Imperial (1957–1963)

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Imperial
Imperial Custom Southampton Coupe (1957)
Imperial Custom Southampton Coupe (1957)
Imperial (1957–1963)
Production period: 1957-1963
Class : Upper class
Body versions : Limousine ; Coupe ; Cabriolet
Engines: Gasoline engines :
6.4 and 6.8 liters
Length: 5692-5768 mm
Width: 2009 mm
Height: 1554 mm
Wheelbase : 3302-3378 mm
Empty weight : 2070 kg
Previous model Imperial (1955–1956)
successor Imperial (1964–1966)

The Imperial model years 1957 to 1963 were luxury class automobiles that the US Chrysler Corporation under the brand name Imperial offered. The vehicles, which were available in three series, were given a body that was redesigned in detail every year of production. Regardless of this, the automobiles from 1957 to 1963 are predominantly assigned to a common model family in the automotive literature, because the technology under the sheet metal remained largely unchanged. The 1961 Imperials in particular stood out for their exceptionally high tail fins , which contrasted with elements of the retro design . The Imperials competed on the domestic market with the models from Cadillac and Lincoln , but did not achieve their sales figures.

background

Imperial's trademark: "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. Unlike General Motors and Ford , Chrysler did not have an independent brand in the luxury 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 under the Chrysler Imperial name, which had been used since 1926 . 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. Therefore, from 1955, Chrysler made Imperial an independent fifth brand in the group. Unlike Cadillac and Lincoln, Imperial did not initially distance itself technically and stylistically from the vehicles of the other group brands. The similarities were intentional. Chrysler hoped that this would give the other group brands a boost to their sales for the cheaper, high-volume models. However, it was criticized in the press: The great similarity to the Chrysler models prevented the Imperial brand from developing an independent personality.

In the first two model years , Imperial sold a total of 21,716 sedans and coupes. The second generation was introduced for the 1957 model year and remained in the range until 1963.

Model range

While the Imperial had been standard models from 1955 to 1956, for the 1957 model year, Imperial set up a three-part model range for series vehicles, which was retained until 1963:

  • The cheapest model series was called Imperial Custom . The internal model designations identified this series with the addition "L" for "Low" (e.g. LY1-L).
  • The middle model series adopted the name Imperial Crown , which had previously been used for the elongated representative limousines. The factory codes had the suffix “M” for “medium” (e.g. LY1-M).
  • Finally, the highest quality model series was called the Imperial LeBaron (additional code "H" for "High"). It was only available as a four-door sedan. The model name was reminiscent of the American body construction company LeBaron , which had manufactured high-quality, individual bodies for luxury vehicles for a number of years before the Second World War and was later taken over by the Chrysler Group.

There was also the extended Crown Imperial limousine, some of which was handcrafted and only made in very small numbers. All Imperial models were technically and stylistically identical; they only differed from each other in their special decorative elements and the scope of the standard equipment.

Model description

Chassis and running gear

The Imperial models had an "ordinary" box frame , which in the case of the convertible was reinforced by X-shaped struts. The New Yorker, Chrysler's most expensive model, had the same frame. However, at 3,276 mm, the wheelbase of the Imperials was longer than that of the other Chrysler models. The suspension also corresponded to the large Chrysler models. It consisted of double wishbones with torsion bar springs at the front and a rigid axle on semi-elliptical leaf springs at the rear. Air suspension, which both Cadillac and Lincoln offered for a surcharge for some models, did not initially exist at Imperial; it only appeared as an option for model year 1959 and was only used on the rear wheels. The surcharge for the air suspension was US $ 156. The body was bolted to the chassis.

Imperial kept the chassis construction unchanged until 1963, although all other brands of the Chrysler group had switched to self-supporting bodies as early as 1960 .

All Imperial models of this generation were equipped with four disc brakes as standard.

Motorization and transmission

Chrysler's eight-cylinder Hemi engine (1957)

Imperial used the Chrysler Group's largest eight-cylinder engine as the drive.

In the first two model years it was a further developed version of the Firepower engine introduced in 1952 , the displacement of which had been increased to 6,423 cm³ (392 cubic inches). He had hemispherical (hemispherical) combustion chambers; this explains the alternative name " Hemi ". Its power was 325 net horsepower (SAE). In the 1959 model year, Imperial replaced the Hemi engine with a newly designed, 6,767 cm³ (413 cubic inch) eight-cylinder engine with a wedge-shaped combustion chamber. It was also known as the wedge head . It was about 45 kg lighter than the Firepower eight-cylinder. Its output was initially 350 and later - from 1962 - 340 net horsepower (SAE). Apart from that, the Wedge Head was also cheaper to manufacture than the Hemi.

