Chrysler New Yorker

The Chrysler New Yorker is an automobile model produced by Chrysler from 1940 until 1996, serving for several decades as either the brand's flagship model or as a junior sedan to the Chrysler Imperial, the latter during the years in which the Imperial name was used within the Chrysler lineup rather than as a standalone brand.

A trim level named the "New York Special" first appeared in 1938, while the "New Yorker" name debuted in 1939. The New Yorker helped define the Chrysler brand as a maker of upscale models that were priced and equipped to compete against upper-level models from Buick, Oldsmobile, and Mercury.

The New Yorker was Chrysler's most prestigious model throughout most of its run. Over the decades, it was available in several body styles, including sedan, coupe, convertible, and wagon.

Until its discontinuation in 1996, the New Yorker was the longest-running American car nameplate.

1938–1942

The New York Special Series C19 was introduced as a distinct sub-series of the 1938 Chrysler Imperial. It was available as a four-door sedan with a straight-eight engine and a generous amount of comfort and space for the passengers, and a two-door Business Coupe - though no records show one was ordered and built. For 1939 it was expanded with two more coupe versions and a two-door sedan and a larger, more powerful engine from Imperial, Prices ranged from US$1,223 ($ in dollars ) for the two-passenger two-door coupe to US$1,298 ($ in dollars ) for the four-door sedan. It also saw the introduction of Fluid Drive, a fluid coupling between the engine and the clutch. It featured an independent front coil suspension and a beam axle in the rear. The only transmission available was the basic three-speed manual. The "New Yorker Highlander", included tartan seats and other interior elements, and the same interior treatment was on the Windsor Highlander, but an I6 engine powered it. Interior color choices were blue, green, brown, and maroon for the cloth upholstery while the headliner, interior rear quarter panels, and door panels were trimmed in a lighter, contrasting shade of upholstery color.

Lightly redesigned bodies were introduced for 1941, with the business coupe now being a three-window design. The bodies were all marginally wider and lower, with increased glass surfaces. Another new model was the Town Sedan with the rear doors hinged at the forward edge of the doors. This year, the Vacamatic was made available. However, unlike the version sold on six-cylinder models, the Saratoga/New Yorker version was a three-speed transmission with overdrive called "Cruise and Climb".

With America entering World War II on 11 December 1941, all automobile production ended at the beginning of February 1942. Thus, the 1942 model year was roughly half the usual length. Cars built after December 1941 had blackout trim.

Chrysler offered the New Yorker as the luxury car to compete with the Cadillac Series 61, Buick Roadmaster, and Packard Super Clipper listing the four-door sedan at US$2,073 ($ in dollars ) before optional equipment.

| length = (1949–1950);

| width = (1949–1952);

| height = (1953) A padded dashboard was optional.

A new body style was introduced for 1950, a two-door hardtop, called the Newport and the Special Club coupe. Further upgrades included foam rubber padding on the dashboard for safety. The New Yorker was the more deluxe of the regular eight-cylinder Chryslers. At the same time, the Saratoga was repositioned as lower in the hierarchy, offering the straight eight with plainer trim with cloth upholstery available in several colors, the Spitfire straight-eight engine, and a roomy interior featuring "chair height" seats. The "Presto-Matic" fluid drive transmission had two forward ranges, each with two speeds. In everyday driving, the high range was engaged using the clutch. The car could then be driven without using the clutch (unless reverse or low range was required); at any speed above , the driver released the accelerator, and the transmission shifted into the higher gear of the range with a slight "clunk". When the car came to a stop, the lower gear was again engaged.

Chrysler introduced the FirePower Hemi V8 for 1951. The FirePower Hemi equipped cars could accelerate 0 to in 10 seconds, faster than the Oldsmobile 88 Rocket engine of that time. This engine became popular among hot rodders and racers.

The New Yorker also offered Fluid Torque Drive, with an actual torque converter, instead of the Fluid Drive units. Cars with Fluid Torque Drive came only with Fluid Matic semi-automatic transmission and had a gear selector quadrant on the steering column. Hydraguide power steering, an industry first, appeared as an option on Chrysler cars with the Hemi engine.

A station wagon was available for 1951, with only 251 built. Its wheelbase is the longest ever used on a station wagon.

