Hillman Avenger
| Industry | Automotive |
|---|---|
| Founded | 1900s in United Kingdom |
| Fate | Acquired by Chrysler Europe in 1967 |
| Successor | Chrysler Europe, later PSA Peugeot Citroën |
| Headquarters | Coventry , United Kingdom |
| Products | Hillman Avenger (automobile) |
The Hillman Avenger is a subcompact automobile designed to accommodate five passengers, featuring a front-mounted engine and rear-wheel drive. Developed and produced by the Rootes Group in the United Kingdom, it was available worldwide from 1970 to 1978 in body styles including two- or four-door sedans and a five-door estate.
As an original creation, the Avenger employed a traditional, cost-effective design—offering a four-door sedan with seating positioned at chair height, a four-link coil spring rear suspension, and unique J-shaped "hockey stick" rear lights.
The development initiative started in 1963, with Design Director Roy Axe receiving his styling assignment in 1965 and engineering work commencing in 1966. Among the pioneering vehicles to utilize computer-aided design (CAD) for its unibody structure, the Avenger also introduced early safety innovations such as a reinforced passenger cell incorporating front crumple zones, strengthened laminated windshield glass, and padded dashboard surfaces.
Following its official unveiling in Malta in 1970, production took place at Rootes' modernized £8 million facility in Ryton-on-Dunsmore near Coventry. The car bodies were transported from Linwood, Scotland, while engines and transmissions were sourced from Stoke. By 1976, full assembly operations relocated to Linwood.
Initially sold as the Hillman Avenger from 1970 until 1975 under Rootes' name, the model was rebranded as the Chrysler Avenger between 1976 and 1978 after Chrysler Europe acquired Rootes. Subsequently, following PSA Peugeot Citroën's takeover of Chrysler Europe, it was marketed as the Talbot Avenger from 1979 through 1981.
The Avenger platform gave rise to several internationally badge-engineered versions: notably the North American Plymouth Cricket (1971–1973); Brazil’s two-door Dodge 1800 (1971–1980) and later Dodge Polara; as well as Volkswagen Argentina’s VW 1800.
Despite its straightforward engineering, the Avenger achieved notable success in motorsport events—clinching victory at the 1971 Press-on-Regardless Rally (as the Plymouth Cricket), securing British Group 1 Rally Championships in both 1975 and 1976, winning multiple British Saloon Car Championships, and triumphing at the 1976 Heatway Rally of New Zealand.
Regarded as vital for Rootes upon release, UK manufacturing reached a total of 790,000 units by 1981. Although it enjoyed popularity within Britain during the 1970s, fewer than 260 Avengers remained registered there by 2016.
1970: Hillman Avenger
Launched in February 1970, the Avenger was both the inaugural and final model developed by Rootes following Chrysler’s acquisition in 1967. Its styling blended conventional three-box and two-box designs with an American-inspired "Coke Bottle" waistline and a semi-fastback rear profile; this lineup later expanded to include a station wagon version.
Constructed with unibody architecture, the Avenger utilized a four-cylinder all-iron overhead valve engine available in either 1250 cc or 1500 cc variants. Power was delivered to a live rear axle suspended by coil springs. The vehicle received acclaim for its handling characteristics and overall driving competence.
At launch, it was offered exclusively as a four-door saloon across DL, Super, and GL trim levels with both engine options. The DL trim featured rubber floor mats and a basic dashboard layout. The Super trim upgraded to carpeted flooring, armrests, twin horns, reversing lights, and an improved dashboard design. The GL model added four round headlamps, an internal bonnet release mechanism, two-speed windshield wipers, brushed nylon upholstery (a UK first), reclining front seats, and enhanced instrumentation. For cost-saving reasons during its initial two years of production, the Avenger badge appeared only on the curb side.
Its engine and gearbox were uniquely engineered specifically for this model. At four feet six inches wide, the plastic front grille was then Britain’s largest mass-produced plastic automotive part. Throughout the 1970s, the Avenger maintained steady sales figures competing against rivals such as the Ford Escort and Vauxhall Viva. Chrysler promoted it internationally, most notably marketing it as the Plymouth Cricket in the United States—though sales there were limited.
