The Imperial was the flagship luxury - and sometimes performance - car produced by Chrysler Corporation between 1924 and 1994. The first "Imperial Sedan" and "Crown Imperial" models were undistinguished, but as introduced in 1925, the 1926 model Imperial 80 was a high performance six cylinder intended to compete with Packard, Cadillac, Lincoln and Pierce Arrow. In 1928, the L80 Imperial with the 112 hp "Red Head" engine was the most powerful US production car .

With a 136" wheelbase and bodies by LeBaron, Dietrich and Locke, the Chrysler Imperial was a attractive and prestigious car. The 1931 Imperial CG with an eight cylinder, 135 hp engine continued this tradition.

"Indeed, it would be difficult to imagine a more impressive example of the classic era in American automobile design than the sloping-belt 1932 Imperial Custom dual-cowl phaeton by LeBaron" (ref. 1, below)

The 1931 Imperial CG 384.5 CID 8 developed 125 hp. In 1933, the output was boosted to 135 hp via increased compression, according to information from the original sales brochures. In 1934, the 384 was advertised as producing 150 hp, but other documentation states the output at 135 hp. Various optional heads were available for this engine, which could account for horsepower ranging from 125 to 150.

This classic car styling gave way to the styling rage of the era - streamlining. The 1934 Airflow Chrysler Imperial Eight was possibly the most radically styled production car ever introduced. In spite of its aerodynamic, styling and engineering merits, including a forerunner of unit body construction, it was a sales failure - less than 2,500 were built between 1934-1936. The CW should be noted for its 146.5" wheelbase and nearly 6000 lb. weight.

Although the Airflow had a unitized body, it used a frame. The body was constructed as a unit and used steel instead of the "normal" steel and wood. The Airflow, even though it embodied several automotive "firsts", never had independent front suspension. It used a conventional I-Beam front axle even in 1937, its last production year.

Whether one appreciates the controversial styling of the Airflow or not, it cannot be denied that the Imperial Custom Airflow CW is, in every way, a magnificent automobile. These top of the line Airflow’s featured full custom bodywork by LeBaron that shared no panels with any other car. The hallmark of the design was a one-piece curved windshield. They were massive and impressive in every way, and the last full-custom Imperials. (Jeff Stork)

Various more conservative and less distinguished models were built until 1940, when Chrysler decided to concentrate on the limousine market with the introduction of the Crown Imperial. Only small numbers of production and custom-bodied Imperials were built until 1950, when a restyled New Yorker model became the Imperial sedan and the Imperial Deluxe. In 1951, the Imperial added the 180 hp V-8 FirePower hemi engine.

The famed stylist, Virgil Exner came to Chrysler in 1949, executing a dazzling succession of showcars through the early 50’s.  Exner was able to add subtle but important styling touches in 1953-54 to Imperial's 1949 body shell, making it appear sleeker, less boxy and more elegant. With Cliff Voss, Exner styled the 1952 dual-cowl Parade Phaetons whose profiles would foreshadow the styling of the '55's.

The stunning 1955 Imperial was the high-water mark of Exner's 1955 "Forward Look", a styling theme for the entire Chrysler Corporation. With this model, the Imperial became its own "make", one of five in the Chrysler family. The 1955 Imperial clearly had many styling cues borrowed from earlier Chrysler dream cars. The '55's (and 56's) featured a beautiful divided, egg-crate grill that became an Imperial trademark, revived again in the 60's. One of the most distinctive features of these handsome cars was the taillight configuration. They were mounted on top of the rear fenders within free-standing chrome housings. The Imperial model lineup included the long-wheelbase Crown limousine and Formal Sedan, standard 4 door sedan and 2 door coupe. A 4 door hardtop was added in 1956.

