Not Only Was Chrysler Near Bankruptcy

Walter Percy Chrysler honed his native mechanical skills on the fantastic Midwestern railroads, then learned all about cars by trying out a $5000 Locomobile he bought in 1908. Within a few years he became plant manager at Buick under Charles W. Nash, then took over for him as Buick president. The above-mentioned exception was 1951's new hemispherical-head V-8, Chrysler's greatest achievement from the decade. The opulent New Yorker Brougham boasted standard leather, velour, or brocade upholstery, plus shag carpeting, "test-tube" walnut appliques, and filigree moldings. Wildest of all was a promotional 1946-48 New Yorker parade car done up as a huge Zippo lighter. Also, the forward drivetrain positioning enabled all passengers to sit within the wheelbase, thus improving ride comfort for all those in back. The former, commemorating Chrysler's selection as pace car for the year's Indianapolis 500, was identified by crossed checkered-flag emblems and special trim. Still, year only 997 were built for your model, mostly the nine-seat type. A deep national recession and continuing subpar quality made 1958 a terrible year for Chrysler Division. The largest was naturally reserved for Imperial: a smooth, low-revving 385-cid L-head with nine main bearings and 125 bhp. The Chrysler brand stayed with its basic 1969-70 formula through 1973. Style variations through '72 came via easy-change items that became a bit tackier as time passes. Bill Sterling's Saratoga won the Stock Class and finished third overall -- behind a Ferrari -- in the 1951 Mexican Road Race. The total result, as one wag said, "wouldn't knock your eyes out, but wouldn't knock your hat off either." Models again grouped into six- and eight-cylinder ranks. Deluxe interiors were the best attraction: jacquard cloth and textured vinyl, plus pull-down center armrests. Airstreams carried Chrysler in those years literally. Keller (then preparing for retirement) weren't selling, and before Exner could easily get out anything new completely, Chrysler Division's yearly volume had dropped from 180,000 to 100 barely,000. A Deluxe Imperial sedan with custom interior was added, however the big news was Chrysler's first volume hardtop coupe. Overall, the '49 Chryslers were ornate, with massive chrome-laden grilles, prominent brightwork elsewhere, and curious vertical taillights except on Crown Imperials (which were spared the gaudy devices). Prices would continue rising through decade's end, when a Crown Imperial went for double its 1940 figure nearly. For 1979, Chrysler issued downsized big sedans on a 118.5-inch wheelbase: six and V-8 Newport and V-8-only New Yorker and New Yorker Fifth Avenue. Let Buick, Olds, and Pontiac rush to compacts. It might have been worse -- and was for DeSoto, which banked entirely on Airflows that year (all sixes). Dodge and Plymouth would field -- and sometimes suffer with -- smaller cars; Chryslers would remain big, luxurious and brawny. Thus, existing models -- save the ragtop T&C -- were sold through March 1949 at unchanged prices, though none of these "first-series" '49s were built-in that twelve months. A well-equipped Newport 440 hardtop arrived with TorqueFlite also, vinyl roof, along with other extras as standard. Other Chryslers relied around the 440 with added emission controls that sapped power, that was down to 215 bhp by '73 -- though that was in more-realistic SAE net measure, not the old gross rating. The F rode hard, but cornered much better than any other car of its size. Though this looked stiletto-lethal, it crumpled on impact harmlessly. Not until 1955 would the firm grab industry design leadership again. Eights began with the brand new Traveler, New Yorker, and Saratoga on a 128.5-inch span (the final two also offered formal sedans). Airflows were strong, too. Instead, he slashed production. Save the pillared sedan (only 1801 built, all for export), these Chrysler 300s were quite popular at prices within the $3300-$3800 range. A 145.5-inch chassis carried Crown Imperial limousine and sedans. TV by actor Ricardo Montalban, cost extra. But a fresh philosophy was emerging that echoed some 1958 remarks of then-outgoing president K.T. Second, Chrysler Division regrouped around more-orthodox "Airstream" Sixes and Eights for 1935 and '36. The '61 line was mostly a repeat of 1960 save somewhat more contrived styling. A distinctive trapezoidal grille set it from other models apart. The '57 Town & Country wagons, New and Windsor Yorker, seated six, but could hold nine from 1958 on with a novel, optional rear-facing third seat. Also it had plenty of power even yet in initial 331-cid form. The full-size line was mildly facelifted, and Newport Custom departed. Wheelbase was 124 inches for several models except wagons (121 through '66, then 122 inches). All eights were now five-main-bearing side-valve engines (the nine-main unit was dropped after '34). New "ram-induction" manifolding lifted its 413 V-8 to 375 or 400 bhp, best for standing quarter-miles of 16 seconds at 85 mph. Town & Country was upgraded to the Windsor chassis. It offered a performance premium in its 295-bhp again, 354-cid Hemi. Body and series assignments also stood pat, though 1953-54 brought a revived Custom Imperial line with sedan and limousine on a 133.5-inch wheelbase, plus a standard-length Newport. A half-dozen different axle ratios were designed for sustained speed. As a result, letter-series volume dropped from about 1600 for '61 to just 558. Arriving as 1963 "spring specials" were a 300 Pace Setter