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134-782: In 1980, realizing that they needed to offer a comparable luxury sedan to the Cadillac Fleetwood and Lincoln Town Car , Chrysler offered the Fifth Avenue trim package as an option on the R-body New Yorker. In 1982, further downsizing put the New Yorker model on the M-body platform, with a Fifth Avenue package available. In 1983, to distinguish the M-body New Yorker from the new AE-body New Yorker,

268-477: A 5-year/50,000-mile limited warranty and 7-year/70,000-mile powertrain warranty. A 24-hour toll-free customer service hotline was also provided. The Fifth Avenue name was discontinued at the end of the 1993 model year when the New Yorker was replaced by the redesigned, longer, and more aerodynamic 1994 New Yorker and similar LHS . All prices listed are in USD . Cadillac Fleetwood The Cadillac Fleetwood

402-657: A Chrysler luxury model, the Chrysler Imperial . In 1955, the automaker repositioned the Imperial as a separate make and division to better compete with its North American rivals, Lincoln and Cadillac . The Imperial would feature new or modified body styles introduced every two to three years, all with V8 engines and automatic transmissions, as well as technologies that would later be introduced in Chrysler Corporation's other models. Initially,

536-693: A Fifth Avenue package was created by ASC (American Sunroof Corporation) for the Chrysler LeBaron , which shared its Chrysler M platform with the Dodge Diplomat . This rare option package, produced on 654 LeBarons for the year, included many of the exterior features found on the New Yorker Fifth Avenue on a shorter wheelbase. For the 1982 model year, the R-body line was discontinued and the New Yorker nameplate transferred to

670-400: A car finished in only two-tone "Designer's Cream-on-Beige" exterior paint, with matching Champagne leather interior and lighter-toned "driftwood" woodgrain dash appliques and a unique " Pentastar " hood ornament. There was a standard landau vinyl roof , and somewhat unusual fixed quarter windows which were integrated with the rear doors, while the body style was a "pillared hardtop", leaving

804-421: 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 backup 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

938-416: A coup by hiring Engel away from Ford, where he had designed the 1961 Lincoln Continental . Engel's design themes at Chrysler were a major departure from the fins of Virgil Exner, and instead featured a more familiar three-box design , but with more extreme rectilinear styling. And, at first glance, the total re-styling of the Imperial in 1964 was thought to strongly resemble Elwood Engel's previous efforts for

1072-550: A front bench seat. On hiatus since 1986, the Fleetwood Brougham nameplate returned, as Cadillac restored it as the flagship option package for the model line. Visibly distinguished by a full vinyl roof (which could be deleted), C-pillar and instrument panel badging, the Fleetwood Brougham also included model-specific seating designs for the six-way power seats (in either leather or Prestwick cloth) with three-position memory. The interior also included vanity mirrors for

1206-421: A hole in the "X" frame. The parking brake gripped the driveshaft and was not connected to the rear drum brakes prior to the 1963 model year. The Imperial, and all Chrysler-built cars, incorporated "Torsion-Aire" suspension for 1957. This was an indirect-acting, torsion-bar front suspension system that reduced unsprung weight and shifted the car's center of gravity downward and rearward. Torsion-bar suspension on

1340-471: A larger 3.8-liter V-6 became optional. It delivered the same 147 horsepower as the 3.3, but had more torque. For the 1992 model year, the New Yorker Fifth Avenue (along with the New Yorker Salon) were restyled with a more rounded-off appearance front and rear. All New Yorker Fifth Avenues of this generation were covered by Chrysler's market-leading "Crystal Key Owner Care Program" which included

1474-457: A larger body and upgraded safety equipment, the 1993 Fleetwood saw only nominal weight increases, gaining only 90 pounds of curb weight over the 1992 Brougham. In contrast to the traditional usage of the D-body designation (prior to 1985), which was reserved for Cadillac limousines and its partially bodied commercial chassis (for hearses and ambulances), the post-downsizing D-body code is used for

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1608-610: A matching Mahogany Landau roof with the Mahogany interior offering Heather cloth or leather, or "Nightwatch Blue" with "Heather Mist", the same color treatment on the Landau roof, with Dark Blue interior pieces instead of Mahogany. Corduroy cloth upholstery was available in Heather or Cashmere, while the leather added Dark Blue and Mahogany to the Heather and Cashmere color choices with matching dashboard, door panels and carpeting. No coupe

1742-410: A more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad

1876-756: A much more integral part of a Cadillac series name in 1977 with the introduction of the Cadillac Fleetwood Brougham and the Cadillac Fleetwood Limousine, which replaced the Fleetwood Sixty Special Brougham and the Fleetwood 75 respectively. In 1985, Fleetwood became a separate series. In 1985, Fleetwood models used a new front wheel drive C-body platform, sharing the 110.8 inches (2,810 mm) wheelbase with GM's other C-body cars,

2010-500: A new, slimmer TorqueFlite A727 automatic transmission , which allowed a smaller transmission "hump" in the floor. This provided greater comfort for middle front-seat passengers. Dual exhaust were only standard on convertibles. 1962 also marked the closing of Imperial's dedicated assembly plant. All later Imperials were once again built in the same Jefferson Avenue facilities in Detroit as Chryslers, as sales were insufficient to maintain

2144-429: A previous issue with the manual swivel release handle sometimes hitting/damaging the door panel if the door was closed with the seat still swiveled out. It was discontinued by Chrysler Corp. within the first few months. The cables were deleted leaving the manual release handles as the only remaining operation method for the rest of 1960 and all of 1961. Although the specific reason is not clearly documented, many assume this

2278-477: A rear canopy that could be ordered either in any of the basic car colors or in the Landau version which had a black canopy with the appearance of leather. The previously unnamed standard Imperial model gained the Imperial Custom name this year. A new option for 1959 was Swivel Seats (with 6-way power). With this extra cost option the front seats could be swiveled 40 degrees outward using a release lever on

2412-531: A regular New Yorker by the following: opera lights, hood stripes, and Fifth Avenue Edition badges on the rear door window filler panels—New Yorkers bore "New Yorker" badges. In another confusing name swap, the New Yorker name was now used for another new extended K-car line in 1983, the E-body New Yorker. The larger M-body car was now called New Yorker Fifth Avenue to distinguish it from the E-body. 1983

2546-442: A reputation for colorful metaphors, quipped that Imperial "cornered at speed flatter than a tournament billiard table", unusual for a car of its prodigious weight and extreme dimensions. McCahill had already become a loyal customer, buying a new Imperial yearly through 1962. His visible and enthusiastic endorsement helped Imperial forge a reputation as the "driver's car" among the big three luxury makes. McCahill observed in 1964: This

