When Lee Iacocca left the Ford Motor Company and joined Chrysler in 1978, he was faced with rebuilding a car company on the verge of bankruptcy. One of the reasons for the company’s lack of capital, he claimed, was that the corporation’s diverse number of platforms—five in production at the time —shared few common parts, which in turn had created a complex manufacturing and inventory conundrum.
Correcting Chrysler’s fortunes would require a streamlined system of production already in practice in Germany and Japan: fewer platforms with a broad array of shared components, most of which were hidden from buyer’s eyes. While Iacocca stood before the U.S. Congress making his appeal for the great “Chrysler bailout” in 1979, his engineers were busy developing a new chassis: The K-car platform.
The new front-wheel-drive K-platform debuted as the compact Dodge Aries and Plymouth Reliant in the fall of 1980, replacing the recall-plagued Aspen and Volare in the divisions’ lineups. Each of the new “K-cars” were offered in two-door and four-door sedan body styles, as well as a station wagon, in various trim levels. It was a clear shift for the corporation, with more aerodynamic and fuel-efficient vehicles aimed at lowering the buyers’ operating costs while simultaneously reducing production costs.
No sooner had the K-car begun to roll off dealership lots across the country when the parent division began to adopt the chassis for a reimagined LeBaron, set to be introduced for 1982. Like its corporate siblings, the new LeBaron was to make use of the existing two-door coupe, four-door sedan, and wagon—but a storied, luxurious name needed, perhaps, just a bit more, and this is where adaptability came into play as part of Iacocca’s engineering directive.
The Chrysler brand had not offered a convertible since the 1970 model year. Encouraged, in part, by a rebounding economy, Iacocca felt there might be renewed interest. To test the waters, he had a LeBaron two-door coupe sent from the St Louis, Missouri, plant to California, where it was modified into a “non-functional” convertible. Once completed and displayed at several auto shows — where it was met with strong interest— Cars and Concepts, based in Brighton, Michigan, was contracted to manage the conversion of two-door coupes into convertibles for the posh LeBaron (and the new Dodge 400).
Cars and Concepts was chosen from a list of aftermarket firms based on their competitive price, coupled with a full-service package of engineering, manufacturing, and after-sale support. Just as important, the company was deemed to have a proper concept of how to build convertibles in the new decade. As one would expect, Cars and Concepts did more than just hack off the roof of a two-door coupe. Approximately 34 separate steps were undertaken to complete the complex conversion, most of which included the necessary sheetmetal surgery and intricate body reinforcement required.
Thus, when the reimagined Chrysler LeBaron was officially unveiled for 1982, the entry-level luxury car was available in two-door coupe, four-door sedan, and convertible guises. Having shed its former boxy look for aerodynamic sleekness without sacrificing elegant trimmings, the all-new LeBaron was announced as, “Lee Iacocca’s dream to combine high mileage and luxury in a series of cars,” in ads pitched by actor Ricardo Montalban.
With the redesign came refreshing fuel-mileage estimates of 25 in the city and as high as 40 on the highway. Such numbers were made possible in part by a Chrysler-developed 2.2-liter four-cylinder engine (equating to 135 cubic inches) rated at 84 horsepower and 111 pound-feet of torque offered as standard equipment, save for the LeBaron Town & Country, which received the otherwise-optional Mitsubishi-produced 2.6-liter four-cylinder. A four-speed manual transmission was standard, though an automatic was optional.
Naturally, the LeBaron convertible was to be the ultimate in luxury further touted in Chrysler brochures and ads: “The convertible exudes an elegance, a sense of style that starts at the tip of its highly stylized grille and continues through to plush interior appointments. No other car is causing so much excitement.” That said, a luxury tradition was maintained when Chrysler offered the line in the upscale Medallion series, as depicted by this Mark Cross edition currently under the care of Ted DeHoogh of Sioux Center, Iowa.
