Imperial (car brand)

Imperial was the prestige brand of the US automobile company Chrysler . Before and shortly after the Second World War , the name Imperial was used as a model name for Chrysler's most expensive series. At that time the vehicles were called Chrysler Imperial . In the 1955 model year, Imperial became an independent brand within the group. Imperial competed with Cadillac and Lincoln , the top brands of General Motors and Ford , respectively , whose production figures the brand never reached. In 1975 Chrysler discontinued the Imperial brand, but used the Imperial name again from 1981 to 1983 and from 1990 to 1993 as the model name for the respective top models in the Chrysler range.

Imperial as an independent brand

Imperial coat of arms: Imperial eagle

At the beginning of the 1950s, the Chrysler Group was set up on four tracks. In the upscale market segment, the group entered with the Chrysler brand, including the Dodge , DeSoto and Plymouth brands, with DeSoto having a slightly sporty focus, while Plymouth covered the area of ​​the basic engine. Unlike General Motors and Ford, Chrysler did not have an independent brand in the upper class at that time. This segment was instead served with high-quality variants of the Chrysler models, which were more expensive than the Chrysler Windsor , Saratoga and New Yorker models and were sold as Chrysler Imperial . The fact that these models belonged to the Chrysler brand, which also belonged to the mass manufacturers, was, in the opinion of the management, a hindrance to sales, because the name Chrysler was given less appeal than, say, Cadillac or Lincoln. In 1953, the group therefore decided to make Imperial an independent brand. After advertising had repeatedly emphasized the independence of the Chrysler Imperial models at the time, Chrysler announced the founding of the Imperial Division in a press release on November 9, 1954 . The establishment of the brand was accompanied in the following months by the “largest advertising campaign in automobile history”. The trademark of Imperials was a stylized eagle, which was attached to various body parts as a hood ornament and regalia.

Contemporary test reports often viewed the Imperials as at least equivalent to the Cadillac and Lincoln models. Nevertheless, Imperial never reached the production figures of its competitors. Unlike Cadillac and Lincoln, Imperial often only distanced itself little, technically and stylistically, from the vehicles of the other group brands. The similarities were intentional. Chrysler hoped this would have a sales-promoting effect on the cheaper mass-produced models of the other group brands. However, this approach had an adverse effect on Imperial, because the clear family resemblance relativized the exclusivity of Chrysler's upper-class brand, which lost its attractiveness. This is why the Imperials remained “the big Chrysler” for a long time, especially in the public eye. Chrysler briefly deviated from this concept in the mid-1960s, but soon returned to the standardized body. In the 1970s in particular, the Imperials were only Chrysler models with particularly high-quality equipment with alienated front and rear sections. The sales marketing did not help to emphasize the independence of the Imperials: many dealers displayed the Imperials right next to the much cheaper Chrysler models.

At the height of the first oil crisis , Imperial sales dropped to low five-digit numbers. Since Chrysler was also in considerable economic difficulties at that time, the group discontinued the Imperial brand at the end of the 1975 model year.

The models

Structuring the model range

Imperial started with one-size-fits-all models in 1955 and 1956. The vehicles were all called Imperial and were only distinguished by their design (hardtop coupé or hardtop sedan). Starting with the model year 1957, Imperial presented a range divided into several models:

• The Imperial Custom was the entry-level model.
• The medium series was called Imperial Crown .
• The top version was named Imperial LeBaron .

All Imperial series were largely identical externally and technically. They differed only in the equipment and in individual years also in styling details, in the case of the LeBaron mainly in the unique shape of the roof in the area of ​​the C-pillar.

Imperial kept this differentiation until 1963. For the 1964 model year, the Custom series was initially dropped, so that the Crown became the basic version. At the end of the 1970 model year, Imperial also discontinued the Crown range. This made the LeBaron the only model of the brand.

