So probably the first thing to get out of the way is just what exactly a Plodge is. It is, like the name suggests, the combination of a Plymouth and a Dodge. These hybrids were the result of the unique Canadian market conditions (as well as a few export markets) of the time. Canadian protectionist import policies made it very expensive to import car production from the US so almost all low to medium priced makes had Canadian production.
Oddly enough any Plodges produced for other export markets were built in the US not Canada. Having Dodge and Plymouth both share the majority of mechanical components, sheet metal and often complete cars offered substantial cost savings in the small Canadian market. Thus both Dodge-Desoto and Chrysler-Plymouth dealers were able to offer a full range of vehicles. The Plodge name was never officially used, but is informally used by enthusiasts to identify their Canadian mutts.
Generally but not always, a Plodge was more Plymouth than Dodge but used Dodge grilles, tail lights, trim and often Dodge interiors. Plymouth made a better starting point than Dodge as it was a smaller, cheaper car which Canadian buyers generally favored. It should be noted that at the top of the Dodge range was an American Dodge based car which was generally offered in the 30s and 40s but still built in Canada. Uptake was usually in the less than ten percent range with the vast majority being Plodges.
Our subject is a Canadian built 1949 Dodge Special De Luxe. This one is a Dodge D25, which would be an early 1949 that uses the 1946-1948 Plymouth P15 body shell. In Canada, the company built the older style cars at the same time as the new 1949 style cars for three months. Obviously differences between the US and Canadian Dodge are the front fenders ending at the door and less flat front end on the Canadian one. Less obvious is that the US one rides on a slightly longer wheelbase. The rear end is almost all Plymouth with exception of Dodge badge.
Dodge and Plymouths of this era aren’t known for being beautiful or having high performance but they are known for rugged reliability and high quality construction. A lot of this reputation comes from the use of a flat head six cylinder engine. Already an old design by 1949 it was a low speed, torque rich engine which lead a relatively unstressed and long life. 
Almost all the Chrysler vehicles of the era used a variant of this engine although the larger trucks used another, larger flat head six. The flat head six engine dates back to 1929 but lived to 1959 in cars and 1968 in trucks. That didn’t end its life as it was used as late as 1972 as an industrial engine. The Plodges of this era used the slightly smaller Plymouth 3.6 liter version with 95hp. And the one illustrated above has been modified, and undoubtedly makes quite a bit more power than that.
Back in 1948 (1949 figures are for the newer style) a Special De Luxe two door sedan it would have cost $1,491 and weighed 3,135lbs. This Special De Luxe looked to be a very nicely preserved example or possibly an older restoration. A few bits of peeling paint and some blankets on the seats but overall in very nice condition. Something you could have pride in but also have no fear in using at the same time. Being quite robust and simple cars these would make an ideal vintage car to own.
Was there ever a domestic (North American) company that offered cars with so little difference between brands, as Chrysler? Within a few decades they didn’t even bother charging grilles or other features, just the badges. Compared to the Dodge/Plymouth Neons or Dodge/Plymouth Colts, these Plodges were almost like totally different cars.
In the mid-1950s there were considerable visual and even mechanical differences between various Chrysler divisions, but I suspect the almost continual financial difficulties they faced after the 1957 quality debacle led the beancounters to take control and mandate more and more money saving badge engineering as well as the elimination of the redundant DeSoto division.
How ’bout GM? Chevrolet Caprice/Pontiac Parisienne, for one among many examples.
Or Ford; the differences between a Topo and a Tempaz were the grille and taillights. Oh, and maybe a logo on the steering wheel…for one among many examples.
Yeah, but by the time the Colt and Neon came along, they didn’t even change the model name.
As always David, beautifully compiled, and presented, biography.
As with the 1962 Pontiac Star Chief yesterday, chrome bodyside trim, enhances the illusion of steamlining, and speed. Without this simple addition, overall design would appear more dated, bulbous, and static. Lack of chrome trim on the rear fenders, actually increases the appearance of speed.
Loving the eggcrate grille.
I find the integration of streamlining in automotive design, very appealing. 1930’s era Sharknose Graham, makes for an interesting styling comparison, with this Dodge.
We had a Plodge when I was a child in Vancouver – a 1959 Dodge station wagon. There are no family photos of it, but I worked out eventually that it had the front clip from a 1958 Dodge and the taillights from a 1958 Plymouth.