2680-546: A second exterior color was offered called "Black Walnut" metallic, a simulated alligator grained padded landau vinyl roof in matching Black Walnut with gold accent body side stripes while the interior color remained only as Champagne leather interior. The 1981 Fifth Avenues added two new exterior colors, while the Fifth Avenue trim package was now $ 2,092 ($ 7,736 in 2023 dollars ) to the $ 10,459 retail price ($ 38,676 in 2023 dollars ). The new colors offered "Mahogany Starmist" and "Heather Mist" exterior paint with gold pinstriping with

2814-544: A separate Imperial dealership sign. Production was moved from the traditional Jefferson Avenue Assembly plant in Detroit to an exclusive facility on Warren Avenue , north of the Jefferson Avenue factory. Other than a toothy new grill and revisions to side trim little changed in terms of exterior styling for the 1959 model year. A new option was the Silvercrest roof which featured a stainless steel front with

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2948-403: A separate facility. 1962 production totaled 14,337. Shortly before leaving Chrysler, Virgil Exner had planned for a smaller Imperial to go along with the downsized 1962 Mopars, but the idea never went anywhere. The 1963 models saw the split grille replaced by a cluster of chromed rectangles, and the taillights were now inside the rear fenders, in ordinary fashion, for the first time. In addition,

3082-489: A small community of craftsmen founded by Henry Fleetwood, Esq. of Penwortham , near Lancaster, England (the Fleetwood family flourished in England in the 17th and 18th centuries). The traditions of 300 years of coach-building that Fleetwood applied to its work on cars secured it a high reputation in automobile circles worldwide by the 1920s. Coachwork was built by Fleetwood for various other luxury makes through 1924. After

3216-962: A solid rear limited-slip differential connected to leaf springs which was introduced on the 1957 Series C-76 . To add to its exclusivity, Chrysler offered "Convenience and Appearance Options". The list offered Open Road Handling Package, Two-Tone Paint, interior lighting, air conditioning with an upgraded climate control feature, rear window defroster, cruise control, power adjustable front seat, power windows, power electric door locks, power trunk release, luxury appearance steering wheel with an extra cost leather wrapped feature, digital clock, locking gas cap, lighting and mirrors, halogen headlamps, cornering lamps, electric adjustable outside sideview mirrors, several AM/FM radio or separate stereo radio choices to include CB and 8-track cassette player, power electric extendable antenna, various vinyl side moldings and bumper guards, undercoating, color keyed seat belts, wheel covers, and aluminum wheels, all at extra cost. For 1980

3350-450: A standard 5.2L (318 in³) V8 engine. The colors offered were expanded from the previous generations exclusivity, offering Goldenrod Crystal Coat, Nightwatch Blue, Charcoal Gray metallic, Formal Black, Morocco Red, Sterling Silver Crystal, Mahogany metallic, and Pearl White. 1982 was the last year for the optional AM/FM 8-track stereo, and AM/FM stereo with integrated CB. The exterior of a Fifth Avenue Edition New Yorker can be identified from

3484-545: A styling feature that carried over from the discontinued Imperial LeBaron and the Chrysler New Yorker Brougham that briefly replaced the marque. The listed retail price of the New Yorker was $ 8,631 ($ 31,917 in 2023 dollars ) and the Fifth Avenue trim package added $ 1,500 extra ($ 5,547 in 2023 dollars ). The front suspension continued to offer Chryslers signature, but antiquated, longitudinal front torsion bars, called Torsion-Aire, and anti-sway bar with

3618-471: A then brand-new 1993 Fleetwood would become his state car that he would use throughout his term until 2001. Following a long tradition of Lincoln-based sedans, this was only the second Cadillac since the 1983 Fleetwood built for the Ronald Reagan administration. Along with advanced security and safety features, the limousine featured communication devices such as phones, satellite communications and

3752-406: A unibody platform ( C-body platform used in other full-size Mopars .) While Imperial's front K member was 3.0 inches (76 mm) longer than a Chrysler's, dimensions behind the front fenders were similar. One reason for the change was that Chrysler had gained experience with unibody construction and was ready to apply it to the company's flagship line. The economic component was that the switch to

3886-601: Is a full-size luxury sedan marketed by Cadillac from the 1976 through 1996 model years. Taking its nameplate from a coachbuilder historically associated with the General Motors division, the Cadillac Fleetwood became a stand-alone model line in 1985. The first generation of the Fleetwood was introduced as Cadillac converted its C-body platform to front-wheel drive. Serving between the Sedan deVille and

4020-571: Is credited with the introduction of cruise control , which was called "Auto-Pilot", and was available on the Imperial, and on Chrysler New Yorker, 300, Saratoga and Windsor models. Power door locks were another new option. Sales slipped to 16,133 in a recession year. Dealers were frustrated with buyers referring to the cars as a Chrysler Imperial, which impacted sales as Imperial was not seen as having Cadillac's or Lincoln's prestige. It didn't help that Imperial continued to be sold at Chrysler dealerships, instead of standalone dealers, although it did have

4154-576: Is what I told them in California. When I hit the road with hundreds of pounds of baggage, typewriters and testing equipment, I'm not out there just to have fun. I want to get from here to there, which may be thousands of miles away, with as much comfort as possible. Besides, Boji [his dog] now demands comfort. So does my wife. I've been on some pretty fancy trains, including private cars, and to this writing, I have never found anything quite as comfortable or more capable of getting me to my destination as

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4288-563: The C-body was less expensive than maintaining a separate platform for Imperial, which was increasingly difficult to justify given Imperial's relatively low sales volume. The new platform resulted in a significant reduction in weight as well as in exterior and interior dimensions. With the partnership gone between Ghia and Chrysler, limousines based on the Imperial were produced by Armbruster-Stageway of Fort Smith Arkansas. The limousines were lengthened 36 in (91 cm), most of it between

4422-669: The Cadillac Series 70 Eldorado Brougham joined the Sixty Special and the Series 75 as the only Cadillac models with Fleetwood bodies, although Fleetwood script or crests did not appear anywhere on the exterior of the car. This was the first time in 20 years that a Fleetwood bodied car was paired with the Brougham name. The Eldorado Brougham featured Fleetwood branded wheel discs and doorsill moldings when production