First generation: 1955–1956

→ Main article : Imperial (1955–1956)

Imperial Four Door Sedan (C-69)

The first models from the Imperial brand were presented in November 1954. They were already part of the 1955 model year. They were four-door sedans and two-door coupes. In the first year these standard models had the internal factory designation C-69, in the following year the further developed version was designated as C-73. There was also a Crown Imperial (C-70) limousine that was produced in small numbers.

The first independent Imperials were technically and stylistically closely related to the largest Chrysler models. They used the same box frame as the Chrysler New Yorker , but had a wheelbase that was 100 mm (1955) and 180 mm (1956) longer in comparison. The suspension corresponded to that of the contemporary Chrysler station wagons. The Imperial from 1955 is considered to be the first American automobile to be fitted with disc brakes as standard . The drive was taken over by the eight-cylinder V-engine of the Firepower type , which in 1955 had a displacement of 5,424 cm³ (331 cubic inches) with an output of 250 gross hp (SAE); 1956 the displacement was increased to 5,801 cc (354 cubic inches); the engine output rose to 280 gross horsepower (SAE).

The design of the Imperial models went back to Virgil Exner . Their body corresponded in their basic structure to that of the large Chrysler models; some body parts of the Imperial and the Chrysler New Yorker were even interchangeable. However, the Imperial had some distinct features. This included the two-part radiator grille, the shape of the C-pillar and the rear lights ( Gunsight Taillights ) placed on the rear fenders , which, depending on the source, were supposed to represent stylized torpedoes or handguns.

The Imperial from model years 1955 and 1956 was only available as a closed vehicle. A single convertible was produced in 1955; however, it remained a prototype. A four-door sedan called the Four Door Sedan in 1955 and the Southampton Hardtop Sedan in 1956 , as well as a two-door coupe called the Newport Hardtop Coupe in 1955 and Southampton Hardtop Sedan in 1956, was available as standard .

In the first two model years, Imperial sold a total of 21,716 sedans and coupes. Cadillac sold nearly 300,000 vehicles in the same period, and Ford's luxury brand Lincoln had 78,000 vehicles sold.

Second generation: 1957–1963

Imperial Hardtop Sedan (1959)

Tail fins of the 1961 vintage

Without tail fins: Born in 1962

→ Main article : Imperial (1957–1963)

Two years after the establishment of Chrysler's luxury brand, the second Imperial generation appeared. The model years from 1957 to 1963 can be summarized in it. During this time, the design changed annually, and every new model year brought technical innovations. However, the separate chassis and the basic structure of the body remained essentially unchanged over the years.

With the 1957 model year, Imperial set up a model range divided into three levels, which was retained until 1963: The cheapest model series was called Imperial Custom . The middle model series took over the name Crown , which had previously been used for the extended representative limousines. Finally, the highest quality model series was called the Imperial LeBaron . All Imperial models were technically and stylistically identical; they only differed from one another in terms of special decorative elements and the scope of the standard equipment.

The Imperial models used a newly designed box frame from 1957 , which was also used by the other full-size vehicles of the Chrysler Group until 1959. The suspension also corresponded to the large Chrysler models. Imperial kept the separate chassis from 1960 onwards, when all other brands in the Chrysler Group had already switched to self-supporting bodies . The Imperials used the Chrysler Group's largest eight-cylinder gasoline engine as a drive. In the first model years it had a displacement of 6,423 cm³ (392 cubic inches) and made 325 net horsepower (SAE). In the 1959 model year it was replaced by a 6,767 cm³ (413 cubic inch) engine with conical combustion chambers and an initial output of 340-350 net horsepower (SAE).

The bodies were placed on the frame. From 1957 to 1959 there was a four-door sedan with three side windows and center pillars ( Four Door Sedan ), furthermore a four-door sedan with two side windows and without a center post ( Southampton Hardtop Sedan ), a two-door Southampton Coupé with a roof shape similar to that of the Southampton Hardtop Sedan and for the first time a four-seater convertible.

