Chrysler Town & Country (1941–1988)

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Chrysler Town & Country
1972 Chrysler Town & Country.jpg
Overview
Manufacturer Chrysler Corporation
Production 1941–1988
Body and chassis
Class Full-size (1941–1977)
Mid-size (1978–1981)
Compact (1982–1988)
Chronology
Successor Chrysler Town & Country minivan

The Chrysler Town & Country was a station wagon manufactured by Chrysler Corporation and sold under its flagship brand from 1941–1988. The model was also sold as a sedan, coupe, and convertible from 1947–1950 and as a convertible again from 1983–1986.

Chrysler re-introduced the Town & Country nameplate as a luxury rebadged variant of the Dodge Caravan minivan in 1989 and continues to sell this incarnation of the Town & Country to the present day.

1941–1950[edit]

1942 Chrysler Town and Country wagon
First generation
Chrysler Town Country Convertible 1948.jpg
Overview
Production 1941–1950
Body and chassis
Body style 4-door station wagon (1941–42)
4-door sedan (1946–48)
2-door convertible (1946–49)
2-door hardtop (1950)
Layout FR layout
1942 Chrysler Town and Country wagon
1950 Chrysler Newport Town and Country coupe

The Town & Country was a debut of the first woodie wagon with an all-steel roof; the roof used was that of the big Chrysler Imperial 8-passenger sedan and limousine, which led to a unique (and compromised) rear loading arrangement with wood double doors that opened out from the center beneath a fixed rear window. Production of the cars stopped during World War II. In 1941 and 1942, fewer than 1,000 were manufactured.

General Motors claims the distinction of mass-producing the first pillarless hardtop coupes in 1949; however Chrysler built seven Town and Country versions of this body style in 1946, of which only one survives today. The T&C hardtop finally went into production for the 1950 model year.

After the war the Town & Country nameplate returned, but the station wagon body did not. Town & Country sedans, coupes, and convertibles were also produced from 1946 to 1950 in much larger numbers than the prewar wagon. Production of the original, woodie Town & Country ended in 1950.

The 1950 Crosley Hot Shot is often given credit for the first production disc brakes but the Chrysler Crown Imperial actually had them first as standard equipment at the beginning of the 1949 model year.[1] The Chrysler 4-wheel disc brake system was built by Auto Specialties Manufacturing Company (Ausco) of St. Joseph, Michigan, under patents of inventor H.L. Lambert, and was first tested on a 1939 Plymouth.[1] Unlike the caliper disc, the Ausco-Lambert utilized twin expanding discs that rubbed against the inner surface of a cast iron brake drum, which doubled as the brake housing.[1]

The Ausco-Lambert disc brake was complex, and because of the expense, the brakes were only standard on the Chrysler Crown Imperial through 1954 and the Town and Country Newport in 1950.[1] They were optional, however, on other Chryslers, priced around $400, at a time when an entire Crosley Hot Shot retailed for $935.[1]

1951–1959[edit]

1956 Chrysler New Yorker Town & Country
Second generation
1952 Chrysler Windsor Town & Country.jpg
Overview
Production 1951–1960
Body and chassis
Body style 4-door station wagon
Layout FR layout
Related Chrysler Windsor
Chrysler Saratoga
Chrysler New Yorker
Powertrain
Engine 413 cu in (6.8 L) V8
1957 Chrysler Windsor Town and Country

After the woodies were discontinued, the Town & Country name was immediately transferred to a steel-bodied full-size rear wheel drive station wagon, coinciding with the debut of the company's first V8 engine (then called FireDome, but later dubbed HEMI). This wagon introduced several firsts, including roll-down rear windows for tailgates in 1951 and rear-facing third row seats in 1957, rear wipers in 1968, integral air deflectors in 1969 and ignition interlock to prevent children from opening the gate while the car was running in 1971.[2]

The 1951 Town & Country wagons were offered in the Windsor, Saratoga and New Yorker series. The New Yorker version disappeared for 1952, but reappeared for 1953 when the Saratoga series was dropped. The Windsor version lasted through 1960, then was moved to the new Newport series for 1961; the New Yorker edition continued through 1965. Then in 1969, the Town & Country became a series in its own right.

