Hello, what’s this? There on the right headlight door, what is that? There isn’t-never-was a thing such as a Chrysler New Yorker R/T, and yet…voilà. For the matter of that, there weren’t any Chrysler R/T models in upper North America. Mexico had some, such as the Chrysler Spirit R/T, but up here? Silly rabbit; R/T is for Dodges.
I’m old; one way I can tell is because my birthday is this Friday. Another: my reflexive incredulity at collector licence plates on cars like this. The maths work out no matter how many times I run them, but a car of this age with collector plates just does not compute. And yet again…voilà.
Actually, the licence plates might give some context to the R/T badging. It might be a subtle little effyou to the province for their remarkably stringent standards for vehicles allowed to have collector plates. Strictly speaking, even just one spurious R/T badge disqualifies this car, and…
…this car has two of them—and you march yourself right back upstairs right this instant, young lady, and you do not come back down until you’ve had another very hard think about those chrome-chain licence plate frames with the pointy chrome screw covers!
Now, Chrysler made out like the Nyawkuh was all new (this phrase reliably sets my eyes rolling) in 1988:
But…well, ladies and gentlemen of the jury, now, I ask you! Could this, or could it not be one of those can-you-find-ten-differences exercises in an issue of Highlights For Children?
…well? Can you? I mean, take away the padded vinyl roof and a few other symptoms of late-stage Iaccosis, and overlook the vertical rather than horizontal taillights, and…well…don’t look now, but this Chrysler is somehow even boxier than that Aries. Okeh, look now:
All the glass is trying so –Valiantly– hard to be flat. And if the aft end of the greenhouse were to tip just another degree or three in its direction of travel, it might inspire talk of Breezeway backglasses in Monterey. H’mm. Maybe this is a carrying case for the Aries.
These 195/75R14 tires are the original size. They look miniature, but I miss tires with enough sidewall to cope with the unlikely event of a road having a curb.
I cupped my hand and leaned in to take this last pic. A young woman came out from a nearby business and said “Take all the pictures you want, but please don’t touch the car, okeh?”.
So clearly this collector-plate-wearin’ Chrysler New Yorker (Artie? Is that you?) is well-loved, and I appreciate that.
The surprise for me was when you said the owner was a YOUNG woman. That implies the kind whose ride might be expected to be a Honda Civic. With an “R” badge added on?
“Late stage Iaccosis.” Pure gold!
Still, that interior is tempting. Wouldn’t want to ride in it every day, but it might be fun for a weekend trip.
My thought exactly—this would be a fun car to borrow or go on a share-the-driving trip with friends in.
Stellar find, pictures, and prose, Daniel. I can always rely on your essays to make me wind up grinning without even realizing it. And yes, the same maths boggle my mind, as well. Glad the owner was nice.
Uhhhthenkya. Thenkyavurramuch.
Great find and article Daniel. I presented a case here a few years ago, the Chrysler C-Bodies might have been design winners (or at least better presented and received), in the faux luxury car market. With a modern and attractive greenhouse, and more up-to-date packaging, the C-Bodies could have been perceived visually as more Volvo-like. Not the dated luxury bread box, old guy’s cars, they are remembered as. A sophisticated evolution of the Chrysler H-Bodies.
More here:
https://www.curbsideclassic.com/blog/what-if-1988-dodge-shelby-dynasty-gls-wagon-goes-like-stink-2/
Oh, hey, how cool! Love it. You’re reminding me of a photochop I haven’t seen in many years—maybe(!) still buried on one of my external hard drives—of a Spirit R/T wagon.
The width of the platform was adequate and appropriate for the K-, H-, AA-, AP-, AG-, and AJ-cars, and I guess for the Q-cars, but the constraint it exerted made these AC- and AY-body cars too narrow for their length. Perfectly livable inside, but from the outside it throws off the proportions in a way that’s too subtle to make itself apparent; the car just looks ineffably off.
Fully agree. And a brawny Spirit R/T wagon may have capitalized in the market, from the lack of a Taurus SHO wagon. And likely been more popular than the Magnum.
I do think an AA-body wagon would’ve been a good car (and an R/T version would’ve been delightfully pervy). But it’d’ve probably cannibalised sales of the unstoppable minivans, so I understand why Chrysler didn’t market them.
