tough road like
Route 66, the 1979 300 still fits the bill.
To
my knowledge, the 1979 300 has not been used as an off-road rally
car. I believe that some of the letter cars (e.g.,
the J or K model?) had successes of this kind, and why not? The
basic engineering and heavy-duty components are in place, perhaps
needing only some minor tweaking. And that also applies to the 1979
300, perhaps to some extent even more so (e.g.,
the disc brakes). So, I suppose, the 1979 300 could be made into an
off-road or long-distance endurance rally car, and probably would
make a very good one, e.g.,
for rallys like Peking-to-Paris or some such. Perhaps some day
racers will catch on to this potential (if they can find a suitable
1979 300, which may be difficult as they are getting rare). But again
that is not my thing, nor is it the intended purpose of the 1979 300.
So, as
it stands, the 1979 300 is not a sports car, or a land-speed record
car, or an off-road rally car. Nor is it a NASCAR winner
(aerodynamics, again) or a drag racer or a “muscle car”
in the current sense (again, see Viper or Hellcat, or now the Demon,
for that). Some of the letter cars check these boxes, and that is
great (and historically important). But, in my view, that is not
entirely what these cars are about or what made them the success they
were when new and still are today; instead, what is equally important
is the cars’ unique capabilities as high-powered yet stylish
and comfortable long-distance GT cars.
The Chrysler 300
as GT car.
As noted above, a few years ago a well-known European classic car
magazine did the unthinkable: It essentially conceded that there was
a time when an American GT car bested its European rivals in
virtually every respect, and at much lower cost (and with far greater
durability and reliability).
The car was a Chrysler 300-F, admittedly a prime example of the 300
genre. But the article extolled the virtues of all of the Chrysler
letter cars, noting their superior performance in all practical
respects, along with comfort, luxury and reliability, and at an
extraordinarily low cost; the author essentially conceded that this
may have been the best car in the world at the time, easily
outshining far more expensive GT cars from Europe.
You will get no argument from me on any of these points. These same
things are essentially true for any letter car. But, more to my
basic point, in large measure they are also true of the 1979 300.
This should not be surprising, given that the 1979 300 (unlike later
300s) shares most of its basic engineering features with the letter
cars.
Importance
of Route 66 to the 1979 300.
All of this illustrates the basic strengths of the 1979 300 (as well
as the letter cars). The 1979 300 comes from a long line of cars
designed to be used as long-distance, high-performance GT cars: Fun
to drive, yet comfortable and stylish, and suitable for sustained
travel at high-speeds on challenging roads like Route 66 (or the Pan
American Highway).
Arguably
this is a type of vehicle that no longer exists as such in the
new-car marketplace. OK, maybe it doesn’t need to - - with
completion of the Interstate Highway System, any econo-box or pick-up
truck can travel at extra-legal speeds in relative comfort and
safety. The roadway challenges of Route 66 are a thing of the past
for most people. And today, if you want to venture off-road, there
are many fine Jeeps (and others) to choose from. If you want to drag
race, go for a Hellcat or Demon. For sports car racers, there are
also many fine choices.
Likewise
there are purpose-built rally cars, and 200 mph–plus supercars.
But something is missing from this modern line-up: Without
challenging roads like Route 66 (which still exists to a large extent
in some states, although it is mostly limited to sparse recreational
use and local traffic), there is less need for a fast, heavy-duty
performance car like the letter cars or the 1979 300; thus, the
unique characteristics of the letter cars and 1979 300 are largely
unneeded today, and perhaps also underappreciated. The letter cars
at least can rest on their racing history; lacking that, the 1979 300
goes largely unrecognized.
To
fully appreciate this, take an extended spin on Route 66 or one of
its equivalent state highways. Although sections of Route 66 are
continuing to disappear or be paved over, Oklahoma still has the
longest surviving stretch of Route 66 anywhere, and it is possible to
travel virtually the full length of the state, border-to-border, on
the Mother Road (much of it with the original paving). This is very
much equivalent to the 1950s Pan American Highway in Mexico, and
gives the driver a real sense of long-distance American travel in the
1940s through the 1970s and even into the 1980s (and also the Mexican
Road Race experience of the early 1950s).