1960–1964[edit]

1961 Chrysler Newport Town and Country
Third generation
Chrysler Station Wagon.jpg
Overview
Production 1961–1964
Body and chassis
Body style 4-door hardtop station wagon
Layout FR layout
Related Chrysler 300
Chrysler Newport
Chrysler New Yorker

From 1960 to 1962, the New Yorker Town and Country remained on the 126 inch wheelbase, while first the Windsor then the Newport Town and Country models rode a wheelbase of 122 inches. These were the roomiest factory-bodied, automobile-based station wagons on the market at the time. Six roof pillar hardtop styling was available on these cars. These were the first large wagons, and among the largest automobiles ever built, with unibody construction.

For 1963, all Chrysler models including New Yorker standardized on the shorter Newport 122 inch wheelbase. Both New Yorker and Newport trim level Town and Country wagons continued as four-door hardtops through 1964, making Chrysler the last American station wagons offered in this short-lived configuration. Powertrains and standard equipment remained familiar. A 340 hp 4-BBL 413 cu.in. V8 with pushbutton Torqueflite AT, plus power steering and power brakes remained standard on the New Yorker T&C. The Newport T&C shared that model’s standard 265 hp 2-BBL 361 cu. in. V8 with 3-speed synchromesh transmission and floor shifter. Both continued to offer 6 and 9 passenger variants, plus a long list of optional equipment. The New Yorker remained unique among large American wagons, offering the option of bucket front seats with center cushion and folding armrest.

1965–1968[edit]

Fourth generation
1968 Chrysler Town & Country.jpg
Overview
Production 1965–1968
Assembly Detroit, Michigan
Body and chassis
Body style 4-door station wagon
Layout FR layout
Platform C-body
Related Chrysler New Yorker
Dodge Polara
Plymouth Fury
Dodge Monaco
Plymouth VIP
Chrysler 300
Chrysler Newport
Dodge Custom 880
Chrysler 300L

All of Chrysler’s full sized cars, except Imperial, received major makeovers for 1965, courtesy of its new Chief of Design, Elwood Engel, hired away from Ford Motor Company a few years earlier. Engel’s new Chrysler designs resembled some of his work at Ford in the early 60s… angular and conservative with long unbroken character lines and tall greenhouses. Chrysler's unitized body and chassis,with longitudinal front torsion bars and rear leaf springs carried over from the prior generation.

ALL Chrysler Corporation Torqueflite equipped cars dropped pushbutton shift control, and converted to the new industry standard PRNDL sequence shift lever, either column or floor mounted. Dodge and Chrysler models shared passenger compartment structures, thus interior dimensions were essentially identical. However, to maintain their upscale market position, Chrysler models featured a longer 124” wheelbase, that is all EXCEPT Town and Country wagons which shared the Dodge 121” wheelbase and corporate station wagon greenhouse, as did the Plymouth Fury wagons. Despite the shorter wheelbase, an additional 3 inches of rear overhang made the T&C wagons virtually the same overall length as sedans, at just under 220 inches. All Chrysler brand models and body styles wore rear wheel opening skirts, including the Town & Country.

Engel’s design theme was well suited to wagons. Thin pillars and tall glass shared with 4 door sedans made for generous space and great outward visibility that beats most current day SUVs. Arrow straight roof rails supported an exceptionally long and robust roof rack with built in adjustable cross bars. All Newport models including wagons had a larger standard engine for 1965: The 3.375” stroke LB engine was bored to 4.25” yielding 383 cubic inches. With a 2BBL carburetor and single exhaust, the regular fuel 383 produced 270 HP. A premium fuel 383 engine with 4BBL and dual exhausts producing 305 HP was an available option. New Yorker wagons continued to feature the 413 cu. in. 4BBL V8, Torqueflite automatic transmission, plus power steering and power brakes as standard equipment. Both trim levels were available in 6 or 9 passenger versions. However, this was the last year that wagons would be available in either New Yorker or Newport trim levels.

