The Chrysler New Yorker
is an automobile
model that was produced by Chrysler
from 1940 to 1996, serving for several years as the brand's flagship
model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped to compete against upper-level models from Buick
Until its discontinuation in 1996, the New Yorker was the longest-running American car nameplate
The New York Special model was originally introduced as a distinct sub-series of the 1938 Chrysler Imperial
. It was available in 1938 as a four-door sedan with a 298.7 cu in (4.9 L) straight-eight engine
and a generous amount of comfort and space for the passengers (series C19).
For 1939 it was expanded with two more coupe versions and a two-door sedan and a larger, more powerful engine. Now the C23 series, it took on the "New Yorker" name, dropping the "Special" tag.
Prices ranged from US$1,223
($22,754 in 2020 dollars 
) for the 2-passenger 2-door coupe to US$1,298
($18,975 in 2020 dollars 
) for the 4-door sedan.
The first convertibles were introduced with the all-new body-design of the 1940 models. This, the C26 series, was the first New Yorker to be considered a standalone model rather than as an Imperial version.
It also saw the introduction of Fluid Drive
, a fluid coupling between the engine and the clutch. The only transmission available was the basic three-speed manual
. There was also the "New Yorker Highlander", a special version with tartan
seats and other interior elements.
1941 Chrysler New Yorker convertible coupé
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 surface. Another new model was the Town Sedan with the rear doors having the hinges at the forward edge of the doors. This year, the Vacamatic
was made available, although unlike the version sold on six-cylinder models, the Saratoga/New Yorker version was a three-speed transmission with overdrive.
1942 Chrysler New Yorker 4-door sedan
With America entering World War II on 7 December 1941, all automobile production came to an end at the beginning of February 1942. Thus, the 1942 model year was roughly half the normal length. Cars built after December 1941 had blackout trim.
The 1942s were quite modern, of a design which was heralding the post-war ponton style with fenders more incorporated into the bodywork. The grille consisted of five horizontal chrome bars that wrapped around the front, reaching all the way to the leading edge of the front wheelhouse. A total of 12,145 New Yorkers of the C36 series were built this year.
Chrysler would produce and experiment with engines for tanks and aircraft during World War II
1947 Chrysler New Yorker Highlander convertible
1948 Chrysler New Yorker 4-door sedan
After the war, the New Yorker became a separate series. Unlike most car companies, Chrysler did not make major changes with each model year from 1946 through 1948. Thus models for 1946 through 1948 Chryslers have the same basic appearance, noted for their 'harmonica' grille, based on the body introduced with the 1941 models. 1947 saw a minor redesign in tires, trim, and instrument panel, while the first 1948s were just 1947s with no visible changes. Postwar Chryslers continued to offer Fluid Drive, with the New Yorker now offering the true four-speed semi-automatic transmission.
The 1949 New Yorker used Chrysler Corporation's new postwar body also shared by Dodge and DeSoto with ponton
, three-box styling
. The engine continued to be the 323.5-cid straight eight coupled to Fluid Drive and the Prestomatic four-speed semi-automatic
. Body styles were reduced to club coupe, four-door sedan and convertible. Wheelbase on the New Yorker was increased to 131.5 in (3,340 mm) from the 127.5 in (3,240 mm) frame introduced in 1941. The previous design had been carried through early 1949, with the new (C46) series having been delayed due to a strike in late 1948.
A padded dash board was optional.
The 1950 New Yorker was the more deluxe of the regular eight-cylinder Chryslers (Saratoga being the eight with plainer trim) with cloth upholstery available in (unusual for 1950) several colors, 135 hp (101 kW) Spitfire straight-eight engine and a roomy interior featuring "chair height" seats. The "Prestomatic" fluid drive transmission had two forward ranges, each with two speeds. In normal 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 13 mph (21 km/h), 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.
A new body style was introduced for 1950, a two-door hardtop
, the "Special Club coupe" in the New Yorker series. The model was called the Newport in sales literature. Also, Chrysler added foam rubber padding on the dashboard for safety.
Chrysler introduced the 180 hp (134 kW) FirePower Hemi
engine for 1951.
The engine became a popular choice among hot rodders and racers. The FirePower Hemi equipped cars could accelerate 0 to 60 mph (97 km/h) in 10 seconds, faster than the Oldsmobile 88
Rocket engine of that time.
