Dodge CUSTOM ROYAL
Chevrolet had a bit of catching up to do by the time the late 50s rolled along – at least when it came to styling. It had built some tremendously popular cars. Just look at the current prices of tri-year (or tri-5) two-doors – aka 1955-56-57 Bel Air coupes. When you talk to collectors, 1957-59 were the key years for the Custom Royal. In what proved to be a much more difficult market than Chrysler may have anticipated, the pressure was on for a facelift ever y year and an ever-lengthening option list to tease more out of the buyer’s wallet.
However the underpinnings were familiar for Chrysler fans. The perimeter frame (X-section on the convertibles) ran a 122-inch (3100mm) wheelbase with torsion bar front suspension and
leaf rear. You could order the company’s self-levelling rear suspension (also available on the Plymouth Sport Fur y), but it doesn’t seem a popular option.
Engines were where the action really started: while Chrysler offered a six, by 1959 the Lancer started with the Super Ramfire 361ci (5.9lt) V8, claiming a respectable 260 horses. From there you could upgrade to a variety of powerplants, starting with the 383 in various states of tune, all the way through to a Super D-500, a ver y rare unit claiming 345 horses. There was a dizzying array of variants offered across the model life.
As for transmissions, the choice was pretty clear: a three-speed manual was standard (with optional overdrive) though the vast majority ended up with the Torque Flite three-speed auto. In fact, the auto was fitted as a matter of course on cars with the more powerful engines.
Inside, the standard seating was bench, though the swivel front seats were a hot option. Radios, extra antennas, airconditioning and even a record player were offered among the upgrades.
Owner Bob Bond is clearly pleased he managed to get the keys to this example. “If anybody loves finned cars – especially
“MANY ENTHUSIASTS PULLED THE ENGINES OUT TO USE IN DRAG CARS AND THREW THE REST AWAY”
Mopars of the late 50s - the holy grail is the 59 Dodge Custom Royal Lancer Convertible.
“Back in those days the engines were performance engines, the bodies were subject to a lot of rust and poor quality production, so many enthusiasts pulled the engines out to use in drag cars and threw the rest away. So there weren’t a lot of sur vivors.
“To find a car that’s complete with no rust and all its original running gear is prett y rare.
“It’s got the D-500 pack on that engine, which is the race engine – they had to sell 500 to call them a production car – and it’s got a 383 with 320 horsepower standard, the only faster car than that was a called the Super D-500 with twin four-barrels. Transmission is the bulletproof Torque Flite – you can’t kill them.”
Really, the mechanical side of the equation is more than adequate and the powerplants are robust. The big issue will always be the health of the body work and trim.
For the would-be buyer, the trick is to work out exactly what you’re looking at and whether it represents what the factor y was offering at the time. This is no small task, as the level of optioning was high and records were not always as open-and-shut as we’d like them to be nearly 60 years later.
Get the right one, and there’s no doubt you’re in for treat. Just ask Bob…