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The biggest announcement to come with the VG Valiant was of the all new "Hemi-6 engine", replacing the "Slant-6". The new engine was introduced as a unit with quasi-hemispherical combustion chambers. The "Hemi" name was already legendary in America with Chrysler's use of the "Hemi V8", hence Chrysler Australia's marketing leverage for its 6-cylinder offering. The 1-barrel version of the 245 produced and .

The sporty Pacer sedan was available again, but whereas the VF Pacer was only offered with the one power output, the new VG Pacer offered 3 different versions of the new 245 "Hemi-6" engine, though Chrysler Australia didn't publish any power output figures for the Pacers. The standard Pacer had a 2-barrel carburettor and produced . Option E31 produced and included a two-barrel carburettor, higher-performance camshaft, smaller fan, and windage tray. Option E34 produced and included a 4-barrel carburettor, high-performance camshaft, dual-plate clutch, manual choke, modified instrument cluster, torque-limiting engine mount strut, larger radiator, smaller fan, windage tray, premium engine bearings, shot-peened crankshaft and connecting rods, and high-capacity oil pump. Option E35 included a 4-barrel carburettor, high-performance camshaft, heavy-duty engine bearings, a dual-plate clutch, torque-limiting engine mount strut, and the ordinary Pacer-spec transmission.

The VG series Pacers were also the first and last to be offered in the Hardtop body style, of which three were optioned with the E31 package and three were optioned with E35 package. No VG Pacer Hardtops were available with the E34 option. Due to Chrysler Australia's policy (local content law/government law) of using only locally produced components, and the unavailability of a local four-speed gearbox, the Pacer was offered with only a three-speed floor shift manual transmission.

A total of 46,374 VG Valiants were built.

Fourth generation.

VH Series.

Chrysler released the VH Valiant range in June 1971. The VH was the first fully Australian-designed Valiant and was a major change from the preceding VG range — these were larger cars, styled to look even larger than they were. The grille treatment on the new VH range was a direct design descendant from the US Mopars with the central recessed area for grille and headlamps, surrounded by uninterrupted trim on the outer leading edge of the whole assembly. The rectangular headlamps were carried over from the VG model.

The model range of the VH Valiant was quite extensive, starting with the new entry-level Valiant Ranger, and progressing to Valiant Ranger XL, Valiant Pacer, Valiant Regal, and Valiant Regal 770.

Carried over from the VG range, the basic "Hemi-6" 245ci engine was standard equipment for Ranger XL and Regal, but a new version offered and was standard equipment for the Regal 770. The "Fireball" 318 V8 engine was still an option, but only available on the Regal 770 sedan. The basic Ranger sedan featured a new low compression "Hemi-6" 215ci engine that operated on Standard grade petrol. This engine was not available on the other sedan cars in the VH range.

Unlike the VG range, Valiant Pacer was now only available in 4-door sedan form. Apart from vivid paint colours, optional bonnet blackouts and striping, the new Pacer featured a higher performance version of the 265ci engine, with at 4,800 rpm and at 3,000 rpm. The Pacer could run the quarter-mile in 15.9 seconds, get to 100 km/h in 7.6 seconds and reach a top speed of 185 km/h.

In fact, at its release, the VH Valiant Pacer set the record for being the fastest mass-produced four-door sedan with a six-cylinder engine manufactured in Australia, a record which stood for 17 years.

The Pacer's days as the VH performance model were numbered, because that same year saw the announcement and introduction of what was to become Chrysler Australia's most recognised new car — the Valiant Charger. In total, only 1,647 VH Valiant Pacer sedans were produced.

The new Valiant Charger was unlike anything that had come before and it had the Australian motoring press calling it, "...the most handsome car Chrysler has ever produced, and probably the best looking car ever produced by an Australian manufacturer". A short-wheelbase, fastback coupe with an aggressive wedge-like stance, the Charger's design gave the effect of speed, even when it was standing still.

Chrysler's TV campaign for the Charger featured the young adults at whom it was targeted, waving at one as it swept by them and shouting "Hey, Charger!" One of the more memorable TV ads of the time, it created a cliché that haunts today's owners. Charger won "Wheels" magazine's Car of the Year award for 1971 and was widely acclaimed by others in the motoring press, as well as the public.