Variations in Body Styles and Trims
The Avenger GT was introduced in October 1970, equipped with a twin-carburettor 1500 cc engine and offering a choice between a four-speed manual and an optional three-speed automatic transmission, which was also available on other 1500 variants. Distinctive features of the GT included dual round headlights, door-side stripes, and "dustbin lid" style wheel covers reminiscent of early 1970s Datsuns and Toyotas.
A more basic fleet-oriented Avenger appeared in February 1972, providing both engine options but with limited equipment. By October 1972, the GT trim was succeeded by the GLS, which added a vinyl roof and Rostyle sports wheels to its specification.
In March 1972, five-door estate models were launched in DL and Super trims, available with both engine sizes and matching the saloon’s specifications. These wagons featured reinforced suspension springs capable of supporting up to 1040 lb of load, compared to 840 lb for the saloon versions.
That same month, a two-door saloon variant was introduced across all engines and trim levels.
Across continental Europe, the Avenger was aggressively marketed under various Sunbeam badges—initially as Sunbeam-Talbot, later as Sunbeam 1250/1500 (and subsequently 1300/1600) in France—and as the Sunbeam Avenger in northern European markets.
October 1973 brought engine upgrades: the 1250 cc unit grew to 1300 cc, while the 1500 cc engine increased to 1600 cc. Trim levels largely remained unchanged except for the discontinuation of the basic fleet model. The automatic transmission was upgraded from a three-speed to a four-speed Borg Warner 45 unit. GL and GT trims were offered with the new 1300 cc engine and two-door body style.
1972: Hillman Avenger Tiger
Drawing inspiration from the Sunbeam Tiger, the Avenger Tiger began as a promotional project. Under Des O'Dell’s leadership at Chrysler Competitions Centre, modified four-door Avenger Super models were transformed into Tigers and launched in March 1972. These featured a tuned 1500 GT engine with an enhanced cylinder head, larger valves, twin Weber carburetors, and a compression ratio of 9.4:1, delivering at 6,100 rpm. Upgraded suspension components were fitted, while brakes, rear axle, and gearbox were sourced from the GT model.
The striking "Sundance" yellow paintwork included a bonnet bulge, rear spoiler, side striping, and "Avenger Tiger" decals on the rear quarters.
Performance figures boasted acceleration from 0 to 60 mph in 8.9 seconds with a top speed exceeding , outperforming contemporaries such as the Ford Escort Mexico, though fuel efficiency was compromised. Approximately 200 Mark 1 Tigers were assembled by Chrysler Competitions Centre.
In October 1972, Chrysler released the more production-oriented Mark 2 Tiger featuring an Avenger GL body shell with four round headlights. While mechanically similar to its predecessor, it offered enhanced performance and better fuel economy. The bonnet bulge was replaced by a matt black hood; updated wheels and seats were also introduced. Priced at £1,350, production totaled around 400 units. The color palette expanded to include red ("Wardance") alongside yellow ("Sundance"), both accented with black trim.
1976–1979: Chrysler Avenger
September 1976 marked the transition of the Avenger badge to Chrysler branding accompanied by a significant facelift. The front end and dashboard were redesigned to resemble those of the Chrysler Alpine. At the rear, the previous "hockey-stick" style taillight clusters gave way to a continuous "light-bar" design; metal plates covered former light locations. Additionally, the fuel filler cap was relocated from the rear panel to the vehicle’s right side.
Trim options included LS, GL (marketed as 'Super' in some regions), and GLS—the latter exclusively paired with a high-compression 1.6 L engine.
From its initial launch in 1970, Avenger body panels were manufactured at Linwood before being shipped to Ryton for final assembly alongside parts for the Hillman Imp. Following the Imp’s discontinuation in 1976, production of the Avenger moved entirely to Linwood until UK manufacturing ceased. Meanwhile, Ryton shifted focus to Simca-derived models such as the Chrysler Alpine and Talbot Solara.