hardtop and convertible and the New Yorker Salon hardtop sedan. Styling remained conservative, construction sound, value good. Headlamps moved stylishly in to the fenders above a lesser grille composed of vertical bars, and everything fenders were lengthened. A notable exception is that Imperial didn't make an effort to match Cadillac's costly V-12 and V-16 engines of the '30s -- wise, considering how poorly those sold in the devastated Depression market. Grilles became simpler, taillamps more ornate. Sales were underwhelming: about 133,000 in an archive Detroit year. Power originated from a high-compression 202-cubic-inch L-head six with seven main bearings and 68 brake horse­power -- 0.3 bhp per cubic inch, outstanding for the day. Though Highland Park's fortunes were shaky in these years, Chrysler Division improved its volume and industry rank actually. Vacamatic was combined with Fluid Drive (introduced in '39), which allowed the driver to start and stop without using the clutch. Wheelbases were trimmed an inch for all '41 Chryslers save Crown Imperials. By the end of July 1961, a beleaguered "Tex" Colbert retired as president, a role he had resumed in 1960 when William Newberg quit the post after 8 weeks amid allegations of having financial interests in several Chrysler suppliers. It couldn't miss, and it didn't. With 10.1:1 compression, TorqueFlite, and 3.31:1 axle, the E could run 0-60 mph within 8.5 seconds and reach 90 mph in 17.5. So Even, production was 550 hardtops and only 140 convertibles just, an archive low that would stand until '63. Derham also tried the padded-top treatment on a handful of '49 New Yorker sedans. Then, too, the Hemi left fewer buyers for that six: well over 100,000 in 1950, but only some 45,000 by '54. All typically was included with vinyl upholstery from the cloth-and-vinyl of Newport sedans instead. New for '71 was a low-priced Newport Royal subseries with standard 255-bhp 360 V-8, an enlarged version of the corporate small-block engine introduced within the mid-'60s. Overall, Chrysler did well in this era fairly. In 1946-48 Derham offered a Crown Imperial town limousine, in addition to numerous one-offs like a dual-cowl Imperial phaeton and a fresh Yorker coupe that resembled a Lincoln Continental using a Chrysler front end. All were built in 1946, an excellent 3 years before General Motors began generating sales hay with "hardtop convertibles." The eight-cylinder T&C sedan was dropped after '46 and just 100 copies. Chrysler-based customs were still around in the late '40s, many built by Derham of Rosemont, Pennsylvania. A reminder, however, not a revival, of the fantastic letter-series in 1970 was Chrysler's 300-H. The "H" stood for Hurst, maker from the floor-mounted shifter used for the TorqueFlite automatic. Like other '67 Chryslers, the Custom dash sprouted no less than eight toggle switches, three thumbwheels, 16 pushbuttons, three sliding levers, and 12 other assorted controls. Indeed, C-P repeatedly declared through the entire '60s that there would never be considered a small Chrysler. Chrysler had a number of the best-looking tailfins of the age also. All prewar offerings returned save Crown Imperial sedans, and engines were detuned slightly. Though not pure Airflow, this design's "pontoon" fenders, raked-backed radiators, and teardrop-shape headlamp pods provided a strong family resemblance, yet wasn't so wild it discouraged customers. Chrysler's '57 styling was superb, but supplying a second all-new design in three years resulted in hasty, sub-standard workmanship and a tendency to early body rust -- one reason relatively few of these motor cars survive today. The division built only 5292 cars that calendar year and near 36, year 000 for the model. Chrysler had promised a full type of nonwagon T&Cs, including a two-door brougham sedan and a genuine roadster along with a hardtop coupe even. Evolved from an early-'50s series of Exner-designed, Ghia-built Chrysler "idea cars," the '55s were clean and aggressive-looking on an extended 126-inch wheelbase slightly. But they were definitely more susceptible to rust -- as much a sad owner found out. Also unlike GM's luxury make, Imperials built through 1954 weren't the merchandise of another division, the finest Chryslers just, though they usually rivaled Cadillac in most every way. PowerFlite-equipped '55s used a slender wand to the proper from the helm. A series of plant strikes didn't help. These cars wore less fender brightwork but a fresh eggcrate grille -- one of Detroit's shiniest faces. A significant facelift achieved a smoother look for '42 by wrapping the horizontal grille bars right around to the front fenders. Meanwhile, the luxurious New Yorker Town & Country wagon disappeared after 1965 (sales have been slow for a long time), but six- and nine-passenger Newport wagons continued through '68, after which T&C became a separate wagon series. Hard times made sales scarce, but these Imperials provided glorious motoring at relatively modest prices. By 1965, Newport's annual sales were exceeding 125,000. The '61 carried a 265-bhp 361 V-8; New and Windsor Yorker retained their previous engines. With one singular exception, Chryslers didn't change much from 1951 through '54. Only detail alterations occurred for 1947: fender trim, wheels/hubcaps, colors, carburetion, instruments, plus low-pressure Goodyear "Super Cushion" tires. The 125-inch C-23 Imperial included New Yorker sedans and coupes and a brace of Saratogas. The last was that can compare with the Imperial now, that was again being marketed