Chrysler New Yorker

The New York Special Series C19 was introduced as a distinct sub-series of the 1938 Chrysler Imperial. It was available as a four-door sedan with a straight-eight engine and a generous amount of comfort and space for the passengers, and a two-door Business Coupe - though no records show one was ordered and built. For 1939 it was expanded with two more coupe versions and a two-door sedan and a larger, more powerful engine from Imperial, Prices ranged from US$1,223 ($ in dollars ) for the two-passenger two-door coupe to US$1,298 ($ in dollars ) for the four-door sedan. It also saw the introduction of Fluid Drive, a fluid coupling between the engine and the clutch. It featured an independent front coil suspension and a beam axle in the rear. The only transmission available was the basic three-speed manual. The "New Yorker Highlander", included tartan seats and other interior elements, and the same interior treatment was on the Windsor Highlander, but an I6 engine powered it. Interior color choices were blue, green, brown, and maroon for the cloth upholstery while the headliner, interior rear quarter panels, and door panels were trimmed in a lighter, contrasting shade of upholstery color. Lightly redesigned bodies were introduced for 1941, with the business coupe now being a three-window design. The bodies were all marginally wider and lower, with increased glass surfaces. Another new model was the Town Sedan with the rear doors hinged at the forward edge of the doors. This year, the Vacamatic was made available. However, unlike the version sold on six-cylinder models, the Saratoga/New Yorker version was a three-speed transmission with overdrive called "Cruise and Climb". With America entering World War II on 11 December 1941, all automobile production ended at the beginning of February 1942. Thus, the 1942 model year was roughly half the usual length. Cars built after December 1941 had blackout trim. The 1942 Chryslers were relatively modern, with a design that heralded the post-war ponton style with fenders more incorporated into the bodywork. The grille consisted of five horizontal chrome bars wrapped around the front, reaching to the leading edge of the front wheelwel A total of 12,145 New Yorkers of the C36 series were built this year. Chrysler would produce and experiment with engines for tanks and aircraft during World War II. File:Chrysler New Yorker (26877769969).jpg|1939 New Yorker 4-door sedan File:1940 Chrysler New Yorker Highlander convertible.jpg|1940 New Yorker Highlander convertible coupe File:'41 Chrysler (Déjeuner sur l'herbe VAQ '12).jpg|1941 New Yorker convertible coupé File:Chrysler New Yorker (1942).jpg|1942 New Yorker 4-door sedan ==1946–1948==

When production resumed after World War II in 1946, the New Yorker became Chrysler's top luxury trim package, while the Imperial Crown offered New Yorker levels of luxury with an extended wheelbase. Unlike most car companies, Chrysler did not make significant changes with each model year from 1946 through 1948. Thus, from 1946 through 1948, Chryslers had the same basic appearance, characterized by their die-cast 'harmonica' grille and 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 Presto-Matic four-speed semi-automatic transmission. Chrysler offered the New Yorker as the luxury car to compete with the Cadillac Series 61, Buick Roadmaster, and Packard Super Clipper listing the four-door sedan at US$2,073 ($ in dollars ) before optional equipment. The Chrysler Saratoga featured the larger eight-cylinder engine but with a lower trim level and interior features. Six-cylinder engines with higher grade interior and appearance were offered as Chrysler Royal short wheelbase or the longer-wheelbase Chrysler Windsor. The Chrysler Town and Country models included exterior wood body panels with luxurious appearance until the line became exclusively as a station wagon. The two-door sedan was available in three variations, and the body styles were shared with DeSoto, Dodge, and Plymouth branded models. The styles were a three-passenger Coupe, a six-passenger Club Coupe with a sloping rear roof, and a six-passenger brougham sedan with a formal rear roof appearance. File:Chrysler New Yorker Coupe 1947.jpg|1947 New Yorker coupe File:1948 Chrysler New Yorker (25718117070).jpg|1948 New Yorker 4-door sedan ==1949–1954==