Confused about model year – the bright red (inside and out) was first used in 1992, replacing a darker shade of red called Bordeaux. But at least in the States, only 1988 NY and NY Landau (plus Dodge/Chrysler Dynastys) got rear haedrests/restaints for that year only, with no headeads on any of these starting in 1889. So I’m confused by the 1992 colors and 1888 rear headrests on the same car. The R/T badge can easily be stuck on anything so ignoring that.
Ain’t no bright red here; this car is HM3 “Raspberry Pearlcoat”, PPG № 4190—same as my ’91 last Dodge Spirit—with an HM7 “Dusty Rose Poly” vinyl roof. There was one darker (“Claret Red Pearlcoat”) and two brighter (“Colorado Red”, Radiant Fire Red”) reds in Chrysler’s 1991 pallette, though I’d be a little shocked if any New Yorkers got either of the brighter reds.
Rear head restraints: there were US/Canada differences; perhaps this is one of them.
(the R/T badge is a ’70s-type item; a period-correct one would’ve been a die-cut vinyl decal)
The red interior somehow looks lighter and brighter than the ’88-’91 Bordeaux (dark) red but on close inspection that’s what’s in the photo. I’m quite certain the first-year cars were the only ones with headrests in the US, and Google image search backs me up – I can’t find a photo of any ’89-’93 New Yorker or Dynasty online showing rear seat headrests, even if I add “Canadian” to my search words. I was hoping to find some Canadian brochures online for these cars but couldn’t find any.
Also, in the US the New Yorker Landau model shown here was 1988 and 89 only; after that the only choices were the New Yorker Salon (with a plainer interior) and New Yorker Fifth Avenue with the 5″ wheelbase stretch. In its last year (1993) though the NYer Salon was gifted the nicer interior previously restricted to the Landau and Fifth Avenue, making 93 the only year you could get the full-on-Brougham interior without having to also get those awful vinyl roofs (which had a shorter rear window to accommodate it).
Nice find, Daniel. Did you ask the young lady about the R/T badging?
No. She was busy.
Love that last shot; the wide angle on the camera makes it look like it’s been stretched in width as well as length from the original K Car format. And all those acres of fine Corinthian leather! I presume the only reason there’s no more of that fine stuff is because Chrysler fully depleted Corinth of all there was?
First they came for the Naugabeasts, and I did not speak up because I was not a Naugabeast…
Excellent!
I clicked on the links provided, and I’m gobsmacked that someone took the time and effort to create such detailed guidelines. If you haven’t checked them out, here’s a sample:
“Yes you can… change the colour of your vehicle to any colour offered by that manufacturer for that model and year (all inner body panels and fire wall originally paint matched to the exterior must also match exterior colour change).”
A room full of bureaucrats spent who knows how long to create this long list of do’s and don’ts, but they forgot one critical element- There’s no effective enforcement mechanism to assure compliance. So BC residents, feel free to install a CD player in your pre-’87 collector car- Ain’t no one gonna catch you.
Until you have an accident….
They are pretty over the top on this, but anything to do with licensing or insuring vehicles is a morass of bureaucracy here in BC. In my fleet manager days I spent a lot of time dealing with the sort of people who devise rules like these for ICBC, our provincially run insurance company. Always a pleasure….
I must be around the same age as Daniel, because cars like this running around on collector plates just seems weird. Seems like just a year or two ago the local Chrysler dealer was hawking them on the radio!
That one is exceptionally well kept, and appears to have the rare Bordello interior package!
Oh, there are problems with that list of rules. Clearly it was written by a person or persons unburdened by knowing much of anything about cars. Here’s my favourite:
• Yes you can upgrade your headlights, brake and fog lights with era correct DOT approved lights
In the first place, there’s nothing such as a “DOT approved light”, not anywhere in the world. Not even in the United States where—unlike in Canada—there’s a thing such as DOT; that’s the U.S. Department of Transportation. The “DOT” marking on a headlamp—U.S. regs don’t require it on any other car lights—indicates an assertion by the headlamp’s maker that it meets the relevant regulations. It implies the makers have done whatever they consider necessary to reach that conclusion. It does not mean the DOT or anyone they’ve designated has tested and approved it; we don’t have a type-approval system on the North American regulatory island. Our system is called self-certification, and it works as I just described. This isn’t just a quibble over word choice; the two terms (approval and certification) mean utterly different things, legally and technically.
And even if we ignore that and read “certified” for “approved”, it’s still wrong here on the ICBC list, because Canada does not require ‘DOT-certified’ (US-compliant) headlamps; those complying with rest-of-the-world U.N. (“European”) standards are equally legal here.
