CLASSIC AUSSIE WHEELS
THE VE VALIANT WAS THE FIRST MODEL TO TAKE THE FIGHT UP TO HOLDEN AND FORD
If Chrysler was ever going to exert any degree of dominance over the Australian market the car to do it would have been the mightily impressive VE.
This Valiant knew precisely its place in the automotive scheme of things and no XR Falcon with its Mustang-bred imagery or Holden’s forthcoming HK were going to harm the new Chrysler’s prospects.
The VE, in common with all of Chrysler’s early product, was based upon a North American design. Prior to 1967 though, the Valiants that came here were generally out of date and looking their age. Not this time.
Chrysler Australia’s model cycle for 1967 coincided with release in the USA of a restyled and updated Dodge Dart; a car similar in size to previous models but with fresh new styling that was easily adapted to Australian needs.
Prior to the VE, our Valiants had been hampered by a 2693mm wheelbase. Now they could revel in a 50mm increase, most of which added legroom for rear passengers.
“THE VE WAS ALL STRAIGHT LINES AND 90 DEGREE TURNS”
Viewed in profile, the VE was all straight lines and 90 degree turns. The grille and tail panels were inset, making the car seem even longer and lower. What it did need though were marker lights so the indicators could be seen from the side.
Predictably there was no‘ Coke Bottle hip’ below the rear pillar, as displayed by competing cars. The windows were bigger though, with curved doors and side-glass helping to expand hip and shoulder room.
The rear window on sedans was curved as well, but not out wards. The new sheet of concave glass reportedly took local suppliers an age to get right but was said to offer improved rear vision. That was going to bean important selling point given the ease with which the VE with its new 160 Horsepower six would tow larger caravans and boat trailers.
The basic North American engine was a 170 cubic inch (2.8- litre) six-cylinder and considerably smaller than the version that had been powering Aussie Valiants since their launch in 1962.
In basic form, the base-model VE had a 3.7- litre engine with 108 kW, all synchromesh three-speed manual transmission or three-speed automatic. The more powerful version made 119 kW thanks to its two-barrel carburettor, revised camshaft and exhaust. To maintain the viability of the 273 V8, its output was also boosted by 11 kW to 145 kW.
Upgrades to meet national safety regulations meant that windscreen washer sand two-speed wipers, front seat belts and reversing lights became standard across the Valiant range. Four door armrests and a vanity mirror on
the passenger sun-visor helped enhance the exclusivity of Chrysler’s family model.
Chrysler had been the first local supplier of a ‘family’ car to offer a V8 engine. For VE buyers, the biggest motor would become available in any version of the Valiant, although most likely the upmarket Regal or new, extremely plush, VIP.
VE VIPs came with the V8 and disc front brakes as standard fittings, a vinyl covered roof, separate reclining seats wit h head restraints, a centre console and high-quality vinyl trim. Vertically stacked chrome strip son the back mudguards instantly identified the VIP to admiring onlookers.
The V IP Wagon swapped its bucket seats for a bench with armrest, its cargo area was carpeted and included remote operation of the tail-gate window.
High on the list of VIP design requirements was a need to appeal to British buyers who had taken a liking to the boatload of VC V8s that had been sent there during 1966 to ‘test the waters’.
Choosing a Regal lifted the cost of your Valiant from its base price of $2490 to a still reasonable $3050. To justify the extra money, Chrysler included its excellent three-speed Torqueflite automatic transmission, a heater/demister with blower fan, carpets, satin-trimmed dash, external embellishments and courtesy lights, including one in the boot.
Anyone needing load-space plus seating for three people could hop aboard a Wayfarer utility. These came standard with the 145hp Slant Six and could be specified with 160hp motor or a V8. However, very few V8 utes seem to have been built.
Motor magazines taking their first look at the VE were hugely impressed by the engineering advances made by Chrysler and the handsome appearance stemming from quite basic alterations to the external sheet metal.
Wheels magazine went further in its
“CHOOSING A REGAL TOOK THE PRICE TO A STILL REASONABLE $3050”
“WHEELS HANDED ITS 1967 CAR OF THE YEAR TO THE VE RANGE”
admiration and handed its 1967 Car of the Year award to the V E range. The magazine’s staff had been granted quite unprecedented access to the model while under secret development and in return resisted the temptation to ‘scoop’ its opposition wit h details of t he new model.
The magazine’s editoria l team loved the new shape and Chr ysler’s decision to go against trend and f it a ll of its V8s wit h disc bra kes, bigger wheels and high-speed, nylon cord t y res. Even minor changes like electric windscreen washers and t he securit y of an interna l bonnet release made a difference.
Of its on-road performance, Wheels when making the award commented: “Chr ysler has converted a stodg y, awkward handler into a responsive, good riding car that nobody can claim is a sports car, but which exceeds the ride-handling standards expected of current compacts”.
News-stand riva l Modern Motor was less ef f usive but equally impressed by the much-improved V E. Its December 1967 edition looked at the entire V E range, describing t he enlarged boot as “appreciably bigger and usef ul in shape” and t he Torquef lite tra nsmission as “still t he best in t he business”.
One downside was the absence of factor y power steering in models apart from the expensive V IP. Another was the f loor-mounted headlight dipper switch which had been moved from direct ly beneath t he bra ke pedal but still not
far enough to be used with comfort. Then there was fuel consumption which would hasten the disappearance of V8 V Es as petrol prices during t he 1970s began to soar.
Si x-cylinder automatics wit h t he 160hp engine were able to deliver 11.2L/100km, however the V8 which shared its 64-litre f uel ta nk wit h t he si x-cylinder cars used appreciably more. Running at a brisk pace on rura l roads or dealing wit h cit y tra f f ic, a V8 would swallow around 18 litres per 100k m and see heav y-footed drivers stopping ever y 350 k ilometres for a ref i l l.
Colour choices even in the V IP and Regal ranges were disappointingly drab but probably in line wit h Chr ysler’s perceptions of its conser vative buyer base. Not until the VG model with its live-wire Hemi Si x engine arrived in 1970 would Chr ysler do much to brighten t he interior of owners’ garages.
More V Es were built than any Valiant model during t he 1960s. It a lso stands as the second most popular Valiant of a ll time behind t he VJ, which clocked 90,865 sa les against t he V E’s 68,688. Putting t hat in context, t he VJ sold for 30 months from March 1973 until October 1975 while the V E was available from October 1967 until March 1969 – a tota l of just 17 months.
Just how many of the up-spec V IP were included in the a lmost 69,000 V Es built is hard to determine but likely there were fewer than 5000 made and perhaps only one per cent of those sur v ive in running order.