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Besides, Boji [his dog] now demands comfort. So does my wife. Changes for were largely confined to the front fascia and to trim, and replacement of the push-button automatic transmission gear selection system with a more conventional steering column-mounted shift lever.
This was the final year for the Imperial platform that was first introduced in for the model year. All subsequent years through used this same basic platform with annual changes to the body sheetmetal.
However, the Imperial still used the wrap-around windshield that had been dropped by most other makes for entry and exit room when they almost all simultaneously downsized for The model year saw a change to an egg-crate grille.
The glass headlight covers lost the etched lines but gained twin 24k gold bands around the perimeter. The trunk lid bulge became more squared off with a smaller Imperial script off to the side.
The back-up lights were moved to the lower bumper, nearly doubling taillight size. The Claro Walnut trim that had been introduced the previous year was used more extensively and would be replaced the following year.
Imperial styling was completely new for the and models. Using a two-inch shorter wheelbase, Imperial switched from the body-on-frame platform D-body to a unibody platform C-body platform used in other full size Mopars.
The new platform resulted in a significant reduction in weight as well as in exterior and interior dimensions. The limousine conversions were longer than the earlier Ghia cars, and longer than the Cadillac Series 75 limousines.
Imperial shared the unibody platform with other full-sized Chrysler Corporation cars, but retained a unique bodyshell. The styling kept the overall straight-line, sharp-edged Engel theme, but there were many detail changes intended to make Imperial look less like Lincoln and more into its own territory.
The spare tire bulge was completely gone from the rear, although the boss remained. The practically full-width taillights spread out from it, straight, but ended before chrome-tipped rear wings.
A base Imperial model, simply called Imperial, returned for the first time since , complementing the Crown and LeBaron levels of trim.
It was the first four-door pillared Imperial sedan since New standard features included dual brakes with upfront discs and lane-change blinkers.
The only way to get it was to order the "TNT" version of the engine, an option that promised more power. An option on Crown coupes was the Mobile Director.
The idea was that an "executive" could turn around and do work while being driven to the office, or he could sit behind the driver and a secretary could take dictation in the rear-facing front seat.
The concept originated with the Mobile Executive Show Car that was an Imperial Coupe fitted with a telephone, Dictaphone, writing table, typewriter, television, reading lamp and stereo.
Chrysler also used the reversed front seat idea in the X show car. Thus a total of only 81 Crown coupes were ordered this way, and only a handful so equipped are known to still exist.
The option was cancelled at the end of the model year. The Imperial was little changed from the previous year. The grille changed to a brightly chromed one with thin horizontal bars, split in the middle by vertical chrome and a round Imperial Eagle badge.
The cornering lamp lenses were now covered by matching grilles. At the rear, the horizontal bars over the taillights remained, but the gas filler door pull was changed to a cast metal eagle instead of a round knob containing a plastic emblem.
All s came with a Federally mandated energy absorbing steering column. This was also the last year for the Imperial convertible.
A total of 15, Imperials were sold in The "Fuselage Look" was how Chrysler described its new styling for Instead of the square lines of models, the new Imperials featured rounded " tumblehome " sides, bulging at the belt line, and tucking in down to the rocker panels.
The new styling not only made the cars look longer and wider, it also surrounded the passengers in a hull-like fashion, similar to an aircraft, hence the reference to " fuselage ".
The curved side glass, which had been pioneered in America by Imperial for its model, had a much tighter radius, while the increased curvature of the bodysides permitted the window frames to be moved outboard at their bases, resulting in an increase in shoulder room without an increase in overall body width compared to the previous C-body.
In fact, front and rear shoulder room increased from To reduce development and tooling costs, and bring overall expenditures more in line with actual sales, Imperial was forced to share some of its bodyshell with Chrysler for the first time since Consequently, glass, and roofs were common with the entry-level Chrysler Newport.
In other respects, however, little had changed; construction was still unibody, the wheelbase was still stretched 3. In keeping with the times, the look was sleeker, with a reduced, more subtle level of trim.
For the first time, the lights were hidden behind doors, giving a fashionable at the time full-width grille look using "loop" bumpers. Only this year the Imperial featured sequential turn signals.
Ambruster-Stageway of Fort Smith Arkansas continued with limousine conversions using the sheetmetal. Twelve total conversions were delivered over the three years, including one for then New York governor Nelson Rockefeller.
