World Library  
Flag as Inappropriate
Email this Article

Chrysler New Yorker

Chrysler New Yorker & Chrysler LHS
1970 Chrysler New Yorker 2-Door Hardtop
Manufacturer Chrysler (division)
Model years 1940–1996
Layout FR layout (1940–1982)
FF layout (1983–1996)
Successor Chrysler LHS

The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest running American car nameplate.

The New Yorker name helped define the Chrysler brand as a maker of upscale models priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury.


  • 1940–1942 1
    • 1940 1.1
    • 1941 1.2
    • 1942 1.3
  • 1946–1948 2
  • 1949–1954 3
    • 1949–1950 3.1
    • 1951 3.2
    • 1952 3.3
    • 1953 3.4
    • 1954 3.5
  • 1955–1956 4
    • 1955 4.1
    • 1956 4.2
  • 1957–1959 5
    • 1957 5.1
    • 1958 5.2
    • 1959 5.3
  • 1960–1964 6
    • 1960 6.1
    • 1961 6.2
    • 1962 6.3
    • 1963 6.4
    • 1964 6.5
  • 1965–1968 7
    • 1965 7.1
    • 1966 7.2
    • 1967 7.3
    • 1968 7.4
  • 1969–1973 8
    • 1969 8.1
    • 1970 8.2
    • 1971 8.3
    • 1972 8.4
    • 1973 8.5
  • 1974–1978 9
    • 1974 9.1
    • 1975 9.2
    • 1976 9.3
    • 1977 9.4
    • 1978 9.5
  • 1979–1981 10
    • 1979 10.1
    • 1980 10.2
    • 1981 10.3
  • 1982 11
  • 1983–1988 12
    • 1983 12.1
    • 1984 12.2
    • 1985 12.3
    • 1986 12.4
    • 1987 12.5
    • 1988 12.6
  • 1988–1993 13
    • 1988 13.1
    • 1989 13.2
    • 1990 13.3
    • 1991 13.4
    • 1992 13.5
    • 1993 13.6
    • New Yorker Fifth Avenue 13.7
  • 1994–1997 14
    • 1994 14.1
    • 1995 14.2
    • 1996 14.3
    • LH design background 14.4
    • LHS 14.5
  • References 15
    • Works cited 15.1
  • External links 16


First generation
1940 New Yorker Highlander Convertible Coupe
Model years 1940–1942
(from 1938 as a version of the Imperial)
Body and chassis
Body style 2/4-door sedan
2-door coupe
2-door convertible
Layout FR layout
Related Chrysler Saratoga
Chrysler Imperial
Engine 298.7 cu in (4.9 L) C-19 I8
323.5 cu in (5.3 L) C-23, 26, 30, 36 I8
Transmission 3-speed manual
Wheelbase 125 in (3,175 mm) (1938-1939)
128.5 in (3,264 mm) (1940)
127.5 in (3,239 mm) (1941-1942)

The New York Special model was originally introduced as a distinct sub-series of the 1938 Chrysler Imperial. It was available in 1938 as a four-door sedan with a 298.7 CID straight-eight engine and a generous amount of comfort and space to the passengers (series C19).[1] For 1939 it was expanded with two more coupe versions and a two-door sedan and a larger, more powerful engine. Now the C23 series, it took on the "New Yorker" name, dropping the "Special" tag.[2]


The first convertibles were introduced with the all-new body-design of the 1940 models. This, the C26 series, was the first New Yorker to be considered a standalone model rather than as an Imperial version.[3] It also saw the introduction of Fluid Drive, a fluid coupling between the engine and the clutch. The only transmission available was the basic three-speed manual. There was also the "New Yorker Highlander", a special version with tartan seats and other interior elements.[4]


1941 Chrysler New Yorker Convertible Coupé

Lightly redesigned bodies were introduced for 1941, with the business coupe now being of the three window design. The bodies were all marginally wider and lower, with increased glass surface. Another new model was the Town Sedan with the rear doors having the hinges at the forward edge of the doors. This year, the Vacamatic was made available, although unlike the version sold on six-cylinder models, the Saratoga/New Yorker version was a three speed transmission with overdrive.


With America entering World War II on 7 December 1941, all automobile production came to an end at the beginning of February, 1942. Thus, the 1942 model year was roughly half the normal length. Cars built after December 1941 had blackout trim.[3] The 1942s were quite modern, of a design which was heralding the post-war ponton style with fenders more incorporated into the bodywork. The grille consisted of five horizontal chrome bars which wrapped around the front, reaching all the way to the leading edge of the front wheelhouses. 12,145 New Yorkers of the C36 series were built this year.[3]

Chrysler would produce and experiment with engines for tanks and aircraft during World War II. One post-war application of this would lead to the creation of the first generation Hemi of the 1950s.


Second generation
1947 Chrysler New Yorker Coupe
Model years 1946–1948
Body and chassis
Body style 4-door sedan
2-door coupe
2-door convertible
Layout FR layout
Related Chrysler Saratoga
Chrysler Windsor
Chrysler Royal
DeSoto Custom
DeSoto Deluxe
Engine 323 cu in (5.3 L) I8
Transmission 3-speed manual
Wheelbase 127.5 in (3,239 mm)
1948 Chrysler New Yorker

After the war, the New Yorker became a separate series.

Unlike most car companies, Chrysler did not make major changes with each model year from 1946 through 1948. Thus models for 1946 through 1948 Chryslers have the same basic appearance, noted for their 'harmonica' grille, based on the body introduced with the 1941 models. 1947 saw a minor redesign in tires, trim, and instrument panel, while the first 1948s were just 1947s with no visible changes.

