1970-72 Plymouth Valiant

If someone tells you that you can't purchase a collectible Mopar today for anything less than the contents of your 401K, try a Plymouth Valiant on for size. Chances are it will not have a Hemi hiding under the hood, or even a 440-cu.in. big-block. But so what? You don't need to have a big V-8, bucket seats and a four-speed to enjoy the collector-car experience.

Replacement vinyl upholstery kit for the rear will start at $160, while the front bench seat upholstery kit starts at $250

Plymouth's conservatively styled compact, officially called a Chrysler A-body, might not be for everyone, but for those on a tight budget, or if you've thought about breaking away from the ordinary, it's an ideal car with which to step into the world of collector cars; well, at least in baby steps. Period advertising from Plymouth listed the four-door as having been "a pacesetter in the economy field for over ten years...and it still has the roomy interior, rugged construction, and proven economy."

Often the subject of some kind of poor joke, everybody--it seems--knows somebody who owned one; ironic that the Valiant is certainly out of the norm at car shows across the board.

ENGINES

Even though it seems little changed on the third-generation Valiant, an adjustment to the Slant Six engine did occur in time for the 1970 model year, which is one of the primary reasons for focusing our attention on the 1970-'72 models. Eliminated from the lineup of horsepower offerings was the 170-cu.in. version. Instead, buyers found that a 198-cu.in. straight-six came from the factory as standard equipment.

Trim pieces are—simply put—hard to come by due to low demand for the four-door. Items such as replacement taillamp lenses might relegate you to searching through piles of used lenses at the next swap meet in your area

The 198, with its 3.40 x 3.64-inch bore and stroke, 8.4:1 compression ratio and one-barrel carburetor, produces 125hp at 4,400 rpm and 180-lbs.ft. of torque at 2,000 rpm. With the change in measuring horsepower and torque, from gross to net, between the 1971 and 1972 model years, these numbers dropped to 100hp at 4,400 rpm and 160-lbs.ft. of torque at 2,400 rpm--at least on paper.

If you like the idea of an economy six-cylinder, but would prefer a bit more power, you might be able to find a Valiant with the optional 225-cu.in., 145hp Slant Six engine. The torque rating also jumps to 215-lbs.ft. at 2,400 rpm, thanks to its increased 4.125-inch stroke. Bore and compression ratio remained the same as the base 198 engine, and again, a one-barrel carburetor is utilized. This engine offering was in use under the hood of the Valiant starting in 1964, so finding a replacement block might be a bit easier and internal parts are readily obtainable. Ratings dropped to 110hp and 185-lbs.ft. of torque in 1972.

Of course, there was always a V-8 for those who desired more power in 1970, and it arrived in the form of the 230hp 318-cu.in. small-block. Should you be able to locate a Valiant sporting the 318--as seen in our feature car--keep in mind that variations of this engine exist going back to the Valiant introduction in 1960, among them, the use of a four-barrel carburetor.

Beginning with the 1970 model, the compression ratio dropped from 9.2:1 to 8.8:1, and then to 8.6:1 for the following two model years. Torque also dropped from 340-lbs.ft. in 1968-'69 to 320-lbs.ft.; it dropped again to 260-lbs.ft. in 1972. The 230hp rating fell to 150hp in 1972. What didn't change during our three-year window are the bore and stroke--3.91 x 3.31 inches--and the use of a two-barrel carburetor.

Over the years, the Slant Six and the 318-cu.in. V-8 have proven themselves to be extremely durable engines. Finding internal components to rebuild either engine is significantly easier and less costly than exterior trim parts.

TRANSMISSIONS

The Valiant exhibited only one standard transmission, and one option. Yes, the standard offering was the three-speed manual, with a column-mounted shift lever. As an option, the shifter could be mounted on the floor, rumored to cost as little as $14 when new. No matter the location of the shifter, second and third gears are synchronized.

For those who prefer the comfort of just climbing aboard the compact and driving without thinking about gear selections, look for a Valiant equipped with the column-shifted TorqueFlite automatic. It's long been known for its smoothness and durability, and is quite capable of lasting a lifetime with nothing more than the occasional maintenance.

