DODGE/DESOTO/PLYMOUTH

SUSPENSION & BRAKES

These were the first full-sized Chrysler cars to have their front ends suspended on torsion bars and things did not go quite as planned. Bar failures occurred but mostly during 1957 which prompted a redesign and decent reliability thereafter. However nothing lasts forever and rust around the mounting points front or rear difficult to repair. A car that sends a cracking noise through the car’s structure when hitting sharp bumps or speed-humps is best avoided. Kits of ball joints, tie-rod ends and bushings are available ex-USA for under A$500. All drum brake set-ups are marginal for vehicles of this weight and conversion to front discs is worth considering. Parts to maintain the factory braking system are being remanufactured; new drums and shoes costing around $450 per pair. Just be wary of freight costs when buying overseas.

INTERIOR & ELECTRICAL

Buying a car with a usable interior is equal in importance with avoiding a rust-bucket. These big Mopars are going to cost a lot if a complete retrim is needed so pick a car that’s still got some life left in the roof lining, door-trims, seat covering and springs. A seat that’s lumpy, rocking on its mountings or collapses under you during the test drive is going to need work beyond the capabilities of an average owner. Parts will almost invariably need to be imported - assuming they are even available. If the big bench seats in these cars won’t move in response to a tug on the fore-aft adjuster don’t force it. These seats twist on their runners and may need to be removed so the mechanism can be serviced. Some models will have power-operated windows and seats, perhaps even air-conditioners, but parts they rely on could be more than 55 years old. If something doesn’t work, check the cost of repair or replacement. An unused Plymouth a/c evaporator was offered at more than $A1000 but a new air-con/heater control panel with the cabling was a snip at US$200 plus freight.