For 1966, Town & Country would become a model designation for the one and only wagon in the Chrysler lineup. Torqueflite AT, power steering and power brakes were standard, as were exterior trim and vinyl bench seat interior shared with the Newport series. Individual buckets with center armrest and passenger recliner from the New Yorker option list remained available for one more model year. Chrysler’s 2BBL regular fuel 383 V8 became the standard engine, with the 4BBL, dual exhaust, premium fuel 383 V8 available as an option. New in all Chryslers for 1966, the 3.75” stroke RB engine was bored to 4.32” yielding 440 cubic inches. With a 10.0:1 compression ratio, premium fuel, a 4BBL carb and dual exhausts, the 440 cu. in. V8 produced 350 HP and was the top power option for Town & Country. Also available for the first time on all large Chryslers were front disc brakes, which required 15” wheels with unique wheel covers. With optional front discs, T&C wagons wore size 8.45x15 extra load range tires. With standard drum brakes, tire size was 9.00x14.

1968 Chrysler Town and Country convertible
1968 Chrysler Town and Country convertible

In 1967, exterior sheetmetal for all large Chryslers was new, with a unique concave side cove as a key design element. Interiors were also updated with a new instrument panel, perfectly symmetrical in shape and featuring an inverted fan style speedometer. Chassis dimensions and the greenhouses for 4-door sedans and wagons carried over unchanged. Once again, a single Town & Country model in two or three seat versions was offered. The exterior and interior trim matched the Newport series, and featured a standard all vinyl notchback bench seat with folding center armrest. A new seating option was Chrysler’s 50/50 3-in-1 split bench seat, shared with the Newport Custom sedan. Standard and optional powertrains remained the same. Sales literature for ’67 showed front disc brakes as standard equipment on Town & Country, along with the requisite 15” wheels, 8.45x15 extra load tires, and restyled “disc brake” wheel covers. However, many ‘67 wagons wearing 14” Newport wheel covers were seen, obviously built with drum brakes. These wagons wore size 8.85x14 tires.

For 1968, all new US cars were equipped with front and rear side marker lights. Chrysler bumpers, grille, hood, deck lid, rear fascia and lamps all changed significantly, although side sheet metal, wagon tailgate and rear lamps remained the same. Functionally, there were few changes. Better breathing cylinder heads boosted output of the standard 383 cu. in. 2BBL V8 to 290 HP. Front disc brakes returned to the options list, while front drum brakes and size 8.85x14 tires were standard. Inside, standard notchback and optional 50/50 front seats continued, sharing seat and door trim patterns with the Newport Custom series. The big change in Town & Country appearance came in the form of simulated walnut grain paneling, filling the coved portion of the body sides and surrounded by a stainless steel molding. Unlike some of its competitors, Chrysler chose to make the wood paneling standard on all Town & Country wagons. Although a delete option was offered, very few were ever seen without the wood panels. Chrysler took the wood panel look a step further than the competition: Recalling that the original Town & Country genuine wood look was available on coupes and convertibles as well as wagons, the simulated wood panels were offered as an option on Newport 2-door hardtop and convertible for 1968, and continuing into the 1969 model year. There weren’t many takers.

1969–1973[edit]

Fifth generation
1972 Chrysler Town & Country station wagon.jpg
Overview
Production 1969–1973
Body and chassis
Body style 4-door station wagon
Layout FR layout
Platform C-body
Related Chrysler New Yorker
Dodge Polara
Plymouth Fury
Dodge Monaco
Plymouth VIP
Chrysler 300
Chrysler Newport
Plymouth Gran Fury