And even if we ignore that, just what are we supposed to make of this term “era correct”? Kind of hard to read that term to mean anything other than the lights have to be of a type available around the time the car was made. Okeh, and how are we to reconcile that with this nominal permission to upgrade? Because if we’re upgrading, we’re pretty much necessarily using lights of a type that didn’t yet exist when the car was made. The simplest, cheapest, easiest, most common (nominal) upgrade would be to replace, for example, the tungsten sealed beam headlamps in a 1960 Chevrolet with halogen sealed beams. Oops, but those didn’t exist until 1980-’81, which doesn’t sound very era-correct for a ’60 Chev to me; habbout you?
But wait, there’s more! Says we can upgrade the ‘headlights, brake and fog lights’. Sooo…I guess we can’t upgrade the turn signals or the reversing lamps or the parking lights, then, eh?
Echk.
As to enforcement: you’re right that no collector-plated car is ever going to get stopped and ticketed or the plates roadside-yanked for having the wrong radio or a set of H4 headlamps or amber front turn signals instead of the original white ones. But you wanna believe ICBC will try every bulk wrap excuse to avoid paying a claim; just lookit how they tried to squirm out of my legitimate claim on a car with regular plates. Go to make a claim on your collector-plated car because somebody backed into the fender while the car was parked outside the auto parts store where you had driven it to purchase oil and a filter for it, as allowed under the terms and conditions of the collector licence? Expect them to eyeball the radio. Expect them to point out that your carburetor doesn’t bear a factory part number. Expect them to claim the paint isn’t the exact shade of white offered that year on that car.
OK, it’s time for me to confess I had one of these once (not an R/T, sorry!) A 1989, with the original double-stripe whitewalls (impossible to find those now). I always thought these were beautiful in their own own way–the ultimate in “jewel box beauty”–styled like a cut diamond, and not too big. The red example above sparkles like ruby; mine shined like onyx. The tufted leather in maroon was comfortable, very finely made, and durable. The car drove like silk and had good power. Never had Ultradrive troubles. My rear air suspension was still working (unlike the car above). The paint jobs on these were excellent and the cars never rusted.
My young-adult peers didn’t see the appeal; thought I was a little nuts for liking something like this. But some people get it, some people don’t, and I get that. Nothing like this will ever be built again.
My ’89 got totalled in 2001. Got a 1990 Imperial to replace it. The same thing but different. Now I have a 2005 Jaguar S-Type in Radiant Red. The Dynasty/ New Yorker/ Imperials have vanished from the roads now, and the S-Types are getting scarce. But all of them have a certain kind of classical elegance that people notice in a sea of SUVs, trucks, and anonymous-looking sedans.
The other night I observed a Dodge Dynasty parked next to a 2014-2016 VW Passat.
It was a remarkable sight as the VW seemingly dwarfed that Dodge. Never would I have guessed as such, but it was indeed the case. This goes along with your statement of these C-bodies not being too big. They were surprisingly right sized.
What’djya have, the 3.3? Or…did they put the 3.8 in those?
The Mitsubishi 3.0 V-6. The engine was really starting to smoke when the car got totalled–the accident put it out of its misery. Those 3.0s were notorious for smoking.
The ’90 & ’91 Imperials I had used a Chrysler-built 3.3 liter V-6–a much better engine! Some of the 90-93 models got the 3.8 liter version, which must have made these cars really scoot!
All of the Mistabushi 6G72’s were equipped with the Smoker’s Kit, which seemed to deploy itself shortly after the 7/70 warranty expired. Around the time I was in high school (mid to late 1990’s), there was at least one at every intersection (most often a 1st gen Mopar minivan) readying itself to let the smoke out once the light turned green. If you were the lucky one who pulled up behind one with the telltale greasy tailpipe, you knew what was coming as soon as traffic started moving again.
Despite this, and the not-so-swell Ultradrive automatics, I still like a lot about the vehicles that came with them. especially the minivans.
I’ve long had a suppressed desire to put incongruous badges on a car of mine. Like putting an “Si” badge on our Odyssey minivan, or turning my Ford Contour SVT into a Mercury Mystique SVT. But sadly I’ve never acted on any of these impulses. I wonder if this car got its R/T badges recently, or maybe it was the original owner’s sense of humor way back in the historical 1990s?
