The Chrysler Imperial, introduced in 1926, was Chrysler's top-of-the-line vehicle for much of its history. Models were produced under the Chrysler name until 1954, after which Imperial became a standalone make; and again from 1990–93. The company positioned the cars as a prestige marque to rival Cadillac, Continental, Lincoln, Duesenberg, Pierce Arrow, Cord, and Packard. According to Antique Automobile, "The adjective 'imperial' according to Webster's Dictionary means sovereign, supreme, superior or of unusual size or excellence. The word imperial thus justly befits Chrysler's highest priced model."
For several decades and multiple generations, the Imperial was the exclusive Chrysler and the favorite choice of luxurious transportation for senior executive leadership, government officials, royalty and various celebrities in comparison to the more affordable Chrysler New Yorker. Over the years the appearance, technological advancements and luxurious accommodations updated with the latest trends and fashionable appearances. Limousines, town cars and convertibles were the usual appearances, while special coachwork choices were provided by the industry's best providers, to include Derham, Fleetwood, LeBaron, and others.
The Chrysler Imperial rose was cultivated in 1952 and used to promote the brand.
1926–1930
In 1926, Walter P. Chrysler decided to compete with North American marques Cadillac, Lincoln, Packard, Pierce Arrow, Studebaker, Cord, and Duesenberg in the luxury car field, while the newly formed company only had a large displacement straight-six to offer. The new model, called Imperial, had a new engine that was slightly larger than the company's standard straight 6 installed in the Chrysler Six. It was a The front axle was solid and the suspension consisted of semi-elliptic leaf springs while the rear suspension was a differential axle, and also using semi-elliptic leaf springs. The use of the "imperial" name being exclusively used on Chrysler's flagship had been previously used by Buick, Cadillac and Packard for top level limousines.), a four-seat coupé, five-passenger sedan and phaeton, and a seven-passenger top-of-the-line limousine. The limo had a glass partition between the front and rear passenger compartments.
Imperials could be distinguished from Chrysler products by the use of a distinctive scalloped hood and radiator shell and a wheelbase, which shared an appearance with Packard and the Buick Master Six. The Berline Limousine was listed at US$3,595 ($ in dollars ).
| length = Imperial Custom (1932)
| transmission = Multi-range 4-speed manual Various features considered luxurious in nature at the time included dual sun visors, adjustable front seats and steering column, rust-proof fenders, wire-spoked wheels, automatic heater control, safety glass and Lockheed supplied hydraulic brakes. A roadster was entered in the 1931 24 Hours of Le Mans competition but did not finish due to radiator failure.
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| related = Chrysler Imperial Parade Phaeton<br>Chrysler New Yorker<br/>Chrysler Windsor<br/>Chrysler Town and Country<br/>Chrysler Saratoga
| designer = K.T. Keller
| weight =
The Imperial name returned for 1949 as a sedan while the Imperial Crown limousine continued as Chrysler was celebrating their 25th anniversary. The short-wheelbase Imperial was only available as a four-door six-passenger sedan. The 4-door 8-passenger Imperial Crown was available as a sedan, or as a limousine with a retractable division window. 1949 Imperials are very rare as production records show only 50 Imperial sedans and 85 Imperial Crown limousines were built. The retail price for the 1949 Imperial was US$4,664 ($ in dollars ) and US$5,334 ($ in dollars ) for the Imperial Crown limousine. and it was standard on the Imperial Crown.