For 1969, a major restyle brought a dramatic new look to all full sized Chrysler Corporation cars. Called fuselage design, it featured a pronounced side curvature from the rocker panels all the way to the roof rails. Plymouth and Dodge models, excluding wagons, shared passenger compartment structures and greenhouses riding on 120” and 122” wheelbases respectively. Similarly, Chrysler and Imperial models ,excluding T&C wagon, shared slightly longer passenger compartments and greenhouses, riding on 124” and 127” wheelbases respectively (all of the Imperial’s longer wheelbase was in the front clip). As in the prior generation, all Chrysler Corp. full sized wagons shared a common greenhouse on a unitized body and chassis with longitudinal front torsion bars, rear leaf springs and the Dodge’s 122” wheelbase. And, as before, the wagon’s shorter wheelbase was offset by additional rear overhang. 1969 Town and Country wagons were nearly identical to other Chrysler body styles in overall length at just under 225”.

Fuselage era Chryslers all featured a full width loop style chrome front bumper. Quad headlamps and grille were recessed inside the loop, with differing grille inserts for each series. Turn signal and parking lamps were recessed into the bumper below the head lamps. Body sides were simple and smooth with a subtle character line originating at the front bumper, descending slightly for the length of the car, and ending at the wrap-around rear bumper. On Town and Country wagons, this character line was also the location of the lower molding surrounding the standard wood grain side paneling, simulated cherry for 1969. The fuselage profile extended the length of a full sized “long roof” made for a rather striking looking wagon. At the trailing edge of the long roof, body sides, D pillars, and a unique roof top air foil formed one continuous arch over the tailgate opening. The airfoil directed airflow from the roof downward and over the tail gate window, intended to keep the glass clear of dirt accumulation.

Town and Country’s grille insert and wheel covers for this new generation were from the New Yorker, while front seating choices and interior trim were again drawn from the Newport Custom. The new instrument panel featured a symmetrical padded loop echoing the design theme of the front end. The inverted fan style speedometer from 1967 & 68 continued, balanced on the passenger side by a large glove box door. A unique Chrysler feature was floodlighting of the instruments and controls instead of more typical back lighting. The effect met with mixed reviews over several model years.

For 1969, ALL full sized Chrysler Corp vehicles returned to standard 15” wheels. This accommodated the growing share of cars equipped with front disc brakes, which were updated to a new simpler and less costly single piston sliding caliper design from the earlier 4-piston fixed caliper type. Once again, Chrysler sales literature listed power front disc brakes as standard equipment on Town and Country. But, once again, some left the factory with front drum brakes instead. Regardless of brake type, all T&Cs wore standard size 8.85x15 tires on 6.5”x15” heavy duty rims. Powertrain choices for Town and Country remained unchanged.

Chrysler played catch-up on some wagon specific features in 1969: The tailgate became a two-way door-gate, able to swing sideways or drop downward, a feature Ford had pioneered in 1965. And, the rear axle track was widened nearly 3 inches to 63.4”, enabling a full 48.5” wide load floor between the wheel wells, a feature GM had pioneered, also in 1965. Chrysler sought to leapfrog those competitors with a few wagon only features of its own, including passenger assist handles integrated into the rear opening trim molding, and a tailgate window washer, contained entirely inside the tailgate.

After so many changes in the prior year, it is no surprise that there were few changes for 1970. Most US makes including Chrysler adopted bias belted tires. They were a short-lived hybrid that combined familiar soft riding bias body plies with tread stabilizing belts used in European style radial tires. One well known brand name at the time was Goodyear’s Polyglas. All 1970 Chryslers featured standard bias belted tires, with Town & Country wagons wearing size J78-15. J identified the second largest size available in load capacity, 78 indicated a cross-section height-to-width, or aspect ratio of 78%, and 15 being the nominal rim diameter in inches, as before.

A minor styling change was the addition of a dogleg or kink in the lower body side character line on the rearward half of each rear door. It was not shared with other Chrysler 4-door body styles, nor with Plymouth or Dodge wagons. Why Chrysler incurred the expense of re-tooling unique rear door skins for the ’70 Town and Country remains a mystery. Dimensions, specifications, standard and optional equipment remained virtually unchanged. Except… you guessed it… Front disc brakes moved back to the option list one last time.