The New Yorker also offered Fluid Torque Drive, a true torque converter, in place of Fluid Drive. Cars with Fluid Torque Drive came only with Fluid Matic semi-automatic transmission
and had a gear selector quadrant on the steering column. Power steering, an industry first, appeared as an option
on Chrysler cars with the Hemi engine. It was sold under the name Hydraguide.
A station wagon was offered for 1951, with only 251 built. Its 131.5 in (3,340 mm) wheelbase is the longest ever used on a station wagon.
1952 saw a small redesign on taillights with the backup lights in the lower section. This was the last year for the 131.5 in (3,340 mm) wheelbase chassis for the New Yorker.
Harold A. Clark used a New Yorker as the base for a full-size sports car called the "Clark Cyclonic". The price was approximately $15,000 and Clark planned to produce 48 during the first year. Whether this car ever reached production is not known.
The 1953 New Yorker had a less bulky look with the wheelbase reduced to 125.5 in (3,190 mm),
a one-piece curved windshield
and rear fenders integrated into the body. Wire wheels were now an option. The Saratoga of 1952 became the New Yorker for 1953 while the former New Yorker was now the New Yorker DeLuxe. The convertible and Newport hardtop were available only in the New Yorker DeLuxe while the base New Yorker offered a long-wheelbase sedan and a Town & Country wagon. The convertible was New Yorker's costliest model on the 125.5 in (3,190 mm) chassis for 1953 at $3,980 – only 950 were built. Also new were pull-style exterior door handles.
The 1954 was a premium version of a standard 1950s size body. The six cylinder
models were supplanted in favor of the popular FirePower Hemi V8
. The standard model had a 195 hp (145 kW) output while the DeLuxe was rated at 235 hp (175 kW). Although introduced very late in the 1953 model year, all 1954 New Yorkers were available with the new two-speed Powerflite automatic transmission
. Fluid Torque Drive and Fluid Matic were dropped. 1954 was the last year the long-wheelbase sedan was offered by Chrysler.
1949 Chrysler New Yorker Coupe (C39 Series)
1949 Chrysler New Yorker Four-Door Sedan (C46 Series)
1951 Chrysler New Yorker convertible
1954 Chrysler New Yorker
1954 Chrysler New Yorker - view of Howard Hughes
' special aircraft-grade air filtration system
1955 Chrysler New Yorker Deluxe
In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner
's custom 1952 Imperial Parade Phaeton
. The hemi engine
produces 250 hp (186 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher-priced St. Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible, and Town & Country wagon were still offered.
1956 Chrysler New Yorker Town & Country
Chrysler christened the 1956 model year's design "PowerStyle," a product of Chrysler designer Virgil Exner
. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (209 kW).
Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the "Highway Hi-Fi" that was manufactured by CBS Electronics. A two-way switch in the dash changed the input for the speaker from the all-transistor radio to the 7-inch record player. The St. Regis two-door hardtop gave a unique three-tone paint job for a higher price and the Town and Country Wagon model was Chrysler's most expensive vehicle of 1956. This was the first year for the New Yorker four-door pillarless hardtop. Only 921 convertibles were made.
1957 Chrysler New Yorker 2-door hardtop
1957 Chrysler cars were redesigned with Virgil Exner's "Forward Look
" at the cost of $300 million. The 1957 New Yorker had a powerful 392 cu in (6.4 L) Hemi V8 engine rated at 325 hp (242 kW). A total of 10,948 were built, but only 1,049 convertible models. The 1957 models also came with the TorqueFlite
3-speed automatic transmission
and a Torsion bar
suspension called Torsion-Aire that gave smoother handling and ride quality to the car. The New Yorker also sported fins that swept up from just behind the front doors.
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.
The forward Look remained intact for 1958 but with new body-side trim, shrunken taillights and 345 hp (257 kW). The convertible model was still available, with only 666 made and only 15 working convertibles were known to still exist as of 2008.
Sales decreased from last year due to The recession of 1958
. The reputation of Chrysler cars became tainted because of rust problems caused by rushed production and testing.
New from Chrysler in 1958 was the introduction of a cruise control system called "Auto-Pilot"
1958 Chrysler New Yorker Convertible
1959 Chrysler New Yorker
The New Yorkers in 1959 had a new 413 cu in (6.8 L) 350 hp (261 kW) Golden Lion V8
, new tailfins, new front end, and no Hemi. The FirePower (1G) Hemi ended production and was replaced by the less expensive and lighter wedge head engine. The Hemi would never return to the New Yorker and the line and repositioned as a luxury car with styling similar to the Imperial
1960 Chrysler New Yorker Town & Country
For 1960, New Yorker had unibody
construction, the carry-over RB engine had an output of 350 hp (261 kW).
