CHRYSLER VALIANT SAFARI V8

Press, Volume CVI, Issue 31076, 3 June 1966, Page 12

CHRYSLER VALIANT SAFARI V8

'THE station waggon is a ■*- popular vehicle in New Zealand, and last week we tested one of the largest and most powerful waggons available. The Chrysler Valiant V 8 Safari automatic transmission station waggon will appeal to many prospective buyers, particularly if they contemplate towing, but the price of £1829 (£970 sterling) will put it beyond the reach of some. The exterior of the Safari V 8 looks impressive and the test car had the optional stainless steel roof rack. Airscoops, designed to keep dust from the rear window, are a standard fitting. The test vehicle was well finished, and the trim and upholstery was of a good standard. The dash has a large padded lip, and in front of the driver are one large and three smaller dials, the larger housing the speedometer, and the smaller housing gauges for fuel, ammeter charge, and water temperature. There are warning lights for indicators, oil pressure, ignition and main beam. To the right of the instruments, which are clearly visible through the steering wheel, are knobs for lights and the efficient wipers. The two controls are the same shape, and placed so close together that it is easy to confuse them at night. In the centre of the dash are heater controls, and further to the left is a cigarette lighter and the ash-tray, which is almost out of the driver’s reach. The handbrake, well under the dash, is difficult to reach when wearing a seat belt. There is a moderate-sized glove box on the passenger’s side of the dash, but no other storage space for maps and oddments, rather a failing in such a vehicle. There is no headlight flasher. Visibility is good in all directions, especially to the rear through a very large mirror, and under the bonnet all the usual service points are accessible, except the distributor, which is accessible once the large aircleaner has been removed. INTERIOR SPACE Passenger space is good, but not generous. Headroom front and rear is adequate, as is legroom in the rear. We tried five drivers of different build behind the wheel, and all wanted the seat in the same position: at the rear extremity of its adjustment. Tall persons would have preferred more rearward adjustment, but had this been pro-

vided rear-seat legroom would have been too restricted.

The seats, bench front and rear, are comfortable on long journeys, and support the back well. The floor and the lower part of the doors are carpeted. There is a vast amount of room for luggage about 70 cu. ft. with the rear seat folded down. To do this one merely raises a catch at one side of the rear seat backrest, and folds the backrest forward. This provides sufficient room to sleep a six-footer in comfort With the rear seat in its normal position, there is still much space at the back, and this area is covered with a practical rubber mat. Under it is the spare wheel and the jack, which operates on the bumper. The rear door Is opened by first winding down the window and then lifting the catch on the inside of the door.

HEATING SYSTEM The Valiant’s heating system is disappointing. Although the heater produces plenty of warm air, it warms the upper part of the body and not the feet. Further, it is almost impossible to adjust the heater so it delivers a stream of warm air: rather it seems an “all-or-nothing” device. The driver can cool his face by opening his window, but other passengers then complain of draughts. Undoubtedly the Valiant needs a face-level fresh-air system, similar to Ford’s Aeroflow.

TRANSMISSION The Torqueflite transmission is one of the most impressive features of the vehicle, and is a perfect match for the 180 b.h.p. 4474 c.c. V 8 engine. The selector is marked

“1, 2, D, N, R, P,” indicating first gear hold, second gear hold, drive, neutral, reverse, and park.

For most driving one car. move the selector to “D” and leave it there: the transmission makes a much better job of timing the gear-changing than any driver. Except under full acceleration, when upward changes occur about 35 m.p.h. and 65 m.p.h., the changes are almost imperceptible, and even they are smooth.

One can select “2” when approaching a corner but it is really not necessary. If “1” is selected at, say, 45 m.p.h., the tranmission will change to second, and then to first when the speed drops below 20 m.p.h. The gear holds are mainly of use when descending steep hills. With a moderate load, the waggon came down Porter’s Pass in firstgear hold with only two applications of the brake, yet the speed of the car was quite

sufficient to keep up with other vehicles. Pushing the accelerator to the floor operates the kickdown switch, selecting second gear above about 30 m.p.h., and selecting first below this. So smooth is the selection of second that we occasionally thought the transmission had not changed down at all. It is possible to accelerate away from rest using the gears as in an manual transmission car, but this does not improve acceleration figures. When changing up by operating the selector, the change occurs with a slight thump unless the accelerator is eased slightly, when the change is extremely smooth. On even the steepest hills, the transmission does its work efficiently, and extremely smoothly. POWERFUL

The big V 8 engine produces plenty of power which would make the Valiant Safari an excellent vehicle for towing. In wet weather, it is inadvisable to use full acceleration, for the wheels will spin easily. If this is done while rounding a slow corner the tail of the vehicle will break away and drift outwards, but is easily brought back into line. In dry weather full acceleration from rest will provoke a squeal from the tyres and leave rubber on the road. The Safari will reach 60 m.p.h. from rest in a little more than 10 seconds, and there is no reason to doubt the claimed top speed of 111 m.p.h. At all times the Valiant will accelerate rapidly and smoothly, an attribute valuable for safe overtaking. No person could drive the V 8 Safari and fail to realise how much safer it is to drive a vehicle with plenty of power. While no accurate figures were taken the claimed touring fuel consumption of 20 m.p.g. seems correct, and a fast journey with heavy acceleration will return between 17 and 18 m.p.g., a good figure for a large vehicle with a V 8 engine.

The Valiant handles well for a large vehicle, and can be flung around corners surprisingly fast with little body roil. Even when the waggon is lightly loaded, the rear end shows no skittishness, and the ride is good. The handling is characterised by an early but gentle oversteer, which is easily controlled. The brakes, drums on the test car, have strong power assistance and are very light and powerful. Towards the end of the fade test, which was conducted with a light load, they pulled to one side and faded slightly. They took quite a time to recover, and for hard work the optional disc brakes would be preferable.

In sum, the V 8 Safari is smooth, powerful, roomy, and has a truly excellent automatic transmision. It behaves well in cross winds and in wet weather, and is a pleasure to drive.

The six-cylinder manual Safari costs £1359, and the Regal automatic six is £1615. The six manual saloon is £1199, the six automatic is £1319, the luxury six manual saloon is £1309, the luxury automatic is £1429, and the Regal automatic saloon is £1495. The six manual saloon, without overseas funds, is £1298, and the luxury manual is £1399 while the automatic is £1525. TKHNICAL SAFARI VI Engine: VB. bore »2.2 mm. stroke 84 mm. 4474 c.c. 180 b.h.p. at 4200 r.p.m.. torque 200 Ib-ft at 1600 r.p.m. Compression ratio 8.8 to 1; o.h.v. Two-barrel carburettor, fuel tank holds 14.3 gal. Transmission: Three-speed automatic, selector lever on steering column. In top, 22 m.p.h. at 1000 r.p.m. ■rakes: Drums, power assisted and finned. Discs on front optional. Suspension: Independent front by torsion bars, rear semielliptic springs, six leaves. Steering: Recirculating ball, four turns lock to lock, 37ft lin turning circle. Performance: Max. speed 111 m.p.h. 0 to 50: 7.Bsec; 0-60, 10.6 sec. Fuel consumption at average 30-35 m.p.h.: 26 m.p.g. (maker’s figures).