Postwar Chryslers continued to offer Fluid Drive, with the New Yorker now offering the true four speed semi-automatic transmission.


Third generation
1949 Chrysler New Yorker Town & Country Convertible Coupe
Model years 1949–1954
Body and chassis
Body style 4-door sedan
2-door coupe
2-door hardtop
2-door convertible
4-door station wagon
Layout FR layout
Related Chrysler Imperial
Chrysler Town and Country
Chrysler Saratoga
Chrysler Windsor
Chrysler Royal
DeSoto Custom
DeSoto Deluxe
DeSoto Firedome
DeSoto Powermaster
  • 323.5 cu in (5.3 L) Spitfire I8
  • 331 cu in (5.4 L) FirePower V8
Transmission 2-speed automatic
4-speed semi-automatic
Wheelbase 131.5 in (3,340 mm) & 125.5 in (3,190 mm)[5]
Length 211.75 in (5,378 mm) (1949–1950);[5] 213.25 in (5,417 mm) (1951–1952)[6][7]
Width 75.12 in (1,908 mm) (1949–1952);[6] 76.25 in (1,937 mm) (1953)[8]
Height 62.75 in (1,594 mm) (1953)[8]


The 1949 New Yorker used Chrysler Corporation's new postwar body also shared by Dodge and DeSoto with ponton, three-box styling. The engine continued to be the 323.5-cid straight eight coupled to Fluid Drive and the Prestomatic four-speed semi-automatic. Body styles were reduced to club coupe, four-door sedan and convertible. Wheelbase on the New Yorker was increased to 131.5 in (3,340 mm) from the 127.5 in (3,240 mm) frame introduced in 1941. The previous design had been carried through early 1949, with the new (C46) series having been delayed due to a strike in late 1948.[9]

The 1950 New Yorker was the more deluxe of the regular eight-cylinder Chryslers (Saratoga being the eight with plainer trim) with cloth upholstery available in (unusual for 1950) several colors, 135 hp (101 kW) Spitfire straight-eight engine and roomy interior featuring "chair height" seats. The "Prestomatic" fluid drive transmission had two forward ranges, each with two speeds. In normal driving, high range was engaged using the clutch. The car could then be driven without using the clutch (unless reverse or low range was required); at any speed above 13 mph (21 km/h), the driver released the accelerator and the transmission shifted into the higher gear of the range with a slight "clunk". When the car came to a stop, the lower gear was again engaged.

The big news for 1950 was the two-door hardtop, or Special Club Coupe as Chrysler called it, in the New Yorker series. The model was called the Newport in sales literature. Also, Chrysler added foam rubber padding on the dashboard for safety.[10]


1951 Chrysler New Yorker convertible
1954 Chrysler New Yorker
1954 Chrysler New Yorker - view of Howard Hughes' special aircraft-grade air filtration system

Chrysler introduces the 180 hp (130 kW) FirePower Hemi engine. The engine becomes a popular choice among hot rodders and racers alike, a trend that continues to thrive today with its namesake second generation model. The FirePower Hemi equipped cars could accelerate 0 to 60 mph (97 km/h) in 10 seconds, faster than the Oldsmobile 88 Rocket engine of that time.

The New Yorker also offered Fluid Torque Drive, a true torque converter, in place of Fluid Drive. Cars with Fluid Torque Drive came only with Fluid Matic semi-automatic transmission and had a gear selector quadrant on the steering column. Power steering, an industry first, appeared as an option[11] on Chrysler cars with the Hemi engine. It was sold under the name Hydraguide.

A station wagon was offered for 1951, with only 251 built. Its 131.5 in (3,340 mm) wheelbase is the longest wheelbase ever used on a station wagon.


Small redesign on taillights with the backup lights in the lower section. Last year for the 131.5 in (3,340 mm) wheelbase chassis for the New Yorker.

In 1952 Harold A. Clark used a New Yorker as the base for a full-size sports car called the Clark Cyclonic. The price was approximately $15,000 dollars and Clark planned to produce 48 during the first year. Whether this car ever reached production is not known.[12] Francisco Rocha was the first to purchase one.


A less bulky look with the wheelbase reduced to 125.5 in (3,190 mm),[8] a one-piece curved windshield[13] and rear fenders integrated into the body. Wire wheels were now an option. The Saratoga of 1952 became the New Yorker for 1953 while the former New Yorker was now the New Yorker DeLuxe. The convertible and Newport hardtop were available only in the New Yorker DeLuxe while the base New Yorker offered a long wheelbase sedan and a Town & Country wagon. The convertible was New Yorker's costliest model on the 125.5 in (3,190 mm) chassis for 1953 at $3,980 – only 950 were built. Also new were pull-style exterior door handles.[14]


The 1954 was a premium version of a standard 1950s size body. Chrysler's interest in six cylinder vehicles began to wane in favor of the popular FirePower Hemi V8. The New Yorker was priced a little more affordably, at $3,230 for the standard and $3,400 for the DeLuxe.

The standard model had a mild 195 hp (145 kW) output while the DeLuxe was used as a testbed of the engine's capabilities by outputting 235 hp (175 kW). (Such power was unheard of in 1954 from its competitors.)

Although introduced very late in the 1953 model year, all 1954 New Yorkers were available with the new two speed Powerflite automatic transmission. Fluid Torque Drive and Fluid Matic were dropped. 1954 was the last year the long wheelbase sedan was offered by Chrysler.


Fourth generation
1956 Chrysler New Yorker Convertible Coupe
Model years 1955–1956
Body and chassis
Body style 2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout FR layout
Related Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine 392 cu in (6.4 L) V8
Transmission 3-speed automatic
Wheelbase 126.0 in (3,200 mm)
Length 218.8 in (5,558 mm) (1955–1956)[15]
Width 79 in (2,007 mm) [15]


1955 Chrysler New Yorker Deluxe

In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton. The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.