In between, it was the ultimate 50s mobile: tailfins, pushbutton automatic, and two-tone coral pink and metallic bronze paint.
I got the never used big chrome cigarette lighter from a 49′ Dodge that sat in the back lot I worked.My bosses wholesale buddy parked it there (Al Mora).An old blue well worn runner.Eventually it vanished.
I wonder if there were any 4-door versions of the early 1949 “Plodges”? That might have been an interesting sight.
Most of the independents had sizable Canadian plants as well, but they didn’t play the mix-and-match game. They simply made the same car in both countries, except that locally sourced parts might have been different in some ways.
Canadian Pontiacs were different to US models being Chevrolet based those were exported CKD to former British colonies.
You might like this. Maybe. In my Mopar forum someone took a 1998 Corvette, removed the body, attached a 1959 Dodge Coronet rear clip, and a 61/62 Chrysler front clip. Come up with a name for that. 10th post down for the entire car.
https://www.forcbodiesonly.com/mopar-forum/threads/bastardized-1959-coronet-build.77012/page-16
The only truck from 1960-68 that used the flathead was the Power-Wagon, the old 1940s type. All others used the slant six.
It certainly looks beautiful to me .
-Nate
Plodges and De plotos were what was assembled in New Zealand, cofusingly to me was the fact US and Australian efforts showed up as well making those Chryslers brands difficult to unravel, sidevalve sixes were in most of them, however we didnt get all the Canadian models, to see those watch Cold war motors on you tube.
I grew up in Brooklyn aged 0-10, 1955-66. Every car on the street was always less than 5 years old, except for a 1948 black Dodge owned by a senior citizen couple across the street. When all the dads were at work on weekdays, it might be the only car parked on the block. It was in good shape, lovingly washed, waxed by the old gent. They drove it to the store and church, mostly. The photos above brought the memory to the fore. I don’t think the lady of the house ever learned to drive. IIRC.
My step dad had the 1948 version 4door, rear door’s were suicide style, open in reverse front to back, while the front doors opened regularly. Crushed out Blue interior, almost velour like feel. Even had elevated rear foot rest that was width of rear bench seat, like a huge couch. Dash lit up speedometer 3 colors as a visual reminder of safe traveling speeds. Green up to 40, Yellow up to 60 to 70 and finally Red for speeds in excess of 70 mark. Amongst others my other fave he had was his white on white Ford Falcon. Both cars were completely Stock Original. I was in my early teens, that’s actually 40 years ago this summer
So a Plodge is really a Plymouth Variant?
… and since you brought up ” protectionist import policies,” can’t ANYONE spell “DODGE” these days?
awwwww, Michael Matheson, you’re just a kid, then! 😁
I often read that Mopars of this vintage were not particularly good looking. They’re usually described as “dowdy.” I know that Fords were more popular because the V8 engine was pretty fast stock, and could be easily modified for more performance. Chevys were the most popular, and GM styling was pretty good, as the Chevy often mimicked the current Cadillac models. But looking back from Today, they all look pretty similar to me, just as most current cars look alike. Chrysler was Number Two coming into the beginning of WWII, thanks to the popularity of Plymouth. I think what hurts the Mopar image at this time was the adoption of Fluid Drive. With that transmission, while it was a boon to driving ease, the cars were quite slow accelerating from a stop compared to a standard three speed. The image of the vintage Mopar, driven by the old man in the hat, slowly accelerating down the street, has etched itself in automobile lore and colors people’s recollections and imaginations. The early Powerglide Chevy has a similar reputation.
These cars were well built and long lived and I actually remember seeing more old Plymouths and Dodges being driven back in the early 1960’s.
My experience of these cars was my dad’s 1949 Chrysler Newport. It was equipped with Fluid drive. Although it wouldn’t win any races, it had no problem keeping up with traffic. The Fluid Drive was technically interesting, a cool way of getting many of the benefits of an automatic transmission without the cost of developing a truly automatic transmission.
The long stroke six just purred at its 450 RPM idle. It also ate hills well.
Chrysler Canada supplied quite a lot of cars—CKDs, SKDs, and BUXes—particularly to its fellow Commonwealth countries. Certainly this was the case in the 1960s; I don’t have specific knowledge for before 1960, but I would be quite shocked if Chrysler disregarded the substantially preferential tax-and-import treatment for vehicle trade within the Commonwealth.