The 1949 model year New Yorker used Chrysler Corporation's new postwar body with ponton three-box styling, which was shared with Dodge and DeSoto. The engine remained the straight eight coupled to Fluid Drive and the Presto-Matic four-speed semi-automatic. Body styles were reduced to club coupe, four-door sedan, and convertible. The wheelbase on the New Yorker was increased to from the 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. A padded dashboard was optional. A new body style was introduced for 1950, a two-door hardtop, called the Newport and the Special Club coupe. Further upgrades included foam rubber padding on the dashboard for safety. The New Yorker was the more deluxe of the regular eight-cylinder Chryslers. At the same time, the Saratoga was repositioned as lower in the hierarchy, offering the straight eight with plainer trim with cloth upholstery available in several colors, the Spitfire straight-eight engine, and a roomy interior featuring "chair height" seats. The "Presto-Matic" fluid drive transmission had two forward ranges, each with two speeds. In everyday driving, the 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 , 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. Chrysler introduced the FirePower Hemi V8 for 1951. The FirePower Hemi equipped cars could accelerate 0 to in 10 seconds, faster than the Oldsmobile 88 Rocket engine of that time. This engine became popular among hot rodders and racers. The New Yorker also offered Fluid Torque Drive, with an actual torque converter, instead of the Fluid Drive units. Cars with Fluid Torque Drive came only with Fluid Matic semi-automatic transmission and had a gear selector quadrant on the steering column. Hydraguide power steering, an industry first, appeared as an option on Chrysler cars with the Hemi engine. A station wagon was available for 1951, with only 251 built. Its wheelbase is the longest ever used on a station wagon. The 1953 model year New Yorker had a less bulky look with the wheelbase reduced to , a one-piece curved windshield, rear fenders integrated into the body, and pull-style exterior door handles. Wire wheels were now an option. The Saratoga line was discontinued for 1953, and replaced by the New Yorker. The previous New Yorker model positioning was redesignated as the New Yorker DeLuxe. The convertible and Newport hardtop were available only in the New Yorker DeLuxe line while the base New Yorker offered a long-wheelbase sedan and a Town & Country wagon. The convertible was New Yorker's most expensive model on the chassis for 1953, with 950 built. The six cylinder was replaced in 1954 with the popular FirePower V8; a DeLuxe option was rated at . 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. File:1949 Chrysler (3176101416) (cropped).jpg|1949 New Yorker Coupe (C39 Series) File:1949 Chrysler New Yorker 4d sdn - green - fvr.jpg|1949 New Yorker Four-Door Sedan (C46 Series) File:Chrysler New Yorker - Vintage Cars & Bikes Steinfort.jpg|1950 New Yorker Four-Door Sedan (C46 Series) File:1951 Chrysler New Yorker Convertible (31628378842).jpg|1951 New Yorker convertible File:Chrysler New Yorker (1954) - 9188445394.jpg|1954 New Yorker File:Chrysler New Yorker (1954).jpg|1954 New Yorker ==1955–1956==

For the 1955 model year, Chrysler introduced new designs that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton. These replaced the out-of-fashion high roofline designs of K.T. Keller. Additionally, the Imperial luxury brand was reintroduced. A new four-door hardtop body style became available. The tradition of adding the Newport as a suffix to the model name continued, while the "St. Regis" nameplate was used for hardtops with exclusive two-tone paint. The Hemi V8's output was up to , another step forward in Detroit's ongoing horsepower war, while the Chrysler 300 offered higher amounts of horsepower from the same displacement engine. The PowerFlite transmission added a control lever on the instrument panel for 1955. All New Yorkers for 1955 were now given the "DeLuxe" suffix, and the Imperial Newport two-door hardtop replaced the Club Coupe. The new, higher-priced St. Regis two-door hardtop filled the position of the former Chrysler Windsor. The sedan, convertible, and Town & Country wagon were offered. Chrysler described the 1956 model year's design "PowerStyle," a product of Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton TorqueFlite selector, and a 354 cubic inch Hemi V8 with . A four-door pillarless hardtop made its debut, and the "DeLuxe" nameplate was dropped from the New Yorker for 1956. Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the "Highway Hi-Fi", that was manufactured by CBS Electronics. A two-way switch in the dash changed the input for the speaker from the all-transistor radio to the 7-inch record player. The St. Regis two-door hardtop was available with a choice of nine optional three-tone paint schemes, and the Town and Country Wagon model was Chrysler's most expensive vehicle labeled as a Chrysler for 1956, listed at $4,523. Only 921 convertibles were made. File:1955 Chrysler New Yorker Deluxe (16810853450) (cropped).jpg|1955 New Yorker Deluxe St. Regis hardtop coupe File:1955 Chrysler New Yorker sedan at 2015 Macungie show 3of3.jpg|1955 New Yorker interior File:1956 Chrysler New Yorker.JPG|1956 New Yorker St. Regis convertible coupe File:1956 Chrysler New Yorker Town & Country fR.jpg|1956 New Yorker Town & Country ==1957–1959==