Chrysler styling again startled the world in 1957 with "The New Look of Motion" which included sensational fins and full width grills for all of Chrysler Corporation’s five car lines. Nowhere was this styling theme better expressed than in the Imperial. Along with elegant new styling came significant new engineering advances. These included torsion bar front suspension, newly configured leaf springs at the rear, and the famous TorqueFlite transmission. (TorqueFlite had actually been introduced in mid-1956 on Imperials and the Chrysler 300-B.) The hemi engine was now enlarged to 392 cubic inches and 325 hp. For the first time in many years, a convertible Imperial was added to the lineup. 1957 also saw the introduction of the LeBaron model, the most elegant production Imperial. The Crown Imperial Limousine became a fully coachbuilt automobile, made to customer order by Ghia in Italy.

The Imperial did not change much in 1958, but added "Auto-Pilot" to its option list. Auto Pilot was the industry's first cruise control.

In 1959, the Imperial production was separated from Chrysler as the assembly line moved to Warren Avenue in Detroit and extra hand finishing was added to Imperial production. The 1959 model featured a massively chromed, "toothed" grill. Most enduring change was the replacement of the hemi by the 413 cu. in. "wedge" engine (RB block), which would continue until 1966 when it grew to 440 cu. in. Imperial horsepower was 350 in 1959, 340 from 1960-65.

When Chrysler moved to unit body construction in 1960, the Imperial still retained its separate body and frame. Styling of the 1957 body shell was face lifted with new sheet metal, but changes were essentially an evolution of the 1957-59 design theme. The 1960 grill became more restrained, but restraint lasted only until 1961. In that year the famous Imperial free-standing headlights made their debut. 1961 was also the last year for the towering tail fins, made more memorable that year because of the freestanding taillights suspended from the base of the fins.

Elwood Engel became the stylist for Imperial in 1961. His fondness for clean lines and elegant contours were not fully realized until the introduction of the 1964 models. In the meantime, 1962 and 1963 saw the immediate disappearance of Exner's finned styling theme. In 1962, there was a return to the split front grill and the free-standing taillights - now perched on rear fenders trimmed down to beltline height. 1963 saw the introduction of a more squared off roofline and the taillights were moved into the trailing end of the fenders. Both years retained the pod headlights.

At first glance, the total re-styling of the 1964 Imperial was thought to strongly resemble Elwood Engel’s previous efforts for the 1961 Lincoln Continental. Both cars shared clean, slab-sided body panels, thick C-pillars, and a chrome molding outlining the top of the fender line. However, the Imperial used subtle curves and parallelogram angles to give it its own unique look. The engine grew to 440 cu. in. in 1966, where it remained until 1978. Horsepower was increased to 350, and remained at that level until 1971, when smog controls and a change in measurement techniques began to gradually reduce rated power.

1967 and 1968 saw the first use of unibody construction for an Imperial. There was a total restyling with conservative, but elegant lines. Both weight and size were reduced slightly from prior models. 1968 was the last year for a convertible Imperial. In 1969 the Imperial was completely restyled again, using a variation of the "fuselage" body adopted by all large MOPARs. There was little change until 1974-75, when a "waterfall" grill and hidden headlights highlighted another all-new body.

1975 was the last year of the traditional, large Imperial and June 12, 1975 was the last day of production. In 1976, the Chrysler New Yorker Brougham debuted and was an Imperial in all but name. It shared the same sheet metal and interior used in the Imperial in 1975. De-contented somewhat, it was priced considerably lower and sold well.

For 1981, Lee Iacocca wanted Chrysler to have an elegant personal car, like the Eldorado and Continental Mark models. The Imperial name was resurrected for such a car. A smaller Chrysler platform (the "J" Body - used also by Cordoba and Mirada) was adapted and upgraded significantly. The special version of the "small block" 318 cu. in. V-8, unique to this Imperial, saw Chrysler’s first use of electro-mechanical fuel injection in a production car (the abortive attempt in 1958 notwithstanding.) Also introduced was an instrument display controlled by computer. These Imperials were built to extremely high standards in Windsor, Ontario. Despite its very high quality and an unprecedented customer satisfaction index, sales of these Imperials fell far short of corporate targets and the Imperial was discontinued after the 1983 model year.