4556-656: The DeVille , Buick Electra , and Oldsmobile Ninety-Eight . The Fleetwood Brougham continued to use the RWD platform, (which was redesignated as " D-body " for 1985) through 1986. As had been the case since the 1977 model year, there were little more than trim differences between the Fleetwood and the DeVille. For 1985, the Fleetwood was actually a de Ville trim option, rather than a separate model. The optional d'Elegance package, added tufted-button seating among other niceties for

4690-680: The Mercedes-Benz S-Class , BMW 7 Series , and the Jaguar XJ which offered standard equipment like fuel injection, responsive engine performance and heightened levels of luxury appearance and equipment. Japanese marques introduced the Toyota Cressida and the Nissan Maxima offering luxurious appearances, high levels of formerly optional equipment as standard and fuel efficiency for a modest price. For 1980 only,

4824-641: The Packard Caribbean and the Patrician . For 1957, Mercury introduced its version called "Keyboard Control" for the Merc-O-Matic , which also included a pushbutton to place the transmission in neutral so the engine could be started and a push/pull control to set the parking brake and lock the transmission in gear. The Mercury and Chrysler versions were operated mechanically while the Packard and

4958-709: The Sixty Special in the front-wheel drive Cadillac line, the Fleetwood also filled the gap between the deVille and the rear-wheel drive Fleetwood Brougham (renamed Cadillac Brougham from 1987 until 1992). The second generation moved to the D-body platform , replacing the Brougham. The Fleetwood Brougham became a trim option. After the 1996 model year, Cadillac discontinued the Fleetwood line as GM ended production of full-size sedan lines in North America. General Motors consolidated Cadillac's large sedan lines into

5092-481: The "100 Million Look" Styling by Virgil Exner , who would define Imperial's look (and the look of cars from the other four Chrysler divisions) from 1955 until 1963. Even as early as in 1954, Chrysler Corporation marketing ads began to separate The Imperial from the Chrysler Division car line to prepare for the big change coming in 1955. Once the "Imperial" brand was introduced, Cadillac no longer used

5226-675: The "Imperial" name for its top-level limousines starting in 1955. Chrysler was also the supplier of engines and transmissions used in the Imperial with French automaker Facel Vega , which offered the Facel Vega Excellence , while Chinese automaker Hongqi used an Imperial locally found in China to manufacture the Hongqi CA72 . The 1955 models are said to be inspired by Exner's own 1952 Chrysler Imperial Parade Phaeton show cars (which were themselves later updated to match

5360-511: The '64 Imperial LeBaron. It's a great automobile. Changes for 1965 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. The split grille was gone, replaced by a large chromed crossbar and surround, and the headlights were inset into the grill behind glass covers (similar to that year's Chrysler 300 and New Yorker models) with etched horizontal lines imitating

5494-408: The 110.8 in (2,810 mm) wheelbase, while the sedan 's wheelbase increased by 3 inches (76 millimetres). The slightly revised Fleetwood coupe, with extended front and rear styling, was sold from 1989 and ended in 1992. Power was increased to 180 hp (134 kW) from the same 4.5 L engine for 1990 through the use of a dual-stage intake manifold and other changes. It was replaced by

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5628-550: The 1955 and 1956 Imperials was air conditioning , at a cost of $ 535. Production totaled 11,430, more than twice the 1954 figure, positioning the Imperial as much more exclusive in comparison to more widely available and affordable Lincoln and Cadillac. Manufacturers list price for the Newport hardtop was $ 4,720, while the Imperial Crown limousine was $ 7,737. The 1956 models were similar, but had small tailfins. The Hemi V8

5762-481: The 1955-56 Imperials). The platform and bodyshell were shared with that year's big Chryslers, but the Imperial had a wheelbase that was 4.0 inches (102 mm) longer, providing it with more rear-seat legroom, had a wide-spaced split egg-crate grille, the same as that used on the Chrysler 300 "executive hot rod", and had free-standing "gunsight" taillights mounted above the rear quarters, which were similar to those on

5896-515: The 1961 Lincoln Continental. Both cars shared clean, slab-sided body panels, thick C-pillars, and a chrome molding outlining the top of the fender line. However, Engel used subtle curves and parallelogram angles to give the Imperial a distinct and novel look. The 1964 Imperials were the first designed entirely by Engel. Predictably, they bore a strong resemblance to the Lincoln Continental. The dashboards seemed more conventional because

6030-630: The 1984 models, Fifth Avenue production was moved from Windsor, Ontario to St. Louis, Missouri . Beginning in mid-1987 through mid 1989 model year, they were manufactured at the American Motors plant in Kenosha, Wisconsin which had been purchased by Chrysler in 1987. The Fifth Avenue also far outsold its Dodge Diplomat and Plymouth Gran Fury siblings, with a much greater proportion of sales going to private customers, despite its higher price tag. Production peaked at 118,000 cars for 1986 and

6164-466: The 1993 Fleetwood had not only grown in size from its downsized predecessor, but was the first American vehicle line to shift from a rear-wheel drive layout to front-wheel drive, reverting back to rear-wheel drive. Far larger than the Chrysler Imperial (and the later Chrysler LHS ), the model line competed primarily against the Lincoln Town Car . After the 1996 model year, Cadillac retired

6298-590: The 200 hp (149 kW) 4.9 L HT-4900 for 1991. The Fleetwood nameplate departed the front-drive lineup for 1993 (as Fleetwood was transferred to the new rear-drive replacement for the 1992 Brougham). Instead, the Sixty Special nameplate was used on the front-wheel drive model for 1993. A total of 5,292 Sixty Specials were built during 1993, including 688 with the optional "Ultra" Package that featured 22-way adjustable front seats, designed in Italy by Giorgetto Giugiaro . This seating package had been standard on

6432-547: The ABC-TV series The Green Hornet , starring Van Williams and Bruce Lee . A black Imperial of this year would also be restored as a wedding anniversary gift for Richard "The Old Man" Harrison who used to be on the History Channel show, Pawn Stars . Imperial styling was completely new for the 1967 and 1968 models. Using a two-inch shorter wheelbase, Imperial switched from the body-on-frame platform ( D-body ) to

6566-564: The Chrysler Imperial was introduced in 1926 as Chrysler's flagship vehicle for much of its history. It was based on extended-length platforms of the company's full-size cars and competed with the likes of rival Cadillac , Continental , Lincoln , Duesenberg , Pierce Arrow , Cord , and Packard . Production started due to Walter P. Chrysler wanting a share of the luxury car market in the United States and also expand