In terms of style, the second Imperial generation, like all other Chrysler models presented in 1957, implemented Virgil Exner's Forward Look . The design of the Imperials changed in detail every model year. Over the course of the model cycle, the tail fins grew to a record level before gradually shrinking and completely disappearing last year. A special feature of those born between 1957 and 1959 were tail fins, which developed out of the waistline from the middle of the car. This basic structure was retained until 1959; the only detail changes in those years concerned the grille, the bumpers and the headlights. For the 1960 model year, Imperial redesigned some sheet metal parts; this was particularly true of the tail fins, which were now more concise. A year later there was again a new body, which cited elements of classic automobile design such as free-standing headlights. The design of the 1961 vintage was received controversially. The American press described it as "wild", among other things. The 1961 Imperial models were unsuccessful. Sales fell by more than 30 percent compared to the previous year, which was primarily attributed to the design. Virgil Exner then left the Chrysler Group. His successor Elwood Engel , who designed the award-winning Lincoln Continental , revised the Imperials for the 1962 and 1963 model years and created transitional models that covered the time until the completely redesigned 1964 vintage was ready for series production. The front section with its free-standing headlights was retained. For the 1962 model year, however, Engel removed the tail fins completely; In 1963, the torpedo-like free-standing taillights, which had become a trademark of Imperial, were also eliminated. Instead, the light units were integrated into the rear fenders.

Third generation: 1964–1966

Imperial Crown Coupe (1964)

A new Imperial generation appeared for the 1964 model year. Unlike the previous generation, the model range now only consisted of two rows. The custom range has been discontinued. The Imperial Crown, previously positioned in the middle segment, became the entry-level model; the LeBaron, on the other hand, retained its leading position within the brand and thus within the Chrysler Group.

For the third generation of the model, Imperial kept the separate box frame that had been used since 1957. This differentiated Imperial from the rest of the Chrysler brands, whose full-size models had been using self-supporting bodies since 1960. In the years from 1964 to 1966, too, all Imperial series were powered by the largest eight-cylinder engines in the Chrysler Group. Initially it was the V8 engine known from previous years with 6,767 cm³ (413 cubic inches) displacement and 340 net hp (SAE). For the 1966 model year, an eight-cylinder engine, enlarged to 7,210 cm³ (440 cubic inches), appeared which was the standard drive for all Imperial models until the brand was discontinued in 1975.

For the 1964 model year there was a new body designed by Elwood Engel. In this generation of models, the Imperials had an independent body for the first time, which did not use any parts identical to the other models of the Chrysler Group. It had clear, "sober lines" and was based on the Lincoln Continental, also designed by Engel. The shape was occasionally referred to as "Sharp Edge Design" (roughly: sharp-edged design) and was considered to be contemporary and sophisticated. The grille was initially - as already - divided vertically; from 1966 a large grille replaced the split grill. The initially open round headlights were combined behind a glass cover from 1965. The trunk lid was bulged at the rear end; this was intended to stylize the cover of a standing spare wheel. At the rear of the vehicle there was a wide, chrome-plated bumper with the taillights embedded in the outer ends. The tank filler neck was located in the middle part.

The new generation of models was successful. In the first model year, Imperial increased sales by more than 50 percent compared to the previous year; Lincoln's sales figures were still not reached. In 1965, sales fell from 23,295 vehicles to 18,409, and in 1966, the last model year of the third Imperial generation, the 1963 level was reached again. In the domestic market, Imperial continued to compete primarily with Cadillac. The prices for the entry-level Imperial Crown model were the same as for the Cadillac Sedan DeVille , except for US $ 100 ; the Imperial LeBaron was almost as expensive as Cadillac's top model Cadillac Fleetwood Sixty Special .

As in previous years, Imperial also offered an extended limousine from this model generation. The Crown Imperial sedan was initially manufactured again at Ghia. For the 1965 model year, however, Chrysler commissioned the Spanish company Barreiros to produce the sedan.