The 1953 model year New Yorker had a less bulky look with the wheelbase reduced to , a one-piece curved windshield, rear fenders integrated into the body, and pull-style exterior door handles.

| width = 220.9 in (1959)

| width =

| transmission = 3-speed TorqueFlite automatic

| related = Chrysler 300 Chrysler Town and Country Chrysler Saratoga Chrysler Windsor DeSoto Adventurer DeSoto Fireflite DeSoto Firedome

The 1957 model year Chrysler cars were redesigned with Virgil Exner's "Forward Look" at the cost of $300 million when Chrysler took on a loan in 1954 from Prudential Insurance to pay for expansion and updated car designs. The New Yorker sported fins that swept up from just behind the front doors. Its Hemi V8 was increased to and . The TorqueFlite three-speed automatic transmission and a Torsion-Aire torsion bar front suspension were standard.

Early model year production had single headlamps with quad headlamps optional where state regulations permitted them. The single headlamps were dropped later in the year. A total of 10,948 New Yorkers were built, 1,049 of them convertibles.

The 1958 New Yorker received new body-side trim and smaller taillights. The Hemi output was up again, to . "Auto-Pilot" cruise control was introduced. Sales decreased due to the recession of 1958. The convertible model was still available, with only 666 made. The reputation of Chrysler cars became tainted because of rust problems caused by rushed production and testing.

The FirePower Hemi V8 was replaced in 1959 New Yorkers by a new, less expensive to produce wedge head Golden Lion V8. Tailfins and the front end were altered. With the departure of the Hemi the New Yorker line was repositioned as a luxury car with styling similar to the Imperial of 1958.<gallery widths="200" heights="150">

File:57 Chrysler New Yorker (8665117961).jpg|1957 New Yorker 2-door hardtop rear

File:1958 Chrysler New Yorker 4-door hardtop, front right, 09-28-2024.jpg|1958 New Yorker 4-door hardtop

File:Chrysler New Yorker Convertible 1958.jpg|1958 New Yorker Convertible

File:Chrysler 1959.jpg|1959 New Yorker 4-door hardtop

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1960–1964

The 1960 model year New Yorkers used unibody construction, and the carry-over RB engine had an output of . Starting with 1960, all Chrysler models adopted the grille appearance from the Chrysler 300F. The rear bucket seats from the 300 models 300 were optional on the New Yorker Custom coupe.

The New Yorker 1961 model year featured a new grille, slanted headlights, and a continental kit appearance on the trunk lid. The 413 CID "RB" Golden Lion V8 continued. This was the last of the "Forward Look" models. Chrysler built 2,541 New Yorker two-door hardtops, in Canada through 1964 and 1965 in the U.S., and no longer used the nameplate "Newport" for hardtop models when the Chrysler Newport became its model line. The 1962 model year New Yorkers would only be offered as four-door models. Thus, both the 1962 hardtop sedan and the pillared sedan were made by taking the front end of a 1961 New Yorker (updated for 1962) and mating it to the de-finned body of a corresponding 1961 Dodge Polara four-door sedan.

The dash had been designed with Chrysler's push-button controls for the TorqueFlite automatic in mind, with the "AstraDome" instrument cluster covering the part of the steering column a column shifter would come out from under then-standard practice, so manual cars used a floor shifter. Due to the installation of the "AstraDome" instrument cluster extending outward towards the steering wheel, the traditional installation of the turn signal lever was relocated to the dashboard underneath the "TorqueFlite" push-button gear selectors and was installed as a sliding lever that would return to center as the steering wheel returned to the center position.

The 413 RB had a 4.1875 in (106 mm) bore and was used from 1959 until 1965. It powered all Chrysler New Yorker, 300G & 300H, and Imperial Custom, Crown, and Le Baron models during that period. It was also available on the Chrysler Newport, Dodge's Polara and Monaco, and the Plymouth Fury as an alternative to the 383-cubic-inch B series engine or the 318 Poly. With a compression ratio of 10:1, it developed and of torque with a four-barrel carburetor.