6700-492: The Chrysler LHS and Lincoln Town Car (the latter, more closely matching the sales of the de Ville). In its return to the D-body, the Fleetwood again supported the commercial chassis , an incomplete vehicle designed primarily for limousines and funeral coaches (hearses). The variant differed from the standard Fleetwood sedan as antilock brakes, traction control, and dual front airbags were not standard features. Following

6834-487: The Chrysler New Yorker for the first time since 1956. 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 3.0 in (76 mm) longer than a Chrysler's in front of the passenger section, the engine and transmission were the same, and the torsion bar front suspension

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6968-619: The D-body and B-body cars receiving a 260hp 5.7L LT1 V8, paired with an electronically-controlled 4L60E 4-speed automatic. Shared with the Chevrolet C4 Corvette and the Chevrolet Camaro/Pontiac Firebird, the LT1 engine used for full-size cars was detuned in horsepower output and fitted with cast-iron heads. While the previous-generation Brougham was offered with a factory-designed towing package ,

7102-462: The Exner's 1951 Chrysler K-310 concept car. Gunsight taillights were also known as "sparrow-strainer" taillights, named after the device used to keep birds out of jet engines. Such taillights were separated from the fender and surrounded by a ring and became an Imperial fixture through 1962, although they would only be free-standing in 1955-56 and again in 1961-62. Two C-69 models were available, including

7236-568: The FWD Fleetwood sedan. The Fleetwood coupe had been dropped after the 1986 model year, but returned in 1989. The Fleetwood coupe for 1989–1992 was not popular with model year production in 1989: 4,108, 1990: 2,438, 1991: 894, and for 1992: a mere 443. Cadillac offered the Fleetwood Sixty Special for model years 1987–1988, using a stretched 115.8 inches (2,940 mm) version of the new C-body platform — as well as

7370-514: The Fifth Avenue name was added to the M-body, so it became the one-year-only New Yorker Fifth Avenue. In 1984, the M-body Chrysler was simply the Fifth Avenue, a name it kept through 1989. The AE New Yorker morphed into the AC body New Yorker in 1988, although all 3 New Yorker models were offered that year (AE New Yorker Turbo, AC New Yorker, and M-body Fifth Avenue). After the discontinuance of

7504-1059: The Fifth Avenue stood out in a by-now K-car dominated lineup as Chrysler's lone concession to traditional RWD American sedans. Some of the changes to the M-body Fifth Avenue through the years included: During the years 1982 to 1988, approximately 60 of these cars were stretched into limousines by various coach companies. Production figures for Fifth Avenue were as follows: 1982 - 50,509 1983 - 83,501 1984 - 79,441 1985 - 109,971 1986 - 104,744 1987 - 70,579 1988 - 43,486 1989 - 26,883 Total: 569,114 Base prices were as follows-(all in USD ): 1982 - $ 10,851 ($ 34,259 in 2023 dollars ) 1983 - $ 12,487 ($ 38,199 in 2023 dollars ) 1984 - $ 13,990 ($ 41,029 in 2023 dollars ) 1985 - $ 13,978 ($ 39,599 in 2023 dollars ) 1986 - $ 14,910 ($ 41,444 in 2023 dollars ) 1987 - $ 15,422 ($ 41,360 in 2023 dollars ) 1988 - $ 17,243 ($ 44,422 in 2023 dollars ) 1989 - $ 18,345 ($ 45,092 in 2023 dollars ) 1990 saw

7638-568: The Fisher Body Corporation purchased the Fleetwood Body Company in 1925, Fleetwood bodies were reserved exclusively for Cadillac. By 1929, GM had purchased the remaining shares of Fisher to became the sole owner of both companies. From 1927 through 1934, all Cadillac series offered Fleetwood bodies as an option. After 1934, Cadillac became more selective in offering Fleetwood bodies for its chassis. By 1938,

7772-490: The Fleetwood Series 75 for model years 1985–1987, using a 134.4 inches (3,410 mm) stretched version of the same platform. The aluminum 4.1 L HT-4100 V8 was replaced by the 4.5 L HT-4500 for 1988. The engine displacement was increased for 1991 to the 4.9 L HT-4900 . The Fleetwood line was redesigned for the 1989 model year to include skirted rear wheels. The Fleetwood coupe remained on

7906-479: The Fleetwood model line, as General Motors ended production of its full-frame rear-wheel drive sedans. The Arlington Assembly facility that assembled the Fleetwood and its Chevrolet/Buick counterparts was retooled to assemble full-size SUVs, later including the Cadillac Escalade and Cadillac Escalade ESV . At the time of its production, the Fleetwood was the longest-length production car marketed in

8040-519: The Imperial LeBaron was one of the most expensive American cars available at the time. This was also the last year for the Imperial convertible. A total of 15,367 Imperials were sold in 1968. The "Fuselage Look" was how Chrysler described its new styling for 1969. Instead of the square lines of the 1964 through 1968 models, the new Imperials featured tumblehome sides, bulging at the beltline like an airliner's fuselage and tucking in down to

8174-469: The Imperial once again became the longest non-limousine car made in America, and would remain so through 1973 when it would set the post-WW II record for non-limousine car length. A total of 22,083 were produced, making it Imperial's third-best ever year. Ambruster-Stageway of Fort Smith Arkansas continued with limousine conversions using the 1969 through 1971 design. Twelve conversions were delivered over

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8308-756: The Internet. After Clinton left office, the car eventually was displayed at the Clinton Presidential Center in Little Rock, Arkansas . To prevent third parties from learning classified details about the protection and security features of the vehicle, the Secret Service keeps the doors secured at all times. This Fleetwood would also prove to be the last presidential car derived from a regular production passenger car. The production 2001 Cadillac de Ville (built for George W. Bush)

8442-491: The M-body in mid-1989, Chrysler offered an even smaller Fifth Avenue on the AC platform in 1990, which ran through 1993. In 1994, a new LH-body New Yorker appeared, as did a companion LH Chrysler, the LHS, in 1996. The New Yorker bowed out after 1997, and was not replaced until the 2005 Chrysler 300 LX. The LHS was discontinued after 2001 and was not replaced. The Fifth Avenue name was first used in 1979 on an upmarket sub-model of

8576-575: The R-body Chrysler New Yorker sedan . This generation of Chrysler, although already smaller than its maximum size of the previous 1978 Series CS, remained V8 -powered and rear wheel drive . The R-body rode on a 118.5-inch (3,010 mm) wheelbase , which was similar to the downsized Cadillac and Lincoln competitors. For 1979, ordering the New Yorker Fifth Avenue Edition package got the buyer