Fourth generation: 1967–1968

Imperial LeBaron (1967)

The fourth model generation of the Imperial brand was the most short-lived one to date. It only covered two model years.

With the introduction of the new generation in the 1967 model year, the Imperial was not only stylistically revised, but now also completely redesigned technically. With this generation, Imperial was the last Chrysler brand to give up the separate frame that had been used since 1955 and switched to a self-supporting body. The new Imperial models used the same construction as Chrysler's remaining full-size models; technically they were based on the C platform . For the Imperial, the construction in the front section was lengthened by 76 mm; otherwise it was identical to the regular Chrysler models. Compared to the previous year's models, however, the wheelbase has been reduced by 50 mm.

The body has been redesigned. Stylistically, the Imperial body continued Elwood Engel's design concept of horizontal lines and sharp edges. It showed strong family resemblance to the rest of Chrysler's full-size models, but the outer sheet metal parts were not interchangeable. The front section carried a horizontal grill that extended across the entire width of the vehicle; Chromed twin headlights were embedded in it. For the 1968 model year, the pattern of the radiator grille was drawn around the front fender corners so that it protruded into the sides of the car. The rear fenders ended in chrome-plated bumper horns, which - unlike comparable elements on Cadillac - had no light units. The tail lights were arranged between the horns and extended across the width of the car; like the radiator grille, they were decorated with horizontal chrome struts. In the center there was a stylized eagle in a round ornament. The stylized spare wheel cover in the trunk lid was not adopted from the previous model; she found herself a year later at Ford's Personal Luxury Coupé Continental Mark III .

The Imperial from model years 1967 and 1968 were available as a two-door convertible, a two-door coupé and a four-door sedan. In the Coupés, the C-pillar was color-contrasted from the rest of the roof, if desired. In contrast to the previous year, the sedan was now available in two designs: As before, a hardtop sedan without a fixed B-pillar was offered; next to it, for the first time since 1959, a sedan with a continuous center post appeared again, which was sold as a sedan . This entire range of body versions was only available in the Crown range. The more expensive LeBaron, on the other hand, was only available as a hardtop sedan.

The drive technology remained unchanged. Furthermore, all Imperial models were powered by the 7.2 liter V8 engine, which produced 350 net horsepower (SAE) as standard. In 1968 Imperial offered a version with 360 net horsepower (SAE), which was equipped with a double exhaust, for all models at an additional cost.

Compared to the 1966 model year, production increased by around 3500 vehicles to 17,620 in 1967. The following year it fell to 15,367 vehicles. The most successful single model in both years was the Crown Hardtop Sedan, of which 9415 (1967) and 8492 vehicles were built. The sedan with B-pillar only achieved a third of this. The cabriolet was the least popular, with only 577 and 474 units respectively, which were discontinued at the end of this model generation. In both years, Imperial was ranked 14th in US sales statistics.

Fifth generation: 1969–1973

Imperial LeBaron (1972)

The new Chrysler styling for 1969 is described with the term fuselage styling ("aircraft fuselage look"). Instead of the rectangular shapes from 1964 to 1968, the 1969 Imperial had barrel-shaped rounded vehicle sides that bulged out below the belt line and pulled in towards the sills. Unlike the 1960–1968 models, the Imperial shared a body with the other large Chrysler models in order to save costs. In the sign of the times, the body looked simpler and had less chrome trim. For the first time, the headlights were hidden behind electrically operated flaps so that the radiator grille optically took up the entire width of the vehicle. The Imperial Sedan was offered for the last time in 1969 and a two- door Imperial LeBaron was offered for the first time . The convertible was also abandoned after it had sold poorly in previous years.

Little was changed in the technology; the monocoque construction was still trusted, and the engine, automatic transmission and suspension remained the same.