The Valiant Charger came in four model guises, closely mirroring the existing sedan range — Charger, Charger XL, Charger 770, and Charger R/T. The first of the serious "track pack" R/T Chargers had option E38. Despite being hampered by a three-speed gearbox, it still drew favourable comments from "Wheels": "We achieved a time of 14.8 seconds for the quarter-mile — on smoother surfaces the Charger galloped away so easily that a best of 14.5 seconds is within reach". Being a three-speed gearbox, these quarter-mile runs took only one gear change.

The most recognised performance Chargers were the Six Pack cars. The term "six pack" denoted the triple side-draught Weber 2BBL carburettors with which the 265 "Hemi-6" engine – in option E37, option E38, and later option E49 – produced levels of power unheard of on a naturally aspirated six-cylinder at the time. The triple carburettors also made for a distinctive throaty note when under acceleration.

E38 versions of the Charger R/T featured a 265 "Hemi-6" which produced while the E37 was the street tune option made available on Charger 770 and Charger R/T. E38 was a race-ready Charger R/T with the additional A84 Track Pack option, which included a fuel tank. There was also an A87 Track Pack option that included all the race track goodies, but for the larger fuel tank.

In mid-1972, the E38 option was superseded by the more powerful and greatly refined four-speed transmission E49 option. This drew comments from "Wheels" such as, "The raw quivering power is instantaneously on tap and with a ratio for every conceivable situation the Charger just storms through. It would take a Ferrari Daytona with racing driver Jackie Ickx at the wheel to stay with one". All E49s came with a Track Pack, 21 of which featured the huge fuel tank with dual fillers. The E49 six pack engine came with a baffled sump, tuned length headers, special shot-peened crankshaft, connecting rods, pistons, rings, cam, valve springs, a twin plate clutch and of course the triple 45 mm dual throat Weber carburetors. Chrysler quoted this engine as producing which, in a car, made for rapid acceleration.

The R/T E49 was the ultimate Valiant Charger, and with only 149 built the E49s are still widely considered today as one of the greatest Australian "muscle" cars ever produced. Road tests of the era recorded quarter-mile times of between 14.1 and 14.5 seconds. 0 to in 14.1 seconds was the norm. This compares to times of 14.6 for the next quickest accelerating Australian muscle car, the Ford XY Falcon GT-HO (Phase III).

Although the Six Pack Chargers were the dominant performance players in the VH range, there was another Charger, the , V8 powered E55, that came close. Option E55 was applied to the new Charger 770 SE in August 1972, and this car could reach in 7.2 seconds and complete the quarter-mile in 15.5 seconds — all topped off by a top speed of .

A batch of several hundred VH Charger 770 318 V8s were exported to Japan along with CH sedans. The Chargers had a CH-like nose with VH sheet metal surrounding the CH four headlights and grille, a combination that NZ assembler Todd Motors would later use to create its unique VJ Valiant Regal 770 sedan. The Japanese cars also had air conditioning, side marker lights and separate white reversing lights as well as mirrors conforming to Japanese market regulations.

Overall, Chrysler Australia manufactured 67,800 VH Valiant cars.

New Zealand distributor Todd Motors had assembled the Valiant sedan from CKD kits since the AP5, mostly following the Australian range though with fewer variants and engine choices plus local upholstery. For the VH, it was a little more adventurous, launching a unique-to-NZ Ranger XL sedan as the base model with a two-barrel carburetor version of the 245ci "Hemi-6" engine, no tail lamp trim surrounds or door window brightwork, unique seats and upholstery, and manual or automatic, column-shift transmission. The Regal 770 had the 265ci "Hemi-6", floor-console automatic shifter, round dials with wood trim in place of the strip speedo and its own unique front bucket seats and trim. The 318ci V8 was optional and a vinyl roof was standard but could be deleted to order. Todd's sole locally built Charger model was also to '770' trim with the 265ci "Hemi-6" six and three-speed floor shift auto and did not have the bumper overriders standard in Australia. Early runs had one-piece front door glass and hinged opening rear side windows but, due to problems with water leaks and excessive wind noise, this was soon changed to opening front quarterlights and fixed rear side glass. Wagons were imported from Australia, to Australian specification.

CH Series.

The VH model range also saw the introduction of the new luxury class vehicles, the CH range. The CH was a further longer in the wheelbase than the VH Valiant — — with a total length of . It featured quad round headlamps and a different rear end treatment, and had quieter suspension and higher equipment levels.