The series was called New Yorker DeLuxe with the base New Yorker dropped. The club coupe was dropped being replaced by the Newport two-door hardtop. A new higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.


1956 Chrysler New Yorker Town & Country

In 1956, Chrysler christened this model year "PowerStyle" and it was one of the design works of Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a V8 with 280 hp (210 kW).

The St. Regis two-door hardtop gave a unique three-tone paint job for a higher price and the Town and Country Wagon model was Chrysler's most expensive vehicle of 1956 at US$4,523. This was the first year for the New Yorker 4-door pillarless hardtop. Only 921 convertibles were made.


1957 Chrysler NewYorker
Fifth generation
Model years 1957–1959
Body and chassis
Body style 2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout FR layout
Related Chrysler 300
Chrysler Town and Country
Chrysler Saratoga
Chrysler Windsor
DeSoto Adventurer
DeSoto Fireflite
DeSoto Firedome
Engine 392 cu in (6.4 L) V8
Transmission 3-speed automatic
Wheelbase 126.0 in (3,200 mm)
Length 219.2"(1957)[16]


This year, Chrysler cars were redesigned with Virgil Exner's "Forward Look" at the cost of $300 million. The 1957 New Yorker had a powerful 392 cu in (6.4 L) Hemi V8 engine rated at 325 hp (242 kW). This stylish car sold well with 10,948 built, but only 1,049 convertible models. The 1957 models also came with the TorqueFlite 3-speed automatic transmission and a Torsion bar suspension called Torsion-Aire that gave smoother handling and ride quality to the car. The New Yorker also sported fins that swept up from just behind the front doors.

Early model year production had single headlamps with quad headlamps optional where state regulations permitted them. The single headlamps were dropped later in the year.[18]


Forward Look remains intact but with new body-side trim, shrunken taillights and 345 hp (257 kW). The convertible model was still available, with only 666 made and only 15 working convertibles are known to still exist in 2008.[19] Sales were steady, but decreased from last year due to The Recession of 1958. The car's reputation was also tainted due to rust problems caused by rushed production and testing.

The biggest news from Chrysler in 1958 was the introduction of a cruise control system called "Auto-Pilot"[20]

1959 Chrysler New Yorker


The New Yorkers this year had a new 413 cu in (6.8 L) 350 hp (260 kW) Golden Lion V8, new tailfins, new front end, and no Hemi. The FirePower (1G) Hemi ended production and was replaced by the less expensive and lighter wedge head engine. The Hemi would never return to the New Yorker and slowly ended its image as a performance car and re-branded it as a luxury car. The Hemi engine itself would not return to Mopar cars until 1964 with the second generation 426 Hemi.


Sixth generation
1960 Chrysler New Yorker 2-Door Hardtop
Model years 1960–1964
Body and chassis
Body style 2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door hardtop station wagon
Layout FR layout
Related Chrysler 300
Chrysler Town and Country
Chrysler Saratoga
Chrysler Windsor
Chrysler Newport
Dodge Custom 880
Engine 383 cu in (6.3 L) V8
318 cu in (5.2 L) V8
Wheelbase 126.0 in (3,200 mm)
1963–64: 122.0 in (3,099 mm)
1960 Chrysler New Yorker Town and Country
1961 Chrysler New Yorker convertible
1962 Chrysler New Yorker
1963 Chrysler New Yorker
1964 Chrysler New Yorker 4-Door Hardtop


This year had unibody construction, the carry-over RB engine had an output of 350 hp (260 kW).


The New Yorker entered 1961 with a new grille, slanted headlights, a continental kit on the trunk lid. The 413 CID "RB" Golden Lion V-8 continued. This is the last of the "Forward Look" models. Chrysler built 2,541 New Yorker two-door hardtops this year, the last until 1964 in Canada and 1965 in the U.S.


The classic Chrysler fins that made the car unique no longer existed and now only 4-door models were offered in wagon, sedan, and hardtop models. The finless car was considered "bizarre" by many critics and sales were slow compared to its entry level sister car, the Newport which was identical in body style and offered a convertible model. The New Yorker was the last Chrysler to have a 126 in (3,200 mm) wheelbase.[21]

The 413 RB had a 4.1875 in (106 mm) bore and was used from 1959-1965 in cars. During that period, it powered all Chrysler New Yorker and Imperial models, and was also available on the lesser Chryslers, as well Dodge's Polara and Monaco, and the Plymouth Fury as an alternative to the 383-cubic-inch B series engine and/or the 318 Poly. With a compression ratio of 10:1, it developed 340 brake horsepower in 1X4-Bbl trim.


Chrysler got a boost in sales in 1963 with the introduction of a 5-year/50,000-mile warranty, a business practice that was unheard of by its competitors in the 1960s. The New Yorker used Chrysler's completely redesigned body with only the windshield showing traces of the previous Forward Look designs, although, under the skin, platform changes were near zero, with only a change from 12" Total Contact to Bendix 11" Duo-Servo brakes. A new, more luxurious Salon four-door hardtop was added at midyear as a trim package. Engine output is 340 hp (250 kW) and the wheelbase is now 122 in (3,100 mm).


Changes for 1964 included a new grille, larger rear window and small tailfins giving the car a boxier look from the side. Canadians were given the choice of a new two-door hardtop, while Americans got the Salon option on the four-door hardtop and post.