This
is where, literally, the rubber (and the engineering design of the
1979 300 suspension, brakes and steering) meets the road. As noted
above, the Route 66 roadway is, to be blunt, rough and hazardous in
many places with many dips and bumps and unmarked curves, hills and
valleys. To master this road, at sustained highway speeds, requires
a car with decidedly heavy-duty suspension, steering and brakes (like
the letter cars and 1979 300). I have traveled Route 66 in other
cars, including European sports cars, and believe me they can be too
delicate for this task, especially on a sustained basis. This is
perhaps reflected in the high drop-out rate of so many European
sports cars and others in the original Mexican Road Races (on similar
roads).
Today,
many cruisers, car clubs and Route 66 touring events carefully select
the sections of Route 66 to drive on, and avoid other sections, in
order to minimize the risk of damage to their vehicles. And probably
with good reason. This precaution is not needed with a 1979 300.
The 1979 300 feels as though it was made for this road (which, in a
broad historical sense, it was); the very heavy-duty components of
the 1979 300 package show themselves to excellent effect in this
environment, and inspire a comfort and confidence that other cars
(including many modern performance cars) cannot match.
Relation
to modern cars. Well,
you may say, this tradition of heavy-duty performance lives on in
modern vehicles like the Jeep Grand Cherokee SRT (and now the Durango
SRT). And that is well true, although the SRT models are also quite
rare (and very expensive). Indeed, I would argue that the sequel to
the 1979 300 was the first-generation Dodge Durango R/T, with
essentially the same (E58) engine and also similar suspension
components (adding rack-and-pinion steering and fuel injection), and
perhaps the early Jeep Grand Cherokee with the same E58 5.9 liter
engine. The current Grand Cherokee (and now Durango) SRT models, and
their equivalent Dodge Challenger cousins, are the even more modern
descendants of the 1979 300 (and the letter cars), though they cannot
be called 300s as such, or even traditional Chrysler sedans.
Your
author is a real fan of these latter-day Mopars (and would even say
they deserve to be recognized in this club), but let’s take
note that (even with their magnificent performance and modern
technology) they are not quite as suitable as a letter car or 1979
300 for roads such as Route 66. For one thing, cruising Route 66 is
like driving through a time capsule, i.e.,
a journey back in time. This warrants a car of similar vintage.
Certainly a letter car is a fine way to go in this regard (though the
sometimes rough pavement might make one hesitant to subject a
valuable letter car to that punishment). In any event, the 1979 300
is perfect for this: As noted, the vintage is correct; at the same
time the 1979 300 has the perfect suspension and braking system for
this job, with the Cordoba suspension bushings replaced by firmer
police-package components, and the front/rear anti-sway bars and
heavy-duty torsion bars providing an optimal mix of comfort and firm
control.
Yes,
the subsequent Durango R/T (and Shelby Durango) and various SRT
models also have optimal, and to some extent even more sophisticated,
steering, suspension and braking systems (and I would grant them a
high status in the Pantheon of Route 66 cruisers), but it can also be
noted that the Jeep and Durango models have a relatively high center
of gravity (inherent to some extent in an SUV), and this sometimes
shows up (as a disadvantage) in the tight high-speed turns on Route
66. Chrysler has done all it can to limit this, but no one can alter
the laws of physics (not even Porsche in its Cayenne SUV).
The
1979 300 masters this problem by combining a reasonably low center of
gravity (still high enough to avoid obstacles) with a sophisticated,
heavy-duty suspension system that never “bottoms out” at
reasonable speeds no matter how severe the Route 66 dip or bump.
This allows largely uninterrupted high-speed travel through all Route
66 road conditions, with minimal drama. To this day, there is no
better road car than a 1979 300 for this kind of driving environment.
But what about the modern Challenger R/T and SRT and like models?
Fabulous vehicles, no doubt about that. Spiritual successors to the
letter cars and 1979 300, I would argue, even taking the performance
factor to unprecedented higher levels. Congratulations to the modern
Chrysler Corp. for this achievement, perhaps to be the pinnacle of
success in this regard.