Tucked off to the left of the dash, yet still visible, are the other necessary gauges

It doesn't seem to matter which domestic make you prefer, most transmissions are rebuildable today, and the units installed in the Valiant fill the bill here, as well. Specialists, hometown mechanics, and even the enthusiastic beginner can obtain the necessary rebuild kits to get the job done.

DIFFERENTIAL

The differential in the rear is a standard Hotchkiss drive, hypoid gearset unit with floating rear axles. Again, engine choice means a difference in final drive ratios; Slant Six models feature a 3.23:1 no matter which transmission, while V-8-equipped models utilize a higher, 2.94:1 ratio. Scrolling through spec pages, we found additional gear ratios listed at 2.76:1, 3.55:1 and 3.91:1. Also available was the optional Sure Grip differential.

SUSPENSION

The suspension is the same system that Chrysler used from 1962 to 1976. Torsion bars and direct-acting hydraulic shock absorbers with ball joints reside up front, while semi-elliptic leaf springs and direct-acting hydraulic shock absorbers keep the solid axle in the rear planted to the pavement.

Valiants were fitted with two different sized wheels, depending on which engine package was installed. Valiants with Slant Sixes were equipped with 13 x 4.5-inch wheels, while the V-8 cars came with

Owner Lori Benge

14 x 4.5-inch wheels; all had a five-lug bolt pattern. Both wheel styles were used for multiple years, which makes finding replacements easy.

BRAKES

By the time the 1970 models hit the showroom floors, hydraulic drum brakes were still listed as standard equipment with internal expanding, self-energizing shoes. However, power brakes could have been obtained for an additional $43. Different sizes are present here, as well. Slant Six-equipped models sport nine-inch drums, while V-8 Valiants should have 10-inch drums. One source listed the power drum brake system as being installed in only 1.6 percent of all 1970 Valiants built, which includes the Valiant Duster and Duster 340. All rear brakes were 10-inch-diameter drums.

That being said, if you should find a four-door Valiant sporting front power discs, don't be alarmed. This option cost buyers a mere $28 in 1970, which surely had an effect on the above percentage.

If the brake drums on the Valiant you're scrutinizing retain a significant amount of metal, a simple "cut" can equate to smoother stopping. On the other hand, NOS drums, while getting scarce, can still be obtained for about $100 each. Master and wheel cylinders can be resleeved, although a new set of wheel cylinders can be purchased for $90.

UNIBODY

The Valiant underwent a significant change, of sorts, for the 1967 model year, which carried straight through to 1976 when the Volare replaced the badge outright. Styling changes were minor, most of which were relegated to facelifts of the grille and taillamps. Subtle alterations to the side markers also aid in detecting differences in model years.

In fact, from 1967 through 1972, the 108-inch wheelbase and 188.4-inch overall length stayed constant. After the 1972 model year, the overall length stretched to 195.8 inches. During our Buyer's Guide three-year period, a vinyl roof was an available option, as were front and rear bumper guards, adding to the minor individuality of the Valiant you might find.

Since most Valiants were used as everyday family transportation, rust is usually an issue in spite of Plymouth's widely promoted "seven-step dip-and-spray rust protection process." Patch panels are available for both the quarter panels and door skins, and reproduction full-size quarter panels are now available, including front and rear floorpans and trunk floors.

INTERIOR

For some, simplicity can be a thing of beauty. The Valiant certainly fits the bill: all-vinyl bench seat, AM radio, basic gauges nicely clustered near the speedometer, hand-crank windows, and color-keyed rubber floor mat. These basics, along with the aforementioned engine/transmission packages, remained unchanged during the 1970-'72 period. That's not to say Valiants lacked optional appointments.

The vinyl bench seat could have been upgraded to a combination of vinyl and cloth. The rubber mat could have been swapped for carpet for an extra $19 in 1972, and an AM/FM radio could be ordered, as well. A left-side "remote control" rearview mirror was a $10 option, but it had to be adjusted manually.

Of course, the biggest option that seems to have more of an effect on muscle car values, rather than other car types, is air conditioning--an attribute that's installed in our feature car. It cost a then-whopping $347 in 1970, $384 in 1971, and $353 in 1972.