The CH (or "Chrysler by Chrysler", as it is commonly referred to) was a four-door luxury model intended to compete with the Ford Fairlane and Holden's Statesman models in the luxury car market in Australia.

Also released in October 1971 was a two-door version of the CH which was called the Chrysler Hardtop, and shared the same wheelbase as the four-door Chrysler, along with the front and rear end treatment.

VJ Series.

May 1973 saw the introduction of the next model in the new All-Australian designed Valiant — The VJ. Although essentially a facelifted version of the VH Valiant before it, the VJ's subtle changes made enough of an impact on the buying public to make it the biggest selling Chrysler Valiant model of all, with 90,865 units being sold.

Externally the VJ Valiant continued on with the VH series body styles, though the VJ reverted to single 7" round headlamps and a new 8-segment grille. VJ sedans also received new horizontal taillights. Although the physical changes were few, many other new features were introduced in the VJ Valiant range, such as electronic ignition, rustproofing and floor-mounted shifters as standard features. Chrysler upgraded equipment levels in July 1974 with front disc brakes, door reflectors, lockable glovebox and retractable seatbelts all as standard features.

While the VJ range still offered sedan, wagon, ute, hardtop and coupe variants, the performance-oriented Pacer sedans and Charger R/T coupes were deleted from the new range. However, a variation of the E37 Six Pack engine (now with four-speed manual transmission) was made available, in the form of option E48, with most of the cars bearing this option ending up being base model VJ Charger coupes. Four VJ Charger coupes were built by special order featuring the VH series option E49 engine. The other carry-over performance variant was option E55, with the 340ci V8 engine option officially remaining as restricted to Charger 770 coupe application only.

In August 1974, a special run of 500 Sportsman coupes were released, based upon the Charger XL model. They were only available in Vintage Red with white body accents. These cars also had a unique white interior with plaid cloth seats and featured a standard 265 engine with a choice of either manual or automatic transmissions.

In New Zealand, Todd Motors was even more adventurous with the VJ. The base Ranger XL and Charger were updated, as in Australia, with similar NZ-only variations as the VH but the VJ Regal 770 was something of a 'parts bin special' and essentially a merger of a VJ Regal with a CH Chrysler. The nose - also used for several hundred VH Chargers built for the Japanese market - combined the CH's four headlamps and grille with VH Valiant sheetmetal (retaining the older, larger, clear park/indicator lamps) while the rest of the body was as per Australian VJ. Inside, new front seats were CH style, with individual chairs forming a bench shape, and a column automatic shifter was now used. Earlier cars had all-vinyl upholstery but cloth was fitted as standard later. New Zealand VJ Regals also had a vinyl roof in black or beige and the panel between the tail lights was also trimmed in vinyl to match - the vinyl trim could be deleted to order.

CJ Series.

The Chrysler was given a facelift in May 1973 to become the CJ Series. The two-door hardtop was dropped leaving only the four-door sedan to carry on the fight against its Ford and Statesman luxury competitors. The related Valiant hardtop's production continued.

VK Series.

In October 1975 the VK Valiant was released with few external changes from the previous VJ model. The Ranger now had an argent version of the VJ Charger grille, the Charger XL had a white version and the Charger 770 also had the argent grille. The VK Valiant Regal featured a "grille within a grille". The Ranger sedan, Regal sedan, and Charger all now shared the same tail-light treatment, using a horizontal layout with four chrome contours to keep air flow away and keep the lenses clean. The Chargers were not called Chrysler Valiant Chargers any longer; with the 'Valiant' name being dropped.

The VK Regal also had blinker repeaters housed in small chrome boxes which sat on top of both front guards. Another unusual option was the Fuel Pacer option from the Chrysler US parts bin which detected low engine vacuum – as under hard acceleration – and illuminated the driver side guardtop blinker repeater to indicate wasteful driving. Inertia-reel seatbelts and slightly different heater controls were introduced on the VK, as well as a combination control stalk for the lights and wipers from the Mitsubishi Galant. The Ranger also got full-length door trims, and carpet was now standard.

VK six-cylinder series engines were the same as the VJ's, and the 245 "Hemi-6" now featured a two-barrel carburettor like the 265 variant. The V8s were mainly units, though the remained an option across the entire range. It was not very popular as the mid 1970s saw the trend towards smaller cars with smaller motors. While the "three on the tree" column shift manual gearbox was still available, it was rarely specified (although still popular on Utes) and the three-speed floor change was now gone too. Buyers seeking floor-shift manual could choose the four-speed, which was available on all models but could only be had with a "Hemi-6", not with a V8.