The models from 1970 differed only in a few details. The rectangular pattern of the grille became larger, the front sidelights became rectangular. There were wide chrome strips on the sills and, if desired, vinyl trim on the sides. By default, the 1970s Imperials did not have covers for the rear wheel arches (fender skirts). The Imperial was the longest passenger car in the United States in 1970 - a full 5.8 m - with the exception of the Cadillac Fleetwood Series 75. It was the last year for the Imperial Crown , after which only the LeBaron was available.

In 1971 there were only two models left: the Imperial LeBaron in two- and four-door hardtop versions. The imperial eagle on the front of the vehicle no longer existed; it was replaced by the word "IMPERIAL", but a smaller eagle was found on the slightly modified headlight covers. For the first time, "IMPERIAL by Chrysler" was written on the boot lid. The 1971 Imperial was the first US car equipped with Bendix ABS on all four wheels at the (rare) request . A sliding roof was available for the first time in the two-door hardtops.

The vinyl roof was part of the basic equipment, but there was also a burgundy-colored vinyl roof for a burgundy-colored vehicle for a short time. However, the burgundy color faded when exposed to sunlight and a floral pattern clearly emerged. Chrysler swapped many of the affected roofs for basic white or black specimens free of charge, but some remained.

In 1972 the body was redesigned, although it was to be assessed as an evolution of the "airplane fuselage" style. The roof remained the same, but the flanks no longer had the bead that previously ran in the upper area, which made the sides look more rounded and massive. The front of the vehicle including the hood was completely new and very impressive. The rear was also heavily redesigned and the taillights had a vertical drop shape for the first time. The rear side marker lights were shaped like a coat of arms with an eagle on them. For the first time, a sunroof was also available in the four-door model.

In 1973, the new regulations for bumpers forced the installation of large rubber horns at the front and rear, which lengthened the car by 152 mm. The grille was now a little smaller, otherwise little changed. An anti-theft alarm system was available for the first time on request.

Last generation: 1974–1975

Imperial LeBaron (1974)

→ Main article : Imperial LeBaron (1974–1975)

In 1974, on the 50th anniversary of Chrysler, the large Imperial was redesigned again. The new model was technically completely the same as the Chrysler New Yorker . Unlike the previous Imperials, it took over the wheelbase of the New Yorker, unchanged, as well as the bodyshell, the glazing and structural parts such as the roof and doors. The Imperials differed mainly in the design of the front and rear. Instead of the previous grille that spanned the entire width, the front of the car now had a narrow, chrome-framed radiator grille with vertical struts in the so-called "waterfall design". While the New Yorker models had four open headlights in chrome surround, the headlights of the Imperial were hidden behind a cover painted in body color when idle.

The unification of the Imperials with the Chrysler models, due to cost considerations, meant that the Imperial introduced in 1974 was about 75 mm shorter than its predecessor; At the same time, it was around 50 kg lighter without any positive effects on fuel consumption.

A special feature of the Imperial from model years 1974 and 1975 was the standard equipment with four disc brakes and an electronic ignition system. For 1975 the design was adopted almost unchanged; the changes were limited to equipment details.

The Imperial brand suffered more than other luxury brands from the effects of the oil crisis in the mid-1970s . The sales prices for the Imperial models in 1974 and 1975 were $ 7,705 (base price of the 1974 sedan) and $ 8,844 (1975), respectively, slightly below those of comparable Cadillac and Lincoln models; however, Imperial models were soon no longer perceived as attractive. This is mostly attributed to the great similarity to the significantly cheaper Chrysler models. In 1975 Chrysler could not even sell 10,000 copies of the Imperial. At the end of the 1975 model year, Chrysler finally discontinued the Imperial brand. The production of the vehicles continued, but they were sold as Chrysler New Yorker Brougham from 1976 to 1978 .