8710-754: The R-body New Yorkers was low (less than 75,000 from 1979 through 1981) and Fifth Avenue production was approximately 25% of them. 14 were stretched into limousines and several were provided for use during the 1980 Winter Olympics in Lake Placid, NY . The others were loaned to Hollywood movie studios. During this time the Early 1980s recession in the United States began to take effect and impact sales. North American luxury sedans began to experience competition from imported European marques, like

8844-430: The Sixty Special since 1989, but in 1993, it became a $ 3,550 option. While it was based upon the DeVille, the Sixty Special included eleven items as standard equipment, while those eleven items were optional at extra cost on DeVilles. There were options for the Sixty Special, that were unavailable on the DeVille, such as "Memory Seat" for the driver with two recall settings, an "Exit" button" when pushed automatically powered

8978-466: The THM440 T4 (1985–1986), the 4T60 (1987–1989), and the 4T60E (1990–1993). For 1993, the Cadillac Fleetwood was reintroduced as a rear-wheel drive sedan, replacing the 1987-1992 Brougham as the largest Cadillac sedan. As Cadillac revised its model range, the Fleetwood nameplate was no longer the companion model to the de Ville, and was dropped from the flagship Sixty Special series (itself retired after 1993). In contrast to many luxury-segment competitors,

9112-433: The United States, at 225 inches long. Sold exclusively as a four-door sedan (Cadillac dropped the rear-wheel drive Fleetwood coupe after 1985), the Fleetwood grew four inches in length over the 1992 Brougham. Equipped with dual airbags as standard equipment, the 1993 Fleetwood marked the debut of the Cadillac "Airbank" SRS system, a wider passenger-side airbag designed to protect the right-side and center passenger riding in

9246-427: The V4P package was revised with RPO GU6 3.42 gears with the new more powerful RPO LT1 260 hp (194 kW) V8, and HD 4L60E transmission with revised accumulators to shift smoother with the shorter rear axle gearing. Though more popular than Buick, Oldsmobile, and Chevrolet full-size station wagons, the Cadillac Fleetwood is the lowest-produced 1990s D/B-body sedan. The model line largely struggled in sales against

9380-445: The addition of some of the wildest fins on a car. The "FliteSweep Deck Lid", a simulated Continental tire bulge, was an option for 1957 through 1961 and again in 1963. It was shared with contemporary Mopars, including the Valiant. Exner's design extended to early-fifties concept cars like the 1953 Chrysler D'Elegance. Styling changes for 1958 were limited to the front grille and bumper. Quad headlights became standard. The 1958 Imperial

9514-437: The annual styling changes, all 1960-63 models featured a similar space age dashboard. The steering wheel was squared-off at top and bottom, designed for better legroom and view through the windshield in the straight-ahead position. Dashboard lighting was electroluminescent  : electricity running through a five-layer laminate caused the phosphorescent ceramic layer to glow in the dark. Chrysler called it "Panelescent", and it

9648-584: The car and named it the Imperial . The objective was to separate the line from the Chrysler models and to better compete with other luxury manufacturers. Lincoln would make a similar move two years later when they made the Continental Division a standalone brand. For the 1955 model year, the Imperial was launched and registered as a separate marque (make), apart from the Chrysler brand. It

9782-466: The car's run. In addition, the carpet was thicker than that offered in the base New Yorker, Diplomat and Gran Fury/Caravelle Salon , and the interior had more chrome trim. The Fifth Avenue option also included illuminated entry, AM/FM stereo with a rear amplifier, power door locks, power 6-way driver's seat, power antenna, remote trunk release, dual side mirrors, full undercoating, passenger vanity mirror, tape stripes, locking wire wheel covers, as well as

9916-474: The company's lineup since their most expensive car by that time only had a six-cylinder engine. The new model called the Imperial shared the same body as the lower-priced Chrysler Six but included a larger 288.6 cu in (4.7 L) engine. Subsequent generations were based on the Chrysler Royal , Airflow , Saratoga , and New Yorker . In 1954, Chrysler dropped its brand identification from

10050-451: The controversial and short lived Edsel Teletouch version used electric solenoids to change gears. On April 28, 1955, Chrysler and Philco announced the development and production of the world's first all-transistor car radio, the Mopar model 914HR. It was developed and produced by Chrysler and Philco and was a $ 150 option on 1956 Imperials. Philco manufactured the Mopar 914HR starting in

10184-629: The deVille series and later as the Cadillac DTS . Lawrence P. Fisher was one of the seven brothers most closely involved with Cadillac in its early years. In 1916, he joined the Fisher Body Company, which had been formed by two of his brothers in 1908. Larry (as people knew him) was instrumental among the Fisher brothers in bringing the Fisher enterprise under the General Motors umbrella in 1919. In May 1925, Alfred P. Sloan , then

10318-472: The designers redesigned the rooflines of Custom and Crown, two and four-door models to be more squared off with thicker c pillars. 1963 models were the last Virgil Exner–styled Imperials, however Elwood Engel began applying some of his own touches to them, especially in the form of the redesigned base and Crown roofs. The LeBaron roofs remained the same with formal styling and closed in the rear window. 14,121 cars were produced for 1963. In 1961, Chrysler scored

10452-486: The discontinuation of the Fleetwood as the final full-frame Cadillac sedan, Cadillac continued to supply the de Ville (and the product lines that replaced it) chassis to funeral coach manufacturers through second-party conversion. As of current production, the only body-on-frame Cadillacs produced since the 1996 Fleetwood are the Escalade, Escalade ESV, and Escalade EXT. In 1993, after president Bill Clinton took office,

10586-474: The doors without metal frames around the windows. Added to the upper door frame surrounding the fixed quarter windows was a courtesy light above a leather door handle while an entry footlight was installed in the lower portion of the door. The package was so thoroughly color-keyed that even the bumper rub strips were beige. The R-body Fifth Avenues ran for three years, although additional Fifth Avenue colors were added for 1980 and 1981. The concealed headlights were

10720-552: The driver seat all the way rearward, and dual front seat power recliners. Both the Fleetwood and DeVille were coded as C-bodies in the fourth digit of the VIN . The fifth digit coded the DeVille as "D" (with the later Touring Sedan becoming "T"), the Fleetwood as "B", and the Fleetwood Sixty Special as "S". The Sixty Special became the "G" code for 1991, and switched back to "B" for its 1993 run. Transmissions included

10854-400: The end of the rear fender (except in 1963 when it would actually wrap all the way around the rear of the car) that was undercut by a slight indent in the sides from the front until just before the rear wheel housing. A significant change in the car's proportions had occurred between the 1959 and 1960 model years. Although, at 226.3 inches, the 1960 Imperials were exactly the same length as