This car is in eye-poppingly amazing condition, and among all the little details that jump out at me, those flimsy mudflaps with the New Yorker script. I can just see a 1991 Chrysler dealer installing those “splash guards” as an accessory for a low, low price of $50.00 on every New Yorker that comes into its possession. The mudflaps on this car look like they’ve never met mud or even rain in last 30 years!
I do wonder if the R/T badges might subtly indicate this car as a sleeper given a heart transplant with, say, a 2.2L Turbo I-II-III-IV mill. That’d keep the humor value of seeing R/T on a New Yorker with the added punchline that it actually delivers on that promise.
Oh, heavens—I’m sure it’s not. A mill like that would vapourise these tires and wheels. But it’s a fun idea, eh? Reminds me of the old joke about the old bull and the young bull on the bluff overlooking the meadow.
I am presently taking somewhat hesitant, self-frogmarched steps toward replacing the Accord I’ve been bitching about since 2016. If I wind up with what I think I’ll wind up with, I have a rebadging plan in mind. Stay tuned.
Oh, gawd, yeah, those tacky dealer tack-ons. Wonder if this one has Tru-Coat, too!
Do it! There are enough frustrations in daily life without having to double down and drive frustration to your next frustrating engagement.
We’ve a number of dealers in my area who install CHMSL flashers on all of their new cars, then tack on a fistful of dollahs for the safety downgrade. I presume this is to offset the loss incurred from nobody buying the Crusty Jones treatment, as it’s a tough sell in the desert.
…and NHTSA, who should be handing down ruinously costly civil penalties to those dealerships for making the cars safety-noncompliant by installing the CHMSL flasher-blinker-pulser things, instead sit on their thumbs and do nothing.
As usual.
I wish I was better with the image programs. If I could get the fonts closer, I’d spring to have a sticker die cut.
Hah!
“ The maths work out no matter how many times I run them, but a nineteen ninety-anything car with collector plates just does not compute.”
I hate to break it to you, but at least one state (CT) sets the threshold for “classic” plates at 20 years. 20 years ago was 2003. So a Nissan Murano or Infiniti G35 can have classic plates in CT now.
In Minnesota it’s 20 years too (I think)
Hello Daniel, I hope you are fine and I wish you a very nice birthday. Well, my twisted mind might be acting up again but the rear end treatment of this New-Yorker makes me think of a certain red 1971 Valiant…
Which, the one in “Duel”? You’re right, there’s a lot of boxy similarity there!
Yup! That’s the one.
Good eye, right down to the similar trim piece at the bottom of the trunklid! I’m sure Chrysler was going for a Cadillac fin look but somehow ended up at old Dart haha
The “jewel box” description really describes the design aesthetic of cars like this. “Fussy” is another term that comes to mind. Truthfully though, you spend all your time in the interior of the car, so might as well pick out something that pleases you. I really loved the interior of my ’97 Jaguar XJ6, just like I love the interior of my Navigator, that’s why I chose it over an Expedition. Common bones dressed in different clothes.
If you were trying to impress the neighbors this wasn’t the car for you. The Lincoln look on a K car didn’t really work but it wasn’t horrible. The interior is where these cars really shined. It was actually a nice place to spend your time driving.
This is the nicest one of these I have seen in ages! You are right – I borrowed one of these for a short drive once and it was a thoroughly delightful experience. But I also listened to the owner describe the occasional cheap in quality/expensive in cost part failure.
Clearly the “Radial Tire” edition.
I was four when I first (mis)heard that phrase, as “radio tires”.
That’s how I first heard them too! “Radio tires are even better than snow tires” said my Dad, and we still had worn Michelin-built Sears white-stripe Roadhandlers on the back wheels of our ’66 Dodge Polara wagon (fronts had a mixture of blackwall bias and bias-belted tires up front with more tread when I became old enough to drive. Scary driving even in a staight line.
What does “R/T” stand for?
“Rust/Through”
A “shining” example. Friend of my mothers had a “Dyansty”. Whether it was an “89” or a “90”, I’m not sure. I do remember it was an attractive shade of blue.
I think it got recalled a time or two.
The ride she traded for it was an “81 Omni”.
Happy birthday, btw, Mr Stern. I hit my “62”, just prior to new year’s. Know about that “I’m this darn old” feeling.
The Chrysler shrunk and i don’t see a 2 door hard top? The 4 door is a boring sedan and it looks too boxy. I’ll pass. At least it has white wall tires and attractive wheel covers which I miss. . Beautiful color.
Late stage Iaccosis or not, it did have nicely integrated shock absorbing bumpers.
