The Galant
I have owned The Galant since October, 1981, when I bought it in Hobart for $3,800. This was a reasonable amount, considering that the average salary back then was in the vicinity of $6,000 per year.
It was originally equipped with a 1.6 litre motor and a four speed manual transmission, as were all Galants available in Australia at that time. However, I fairly quickly converted it to full Japanese hardtop spec, swapping the 1.6 for a twin-carb 2 litre 4G52 and fitting an original (not ex-Sigma Borg Warner) JDM five-speed 'box.
Mitsubishi badges are proudly displayed because, like all Galant hardtops, this car was manufactured in Japan by Mitsubishi and was imported into Australia. Therefore, Chrysler / Valiant didn't really have anything to do with hardtops beyond selling them.
Unfortunately, the hardtop grille had gone by the time I bought the car - probably victim of some minor bingle - and the likelihood of getting one now is diminishing rapidly (unless someone would like to help me out with one ... ?). I live in hope that one will turn up some day to complete the car.
The car miraculously survived a couple of seasons of autocross and rally-sprints, not to mention some quite spirited adolescent driving, although it did suffer considerably for the experience. Its suspension took a particular pounding and, as a consequence, it's had a long list of shock-absorbers, including a couple of lots of adjustable Konis, a set of gas Tokikos, and currently some Pedders' Touring Gas (since the motorsports ended).
Its two-leaf rear springs (GCs came with two leaves whereas GDs had three as standard) also received a hammering but its third set - custom-made for the car with an extra leaf during a trip to the Northern Territory - have provided amazing service since they were fitted in 1991. All the bushes are Nolathane, there's a Selby sway-bar helping keep the rear-end flat through corners, and it all sits nicely, courtesy of some lowering blocks.
Originally, the wheels were 13 x 7JJ Cheviot Formulas, although they may soon morph into 15" versions of the same design or maybe a set of Superlites or Watanabes *. Rubber is 205 / 60 series Hankooks all round.
The first 2 litre engine was replaced after it was accidentally filled with the wrong oil, which smoked and burned badly, even after it was switched for the regular regular concoction (the damage was done!). It's been running without a hint of bother for well over twenty years now and hasn't had a recurrence of the oil burning.
Its twin carbs have now gone, replaced by a single 40 mm down-draft Weber that feeds through a polished and ported manifold (the original Hitachis were rubbish, seemingly using twice the fuel for half the performance!). The car's not super-rapid off the line but can be run at a good pace, especially if it's kept in its sweet spot.
Otherwise, the rest of the engine set-up has been in place for many, many trouble-free years and includes a cut-down Holden V8 radiator (fitted for the 1991 NT adventure), a four-into-two manifold running into a 2" pipe with a sports muffler, supplied and fitted by Kev at Moonah Exhaust (94 Gormanston Road - Ph: 6272 9283), and electronic ignition assembled from a kit by my younger brother, Gregor. There's definitely something to be said about simplicity!
Those of you that are really observant and know their Galants will note the non-standard windscreen rubber - fitted because, despite a certain supplier's claims - NOS available in Australia does not fit. The one shown above is from an early Mitsubishi Pajero, cut and shut at Windscreens O'Brien, Hobart - a handy thing to know if you're having difficulty sourcing one yourself!
A reasonable job was done re-chroming the front and rear bumpers (at an electrolytic plating business in Invermay, on the outskirts of Tasmania's second city, Launceston). However, I had to have the rear one redone shortly after it was completed, as rust began to show on the surface.
Lighting in courtesy of a full array of Cibies **, including the car's signature Super Oscars, all wired through relays and powered by a fairly chunky after-market alternator. LEDs would arguably be better but they wouldn't suit the car's old school, classic rally look.
All the electrics - other than the alternator - and electrical accessories have been fitted and maintained by my father (a RAAF-trained communications technician) and me. We've slightly over-specced the wiring to ensure that it can cope with pretty much whatever's asked of it.