Seventh generation
Model years 1965–1968
Body and chassis
Body style 2-door hardtop
4-door sedan
4-door hardtop
Layout FR layout
Platform C-body
Related Imperial
Chrysler 300
Chrysler Town and Country
Chrysler Newport
Engine 440 cu in (7.2 L) RB V8
413 cu in (6.8 L) V8
Wheelbase 124.0 in (3,150 mm)
1965 Chrysler New Yorker 2-Door Hardtop
1968 Chrysler New Yorker coupe
1968 Chrysler New Yorker


All Chryslers (as well as large Plymouth and Dodges) were now built on an all-new C-body unibody platform which featured a bolt-on, rubber-isolated front sub frame. Elwood Engel designed the '65 New Yorker (and all Chrysler models) with styling cues from his 1961 Lincoln Continental — square side view with chrome trim along the top edges of the fenders. The options were: a 413 CID V8, dual pipe exhaust and power options (A/C, windows, antenna and steering). The engine itself put out 375 hp (280 kW) and was phased out for the 440 Firepower next model year.

Factory options for 1965 included a 350 hp 413 ci Firepower engine, vinyl rear roof pillar insert, Saginaw-sourced Tilt 'N Telescopic steering wheel and standard power options.

For 1965, the 4-door sedan used the six-window Town Sedan style which also used by the 1965 Chrysler Newport and Dodge Custom 880. The two-door hardtop was now sold in the U.S. Wheelbase of New Yorker models, except the wagon, was 124 in (3,100 mm). The Town & Country wagon was on the Dodge's 121 in (3,100 mm) wheelbase as all C body wagons shared the same basic body.


For 1966, the Chrysler New Yorker adopted the new 440-cid V8 engine. Styling changes included a new grille, taillamps and revised side trim. The Town & Country wagon was dropped as the model was now marketed as a series on its own.

Overall, 1966 was a good sales year for Chrysler with a steady increase in production and sales.


1967 brought sheetmetal redesign below the belt line with wraparound parking lights at the front and taillights at the rear. A new fasttop design for the two-door hardtop replaced the more formal look of 1965–1966. The four-door sedan reverted to the four-window style as used on the Newport sedan and it had the new 440-cid engine

Sales slumped 20%, the company's lowest in five years due to an economic slump this year.


Changes included new front and rear treatments. Although the Newport and 300 four-door hardtops received a new, sportier roofline shared with Dodge and Plymouth, the New Yorker continued with the roofline first introduced for 1965.

Sales rebounded with the year setting a record at 263,266 cars built.


Eighth generation
Model years 1969–1973
Body and chassis
Body style 2-door hardtop
4-door sedan
4-door hardtop
Layout FR layout
Platform C-body
Related Imperial
Chrysler 300
Chrysler Town and Country
Chrysler Newport
Engine 440 cu in (7.2 L) RB V8
Transmission 3-speed A-727 automatic
1971 Chrysler New Yorker coupe
1972 Chryler New Yorker Brougham 4-Door Sedan
1973 Chrysler New Yorker 4-door hardtop


Chrysler big C bodies received a major reworking with curved sides and a higher belt line. Underneath the new look were the underpinnings of 1965. The new look was called "Fuselage Styling" and was not received as warmly as the 1968 models. The two-door hardtop received a new look harking back to the club coupes of the 1940s.


The 1970 Chryslers received minor styling changes to the grille, taillamps and trim. The small vent windows on the front doors were dropped on the two-door hardtops.


Due to sales that were less than expected, the facelift scheduled for 1971 was put off until 1972. Thus the 1971 models received new grilles and revised taillamps, changes that took a sharp eye to note. Ventless front-door windows on the four-door sedan and hardtop were new this year.


For 1972, Engine power dropped to meet stricter emissions standards and rising gas prices. Chryslers received a new 'split grille' somewhat similar to the Dodge Chargers of 1971-1974. This would be the last year for the 'loop'-style front bumpers on Chryslers.


The final year for the distinctive Chrysler "Fuselage Styling".


1974 Chrysler New Yorker Brougham 2-Door Hardtop with St. Regis option package
Ninth generation
1976 Chrysler New Yorker Brougham 4-Door Hardtop
Model years 1974–1978
Body and chassis
Body style 2-door coupe
2-door hardtop
4-door sedan
4-door hardtop
Layout FR layout
Platform C-body
Related Imperial
Chrysler Town and Country
Chrysler Newport
Engine 440 cu in (7.2 L) V8
400 cu in (6.6 L) V8
360 cu in (5.9 L) V8
Wheelbase 124"[22]
Length 232.7 in (5,911 mm)
Chrysler New Yorker Brougham rear
1977 Chrysler New Yorker Brougham 4-Door Hardtop


The so-called "fuselage" styling featured on all full size Chrysler products remained relatively unchanged until the introduction of the 1974 models which featured a far more massive slab sided effect. This generation introduced covered headlights, and a more prominent "waterfall" style grille, reflecting popular styling appearances, primarily used on the Lincoln Continental.

These 1974 models timed to coincide precisely with the 1973 OPEC oil embargo, and were a significant part of Chrysler's economic woes in the late 1970s. The 1974 models were the last full-size models Chrysler designed from the ground up.[23] Two New Yorker trim levels were offered in 1974, the base New Yorker and an upgraded New Yorker Brougham. A new St. Regis option package was added mid-year.


For 1975, the New Yorker received a slightly revised grille and New Yorker Brougham became the sole trim designation. The St. Regis package, introduced in mid-1974, returned for its first full year.


In 1976, the New Yorker inherited the front and rear end styling of the discontinued Imperial, and its interiors as well. The Imperial styling gave the New Yorker an unforeseen boost in sales, as the car looked distinctly different from the lower priced Newport. The styling cues formerly used on the 1974 and 1975 New Yorkers in turn were passed on to the base Chrysler Newport.