1961 Chrysler New Yorker convertible
The New Yorker entered 1961 with a new grille, slanted headlights, a continental kit
on the trunk lid. The 413 CID "RB" Golden Lion V-8 continued. This is the last of the "Forward Look" models. Chrysler built 2,541 New Yorker two-door hardtops this year, the last until 1964 in Canada and 1965 in the U.S.
1962 Chrysler New Yorker
The classic Chrysler fins no longer existed for 1962 and now only four-door models were offered as wagons, sedans, and hardtops.
The finless car was considered bizarre by many critics and sales were slow compared to its entry-level sister car, the Newport which was identical in body style and offered a convertible model. The New Yorker was the last Chrysler to have a 126 in (3,200 mm) wheelbase.
The 413 RB had a 4.1875 in (106 mm) bore and was used from 1959-1965 in cars. During that period, it powered all Chrysler New Yorker and Imperial Custom, Crown, and Le Baron models, and was also available on the lesser Chryslers, as well as Dodge's Polara and Monaco, and the Plymouth Fury as an alternative to the 383-cubic-inch B series engine and/or the 318 Poly. With a compression ratio of 10:1, it developed 340 hp (254 kW) and 470 lb⋅ft (637 N⋅m) of torque in 1X4-Bbl trim.
1963 Chrysler New Yorker 4-door hardtop
Chrysler got a boost in sales in 1963 with the introduction of a five-year/50,000-mile warranty, a business practice that was unheard of by its competitors in the 1960s. The New Yorker used Chrysler's completely redesigned body with only the windshield showing traces of the previous Forward Look designs, although, under the skin, platform changes were near zero, with only a change 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. Engine output was 340 hp (254 kW) and the wheelbase was now 122 in (3,100 mm).
1964 Chrysler New Yorker 4-door hardtop
Changes for 1964 included a new grille, a larger rear window, and small tailfins giving the car a boxier look from the side. Canadians were given the choice of a new two-door hardtop, while Americans got the Salon option on the four-door hardtop and post.
All 1965 Chryslers (as well as large Plymouth and Dodges) 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
— square side view 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.
The standard engine was a 340 hp (254 kW; 345 PS) Firepower 413 cu in (6.8 L)
V8, with single 4-barrel carburetion. As an option the buyer could order high-performance 413 from that year's Chrysler letter car
, which came with an unsilenced air cleaner, dual breaker ignition, special camshaft and dual exhaust, and was rated at 360 hp (268 kW; 365 PS). All were paired with the 3-speed TorqueFlite automatic transmission
. 1965 was the last year for the 413, as it would be phased out for the new 440 the next model year.
For 1965 the New Yorker was offered as a 4-door sedan, 2- and 4-door hardtop, and as Town & Country 2- or 3-seat station wagon. The 4-door sedan was a six-window body style touted Town Sedan, also available in the Newport line and in Dodge form as the Custom 880 4-door Sedan. A 4-door, four-window sedan body style was produced but not offered in New Yorker guise. The two-door hardtop was now sold in the United States. While the 300 and Newport 2-door hardtops shared a rounded, convertible-styled roof, the New Yorker had a unique roofline, resembling that of the 4-door hardtops. The more formal and squared-off lines were highlighted by a padded vinyl covering on the parallelogram-shaped rear pillar. The wheelbase of the New Yorker models, except the wagon, was 124.0 in (3,150 mm). The Town & Country wagon was on the Dodge's 121 in (3,100 mm) wheelbase as all C-body wagons shared the same basic body. Factory options for 1965 included a vinyl rear roof pillar insert, Saginaw-sourced Tilt 'N Telescopic steering wheel, air conditioning, and power options (windows, antenna, and steering).
The 1965 Chryslers were well received by the public, and the division's sales shoot up nearly 40% compared to 1963, to 204,002. 49,871 of those were New Yorkers, a 62% year-on-year increase.
For 1966 styling was an evolution of the 1965 themes. Changes included a new grille, tail lamps, and revised side trim. The biggest news was the adoption of the new Firepower 440 V8 engine
. In standard form it produced 350 hp (261 kW; 355 PS); the optional, high performance 440 TNT
was equipped with a twin snorkel, silenced air cleaner and dual exhausts, and put out 365 hp (272 kW; 370 PS). The New Yorker line-up lost a model for 1966, as the Town & Country wagon was now marketed as a series on its own. The 4-door, six-window Town Sedan, and 2- and 4-door hardtop body styles were continued.