1977: Introduction of the Chrysler Sunbeam Hatchback
Chrysler launched the Sunbeam hatchback in 1977, utilizing a shortened version of the Avenger's platform to target the entry-level "supermini" category. This model shared its doors with the two-door Avenger and was initially available with three engine options: a 928 cc unit derived from the Hillman Imp, along with 1300 cc and 1600 cc engines from the Avenger lineup. Subsequently, a sportier "Ti" variant equipped with the 1600 cc engine was introduced.
The Sunbeam nameplate marked a revival of the Rootes Sunbeam brand, which had recently been discontinued following the end of production for its last model, the Rapier.
In 1979, the Sunbeam Lotus debuted at the Geneva Motor Show. Developed in collaboration with Lotus for rally competition, it featured a 2200 cc Lotus powerplant. After PSA Peugeot Citroën acquired Chrysler Europe, the road-going version was rebranded as the Talbot Sunbeam Lotus. Early editions were distinguished by Lotus' black and silver tobacco sponsorship livery, while later models adopted a turquoise and silver color scheme.
1979–1981: The Talbot Avenger Era
Following the collapse of Chrysler Europe in 1978 and its acquisition by PSA Peugeot Citroën, the Avenger was rebranded under the resurrected Talbot marque. It remained in production alongside the hatchback-only Horizon to satisfy demand for classic saloon and estate body styles. Unlike newer Talbot models such as the Horizon, the Avenger retained Chrysler’s "Pentastar" emblem because Chrysler retained rights to this model, whereas PSA only acquired rights to Simca-based vehicles like the Alpine and Horizon.
In autumn 1980, the Sunbeam underwent a minor update featuring redesigned headlights and a grille adorned with Talbot’s circular logo. Production ceased in mid-1981 when PSA shut down the Linwood factory and centralized British manufacturing at Ryton. The Avenger was discontinued without a direct successor; PSA's nearest alternative was the Peugeot 305 (introduced in 1977), while the larger Talbot Solara saloon had been launched shortly before.
Chrysler maintained ownership of the "Avenger" trademark, which it later applied to models such as the Dodge Avenger (2007–2014) and Jeep’s first electric vehicle released in Australia in 2024.
Global Manufacturing and Marketing
Across international markets, Chrysler promoted and sometimes assembled the Avenger through its worldwide operations. In the United States, it was marketed under the Plymouth brand. In South Africa, similar to the locally assembled Hunter model, Avengers were fitted with Peugeot engines and branded as Dodges rather than Hillmans. In New Zealand, assembly occurred from CKD kits with initial offerings including four-door sedans and later expanding to five-door estates.
United States Market
During the early 1970s, Chrysler Corporation announced multiple times its intention to enter North America’s small car segment with an indigenous model known as Project R-429, aiming to rival competitors such as Chevrolet Vega, Ford Pinto, and AMC Gremlin; however, these initiatives faced continual postponements.
Meanwhile, Chrysler had increased its stake in Simca to 77% by 1963 and acquired control of Rootes Group by mid-1964. It marketed various Simca and Rootes vehicles—including models like the Simca 1204 and Sunbeam Arrow—through a Simca-Rootes Division established in 1966. This division operated approximately 850 dealerships selling four Simca models alongside around 400 dealers offering four Rootes models.
Despite this distribution network, sales performance remained weak, prompting Chrysler in late 1969 to merge marketing efforts for Rootes and Simca products under its Chrysler-Plymouth Division.
Introduction
At the Ryton plant in Coventry, a rebranded version of the Hillman Avenger was manufactured and exported to the United States and Canada for the 1971 model year under the name Plymouth Cricket. This vehicle was offered through Plymouth dealerships initially as a four-door sedan, with a five-door station wagon variant introduced for MY 1972. Both the Cricket and the Dodge Colt, which was distributed via Dodge dealerships, served as temporary measures until Chrysler could produce a small car domestically.
A press statement from Plymouth dated June 30, 1970, revealed plans for the Cricket’s official debut in November 1970, with the first batch of 280 units arriving in U.S. ports on November 20, 1970. Retail sales commenced on January 20, 1971.