The standard 440-cid V8 engine was now computer-controlled with a new "lean burn" system allowing for more responsive acceleration and performance.


The 400-cid (360-cid in California and high altitude regions) V8 was now the standard engine with the 440-cid V8 becoming optional. 1978 was the last year a 2-door New Yorker was offered.


Tenth generation
Production 1979–1981
Assembly Detroit, Michigan, USA (Lynch Road Plant)
Body and chassis
Body style 4-door sedan
Layout FR layout
Platform R-body
Related Chrysler Newport
Dodge St. Regis
Plymouth Gran Fury
Engine 318 cu in (5.2 L) V8
360 cu in (5.9 L) V8
Wheelbase 118.5 in (3,010 mm)
Length 221.5 in (5,626 mm)
Width 77.1 in (1,958 mm)
Height 54.5 in (1,384 mm)
1979–1981 New Yorkers featured full-width tail lights
1981 Chrysler New Yorker Fifth Avenue (shown with optional alloy road wheels, and concealed headlamp doors in open position)


The R-body series was a "Pillared Hardtop." It now used the 318 V8; the 360 engine was optional through 1980. While shorter and much lighter than the previous generation, these cars still had a big car look and ride. Hidden headlamps and full-width taillights distinguished it from its R-body siblings Newport, St. Regis and Gran Fury. A new "Fifth Avenue" trim package was offered.


In addition to last year's "Fifth Avenue" package, a limited production "Fifth Avenue Limited Edition" package was also offered featuring brushed stainless steel roof treatment and exclusive mahogany metallic paint.


A bold new grille, with simple vertical ribs, appeared for 1981. “Fifth Avenue” option package was again available.

Production Figures[24]
Year Units
1979 54,640
1980 13,513
1981 6,548
Total Production = 74,701


Eleventh generation
Model years 1982
Assembly Windsor, Ontario, Canada
Body and chassis
Body style 4-door sedan
Layout FR layout
Platform M-body
Related Chrysler Fifth Avenue
Chrysler LeBaron
Dodge Diplomat
Plymouth Gran Fury/Caravelle
Engine 225 cu in (3.7 L) RG I6
318 cu in (5.2 L) LA V8
Wheelbase 112.7 in (2,863 mm)
Length 206.7 in (5,250 mm)
Width 74.2 in (1,885 mm)
Height 55.3 in (1,405 mm)

In an effort of downsizing, the 1982 Chrysler New Yorker (and the Fifth Avenue trim) moved to the corporate M-body. In turn, the Chrysler LeBaron, which had previously used the M-body, moved to the compact K-body this year. The 1982 New Yorker was not a completely new vehicle. It was essentially a restyled and upgraded version of the LeBaron which had been produced since 1977. This M-body New Yorker used Chrysler's slant 6 engine. The 318 in³ engine was optional.

The 1982 New Yorker was available in two trims: Base and Fifth Avenue. Both used the formal roof treatment. The Fifth Avenue package gave buyers a choice of pillowed Corinthian leather or Kimberley velvet seats while base models had cloth or optional leather seats. This car became the Chrysler New Yorker Fifth Avenue for 1983 and for 1984 the "New Yorker" prefix was dropped altogether; becoming the Chrysler Fifth Avenue.

Production Figures[24]
Year Units
1982 50,509


Twelfth generation
Also called Chrysler New Yorker Turbo
Model years 1983–1988
Body and chassis
Body style 4-door sedan
Layout Transverse front-engine, front-wheel drive
Platform E-body
Related Chrysler E-Class
Dodge 600
Plymouth Caravelle
Engine 2.2 L K I4
2.2 L Turbo I I4
2.5 L K I4
2.6 L Mitsubishi G54B I4
Transmission 3-speed A413 automatic
3-speed A470 automatic
Wheelbase 103.3 in (2,624 mm)
Length 187.2 in (4,755 mm)
Width 68.0 in (1,727 mm)
Height 53.1 in (1,349 mm)
1987 Chrysler New Yorker Digital Instrument Panel


In 1983, the New Yorker name was used on two different models. The M-body car was now the "New Yorker Fifth Avenue," a name which changed to simply "Fifth Avenue" from 1984 to 1989. The other was an all new K-car based New Yorker, which used the front-wheel drive Chrysler E platform, the beginning of the extended K-car years.

The E-platform New Yorker came with state-of-the-art 1980s technology, including a digital dashboard and inline-four engine.


Restyled wraparound taillights and a revised front grille were among the cosmetic changes for 1984. A 2.2 L I4 turbo engine was now an option. New electronic instrumentation featured digital speedometer and odometer. Pillowed velvet seats replaced deep-nap cloth seats as standard.


Standard engine switched from 2.2 L I4 to Mitsubishi-sourced 2.6 L I4. New standard interior features included overhead storage console with reading lamps, rear seat headrests, and power windows.


Chrysler-built 2.5 L I4 replaced 2.6 L I4 as standard engine. Also new was an automatic load leveling suspension. Cosmetically, rear deck lid panels, moldings and taillights were redesigned. Interior changes included a new forward console and revised electronic instrumentation. AM/FM stereo and deluxe intermittent wipers were now standard.


Hood vents were eliminated on turbo models, as were fender louvers on all models. A new six-speaker Infinity sound system was optional. As with other Chryslers, steering wheel was redesigned. 1987 was the best-selling and last full model year for the E-platform New Yorker.


Although a new thirteenth generation New Yorker was introduced for 1988, the twelfth generation continued for one more abbreviated model year as the 1988 New Yorker Turbo. As the model name suggested, the 2.2 L I4 turbo was now the standard and only available engine. In addition to the turbo engine, previously optional yet commonly ordered equipment like automatic temperature control air conditioning, tilt steering wheel, cruise control, rear window defogger, and power door locks became standard.