The Imperial name reappeared again in 1990-94, when a stretched Chrysler K-body became the Imperial. The engines were 3.3 and 3.8 liter V-6's, which also powered the New Yorker and many mini-vans. This was the only production Imperial ever built with front wheel drive. (contributions by Chris Hawkins and Bob Schmitt)

References:  (see also the more recent  Imperial Bibliography table)

1. "Chrysler & Imperial, 1946-1975: The Classic Postwar Years", Richard M. Langworth, Motorbooks International, Second Edition, 1993

2. "Imperial: Chrysler's Flagship", Automobile Quarterly, Vol. XXI, No. 2 (1983)

3. "Chrysler: The Early Years", Automobile Quarterly, Vol. VI, No. 1 (1967). A Chrysler Imperial emblem is embossed on the back cover.

4. "Chrysler: From the Airflow", Automobile Quarterly, Vol. VII, No. 2 (1968)

5. "Microphone Taillights and Doughnut Decks - Chrysler Cars of the Exner Era", Jeffrey Godshall, Automobile Quarterly, Vol XXIX, No. 1 (1991)

6. "Walter's Legacy - A Chairman's Message", ten other articles on Chrysler Corporation history, Automobile Quarterly, Vol XXXII, No. 4 (1994)

7. "LeBaron: Thoroughbred of Custom Coachbuilders", Automobile Quarterly, Vol. XII, No. 3 (1974)

8. "Imperial 1955-1963 Photo Archive", P.A. Letourneau, Iconographix Photo Archive Series, 1994

9. "Imperial 1964-1968 Photo Archive", P.A. Letourneau, Iconographix Photo Archive Series, 1994

10. "Road Test Limited Edition Imperial 1955-1970", Brooklands Books (92 pages), includes the following test reports:

• Imperial - Car Life - 1955
• The Imperial - Road Test - Complete Road Test - 1955
• The Imperial - Road Test - Mechanix Illustrated - Aug 1955
• "Custom Styling for Well-healed Customers" - Cars - 1956
• '57 Imperial - Motor Trend - Dec 1956
• Imperial Consumer Analysis - Car Life - May 1957
• Imperial - Road Test - Motor Life - Oct 1957
• Opulent Imperial by Chrysler - Wheels - Sept 1958
• "Luxury Automobiles on Trial" - Comparison Test - Imperial Crown vs. Lincoln Premiere vs Cadillac 60 Fleetwood - Motor Trend - Sept 1958
• Cadillac and Imperial Convertible - Comparison Test - Motor Life - May 1959
• Imperial - Consumer Analysis - Car Life - May 1959
• The Imperial Family - Motor Life - Nov 1959
• "Testing the Luxury Cars" - Comparison Test - Imperial LeBaron vs. Lincoln Continental vs Cadillac 62 - Motor Life - Aug 1960
• Imperial - Car Review - 1961
• Chrysler Imperial - Road Test - Car Life - July 1961
• Imperial - Road Test - Motor Trend - May 1962
• Imperial - Car Facts - 1962
• "New 1963 Imperial Retains Styling Continuity" - Automobile Topics - Oct 1962
• Imperial - Road Test - Motor Trend - Aug 1963
• Imperial Crown Coupe - Road Test - Motor Trend - Feb
• Imperial LeBaron - Road Test - Car Life - July 1964
• Chrysler - Automobile Topics - Sept 1964
• Imperial - Car Facts - 1964
• Imperial - Motor Trend - Oct 1965
• Imperial Crown Convertible - World Car Catalogue - 1966
• Imperial Crown - Road Test - Car Life - Jan 1967
• Chrysler Corporation - Auto Topics - Oct 1966
• Imperial - Motorcade - Oct 1967
• The Chrysler Crown Imperial - Autosport - Nov 2, 1967
• "Luxury: The Great American Dream" - Comparison Test - Motor Trend - May 1968
• "Opulence Without Ostentation - The Imperial" - Road Test - Aug 1969
• Imperial - Car Review - 1970

11. "1955-75 Imperial: Challenge to the Carriage Trade", article,  Collectible Automobile, August 1987,  Volume 4, No. 2

12. "1951 Chrysler Imperial - Low-Key High Performance", John F. Katz, Special Interest Autos (SIA), June 1993