Late in the VK model run a limited edition Charger called the White Knight Special (option A50) was offered with a factory-fitted front air dam. The changes were mainly cosmetic with running gear being largely stock. There were 200 White Knight Specials made – 100 Arctic White and 100 Amarante Red. 120 were automatics and 80 were four-speeds.

20,555 VK Valiants were produced and production ceased in June 1976. This was because ADR 27A for exhaust emission control became effective on 1 July 1976, and all the car manufacturers used that date as the introduction of a new model to comply with the new standard.

VK assembly did not begin in New Zealand until nearly a year after Australian launch because a 60% sales tax levied on large engine cars, introduced during the 1973-4 oil crisis, drastically slowed VJ sales. The model range in New Zealand was pared down to Regal and Regal 770 editions.

A version of the Regal was manufactured for the South African Police as the SPP package in the late 1970's which featured triple carburetors, an uprated gearbox, uprated differential , and larger disc brakes. Approximately 2000 of this version were built and supplied

CK Series.

The Chrysler was given a slight a facelift in October 1975 to become the CK series. Production ceased just one year later in October 1976 when the Chrysler was replaced by the Chrysler Regal SE, a prestige version of the CL Series Valiant.

CL Series.

The CL Series Valiant was introduced in November 1976. Although it used the same bodyshell as the previous VK range, the front and rear ends were restyled. The front end used horizontally arrayed quad round headlamps flanking a central grille. The front guards and bonnet were also reworked accordingly. The new bootlid's curved leading edge flowed down to new taillights that sandwiched a simple centre garnish panel. The bumpers, however, were the same units as had been used on the 1969 VF series Valiants.

The Ranger name was dropped; the base model CL was simply called "Valiant", and the long-wheelbase "Chrysler by Chrysler" was replaced by the "Regal SE". The CL series Regal was marketed as the Chrysler Regal, in contrast to the Valiant Regal name used from the AP5 series through to the recently superseded VK Series. The CL series was the last to include a Charger model, which — like the previous VK model — was badged and sold as a "Chrysler", not as a "Valiant" submodel. The CL Charger was generally available in only one trim level, the Charger 770, though a Charger XL was made available to police departments. The CL series also saw the arrival of the panel van variant to compete with similar offerings from rival makers.

Interiors carried over largely unchanged from the VK range, though the Regal SE offered luxurious buttoned-leather seating as an option. Base Valiants continued with the previous Ranger style strip speedometer, while the Regal dash featured recessed circular gauges and clock with a woodgrain finish. The Charger 770 dash was similar to that of the Regal, except it was finished in black and had a tachometer instead of a clock.

The "Hemi-6" and V8 were dropped, and the only engine options were low- and high-compression versions of the "Hemi-6" and the V8. The CL's introduction had closely coincided with that of the strict exhaust emission regulations contained in ADR 27A. With the 318 engine, a new emissions control system was introduced: Electronic Lean Burn.

Transmission options were 3-speed manual with floor or column shift, four-speed manual with floor shift, and three-speed Torqueflite automatic with floor or column shift. The automatic was standard equipment with the 318 V8, and optional with a 6-cylinder. The 4-speed was optional for six- and eight-cylinder models. The floor-shift auto option was fitted to most Regals and all Regal SE's.

In 1978 Chrysler released a limited edition run of 400 special Regal Le Baron models (option A17). The Le Baron was available only in Silver, with red or blue interiors. The 265 "Hemi-6" was standard, and the 318 V8 was optional.

Valiant and Regal sedans also benefited from the 1978 introduction of "Radial Tuned Suspension" in response to Holden's having marketed their suspension as particularly suited to radial tyres. RTS improved the car's handling and roadholding significantly, and "Modern Motor" magazine proclaimed that the Valiant offered a better drive than the Holden.

The last special option in the CL range was the $816 Drifter package, available on the Charger. The Drifter package included Impact Orange, Sundance Yellow, Spinnaker White or Harvest Gold body paint, and large side and rear stripes. Drifters in white had additional "strobe stripes" on the bootlid. Engine options were again the 265 six or 318 V8, but the 4-speed manual was the only transmission option. A Drifter Pack was also offered on the Valiant Panel Van and on the Utility.