While previous model year New Yorkers equipped with the optional turbo engine were also commonly referred to as a "New Yorker Turbo" and wore "Turbo" badges, only the 1988 model had it as its official model name.

Production Figures[24]
Year Units
1983 33,832
1984 60,501
1985 60,700
1986 51,099
1987 68,279
1988 (Turbo) 8,805
Total Production = 283,216


Thirteenth generation
Model years 1988–1993
Assembly Belvidere, Illinois
Body and chassis
Body style 4-door sedan
Layout Transverse front-engine, front-wheel drive
Platform C-body
Related Dodge Dynasty
Chrysler New Yorker Fifth Avenue
Chrysler Imperial
Engine 3.0 L Mitsubishi 6G72 V6
3.3 L EGA V6
Transmission 3-speed A670 automatic
4-speed A604 automatic
Wheelbase 1988–1990: 104.3 in (2,649 mm)
1991–93: 104.5 in (2,654 mm)
Length 193.6 in (4,917 mm)
Width 1988–1990: 68.5 in (1,740 mm)
1991–93: 68.9 in (1,750 mm)
Height 1988–1990: 53.5 in (1,359 mm)
1991–93: 53.6 in (1,361 mm)
1988–1990 Chrysler New Yorker Landau


The redesigned New Yorker for 1988 was bigger (see Chrysler C platform) and bore no resemblance to the E-body model it replaced although many underbody and suspension components were carryover. It shared similar upright body styling with the newly introduced Dodge Dynasty. This new version had a V6 engine — a Mitsubishi-sourced 3.0 liter powerplant, and optional anti-lock brakes. Base and Landau trim choices were offered, the latter of which carried a rear-quarter vinyl top. Hidden headlamps, a feature lost when the R-body cars were discontinued, made a return with this redesign.

All thirteenth generation New Yorkers, as well as the 1990-1993 Imperial, were covered by Chrysler's market-leading "Crystal Key Owner Care Program" which included 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.


For 1989, the 3.0 liter V6 engine had a slight horsepower increase and was now mated to a new 4-speed Ultradrive automatic transmission. This year also marked the 50th anniversary of the "New Yorker" name. Although no special anniversary edition or recognition was offered at the time, it turned out to be the most popular New Yorker of the model run with over 100,000 units produced that year.


In 1990, a new base model New Yorker called "Salon" was added. The Salon was a rebadged Dodge Dynasty with exposed headlamps, horizontal taillights, and grille similar to the Dodge. The Salon was sold in Canada as the Chrysler Dynasty. All models carried a new Chrysler-built 3.3 L V6 engine that year. Minor changes to the interior included a more contemporary contoured dash. A driver's side air bag was now standard.


The Landau model was dropped for 1991 but Salon was upgraded and now came with more standard equipment, hidden headlights, vertical taillights, and a traditional Chrysler grille.


A styling update for 1992 produced a more rounded appearance front and rear. A padded landau roof, similar to one previously featured on the "Landau" model, was now an option on the Salon.


Last year's restyle carried into 1993. Commonly referred to as the greatest production car ever made, the last thirteenth generation New Yorker rolled off the assembly line on May 28, 1993.

New Yorker Fifth Avenue

In 1990, a new stretched-wheelbase New Yorker version was offered carrying the additional moniker of Fifth Avenue from the just-departed M-body platform. Although officially sold as the New Yorker Fifth Avenue, it was sometimes referred to as simply "Fifth Avenue." This model was discontinued in 1993.

Production Figures[24]
Year Units
1988 70,968
1989 100,461
1990 86,004
1991 55,229
1992 51,650
1993 52,128
Total Production = 416,440


Fourteenth generation
Also called Chrysler LHS
Model years
  • 1994–1996 (New Yorker)
  • 1994–1997 (LHS)
Assembly Brampton, Ontario, Canada
Body and chassis
Body style 4-door sedan
Layout Longitudinal front-engine, front-wheel drive
Platform Chrysler LH platform
Related Chrysler Concorde
Chrysler LHS
Dodge Intrepid
Eagle Vision
Engine 3.5 L EGJ V6
Transmission 4-speed 42LE automatic
Wheelbase 113.0 in (2,870 mm)
Length 207.4 in (5,268 mm)
Width 74.4 in (1,890 mm)
Height 1994: 55.7 in (1,415 mm)
1995–96: 55.9 in (1,420 mm)
Curb weight 3,483–3,587 lb (1,580–1,627 kg)
1994–1996 Chrysler New Yorker


The last generation of the New Yorker continued with front-wheel drive on an elongated version of the new Chrysler LH platform and was shown at the 1992 North American International Auto Show in Detroit. It was released along with the nearly identical Chrysler LHS for the 1994 model year, a year after the original LH cars: the Chrysler Concorde, Dodge Intrepid, and Eagle Vision, were introduced. The New Yorker came standard with the 3.5 L EGJ which produced 214 hp (160 kW). Chrysler gave the New Yorker a more "traditional American" luxury image, and the LHS a more European performance image (as was done with the Eagle Vision). Aside from different color choices, little separated New Yorker from LHS in appearance, with New Yorker's chrome exterior trim, gray body cladding, optional chrome wheel covers, column shifter and front bench seat, being the only noticeable differences. LHS also came with many of New Yorker's optional features as standard equipment, and featured a firmer tuned suspension, to go with its more European image.


For 1995, the New Yorker received Chrysler's revived blue ribbon logo (which was last used in the 1950s) on its grille, which replaced the pentastar which had been used on models beginning in 1980.