The power was transmitted in each case by an automatic three-speed transmission of the TorqueFlite type , which was controlled via pushbuttons on the dashboard. For the 1962 model year, a newly designed variant of the TorqueFlite automatic appeared, which was narrower and almost 30 kg (60 lbs) lighter than its predecessor. Regardless of this, it could handle ten percent more torque than the previous design. The gear ratios remained unchanged.

body

Design: From the forward look to the retro look

In terms of style, Virgil Exner implemented his forward look in the second Imperial generation as in all the other Chrysler models presented in 1957 , an initially very clear design concept with smooth surfaces. In the first few years, this included high tail fins, which began to rise in a continuous swing in the middle of the rear doors. This form of tail fin design was known as flightsweep . However, Exner did not consistently develop the design concept further; rather, the development was contradicting itself. In the first few years, Exner mainly added eye-catching regalia that were largely missing from the original design. The models from 1959 were already considered "over-decorated". With the 1961 model year, Exner changed the shape of the Imperial so much that the initially innovative draft became a design that cited design elements from the past. The 1961 Imperial was one of the first automobiles to feature a retro design . Some viewers thought the design of the 1960s was "classic", others thought it was outdated.

Regardless of all visual changes, the body structure below the outer sheet metal parts remained almost unchanged over the entire production period. In the first few years it was interchangeable with the other models of the Chrysler brands, even if the sheet metal parts were each independent. Imperial retained the body structure beyond 1959; from 1960 onwards, the brand set itself apart from the other Chrysler models, which were now independently bodywork.

Body versions

In contrast to the first generation in 1955 and 1956, from 1957 onwards, in addition to the coupé and sedan, Imperial also offered a convertible that competed with the Cadillac Eldorado . The Coupé was limited to the Custom and Crown series , the Cabriolet was only available in the mid-range equipment line. From 1957 to 1960 the sedan was offered alternatively as a four door sedan with three side windows and a central post or as a hardtop sedan with two side windows without a B-pillar; from 1961 only the version with two side windows was available. In addition, there was an extended representative vehicle called the Crown Imperial or Crown Ghia Limousine.

Southampton

Four Door Sedan with Three Side Windows and Center Posts (1957-1959)
Imperial Crown Southampton Sedan with four side windows and no center post (1957-1961)

The two-door and some four-door versions of the Imperial were sold as Southampton Coupé and Southampton Sedan , respectively , since 1956 . At Imperial, the term Southampton was not a name for a specific model or equipment line. Rather, it described a special roof or body shape and stood for a structure with two side windows that had no B-pillar. In the case of the Coupé, this design was the only one available; the Southampton Hardtop Sedan, on the other hand, was offered in parallel to the version with six side windows and center posts until 1960. In this context it had an independent meaning that served to differentiate. Imperial kept the term Southampton from 1961, although no differentiation was actually necessary after the sedan with three side windows was discontinued. According to the Chrysler marketing understanding, the term Southampton conveyed a "high society feeling" ("High Society Air"). It was not until the third model family, which was produced in 1964, that Imperial renounced the term Southampton.

Aside from the number of windows, the Southampton Sedan also differed from the regular Four Door Sedan with a different roof line. While the roof of the Four Door Sedan dropped backwards in a slight curve and only had a thin rear roof strut, the C-pillar of the Southampton Sedan was wider. She started right at the back doors. The Southampton Sedan had a panoramic rear window which, in the case of the Custom and the Crown, was drawn into the sides of the car until model year 1962. The LeBaron Southampton also had this roof design until 1959. Beginning with the 1960 model year, however, it stood out from the cheaper models in that the panoramic window was omitted and replaced by a small rear window with a wide C-pillar. This form should promote the privacy of the passengers in the most expensive series Imperial.

The individual model years

The design of the Imperials changed every model year, albeit initially only in details. In the middle of the model cycle, the tail fins grew to a record size before gradually shrinking and disappearing completely last year.

1957 (IM 1)

Imperial Custom Southampton Coupe (1957)

The 1957 Imperials had the factory code IM 1. Like all full-size models from the Chrysler Group that were designed according to the Forward Look , they had high tail fins. At the end of the fins were rocket- or projectile-shaped taillights, a styling detail that Cadillac was to adopt for its 1959 models. The grille was barred rectangular. As standard, the Imperial were equipped with four round headlights; the only exception was those states in which twin headlights were not yet approved. Overall, the design was praised in the press; the 1957 Imperials were considered "dignified" and "the most stylishly designed luxury cars in America".