The late 1960s proved to be a financially challenging time for Chrysler Corporation, as tightening emissions standards and safely requirements spread resources thin. Consequently, the biennial mid-cycle face-lift originally intended to be the new model year 1971 corporate large car lineup was postponed one year. Thus, all 1971 Chryslers, including Town and Country, looked virtually unchanged from the prior year. Standard tires for the wagons were enlarged to L84x15, a size shared with the Imperial, and unique to Chrysler Corp. Torsion Quiet Ride, comprising a set of tuned rubber isolators for the front suspension sub-frame and rear leaf-spring mounts, was added to wagons. It had been introduced as a new feature for all other Chrysler models and body styles in 1970. And finally, for the third time, front disc brakes appeared on the Town and Country standard equipment list… this time for good.

Additional unseen changes were related to Federal Emission Standards and the requirement that ALL 1971 cars run on unleaded regular grade gasoline. Compression ratios on all engines were reduced to ~8.5:1. For just this year, engine power and torque specifications were advertised using both the familiar SAE gross rating method (for the last time), and SAE net rating method, which remains the standard today. (Net ratings are more representative of engine output as-installed since they measure output when the engine is fully “dressed” with production intake and exhaust plumbing, cooling system, and accessory loads in place.) Revised ratings for Town and Country engines were: 383 cu. In. 2-BBL V8: 275 (190 net) hp with 375 (305 net) lb-ft; 383 cu. In. 4-BBL V8: 300 (240 net) hp with 410 (310 net) lb-ft; 440 cu. In. 4-BBL: 335 (220 net) hp with 460 (350 net) lb-ft. Dual exhaust systems were no longer used.

For 1972, the mid-cycle restyle originally intended for the prior year made its appearance. The overall design of Chrysler models remained very similar. The uni-body platform and all key dimensions remained unchanged. The fuselage theme evolved toward an even simpler body side, still with a subtle rearward sloping character line, but with a squared off shoulder at the window sill. The front bumper retained its loop form, adding a center divider splitting the grille into halves. Greenhouses for all 4 door models remained unchanged, while two-door coupe rooflines grew more formal, and convertibles were dropped. After many years of declining sales, the 300 series was eliminated, replaced by a New Yorker Brougham series with plusher interior choices and more standard equipment, slotted between the Imperial and New Yorker. The instrument panel was mostly unchanged… Its upper bolster became a bit more massive, while the lower bolster was reduced in size, eliminating the lower ledge. And, the glove box door received a color keyed overlay.

Town and Country for 1972 borrowed most of its exterior trim from the New Yorker. Die cast grille inserts were shared with New Yorker, and rear wheel openings once again wore fender skirts. Brushed bright metal moldings about two inches wide ran the length of the car from front bumper to rear, and served as the lower border for the standard simulated wood grain side panels. Standard wheel covers were shared with the Newport, and were identical to the 1969 wheel covers, then shared with the New Yorker. Inside, the front seating choices and door trim were again shared with the Newport Custom. And, Chrysler's two-way door-gate became a three-way, able to open as door with the glass up.

Unfortunately, as the Town and Country (and every other car in the ‘70s) grew heavier, available powertrain choices became fewer and weaker. Compression ratios were further reduced to 8.2:1. An increase in bore from 4.25” in the 383 to 4.34” produced a new LB series engine displacement of 400 cu. in. With a 2-BBL carburetor, it just matched the 190 net horsepower and 310 lb-ft net torque ratings of the prior year 383s. The only remaining optional engine was the 440 cu. in. 4-BBL V8 producing 215 net horsepower and 345 lb-ft net torque.

1973 was the 5th and final year of what had been planned as a four year platform cycle. A federal mandate to equip MY 1973 cars with bumpers that could absorb up to 5 mph impacts with no functional damage was a major challenge, since the large cars Chrysler Corp had designed to comply with this standard were delayed until MY 1974. The stopgap solution was to replace the fuselage era signature loop front bumpers with a generic looking grille and conventional looking bumpers wearing large black rubber impact absorbers, front and rear. The absorbers added more than five inches to the overall length of every car, and unfortunately, looked like the afterthought that they were. Apart from 5 mph bumpers, other changes for the 1973 Town and Country were few: The 50/50 3 in 1 front seat had proven sufficiently popular that it became standard equipment, as did the higher torque 440 cu.in. V8 engine, which featured standard electronic ignition for the first time.