1966 was another good sales year for the Chrysler division overall, with a nearly 29% increase in production and sales to 262,495. Despite this, the New Yorker numbers went down somewhat to 47,579.
1967 Chrysler New Yorker 4-door Sedan
1967 brought a complete redesign of all sheet metal below the beltline. The most recognizable new styling features were wraparound parking lights at the front and taillights at the rear. A new "fasttop" design for the two-door hardtop replaced the more formal look of 1965–66. The four-door sedan reverted to the four-window style as used on the Newport line.
Sales fell 20%, the company's lowest in five years due to an economic slump that year.
Styling changes for 1968 included a new grille, bumpers, front sheet metal, rear fenders, and rear deck. Although the Newport and 300 four-door hardtops received a new, sportier roofline shared with Dodge and Plymouth
, the New Yorker continued with the roofline first introduced for 1965. Main exterior features distinguishing the New Yorker from the other Chrysler lines were a full-width grille with a rectangular pattern, repeated at the rear by the full-width deck trim, and continuous lower bodyside molding.
Chrysler production rebounded with the year setting a record at 264,863 cars built, 48,143 of which were New Yorkers.
1968 Chrysler New Yorker 4-door Sedan
1968 Chrysler New Yorker 2-door Hardtop
1968 Chrysler New Yorker 2-door Hardtop
For 1969, Chrysler's full-size cars received a major reworking with curved sides and a higher beltline. The previous generation's underpinnings remained. The new-look was called "Fuselage Styling" and was shared with the restyled Imperial
. The two-door hardtop received a new look harking back to the club coupes of the 1940s.
The 1970 Chryslers received minor styling changes to the grille, taillamps, and trim. The small vent windows on the front doors were dropped on the two-door hardtops.
Due to lower-than-expected sales, the facelift scheduled for 1971 was put off until 1972. Thus the 1971 models only received new grilles and taillamps. Ventless front-door windows on the four-door sedan and hardtop were new this year.
For 1972, engine power dropped to meet stricter emissions standards and rising gas prices. Chryslers received a new 'split grille' somewhat similar to the Dodge Chargers of 1971-1974. This would be the last year for the 'loop'-style front bumpers on Chryslers.
1973 was the final year for the distinctive Chrysler "Fuselage Styling"; only the grille was changed.
1969 Chrysler New Yorker 2-Door Hardtop
1971 Chrysler New Yorker 4-Door Hardtop
1972 New Yorker Brougham 4-door sedan
1973 New Yorker 4-door hardtop
1974 Chrysler New Yorker Brougham 2-door hardtop with St. Regis option package
1975 Chrysler New Yorker Brougham 4-Door Hardtop (with non-standard wheels)
1977 Chrysler New Yorker Brougham 4-door hardtop
For 1974, the so-called "fuselage" styling featured on all full-size Chrysler products remained relatively unchanged until the introduction of the 1974 models which featured a far more massive slab-sided effect. This generation introduced covered headlights, and a more prominent "waterfall" style grille, reflecting popular styling appearances, primarily used on the Lincoln Continental
. These 1974 models happened to debut at almost precisely the same time that the 1973 OPEC oil embargo
began, and were a significant part of Chrysler's economic woes in the late 1970s. The 1974 models were the last full-size models Chrysler designed from the ground up.
Two New Yorker trim levels were offered in 1974, the base New Yorker and an upgraded New Yorker Brougham. A new St. Regis option package was added mid-year.
For 1975, the New Yorker 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.
In 1976, the New Yorker inherited the front and rear-end styling of the discontinued Imperial
, and its interiors as well, especially, covered headlights. The Imperial styling gave the New Yorker an unforeseen boost in sales, as the car looked distinctly different from the lower-priced Newport. The styling cues formerly used on the 1974 and 1975 New Yorkers, in turn, were passed on to the base Chrysler Newport.
In 1977, the standard 440-cid V8 engine was now computer-controlled with a new "lean burn" system allowing for more responsive acceleration and performance.
The 1978 New Yorker Brougham was available in 2-door and 4-door hardtop
body styles. Both were the last U.S.-built true pillarless hardtop models along with featuring frameless door glass and fully opening windows.