1952 Imperials were practically identical to the 1951 models, and the most effective way to tell the difference between them is through reference to serial numbers. The convertible bodystyle was dropped in 1952. Unlike the case with Chryslers, the Imperial's taillights were not changed. Power steering was standard. The "new" Imperial Crown was also unchanged for 1952. Only 338 of these cars were made in the 1951–1952 model run, and serial numbers indicate that 205 were registered as 1952 automobiles. A minor change was a one-inch () reduction in the front tread measurement. being installed in a limited number of cars for testing and evaluation. Power steering was standard on Imperial Crowns. A padded dash was standard. Walter P. Chrysler had seen to the invention of Airtemp air conditioning back in the 1930s for the Chrysler Building, and had ostensibly offered it on cars in 1941–42, and again in 1951–52,
<gallery widths="200px" heights="150px">
File:1950 Chrysler Crown Imperial limousine 001.jpeg|1950 Chrysler Crown Imperial Limousine
File:1951 Chrysler Imperial Convertible in Black, rear left.jpg|1951 Chrysler Imperial Convertible (rear)
File:1952 Chrysler Imperial Montpelier VT August 2016.jpg|1952 Chrysler Imperial Sedan
File:Chrysler Imperial (Rigaud).jpg|1953 Chrysler Imperial Custom
File:1953 Imperial (4255759738).jpg|1953 Chrysler Imperial Custom Newport hardtop coupe
File:1953 Imperial 2-tone with AC dash.jpg|1953 Chrysler Imperial Custom coupe interior
File:1953 Imperial 2-tone with AC rear.jpg|1953 Chrysler Imperial Custom coupe rear
File:1953 Imperial 2-tone with AC vents.jpg|1953 Chrysler Imperial Custom coupe Airtemp air conditioning vents
File:1954 Chrysler Imperial - 15791049527.jpg|1954 Chrysler Imperial Custom sedan
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1955–1983: A separate brand
left|thumb|Imperial badge
1955–1975
right|thumb|1960 Imperial LeBaron
Chrysler Corporation advised state licensing bureaus that beginning in 1955, the Imperial was to be registered as a separate make. It was an attempt to compete directly with GM's Cadillac and Ford's Lincoln luxury-focused marques. Frequently and erroneously referred to as the "Chrysler Imperial", this period of Imperial production was a separate marque, and had no "Chrysler" badging anywhere on its cars until 1971; starting with the 1974 models, the "Chrysler" badging was again removed from car bodies, with only the "Imperial" nameplate appearing.
In April 1955 Chrysler and Philco announced the development and production of the world's first all-transistor car radio. The radio, Mopar model 914HR, was a $150.00 "option", or equal to $ today on 1956 Imperial automobile models. Philco began manufacturing the all-transistor car radio for Chrysler in the fall of 1955 at its Sandusky, Ohio plant.
With the new "Imperial" make, Chrysler Corporation's intention was to create an individual line of luxury cars, above and distinct from Chrysler branded vehicles. This marketing strategy suffered because the cars were rarely (if ever) sold in stand-alone Imperial showrooms. Cadillac and Lincoln did a much better job of separating their luxury marques from the lower priced cars that they sold. Imperial was instead offered at the Chrysler dealer network alongside Chrysler's offerings, and the marque was almost universally known as "Chrysler Imperial" in the public's mind for this reason, despite the fact that all existing dealerships did indeed carry separate "Imperial" dealership signs distinct from Chrysler.
The Imperial automobiles continued to be retailed through Chrysler dealerships. A distinct marketing channel was not established; thus, the Imperial nameplate failed to separate itself from the other Chrysler models and become a stand-alone marque. Beginning in 1967, the Imperial Division, offering three ranges (Custom, Crown, and LeBaron), retreated from their separate body-on-frame construction and their unique body on a 129.5-inch wheelbase. From that time, Imperials used the Chrysler body. It was fitted with unique styling, and through 1973, very long hoods which accounted for the three-inch-longer (127 vs. 124") wheelbase as compared to Chrysler sedans. They continued to use their unique front suspension with torsion bars longer than all other Chrysler products and a rubber-isolated subframe crossmember containing the torsion bar anchors, as well as full instrumentation backed up by warning lights. In 1974 and 1975, separate brochures were published and separate Imperial signs still stood above the dealerships, and the Imperial continued to feature unique features (such as hidden headlights as featured since 1969, optional antilock brakes as offered since 1971, and standard four-wheel disc brakes in both 1974 and 1975), the wheelbase was reduced to the same 124" as other big Chryslers.
Although there were no Imperials produced between 1976 and 1978, the styling that was previously used for Imperial was rebranded as the Chrysler New Yorker Brougham during this time. The rear disc brakes and optional antilock feature disappeared, but the exceptionally nice interiors, including rear reading lights with precision-ground lenses which did not shine on the windshield, and four cigarette lighters, continued mostly unchanged.
1981–1983
thumb|1981 Imperial
The Imperial name was again resurrected for a model built from 1981 through 1983, as a malaise era two-door coupe based on the second-generation Chrysler Cordoba platform with the Series YS designation. All examples of the 1981–1983 Imperial used Chrysler's 318 cubic-inch V8 engine. All 1981-1983 Imperials came standard with fuel injection, generating power of and dispatched of the sprint in 13.4 seconds, with a top speed of . The electronic fuel injection system, however, proved unreliable and hard to repair and many cars were converted to carburetors by dealerships.