The models differed only in minor ways. The grill pattern changed to a larger eggcrate design; the front cornering lamps were now rectangular instead of the "shark gill" pattern of models.
A wide chrome strip was added at the rocker panels, vinyl side trim was made optional, and for this year only the fender skirts were gone.
It was the final year for the Crown series; afterwards Imperial would have only two models, a LeBaron hardtop sedan and coupe. The Imperial is notable for being the first production car in America with a 4-wheel Anti-lock braking system ABS  from Bendix, a rarely selected option at that time.
Although the vinyl top was standard, for a short time a unique paisley-patterned vinyl top in a burgundy color was available as an option on burgundy-painted cars.
It has been rumored that this top had actually been overprinted on waste "Mod Top" patterned vinyl, which had been available on some and model year Dodge and Plymouth cars, but according to Jeffrey Godshall, a Chrysler designer and frequent contributor to the magazine Collectible Automobile , this was not the case.
With exposure to the elements, the burgundy overprint faded, and the pattern began to show through in a purple "paisley" pattern. The sheetmetal was completely new for the model year, although the styling was an evolution of the previous fuselage style.
The model appeared bigger and heavier all around in comparison to the models and featured a somewhat more rounded side profile without a character line down the side and chrome trim on the top seams of the fenders from the rear windows forward.
The front fascia was all new and imposing-looking, and the back featured vertical teardrop taillights for the first time, while the rear side marker lights were in the form of shields with eagles on them.
Sales increased to 15, The model year saw new federal bumper standards to prevent damage. This meant the Imperials gained large rubber over-riders front and rear, adding 5.
As was in general a good year for the auto industry, 16, of the Imperials were built and sold. Two all-black LeBaron sedans were delivered to the US Secret Service , which then turned them over to Hess and Eisenhardt , which converted them into limos for Presidential use.
Both cars were used as late as , and carried Ronald Reagan and his staff to Capitol Hill for his Presidential Swearing-in ceremony in January On the eve of final plans for the model year things looked bleak for Imperial.
The marque had lost its exclusive assembly plant in It had lost its unique platform for Then for , it lost its unique bodyshell.
The Chrysler name returned in , after Imperial having been a separate marque for years. The model year appeared to be the end of the road for Imperial.
Chrysler had planned on quietly discontinuing the Imperial at the end of the model year. Without its own unique bodyshell, it would be difficult to compete with Cadillac and Lincoln, which had their own unique bodyshells.
Sales were likely to remain low, as image and appearance were an important part of luxury car appeal. And, in turn, without sales, it seemed there was no way Chrysler could afford to build an Imperial with a unique appearance.
Engel showed the design to Chrysler president John Riccardo and convinced him to use it on an Imperial. Except for the front end clip and trunk lid, to save money it would use all the same body panels as the Chrysler New Yorker , and, for the first time in its history as a separate marque, it would have the same wheelbase.
With the full effects of the oil crisis being solidly felt, a bad year for the U. The Imperial was the first regular American passenger car to offer 4-wheel disc brakes since the — Chrysler Imperials , the — Crosleys and the Chevrolet Corvettes that started featuring them in The "by Chrysler" script was removed from the car for In addition to the two regular LeBaron models, a 50th Anniversary 2-door LeBaron Crown Coupe was also produced, finished in Golden Fawn; only 57 were built, making a grand total of 14, Imperials produced for the model year.
While sales were down from , Chrysler was pleased with the sales of the Imperial line, given the poor economy that year.
For , other than a bolder waterfall grille, the front bumper received cooling slots to prevent the engine from over-heating as well as a few other detail improvements.
This was to be the last model year of the independent Imperial marque, with only 8, models sold. The last Imperial, a LeBaron sedan, rolled out of the factory on 12 June However, only the name disappeared, as the same basic car was offered, rather more cheaply the Imperial feature of 4-wheel disc brakes was discontinued.
For model years through , the car was known as the Chrysler New Yorker Brougham. Justifying the price differential over the full-size Chrysler had become increasingly hard to do as the cars became more and more similar over the years to save costs, and in turn the costs of maintaining and marketing a separate, poorly selling marque were possibly just too high.
Also, the oil embargo had turned buyers towards smaller more fuel efficient cars, a movement that had been building through the earlys as a result of rising fuel prices.
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