13. 1951-1970s Imperial Post-war Convertible 2d; 8 page article, 25 pictures of all years, claret & b/w; including Parade Phaeton; SIA, Jan/Feb 85, page 24

14. 1955 Imperial Newport hardtop 2d 8 pages, 19 b/w, SIA, May/Jun 92, page 50

15. 1955 Imperial Sedan 4d sedan in '55 luxury cars comparison; 11 pages, 14 pictures + cover, interior & exterior; SIA, Mar/Apr 83, page 10

16. 1955-56 Imperial tail lights article; 2 pages, 4 b/w pictures, exterior; SIA, Sept/Oct 97, page 58

17. "1956 Imperial Parade Phaeton" (convertible 4d), Jeffrey I. Godshall, 6 ½ page article, 22 b/w pictures of interior & exterior; SIA, Jan/Feb 77, page 34

18. "1957 Imperial, Cadillac, Lincoln - SIA Comparison Report", Tim Howley, SIA, August, 1990, 1957 Imperial Crown convertible, 9 page comparison, 12 b/w pictures, page 30

19. 1957 Imperial Southampton hardtop 2d; 1 page, Blueprints article; 3 b/w line drawings; SIA, Jan/Feb 93, page 68

20. 1957 Imperial Ghia Crown Limousine limo article; 4 pages (part 1), 19 b/w pictures, interior & exterior; SIA, Dec/Jan 72, page 26

21. 1957 Imperial Crown Southampton 2d article; 8 pages, 27 pictures red & b/w, exterior & interior; SIA, Nov/Dec 93, page 36

22. 1961 Imperial Custom hardtop 4d; 8 page comparison with Cadillac & Continental; 13 b/w pictures exterior & interior; SIA, May/Jun 88, page 38

23. "Form Follows Fantasy",  1961 Imperial Convertible, John Tennyson, Classic Auto Restorer, June 1991

24. 1962 Imperial Crown convertible 2d article; 7 pages, 17 b/w pictures, exterior & interior; SIA, Nov/Dec 90, page 36

25. 1963 Imperial Ghia Crown Limousine limo article; 2 ½ pages (part 2); 5 b/w pictures, exterior & interior; SIA, Feb/Mar 73, page 36

26. "Happy Birthday Surprise" (1966 Imperial Crown Coupe - Original Owner Report), Craig Schafer, Car Exchange, January 1987

27. "Imperial's Posh LeBaron" (road test), Motor Trend, July, 1965

28. "Motor Trend World Automotive Yearbook, 1966"

29. "1967 Imperial Crown Coupe - Office on Wheels", Josiah Work, SIA, March/April 1995

30. 1968 Crown Convertible, 5 1/2 pages, very sharp photos of the car in a nice setting. Text includes some history on Imperials by Engel and description of 1968 year vs others. Car Collector & Car Classics, August 1994

31. 1981 Imperial, Time, Oct. 20, 1980 - Unimaginative 3 page ad for the Imperial with Lee Iacocca and Frank Sinatra. Nice photos of silver w/red interior Imperial, but a boring, Q & A style dialogue between Lee and Mr. Sinatra

32. 1981 Imperial, National Geographic, Nov. 1980 - same as above, but much better quality printing - of course, it's the Geographic!

33. "The Imperial: Experience in the Age of Experience", Ro McGonegal, Motor Trend, Sept. 1980. Short 2-page preliminary review of the '81 with 2 b&w photos and performance spec's (0-60 in 12.27 sec's, WHEW!! Of course gas was rumored to be at $5/gallon in a few years, so nobody gave a squat about performance back then!) plus "The New Chrysler", mostly about the savior K-car.

34. "The Imperial Strikes Back!", Jim McCraw, Motor Trend, Oct. 1980. plus "Detroit Fights Back", preview of all the '81's, with 2 nice color photos of the Imperial, includes a great review with comments like, "The suspension, brakes, steering, transmission, and floor pans are identical, but the Imperial weighs 500 pounds more than the Cordoba. That 500-pound difference is a quarter-ton of pure posh designed into the Imperial to make it special and apart."