But
one thing lacking in the modern Challenger (or Charger, or 300) is a
direct connection to the history of the original Chrysler
Corporation, including such things as the Mexican Road Race cars,
Route 66, the letter cars and the 1979 300. This does not detract
from the performance, or appeal, of the more modern cars. But the
vintage feel, the historical connection, is missing. The Chrysler
longitudinal torsion bar suspension, used in the letter cars from
1957 and the 1979 300 (and the first-generation Durango) ranks, in
your author’s view, as one of the great automotive engineering
achievements of the twentieth century. It provides a unique (and
historically genuine) driving experience, perfectly suited to the
demands of Route 66. And (again, in my opinion) the ultimate
incarnation of this suspension is in the1979 300 (the early Durango
R/T is much the same, but with the inevitable effects of a higher
center of gravity). The modern Mopar products are terrific, but some
historical links are missing, and in some ways the newer cars owe
more to Mercedes than to Chrysler history.
Summary
and conclusion. In
short, the 1979 300 reflects the ultimate evolution of the Mexican
Road Race cars and Chrysler 300 letter cars, high-performance cars
designed for demanding conditions on highways like Route 66 (and the
Pan American Highway), that (for the most part) no longer exist
except for recreational purposes.
Like many other recreational byways, Route 66 offers plenty of
curves, hills, dips and valleys, as well as narrow straights. But
unlike some other favorite “driving roads,” Route 66 also
retains considerable historical hazards, that reflect the dangers of
mid-twentieth century highway travel (and the Mexican Road Race)
including severe dips, rough pavement, dangerous intersections,
unmarked turns and slow or local traffic that needs to be passed
safely and in short order. These hazards present challenges that
require a very competent road car, with a firm suspension (leave your
Buick at home), excellent steering and brakes, a low center of
gravity (leave your pick-up truck at home), and excellent mid-range
power for passing slow cars. This is the American version of the
Mexican Road Race, and a natural environment for the letter cars and
likewise the 1979 300.
VII. So,
Why is the 1979 300 the Best?
Well,
the simple answer is that it is the ultimate incarnation of the
features that make the letter cars famous as ultimate examples of the
American GT car: a full-sized two-door sports sedan; durable,
reliable and powerful Chrysler V8 engine; gearing to optimize
mid-range performance; large power brakes (discs in front, metallic
brake pads); sophisticated heavy duty suspension (using some Police
Package parts) with front and rear anti-sway bars; firm-feel
steering; heavy-duty transmission; alloy wheels; luxury interior
(including high-quality leather on individual bucket-type seats);
full instruments and remote-control rear-view mirrors; and of course
unique Chrysler 300 styling features consistent with the letter cars.
Thus,
the 1979 300 has the characteristics of a letter car, with some added
bonuses including: (as noted) disc brakes; computerized engine
control; modern air conditioning; sticky tires (from the factory);
and arguably the most sophisticated suspension and handling of any
Chrysler up to 1979. As a consequence, the 1979 300 offers the most
advanced driving experience that one can have without giving up that
genuine Chrysler 300 feel. In short, the best of the traditional
Chrysler 300s. If you don’t believe it, take one out for an
extended drive on a road like Route 66 - - there is nothing else like
it, and it is one of the best-kept secrets of the Mopar world.
VIII. Epilogue
– Some Personal Notes
Your
author owns two 1979 300s. The first (car No.1) was purchased by my
father in 1979 and immediately resold to me at my request after I saw
and drove the car. He then purchased the second 1979 300 (car No. 2)
to replace the one he sold me. I have kept car No.1 all of these
years and later inherited car No. 2 from my father. Both cars have
just over 100,000 miles; both were used extensively as daily drivers
and for interstate travel, so they show normal wear and tear.
Neither is a show car or garage queen, but both run like a Swiss
watch and are a blast to drive.
