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. Other than a toothy new grill and revisions to side trim little changed in terms of exterior styling for the 1959 model year. In 1966 this vehicle was an “Imperial” nothing to do with Chrysler at all!!!!! Instead, it bore a Chrysler Pentastar hood ornament made of Cartier crystal. (the front seat looks as though it was incredibly comfortable.)…. This provided greater comfort for middle front-seat passengers. Instead of the square lines of 1964-1968 models, the new Imperials featured rounded "tumblehome" sides, bulging at the beltline, and tucking in down to the rocker panels. "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".[20]. I’m no fan of these highway barges but I think it could be a fairly easy total resto if the lack of serious body rust does not have any surprizes. It didn't help that Imperial continued to be sold at Chrysler dealerships, instead of standalone dealers, although it did have a separate "Imperial" dealership sign. Both cars shared clean, slab-sided body panels, thick C-pillars, and a chrome molding outlining the top of the fender line. The 1981 Imperial came with a long list of standard features including air conditioning with thermostatic temperature control, electronic fuel injection, power windows, power door locks, power seats, power outside mirrors, power trunk release, tilt steering column, automatic speed control, garage door opener, and other conveniences. This was Chrysler's 50th anniversary year and the final redesign of the full-size Imperial. Production totaled 11,430, more than twice the 1954 figure, but far below Lincoln and Cadillac. All Chrysler products adopted Unibody construction starting in 1960; not Imperial, which retained separate frame construction through 1966. The automatic transmission was a wide-ratio TorqueFlite equipped with lock-up torque converter,[49] with the final drive ratio 2.2:1 in 1981 and 1983; 2.4:1 in 1982. The final Imperial limousines were 1981–83 bodied cars, two of which were stretched by 24 inches (610 mm) and five were lengthened by 36 inches (910 mm). Predictably, they bore a strong resemblance to the Lincoln Continental. Production totaled 13,752. This limited edition Imperial was available only in Glacier Blue Crystal paint - Chrysler advertising claimed it matched the color of Sinatra's eyes - and had special fs (lowercase) external badging, with a large glovebox placard proclaiming "Frank Sinatra Signature Edition". The custom-built Imperial Crown limousine was also offered. 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. Although the vinyl top was standard, for a short time a unique paisley-patterned vinyl top in a burgundy color was available as an option on burgundy-painted cars. Despite the annual styling changes, all 1960-63 models featured a similar space age dashboard. 48. Chrysler Imperial 1966, Front Non-Adjustable Upper Thread-In Ball Joint by Omniparts®. Imperial Crown limousines should not be confused with the Imperial Crown and Crown Coupe models. The limousines were "sectioned", with 36 inches added, most of that between 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. [61], The first 1981 Imperial rolled off the assembly line on August 11, 1980. The Imperial, and all Chrysler-built cars, incorporated "Torsion-Aire" suspension for 1957. The curved side glass, which had been pioneered in America by Imperial for its 1957 model, had a much tighter radius, while the increased curvature of the bodysides permitted the window frames to be moved outboard at their bases, resulting in an increase in shoulder room without an increase in overall body width compared to the previous C-body. 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 the '64 Imperial LeBaron. This was to be the last model year of the independent Imperial marque, with only 8,830 1975 models sold. It was the final year for the Crown series; afterward Imperial would have only two models, a LeBaron hardtop sedan and coupe. gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. At the rear, the horizontal bars over the taillights remained, but the gas filler door pull was changed to a cast metal eagle instead of a round knob containing a plastic emblem. The Imperial's ignition system was electronic, another first in the market, as was the optional burglar alarm. They were vastly different through 66. [50][51], The Imperial had an unusual distinction for 1981 as it was offered with an optional special edition named after a celebrity. Chrysler (Australia) Chrysler (Brazil) Chrysler (France) Chrysler (South Africa) Chrysler (USA) DeSoto. The 1966 model year saw a change to an egg-crate grille. A new option was the "Silvercrest" roof which featured a stainless steel front with 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. Classiccarsforsalenewyork. This 1966 Imperial Crown Convertible For Sale has a 440c.i. One major option on the 1955 and 1956 Imperials was air conditioning, at a cost of $535. So Gentlemen. : 4695 - Subject: 1966 Chrysler Imperial parts - Posted on: 10/11/2017 City: Denair - State/Country: Ca/USA Reply to: CHRIS Camp at I have 2 1966 Chrysler Imperials that I am parting out. 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 the rest of the front seat for increased driver comfort and shoulder support. Sam wasn’t too far off when he said they were different (Imperial/Chrysler). As 1973 was in general a good year for the auto industry, 16,729 of the 1973 Imperials were built and sold. Outside of the 440/727 power-train on this 1966 Imperial Crown, you will not find so much as a lug nut or dash knob that fits another Chrysler product. Also, the 1973 oil embargo had turned buyers towards smaller more fuel-efficient cars, a movement that had been building through the early-1970s as a result of rising fuel prices. It is one of 17 limousines made by Ghia in that year, and the only one with blind rear quarter treatment. Price: Alternate: No parts for vehicles in selected markets. [39] The Imperials carried a market-leading 24-month/30,000-mile limited warranty which covered all labor, maintenance, and parts (except tires). Build quality was poor by comparison, with the cars famous for having a wiring harness made from wires of the same color. The 318 cu in (5.2 L) V8, was the only available engine. 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. While sales were down from 1973, Chrysler was pleased with the sales of the Imperial line, given the poor economy that year. These substantial frames had a box cross-section with crossmembers forming an "X". They sold poorly against the Cadillac Series 75 that was less expensive ($9724–$9960 in 1963-64), and had an established reputation among limousine buyers, as well as against competing coachbuilders building on the Cadillac commercial chassis. 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. With the partnership gone between Ghia and Chrysler, limousines based on the Imperial were produced by Armbruster-Stageway of Fort Smith Arkansas. Pillarless hardtops, in both two and four-door configurations, received the Southampton designation. So does my wife. At 229.7 in (5,834 mm), 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. 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