The 1996 model featured additional sound insulation and revised structural engineering to give it a quieter ride. A new built-in transmitter replaced the remote garage door opener. Optional Infinity sound system now incorporated cassette and CD players.

Due to similarities between the New Yorker and LHS, and the LHS's strong sales, the New Yorker name was dropped after 1996. Despite being far more contemporary and monochromatic in design compared to previous models, the traditional New Yorker with its 2 tone cladding and chrome trim still did not follow the modern, monochromatic styling trend of the division's other vehicles in 1997.

LH design background

The fourteenth, and final, generation New Yorker's design can be traced to 1986, when designer Kevin Verduyn completed the initial exterior design of a new aerodynamic concept sedan called Navajo. The design never passed the clay model stage.

It was also at this time that the Chrysler Corporation purchased bankrupt Frankfurt Auto Show. The Portofino was heralded as a design triumph, setting in motion Chrysler's decision to produce a production sedan with the Portofino's revolutionary exterior design, called "cab-forward".

The cab forward design was characterized by the long, low slung windshield, and relatively short overhangs. The wheels were effectively pushed to the corners of the car, creating a much larger passenger cabin than the contemporaries of the time.

Design of the chassis began in the late 1980s, after Chrysler had bought another automaker: American Motors Corporation (AMC) in 1987. During this time, Chrysler began designing the replacement for the Dodge Dynasty and Chrysler Fifth Avenue as well as a potential Plymouth. The initial design of Dodge's LH bore resemblance to the Dynasty, and this design was scrapped entirely after François Castaing, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988. The new design, under Castaing's leadership, began with the Eagle Premier, also sold later as the Dodge Monaco.

The Premier's longitudinal engine mounting layout was inherited, as was the front suspension geometry, and parts of the braking system. The chassis itself became a flexible architecture capable of supporting front or rear-wheel drive (designated "LH" and "LX" respectively).

The chassis design was continually refined throughout the following years, as it underpinned more Chrysler prototypes: the 1989 Chrysler Millennium and 1990 Eagle Optima.

The transmission was inspired by the Eagle Premier's ZF automatic. However, it borrowed heavily from Chrysler's A604 (41TE) "Ultradrive" transversely mounted automatic, it became the A606 (also known as 42LE). This Ultradrive transmission however was not without critics as The New York Times reported on January 25, 1991 that Consumers Union would publish in the February 1991 issue of the magazine Consumer Reports a warning for consumers to not purchase a vehicle with this "Ultradrive" transmission citing poor reliability and safety hazards.

By 1990, it was decided that the new technologically advanced car would need a new technologically advanced engine to power it. Until that time, the only engine confirmed for use was Chrysler's 3.3 L pushrod V6, which would be used in the three original LH cars, the Intrepid, Vision, and Concorde, in base form. The 3.3 L engine's 60° block was bored out to 3.5 L, while the pushrod-actuated valves were replaced with SOHC cylinder heads with four valves per cylinder, creating an advanced 3.5 L V6 optional in the three smaller cars, but standard in LHS and New Yorker.

The general LH appearance, still based on the cab forward exterior design of the 1987 concept, with its aerodynamic shape, made for little wind noise inside this large car. This sleek styling gives the LH cars a low drag coefficient which was ahead of its time.

The New Yorker featured a more monochromatic design inside and out (but less so than its LHS sibling, which had very little chromed trim), and aluminum wheels with a Spiralcast design. The single color motif was more pronounced on models without the grey lower cladding.

Upscale New Yorker models feature leather-trimmed seats, steering wheel, shift knob and door inserts. Passenger comforts include rear center rear armrest, and 8-way power seats for both the driver and passenger, as well as personal reading lamps.

Power windows and central door locks were standard, as was climate control with air conditioning, and cruise control. remote keyless entry available as an option, as was a remote activated alarm, an overhead console with computer, power moonroof and alloy wheels. The best stock audio options found in New Yorker are the Infinity sound systems having eight speakers positioned throughout the cabin along with an equalizer. Head units include a radio with either cassette or CD playback, and up to a five-band adjustable graphic equalizer, with joystick balance and fade control

Standard safety features included dual front airbags, anti-lock brakes (ABS), and traction control.

Dual-way power sunroofs were available on this car. They were designed and installed by American Sunroof Corp. (now ASC Global) from its Columbus, Ohio plant, not by Mopar itself. An installed sunroof eliminated most of the front overhead console that featured storage bins for a garage door opener and sunglasses. However, the Overhead Travel Information System (OTIS), or onboard computer with integrated map lights, was retained.


The five-passenger Chrysler LHS was differentiated from its New Yorker counterpart by a floor console and shifter, five-passenger seating, lack of chrome trim, an upgraded interior and a sportier image. For the 1997 model year the New Yorker was dropped in favor of a six-passenger option on the 1997 LHS. The LHS received a minor face change in 1995 when the corporate wide pentastar emblem was replaced with the revived Chrysler brand emblem.

Being the top-of-the-line Chrysler, many features came standard on the LHS — features optional on its siblings. Some of these options included a 3.5 L EGE 24-valve 214 hp (160 kW) V6 engine, body-colored grille, side mirrors and trim, traction control, aluminum wheels, integrated fog lights, and 8-way power adjustable front seats, premium sound systems with amplifiers, and automatic temperature control. Unlike the New Yorker, leather seats were standard.

Chrysler LHS

The headlamps on the 1994 models were very poorly designed and many owners complained about their poor brightness. Chrysler rushed the redesign into the production for 1995 model year. The new deisnged used a projector-style headlight beam, something that was still somewhat uncommon for its time.