Supplies of NOS upholstery material have dwindled; however, it's not impossible to find reproduction vinyl and cloth to replace worn bench seats. Molded carpet sets are available in all the original factory colors, and cost little more than $100.

RESTORATION PARTS

Unlike 'Cudas and Dusters and even the Scamp of the same era, many Valiant parts are a bit more difficult to source. Mechanically speaking, their recent late-model status still affords the collectors the ability to visit their local auto parts store for everything from fan belts to water pumps. Even suspension components can be obtained through a variety of sources. Reproduction body panels are basically limited to sectional patch panels, quarter panels and floor pans, which means used fenders, hoods and doors are your only source for replacements.

Replacement vinyl upholstery kit for the rear will start at $160, while the front bench seat upholstery kit starts at $250

Factory air is nice, at least until it's time to recharge the old R12 system. With R12 replaced by R134, options are limited. Using R134 in the R12 system is not efficient, so factory air conversion kits are available starting at $460-$500, depending on model

Most sources agree that a Carter BBD two-barrel carburetor is supposed to be sitting on top of the 318, as shown here. One source claims that if air conditioning is installed, 1972 models with the 318 are equipped with the Rochester 2GV two-barrel; rebuild kits are available for both carbs

Trim pieces are--simply put--hard to come by due to low demand for the four-door. Items such as replacement taillamp lenses might relegate you to searching through piles of used lenses at the next swap meet in your area

Variations in the grille from year to year are slight, but noticeable. Clean replacement parts will have to be sourced from parts cars. Front and rear bumpers can be rechromed; prices will vary depending on overall condition

The 14-inch hubcap was used from 1972-1976, and near-perfect replacements cost $65 each; prices for other model year styles are similar

Specialists

Auto Body Specialties

888-277-1960

www.autobodyspecialt.com

New reproduction and used body panels

Goodmark

770-339-8557

www.goodmarkindustries.com

Reproduction body panels and trim parts

Kanter Auto Products

800-526-1096

www.kanter.com

New brake, engine and suspension parts

Sherman & Associates

888-774-8363

www.shermanparts.com

Reproduction body panels

SMS Auto Fabrics

503-263-3535

www.smsautofabrics.com

Factory-correct upholstery

Steele Rubber Products

888-840-7833

www.steelerubber.com

Replacement weather seals

The Paddock

800-428-4319

www.paddockparts.com

Extensive selection of new body, trim, mechanical and electrical parts

YearOne

800-932-7663

www.yearone.com

Extensive selection of new body, trim, mechanical and electrical parts

CLUB SCENE

WPC Club

P.O. Box 3504

Kalamazoo, Michigan 49003-3504

www.chryslerclub.org

Dues: $30/year; Membership: 4,000

PRODUCTION

1970: 50,810

1971: 42,660

1972: 52,911

Parts Prices

Battery tray $20.75

Camshaft, Slant Six $115

Carpets $105

Floor pan, front $75

Floor pan, rear $89

Gasket set, V-8 $146.48

Idler arm $35

Inner shield, left front wheel $84

Intake valve, Slant Six $8

Leaf spring $475/pair

Main bearing set $60

Oil pump, Slant six $95

Oil pump, V-8 $47.50

Piston, Slant Six $25

Piston ring set, V-8 $50

Quarter panel, repro $200

Rocker arm, V-8 $8

Trunk floor, left, outer $104

U-joint, rear $72

Weatherstrip, hood to cowl $30.20

Weatherstrip, windshield channel $114.20

Wheel cylinder, repair kit $7

WHAT TO PAY

Owner's View

"When we purchased the Plymouth Valiant in 1996, it was initially a daily driver, finished in its factory B3 blue exterior with 30,000 miles," recalls Lori Benge, of Lebanon, Indiana. "It was in remarkable shape; it was literally a little-old-lady's car. We were going to sell it, but I convinced my husband, Mike, to restore it instead. We never removed the engine--just detailed it--and all we replaced in the interior were the seats and carpet. We also repainted the car in B5 blue to match the interior. These days, we put only 3,000 miles on it annually going to car shows. With the factory air converted to R134, it's a cool ride home from the shows on those hot summer days." -Lori Benge