An optional "St. Regis" package included a partial "formal" padded vinyl roof
that included a fixed B-pillar and opera window
This was also the final year a 2-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 400 cu in (6.6 L) V8 engine (360 cu in (5.9 L) in California and high altitude regions) was now the standard engine with the 440 cu in (7.2 L) becoming optional. The last year of the C-body New Yorker Broughams saw engineering changes that included a revised windshield wiper linkage bushing, redesigned front and rear plastic fender extensions for the bumpers, and thinner glass.
1979–1981 New Yorkers featured full-width tail lights
1981 Chrysler New Yorker Fifth Avenue (shown with optional alloy road wheels, and concealed headlamp doors in open position)
In 1979, the R-body series was a "Pillared Hardtop." It now used the 318 V8
; the 360 engine was 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 Newport
, St. Regis
and Gran Fury
. A new "Fifth Avenue" trim package was offered.
For 1980, in addition to last year's "Fifth Avenue" package, a limited production "Fifth Avenue Limited Edition" package was also offered featuring brushed stainless steel roof treatment and exclusive mahogany metallic paint.
Finally, a bold new grille, with simple vertical ribs, appeared for 1981. The “Fifth Avenue” option package was again available plus a new "Carriage Roof" package was added. This package was available fully loaded with few options and was available only in nightwatch blue or mahogany metallic.
In an effort of downsizing, the 1982 Chrysler New Yorker (and the Fifth Avenue trim) moved to the corporate M-body
. In turn, the Chrysler LeBaron
, which had previously used the M-body, moved to the K-body
this year. The 1982 New Yorker was not a completely new vehicle. It was essentially a restyled and upgraded version of the LeBaron which had been produced since 1977. This M-body New Yorker used Chrysler's slant-six engine
. The 318 in³ engine
was optional. The 1982 New Yorker was available in two trims: Base and Fifth Avenue. Both used the formal roof treatment. The Fifth Avenue package gave buyers a choice of pillowed "Corinthian" leather or Kimberley velvet seats while base models had cloth or optional leather seats. This car became the "Chrysler New Yorker Fifth Avenue" for 1983, and for 1984 the "New Yorker" prefix was dropped altogether; becoming the "Chrysler Fifth Avenue".
1984 Chrysler New Yorker
1987 Chrysler New Yorker digital instrument panel
In 1983, the New Yorker name was used on two different models. The M-body car was now the "New Yorker Fifth Avenue
" a name which changed to simply "Fifth Avenue" from 1984 to 1989. The other was an all-new K-car based New Yorker, which used the front-wheel drive Chrysler E platform
, the beginning of the extended K-car years. The E-platform New Yorker came with state-of-the-art 1980s technology, including a digital dashboard and Electronic Voice Alert
, which spoke notifications such as "A door is ajar"; "Please fasten your seat belts"; "Don't forget your keys"; "Thank you" (after fastening the seat belt, closing the door tightly or removing the key from the ignition switch); "Your engine oil pressure is low - prompt service is required". Also standard was a Landau vinyl roof with electroluminescent opera lamps. This was the only Chrysler New Yorker generation with an inline-four engine
. 1983 was a limited production year for the FWD New Yorker. When introduced in 1983, it shared many elements with the Chrysler E-Class
and had a waterfall grille that was slightly different from the 1984-1988 versions.
For 1984, restyled wraparound taillights and a revised front grille were among the cosmetic changes. A 2.2 L I4 turbo engine was now an option and new electronic instrumentation featured a digital speedometer and odometer. Pillowed velvet seats replaced deep-nap cloth seats as standard.
In 1985, the standard engine switched from 2.2 L I4 to Mitsubishi-sourced 2.6 L I4. New standard interior features included an overhead storage console with reading lamps, rear-seat headrests, and power windows.
In 1986, a Chrysler-built 2.5 L I4 replaced 2.6 L I4 as the standard engine. Also new was an automatic load-leveling suspension. Cosmetically, rear decklid panels, moldings, and taillights were redesigned. Interior changes included a new forward console and revised electronic instrumentation and an AM/FM stereo and deluxe intermittent wipers were now standard.
In 1987, hood vents were eliminated on the turbo models, as were fender louvers on all models. A new six-speaker Infinity sound system was optional. As with other Chryslers, the steering wheel was redesigned. This was the best-selling and last full model year for the E-platform New Yorker.