The 1957 model year Chrysler cars were redesigned with Virgil Exner's "Forward Look" at the cost of $300 million when Chrysler took on a loan in 1954 from Prudential Insurance to pay for expansion and updated car designs. The New Yorker sported fins that swept up from just behind the front doors. Its Hemi V8 was increased to and . The TorqueFlite three-speed automatic transmission and a Torsion-Aire torsion bar front suspension were standard. 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. A total of 10,948 New Yorkers were built, 1,049 of them convertibles. The 1958 New Yorker received new body-side trim and smaller taillights. The Hemi output was up again, to . "Auto-Pilot" cruise control was introduced. Sales decreased due to the recession of 1958. The convertible model was still available, with only 666 made. The reputation of Chrysler cars became tainted because of rust problems caused by rushed production and testing. The FirePower Hemi V8 was replaced in 1959 New Yorkers by a new, less expensive to produce wedge head Golden Lion V8. Tailfins and the front end were altered. With the departure of the Hemi the New Yorker line was repositioned as a luxury car with styling similar to the Imperial of 1958. File:57 Chrysler New Yorker (8665117961).jpg|1957 New Yorker 2-door hardtop rear File:1958 Chrysler New Yorker 4-door hardtop, front right, 09-28-2024.jpg|1958 New Yorker 4-door hardtop File:Chrysler New Yorker Convertible 1958.jpg|1958 New Yorker Convertible File:Chrysler 1959.jpg|1959 New Yorker 4-door hardtop ==1960–1964==

The 1960 model year New Yorkers used unibody construction, and the carry-over RB engine had an output of . Starting with 1960, all Chrysler models adopted the grille appearance from the Chrysler 300F. The rear bucket seats from the 300 models 300 were optional on the New Yorker Custom coupe. The New Yorker 1961 model year featured a new grille, slanted headlights, and a continental kit appearance on the trunk lid. The 413 CID "RB" Golden Lion V8 continued. This was the last of the "Forward Look" models. Chrysler built 2,541 New Yorker two-door hardtops, in Canada through 1964 and 1965 in the U.S., and no longer used the nameplate "Newport" for hardtop models when the Chrysler Newport became its model line. The 1962 model year New Yorkers would only be offered as four-door models. Thus, both the 1962 hardtop sedan and the pillared sedan were made by taking the front end of a 1961 New Yorker (updated for 1962) and mating it to the de-finned body of a corresponding 1961 Dodge Polara four-door sedan. The dash had been designed with Chrysler's push-button controls for the TorqueFlite automatic in mind, with the "AstraDome" instrument cluster covering the part of the steering column a column shifter would come out from under then-standard practice, so manual cars used a floor shifter. Due to the installation of the "AstraDome" instrument cluster extending outward towards the steering wheel, the traditional installation of the turn signal lever was relocated to the dashboard underneath the "TorqueFlite" push-button gear selectors and was installed as a sliding lever that would return to center as the steering wheel returned to the center position. The 413 RB had a 4.1875 in (106 mm) bore and was used from 1959 until 1965. It powered all Chrysler New Yorker, 300G & 300H, and Imperial Custom, Crown, and Le Baron models during that period. It was also available on the Chrysler Newport, Dodge's Polara and Monaco, and the Plymouth Fury as an alternative to the 383-cubic-inch B series engine or the 318 Poly. With a compression ratio of 10:1, it developed and of torque with a four-barrel carburetor. File:Chrysler Station Wagon.jpg|1960 New Yorker Town & Country File:1960 Chrysler New Yorker Town & Country (7434653556).jpg|1960 New Yorker Town & Country hardtop station wagon interior File:1961 Chrysler New Yorker Convertible (35963556240).jpg|1961 New Yorker convertible File:1962 Chrysler New Yorker (7457925382) (cropped).jpg|1962 New Yorker 4-door sedan 1963–1964 The 1963 model year New Yorker used Chrysler's wholly redesigned body with only the windshield showing traces of the previous Forward Look designs. However, platform changes were minimal, with just a switch from 12-inch "Total Contact" to Bendix-made 11-inch Duo-Servo brakes. A new, more luxurious Salon four-door hardtop was added at midyear as a trim package in the U.. Engine output was and the wheelbase was . Chrysler sales increased 1963 due to introducing a five-year/50,000-mile warranty, a business practice unmatched by the competitors in the 1960s. Changes for the 1964 model year included a new grille, a 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 continued with the Salon option for the four-door pillarless hardtop. A convertible body style was no longer offered. File:1963 Chrysler New Yorker.jpg|1963 New Yorker 4-door hardtop File:1964 Chrysler New Yorker (cropped).jpg|1964 New Yorker 4-door hardtop ==1965–1968==

All 1965 model-year Chryslers (as well as full-sized Plymouth and Dodge models) were built on an all-new C-body unibody platform that featured a bolt-on, rubber-isolated front subframe. Elwood Engel designed the 1965 New Yorker (and all Chrysler models) with styling cues from his 1961 Lincoln Continental — slab sides with chrome trim along the top edges of the fenders. The styling began to share some visual similarities with Chrysler Motors' premium luxury sedan, the Imperial, which received an all-new appearance in 1964. File:1968 Chrysler New Yorker Sedan.jpg|1968 New Yorker 4-door Sedan File:1968 Chrysler New Yorker (29339121010) (cropped).jpg|1968 New Yorker 2-door Hardtop File:1968 Chrysler New Yorker photo-1 (cropped).JPG|1968 New Yorker 2-door Hardtop ==1969–1973==