Prices started at $ 4,736 for a custom Southampton hardtop coupe and ended at $ 5,743 for the LeBaron range of coupes and sedans. A Dodge Coronet Lancer was priced at $ 2,665. Compared to the previous year, Imperial tripled its production in 1957. A total of 37,593 vehicles were built, only 3,500 fewer than Lincoln produced in the same period. This moved Imperial from 18th to 15th in the annual production statistics. The most successful single model was the Crown Southampton Hardtop Sedan, which was produced 7,843 times.

1958 (LY 1)

Imperial Crown Convertible (1958)

For 1958, the Imperial were changed only slightly. There were no technical modifications. The Imperial models, now known internally as LY 1, now received twin headlights as standard in all states. They were covered by the extensions of the fenders, with stylized eagles attached to the tips. Only the radiator grille was completely new and contained horizontal chrome-plated inserts. Prices increased by approximately US $ 100 for all models.

Like most other US brands, Imperial suffered a slump in sales due to the recession in 1958. Production fell by more than half to 16,133 copies; Imperial fell back to 16th place in the production statistics. The Crown Southampton Hardtop Sedan was again the most successful; The rarest vehicle of the year was - apart from the large representation sedan - the LeBaron 4 Door Sedan, of which only 501 copies were produced.

1959 (MY 1)

Imperial Crown Four Door Sedan (1959)

For the 1959 model year, the Imperial (MY 1) received a newly designed, 6.8-liter eight-cylinder engine. Air suspension was now available as an option. The structure continued to follow the Flightsweep concept developed in 1957 . Changes were limited to the addition of regalia, with Virgil Exner parting with his initially clear and simple line. The Imperial models from 1959 are considered over-decorated. The headlights were installed lower and individually framed in round chrome housings. The radiator opening was covered by a thick horizontal bar on which vertical struts that resembled teeth were installed. The redesigned bumpers were installed lower to make the car appear lower overall. New was a Silvercrest Landau Roof , which was only offered for models with the Southampton roof. The roof section in the area of ​​the C-pillar was covered with colored artificial leather, while the remaining roof section was made of non-painted stainless steel. Apart from that, the body structure, the shape of the rear wing and the vehicle profile remained unchanged in 1959. A new comfort detail were swivel seats , front individual seats that rotated 40 degrees to the respective door opening for easier entry and exit. Contemporary test reports praised the design, the driving behavior, the performance and the economy of the 1959 Imperials. They determined an average consumption of 26 liters per 100 km (10.7 mpg ).

Compared to the previous year, prices in 1959 rose between $ 50 and $ 140, depending on the model. The most expensive model, the LeBaron Sedan, was now $ 6,103. Production increased slightly to 17,269 copies. 1959 was the first year that Imperial made more vehicles than Lincoln.

1960 (PY 1)

Imperial Custom Southampton Hardtop Sedan (1960)

For the 1960 model year, all Chrysler Group's full-size models were given a newly constructed, self-supporting body with a unique design. Only Imperial stuck to the separate frame that had been in use since 1957. The rest of the technology also remained unchanged. The 1960 imperials were therefore seen as a mere revision (“facelift”) of the familiar models. However, essential sheet metal parts of the body were redesigned. The belt line now remained horizontal in the area of ​​the front and rear doors. The tail fins only started in the area of ​​the C-pillar and rose sharply in an arc, starting above the rear wheels. Again there were rocket-shaped taillights. The grille was barred and less noticeable than last year. The front bumper, which deepened strongly towards the middle, was particularly noticeable. The rear bumper was designed similarly, but the depression wasn't as pronounced. A special feature introduced in 1960 was a steering wheel that was flattened at the top and bottom. It should allow a better look at the instruments. British Austin Allegro adopted this idea ten years later. In the 1960 model year, 17,719 Imperials were built. The brand positioned itself again - and one last time - in front of Lincoln.

1961 (RY 1)

"Wild" retro design: Imperial Crown Southampton Hardtop Sedan (1959)
1961 generation rear end

The 1961 model year brought some technical improvements, including the brakes, which reduced the fading that had been repeatedly criticized in recent years . The power steering was renewed and was so effective that test drivers criticized an extensive loss of perception of the road environment. Much more noticeable was the newly designed body at the front and rear. Exner cited elements here and there that he understood were an expression of classic automobile design. This included free-standing headlights, which stood in indentations to the left and right of the radiator grille and were covered by the extensions of the fender. The curved tail fins were even larger than on the previous year's models. In the middle of the tail fins, chrome-plated taillights were marked, which "hung down like pieces of jewelry from a line". The dashboard was also given a new shape. The two large round instruments used until 1960 were replaced by a rectangular unit with several pushbuttons for controlling various functions on the left and right edges. Among other things, the automatic transmission was to be controlled via these buttons.