Chrysler New Yorker 1988
Although a new thirteenth generation New Yorker was introduced for 1988, the twelfth generation continued for one more abbreviated model year as the 1988 New Yorker Turbo. The 2.2 L I4 turbo
was now the standard and only available engine. In addition to the turbo engine, previously optional yet commonly ordered equipment like automatic temperature control air conditioning, tilt steering wheel, cruise control, rear-window defogger, and power door locks became standard. While previous model year New Yorkers equipped with the optional turbo engine were also commonly referred to as a "New Yorker Turbo" and wore "Turbo" badges, only the 1988 model had it as its official model name.
1989 Chrysler New Yorker Landau
1992 Chrysler New Yorker Salon
The redesigned New Yorker for 1988 was bigger (see Chrysler C platform
) and bore no resemblance to the E-body model it replaced although many underbody and suspension components were carryover. It shared similar upright body styling with the newly introduced Dodge Dynasty
. This new version had a V6 engine
— a Mitsubishi-sourced 3.0 L unit and optional anti-lock brakes
. Base and Landau trim choices were offered, the latter of which carried a rear-quarter vinyl top. Hidden headlamps, a feature lost when the R-body cars were discontinued, made a return with this redesign. All thirteenth generation New Yorkers, as well as the reintroduced flagship 1990-1993 Imperial
, were covered by Chrysler's market-leading "Crystal Key Owner Care Program" which included a 5-year/50,000-mile limited warranty and 7-year/70,000-mile powertrain warranty. A 24-hour toll-free customer service hotline was also provided.
For 1989, the 3.0 L V6 engine had a slight horsepower increase and was now mated to a new 4-speed Ultradrive
automatic transmission. 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, a new base model New Yorker called "Salon" was added. The Salon was a rebadged Dodge Dynasty with exposed headlamps, horizontal taillights, and grille similar to the Dodge. The Salon was sold in Canada as the Chrysler Dynasty. All models carried a new Chrysler-built 3.3 L V6 engine that year. Minor changes to the interior included a more contemporary contoured dash. A driver's side airbag was now standard.
The Landau model was dropped for 1991 but Salon was upgraded and now came with 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.
Last year's restyle carried into 1993. The last thirteenth generation New Yorker rolled off the assembly line on May 28, 1993.
New Yorker Fifth Avenue
In 1990, a new stretched-wheelbase version of the New Yorker was offered carrying the additional moniker of Fifth Avenue from the just-departed M-body platform. Although officially sold as the New Yorker Fifth Avenue, it was sometimes referred to as simply "Fifth Avenue." This model was discontinued in 1993.
1994–1996 Chrysler New Yorker
The final generation of the New Yorker continued with front-wheel drive on an elongated version of the new Chrysler LH platform
and was shown at the 1992 North American International Auto Show
. It was released in May 1993 along with the nearly identical Chrysler LHS
as an early 1994 model, eight months after the original LH cars: the Chrysler Concorde
, Dodge Intrepid
, and Eagle Vision
, were introduced. The New Yorker came standard with the 3.5 L EGE
which produced 214 hp (160 kW). Chrysler gave the New Yorker a more "traditional American" luxury image, and the LHS a more European performance image (as was done with the Eagle Vision
). Little separated New Yorker from LHS in appearance, with New Yorker's chrome hood trim, body-color cladding, standard chrome wheel covers, and 15-inch wheels, column shifter and front bench seat, being the only noticeable differences. An option provided for 16-inch wheels and a firmer suspension type ("touring suspension"). This option eliminated the technical differences between the New Yorker and LHS. LHS came with almost all of New Yorker's optional features as standard equipment and featured the firmer tuned suspension, to go with its more European image.
During the 1994 model run, various changes were made to the New Yorker. On the outside, New Yorker was switched to new accent-color body cladding, whereas LHS received body-color cladding. This change aligned New Yorker with the Chrysler Concorde
which also had accent-color cladding. The 16-inch wheels became standard. Likewise, the touring suspension option available on early 1994 New Yorker models was discontinued, leaving only "ride-tuned" suspension. This resulted in a permanent technical difference with LHS.
For 1995, the New Yorker received Chrysler's revived blue ribbon logo (which was last used in the 1950s) on its grille, which replaced the Pentastar that had been used on models beginning in 1980.
The 1996 model featured additional sound insulation and revised structural engineering to give it a quieter ride. A new built-in transmitter replaced the remote garage door opener. The antenna was now integrated into the rear window. Due to similarities between the New Yorker and LHS, and the LHS's strong sales, the New Yorker name was dropped after a short 1996 production run. Despite being far more contemporary and monochromatic in design compared to previous models, the traditional New Yorker with its two-tone cladding and chrome trim still did not follow the modern, monochromatic styling trend of the division's other vehicles in 1996.