Need TorqThrust D wheels to go with the R/T badges.
As a builder of the C & Y body cars in the Midwest, it was my first go round with a full gutting of an auto plant. Going from 500 manual weld guns & a handful of robots to 500+ robots & automation controls was eye opening. Keeping it all up & running was the challenge. Think it took nearly 2 yrs to get some areas to run smooth & reliable. Had neat things like laser guided stud welders, robotic sealers, robotic tool changers and various flavors of spot welders going on. Had a few quirks come up with the build, though. The C Body Dynasty LH rear wheelhouse assembly wouldn’t quite fit at the bodyside aperture lower rear window opening, and without an extensive die rework that no one would sign up for, meant that cycle times for this machine was always the slowest because we had to wait for everything else to finish, go in & tap the part into place, then restart. Finally figured out that why not let the robot welder do it, so changed the programming that if the part wasn’t in place, the robot would go & tap the part in the same place we would. Mysteriously, uptime improved but no one knew why. A year later, a corporate engineer came down, noticed the issue, was throwing a fit, but was told to pony up the funds to fix the dies or leave it alone…was there for yrs til the end.
A cost saving boondoggle (image that !!) was tried out, a qtr panel reinforcement was a manual load part, was proposed to replace it with a spray on epoxy. All good in thought, the material was thick & messy, but it worked. As what happens out in the field when the qtr panel is damaged, the engineer replied they just change out the whole bodyside….hmm….not realistic. Over a year of trials, it went for 2 weeks then disappeared. Reused those robots for loading Neon roofs, but that’s another story.
Finally, on the Assembly side, a lot of work was done in preparation for the UltraDrive 4 speed sutomatic. There was a lot of pressure to get these ready, as it was needed to boost the CAFE numbers. Using the V6s in many models started those numbers to drop & the 4 speed auto was going to be a big help. So at summer downtime, all was ready & they started off great….for a week…..we come in Monday & the plant was down. All the 4 speeds were isolated, seems that sealing rings internally were failing. Normally they used steel locking rings, like a fancy piston ring, to move fluid pressure between parts, here they used Teflon rings but were not stiff enough, that allowed fluid pressure to leak internally. A week later & things are back running. Unfortunately, this was the tip of the iceberg, as the UltraDrive continued to falter & stumble thru its life til the late 90s, some attribute it to a shortened test program that was hastily cut short by higher ups & marketing, with warranty cutting into future profits & leading to future demise. The Journey was the last interation using the UtraDrive as a base information the 61TE 6 speed.
Wow, what cool stories!
My father in law worked at the old GM Framingham plant. When they began building A body Celebrities, there was an issue with the body line between the quarter panel and the trunk lid, it would taper to the point that it would hit the lid at the rear of the trunk. A bunch of engineers were staring at a glaring problem with the first few cars as they came down the line. My father in law did custom body work on the side, and while the team was befuddled for a fix, he went and grabbed a sledgehammer and a block of wood. A few well placed whacks, and the fitment was resolved. It became a job on the line until they figured out the problem with the body jigs.
I am simultaneously horrified and unsurprised.
Ah, of all those pics, the one that got me was of that rear seat. Talk about comfy! I’m not sure if I’ve ever found more comfortable seats than in those 5th Ave Chryslers with their tufted pillowy leather that made you feel like a king. About the only seats that I can recall that may be as good were in the Buick Park Avenues circa 1980.
Here’s the Michigan application in comparison. Just send in the money and do whatever you want to the vehicle.
Nothing attached, but it didn’t have to be; Michigan is like that. No emission tests, no roadworthiness inspections, minimal registration fees—all these things are regarded as a war on cars, which is the state’s big industry, so there are abjectly hazardous rolling wrecks legally registered on the roads in that state.
One area where Michigan is fairly strict is in their “Historical Vehicle Plate” rules. You really can’t use the car as a regular car ever, but I don’t know how strictly the law is enforced. Either way, plates cost $30 for 10 years, but using a car with historical plates in an illegal manner could get you into trouble in other ways if insurance becomes involved.
“Michigan, the automobile capital of the world”—LOLROFL, right, because it’s permanently 1956 and everyone in the world wants an American car.
I hope the young lady wasn’t at work because if something were to happen to the car there, our provincial insurance corporation will deny the claim – Collector vehicles can’t be driven to work. Sorry to be a downer. But a great CC article regardless!
Those who work at businesses in this street do not park in the street itself—far too costly for a shift’s worth of time.