The design of the Imperial, which contrasted in particular with the newly designed, emphatically sober Continental models of Ford's upper-class brand Lincoln, was met with controversial public opinion. For some contemporary observers, the body was a “classic sculpture”, others described it as “wild”. In retrospective literature, the design is seen as a mistake. Although the 1961 Imperials showed design continuity, they looked outdated compared to other upper-class models of the same year because they continued a design tradition from 1957. Accordingly, this model year is usually viewed critically, for example when it is described as "monstrously decadent".

In 1961 Imperial sold only 12,285 vehicles; this meant a decrease of almost 30 percent compared to the previous year. The company management primarily blamed Exner's design for the drop in sales. Exner then left the Chrysler Group and developed his ideas of neoclassical design as a freelance designer. Some elements reminiscent of the 1961 Imperial were later found on the Duesenberg Model D (1964) and on the Stutz Blackhawk (from 1969).

1962 (SY 1)

Without tail fins: Imperial LeBaron Southampton Hardtop Sedan (1962)

Exner's successor at Chrysler was Elwood Engel , whose 1961 Lincoln Continental won an award, Engel revised the Imperials for the 1962 and 1963 model years and created transitional models that covered the time until a completely redesigned and redesigned model was ready for series production. The front section with its free-standing headlights was retained. For the 1962 model year, Engel completely removed the tail fins; the horizontal belt line continued on the rear fenders. As in the 1955 model year, free-standing taillights were attached to them. The design of the 1962 vintage was seen as an improvement overall; the lines were considered "cleaner".

In 1962 production increased slightly. Imperial sold 14,337 vehicles in the model year. So Imperial was again behind the competitor Lincoln, which sold more than twice as many cars. Cadillac produced eleven times as many vehicles as Imperial during the same period.

1963 (TY 1)

Imperial Southampton Hardtop Sedan (1963)

1963 was the last model year for the second Imperial generation. The brand again made design changes that resulted in the current models hardly resembling the 1957 vehicles. Only the passenger cell, including the doors from the front glazing, had remained unchanged over the years. The 1963 design was intended to prepare Imperial customers for the new Imperial generation, marketed from 1964, whose style was based on Elwood Engel's Lincoln Continental. Accordingly, the vehicles received a new, angular roof. The torpedo-like free-standing taillights were also omitted. Instead, the vertical light units were integrated into the rear fenders.

In the 1963 model year, 14,121 Imperial were built.

Crown Imperial limousine

Crown Imperial Limousine (1958)

As with the first generation of models, Imperial also offered extended representative vehicles based on the production models from 1957 to 1963. In contrast to the models of the previous generation ( Imperial C-70 ), however, they were not made by Chrysler in the USA, but by hand at Ghia in Italy for cost reasons . The basis was the current coupés (1957 to 1962) and sedans (1963) of the current series production, which were mounted on a reinforced convertible chassis. The extension and final assembly took place in Italy. The manufacturing process for a sedan took about a month. In 1957, at $ 15,075, a Crown Imperial cost more than three times as much as a stock Southampton hardtop sedan and twice as much as a Cadillac 75 . A mid-range Dodge was only $ 2,600 at the time. In the last year of production, the price of the Crown Imperial had risen to US $ 18,500. The model was never successful. Annual production usually only reached very low double-digit figures; the weakest year was 1959, when only seven vehicles were built. After the contract with Ghia had expired, Imperial hired the Spanish company Barreiros to manufacture the representative limousines. About 10 copies were made here. From 1967 US specialty companies were commissioned.

production

Production numbers
Model year Imperial Custom Imperial Crown Imperial LeBaron Crown Imperial total
Four Door Sedan Southampton hardtop sedan Southampton hardtop coupe Four Door Sedan Southampton hardtop sedan Southampton hardtop coupe Convertible coupe Four Door Sedan Southampton hardtop sedan limousine
1957
(IM 1)		 5654 7527 4885 3642 7843 4199 1167 1729 911 36 37,593
1958
(LY 1)		 1926 3336 1801 1240 4146 1939 675 501 538 31 16,133
1959
(MY 1)		 2071 3984 1743 1335 4714 1728 555 510 622 7th 17,269
1960
(PY 1)		 2335 3953 1498 1594 4510 1504 618 692 999 16 17,719
1961
(RY 1)		 - 4129 889 - 4769 1007 429 - 1026 9 12,258
1962
(SY 1)		 - 3587 826 - 6911 1010 554 - 1449 - 14,337
1963
(TY 1)		 - 3264 749 - 6960 1067 531 - 1537 13 14,121

literature

  • Richard M. Langworth: Encyclopedia of American Cars 1930-1980 . New York (Beekman House) 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.