36,672 CL Valiants — including the last-ever Chargers — were built.

The CL was the last Valiant series assembled in New Zealand – by now the Chargers and Ranger were gone and the Regal and the Regal SE, replacing the 770, were the only models. The Regal SE was the first car to be assembled in the country with standard air conditioning.

CM series.

The CM was released in November 1978, and was little changed bodywise from the CL model. Only sedan and wagon models were produced.

A sports sedan called the GLX (option A16) was released as a replacement for the discontinued Charger and earlier the Pacer. Its features included a Charger grill and dashboard, special cloth trim, Cheviot Hotwire mag wheels and black door frames. It was advertised as the car "For People Who Like Their Cars Rare", as it was the last of the sports models and the jewel in the CM series. The GLX could be optioned with a "Hemi-6" or V8.

The computer-controlled Electronic Lean Burn system continued giving favourable fuel economy; when "Wheels" performed an economy test in 1979, they found the ELB-equipped Valiant used less fuel than a Ford Cortina. A Valiant achieved better than in the Total Oil Economy Run.

Production of this car continued after Mitsubishi's takeover of Chrysler's Australian operations. Mitsubishi could build the car profitably even in small numbers due to its high 97% level of local Australian content and amortised tooling. However, the car was still badged as the "Chrysler" Valiant, not as a Mitsubishi. The profit from the sale of one Valiant was equal to the profit from 3 Mitsubishi Sigmas- by this time the Company's main seller.

Valiant production ended in August 1981 with production of the CM reaching 16,005 units out of 565,338 units of all models. Full-sized Chryslers were not marketed again in Australia until the 2005 release of the Chrysler 300C.

Motorsport.

Although the Charger is arguably the best remembered Valiant in Australian motorsport, earlier models achieved class wins at the annual "Bathurst 500" production car race, something that the Charger never did. A Valiant AP5 won Class D at the 1963 Armstrong 500, a VC Valiant V8 won Class D at the 1966 Gallaher 500 and a VG Valiant Pacer won Class D at the 1970 Hardie-Ferodo 500.

Chargers were raced in the Hardie-Ferodo 500 at Bathurst in 1971 and 1972 with factory support. They gained a best placing of third outright and second in class in 1972. Chrysler's policy was to race "Australian made" product, which meant the race cars ran six-cylinder engines equipped with triple Weber carburettors and 3-speed gearboxes. Even skilled driving and good engineering could not defeat Ford's legendary Falcon GTHO Phase III with its V8. In New Zealand, however, the Chryslers proved to be virtually unbeatable from 1971 to 1979 at the famous B&H 500-mile (later 1000 km) series at Pukekohe Park Raceway. The most successful drivers were Leo Leonard and Jim Little, who still races his Valiants (mostly pre-65 class).

External links.

Prince Diponegoro (ꦢꦶꦥꦤꦼꦒꦫ) (born "Bendara Raden Mas Mustahar" ꦧꦼꦤ꧀ꦢꦫꦫꦢꦺꦤ꧀ꦩꦱ꧀ꦩꦸꦱ꧀ꦠꦲꦂ ; later "Bendara Raden Mas Antawirya" ꦧꦼꦤ꧀ꦢꦫꦫꦢꦺꦤ꧀ꦩꦱ꧀ꦲꦤ꧀ꦠꦮꦶꦂꦪ) (11 November 1785 – 8 January 1855), also known as Dipanegara, was a Javanese prince who opposed the Dutch colonial rule. The eldest son of the Yogyakartan Sultan Hamengkubuwono III, he played an important role in the Java War between 1825 and 1830. After his defeat and capture, he was exiled to Makassar, where he died.

His five-year struggle against the Dutch control of Java has become celebrated by Indonesians throughout the years, acting as a source of inspiration for the fighters in the Indonesian National Revolution and nationalism in modern-day Indonesia among others. He is a national hero in Indonesia.

Early life.

Diponegoro was born on 11 November 1785 in Yogyakarta, and was the eldest son of Sultan Hamengkubuwono III of Yogyakarta. During his youth at the Yogyakartan court, major occurrences such as the dissolution of the VOC, the British invasion of Java, and subsequent return to Dutch rule took place. During the invasion, the Sultan Hamengkubuwono II, pushed aside in his power on 1810 in favor of Diponegoro's father, used the general disruption to regain control. In 1812 however he was once more removed from the throne and exiled off-Java by the British forces. In this process, Diponegoro acted as an adviser to his father and had apparently provided aid to the British forces to the point where Raffles offered him the "Sultan" title which he declined, perhaps due to the fact that his father was still reigning.