That’s most definitely a 1988. Wheels, rear headrests, colour is Claret Red, 88-89 dashboard and steering wheel, and the smaller 88-89 CHMSL at the base of the vinyl roof. Powered by a 3.0L and a 3 spd auto.
Hard to imagine making ’80s General Motors cookie cutter styling, look creative and respectable. But Chrysler managed it here. Like asking a Lego artist, to recreate an ’82 Buick Century. The narrowness of the design, detracting further from its looks.
While I don’t find the style appealing, that colour scheme with that amount of chrome is just mesmerising.
This gets the award for best article title of the year, as far as I’m concerned!
These were remarkably boxy cars! The styling was blandly inoffensive, but the proportions were severely homely, IMO.
And those requirements for collector plates are amazing. What is the advantage to submitting oneself to that regulation? Is the registration really cheap?
Collector plates and insurance are considerably less expensive than general use here in BC. This provides a means to enjoy your hobby at less cost, but woe unto he who abuses it.
And rest assured, if a claim is made on a collector policy it will be investigated to a fair thee well.
ICBC (Insurance Corporation of British Columbia) may be a government entity but they are every bit as arbitrary, ruthless and draconian as the worst of the private insurers they replaced.
Interesting. No private auto insurers? How well does that government insurance entity work? Are prices or service any better (or worse) than conventional insurers?
I guess they haven’t heard that customized classic hobby cars is rather a large thing.
We do have the option of purchasing additional coverage from private insurers, but the basic policy must come from ICBC. Prices and service are are hard to compare as we have not had much of a benchmark to measure against since the mid 70s when the socialist government of the day brought this in.
As far as how well it works? About as well as anything else government runs…
ICBC is a Crown Corporation. It worked well for years as a nonprofit, until 2010 when the government of the time came along and declared it into a cash machine, bleeding ICBC past dry. Even though that was undone by another government in 2017, ICBC has not recovered, which is not a surprise.
(When we moved to BC from Ontario in 2011, I hoped BC’s public auto insurance would bring some relief from the rapacious behaviour of the private insurance industry. Nope!)
Comparing the late ’80s Chrysler C-body exterior design, to say the ’75 Cadillac Seville, I’m reminded of this ‘touched up’ painting from a few years ago.
It does seem to have lost something in the transition!
It’s kind of surprising no one had tried that blank front corner look before (if you don’t count the Cord 810 and Corvettes). I guess both designers and the public want proud fenders when they don’t have headlight eyeballs on their cars.
There are many reasons why I should visit British Columbia, but #1 in my book is to see in-person the extraordinarily shiny and well kept cars that you are able to find on your local streets. Truly inspirational for someone living in slovenly New England.
On the other hand, given that interior photo, you may have stumbled upon the personal transport of the heiress of the ArmorAll fortune. I’d be kind of afraid to sit (slide) back there.
These late 1980s Mopars have grown on me as they (and I) have aged. Actually, there’s something about their proportions that seem quite acceptable to me now, whereas they only offended me back in the day. Well, this New Yorker at least. Even if its pentastar is cocked about 5 degrees off of center. What’s up with that??
As for the badging, yeah, I can’t get with that. I have to admit that I’m one of those people who de-badge their cars. I’ve stripped the model designation off of my car (totally pointless I’ll note). I just like it more without the extra numbers and letters. To each their own.
I agree with Jon…best title of the year.
The double-headed hydra of a single bureaucracy acting as both car-registration authority and insurer meets styling that was 10 years out of date on the day Job One rolled off the line.
Iacocca didn’t like the “jellybean” look the 1986 Taurus pointed to and deemed to offer an alternative – every body panel and much of the understructure was indeed all-new, none of the glass interchanges with a Reliant, but to no great effect. These instantly became fogeymobiles and fleet queens, and probably influenced the radical step of the LH-cars.
Am I correct that the rear windows don’t roll down all the way? How do I properly ask for Grey Poupon?
Old money uses yellow plastic squirt bottles. Just hold the bread up to the open part of the window.
These appealed to my 12 year old idea of fancy….and I still like them…..but with that K-car underneath, I’m glad my parents were more aware and didn’t get one.
TIL that Daniel Stern and my wife have the same birthday.
This car is listed on Facebook marketplace right now, only $9,900. The ad uses pictures from this article though so it’s likely a scam advertisement. I stumbled across this article because I saw the ad and thought the R/T badges looked out of place so did a search.