35. "Imperial - Old Name, New Car" and "Chrysler 1981 Preview", Road and Track, Oct. 1980 "...interior appointments are as deluxe as anything built in America that I can recall..."

36. "Chrysler Imperial - Return With Us Now to Those Thrilling Days of Yesteryear", David E. Davis Jr., Car and Driver, Jan. 1981. Another amusing review, "like driving your conversation pit"

37. "Cars of the Year - Detroit's Magnificent Seven", Motor Trend, Feb. 1981. Imperial came in SIXTH of the seven!! Also includes a sign-of-the-changin'-times article, "Flying on the Ground," about some newfangled thing called "aerodynamics"

38. "1982 Imperial - Lee’s Legacy of Luxury", Arch Brown, SIA #169, February 1999

39. "Take A Ride On The Luxurious Side - The Ghia Limo Story", Randy Holden, MOPAR Collector's Guide, August 1991

40. "Created by the Measured Mile - 1940 Chrysler Newport and Thunderbolt", Alex Tremulis, SIA, May-June 1975

41.  1974 comparison tests of the Cadillac, Lincoln and Imperial, Motor Trend, June 1974

42.  "1957-59 Imperial: Finest Expressions of the Forward Look", Jeffrey I. Goodshall, Collectible Automobile, Volume 16, No. 2, August 1999

43. "Luxury Motorcars", Diana Bartley, Automobile Quarterly, Vol. I, No. 2 (1962), includes the 1962 LeBaron as a centerfold picture

44.  "Tom McCahill Tests the Plush Imperial", Mechanix Illustrated, May 1967

45.  "Auto Interchange Systems 1950-65 Chrysler Products Interchange Manual" - compiled and published by Auto Interchange Systems (4048 Velarde Court, Las Vegas, Nevada 89120)

46.  "Auto Inc.", Vol XLVI, No 5, May 1999, features a 1961 black/black LeBaron on the cover, but on the index page it is called a 1961 "Chrysler Imperial"! The car looks to be in exceptional condition.

47.  "Chrysler Imperial by Waterhouse - Vivacious Victoria", Josiah Work, SIA #116, April, 1990. The 1931 Imperial CG is bright red and has a rarely seen Waterhouse body, Convertible Victoria style. When the article was written, the car was in the Blackhawk Collection.

48.  "1934-37 Chrysler, DeSoto Airflow and Airflow Custom Imperial", Collectible Automobile, Volume 2, No. 5, January 1986

Also in Special Interest Autos:

1928 Imperial, # 149, page 40
1932 Imperial, # 105, page 46
1938 Imperial, # 132, page 48
1957 Crown Southampton, # 138, page 38
1977 Chrysler New Yorker, #142, page 65
1948 Imperial vs Packard Super 8, # 112, page 20
1956 Cadillac, Imperial, Lincoln comparison, # 118, page 30

Matthew Wappler & Keith sent these references:

1964 Imperial LeBaron titled "Imperial LeBaron" Car Life
1967 Imperial Crown Convertible titled" When is a Chrysler Not A Chrysler?" Cars & Parts

General Statistics

1. Price and weight figures refer to base 4-door model.

2. Production figures refer to model year, all series.

3. 1972 and later horsepower figures are SAE Net.

The first "Chrysler" was shown at the January, 1924 National Automobile Show in NY, but it was built by the Maxwell Motor Company. The Chrysler Corporation was organized on June 26, 1925.  This Chrysler was the model B-70 and the body styles included an "Imperial sedan" and a "Crown Imperial" sedan. These were body styles and not a separate series or "model".  The Imperial body had a Marine blue body and hood.  The Crown Imperial had oval windows and the rear of the body was covered in leather or rubberized fabric.

Imperial became a separate series of Chrysler at the January, 1926 National Automobile Show in NY when the E-80 model made its debut.  Six body styles were offered on the standard 120" wheelbase chassis and special order bodies were available on either the 127" and 133" chassis.  The engine was a six cylinder, different from the rest of the Chrysler line.  An Imperial roadster was the pace car for the 1926 Indianapolis 500 race. Louis Chevrolet was the driver!