Distinct from the Hillman Avenger, the Cricket employed a playful typeface accompanied by a flower logo and promotional efforts that highlighted a cricket mascot under the slogan The Little Car That Can, Chirp, Chirp. This advertising approach echoed the whimsical marketing strategies seen with vehicles such as the Volkswagen Beetle and AMC Gremlin.
Regulatory Compliance
To meet United States DOT standards, Rootes adapted the Avenger for federal requirements by incorporating side marker lights, head restraints, and round headlights sourced from GL and GT trims. For the 1972 model year, additional modifications included a seat-belt warning indicator activated by front seat occupancy exceeding 20 pounds and sizeable rubber-tipped bumper guards to satisfy impact regulations.
Specifications
The Cricket maintained the Avenger’s 1500 cc overhead camshaft engine delivering 70 gross horsepower, with compression reduced from 9.2:1 to 8.0:1. This engine was mated to a fully synchronized four-speed manual gearbox. The vehicle featured rack-and-pinion steering, front disc brakes measuring 9.5 inches, rear drum brakes at 8 inches, radial tires, MacPherson strut front suspension, and a four-link live rear axle supported by coil springs alongside front anti-roll bars. The design prioritized straightforward maintenance.
Offered at $1915 in 1971, standard equipment encompassed chair-height seats, pivoting front vent windows, full rear window roll-downs, flow-through ventilation aided by rear pillar extractors, recessed exterior door handles, radial tires, rubber mat flooring, spare tire mounted beneath the trunk floor, power-assisted front disc brakes, child safety locks on rear doors, approximately 12.2 cubic feet of trunk space, padded full-width dashboard, two-speed ventilation fan with upper dash vents, an impact-absorbing steering wheel featuring horn control integrated into the turn signal lever, corrosion-resistant acrylic enamel paint available in nine colors, bolt-on front fenders, and a turning circle of 31.75 feet.
Available options included a three-speed automatic transmission priced at $178; air conditioning for $338; a fully transistorized AM radio with a flush-mounted retractable fender antenna; whitewall tires; twin carburetors; and a Decor Package. The Decor Package offered dual horns, a center console with rear ashtray, lockable glove box light, cigarette lighter, oil pressure and alternator gauges, storage pockets on front doors, day/night mirror adjustment capability, rear seat armrests, color-matched carpeting and window chrome trim moldings; dual side paint stripes; bumper guards; wheel covers; courtesy lighting including switches on rear doors; dimmable instrument panel illumination; as well as upgraded upholstery available in blue, olive, tan, vellum, and black. Beginning with the 1972 model year, single carburetor setups with automatic chokes and air conditioning became optional features.
Wagon
On 23 February 1972, a press announcement revealed the introduction of a station wagon variant, which debuted in early spring of that year and was officially showcased at the 1972 Chicago Auto Show.
This wagon model came equipped with a 70bhp engine featuring dual carburetors and offered three distinct rear seat arrangements for seating, cargo loading, or an 80-inch sleeping configuration. It included a counterbalanced rear tailgate, a liftover height of 24 inches, and a cargo capacity of 60 cubic feet. The wagon’s length exceeded that of the sedans by four inches. The spare tire was positioned beneath the rear cargo floor and could be accessed externally via a hexnut.
Annual updates
For the 1971 model year, an optional twin carburetor was introduced, boosting the four-cylinder engine’s output by 15 horsepower, while the base engine gained an automatic choke as standard equipment.
The Cricket remained available for two complete model years (1971–1972). Although Chrysler produced promotional materials for a 1973 model, no new imports arrived after January 1, 1973; vehicles marketed as 1973 models retained their original 1972 VINs.
Sales and reception
Despite advantages such as multi-link rear suspension, commendable ride quality and handling, a four-door layout, standard radial tires, chair-height seating, effective ventilation, safety features, and fuel economy on par with rivals like the VW Beetle, Chevrolet Vega, Ford Pinto, and AMC Gremlin, the Cricket encountered criticism regarding reliability and dealer service. Total sales reached roughly 41,000 units over two years—approximately half of what was anticipated. Plymouth sold 27,682 Crickets in 1971 compared to Chevrolet’s 275,000 Vegas and Ford’s 352,000 Pintos. Sales declined further to 13,882 during 1972–73.