File:Chrysler Station Wagon.jpg|1960 New Yorker Town & Country

File:1960 Chrysler New Yorker Town & Country (7434653556).jpg|1960 New Yorker Town & Country hardtop station wagon interior

File:1961 Chrysler New Yorker Convertible (35963556240).jpg|1961 New Yorker convertible

File:1962 Chrysler New Yorker (7457925382) (cropped).jpg|1962 New Yorker 4-door sedan

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1963–1964

The 1963 model year New Yorker used Chrysler's wholly redesigned body with only the windshield showing traces of the previous Forward Look designs. However, platform changes were minimal, with just a switch from 12-inch "Total Contact" to Bendix-made 11-inch Duo-Servo brakes.

A new, more luxurious Salon four-door hardtop was added at midyear as a trim package in the U.. Engine output was and the wheelbase was .

| engine = RB V8 (1965) RB V8 (1966–1968)

| transmission = 3-speed TorqueFlite automatic

All 1965 model-year Chryslers (as well as full-sized Plymouth and Dodge models) were built on an all-new C-body unibody platform that featured a bolt-on, rubber-isolated front subframe. Elwood Engel designed the 1965 New Yorker (and all Chrysler models) with styling cues from his 1961 Lincoln Continental — slab sides with chrome trim along the top edges of the fenders. The styling began to share some visual similarities with Chrysler Motors' premium luxury sedan, the Imperial, which received an all-new appearance in 1964.

File:1968 Chrysler New Yorker Sedan.jpg|1968 New Yorker 4-door Sedan

File:1968 Chrysler New Yorker (29339121010) (cropped).jpg|1968 New Yorker 2-door Hardtop

File:1968 Chrysler New Yorker photo-1 (cropped).JPG|1968 New Yorker 2-door Hardtop

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1969–1973

The August 1968 introduction of the 1969 model year full-size Chryslers unveiled an all-new "Fuselage Styling" that shared with all C-body cars, including the completely restyled Imperial. Although the previous generation's platform continued, the "fuselage" styling was a major reworking. It featured plain curved smooth sides with a higher beltline. Distinguishing the full-size cars were details at the front and rear that had rectangular-frame bumpers as well as different taillamps. This was most evident in the two-door hardtop model where the "greenhouse looked turret-topped." The four-door hardtop was the best-seller for 1973 with 26,635 made, followed by the two-door hardtop with 9,190, and 8,541 four-door sedans.

| length =

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| related = Imperial Chrysler Town and Country Chrysler Newport Dodge Monaco Plymouth Fury Plymouth Gran Fury

| successor = Chrysler Fifth Avenue The rounded "Fuselage Styling" gave way to an even more massive slab-sided body on all full-size Chryslers. This generation utilized popular styling motifs, primarily used on the Lincoln Continental. However, they debuted almost simultaneously with the start of the 1973 OPEC oil embargo. They contributed to the automaker's economic woes in the late 1970s.

The 1974 New Yorkers emphasized luxury and comfort with roomy interiors, plush upholstery, additional sound insulation, and more standard amenities. Two New Yorker trim levels were offered in 1974, the base New Yorker and an upgraded New Yorker Brougham. The listed retail price for the four-door hardtop sedan was US$6,611 ($ in dollars ) and 13,165 were sold, while the St. Regis appearance option package returned from the mid-1950s and was added mid-year offering fixed formal opera windows, body paint accent stripes and a forward half-covered vinyl covered roof. The V8 became the standard engine on the New Yorker replacing the previous V8. Fuel economy decreased because of the larger engine and the car's heavier weight.

The 1975 model year New Yorkers were largely a carryover. They received a slightly revised grille, and New Yorker Brougham became the sole trim designation. The St. Regis package, introduced in mid-1974, returned for its first full year.

The 1976 New Yorker inherited the front and rear-end styling of the discontinued Imperial, including the covered headlights flanking the vertical waterfall split grille topped with a hood ornament. The rear end included vertical taillamps finishing the peaked rear fenders between a massive rear bumper. The Imperial styling gave the New Yorker an unforeseen boost in sales, as the car looked distinctly different from the lower-priced Newport. In turn, the styling cues formerly used on the 1974 and 1975 New Yorkers were passed on to the Chrysler Newport Custom, which was positioned between the standard Newport and the New Yorker. The 1976 New Yorker also inherited the Imperial's interior styling. The Chrysler New Yorker Brougham, introduced as an optional trim package in 1974, became the standalone top-of-the-line model for 1976. Brougham offered a higher level of luxury appointments compared to the standard New Yorker. Upgrades included premium upholstery in leather or plush fabrics, enhanced woodgrain interior trim, and additional exterior badging. The standard engine, V8, included "lean-burn" and was rated at and of torque.