as being a Chrysler but was still registered as another make. Save higher prices, the rest of the line was changed for 1975-76 little. The accent was now strictly on luxury with a modicum of "efficiency" thrown in. Royals and Windsors now spanned 125.5 inches, though a 139.5-inch chassis continued for models long. The Traveler departed, but Saratogas expanded to add business and club coupes, two- and four-door sedans, and Town Sedan. And they also would, all the real way into the mid-'70s. Not merely was Chrysler near bankruptcy, it was in "circumstances of anarchy," as laccoca wrote in his best-selling auto­biography later. Cordoba soldiered on in two little-changed models. Imperial had found its way to 1926 to answer Cadillac, though this would continually be more of a prestige leader than high money-earner. The T&C was no more had a need to glamorize an unglamorous group of cars since it had done in the first postwar period. A favorite recent addition for '72 was the brand new Yorker Brougham: two hardtops along with a sedan with lusher interiors and also a $300-$400 price premium on the standard issue. The 440 V-8 was designed for them still, but most were ordered with the standard 400. LeBaron had bowed with square headlamps approved by Washington newly. Windsors moved up to the 331 with 225 bhp standard and 250 optional. It didn't catch on and thus was dropped after '69. Like other Detroit cars, After January 1 Chryslers built, 1942 used painted metal of chrome trim per government order instead. Performance goodies abounded -- special road wheels, white-letter tires, a tuned 440 V-8, heavy-duty suspension -- triggered by a gold-and-white paint job, custom hood, trunklid spoiler, special grille, pinstriping, and unique interior. Also creating a belated comeback was the eight-passenger Crown Imperial sedan. Still, the Chrysler six had long dominated division sales, so its complete disappearance after 1954 surprised some. Imperial reached a pinnacle in 1931, when Chrysler introduced its first eights. It proved anti-aircraft guns then, Wright Cyclone aero engines, land-mine detectors, radar units, marine engines, and "Sea Mule" harbor tugs; tanks were its most well-known wartime product. On the 115-inch wheelbase, this new Cordoba was the shortest Chrysler since the war -- and only 2. 5 inches compared to the very first 1924 Six longer. All offered 90- and 110-bhp versions of the hoary 225-cid "Slant Six" as alternatives to optional 140- and 155-bhp 318-cid V-8s. Sales lost towards the non-letter 300s is what killed them, needless to say. Windsor DeLuxe was treated to a fresh 301-cid Hemi with 188 bhp. Windsor and Royal Sixes rode a 122.5-inch chassis (139.5 for eight-seat sedans and limos). However they hurt that year's 300H, which cost $1600-$1800 more yet looked almost exactly the same. The smallest was the four-main-bearing job in the cheap CJ-Series; others were produced from the original 1924 design. Obtainable in each series, it bore rear-roof quarters sans side windows, plus front- rather than rear-hinged back doors. Supplementing Newport hardtops for 1955-56 were the Windsor New and Nassau Yorker St. Regis, two-toned and boasting slightly ritzier interiors than standard Newports conservatively. Gimmicky names were useful for certain desirable features: "Safety-Level Ride," "Hydra-Lizer" shock absorbers, "Safety-Rim" wheels, "Full-Flow" oil filter, "Cycle-Bonded" brake linings. A beam-and-truss body engineered along aircraft principles provided great strength with less Weight loss clinic Near me. Chrysler did very well for 1965, selling over 125,000 Newports, 30 nearly, 000 non-letter 300s and almost 50,000 New Yorkers. LeBaron got greater emphasis for 1978 with the addition of downpriced S versions along with a brace of Town & Countrys, the latter replacing full-size Chrysler wagons. Both cars hid their headlamps behind metal doors, a preview of 1942 DeSotos. It amounted to throwing profit an attempt to reduce less on the balance sheets away, nonetheless it was a necessary, if drastic, step. Instead of sending road shock into the body or chassis like coil or leaf springs, torsion bars absorbed most of it by twisting against their mounts. A fresh variation over the familiar four-door was the attractive 1941 Town Sedan. Widely recognized because the first truly modern automobile, the 1934 Airflow was an "engineer's" car, which was hardly surprising. Nevertheless, the business's general sales difficulties hastened a management shakeup that had an immediate influence on products. Then came Chrysler's own mighty 1955 C-300 packing a stock Hemi tuned for 300 bhp -- probably the most ever offered in a regular-production U.S. The Traveler name returned for a lavish Windsor utility sedan with special paint and interior and an attractive wood luggage rack. Volume plunged to less than 64,000, as well as the make dropped to 11th, still trailing Cadillac (since it had since '56). Returning from '59 were optional swiveling front seats that pivoted outward through an automatic latch release when a door was opened. Things were even better for '66: the 300 nearly doubled and Newport climbed by 42,000 units. The latter fast became the make's bread-and-butter, because of very competitive pricing of just under $3000 through 1964, a spot repeatedly emphasized in Chrysler ads. However the practical, boring boxes of K.T. The 440s stood pat for 1968-69, however the 383s were retuned to 290 and 330 bhp, this regardless of the advent of federal emissions standards. Minus the Pace Setters, this lineup repeated