10988-657: The fall of 1955 at its Sandusky Ohio plant, for Chrysler. For the 1957 model year, the Imperial received its own platform, setting it apart from any other division of Chrysler and shared the all-new " Forward Look " appearance, showing many styling features introduced with the concept car Chrysler Norseman . Imperials during this period were substantially wider, both inside and out, than other Chrysler Corporation products, with front and rear shoulder room equal to 64.0 in (1,626 mm) and 62.0 in (1,575 mm) respectively. The front seat shoulder room measurement remains an unsurpassed record for Imperial and would remain

11122-413: The first generation. 1990 also saw the return of hidden headlamps which when off were concealed behind retractable metal covers. Hidden headlamps had not been available since the 1981 R-body New Yorker Fifth Avenue. The New Yorker Fifth Avenue's famous seats, long noted for their button-tufted appearance and sofa-like comfort, continued to be offered with the customer's choice of velour or leather, with

11256-475: The first time since 1963, complementing the Crown and LeBaron levels of trim. It was the first four-door pillared Imperial sedan since 1960. New standard features included dual brakes with upfront discs and lane-change blinkers. Dual exhaust was no longer standard on the convertible. The only way to get it was to order the "TNT" version of the 440 engine, an option that promised more power. An option on Crown coupes

11390-512: The following year. The 413 cu in (6.8 L) engine that had been standard since 1959 was replaced with a 350 hp (261 kW; 355 PS) 440 cu in (7.2 L) engine . Production totaled 13,752. There was a 1966 LeBaron that was presented to Pope Paul VI at the UN in New York for his use. Also this year, Imperial was the basis for "The Black Beauty," a rolling arsenal on

11524-548: The former "Corinthian leather" replaced by that of the Mark Cross Company . Leather-equipped cars bore the Mark Cross logo on the seats and, externally, on an emblem attached to the brushed aluminum band ahead of the rear door opera windows. For 1990, Chrysler's new 3.3-liter V6 engine was the standard and only choice, teamed with the company's A-604 four-speed electronic automatic transaxle. Beginning in 1991,

11658-424: The front and back doors with a few inches added between the rear door and the rear wheel, allowing room for two rear-facing seats with a small console/bar in between. 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

11792-567: The front combined with multi-leaf springs on the rear provided a smoother ride and improved handling. Imperial's handling was better than its competitors of the time due to its stiffness from the torsion-bars combined with a thick anti roll bar in the front. Pillarless hardtops, in both two and four-door configurations, received the Southampton designation. The 1957 model year was based to an even greater degree on Virgil Exner's " Forward Look " styling (also used on other full-size Chryslers of

11926-554: The grill. As pointed out by the sales literature, 100-year-old Claro Walnut trim was added to the interior. Production totaled 18,409. This was the final year for the Imperial platform first introduced in 1956 for the 1957 model year. All subsequent years through 1966 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 to facilitate egress when they almost all simultaneously downsized for 1961. The 1966 model year saw

12060-614: The head of General Motors, appointed Fisher as Cadillac General Manager, an office he retained through 1934. Fisher immediately went to work adding exclusive, custom bodies to the Cadillac range. Thus, he oversaw the purchase of the Fleetwood Metal Body Company by Fisher in September 1925. The Fleetwood Body Company of Fleetwood, Pennsylvania , was founded by Harry Urich in the nineteenth century. It began as

12194-530: The last V8-powered, rear wheel drive Chrysler vehicles until the Chrysler 300 was revived in that configuration for 2005. All Fifth Avenues from 1984 to 1989 were powered by a 318 cu in (5.2 L) V8 engine, mated to Chrysler's well-known Torqueflite three-speed automatic transmission . Front suspension featured transverse torsion bars with anti-sway bars. As this was the largest Chrysler model available, sales took off, especially during 1985–1986, when over 100,000 were made each year. Starting with

12328-474: The listed retail price of $ 10,851 ($ 34,259 in 2023 dollars ). It was adapted from the earlier LeBaron's package, with a distinctive vinyl roof, electro-luminescent opera lamps, and a rear fascia adapted from the Dodge Diplomat, albeit modified. Interiors featured button-tufted, pillow-soft seats covered in either "Kimberley velvet" or " Corinthian leather ", choices that would continue unchanged throughout

12462-546: The longest non-limousine post-WWII American cars until the advent of the Imperials of the "Fuselage Look" era in the 1970s. 1956 was the year that Chrysler introduced the push button PowerFlite automatic transmission becoming available mid-year with the control pod installed to the left of the driver; Packard also introduced a similar system called the Touchbutton Ultramatic in the Imperial's competitor,

12596-453: The modern Stutz ), and the largest tailfins ever. Inside, the Imperial gained an improved dash layout with an upright rectangular bank of gauges. The pillared four-door sedan was canceled and would not return until the 1967 model year. With the downsizing of Lincoln, at 227.1 inches (later increased to 227.8 inches in 1963), the Imperial would once again be the longest non-limousine car made in America through 1966. Sales fell to 12,258,

12730-481: The only way to obtain a Fleetwood-bodied car was by buying a Cadillac Series 75 or 90 , as even the Cadillac Sixty Special had a Fisher body in its inaugural year. The Fleetwood script and crest would not be on the exterior of any Cadillac until the 1947 model year when it appeared on the rear deck lid of the Sixty Special . By 1952, it also appeared on the rear deck lid of the Series 75. In 1957,

12864-785: The option for the 1993 underwent a major capability increase; for the first time since the 1976 Sixty Special, a Cadillac sedan was factory-rated to tow 7,000 lb (3,200 kg). Shared with the Buick Roadmaster station wagon, the RPO V4P package included heavy-duty cooling (RPO V08, which consisted of a seven-blade mechanical primary fan, a heavy-duty electrical secondary fan, and an extra capacity radiator), RPO FE2 Suspension System Ride Handling, HD 4L60 transmission, RPO KC4 Cooling System Engine Oil, RPO KD1 Cooling System Transmission Oil, RPO KG9 140 amp alternator , and RPO GT4 3.73 gears with an 8.5-inch ring gear. In 1994–1996,

12998-423: 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

13132-410: The peak of the fin, with a chrome ring surrounding it. The grille and bumper on the front of the 1960 used large pieces of heavy chrome, and the 'furrowed brows' of the fenders over the double sets of headlights gave the car a ponderous look. In common with most other 1960 Chrysler products, the Imperial featured the new "High-Tower" seat with the driver-side back individually contoured and raised above of