David R. Christensen sent a report on his 1938 Imperial which he drove extensively:

"Imperials have always been well engineered, reliable cars. I bought my 1938 Imperial in 1952.  It had about 70k miles on it.  I drove it until 1960, when my Dad, while I was away in the army, sold it out from under me.  I put over 100k miles on it myself, including numerous trips between Washington D.C. and Salt Lake City, Utah and a few trips to Canada. This was before Interstates and most all of the federal and state highways were two lane. Some of you may remember old U.S. 30 through the Midwest; narrow 2-lane with sloping concrete curbs.  I also did a lot of stop-and-go driving commuting to work in Wash. D.C. traffic. The only work I did was to replace a water pump, fan belt, reline the brakes and hone one wheel cylinder.

I also put lots of tires on it.  In the 1950's, 15k was a lot of miles on a tire. Oil wasn't as good then, either, so I changed the oil every 1000 mi. This meant that on long trips I had to stop for an oil change. It even still had the original OEM 6-volt battery and spare tires.  It always ran beautifully, in all kinds of weather, from 10,000+ ft. elevation in the winter over Rabbit Ears and Loveland passes in Colorado, to the top of Pikes Peak in the summer (about 14,000 ft.) and through the deserts of New Mexico and Utah in the summer. I trusted the car completely and never hesitated to drive it anywhere.

My '38 was an "Imperial New York Special". It was a limited production model. It was the 125" wheelbase, five passenger with the 323.5 cid engine.  It had a fancier interior with a slightly different dash and 2-color upholstery.  The seats on this one were dark blue with gray insets and soft gray headliner and door panels.  It had a few options, as standard, including electric clock, deluxe "banjo" steering wheel, rear seat folding arm rest, roll-up blind for the rear window, lap blanket rail on the back of the front seat, dual cigar lighters in the rear and dual sidemounts.  It also had a distinctive grill which was really the standard grill with every other bar painted black.  I think it came with rear skirts but they were missing when I bought it for $180.00.  I also seem to remember that the hood was longer and a little narrower than the standard C19, but this may not be accurate.  Actually the side mounts could be special ordered on any Imperial. It was $30 for one or $75 for two. Overdrive was a $40 option.  It did have a flat windshield.

I have copies of some of the ads for that model.  They say the original one was a special order for a customer in NY City, but there were so many requests for a similar car that they made it available as the "New York Special".  Sounds like advertising hype to me!

Here are some 1938 build quantities and base prices:

*units includes New York Special

Some of the interesting options were:

Don't you love those prices!"  (Editor's note - Thanks David!)

1940 to 1949 Imperials

The postwar Imperial was a large and luxurious Chrysler, in several models. The first post war Crown Imperial was essentially the same as the 1942 model and it continued so until 1948. It was powered by a 323 c.i. 135 hp, 8 cylinder engine. The Crown Imperial came in only an eight-seater, 4-door limousine for 1946. In 1947, a sedan was added to the range. The difference between these models was that the sedan did not have a division window.

The early 1949 models were really left over from 1948. The new series C47 did not become available until March and then as both a sedan and a limousine. The C50 was a revised model for 1950. Minor changes were made for 1951, but fewer for 1952. Changes were kept to a minimum in preparation for the all new models due in 1954, such as adding the eagle ornament badge.

1950 to 1954 Imperials

The standard Imperial was based on the New Yorker. It was also powered by 323 ci 135 hp engine. For 1950 it was offered in standard and deluxe format. In 1951 the Imperial was for sale at a lower price than the New Yorker on which it was based. Three 2 door body styles were added to the range. It was now available as a coupe, hardtop and convertible. The 1952 models were almost identical to 1951 models, although the convertible body style was dropped.

The 1953 Custom had a different wheelbase from the New Yorker. The eagle hood ornament was fitted for the first time. Power brakes and windows were now standard. The coupe was dropped, but a 2 door Newport Hardtop was added in March. There were few changes in preparation for the all new models due in 1954.