1974–1977[edit]

1975 Chrysler Town and Country
Sixth generation
1977 Chrysler Town & Country.jpg
Overview
Production 1974–1977
Body and chassis
Body style 4-door station wagon
Layout FR layout
Platform C-body
Related

Chrysler New Yorker
Chrysler Newport
Plymouth Gran Fury

Plymouth Fury
Dodge Monaco
Dodge Monaco Brougham
1975 Chrysler Town and Country

For model year 1974, Chrysler Corporation introduced its new large car lineup originally planned a year earlier. The timing could hardly have been worse… The Arab oil embargo of late 1973 had Americans waiting in line for gasoline coast to coast, sometimes for hours. Big cars quickly became a glut on the market, despite the fact that Chrysler’s new models were some of the best large cars Chrysler had produced in years. The new styling was a clear departure from the fuselage generation, and appeared to share the proportions and design cues of GM’s 1971 large car redesign. Body sides had a more pronounced tumble home. A-pillars were thin, and beltlines were noticeable lower, yielding significantly more glass area. Energy absorbing bumpers were nicely integrated into the designs, front and rear.

For this generation, full-sized Plymouths and Dodges, excluding wagons, shared more than just body shells. They also shared a common 122” wheelbase, instrument panels, and most exterior body stampings. Likewise, Chrysler and Imperial models shared slightly longer body shells on a common 124” wheelbase, plus instrument panels, and exterior body stampings. And, once again, Chrysler Corporation wagons would share a common greenhouse across divisions… although this time, all wagons would roll on the longer Chrysler 124” wheelbase. All remained large enough to swallow the ubiquitous 4x8 sheet of plywood flat on its floor with the three-way door-gate closed… no evidence of any attempt to follow GM’s clamshell style rear closure, fortunately. The roof was slightly elevated aft of the C-pillar, and a body colored air deflector at the trailing edge remained a standard feature, although it was no longer integrated into the body structure. Fully skirted rear wheel openings and simulated woodgrain side and doorgate panel appliqués remained standard equipment on all Town and Country wagons.

A significant safety improvement was achieved with relocation of the fuel tank from the left rear quarter where it had resided since the 1950s, to under the floor just behind the rear axle. Under floor storage space was reduced on 2-seat wagons, but revisions in the 3rd seat folding mechanism minimized any compromises in seating utility. The space freed up in the left rear quarter panel became a lockable storage compartment.

Although the overall size of 1974 Chryslers was barely larger than the fuselage generation that preceded it, weight continued to creep upward. Additional emission controls, safety features, and growing standard equipment lists were having the same effect on every automaker. The 3-seat T&C tipped the scales at just under 5,000 pounds, about 300 pounds heavier than ’72 fuselage generation T&C. With air conditioning, and a typical complement of power assists, the average ’74 T&C weighed about 5,200 pounds. Standard tires were size L78x15 bias belted on size 6.5x15 inch rims. Steel belted radials were optional.

For 1975, changes were few, and most were shared across the entire US industry, including Chrysler. Those lower rolling resistance radial-ply tires became standard equipment, in size LR78x15 for the Town and Country. Every Chrysler was equipped with an exhaust system catalytic converter for the first time, requiring no lead gasoline to run properly. The 400 cu.in. 2BBL V8 engine returned as an fuel economy alternative to the still standard 440 engine. And, as a minor appearance upgrade for all Chrysler models: Lower instrument panels, steering columns, and steering wheels became color coordinated… They had been black.