The Mark Cross Edition was available for buyers who wanted their LeBaron fully equipped with standard LeBaron and otherwise-optional equipment. In convertible form, and beyond the exclusive Mark Cross leather interior and trim, this included power steering, power brakes, power windows, power door locks, power top, remote trunk release, cruise control, air conditioning, console with bucket seats, tilt wheel, twin remote mirrors, AM/ FM/cassette radio, wire wheel covers, and more. There was also a $1,000 Reservation Certificate receipt presented in a beautiful leatherette Mark Cross portfolio. Additional premiums included an umbrella with holder color-keyed to the car’s interior and a “Made in Italy” Mark Cross key chain and key.
Forgoing the standard equipment list further, the Mark Cross editions were delivered with the Mitsubishi 2.6-liter “MCA Jet” four-cylinder backed by a front-wheel-drive three-speed Torqueflite automatic. The spunky 156-cu.in., two-barrel-topped four-cylinder featured a second intake valve that was much smaller than the primary unit. Prior to combustion, a blast of high-pressure air (the “Jet” part of MCA Jet) was introduced into the combustion chamber to better distribute the air/fuel mixture coming through the primary valve. The result was better combustion and a reduction in NOx emissions. The 2.6 carried a power rating of 92 horsepower at 4,500 rpm and 131 pound-feet of torque at 2,500 rpm.
Contrary to what one may think, this four-cylinder powerplant was no stranger to U.S.-market Chrysler products. It had already enjoyed service within the 1978-’80 Plymouth Fire Arrow, as well as the compact 1979-’80 Dodge Ram D-50 pickup.
The MSRP for our featured and truly limited-edition 1982 Medallion Mark Cross was $13,900 plus a $355 destination charge. Current owner Ted explains, “John Franklen, a local Sioux Center, Iowa, businessman special ordered this Chrysler LeBaron Medallion Mark Cross convertible through Vos Motor Sales in November of 1981.” This example had been ordered in Mahogany Starmist (code VH9) with a white top, and Ted has Chrysler correspondence obtained by the original owner that verified, by VIN, that this car was the 34th convertible modified by Cars and Concepts. “It was the first Mark Cross convertible delivered in the four-state area and it was displayed in the dealer showroom for a week before being delivered to its owner.”
Spending the equivalent of nearly $44,000 in today’s currency on what was then essentially Iacocca’s compact luxury car gamble, and not being able to take delivery for a week while on display, might have raised an eyebrow for most, but it mustn’t have fazed Franklen in the least.
“Once he was able to fully take ownership, Franklen drove the convertible for about 11 years, pulling the city float in parades and taking dignitaries around the town,” Ted recalls. “The dealer purchased the car back in 1993 and then put it in storage until I purchased it in July 2014. The odometer reading at the time was just 14,200 miles. I never owned a convertible before and when the opportunity came to buy it, I didn’t hesitate.”
Time has since proven that reintroducing a convertible to the Chrysler line was a gamble that paid off. Back in 1970, just 1,077 Chrysler 300 convertibles were built. At the conclusion of the ’82 season, Chrysler, with Car & Concepts, had built 3,045 base LeBaron convertibles, in addition to 9,780 upscale Medallion versions for a then-whopping total of 12,825 units. That’s excluding another 5,541 same-year Dodge 400 convertibles. Though seemingly heady numbers out of the gate, a LeBaron Medallion drop-top is a comparative rarity today, something Ted keeps in mind.
“I haven’t driven the car much in the eight years that I’ve owned it,” he says, adding, “The current odometer reading is 15,500 miles. Since purchase I’ve just cleaned and detailed it, kept it maintained, and have carefully enjoyed this unusual piece of automotive history—it is a ‘survivor.’ I’m selective about when I take it out; it’s usually to attend a few local shows annually.”
“I have a gold mine of documentation regarding the development and production of these convertibles,” Ted says. “The dealer also provided me with all the original paperwork, additional premiums, and correspondence sent to the original owner, as well as brochures and dealer posters —it’s all there. It has been very interesting owning this unique car with all its documented history and sharing it with others who take the time to stop and ask about it at events.”