for '64 with largely untouched engines and styling. Nobody ran the period "horsepower race" much better than Chrysler. Cleanly styled within the boxy Mercedes idiom on a 112.7-inch wheelbase, it came in standard and upmarket Medallion trim as either a coupe or four-door sedan. There have been also two instant results from the 1934 sales experience. These were standard on all models, as were automatic spark control, free-wheeling, and rustproofed bodies. The '56s looked even better -- rare for an interval facelift -- and offered even more power. But Chrysler didn't get along with GM's Billy Durant, so he left to perform their own car company (as did Nash). For instance, a Royal business coupe that had cost a little more than $1000 in 1942 was over $1400 in '46. A far more substantial restyle marked the "lion-hearted" '59s. The Newport, designed by Ralph Roberts, was an Imperial-based dual-cowl phaeton with "melted-butter" streamlining. Styling (heavily influenced with the Cord L-29), was distinctive: long and low, with curved fenders plus a rakish grille gracefully. Though arguably less graceful in appearance, they scored close to 70,000 sales inside a mild Detroit recovery. But there was no denying Airflow performance. American Hemi heart plus a European sophistication and feel to its driving dynamics. Windsor gained a convertible, but was demoted to the 122-inch Dodge/DeSoto platform. For the same reason, February 1942 throughout World War II Chrysler ended civilian production in early. Chryslers did well as NASCAR stockers also, but were eclipsed by Hudson's "fabulous" Hornets in 1952-54. However, millionaire Briggs Cunningham began building rakish Hemi-powered sports cars for European road races, and his C-5R ran third overall at Le Mans '53 at an average of 104.14 mph (against 105.85 mph at the winning Jaguar C-Type). The '54s were just a little "brighter" still. A sleeker hood opened from leading instead of the sides, and running boards were hidden beneath flared door bottoms newly. The C-22 Royal/Royal Windsor line carried the 241.5-cid six from 1938 and rode an unchanged wheelbase,though a long sedan and limousine were added on a 136-inch platform. Finally, Chrysler offered something nobody in Detroit ever endured: cash rebates -- essentially paying visitors to buy. The division fell back again to 11th place for 1939 despite improved level of near 72,500 -- and handsome new Ray Dietrich styling. An early prototype recorded 352 bhp around the dynamometer after minor modifications to camshaft, carburetors, and exhaust. Offered within the '51 Saratoga First, New Yorker, and Imperial, it wasn't really a new idea, nonetheless it did have exceptional volumetric efficiency and delivered truly thrilling performance. Ornate dashboards grouped gauges in front of the driver on '37s, in the central panel for '38. Though Chrysler dropped from eighth to tenth in model-year output for 1932, it went lower through '37 no, the Airflow's final year, when it rose to ninth. No discussion of Chrysler within the '50s is complete without mentioning "Torsion-Aire Ride," a corporate staple from 1957 until the early '80s. By 1959 it had been an upper-medium line with 15 models spanning four series. Today They still look good. It paced the 1941 Indianapolis 500. The Thunderbolt, penned by Briggs' Alex Tremulis and built on the New Yorker chassis, had even sleeker flush-fender styling, and also a three-person bench seat plus a novel, retracting hard top fully. Also appearing for 1970 were Chrysler's last big convertibles, a Newport and 300 that saw respective production of 1124 and 1077 units just. The Airflow's most-lasting impact was to discourage Chrysler from fielding anything so adventurous for a long time. The main ones were decentralized division management, a complete redesign for several makes as as possible soon, and an ambitious program of plant financing and expansion. If not the most amazing Chryslers from the decade, they were at least handsome making use of their great looping bumper/grille combinations, fulsome bodysides, and low rooflines. Before leaving, the city & Country hardtop would pioneer a form of four-wheel disc brakes. The Salon was included with such standard luxuries as air conditioning; AM/FM radio; "Auto Pilot" speed control; power brakes, steering, seats, and windows; TorqueFlite; and color-keyed wheel covers and vinyl roof. The 300s adopted it for 1967, whenever a 375-hp version was added. Nonetheless it was part of a plan instigated by Keller's successor, Lester Lum "Tex" Colbert. Economy, such as for example it was, got a little help from numerically lower axle ratios and a fresh "Fuel Pacer" option -- an intake manifold-pressure sensor hooked to a warning light that glowed during heavy-footed moments. Chrysler entered the '50s as being a lower-medium-price make with seven series and 24 models. But only a couple of each were built, all basically prototypes. After being hired to deal with faltering Maxwell/Chalmers, Chrysler acquired control of the ongoing company by 1924, year he introduced a fresh car under his own name the. The 1940 line, for example, ranged from an $895 Royal Six coupe to some $2445 eight-passenger Crown Imperial limo. Though streamlined styling with integral, skirted fenders had been considered for your all-postwar "second-series" '49s, Keller insisted on bolt-upright bodies with vast interior space. In Pennsylvania, one was hurled off a 110-foot cliff (another publicity stunt); it landed wheels down and away was driven. Hardtops, numbering just seven, were