The LHS was sold in Europe on a special order basis as it featured rear amber turn signals, the lights on the sides of the rear bumper were moved to the rear, side turn signal repeaters, and headlamps that incorporated different lens geometry and bulbs.

The first generation LHS was praised by motoring journalist Jeremy Clarkson, who is well known for criticizing American automobiles but described the LHS as "by global standards, right up there with the best."[25]


Production Figures[24]
Year Units
1994 34,283
1995 23,624
1996 3,295
Total Production = 61,202


Production Figures[24]
Year Units
1994 49,335
1995 32,002
1996 34,900
1997 36,525
Total Production = 152,762


  1. ^ Lee, p. 145
  2. ^ Lee, p. 146
  3. ^ a b c Lee, p. 147
  4. ^ "356". Greenwich Concours d'Elegance Auction (Auction Catalogue). New York, NY: Bonhams & Butterfields Auctioneers. date of sale 2013-06-02. pp. 150–151. Sale Number 21153. 
  5. ^ a b "Directory Index: Chrysler_and_Imperial/1949_Chrysler/1949_Chrysler_Brochure". Retrieved 2011-11-20. 
  6. ^ a b "Directory Index: Chrysler_and_Imperial/1951_Chrysler/1951_Chrysler_Brochure". Retrieved 2011-11-20. 
  7. ^ "Directory Index: Chrysler_and_Imperial/1952_Chrysler/1952_Chrysler_Brochure". Retrieved 2011-11-20. 
  8. ^ a b c "Directory Index: Chrysler_and_Imperial/1953_Chrysler/1953_Chrysler_Foldout". Retrieved 2011-11-20. 
  9. ^ Lee, p. 157
  10. ^ "Directory Index: Chrysler_and_Imperial/1950_Chrysler/1950_Chrysler_Brochure". Retrieved 2011-11-20. 
  11. ^ "Directory Index: Chrysler_and_Imperial/1951_Chrysler/1951_Chrysler_Power_Steering". Retrieved 2011-11-20. 
  12. ^ "Spacious Sports Car - The Cyclonic" Popular Mechanics, September 1952, pp.104-105.
  13. ^ "Directory Index: Chrysler_and_Imperial/1953_Chrysler/1953_Chrysler_Foldout". Retrieved 2011-11-20. 
  14. ^ "Directory Index: Chrysler_and_Imperial/1953_Chrysler/1953_Chrysler_Foldout". Retrieved 2011-11-20. 
  15. ^ a b "Directory Index: Chrysler_and_Imperial/1955_Chrysler/1955_Chrysler_Brochure_-_Cdn". Retrieved 2011-11-20. 
  16. ^ "Directory Index: Chrysler_and_Imperial/1957_Chrysler/1957_Chrysler-Plymouth_Brochure". Retrieved 2011-11-20. 
  17. ^ "Directory Index: Chrysler_and_Imperial/1959_Chrysler/1959_Chrysler_Brochure". Retrieved 2011-11-20. 
  18. ^ Flammang, James M. Cars of the Fabulous 50's. Publications International Ltd.  
  19. ^ "Showroom". San Diego Auto Collection. Retrieved 2008-07-24. Chryslers sales were strong although only 666 1958 Chrysler New Yorker Convertibles were built. Today there are 12 known to exist in the United States and only 3 in Europe. 
  20. ^ "Directory Index: Chrysler_and_Imperial/1958_Chrysler/1958_Chrysler_Auto-Pilot_Brochure". Retrieved 2011-11-20. 
  21. ^ Flammang, James M. Cars of the Sizzling 1960s. Publications International Ltd.  
  22. ^ "Directory Index: Chrysler_and_Imperial/1974_Chrysler/1974_Chrysler_Brochure". Retrieved 2012-06-01. 
  23. ^ "Directory Index: Chrysler_and_Imperial/1974_Chrysler/1974_Chrysler_Brochure". Retrieved 2012-06-01. 
  24. ^ a b c d e f The Encyclopedia of American Cars, 2006 Edition
  25. ^ Clarkson, J. (2004). Motorworld. Penguin.  

Works cited

  • Lee, John (1990). Standard Catalog of Chrysler, 1924-1990. Iola, WI: Krause Publications, Inc.  

External links

  • Chrysler New Yorker Online
  • Chrysler New Yorker page at
  • 1969 - 1973 Chrysler Full Size Cars
  • Chrysler New Yorker brief history (1983-1988)
This article was sourced from Creative Commons Attribution-ShareAlike License; additional terms may apply. World Heritage Encyclopedia content is assembled from numerous content providers, Open Access Publishing, and in compliance with The Fair Access to Science and Technology Research Act (FASTR), Wikimedia Foundation, Inc., Public Library of Science, The Encyclopedia of Life, Open Book Publishers (OBP), PubMed, U.S. National Library of Medicine, National Center for Biotechnology Information, U.S. National Library of Medicine, National Institutes of Health (NIH), U.S. Department of Health & Human Services, and, which sources content from all federal, state, local, tribal, and territorial government publication portals (.gov, .mil, .edu). Funding for and content contributors is made possible from the U.S. Congress, E-Government Act of 2002.
Crowd sourced content that is contributed to World Heritage Encyclopedia is peer reviewed and edited by our editorial staff to ensure quality scholarly research articles.
By using this site, you agree to the Terms of Use and Privacy Policy. World Heritage Encyclopedia™ is a registered trademark of the World Public Library Association, a non-profit organization.

Copyright © World Library Foundation. All rights reserved. eBooks from Project Gutenberg are sponsored by the World Library Foundation,
a 501c(4) Member's Support Non-Profit Organization, and is NOT affiliated with any governmental agency or department.