Navigating the car market in 1970s Uruguay wasn’t a straightforward affair. For my dad, a six-cylinder engine was a must, a preference that was soon to be challenged by rising fuel costs in a country where petrol prices were already steep. Before making another automotive commitment, we embarked on a car-shopping journey, a quest that led us through a landscape of limited options and unique market dynamics.
Our initial foray involved a bid on a 1975 Chevrolet Nova, a golden brown beauty with a 250 engine, automatic transmission, and power features. It was being offered by the American Embassy. Despite its allure and low mileage, we were outbid, highlighting the desirability and cost of relatively new American cars in Uruguay at the time.
We also considered a 1970 Argentine Ford Falcon, but its neglected condition and outdated feel didn’t inspire much enthusiasm. It was a stark contrast to the well-preserved Falcons you might find today, relics of a bygone era still running strong.
Our car search then took us to a local import dealer where a 1975 Chevrolet Chevelle and a 1975 Chevrolet Opala stood side-by-side. The Opala, a Brazilian variant of the Opel Rekord C with Chevrolet engines, didn’t particularly capture our attention. However, the Chevelle initially sparked interest, until closer inspection revealed a basic, no-frills model lacking air conditioning and featuring a rather spartan interior. Parking concerns and fuel economy worries further diminished its appeal for my dad.
The blue Chevrolet Opala, with its resemblance to the 1972/1973 Chevelle front end and Chevy-inspired rear lights, was also briefly considered. Despite its low mileage and reasonable price, its Air Force blue color, reminiscent of military vehicles in a politically sensitive time, made it an unsuitable choice for a hospital chief like my dad.
With American options proving either too expensive, impractical, or undesirable, our focus shifted to the mid-range car segment prevalent in Uruguay in 1978. This category included models like the VW Brasilia, Fiat 128, Renault 12, Ford Escort, and the Chevrolet Chevette. These cars, mostly assembled locally from CKD kits, represented the more accessible and economical choices for Uruguayan car buyers.
Among these options, the Fiat 128 and the Chevrolet Chevette emerged as frontrunners. Family biases against Fiats quickly removed the 128 from contention. This left the Chevrolet Chevette, a Brazilian-made version of GM’s “T-car,” and sibling to the Opel Kadett C, as the unlikely winner.
Delivered in August 1978, our Chevrolet Chevette was the Rally model, a sporty trim distinguished by blacked-out chrome, sporty wheels, and performance gauges. Its canary yellow color made it stand out, a vibrant choice for the era. Despite the Rally trim, finding a surviving image of this specific model proves elusive, perhaps lost to time or modifications.
The Chevette marked a shift for my dad, his first four-speed car and the first with a floor-mounted shifter in decades. Its 1.4-liter engine and 65 horsepower offered surprising agility and significantly better fuel economy compared to our previous Nova. The Chevrolet Chevette became my ride to school, and I even took on the responsibility of warming it up in the mornings, learning the quirks of its choke and manual operation.
However, the Chevrolet Chevette wasn’t without its drawbacks. The rear seats were cramped and uncomfortable, and despite its relatively young age and low mileage, rust began to appear, a common issue even then. Despite its initial appeal and fuel efficiency, the Chevrolet Chevette‘s short lifespan with our family foreshadowed another car change in the not-too-distant future. It was a practical choice for the time, but ultimately, not a long-term keeper.
To delve deeper into the world of the Brazilian Chevrolet Chevette, explore this related article: CC Global: The Brazilian Chevette
