With no historical reference, I could do nothing more than speculate, with some idea of the most practical way to do it from a production standpoint, and knowledge of how it's done now...
You'd want to have a "body-in-white", and just to give you an idea what that is, and show that it's still (rarely) done, here's a drag-pack Challenger:
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This is everything that welds together, plus the bolt-on sheetmetal. One of the most expensive aspects of production is the "body shop" where all the panels must be welded together in jigs. Even in the day of our C-bodies, there was some level of automation here. Not quote robotics, but still too expensive to replicate elsewhere. From here they move to dip-tanks, then they are prepped for paint. There are "spur" lines here that allow cars to be moved off the regular production line for metal repairs if a defect is found OR they could be trucked on their carrier to another part of the plant with a forklift. I'm guessing that's where these Monaco's/nee Chrysler 383's would have been removed from the line. I say that because of the unique teal color that doesn't look like anything offered here. BUT they could have been painted in-house, using the 999 paint code. It would be VERY interesting to see what a build tag looks like on one of these cars.
When Ghia created their Imperial Limos, the cars were shipped semi-finished with parts inside.
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Something similar was probably done for these cars, since the interiors would have been done locally. I would guess they were shipped in truck-able crates without any suspension, trim work, glass, etc. Basically anything that would be added after the paint shop probably traveled withing the car. Perhaps the engine/trans/stubframe were shipped in car-position, but not fully bolted in place.
Another interesting question... Since these appear to have been sold for years after the bodystyle went away in the US, either the BIW were stockpiled years in advance, or the tooling may have eventually been shipped to South Africa. Even the engines present an another question... Since the 383 ended in 1971, were the post-71 Chrysler 383s actually 400 cubic inch units? Engines generally aren't fully built that far in advance because of issues with dry-starts. But would the Trenton engine plant periodically re-set their machining for an occasional run of 4.25 bore after running thousands of 4.342-inch (400) engines? That's a potential recipe for disaster.
It would be really interesting to hear from someone around at that time, who worked on this program from either the US or S.A. side.