13266-404: The period). It featured a "biplane" front bumper, a full-width egg-crate grille, and quad headlights (where legal). Taller tailfins now encompassed the trademark gunsight taillights and framed a downward tapering decklid that met the rear bumper. Curved side glass was employed for the first time in a U.S. production car. The Hemi engine with a displacement enlarged to 392 cu in (6.4 L)

13400-601: The power-to-weight ratio. For the model year 17,710 Imperials were produced, ahead of Lincoln, as the Packard luxury brand withdrew from the marketplace. The few Ghia-built 1959 Imperial Crown limousines continued to use the 392 cubic-inch Hemi, due to slow production. These cars got the 413 engine for 1960. The 1960 Imperial adopted wildly exaggerated styling, featuring front fascia with a swooping bumper, gaping mesh grille, giant chrome eagle, and hooded quad headlights, and tall rear fins. Soaring fins had bullet-style tail lamps at

13534-409: The previous relationship between New Yorker and Fifth Avenue return, as the Fifth Avenue became a model of the New Yorker. There was some substantive difference, however, as the New Yorker Fifth Avenue used a slightly longer chassis than the standard car. The new New Yorker Fifth Avenue's larger interior volume classified it as a full-size model this time; despite having smaller exterior dimensions than

13668-400: The previous year, the whole body had been shifted forward, with a 2.1 inch reduction in the rear overhang, and a corresponding increase at the front. The 1961 model year brought a new front end design with free-standing headlights on short stalks in cut-away front fenders (a classical throwback favored by Virgil Exner, used commonly in the 1930s Chryslers . He would continue his look with

13802-439: The rear held a taillight and backup light. The defroster became standard for the windshield, optional was rear defroster. The base Imperial Custom model was dropped, with available body styles including a four-door hardtop offered in the Crown and LeBaron levels of trim, and a two-door hardtop and convertible only in the Crown level of trim. As a result, power windows were now standard on all Imperials. Imperial Crown coupes adopted

13936-499: The rear seat and a rear-seat storage armrest. Alongside the Fleetwood Brougham option package, the Fleetwood offered multiple options, including a CD player, full-size spare tire, chrome wheels, sliding glass moonroof (dubbed "Astro Roof"), and an onboard security system. The D-body Cadillac Fleetwood uses a body-on-frame chassis, retaining the 121.5-inch wheelbase of the 1977-1992 Cadillac C-body platform (Cadillac Fleetwood Brougham, Brougham, and 1977-1984 de Ville). Though fitted with

14070-421: 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. 1968 cars also gained rear reflectors. All 1968s came with a Federally mandated energy-absorbing steering column. The base-level model was canceled after only one year and the four-door sedan became part of the Crown level of trim. At US$ 7,599,

14204-404: The record for any car until the 1971–1976 GM full-size models. Exterior width reached a maximum of 81.7 in (2,075 mm) for 1961–1963, which remains the record for the widest non-limousine American car. After Lincoln downsized for 1961, this generation of Imperial had no real competitor for the title of largest car for the remainder of its decade-long lifespan. The Imperial Crown convertible

14338-426: The rest of Chrysler's lineup adopted unibody construction, Imperial retained its body on frame construction. The Swivel Seat option became "Automatic" for 1960 by adding hidden cables to the door hinges and additional helper springs to the previous design. The cable triggered stronger helper springs to automatically swivel the seat outward or latch it back in as the corresponding door was opened or closed. This resolved

14472-450: The rest of the front seat for increased driver comfort and shoulder support. This would last through the 1962 model year. Also for 1960, Imperial changed back to 15-inch wheels from the 14-inch wheels that had been standard since the 1957 model. Imperial LeBarons now featured a distinctive smaller "formal rear window" for greater rear-seat privacy. Sales increased to 17,719. Imperial again finished ahead of Lincoln, but never did so again. While

14606-462: The result of bizarre styling and continued poor quality control while the retail price for the LeBaron was US$ 6,428. The tailfins were largely truncated in 1962, topped with free-standing gunsight taillights, but these were elongated and streamlined. The front grille was split, as was on the 1955 and 1956 models, and a large round eagle hood ornament was fitted for the first time. The 1962 models had

14740-468: The rocker panels. The new styling made the cars look longer and wider, and strongly curved side glass increased shoulder room without expanding overall body width compared to the previous C-body . Front and rear shoulder room increased from 59.4 to 62.7 in (1,509 to 1,593 mm) on four-door hardtops. To reduce development and tooling costs, and bring overall expenditures more in line with actual sales, Imperial began to share some of its bodyshell with

14874-493: The side of the seat bottom. When swiveled back to the forward facing position the seat would re-latch automatically. This was a separate, extra cost option from the regular 6-way power seat that was optional on the Custom model but standard for Crown and LeBaron. The Hemi was replaced with the less expensive 413 cu in (6.8 L) "wedge"-head V8 that nevertheless had more horsepower and weighed 101 lbs less, improving

15008-564: The smaller M-body line. Up to this point, the Chrysler M-body entry had been sold as LeBaron, but that name was moved to a new K-car based FWD line. Following the nameplate swap, the M-body line was consolidated and simplified. 360 V8 engines were gone, as were coupes and station wagons (the K-car LeBaron's coupe and wagon replaced them). The Fifth Avenue option was still available as a $ 1,244 package ($ 3,928 in 2023 dollars ) to

15142-448: The smaller style LeBaron "formal rear window" that had been introduced in 1960, and both body styles could now be ordered with a vinyl roof . A total of 23,295 Imperials were sold, making 1964 its second-best sales year. A padded dash, power seats, power steering, power brakes, and headrests were standard on the convertible and Crown Coupe. A new option this year was an adjustable steering wheel. Tom McCahill , an automobile critic with

15276-406: The squared-off steering wheel and electroluminescent dash lighting were gone, though the ribbon-style speedometer remained. A split grille returned after one year's absence, inspired by the 1955 model's appearance, and the faux spare tire bulge atop the trunk lid became squared-off and stylized. A central boss the fuel filler cap, covered with a large Imperial Eagle. Horizontal spear-shaped housings in

15410-544: The two-door Newport hardtop coupe (3,418 built) and pillared four-door sedan (7,840 built), along with an additional C-70 Crown limousine (172 built). The Newport nameplate was only used for 1955 and renamed the Southampton beginning in 1956. The FirePower V8 engine was Chrysler's first-generation Hemi with a displacement of 331 cu in (5.4 L), developing 250 brake horsepower (186 kW). Power brakes and power steering were standard, along with Chrysler's PowerFlite automatic transmission. One major option on