1976 was a year of product line consolidation for Chrysler. After 20 years of marketing Imperial as a separate marque, Chrysler reluctantly conceded what sales statistics had told them for years… A pair of highly trimmed Chryslers could not compete effectively with Cadillac, Lincoln, or the premium European brands capturing the attention of American luxury car shoppers. Chrysler pulled the plug on the Imperial brand, and recast most of the Imperial’s unique trim… waterfall grille, concealed headlamps, extended rear fenders, vertical tail lamps, and loose pillow seating… as the 1976 New Yorker Brougham. Similarly, what had been New Yorker interior and exterior trim became the 1976 Newport Custom. The Town and Country, unchanged inside and out, soldiered on. It remained as large, elegant, and well equipped as ever, but the market’s interest in giant luxury station wagons was waning.

1977 would be the last year of Chrysler Town and Country as a traditional American full-sized premium station wagon. Both GM and Ford would downsize and continue traditional big wagons, thru the 1980s for Ford, and into the 1990s for GM. But at Chrysler, the beloved Town and Country moniker would take on new rolls in new market segments.

1978–1981[edit]

Seventh generation
1980 Chrysler LeBaron wagon.jpg
Overview
Production 1978–1981
Body and chassis
Body style 4-door station wagon
Layout FR layout
Platform M-body
F-body
Related Chrysler New Yorker
Dodge Diplomat
Plymouth Caravelle
Dodge Aspen
Plymouth Volare
Powertrain
Engine 225 cu in (3.7 L) I-6
318 cu in (5.2 L) V8
360 cu in (5.9 L) V8
Dimensions
Wheelbase 112.7 in (2,863 mm)
Length 205.5 in (5,220 mm)
Width 74.2 in (1,885 mm)
Height 55.5 in (1,410 mm)

From 1978 through 1981, the Town & Country badge designated the simulated wood trimmed wagon model of the mid-sized Chrysler LeBaron series, built on the Chrysler M platform, which included Plymouth Gran Fury, Dodge Diplomat, and Chrysler LeBaron. Although trimmed more elegantly inside and out, there were not many substantial differences in the chassis and powertrain, between Chrysler's downsized intermediate line-up and its compact rear wheel drive Dodge Aspen/Plymouth Volare models introduced in 1976. Wheelbases, tread width and interior dimensions were identical, leaving only front/rear overhangs and overall length to differentiate mid-sized from compact.

1982–1988[edit]

Eighth generation
1986ChryslerLeBaronTownCountryStationWagon.jpg
Overview
Production 1982–1988
Assembly Newark, Delaware
Body and chassis
Body style 4-door station wagon
2-door convertible
Layout FF layout
Platform K-body
Related Chrysler LeBaron
Dodge 400
Plymouth Reliant
Dodge Aries
Powertrain
Engine 2.2 L K I4
2.2 L Turbo I I4
2.5 L K I4
2.6 L Mitsubishi G54B I4
Transmission 3-speed automatic
Dimensions
Wheelbase 100.4 in (2,550 mm)
Length 179.0 in (4,547 mm)
Width 68.0 in (1,727 mm)
Height 53.2 in (1,351 mm)

From 1982 to 1988, the Town & Country name was used on a station wagon version of the K-based, front wheel drive LeBaron, featuring plastic woodgrain exterior trim. A convertible version was manufactured from 1983 to 1986 which featured plastic woodgrain paneling to bring up comparisons to the original 1940s convertibles.

1982–1988 Town & Country wagon
Town & Country convertible

1989–present[edit]

2011 Chrysler Town & Country

In 1989 the Town & Country name was applied to the new Chrysler branded luxury minivan, based on the Dodge Grand Caravan and Plymouth Grand Voyager, which had both been introduced in 1984. The Town & Country has been redesigned in 1991, 1996, 2001, and 2008, with each generation adding new technology and numerous industry firsts.


References[edit]

  1. ^ a b c d e Langworth, Richard M. (1994). Chrysler and Imperial: The Postwar Years. Motorbooks International. ISBN 0-87938-034-9. 
  2. ^ "The Chrysler Town & Country woodie wagons, station wagons, and cars". Allpar, LLC. Retrieved 2007-11-21. 

External links[edit]