LH design background
The fourteenth, and final, generation New Yorker's design can be traced to 1986, when designer Kevin Verduyn completed the initial exterior design of a new aerodynamic concept sedan called Navajo. The design never passed the clay model stage.
It was also at this time that the Chrysler Corporation purchased bankrupt Italian sports car
. The Navajo's
exterior design was reworked and became the Lamborghini Portofino
, released as a concept at the 1987 Frankfurt Auto Show
. The Portofino was heralded as a design triumph, setting in motion Chrysler's decision to produce a production sedan with the Portofino's revolutionary exterior design, called "cab-forward". The cab forward
design was characterized by the long, low slung windshield, and relatively short overhangs. The wheels were effectively pushed to the corners of the car, creating a much larger passenger cabin than the contemporaries of the time.
Design of the chassis began in the late 1980s, after Chrysler had bought another automaker: American Motors Corporation
(AMC) in 1987. During this time, Chrysler began designing the replacement for the Dodge Dynasty
and Chrysler Fifth Avenue
as well as a potential Plymouth
. The initial design of Dodge's LH bore resemblance to the Dynasty, and this design was scrapped entirely after François Castaing
, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988. The new design, under Castaing's leadership, began with the Eagle Premier
, also sold later as the Dodge Monaco
. The Premier's longitudinal engine mounting layout was inherited, as was the front suspension geometry, and parts of the braking system. The chassis itself became a flexible architecture capable of supporting front or rear-wheel drive
(designated "LH" and "LX" respectively). The chassis design was continually refined throughout the following years, as it underpinned more Chrysler prototypes: the 1989 Chrysler Millennium and 1990 Eagle Optima
The transmission was inspired by the Eagle Premier's ZF automatic. However, it borrowed heavily from Chrysler's A604 (41TE) "Ultradrive
" transversely mounted automatic, it became the A606 (also known as 42LE). This Ultradrive
transmission however was not without critics as The New York Times
reported on January 25, 1991, that Consumers Union would publish in the February 1991 issue of the magazine Consumer Reports
a warning for consumers to not
purchase a vehicle with this "Ultradrive" transmission citing poor reliability and safety hazards. By 1990, it was decided that the new technologically advanced car would need a new technologically advanced engine to power it. Until that time, the only engine confirmed for use was Chrysler's 3.3 L pushrod
V6, which would be used in the three original LH cars, the Intrepid, Vision, and Concorde, in base form. The 3.3 L engine's 60° block was bored out to 3.5 L, while the pushrod-actuated valves were replaced with SOHC
cylinder heads with four valves per cylinder, creating an advanced 3.5 L V6 optional in the three smaller cars, but standard in LHS and New Yorker.
The general LH appearance, still based on the cab forward exterior design of the 1987 Lamborghini Portofino concept
, with its aerodynamic shape, made for little wind noise inside this large car. This sleek styling gives the LH cars a low drag coefficient
which was ahead of its time. The New Yorker featured a more monochromatic design inside and out (but less so than its LHS sibling, which had very little chrome trim), and aluminum wheels with a Spiralcast design. The single color motif was more pronounced on models without the grey lower cladding.
Upscale New Yorker models feature leather-trimmed seats, steering wheel, shift knob, and door inserts. Passenger comforts include rear center rear armrest, and 8-way power seats
for both the driver and passenger, as well as personal reading lamps. Power windows and central door locks were standard, as was climate control with air conditioning, and cruise control. remote keyless entry
available as an option, as was a remote activated alarm, an overhead console with a computer, power moonroof, and alloy wheels. The best stock audio options found in New Yorker are the Infinity
sound systems having eight speakers positioned throughout the cabin along with an equalizer. Head units include a radio with either cassette or CD playback, and up to a five-band adjustable graphic equalizer, with joystick balance and fade control. Standard safety features included dual front airbags, anti-lock brakes (ABS
), and traction control
Dual-way power sunroofs were available on this car. They were designed and installed by American Sunroof Corp. (now ASC Global) from its Columbus, Ohio plant, not by Mopar itself. An installed sunroof eliminated most of the front overhead console that featured storage bins for a garage door opener and sunglasses. However, the Overhead Travel Information System (OTIS), or onboard computer with integrated map lights, was retained.
The five-passenger Chrysler LHS was differentiated from its New Yorker counterpart by a floor console and shifter, five-passenger seating, lack of chrome trim, an upgraded interior, and a sportier image. After a short 1996 production run the New Yorker was dropped in favor of a six-passenger option on the 1996-1997 LHS. The LHS received a minor face change in 1995 when the corporate-wide Pentastar emblem was replaced with the revived Chrysler brand emblem.