Special model: Crown Imperial Limousine

Crown Imperial Limousine (1957)

→ Main article : Crown Imperial sedan

From 1955 to 1970, Imperial offered representative sedans with an extended wheelbase. They were called Crown Imperial. Formally and technically, they made - unlike the Cadillac 75 series sedans with which they competed - all changes to the regular models without delay. In the first two years, the sedans were built parallel to the standard models in a Chrysler plant in Detroit. Starting with the model year 1957, production was outsourced to Italy to Carrozzeria Ghia . A total of 132 limousines were handcrafted here in eight years. In 1965, the Spanish company Barreiros briefly took over the production of the Crown Imperial. In two years, however, only ten more vehicles were built. From 1967 to 1970, Armbruster-Stageway finally produced the last Crown Imperials in the USA on a factory order.

The Crown Imperials never reached sales of the Cadillac Series 75. Annual production was regularly limited to low double digits. A major reason for this was the extremely high price of the Imperials, which were each over US $ 15,000. This made the Crown Imperial at least twice as expensive as a Cadillac.

The English Queen Elizabeth II used a Crown Imperial on a state visit to Canada in 1959. At John F. Kennedy's funeral in November 1963, a Crown Imperial drove with Jackie Kennedy and her children at the head of the convoy.

Revivals of the name Imperial

Personal Luxury Coupé: Imperial J-Body (1981–1983)

→ Main article : Imperial (J-Body)

Chrysler Imperial J-Body (1981)

For the model years 1981 to 1983, the brand name Imperial returned to the American market. In the summer of 1980, Chrysler presented a coupé in the personal luxury car segment that was to compete with the Cadillac Eldorado and the Continental Mark VI . The new Imperial, smaller and lighter than its predecessor, was one of the largest vehicles in the group in 1981, when Chrysler introduced the K-Cars, a much smaller model family. The Imperial was based on the J platform and was closely related to the second series Chrysler Cordoba and the Dodge Mirada . The Imperial took over essential parts of the chassis, the mechanics and also many body and glass elements from these much cheaper models. There were design differences primarily at the front and rear. The front section was extended compared to the base vehicle. It had a massive radiator grille and a slightly recessed pop-up headlights . The rear end had a so-called Hooper rear : It took up the copy of the so-called Hooper rear introduced shortly before on the Cadillac Seville , a design reminiscent of British bodies from the 1950s, which in the early 1980s was a mandatory stylistic element for luxury vehicles has been. A 5.2 liter eight-cylinder gasoline engine with electronic fuel injection served as the drive. It was very unreliable and many customers replaced it with conventional carburetor systems. The Imperial was fully equipped; With the exception of a sunroof, there was no extra equipment. A special equipment variant was the Frank Sinatra Edition , which had a special paintwork and was supplied with music cassettes by Frank Sinatra . Some Imperials competed in NASCAR races from 1981 to 1985 . Chrysler planned to sell a total of 25,000 copies of the Imperial. In fact, just over 12,000 vehicles were made in three years. Today the cars, which are rare due to their lack of sales success, are in great demand.

Chrysler Imperial Y-Body (1990-1993)

Chrysler Imperial Sedan (1992)

In the years 1990 to 1993, Chrysler again produced models with the name Chrysler Imperial in order to be able to oppose competing models such as the Cadillac Seville and the Lincoln Continental with their own model.

The so far last Imperial model was from 1990 to 1993 a luxury version of the then Chrysler New Yorker with front-wheel drive, initially a 3.3-liter V6, which was replaced from 1991 by a slightly more powerful 3.8-liter V6, and equipment details such as u . a. Spoked wheel caps, pop-up headlights and vinyl roof. In four years, 37,500 copies of this model rolled off the assembly line.