created by grafting an elongated coupe roof onto the T&C convertible. When they could through the pugilative war, small teams of designers and engineers would work on ideas for postwar Chryslers -- largely smoother versions of the 1940-42 models with fully wrapped bumpers and grilles, thinner A- and B-pillars, and skirted rear fenders. A mild facelift had not been for the higher except in the 300D generally, which was all but identical to the '57 C-model. His replacement was Elwood Engel, recruited from part and Ford of the design team on the elegant '61 Lincoln Continental. Around the administrative side, Townsend had consolidated Colbert's old decentralized structure and moved to strengthen divisional identities between Dodge and Chrysler-Plymouth. Though most coachbuilders perished within the Depression, Chrysler hired Ray Dietrich, one of the partners in LeBaron, to head its styling department (such as it was) in the late '30s. With the 3.03 cog plus a tuned engine and some physical body streamlining, Andy Granatelli came to 190 mph in a single flying-mile run close. Two striking show cars from LeBaron (at that time owned by Briggs Manufacturing, Chrysler's longtime body supplier) appeared during 1940; six of each were built. Chrome was handled tastefully, superstructures were glassy (especially windshields), and inverted trapezoid grilles conferred an aggressive 300-like appearance. Wind-tunnel tests suggested a modified teardrop shape (and ultimately the Airflow name). The all-new "fuselage-styled" '69s did almost as well. Stylewise, the 1960 Chrysler models were highly sculptured but as clean because the deft '57s. A stroked 400-cid version of the 383, more adaptable to emissions tuning, replaced it for '72, then disappeared with the 360 and everything Royal models. Engine options for '65 involved 270- and 315-bhp 383s for Newport and 300, a 413 with 340 or 360 bhp for New 300L and Yorker. The more-potent 383 gained 10 horses for '66, when a huge 440 big-block arrived as standard New Yorker fare, rated at 350 bhp. Wheelbases stayed the same throughout, as did basic styling, though a far more conservative grille marked the '51s. The Hemi polished Chrysler's image in a big way, and quickly spread to other company nameplates. Output fell for some 124,200 for model-year '49, and Chrysler slipped to 12th on the market race back. Though this personal-luxury coupe broke new ground at the marque, it wasn't at all daring: largely a twin to that year's revamped Dodge Charger, with styling that looked like a cross between the sleek Jaguar XJ6 and semi-baroque Chevrolet Monte Carlo. For 1965 came Engel's smooth, squarish bodies with fenders edged in bright metal, one of his signatures. Engine options and horsepower were down: 185/205-bhp 400 V-8s for Newport and Newport Custom, 230/275-bhp 440s for T&C wagons, New Yorker, and New Yorker Brougham. Styling was crisper but more slab-sided, announced by pseudo-classic square grilles, an interval fad that Chrysler before had studiously avoided. Few in Highland Park had foreseen the power crisis, which only accelerated the customer resistance to big cars that had been building as a result of galloping sticker prices. Fortunately, the physical body held. New Yorker retained a 331 rated at 250 bhp. Giving the divisions freer reign meant that people close to retail sales could have more say in mapping policy. Quality control had become a finish alone as engineers struggled to improve Chrysler Corporation's poor reputation in that area. Standard and Deluxe Windsors and New Yorkers then carried on until 1955's "100 Million Dollar Look," when only Deluxes were offered sans remaining long sedans and Imperials; the latter were newly marketed as another make. The brilliant "Hemi" was basically the latest example. Chrysler used them only at the front end, more for engine-compartment space than improved geometry likely, but it complemented them with a conventional rear end specially calibrated to maximize the bars' effectiveness. Though sales dipped for some 219,000 for '67, Chrysler ran 10th in industry output in each one of these years, then claimed ninth with 1968 production that just topped the '66 record. First, planned Airflow-style Plymouths and Dodges were abruptly canceled. Also it was a flyer. New Yorker offered 280 bhp with a bored-out 354 Hemi. Windsor would depart for good also, after '61. Neither returned for '57, but the previous year's Newport hardtop sedans, a hasty response to GM, would carry on well into the '70s. Sales fell to around 177,000 for 1970-71, but recovered to nearly 205,000 for '72, to 234 then,000-plus. Nevertheless, Chrysler still couldn't appear to beat Cadillac, trailing GM's flagship every year in 11th place. After '75, Imperial actually became a Brougham via the badge-engineering such a long time practiced by Chrysler -- towards the confusion of customers along the corporate line. There was also a DeLuxe Eight with 95 bhp from 282.1 cid. The J came only as being a hardtop; the convertible was reinstated with all the K. Just 400 Js were built in all, a record low for Chrysler's limited edition, however the K saw a wholesome 3600-plus. All ran 413s with 360/390 bhp, down slightly from 300H ratings. Windsor moved to displace Saratoga up; taking its place was a downpriced base series called Newport. Spring 1968 brought the interesting $126 "Sportsgrain" option: wagon-type simulated-wood side paneling for your Newport convertible and hardtop coupe. Chrysler offered an optional four-speed manual transmission also, basically a