When the sultan died in 1814, Diponegoro was passed over for the succession to the throne in favor of his younger half brother, Hamengkubuwono IV (r. 1814-1821), who was supported by the Dutch despite the late Sultan's urging for Diponegoro to be the next Sultan. Being a devout Muslim, Diponegoro was alarmed by the relaxing of religious observance at his half brother's court in contrast with his own life of seclusion, as well as by the court's pro-Dutch policy.

In 1821, famine and plague spread in Java. Hamengkubuwono IV died in 1822 under mysterious circumstances, leaving only an infant son as heir. When the year-old boy was appointed as Sultan Hamengkubuwono V, there was a dispute over his guardianship. Diponegoro was again passed over, though he believed he had been promised the right to succeed his half brother - even though such a succession was illegal under Islamic rules. This series of natural disasters and political upheavals finally erupted into full-scale rebellion.

Fighting against the Dutch.

Dutch colonial rule was becoming unpopular among local farmers because of tax rises, crop failures and among Javanese nobles because the Dutch colonial authorities deprived them of their right to lease land. Diponogoro was widely believed to be the Ratu Adil, the just ruler predicted in the Pralembang Jayabaya. Mount Merapi's eruption in 1822 and a cholera epidemic in 1824 furthered the view that a cataclysm was imminent, eliciting widespread support for Diponegoro.

In the days leading up to the war's outbreak, no action was taken by local Dutch officials although rumors of his upcoming insurrection had been floating about. Prophesies and stories, ranging from visions from the tomb of Sultan Ageng Tirtayasa to his contact with Nyai Roro Kidul, spread across the populace.

The beginning of the war saw large losses on the side of the Dutch, due to their lack of coherent strategy and commitment in fighting Diponegoro's guerrilla warfare. Ambushes were set up, and food supplies were denied to the Dutch troops.

The Dutch finally committed themselves to controlling the spreading rebellion by increasing the number of troops and sending General De Kock to stop the insurgency. De Kock developed a strategy of fortified camps (benteng) and mobile forces. Heavily fortified and well-defended soldiers occupied key landmarks to limit the movement of Diponegoro's troops while mobile forces tried to find and fight the rebels. From 1829, Diponegoro definitively lost the initiative and he was put in a defensive position; first in Ungaran, then in the palace of the Resident in Semarang, before finally retreating to Batavia. Many troops and leaders were defeated or deserted.

Capture and exile.

In 1830 Diponegoro's military was as good as beaten and negotiations were started. Diponegoro demanded to have a free state under a sultan and wanted to become the Muslim leader (caliph) for the whole of Java. In March 1830 he was invited to negotiate under a flag of truce. He accepted and met at the town of Magelang but was taken prisoner on 28 March despite the flag of truce. De Kock claims that he had warned several Javanese nobles to tell Diponegoro he had to lessen his previous demands or that he would be forced to take other measures.

Circumstances of Diponegoro's arrest were seen differently by himself and the Dutch. The former saw the arrest as a betrayal due to the flag of truce, while the latter declared that he had surrendered. Imagery of the event, by Javanese Raden Saleh and Dutch Nicolaas Pieneman, depicted Diponegoro differently - the former visualizing him as a defiant victim, the latter as a subjugated man. Immediately after his arrest, he was taken to Semarang and later to Batavia, where he was detained at the basement of what is today the Jakarta History Museum. On 1830, he was taken to Manado, Sulawesi by ship.

After several years in Manado, he was moved to Makassar in July 1833 where he was kept within Fort Rotterdam due to the Dutch believing that the prison was not strong enough to contain him. Despite his prisoner status, his wife Ratnaningsih and some of his followers accompanied him into exile and he received high-profile visitors including 16 year old Dutch Prince Henry in 1837. Diponegoro also composed manuscripts on Javanese history and wrote his autobiography, "Babad Diponegoro", during his exile. His physical health deteriorated due to old age, and he died on 8 January 1855.

Before he died, Diponegoro mandated that he was to be buried in "Kampung Melayu", a neighborhood then inhabited by the Chinese and the Dutch. This was followed, with the Dutch donating 1.5 hectares (3¾ acres) of land for his graveyard which today has shrunk to just 550 square meters (6000 sq. ft.). Later, his wife and followers were also buried in the same complex. His tomb is today visited by pilgrims - often military officers and politicians.