Beyond
this their histories diverged. Car No. 1 sat outside in the elements
and Oklahoma’s weather took its toll. The dashboard cracked
and was replaced; the leather interior dried and cracked from the sun
and was replaced (to my later regret) with vinyl (the correct color,
but not nearly as supple). The paint faded and when I delivered it
to a paint shop they apparently took it for a joyride and hit a
telephone pole. The damage was superficial and they repaired it but
repainted the car in the wrong white color. It was subsequently
repainted elsewhere in the correct color and even now (25 years
later) the repaint looks pretty good, but it is no longer original.
These are the kinds of things that happen to a daily driver over a
nearly forty year period (which is a reason that original survivors
are so rare).
In
contrast, car No. 2 is all original, including paint, dashboard,
interior and mechanicals. The original air conditioning system works
just fine. It even has an original Mopar lean-burn engine computer
(not the original one, but when that was replaced over twenty years
ago the original manufacturer’s item was still in stock, and
was installed - - it still operates today). Car No. 2 still rides
on its second set of tires, now well over twenty years old (mandating
a cautious driving stance, but so far so good).
Obviously
these two cars are used for different purposes. Car No. 2 is
exercised regularly but sparingly, and is occasionally displayed at
car shows (winning two trophies, but I must confess that in both
cases it was the only 1975 - 2000 Mopar in that class). But it stays
within twenty miles of home (those old tires and lean-burn computer
are reasons enough for this), and ventures out only in nice weather.
In contrast, car No. 1 is used more like a normal car. It has newer
tires and a modern electronic ignition system, and a replacement air
conditioner. It has had some other minor repairs (ignition switch,
wiper-motor, radiator, water pump, etc.) and I would be confident
driving it anywhere.
Both
cars are great to drive. There is nothing like the experience of
driving a car with a torsion-bar suspension and a Chrysler V8 engine
with a four-barrel carburetor. In their book (the 1979
Chrysler 300 Handbook),
Burkhardt & Veatch lament that young people accustomed to fuel
injection do not appreciate the advancement it represents over
carburetors (and I must note that the carbs on both of my 300s have
been overhauled or replaced). Others have made the same observation
and undoubtedly it is true. I have basically the same E58 360 cu.
in. engine, as in the 1979 300, in my 2003 Dodge Durango R/T, except
with throttle-body fuel injection, and it is very smooth and
efficient indeed. But in the Durango I miss that throaty-roar that
comes when you open the two extra barrels in the 1979 300. Together
with the very firm suspension in the 1979 300 (from the Police-spec
components), the car’s low center of gravity and the excellent
design of the torsion-bar suspension, the E58 carburated engine
provides a unique driving experience.
Notably,
the 1979 300 package includes a firm-feel steering gear. It provides
excellent driving characteristics. On my car No. 1 (the modified
one), I decided to experiment to see if I could get further
improvements. I installed a medium-range aftermarket firm-feel
steering gear (an item that I knew from previous experience to be an
excellent product). Much to my surprise, in the 1979 300 there was
no perceptible improvement whatsoever. This is a testament to the
excellent original equipment provided in the 1979 300 package (as
detailed in the Burkhardt & Veatch book). Both of my cars also
have the “360 four barrel” chromium-look decal on the air
cleaner (which brightens an engine compartment otherwise devoid of
chrome), though Burkhardt & Veatch indicate this is only on “a
minority of vehicles.” Unfortunately neither of my cars has a
limited-slip differential (which was an option, and would seem to be
appropriate for a car like this).
I
doubt that Burkhardt & Veatch have any idea how much I appreciate
and value their 1979
Chrysler 300 Handbook. I
have read and re-read it multiple times over the years. (I believe
it is still available through this club.) The technical data is of
immense value, and the commentary and other text is fascinating. I
wish it could be updated and expanded into a larger volume (though,
given the lack of broad interest in the 1979 300, I suppose it would
only sell about five copies - - including the two I would buy!). I
have noted that few (if any) of the new members who join the club own
1979 300s, and the regular transitions between generations (and the
lack of high-profile collector interest) likely mean that
appreciation of the 1979 300, the last generation of traditional
Chrysler 300s (and in some ways, at least, the best), is fast
becoming a lost art. Bummer.
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