Web links

Commons : Imperial models of the 1950s  - collection of images, videos and audio files
Commons : Imperial models of the 1960s  - collection of images, videos and audio files

Remarks

  1. ↑ Other authors see the models created between 1961 and 1963 as an independent family; The reason for this is that these vehicles have a comparable front design. See Monte McElroy: The 1961–1963 Imperial Models . WPC News, May 1982, p. 6.

Individual evidence

  1. ↑ a b c d N.N .: The Imperial Family . Motor Life, November 1959 issue.
  2. ↑ a b c d Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . New York (Beekman House) 1984. ISBN 0-517-42462-2 , p. 387.
  3. ^ John Katz: 1955 Imperial . Special Interest Vehicles No. 129 (May / June 1992), p. 52.
  4. ↑ Time Magazine, November 15, 1954, p. 100.
  5. ^ NN: Imperial LeBaron. Chrysler's Largest has a Stylish New Look . Car Life dated July 2964.
  6. ↑ a b N.N .: Luxury Automobiles on Trial . Comparative test Imperial Crown, Cadillac Series 60 Fleetwood and Lincoln Premiere of model year 1959, Motor Trend, September 1958 issue.
  7. ^ A b c d Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 6.
  8. ^ A b c Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 9.
  9. ↑ a b N.N .: '57 Imperial. In: Motor Trend, December 1956 issue.
  10. ^ A b Jim Whipple: Imperial Customer Analysis. Car Life, June 1958 issue.
  11. ↑ a b c d e N.N .: The Imperial 1959 . Motor Life, November 1958 issue
  12. ↑ a b c Jim Whipple: Imperial Consumer Analysis 1959 , Car Life, issue May 1959.
  13. ^ A b c Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 3 ff, p. 8.
  14. ↑ a b c d James Whipple: Imperial Customer Analysis (for model year 1957). In Car Life, May 1958.
  15. ^ A b c Monte McElroy: The 1961–1963 Imperial Models . Part 2: WPC News, June 1982, p. 7.
  16. ^ A b Bob Russo: Three For the Money . Comparison test Imperial LeBaron, Cadillac DeVille and Lincoln Continental (model year 1961), in: Motor Life, July 1961 issue.
  17. ^ A b Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 5.
  18. ^ Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 6.
  19. ^ Illustration of the Imperial LeBaron Southampton in the factory brochure from 1960 (accessed on November 19, 2016).
  20. ^ A b Alberto Martinez, Jean-Loup Nory: From Cadillac to Studebaker. The American dream cars of the fifties . Motorbuch Verlag, Stuttgart 1982, ISBN 3-87943-885-4 , p. 46.
  21. ↑ a b N.N .: Imperial Road Test , Motor Life, issue October 1957.
  22. ↑ Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . New York (Beekman House) 1984. ISBN 0-517-42462-2 , p. 388.
  23. ↑ Alberto Martinez, Jean-Loup Nory: From Cadillac to Studebaker. The American dream cars of the fifties . Motorbuch Verlag, Stuttgart 1982, ISBN 3-87943-885-4 , p. 47.
  24. ^ NN: Chrysler Imperial Road Test , Car Life, Issue July 1961.
  25. ↑ Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . New York (Beekman House) 1984. ISBN 0-517-42462-2 , p. 389
  26. ↑ cf. Olyslager Auto Library: American Cars of the 1960s, p. 13
  27. ↑ Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . New York (Beekman House) 1984. ISBN 0-517-42462-2 , p. 390
  28. ↑ 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
  29. ^ NN: Imperial LeBaron Road Test . Motor Trend, May 1962.
  30. ↑ NN: Imperial . Car Facts 1962.
  31. ^ Monte McElroy: The 1961-1963 Imperial Models . Part 2: WPC News, June 1982, p. 12.
  32. ^ A b c Monte McElroy: The 1961–1963 Imperial Models , Part 1: WPC News, May 1982, p. 12.
  33. ↑ Information from Richard M. Langworth: Encyclopedia of American Cars 1930–1980 . New York (Beekman House) 1984. ISBN 0-517-42462-2 , pp. 392 f.