15544-520: The version of the full-size B-body chassis specific to the Cadillac division; along with common powertrains, the Fleetwood shares a small degree of bodywork with the Chevrolet Caprice and Buick Roadmaster (visibly, the front doors and windshield). For 1993, the Fleetwood carried over the 185hp 5.7L V8 used by the 1990-1992 Cadillac Brougham, paired with a 4-speed 4L60 automatic transmission. For 1994, GM upgraded its full-size powertrains, with

15678-445: Was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz ." This same source gives accounts of how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965". Despite

15812-418: Was a product of the new Imperial Division of Chrysler Corporation, meaning that the Imperial would be a make and division unto itself, and not bear the Chrysler name. Chrysler Corporation sent notices to all State Motor Vehicle Licensing agencies in the then-48 states, informing them, that the Imperial, beginning in 1955, would no longer be registered as a Chrysler, but as a separate make . Chrysler introduced

15946-442: Was also a problem from being produced too quickly. Starting in the 1957 model year, Imperials were available in three levels of trim : standard Imperial, mid-range Imperial Crown, and the new top-of-the-line Imperial LeBaron (a reference to LeBaron, Carrossiers ). The custom-built Imperial Crown limousine was also offered. Through the late 1950s and into the early 1960s styling would continue to become "Longer, Lower, Wider", with

16080-567: Was also the first Fleetwood bodied convertible since the Cadillac Series 75 stopped offering four-door and two-door convertible body styles and production of the Cadillac Series 90 ceased in 1941. In 1965, the Eldorado, Sixty Special, and Series 75 models were designated as Fleetwood "subseries", and this would continue through the 1972 model year. During this period, there was not a separate Fleetwood series. However, Fleetwood became

16214-418: 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 300X show car. Costing $ 597.40 ($ 317.60 in 1968), at a time when a Crown coupe started at US$ 6,011, it was a very expensive option. Only 81 Crown coupes were ordered this way, and only a handful so equipped are known to survive. The option

16348-415: Was canceled at the end of the 1968 model year. Sales increased to 17,614. The 1968 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. This badge replaced the stand-up hood ornament used on the 1967s. The cornering lamp lenses were now covered by matching grilles. At

16482-446: Was enlarged to 354 cu in (5.8 L) with 280 brake horsepower (209 kW), and a four-door Southampton hardtop sedan was added to the range. 10,268 were produced. With a wheelbase of 133.0 inches (3,378 mm), longer than the previous year's by 3.0 inches (76 mm), they had the longest wheelbase ever for an Imperial. This also contributed to an increase in their overall length to 229.6 inches (5,832 mm), making them

16616-516: Was for safety reasons due to an increased risk of falling out of the vehicle if a door came open at speed or during an accident. The design of the 1960–1963 period had elicited some controversy. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along

16750-498: Was listed at US$ 5,598, and 1,167 were manufactured. Unlike the rest of the Chrysler Corporation makes (Chrysler, De Soto, Dodge, and Plymouth) that began unibody construction for 1960, the Imperial retained separate full perimeter frames for rigidity through the 1966 model year. These substantial frames had a box cross-section with strong crossmembers connecting the frame. The convertible had extra strength built into its crossmembers that formed an "X". The driveshaft passed through

16884-520: Was not regarded as suitable for conversion, so the final vehicle was constructed using the chassis and powertrain of a heavy-duty GM SUV, using little more than the front and rear bodywork of the de Ville. Imperial (automobile)#Sixth generation (1981–1983) Imperial was the Chrysler Corporation 's luxury automobile brand from 1955 until 1975 and again from 1981 through 1983. The Imperial name had been used since 1926 as

17018-552: Was offered and instead Chrysler reintroduced the Imperial nameplate as a coupe only, and the Fifth Avenue shared an appearance with the Series YS Imperial coupe . The underlying technology, consisting of engine, transmission chassis, suspension and drivetrain was shared with all full-sized R-body vehicles sold as Dodge and Plymouth products, while the exclusivity of the Chrysler name added sound insulation, color selections and more sound system choices. Overall production of

17152-429: Was shared on some Chrysler models. The effect was eerie and surprisingly modern, with its glowing blue-green face, bright red needles, and extremely faint hum. The 61-63 dash lighting used no incandescent bulbs, although 2 bulbs did illuminate the shifter and HVAC buttons in 1960. The 1960-63 models were also united by a distinctive side trim that started above the headlights and that ran at a slight downward angle almost to

17286-707: Was shifted in 1959 from the Cadillac Fleetwood plant in Detroit to Pininfarina in Turin, Italy . The identification was included presumably because of the design work since the final details for the car were still being done by Fleetwood. Production of the Eldorado Brougham ended in 1961, but in 1963 the Eldorado Biarritz became Fleetwood bodied and acquired Fleetwood crests on its rear quarters and rocker panel moldings. The 1963 Eldorado Biarritz

17420-434: Was shocked by the new popular design from Chrysler. Cadillac retaliated by implementing training to its sales force to call Imperial a Chrysler Imperial to try to dampen the sales of its competitor. This tactic was to create the thought that you were buying an over priced Chrysler. Quality control also slipped considerably, a consequence of the second total redesign in two years. Failing torsion-bars that were made incorrectly

17554-429: Was standard for 1957-58. Power seats and dual exhaust were made standard across the line. A convertible was available for the first time on an Imperial and only offered in the mid-range Crown series. Sales were helped by Exner's "ahead of the competition" styling, with 1957 becoming the best-selling Imperial model year ever: 37,593 were produced; the more commonly available Cadillac sold over 120,000 cars in 1957. Cadillac

17688-459: Was still used. 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 . The 1969 model year was the last for pillared sedans, and it was also the first year for the Imperial LeBaron coupe. At 229.7 in (5,834 mm),

17822-490: Was the Mobile Director. Essentially the front passenger seat turned to face rearward and a small table and high-intensity light folded out over the back seat. 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 1966 Mobile Executive Show Car that

17956-459: Was the last year M-bodies were made in Canada and the last year for the optional "Chronometer" glovebox-mounted clock, the 225 Slant-six six-cylinder engine , and all analog tuned radios and chrome-trimmed pedals. For 1984, the car was simply called Fifth Avenue, setting the name that would continue for six successful years. The Fifth Avenue (and its Dodge and Plymouth siblings) would prove to be

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