Due to sluggish sales and intense competition, reengineering the Cricket to comply with U.S. safety and emissions regulations for 1974 was judged financially impractical. The model was discontinued soon after clearing remaining 1972 inventory in early 1973—just before the energy crisis that significantly boosted demand for fuel-efficient vehicles. Chrysler’s reduced presence in the small-car segment contributed to a record $170 million loss by 1974.
Chrysler entered the U.S. market with insufficient preparation for the Cricket. Despite claims of extensive testing in Norway and Spain, it launched without undergoing rigorous American road and climate evaluations. Initial reviews were unfavorable; Car and Driver reported frequent breakdowns while Consumer Reports recommended alternatives such as the Plymouth Valiant. Notable issues included the Stromberg carburetor system, Lucas electrical parts, corrosion problems stemming from replacing traditional underseal with electrolyzed paint, and pricing that was close to larger Plymouth Dart/Valiant models.
Sales were further complicated by Chrysler’s decision not to offer the Cricket through its Simca-Rootes Division dealerships—established in 1966 for imported vehicles—on the basis that it was not a Rootes product. This led to legal challenges where dealers successfully forced Chrysler to distribute Crickets via Plymouth outlets. Ultimately, Chrysler disbanded the Simca-Rootes Division and confined captive imports exclusively to Plymouth dealerships; however, Simca models continued to be sold alongside the Cricket through Plymouth dealers during 1971.
At the same time, Chrysler leadership openly criticized subcompact cars. Chairman Lynn Townsend expressed that subcompacts were "too small" for American buyers unwilling to compromise on comfort—a viewpoint that undermined promotional efforts for both the Cricket and later Dodge Colt. Chrysler postponed development of its own small car until introducing the Dodge Omni/Plymouth Horizon twins in 1978.
Canada
Along with the United States, the Cricket was introduced to the Canadian market in late 1970. However, due to unsatisfactory sales figures and subpar manufacturing quality, production ceased in 1973. Despite this, the Cricket name continued when Chrysler Canada replaced the rebadged Avenger with the Mitsubishi Galant, which was marketed as the Dodge Colt in the U.S. A performance-oriented GT version was sold under the name Plymouth Cricket Formula S.
By 1975, the Canadian Plymouth Cricket transitioned to being called the Plymouth Colt, now representing a rebadged Mitsubishi Lancer. This shift reflected Chrysler's approach in Canada of offering Mitsubishi models under Dodge and Plymouth badges, exemplified by the 1975 Lancer Celeste hatchback marketed as the Dodge Arrow.
Denmark and Europe
In Denmark, available variants included:
- 1300 (offered as 2-door, 4-door sedan, and 5-door station wagon)
- 1300 GL (2-door, 4-door sedan, 5-door estate)
- 1600 GL (2-door, 4-door sedan, 5-door estate)
- 1600 GLS (4-door sedan, 5-door estate)
- 1600 GT (2-door and 4-door sedan)
After their discontinuation in the UK in 1979, some two-door models were occasionally re-exported there. The vehicles did not carry the Hillman Avenger badge; instead, they were branded as Sunbeam, with engine displacement and trim level indicated (for example, Sunbeam 1600 GLS).
Throughout most European countries, the Sunbeam label was standard, except for markets such as the Netherlands, Italy, and Spain where different naming conventions applied.
Argentina
The Avenger was manufactured in Argentina from 1971 until 1990, initially marketed as the Dodge 1500 (or Dodge 1500M featuring a 1.8L engine) in a four-door sedan configuration. Production was handled by Chrysler Fevre Argentina until Volkswagen acquired the company in 1980. Volkswagen Argentina continued assembling the model until 1986 under the Volkswagen 1500 nameplate, with production extended to 1989 through a joint venture under Autolatina.
Production
Production of the Dodge 1500 began in August 1971 under Chrysler Fevre Argentina. In 1974, a sportier "GT90" version was introduced featuring an enhanced 1500 cc engine delivering 90 horsepower through camshaft modifications and dual carburettors. That same year saw the launch of the "SP" edition distinguished by its orange paintwork and availability with both automatic and manual gearboxes.