three-speed unit having an extra-low first gear. Chrysler fielded something even smaller for 1977: the mid-size, 3500-pound, M-body LeBaron. Initially, DeSoto, not Dodge, was the step up from Plymouth; their price positions wouldn't be reversed until the mid-'30s. None of these were the stormers that previous 300s were quite, however they remained the most roadable Chryslers and among the best handling of all big Detroiters. The switch to wedge-head V-8s introduced a 383 with 305 bhp for Windsor and 325 for Saratoga; a bigger-bore 413 gave 350 in New Yorker and 380 bhp within the 300E. Though not as efficient as the Hemi, the wedge was much simpler and cheaper to build. What was curious is the fact that normally canny Walter Chrysler approved its daring concept without much regard for if the public would like it. Colbert took over as company president in 1950 with several goals. Highlander Plaid returned along with a new upholstery option called Thunderbird, inspired by Indian motifs also. The '73s gained blockier lower-body sheet metal along with a more-conventional front, with bigger bumpers per federal requirement. Chevy would manage the secret for '57, but only with fuel injection. Built around the firm's 1971-vintage intermediate platform, these ostensibly "new" R-body models were considerably smaller and lighter compared to the old mastodons, but looked big and heavy -- which they were still. Like all T&Cs through 1950, they've long been real collectibles. Increased bore brought the six to 250.6 cid and 120 bhp; the eight cylinder was offered only in the 140-bhp version. The reason was the business's 1928 expansion via the acquisition of Dodge and introduction of DeSoto and Plymouth. That year's 300C was breathtaking: big and powerful yet safe and controllable -- and offered being a convertible for the very first time. The '52s were all but identical; the firm didn't even keep separate production figures. Dating from 1934, it would stay in production before breakthrough hemispherical-head V-8 of 1951.T. Keller, in 1935. But engineers continued running Chrysler with Keller's wholehearted support. But the Hemi was good to lose too, also it would return in Highland Park's great midsize muscle cars of the '60s. Windsors boasted 285 horses. Wheelbases longer were generally. Only 501 were built. They've since become minor collector's items. Unlike other period "woodies," that one was fairly graceful -- and functional, with "clamshell" center-opening rear doors. Other automakers had little choice but to follow. Taillights will be the only way to tell them apart: the '52s had built-in backup lamps. Volume recovered through the 1934 low of some 36,000 to over 106,000 by 1937, only to drop by half for recession '38; still Chrysler remained ninth. A more significant change involved the Town & Country, which was no more a wagon but a separate series of six- and eight-cylinder sedans and convertibles. Reviving the spirit of the great letter-series 300 was a midyear option group for Cordoba comprising unique trim, bucket seats, cross-hair grille, and also a 195-bhp 360-cid V-8. After '50, T&C would apply and then station wagons. Since "unibodies" were held together more by welds than nuts and bolts, they didn't suffer a lot from looseness or rattles. However the Hemi was complex and costly to create, requiring as much rocker shafts twice, pushrods, and rockers; heads were heavy, too. Most 1937 Chryslers and all '38s had transitional styling of the time "potato school," carrying barrel grilles, rounded fenders, and pod-type headlamps. Then, jealous competitors -- mainly GM -- began running "smear" advertising that claimed the cars were unsafe. The 1963-64s had "the crisp, clean custom look" -- chiseled but chunky. Miller of Ohio did a long-wheelbase limousine/hearse. Chrysler itself built custom formal sedans, plus a.J. Cordoba now got them, too. That year Also, both transmissions switched towards the now-famous -- or infamous -- pushbutton controls, mounted inside a handy pod left of the tyre. New Yorkers moved up to an enlarged 392 with 325 bhp; within the 300C this engine delivered an unbelievable 375 or 390 bhp. Of course, the Hemi designed for some very hot Chryslers within the '50s. By dint of its lighter Windsor chassis, the Hemi Saratoga was the fastest in the line up to 1955, in a position to scale 0-60 mph in as little as 10 seconds and reach nearly 110 mph flat-out -- straight from the showroom. Sixes remained Chrysler's mainstay through 1930, once the make offered four different engines ranging from 195.6 to 309.3 cid. All versions were thus eliminated by 1959 and only more-conventional "wedge-head" V-8s. The most-interesting 1941 Chrysler was Dave Wallace's unique Town & Country, the make's first station wagon. These moves and the conservative Engel styling paid in vastly higher volume: 206,000-plus for '65, nearly 265, year 000 the following. All carried exactly the same engine because the now-departed Windsor and may be optioned with sporty features like center console and front bucket seats. Sales of the record-priced 1974s dropped to 1970 levels, as well as a two-month backlog piled-up, chairman Townsend refused to slash prices yet. Chrysler Division fared well in the immediate prewar years, rising to 10th place on over 92,000 units for 1940, to 8th for '41 with nearly 162 then,000. Much of this is owed to a now very wide range of models and prices. Unlike DeSoto's similar Suburban, it had a separate trunk rather than fold-down triple seats and wood rear floorboards. After flirting with a