In 1977, the standard V8 engine was revised to include a new computer-controlled "lean burn" system, allowing for more responsive acceleration and performance, but was aimed to improve fuel efficiency. However, the technology could be problematic and require maintenance. The V8 was available, rated at and of torque. This was needed for the weight of a typical New Yorker.

The 1978 New Yorker Brougham was available in two-door and four-door hardtop body styles. Both were the last U.S.-built true pillarless hardtop models with frameless door glass and fully opening windows. An optional "St. Regis" package included a partial "formal" padded vinyl roof that had a fixed B-pillar and opera window. This was also the final year a two-door New Yorker was offered. Appearance changes were limited to a new segmented grill design, dual accent tape strips on the lower body sides, new rear deck stripes, and bright accents on the taillamps. The V8 engine ( in California and high altitude regions) became the standard engine, with the optional. The last year of the C-body New Yorker Broughams saw engineering changes, including a revised windshield wiper linkage bushing, redesigned front and rear plastic fender extensions for the bumpers, and thinner glass.

File:1974 Chrysler New Yorker Brougham (6058002760).jpg|1974 New Yorker Brougham 2-door hardtop with St. Regis option package

File:1975 Chrysler New Yorker Brougham (29781463780).jpg|1975 New Yorker Brougham 4-door hardtop (with non-standard wheels)

File:1976 Chrysler New Yorker.jpg|1976 New Yorker Brougham 4-door hardtop

File:1977 Chrysler New Yorker Brougham (17486729963).jpg|1977 New Yorker Brougham 4-door hardtop

File:1977 Chrysler New Yorker Brougham hardtop sedan (9603533116).jpg|1977 New Yorker Brougham 4-door hardtop interior

File:1978 Chrysler Newyorker Brougham 4 door Hardtop (13530702524) (cropped).jpg|1978 New Yorker Brougham 4-door hardtop

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1979–1981

thumb|left|1979–1981 New Yorkers featured full-width tail lights

thumb|left|1981 New Yorker Fifth Avenue (shown with optional alloy road wheels, and concealed headlamp doors in open position)

The 1979 R-body series was a "pillared hardtop." The V8 was standard, the optional through 1980. While shorter and much lighter than the previous generation, these cars still had a big car look and ride. Hidden headlamps and full-width taillights distinguished it from its R-body siblings, the Chrysler Newport, Dodge St. Regis and Plymouth Gran Fury. A new "Fifth Avenue" trim package was offered. Sales were robust, with almost 55,000 cars sold with a listed retail price of $8,631 ($ in dollars ).

thumb|1979 New Yorker Fifth Avenue interior

The exterior colors offered were Dove Gray, Formal Black, Nightwatch Blue, Spinnaker White, metallic Teal Frost, Regent Red Sunfire, Sable Tan Sunfire, Medium Cashmere, Frost Blue and Teal Green Sunfire and were shared with the Newport.

! style="background:silver;"| Year

! style="background:silver;"| Units

!align="centered"| 1979 || 54,640

!align="centered"| 1980 || 13,513

!align="centered"| 1981 || 6,548

! colspan="2" style="background:silver;"| Total Production = 74,701

1982

For 1982, Chrysler downsized both its New Yorker and LeBaron lines, with the New Yorker adopting the intermediate M-body chassis of the latter; the LeBaron became the flagship of the Chrysler K-car line (bridging the gap between compact and midsize cars). While retaining the use of rear-wheel drive, the New Yorker shed nearly 15 inches of length. In contrast to the preceding LeBaron, the New Yorker was offered solely as a four-door sedan, dropping the two-door coupe and five-door station wagon. While the front fascia was largely carryover (with a minor revision to the grille), the New Yorker adopted the formal 4-window roofline of the limited-edition Fifth Avenue, which returned as a flagship trim.

The M-body New Yorker became the first generation of the model line fitted with a six-cylinder engine, as the 3.7L Slant Six became standard fitment; the sole option was a 5.2L V8 (standard on Fifth Avenues); a three-speed automatic was paired with both engines.