An upgraded powertrain arrived in 1975 with a larger 1.8L engine branded as the GT100, offered in distinctive blue/white or black/gold color schemes along with GT100 badging. This model found favor among competitors in the Turismo Competencia 2000 racing series.
The Dodge 1500 GT-100 debuted in 1977 featuring a twin Stromberg carburettor setup on its engine along with other performance enhancements. Available exclusively in dark blue or black accented by sporty stripes, it was notably piloted by Jorge Omar del Río who secured three consecutive TC2000 championships from 1980 through 1982.
In 1978, Chrysler introduced the Dodge 1500 Rural, a station wagon variant initially equipped with larger engines but later offered solely with the 1.8L unit while maintaining the "1500" designation.
Volkswagen took over Chrysler International’s remaining shares in its Argentine subsidiary in early 1980, acquiring tooling for the Dodge 1500 model. Although Chrysler-branded models were phased out, production of this vehicle persisted under Volkswagen with a "Serie W" suffix. In 1982 it was rebranded as Volkswagen 1500—distinct from earlier global Volkswagen Type 3 models.
Under Volkswagen management, updates included a redesigned front grille with a more sloped profile and replacement of chrome door handles and mirrors with black plastic components. After nearly twenty years and approximately 262,668 units sold, production concluded in 1990. The vehicle remained popular among taxi fleets until regulatory age restrictions led to their phase-out by late-1998. Additionally, it maintained significant motorsport success by winning TC2000 championships consecutively from 1980 to 1982.
Technical Details
| Variant | Engine | Output@rpm | Torque@rpm | 0–100 km/h Acceleration | Top Speed | Gearbox | Fuel Efficiency |
|---|---|---|---|---|---|---|---|
| 1.5 STD and SPL | 1498 cc I4 8V OHV | 72 hp at 5400 rpm | 122 Nm at 3200 rpm | 16 seconds | 143.7 km/h | 4-speed manual | 8.8 km/l |
| 1.5 SPL AT | 1498 cc I4 8V OHV | 72 hp at 5400 rpm | 122 Nm at 3200 rpm | 18 seconds | 143.7 km/h | 4-speed automatic | 8 km/l |
| 1.5 GT90 | 1498 cc I4 8V OHV | 90 hp at 5600 rpm | 135 Nm at 3800 rpm | 13.6 seconds | 156.6 km/h | 4-speed manual | 8 km/l |
| 1.8 M | 1798 cc I4 8V OHV | 92 hp at 4900 rpm | 160 Nm at 3400 rpm | 14 seconds | 157.5 km/h | 4-speed manual | 8.8 km/l |
| 1.8 GT100 | 1798 cc I4 8V OHV | 120 hp at 5300 rpm | 165 Nm at 4200 rpm | 11.5 seconds | 169.8 km/h | 4-speed manual | 9.6 km/l |
Brazil
Manufactured in Brazil between 1973 and 1981 as a two-door sedan, the vehicle was initially launched under the name Dodge 1800 featuring a larger, Avenger-derived 1.8 L engine. Its design diverged notably from the British Avenger, showcasing distinctive rear styling, bigger bumpers, a grille with four headlights differing from both Avengers and Plymouth Cricket models, and standard tail lights instead of the Hillman Avenger’s signature "hockeystick" design. The car was first revealed at the São Paulo Motor Show in November of 1972.
Aligned with Brazil’s promotion of ethanol as fuel, this model became the pioneer in alcohol fuel conversion in the country by the year 1975.
In 1976, it was rebranded as the Dodge Polara. Two years later, in a significant update, it adopted the front fascia and dashboard styling of the Chrysler Avenger but maintained uniquely Brazilian bumpers and taillights. The introduction of GLS and GL trims in 1980 marked this vehicle as the first Brazilian-made car to offer automatic transmission as standard equipment. A minor refresh took place in that same year before production ceased in 1981 due to Chrysler's withdrawal from South America.