The interior features a Momo Corse steering wheel with a matched leather gear knob, a VDO volts gauge, a mechanical oil pressure gauge (via a copper tube) and a set of Recaros that were re-trimmed in leather by Steve at Classic Automotive and Marine Trimmers, 33 St Aubyn Square, Moonah (0417 535 035). Steve also did the custom rear seat, featuring the original Galant chrome accents, and he supplied the loop-pile carpets, too.
The dash-pad was a real nightmare, requiring lots and lots of work to fit (please search 'dashboard doctor' in the top right corner of the UMPH homepage for details) but it did work out quite well in the end. The red GT accents on the dash were a workaround, also made by upholster Steve.
There's a stereo, featuring a USB connection and iPhone compatibility via Bluetooth, that's about the only non-period item fitted to the car. The gauges take up the space once occupied by the original AM-only radio.
Mitsubishi badges are proudly displayed because, like all Galant hardtops, this car was manufactured in Japan by Mitsubishi and was imported into Australia. Therefore, Chrysler / Valiant didn't really have anything to do with hardtops beyond selling them.
Unfortunately, the hardtop grille had gone by the time I bought the car - probably victim of some minor bingle - and the likelihood of getting one now is diminishing rapidly (unless someone would like to help me out with one ... ?). I live in hope that one will turn up some day to complete the car.
The car miraculously survived a couple of seasons of autocross and rally-sprints, not to mention some quite spirited adolescent driving, although it did suffer considerably for the experience. Its suspension took a particular pounding and, as a consequence, it's had a long list of shock-absorbers, including a couple of lots of adjustable Konis, a set of gas Tokikos, and currently some Pedders' Touring Gas (since the motorsports ended).
Its two-leaf rear springs (GCs came with two leaves whereas GDs had three as standard) also received a hammering but its third set - custom-made for the car with an extra leaf during a trip to the Northern Territory - have provided amazing service since they were fitted in 1991. All the bushes are Nolathane, there's a Selby sway-bar helping keep the rear-end flat through corners, and it all sits nicely, courtesy of some lowering blocks.
Originally, the wheels were 13 x 7JJ Cheviot Formulas, although they may soon morph into 15" versions of the same design or maybe a set of Superlites or Watanabes *. Rubber is 205 / 60 series Hankooks all round.
The first 2 litre engine was replaced after it was accidentally filled with the wrong oil, which smoked and burned badly, even after it was switched for the regular regular concoction (the damage was done!). It's been running without a hint of bother for well over twenty years now and hasn't had a recurrence of the oil burning.
Otherwise, the rest of the engine set-up has been in place for many, many trouble-free years and includes a cut-down Holden V8 radiator (fitted for the 1991 NT adventure), a four-into-two manifold running into a 2" pipe with a sports muffler, supplied and fitted by Kev at Moonah Exhaust (94 Gormanston Road - Ph: 6272 9283), and electronic ignition assembled from a kit by my younger brother, Gregor. There's definitely something to be said about simplicity!
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A reasonable job was done re-chroming the front and rear bumpers (at an electrolytic plating business in Invermay, on the outskirts of Tasmania's second city, Launceston). However, I had to have the rear one redone shortly after it was completed, as rust began to show on the surface.
Lighting in courtesy of a full array of Cibies **, including the car's signature Super Oscars, all wired through relays and powered by a fairly chunky after-market alternator. LEDs would arguably be better but they wouldn't suit the car's old school, classic rally look.
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| Relays & fuses for the high & low headlights, driving lights & fog lights. |
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| Blue = drive; amber = fog; & red = reverse. |
All the electrics - other than the alternator - and electrical accessories have been fitted and maintained by my father (a RAAF-trained communications technician) and me. We've slightly over-specced the wiring to ensure that it can cope with pretty much whatever's asked of it.
The interior features a Momo Corse steering wheel with a matched leather gear knob, a VDO volts gauge, a mechanical oil pressure gauge (via a copper tube) and a set of Recaros that were re-trimmed in leather by Steve at Classic Automotive and Marine Trimmers, 33 St Aubyn Square, Moonah (0417 535 035). Steve also did the custom rear seat, featuring the original Galant chrome accents, and he supplied the loop-pile carpets, too.