Legacy.

Diponegoro's dynasty would survive to the present day, with their sultans holding secular powers as the governors of Special Region of Yogyakarta. In 1969, a large monument Sasana Wiratama was erected in Tegalrejo, in Yogyakarta city's perimeter, with sponsorship from the military where Diponegoro's palace was believed to have stood, although at that time there were little to show for such a building.

In 1973, under the presidency of Suharto, Diponegoro was made a National Hero of Indonesia.

Kodam IV/Diponegoro, Indonesian Army regional command for the Central Java Military Region, is named after him. The Indonesian Navy has two ships named after him. The first of these was KRI "Diponegoro" (306), a commissioned in 1964 and retired in 1973. The second ship is , the lead ship of purchased from the Netherlands. Diponegoro University in Semarang was also named after him, along with many major roads in Indonesian cities. Diponegoro is also depicted in Javanese stanzas, "wayang" and performing arts, including self-authored "Babad Diponegoro".

The militancy of people's resistance in Java would rise again during the Indonesian Revolution, which saw the country gain independence from the Netherlands. Early Islamist political parties in Indonesia, such as the Masyumi, portrayed Diponegoro's "jihad" as a part of the Indonesian national struggle and by extension Islam as a prominent player in the formation of the country.

During the Royal Netherlands state visit to Indonesia in March 2020, King Willem-Alexander returned the kris of Prince Diponegoro to Indonesia, received by President Joko Widodo. His kris was long considered lost, but has now been found, after being identified by the Dutch National Museum of Ethnology in Leiden. The kris of Prince Diponegoro represents a historic importance, as a symbol of Indonesian heroic resilience and the nation's struggle for independence. The extraordinary gold-inlaid Javanese dagger previously was held as the Dutch state collection, and is now part of the collection of the Indonesian National Museum.

The Eagle Summit is a subcompact car that was produced by Mitsubishi and sold by Eagle from 1989 to 1996. It was sold as a captive import by the Jeep-Eagle sales division that was created after Chrysler Corporation purchased American Motors Corporation (AMC) in 1987.

Overview.

The Eagle Summit joined the Dodge Colt and Plymouth Colt starting in 1989 as Chrysler wound down the production of the subcompact Plymouth Horizon and Dodge Omni twins. The introduction of the Summit coincided with the release of the Mitsubishi Mirage's third generation.

The Eagle Summit was the subcompact automobile model in the product mix for Jeep-Eagle dealers. Previously this position was held by the Renault Alliance until Renault withdrew from the U.S. and Canadian markets in 1987. The Eagle Summit line lasted through the extent of the Mirage's fourth generation, which ended in 1996. The somewhat related Eagle Summit Wagon (which was a compact MPV) ran from 1992–1996 and was based on the Mitsubishi RVR.

The Chrysler Neon was introduced in January 1994 and was marketed by Dodge and Plymouth dealers. Chrysler officials declared that no Eagle version of the Neon was planned leaving Eagle dealers with a competitor to the Neon, and combined with the Summit's Mitsubishi heritage made the line expendable.

Year-to-year changes.

First generation (1989-1992).

The Summit was just a badge engineered version of the Mitsubishi Mirage. In a pairing of the Japanese-built Mitsubishi Mirage and the identical Eagle Summit to test if Lee Iacocca's theory was true regarding the preference of a Japanese to an American brand on similar cars, "Popular Mechanics" found that American consumers were "not sold on Japanese cars. Quite the opposite. They want to "Buy American," but the Japanese manufacturers seem to offer more of the type of cars Americans need and at a better price, and from more cooperative dealers." The Summit was Originally manufactured in Japan. Starting with the 1991 model year, the Eagle Summits were also built by Diamond-Star Motors (DSM), a joint-venture between Chrysler and Mitsubishi, in Normal, Illinois.

Second generation (1993-1996).

The 1993 model year Summits were completely new and featured more room on the inside as well as weighing less than before. The Summit was now based the fourth generation Mitsubishi Mirage 'CC' chassis platform featuring a mutlilink rear suspension and the body was given a rounder shape.

The hatchback body design was dropped in favor of a two-door coupe version, while a four-door sedan joined the Summit lineup.