Following Chrysler's departure, Volkswagen took over assembly of the Brazilian Avenger, labeling late production models (1980–81) as “Dodge 1500 made by Volkswagen Argentina.” In 1982, Volkswagen implemented its own design changes and rebranded the model as the Volkswagen 1500.
New Zealand
In New Zealand, Todd Motors marketed the Avenger from 1970 until production ended in 1980, offering both four-door sedans and five-door wagons starting in 1975. Todd Motors operated assembly plants initially in Petone and later Porirua, producing a range of vehicles including those from Chrysler Australia, Mitsubishi, and Datsun alongside the Avenger.
The early New Zealand Avenger closely resembled the British version but was available only in one specification: the 'Super' trim equipped with a single-carburettor, 1.5 L engine paired with a manual transmission. In 1971, Todd Motors introduced a sporty 'TC' variant featuring a twin-carburettor version of the same engine, complemented by black interior trim, unique paintwork, and locally produced pressed aluminium wheels. This model was superseded in 1973 by the more refined Avenger Alpine based on the UK 'GL' specification, which included quad headlights, enhanced trim levels, twin carburettors, a vinyl roof, and initially retained the smaller engine before upgrading to a larger displacement of 1.6 L. The Alpine also brought automatic transmission options to the lineup.
By mid-decade (1975), the range grew to include smaller capacity (1.3 L) models introduced in response to fuel shortages alongside 'Super' wagons available with either manual or automatic transmissions powered by a larger (1.6 L) engine. In a facelift during 1978, Todd Motors refreshed the Avenger with front-end styling inspired by Simca models and updated dashboard designs while replacing the Alpine with a more luxurious GLS variant under the new Chrysler Avenger branding. The range then consisted of a base-level sedan (1.3 GL), a station wagon (1.6 LS) marketed as Avenger Estate, and GLS sedans powered by a larger engine with manual or automatic gearboxes. The affordable entry-level sedan proved popular among rental fleets such as Avis until production concluded in that year.
While European markets saw Avengers rebadged as Talbots during this period, New Zealand retained Chrysler branding through to the end of production in part due to distinctive features including blacked-out grilles, body side moldings, window surrounds painted black, and steel wheels unique to local models. A notable New Zealand-specific variant was a van version derived from the manual wagon featuring flat rear flooring and fixed rear windows; this was introduced circa mid-1970s as a strategic response to stringent hire purchase regulations favoring light commercial vehicles amid oil crisis conditions.
From model year 1973 onwards, all Avengers sold in New Zealand were equipped with metric instrumentation.
Among British imports such as Vauxhall Viva, Victor, Chevette series along with Austin Allegro, Maxi, and Leyland Princess models sold locally but not available in Australia, the Avenger stood out for its presence exclusively in New Zealand rather than Australia. Although originally planned to replace the Hillman Hunter in Australia, economic considerations led Chrysler Australia to opt for assembling Japanese Mitsubishi Galant units instead—marketed domestically as 'Chrysler Galant'. In contrast, New Zealand’s market included both Avenger alongside Hunter and Mitsubishi Galant coupes (produced locally between approximately 1972–1977), while Mitsubishi Lancer assembly commenced there starting in mid-1970s (circa-1975).
South Africa
In South Africa, the vehicle was produced and marketed under the name Dodge Avenger. To comply with local content laws, it was equipped with a domestically manufactured 1.6 L Peugeot engine, the same unit used in the locally assembled Peugeot 404. This model was available between 1975 and 1976 before being rebranded as a Chrysler. Following the 1976 merger of Chrysler ZA into Sigma Motor Corporation, production of the Avenger ceased to allocate manufacturing resources to the Mazda 323.
Iran
Between 1978 and 1980, Iran Khodro Co. produced the Avenger in a two-door version, marketed as the Hillman Avenger, alongside the locally manufactured Hillman Hunter (known locally as the Paykan). This variant utilized the Hunter’s engine, also found in the Paykan. Additionally, four-door Avenger models were imported into Iran starting in 1975 for several years.
Uruguay
Uruguay saw production of a coupe utility variant based on the Avenger platform, named the Dodge 1500 Pickup. However, due to problems with structural integrity causing these pickups to suffer breakage, the model ultimately failed in the market.