In films and TV series

• At Point Blank , Lee Marvin repeatedly drives and crashes a 1967 Imperial Cabriolet.
• In Lemony Snicket , Count Olaf ( Jim Carrey ) drives an Imperial Crown Pullman limousine.
• In the television series Green Hornet , Kato ( Bruce Lee ) drives “The Black Beauty” arsenal, which is built on an Imperial LeBaron limousine.
• In the film The Great Coup (original title: Charley Varrick ) the hit man Molly ( Joe Don Baker ) drives an Imperial from the early 1970s.
• In the 1981 film On the Highway ( Cannonball Run ), Burt Reynolds and Dom DeLuise drive a four-door sedan version of the 1981 Imperial Coupé. The vehicle is taking part in a cannonball race and has Army paintwork for camouflage reasons.
• In the action comedy The Green Hornet , which is based on the television series, an Imperial also appears as "The Black Beauty".

Overview of US car brands that include Imperial

brand	Manufacturer	Marketing start	End of marketing	Location, state
Imperial	Philadelphia Motor Vehicle Company	1900	1901	Philadelphia, Pennsylvania
Imperial	Imperial Automobile Company (Detroit)	1903	1904	Detroit, Michigan
Imperial	Rodgers & Company	1903	1904	Columbus, Ohio
Imperial	Imperial Motor Car Company (Pennsylvania)	1907	1908	Williamsport, Pennsylvania
Imperial	Imperial Automobile Company (Jackson)	1908	1916	Jackson, Michigan
Imperial	Imperial Motor Car Company (Texas)	1910	1910	Houston, Texas
Imperial	Imperial (car brand)	1954	1975	Detroit, Michigan

Web links

Commons : Imperial  - collection of images, videos and audio files

• Online Imperial Club (English)
• "Aircraft fuselage bodies" at Allpar.com (English)
• J-Bodies at Allpar.com (English)
• Imperial models (1969–1973) at Fuselage.de
• Imperial Enthusiast Site

literature

• John Gunnel (Ed.): Standard Catalog of American Cars 1946-1975. Krause Publications, Iola 2002, ISBN 0-87349-461-X .
• Richard M. Langworth: Encyclopedia of American Cars 1930-1980 . Beekman House, New York 1984, ISBN 0-517-42462-2 .
• Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 3 ff.
• Monte McElroy: The 1961–1963 Imperial Models . Part 2: WPC News, June 1982, p. 4 ff.

Notes and evidence

1. ^ ^{A b} Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . Beekman House, New York 1984, ISBN 0-517-42462-2 , p. 387.
2. ^ John Katz: 1955 Imperial . In: Special Interest Vehicles No. 129 (May / June 1992), p. 52.
3. ↑ In: Time Magazine, November 15, 1954, p. 100.
4. ↑ ^{a b} Imperial LeBaron. Chrysler's Largest has a Stylish New Look . In: Car Life of July 2964.
5. ↑ Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . Beekman House, New York 1984, ISBN 0-517-42462-2 , p. 388.
6. ^ Monte McElroy: The 1961-1963 Imperial Models . Part 2: WPC News , June 1982, p. 5.
7. ^ Stanley Opatowsky: The Eagle Spreads is Wings . In: Classic American , August 1975, p. 5.
8. ↑ cf. Olyslager Auto Library: American Cars of the 1960s , p. 13
9. ↑ Engle and six other Ford designers received the Industrial Designers Institute award for their Lincoln design in June 1961 ; the design was recognized as an outstanding contribution to simplicity and elegance in industrial design. See Langworth: American Cars 1930–1980 , p. 413
10. ^ Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, pp. 3 ff, p. 8.
11. ^ NN: Imperial LeBaron Road Test . Car Life, July 1964.
12. ^ Bob McVay: Imperial Crown Coupe Road Test , Motor Trend, February 1964.
13. ^ NN: Imperial LeBaron Road Test , Car Life, issue July 1964.
14. ↑ ^{a b} Langworth: Encyclopedia of American Cars 1930-1980, p. 392
15. ↑ ^{a b} Detailed description of the Imperial models on the Internet site www.imperialclub.com (accessed on June 26, 2012).