There's a stereo, featuring a USB connection and iPhone compatibility via Bluetooth, that's about the only non-period item fitted to the car. The gauges take up the space once occupied by the original AM-only radio.
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| Please note the rectangular chromed accents in the seat-back that match those of the interior side- and interior front door-panels. |
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| Indestructible rear suspension, courtesy of the NT Spring Works! |
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| A nod to the importers: a Chrysler Australia badge adorns the boot. |
There have been no mechanical issues - other than a couple of dodgy electronic fuel pumps, a seeping radiator and a leaky front brake seal that I fixed myself - so the car hasn't had a mechanic for over a decade. However, all of the mechanical work, in terms of set-up and maintenance, was performed by Brent Willing at his Special Vehicles Centre (since sold and now defunct, sadly).
It's likely that the current sunroof will be replaced soon, as it had to be permanently Sikaflexed shut after the seals went. If so, it will be with another 70s or 80s style pop and tilt version, as that type does an excellent job drawing fresh air through the car and also helps keep the pillarless windows tightly pulled in against their rubbers.
* & ** = 2019 up-date: The Galant now features 15" Superlite-style Rotas shod with 195 / 50 Toyo Proxes4 and a set of Cibie Type 40 fog lights. The wheel and tyre combo has really tightened up the handling and steering response, and the fog lights lend a classic rally look to the car that I'm very pleased with.
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| With 15" wheels and Cibie Type 40s |
Here's another update to the post, added in April, 2020. The image below came courtesy of Bev's photo album and shows me in The Galant, as it was circa 1983. Back then, it was still running a 1600 Saturn motor but the 5-speed 'box had most likely been installed. The gold-painted steel wheels are ex-Sigma and the matching stripe running along the front guards, door tops and around the rear side windows was of my own design, based those found on the GD Galant Sport Pack. My mate Mark Drury and I masked them up and sprayed them one weekend at his parents' house, around the same time that we butchered the resonator out of the exhaust system in a half-arsed attempt to get a better note.
As of November, 2020, the rear end has been upgraded with Galant wagon brakes and axles. The brakes are both wider - by about 30% - and of greater circumference, although they use the same slave cylinders. The axles are heavier duty but they do still mesh with the original diff.
2021 update: The photo below turned up as a bookmark in one of my classic car books. It shows The Galant some time in the early- to mid-1990s, after the big NT adventure, having just had its first respray. The bull bar is an artefact from the trip and the driving lights are Cibie Oscar +s, one of which had to be replaced after it rattled off on what was in 1991 a very rough, unsealed road into Cooktown, Far North Queensland. I ended up swapping them for the Super Oscars, which I got from Brent Willing (they had been on both his Repco Rally cars). The Pluses weren’t very good; the H3 bulbs used to arc out in their holders, causing them to stop working.
May, 2021, update: The Galant has now been fitted with a "Cruz Control" front brake set, comprising of adapter plates, brand new VR / VS Commodore 290 mm vented rotors, new pads and lines, and reconditioned VR / VS finned alloy calipers, as fitted to the SS. Whilst the Commodore's brakes were much maligned, it should be remembered that they weighed in between 1,300 and 1,500 kg compared to a Galant hardtop's 970 kg.
Even with standard calipers and 230 mm rotors - which weren't even vented - Galant brakes were capable of stopping the car very effectively in everyday situations, although they soon faded under constant harsh braking. This is unlikely to be a problem with the new set-up, especially with the wagon brake upgrade mentioned above.
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| Above and below: an SS Commodore provided the front brakes for The Galant |
March, 2022 update: It's fair to say that this piece has become a living document, updated when new - or old, I suppose - info or pics come up. These excellent photos of the Galant being used in anger at the Redgate Quarry rally sprint track in Cambridge, Tasmania, are courtesy of Mike Gigney, and were taken circa 1985.
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