The legendary automobile stylist, Virgil Exner, began his career with Chrysler in 1949. Along with Cliff Voss, Exner styled the 1952 Imperial dual-cowl Parade Phaetons. Chrysler built three of these magnificent vehicles. The origin of the side profile of the 1955 Imperial can clearly be seen in the parade phaeton body styling. In fact, when these parade phaetons were updated in late 1955, stock front and rear Imperial fenders were attached with very little modification needed to the phaeton’s original 1952 body. Although the 1955 Imperial shared its basic shape with the Chrysler New Yorker of that year, the Imperial sat on a longer wheelbase and had its own unique and highly distinctive styling touches. Most notable were the large divided, egg-crate grill and the free-standing taillights. (Four months later the grill would be grafted onto a Chrysler Windsor body with a high-performance engine and the Chrysler 300 was born.) With the introduction of the 1955 model, the Imperial became its own "make", one of five in the Chrysler family.  Imperial models included the Crown Limousine and Formal Sedan , the Newport coupe, and the standard Sedan. 

In 1956, wheelbase and overall length went up 3 inches on standard models and rear fenders became more massive and fin-like. The "Southampton" designation for Imperial hardtops was first applied in 1956 with the introduction of its first 4 door hardtop body style. Thus, the 1956 2 door coupe was also called a Southampton. The legendary TorqueFlite transmission was introduced midyear in the Imperial (and the Chrysler 300-B). All 1956 Imperials had pushbutton transmission controls. 12 volt electrics, previously installed only in long-wheelbase Imperials, became standard across the board in 1956.

Chrysler Corporation styling again startled the world in 1957 with "The New Look of Motion" which included sensational fins and full width grills. Engineering advances included torsion bar front suspension, a new leaf spring configuration at the rear and the famous TorqueFlite transmission. This suspension/drivetrain combination meant that Imperial went immediately to the head of the class in the luxury car field, leaving Cadillac and Lincoln wallowing and plowing on twisty mountain roads. Imperial would continue to be regarded as the best-handling American luxury car up through the 70’s.

Also new in the 1957 Imperial was the first use of curved side window glass in a production automobile. Other engineering details included a revised hemi engine that was enlarged to 392 cubic inches and 325 hp. A convertible Imperial returned for the first time in many years, and the top-of-the-line LeBaron series was introduced. The Crown Imperial limousine was now a made to special order in Italy by Ghia.

At the time, Imperial styling was almost shocking for its elegance and modern style. Indeed, GM was so shocked it immediately adapted many of the Imperial’s styling features and proportions for the 1959 Cadillac - but with far less elegant results. (For example, compare the similar hooded headlight and fin/taillight configurations of the two cars. Cadillac suddenly looks like a cartoon exaggeration .)

The Imperial did not alter its appearance much in 1958, but the option list saw the additions of automatic door locks and the industry’s first cruise control system, "Auto-Pilot". Interiors were upgraded and dual headlights became standard. The complex 7-piece front bumper of 1957 became a more simple 5-piece design in 1958. Grill texture became finer, also.

In 1959, the Imperial production was separated from Chrysler as the assembly line moved to Warren Avenue in Detroit and extra hand finishing was added to Imperial production. Although 1959 Imperials shared basic sheet metal with 1957-58, it was a dramatically different car in many ways. Most substantial engineering change was the replacement of the hemi with the new 413 cu. in. "wedge" engine (RB block). Imperial horsepower was thus increased to 350 in 1959. Also introduced in 1959 was an entirely new, more efficient heating and air-conditioning assembly. As in 1958, a dual air conditioning unit remained available, a unique option in American luxury cars. As a response to GM’s over-hyped (and under-developed) air suspension systems that were featured in all its 1958 car lines, Chrysler offered air leveling on the rear suspension on its senior cars in 1959. Unlike the GM systems, conventional metal leaf springs were retained (although softer than normal) and auxiliary rear air springs (fed by an engine-mounted compressor) were used to maintain an even keel regardless of load. Chrysler’s system was only marginally more reliable than GM’s and was dropped the following year. Although monster 11:00x14 tires were initially available on the option list (running at 16 PSI for a pillow smooth, but somewhat squirmy ride!), Imperial switched over mid-year to lower profile tires on larger 15 inch rims for better handling. Hubcap design changed slightly - the larger 15 inch caps had a ring of cooling slots near the outer edge, whereas the 14" hubcaps had a plain design.