1990–1993
1990 saw a revival of the Imperial as a high-end sedan in Chrysler's lineup to replace the dated Fifth Avenue. Although horsepower only increased to , with the new larger 3.8 L V6 torque increased to at 2750 rpm. A four-speed automatic transmission was standard with both engines.
This generation Imperial was a 6-passenger sedan offered either in "Kimberly Velvet" velour or optional "Mark Cross Leather". Power equipment came standard, as did automatic climate-controlled air conditioning, anti-lock brakes, cruise control, driver's side airbag, and its distinct landau vinyl roof. The Imperial featured hidden headlamps behind retractable covers similar to those found on the LeBaron coupe/convertible and New Yorker/Fifth Avenue. The Imperial was available with a choice of several Infinity sound systems, all with a cassette player. Other major options included a fully electronic digital instrument cluster with an information center, an electronically controlled air suspension system, and remote keyless entry with a security alarm. Dealer-installed integrated Chrysler cellular phones and six-disc CD changers were also available.
All seventh-generation Imperials were covered by Chrysler's market-leading "Crystal Key Owner Care Program" which included a 5-year/50,000-mile limited warranty and a 7-year/70,000-mile powertrain warranty. A 24-hour toll-free customer service hotline was also provided.
As originally planned, this generation Chrysler Imperial was discontinued after the 1993 model year along with the Y-body and C-body New Yorkers. They were replaced by the new LH platform sedans. While the New Yorker name continued on for three more years, 1993 would be the last year for the Imperial nameplate. The critically acclaimed cab-forward styled Chrysler LHS replaced the Imperial as Chrysler's flagship model for 1994.
<gallery widths=200 heights=145>
Imperial 1992.png|1992 Chrysler Imperial (open headlamp covers)
1993 Chrysler Imperial (rear left).jpg|The 1990s Chrysler Imperial featured full-width taillights
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Production figures and prices
{| class="wikitable" style="text-align: center;"
|+Production figures/prices
|-
! Year
! Units
! Original MSRP
! 2020 Dollar Equivalent
|-
! 1990
| 14,968
| $25,655
| $
|-
! 1991
| 11,601
| $27,119
| $
|-
! 1992
| 7,643
| $28,453
| $
|-
! 1993
| 7,064
| $29,481
| $
|-
! Total
| 41,276
| colspan="2" |
|}
2006
Concept car
A Chrysler Imperial concept car was presented at the 2006 North American International Auto Show. This concept used the Chrysler LY platform, an extended LX. It featured a wheelbase. Riding on wheels, the car presented "a six-figure image but at a much lower price" according to Tom Tremont, Vice President of advanced vehicle design for Chrysler. The design incorporated a long hood and front end dominated by an upright radiator and a horizontal themed grille. Brushed and polished aluminum pods evoked the free-standing headlamps (a classical throwback favored by 1960s Chrysler chief designers Virgil Exner and Elwood Engel, used commonly in 1930s Chrysler vehicles). Circular LED taillights with floating outer rings harkened to the "gun sight" taillight look of early 1960s Imperials. The roof line was pulled rearward to enlarge the cabin and to create a longer profile.
On 17 July 2007, Chrysler officially announced it would drop the production plans for the Imperial. Citing increasing fuel costs and more stringent fuel economy standards expected from the federal government, Chrysler said that the Imperial project was off, as a viable business case could no longer be made for the car. The Imperial had been rumored to be based on the future Mercedes R-Class or the next generation LX-platform (LY, or a combination of components) and it was suggested that all of the work done on the Imperial program would be rolled into forthcoming LY-platform cars, a prediction that did not come to pass.
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File:Chrysler Imperial Concept.jpg|Chrysler Imperial concept side view
File:Imperial Concept in '07-rear.jpg|Chrysler Imperial concept rear view
File:Chrysler Imperial Concept (86755889).jpg|alt=|Doors open showing the interior
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See also
- Imperial (automobile)
References
External links
- Online Imperial Club
- Allpar – 1924–1930 Chrysler Imperials
- Allpar – 1990–1993 Chrysler Imperials
- TeamChicago.com – Imperial, By Chrysler
- TeamChicago.com – Informative Imperial FAQ
- Imperial Concept Designers' Story
- Chrysler Imperial Concept