Fifth Avenue (1982–1989)

After skipping the 1981 model year, the Fifth Avenue trim returned to the M platform, joining the New Yorker as its flagship trim line (rather than a limited edition). The formal "four-window" padded vinyl roof returned from 1981, and included nearly every available feature for the model line, including an illuminated entry system, power door locks, power driver's seat, power trunk release, AM/FM stereo, speed control, leather wrapped steering wheel, deluxe intermittent wipers, and wire wheel covers. Buyers chose between pillowed Corinthian leather or Kimberley velvet seats (standard New Yorkers had cloth or optional leather seats).

The 1982 model year would be the final model year that Chrysler offered the option of an 8-track cassette player and a CB radio.

As the renamed Chrysler Fifth Avenue, the model line continued production nearly unchanged through the 1989 model year.

{| border="1" cellpadding="5" cellspacing="0" style="margin:auto;"

|+Production figures

| length =

| width =

| height =

| engine =

| transmission = 3-speed A413 automatic 3-speed A470 automatic

For 1983, Chrysler marketed two models of the New Yorker. The eleventh-generation (M-platform) New Yorker returned for 1983 exclusively with the flagship Fifth Avenue trim. In the spring of 1983, the twelfth-generation New Yorker was released. Sharing its body with the Dodge 600 and its companion Chrysler E Class model line, the New Yorker shed nearly 9 inches of wheelbase, 6 inches of width, and approximately 20 inches of length.

The model line was based upon the front-wheel drive Chrysler E platform (E=extended), extending the wheelbase of the Chrysler LeBaron to 103.3 inches (3 inches longer). Slotted between the E Class and the New Yorker Fifth Avenue, the New Yorker was distinguished from its chassis counterpart by its standard padded "Landau" vinyl roof (which extended onto the rear fenders; in contrast to the LeBaron and Fifth Avenue, the New Yorker had exposed quarter glass on its rear doors). As with the E Class, the New Yorker shared its front and rear fascias with the smaller LeBaron (along with its front doors). In contrast with the E Class/600, the New Yorker was a 5-passenger vehicle, equipped solely with a 50/50 split-bench seat (adding a center console between the front seats). The seats are restyled with a "pillowed" design (similar to the Fifth Avenue); the Mark Cross package is dropped with a leather option trim (closer in style with the velour upholstery). In a functional change, the design of the decklid and fuel-filler releases were revised to allow their opening without the vehicle running (or to set the decklid to be opened only with a key) A 100hp Chrysler-built 2.5L I4 replaces the Mitsubishi 2.6L engine; the 146hp 2.2L turbocharged I4 remains an option. A power antenna became a new option. In response to the introduction of its successor for 1988, Chrysler renamed this vehicle as the "New Yorker Turbo", with the 2.2L turbocharged I4 becoming the only available engine. In addition to the turbo engine becoming standard, many previously optional features became standard, including tilt steering, cruise control, power equipment, rear window defroster, and Infinity sound system; buyers typically had to choose between velour and leather upholstery and wheel design (load-leveling suspension was among the few extra-cost options This year also marked the 50th anniversary of the "New Yorker" name. Although no special anniversary edition or recognition was offered at the time, it turned out to be the most popular New Yorker of the model run with over 100,000 units produced that year.

In 1990, the base model New Yorker was replaced by the "New Yorker Salon". Unlike the previous base model, the Salon was essentially a rebadged Dodge Dynasty, using near-identical versions of that model's exposed headlamps, horizontal taillights, and grille. The only significant exterior difference other than the nameplates was the "waterfall" grille insert, with fine vertical bars, rather than the Dynasty's "crosshair" pattern. The New Yorker Salon was marketed as the Chrysler Dynasty in Canada. All models carried a new, Chrysler-built 3.3 L V6 engine from this year on. Maximum power increased to at 4,800 rpm, while torque also received a boost, from at 3,600 rpm. Minor changes to the interior included a revised, contoured dash, while a driver's side airbag was made standard.

The Landau model, which overlapped with the New Yorker Fifth Avenue, was dropped for 1991 but the Salon was upgraded and included more standard equipment, hidden headlights, vertical taillights, and a traditional Chrysler grille.

A styling update for 1992 produced a more rounded appearance front and rear. A padded landau roof, similar to one previously featured on the "Landau" model, was now an option on the Salon.

The previous year's restyle carried into 1993. The last thirteenth generation New Yorker was manufactured on May 28, 1993.