GM-style five-division structure within the '50s, Highland Park was to just Dodge and Chrysler-Plymouth by 1960 back. The firm introduced its first compact that year, the Valiant, but it wasn't badged a Chrysler. Oliver Clark followed each one of these dictates with exterior styling that seemed downright strange. The 300 dominated NASCAR in 1955-56, and might have continued to do so had the Automobile Manufacturers Association not agreed to de-emphasize racing after 1957. Nonetheless it was worth the expense, boosting model-year volume to over 150,000 units and bringing appearance to par with performance finally up. These were got by him, but with some loss in sales appeal. To prove their strength, Chrysler persuaded a five-ton elephant to climb atop a sedan at Coney Island in another of the firm's many famous period publicity stunts. Six-cylinder Royals were within their this past year for 1950, selling for $2100-$3100. Chrysler also offered an eight-cylinder 1931 CD-Series priced about 50 % as much as Imperials, with engines of 240.3 cid and 82 bhp or 260.8 cid and 90 bhp. The latter would prove the most numerous early T&C, with total 1946-48 production of 8380 units. Unfortunately, the massive cost and effort of retooling delayed Airflow sales until January 1934 (June for Custom Imperials). The post-1964 Engel Chryslers were shorter than their Exner forebears and spacious inside. Despite remaining for the 124-inch wheelbase, all models were larger than ever: almost 225 inches long and nearly 80 inches wide -- about as big as American cars would ever get. After sinking to 12th with over 77,000 cars for 1960, it finished 11th on better than 96,000 units for '61. The Custom Imperial best looked, its long wheelbase allowing the rounded lines to become stretched out more -- plus they needed every inch of stretch they might get. So would a revived 1950-51 Traveler, a Deluxe-trim Windsor utility sedan (something of a contradiction). The eight delivered 135-143 bhp now, the six produced 108 or 112 bhp. This ushered in former administrative vice-president Lynn A. Townsend, who then became chairman in January 1967, with Virgil Boyd as president through early 1970. These changes also prompted Exner, who was simply blamed for your sales woes often, to leave in late 1961 after shaping the '63 corporate line. Despite lower compression that allowed using lower-octane fuel than most other postwar overhead-valve V-8s, the Hemi produced more power for confirmed displacement far. Wheelbases and engines stood pat for 1960. Year The Saratoga was in its last. Distinguished by way of a color-keyed interior, it came only as being a four-door sedan (a small business coupe was planned, but it's doubtful any were produced). Unlike systems later, that one employed two discs expanding in the drum. Despite weighing nearly 5000 pounds, these majestic cars could reach 96 mph and do 0-60 mph in 20 seconds. Yet the Airflow wasn't nearly the disaster it's always been portrayed to become. That year's lineup comprised no fewer than 38 models priced from $795 for that least-costly CJ to $3000-plus for that imposing Imperial. They remain being among the most beautiful Chryslers ever built -- specially the custom-bodied examples from the likes of Locke, Derham, Murphy, Waterhouse, and especially LeBaron. Given his GM experience, it's no real surprise that Walter Chrysler wanted a similar make "ladder" running from low-priced Plymouths to premium Chryslers to help keep customers in his corporate camp. Offered in both years were revamped non-Airflow models comprising six-cylinder Royals and eight-cylinder standard and Custom Imperials. The Chrysler line then moved rapidly upmarket in cost, prestige, and power. All of this blunted public interest that was quite favorable despite the newfangled styling initially, and prompted rumors that this Airflow was flawed. Reflecting its true character were interiors upholstered in crushed vinyl or velour with brocade cloth. Expanding the '67 line were the Newport Custom two- and four-door hardtops and four-door sedan. Several familiar model names bowed for 1939: Windsor (being a Royal subseries), New Yorker, and Saratoga. Meantime, Chrysler cemented its reputation for advanced engineering using the 1931 debut of "Floating Power" rubber engine mounts. The slow-selling full-sizers were further reduced by dropping pillared four-doors. Welded steel bodies were an innovation from the prior year. By this point, a gathering financial meltdown was threatening Chrysler Corporation's very existence. But hardly anyone used "emergency low," so this was dropped after 1933. Interiors were lavish of these full years, especially on Imperials and Chrysler Eights, which came with full instrumentation within a polished walnut panel.S. On the Bonneville Salt Flats a '34 Imperial coupe ran the flying-mile at 95.7 mph, clocked 90 mph for 500 miles, and set 72 new national speed records. Top-liners were confined to six types of luxury New Yorker and the 300F. By decade's end, New Yorker scored over 30 regularly,000 annual sales. That big backlog cost Chrysler $300,a week 000. Riding the Royal chassis, the T&C offered six- or nine-passenger seating for a remarkably low $1412/$1492. Still, the firm would travel an extremely rocky road within the '70s. Highland Park's early-'50s styling may have been bland, but its engineering was still anything but. The final of the real letter-series cars was the 300L of 1965. It saw 2845 copies, including only 440 convertibles. The year's main new technical gimmick was optional "Vacamatic" transmission, a semiautomatic with two Low and two High gears; you shifted only to go between the ranges. Sportsgrain convertibles should be rare indeed, as Chrysler built only 2847 total ragtop Newports for '68. Saratoga returned as Chrysler's midrange '57 series and promptly sold a lot more than 37,000 copies. Because the story goes, Carl Breer spotted a squadron of Army Air Corps planes flying overhead in 1927, which inspired him to push with Zeder and Skelton to get a streamlined automobile employing aircraft-type design principles. Sales sank mightily in the wake of the initial energy crisis despite a totally redesigned crop of 1974 models, still on a 124-inch wheelbase but about five inches shorter compared to the "fuselage" generation. The most visible proof the brand new order was the 1975 Cordoba. While most makes boosted volume by to 60 percent from rock-bottom '33 up, Chrysler rose only ten percent. Also featured were four-wheel hydraulic brakes (well ahead of most rivals), full-pressure lubrication, attractive styling, and competitive prices around $1500. The LeBaron line listed base, Medallion, and new midrange Salon models plus woody-look T&C wagons, none altered. Despite its origins in the workaday A-body Dodge Aspen/Plymouth Volare compacts, it sold well quite, providing timely sales assistance in a market again clamoring for smaller cars. Packard had its excellent four-wheel "Torsion Level" system for 1955-56, therefore the idea wasn't really new. But Torsion-Aire was in more driveways far, and proved forever that American cars could possibly be made to handle. Drag racers would later extract around 1000 bhp. Increasing the set of Chrysler engineering firsts was "Superfinish," a new procedure for mirror-finishing chassis and engine components to reduce friction. The '53s gained bulkier lower-body sheetmetal slightly, more chrome, and one-piece windshields. Styling and engineering rapidly improved, as well as the dowdy L-head cars of 1950 gave way to exciting high-performance machines by mid-decade. But help was already onboard in the individual of newly named chairman Lee A. Iacocca, the recently ousted president of Ford who'd arrived in late 1978. He arrived none too soon. The division had merely swept up within the "transmission race" with fully automatic two-speed PowerFlite, which bowed in late 1953 to displace semiautomatic "Fluid Drive." But Chrysler pulled in mid-'56 with the addition of three-speed TorqueFlite ahead, among the finest automatics ever built. Called Newport, it was offered like a Windsor, New Yorker, and wood-trimmed Town & Country (the last replacing the convertible). Thus was born the last of America's "Big Three" automakers (though it wasn't formally incorporated until 1925). It was made with instrumental the help of three superb engineers: Fred Zeder, Carl Breer, and Owen Skelton, the "Three Musketeers" who would dominate the look of Chrysler Corporation products throughout the '30s. November 1974 By early, corporate sales were down 34 percent -- much less bad as GM's 43 percent loss, but much more serious, as Chrysler's fixed costs were spread over much smaller volume. That year's 300B used exactly the same engine tweaked to 340 bhp; using a hot multicarb option it delivered 355 bhp -- causeing this to be the first Detroit V-8 to break the magic "1 hp per cu. in." barrier. And even though the cars did lose cash, the losses were from crippling far. Even so, Chrysler moved close to 125, 000 cars for that model year, down from the 128, 000 of '56 but nonetheless best for 10th in industry production. Topping the line was the C-24 Custom Imperial: two long sedans and something limo on a 144-inch-wheelbase. All eight-cylinder offerings used the same 323.5-cid powerplant, with 130-138 bhp depending on the model. Saratogas, New Yorkers, convertible T&C, and an Imperial sedan got a 131.5-inch chassis; Crowns remained at 145.5. Engines were largely unchanged. Chrysler planned a redesigned Silver Anniversary line for late '48, but ran into delays. Several interesting new upholstery choices arrived: Highlander, a striking mix of Scots plaid and leatherette; Saran, a woven plastic and leatherette designed for certain open models; and Navajo, a pattern resembling the blankets of those Southwest Indians. Save for a combined group of traditional Series CA and CB Sixes, the 1934 Chrysler line was all Airflow, and sales were underwhelming. Those fins, which premiered as tack-ons for '55, were the ongoing work of Virgil M. Exner, who came from Studebaker to head corporate styling in 1949. Exner favored "classic" design elements: upright grilles, circular wheel openings, rakish silhouettes. Seats were an industry-leading 50 inches across, and there was plenty of interior room for that burly Walter P even. Chrysler. A fascinating 1938 hybrid was the New York Special combining the year's new 119-inch-wheelbase Royal chassis with Imperial's 298.7-cid eight. Prices were just below Imperial's but about equal to those of the bigger Buicks. By far the most-exciting 1960 Chrysler was the sixth-edition "letter-series" 300 using a racy yet simple new "cross-hair" grille, four-place bucket-seat interior, road-hugging suspension, and newly optional French-made Pont-a-Mousson four-speed gear-box. The 300F wasn't cheap at $5411 for the hardtop and $5841 at the convertible, but it had a complete large amount of style and sizzle. On the list of finless '62s was a fresh four-model group of "non-letter" 300s: convertible, hardtop coupe, and four-doors with and without B-pillars.