New Yorker Production
- ^ Editors of Consumer Guide (1995). Consumer Guide Automobile Book 1996: The Complete New Car Buying Guide. Penguin Group. p. 46. ISBN 9780451822918. Retrieved 18 December 2020. New Yorker nameplate, first introduced in the 1938 model year and the oldest still in use in the U.S., will soon be history. Production of the 1996 New Yorker ended in September, so the name will disappear once dealers sell ...
- ^ Lee, p. 145
- ^ Lee, p. 146
- ^ a b Kimes, Beverly (1996). Standard Catalog of American Cars 1805–1942. Krause Publications. pp. 306–334. ISBN 0-87341-478-0.
- ^ a b 1634 to 1699: Harris, P. (1996). "Inflation and Deflation in Early America, 1634–1860: Patterns of Change in the British American Economy". Social Science History. 20 (4): 469–505. JSTOR 1171338. 1700-1799: McCusker, J. J. (1992). How much is that in real money?: a historical price index for use as a deflator of money values in the economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved January 1, 2020.
- ^ a b c Lee, p. 147
- ^ Greenwich Concours d'Elegance Auction - Sale Number 21153. New York, NY: Bonhams & Butterfields Auctioneers. 2013-06-02. pp. 150–151.
- ^ a b "1949 Chrysler brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ a b "1951 Chrysler brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "1952 Chrysler brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ a b c "1953 Chrysler foldout". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ Lee, p. 157
- ^ "1949 Chrysler brochure". Archived from the original on 2018-10-06. Retrieved 2018-10-06.
- ^ "1950 Chrysler brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "1951 Chrysler Full Line brochure". oldcarbrochures.com. pp. 2–3. Retrieved 18 December 2020.
- ^ "1951 Chrysler power steering brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "Spacious Sports Car - The Cyclonic". Popular Mechanics. 98 (3): 104–105. September 1952. Retrieved 15 January 2017.
- ^ "1953 Chrysler foldout". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "1953 Chrysler foldout". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ a b "1955 Chrysler brochure - Canadian". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "1957 Chrysler-Plymouth brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ "1959 Chrysler brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ Flammang, James M. Cars of the Fabulous 50's. Publications International. ISBN 0-7853-4375-X.
- ^ "Showroom". San Diego Auto Collection. Archived from the original on 2011-07-17. Retrieved 2008-07-24. Chryslers sales were strong although only 666 1958 Chrysler New Yorker Convertibles were built. Today there are 12 known to exist in the United States and only 3 in Europe.
- ^ "1958 Chrysler Auto-Pilot brochure". Oldcarbrochures.com. Retrieved 2011-11-20.
- ^ Flammang, James M. Cars of the Sizzling 1960s. Publications International. ISBN 0-7853-4487-X.
- ^ a b Flory, J. "Kelly" Jr. (2004). American Cars, 1960 to 1972; Every Model, Year by Year. McFarland. ISBN 978-0-7864-1273-0.
- ^ "1970 Chrysler brochure". Archived from the original on 2018-10-06. Retrieved 2018-10-06.
- ^ "1973 Chrysler Full Line brochuse". Archived from the original on 2018-10-06. Retrieved 2018-10-06.
- ^ "1974 Chrysler brochure". Oldcarbrochures.com. Retrieved 2012-06-01.
- ^ "1974 Chrysler brochure". Oldcarbrochures.com. Retrieved 2012-06-01.
- ^ Flory Jr., J. Kelly (2012). American Cars, 1973-1980: Every Model, Year by Year. McFarland. p. 586. ISBN 9780786443529. Retrieved 6 February 2018.
- ^ "1978 Chrysler New Yorker & Newport brochure". oldcarbrochures.com. pp. 5–6. Retrieved 6 February 2018.
- ^ "1978 Chrysler New Yorker & Newport brochure". oldcarbrochures.com. pp. 2–3. Retrieved 6 February 2018.
- ^ a b c d e The Encyclopedia of American Cars, 2006 Edition
- ^ "Chrysler New Yorker". 1986. Retrieved 28 May 2020.
Lee, John (1990). Standard Catalog of Chrysler, 1924-1990
. Iola, WI: Krause Publications. ISBN 0-87341-142-0
Last edited on 12 June 2021, at 02:02
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