On the exterior, 1959 Imperials ladled on the bright trim. Not only was there a new, massively chromed, "toothed" grill, but large chrome gravel shields now covered the rear fender area between wheel opening and the bumper. The icing on this glittering cake was the option of a brushed stainless steel panel that covered the front 3/4 of the roof. Like the air suspension, this full roof appliqué was a one-year-only option.

One new feature that did survive - for two more years, at least - was the option of swivel front seats. These seats could be swiveled out 45 degrees to allow easier entry and exit. This feature was especially appealing to women, whose skirt fashions at the time were often below the knee and rather tight. Despite the individual nature of these seats, they were not true "buckets", nor did they adjust individually. Both sections were on a common seat track.

Summary: The 1957-1959 Imperials were Virgil Exner’s masterwork. Their impact changed concepts of automotive design forever. Although fins fell out of favor within a few years, the concept of a cohesive, all-of-a-piece design, minimally adorned, would become the mantra of car designers for years to come. Tasteful execution of line and proportion were the new definition of elegance, not application of layers of tinsel on a square block. These car represented Exner in his finest hour.

1960 to 1963 Imperials

Summary: The 1960-63 Imperials were the last of the Virgil Exner Imperials. They were a continuation of the 1957-59 Imperial design motif, but with distinctive styling cues that set them apart, not only from previous Imperials, but from the industry as a whole. This was most notable in 1961-63 with their free-standing headlights, harkening back to the classic era of automobile styling. Interiors of all years were beautifully tailored with luxurious cloth or finest leathers. Extensive chrome accents appeared in the interior trim and moldings of these interiors. All cars were equipped with Torqueflite transmissions controlled by a pushbutton cluster on the dash. The 413 cid engine, introduced in 1959, was used in all years and was rated at 340 hp. Unlike the remainder of the Chrysler line which had switched to unitized construction in 1960, the Imperial was still built with a separate body mounted on a massive frame.  (Chris Hawkins, Mark the MOPAR Man on the Oregon Coast, Rich Lee )

Models: Custom, 2 and 4 door hardtops (4 door sedan, 1960, only)

Crown, 2 and 4 door hardtops, convertible (4 door sedan, 1960 only)

LeBaron, 4 door hardtop (4 door sedan, 1960 only)

Crown Imperial, Limousine by Ghia (60, 61, 63 only - not produced in 1962)

Cost: $5,774 (1961 Crown convertible)

Wheelbase: 129" (149.5" limousines)

Length: 227.8" (248.3" limousines)

Weight: 4,715 lbs. (6100 limousines

Engine: 413 cid., 350 hp., "RB" Block

Production:

References and Test Reports:

"The Complete History of Chrysler Corporation: 1924-1985", Richard M. Langworth and Jan P. Norbye, (c) 1985

1964 to 1966 Imperials

The 1964-66 Imperials were thought to strongly resemble Elwood Engel’s previous efforts for the 1961 Lincoln Continental, but many regard the Imperial as a more dynamic and elegant design. Unlike the square-rigged Lincoln, the lines of the ‘64-66 Imperial are more complex with far more extensive use of subtle curves and parallelogram outlines. Close examination reveals very few straight lines are used in the Imperial design. Lines that appear straight at first glance are in reality subtly curved along their entire length. Look at the fender peak molding - it rises gradually in the middle of the car and tapers down towards each end. A glance through the rearview mirror shows that this molding also bows out laterally front to rear. Looking at the side profile of the car, the angle of slope of the trailing edge of the rear fender is mirrored by identical angles of slope on the roofline, the trailing edge of the rear door window, and the rear door cut line. They are all parallel to one another. It’s a subtle touch that subliminally pleases the eye gives great unity to the design. This subtle complexity is especially apparent when compared side-by-side with the almost flat-plane geometry of the Lincoln.