The August 1968 introduction of the 1969 model year full-size Chryslers unveiled an all-new "Fuselage Styling" that shared with all C-body cars, including the completely restyled Imperial. Although the previous generation's platform continued, the "fuselage" styling was a major reworking. It featured plain curved smooth sides with a higher beltline. Distinguishing the full-size cars were details at the front and rear that had rectangular-frame bumpers as well as different taillamps. This was most evident in the two-door hardtop model where the "greenhouse looked turret-topped." The four-door hardtop was the best-seller for 1973 with 26,635 made, followed by the two-door hardtop with 9,190, and 8,541 four-door sedans. File:Leimershof 7. US-Car-Treffen 1969 Chrysler New Yorker-20230909-RM-164110 (cropped).jpg|1969 New Yorker 2-Door Hardtop File:Chrysler New Yorker (Auto classique St-Lin-Laurentides '13).JPG|1970 New Yorker 4-Door Sedan File:1971 Chrysler New Yorker Brougham (12516756455).jpg|1971 New Yorker 4-Door Hardtop File:Chrysler Fuselage, 1972 (39421772894).jpg|1972 New Yorker Brougham 4-Door Hardtop File:73newyorkerhtsedan.JPG|1973 New Yorker 4-door hardtop File:1973 Chrysler New Yorker two-door hardtop at 2015 Macungie show 3of3.jpg|1973 New Yorker interior ==1974–1978==

The 1974 models were the last full-size models Chrysler designed from the ground up. The rounded "Fuselage Styling" gave way to an even more massive slab-sided body on all full-size Chryslers. This generation utilized popular styling motifs, primarily used on the Lincoln Continental. However, they debuted almost simultaneously with the start of the 1973 OPEC oil embargo. They contributed to the automaker's economic woes in the late 1970s. The 1974 New Yorkers emphasized luxury and comfort with roomy interiors, plush upholstery, additional sound insulation, and more standard amenities. Two New Yorker trim levels were offered in 1974, the base New Yorker and an upgraded New Yorker Brougham. The listed retail price for the four-door hardtop sedan was US$6,611 ($ in dollars ) and 13,165 were sold, while the St. Regis appearance option package returned from the mid-1950s and was added mid-year offering fixed formal opera windows, body paint accent stripes and a forward half-covered vinyl covered roof. The V8 became the standard engine on the New Yorker replacing the previous V8. Fuel economy decreased because of the larger engine and the car's heavier weight. The 1975 model year New Yorkers were largely a carryover. They 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. The 1976 New Yorker inherited the front and rear-end styling of the discontinued Imperial, including the covered headlights flanking the vertical waterfall split grille topped with a hood ornament. The rear end included vertical taillamps finishing the peaked rear fenders between a massive rear bumper. The Imperial styling gave the New Yorker an unforeseen boost in sales, as the car looked distinctly different from the lower-priced Newport. In turn, the styling cues formerly used on the 1974 and 1975 New Yorkers were passed on to the Chrysler Newport Custom, which was positioned between the standard Newport and the New Yorker. The 1976 New Yorker also inherited the Imperial's interior styling. The Chrysler New Yorker Brougham, introduced as an optional trim package in 1974, became the standalone top-of-the-line model for 1976. Brougham offered a higher level of luxury appointments compared to the standard New Yorker. Upgrades included premium upholstery in leather or plush fabrics, enhanced woodgrain interior trim, and additional exterior badging. The standard engine, V8, included "lean-burn" and was rated at and of torque. In 1977, the standard V8 engine was revised to include a new computer-controlled "lean burn" system, allowing for more responsive acceleration and performance, but was aimed to improve fuel efficiency. However, the technology could be problematic and require maintenance. The V8 was available, rated at and of torque. This was needed for the weight of a typical New Yorker. The 1978 New Yorker Brougham was available in two-door and four-door hardtop body styles. Both were the last U.S.-built true pillarless hardtop models with frameless door glass and fully opening windows. An optional "St. Regis" package included a partial "formal" padded vinyl roof that had a fixed B-pillar and opera window. This was also the final year a two-door New Yorker was offered. Appearance changes were limited to a new segmented grill design, dual accent tape strips on the lower body sides, new rear deck stripes, and bright accents on the taillamps. The V8 engine ( in California and high altitude regions) became the standard engine, with the optional. The last year of the C-body New Yorker Broughams saw engineering changes, including a revised windshield wiper linkage bushing, redesigned front and rear plastic fender extensions for the bumpers, and thinner glass. File:1974 Chrysler New Yorker Brougham (6058002760).jpg|1974 New Yorker Brougham 2-door hardtop with St. Regis option package File:1975 Chrysler New Yorker Brougham (29781463780).jpg|1975 New Yorker Brougham 4-door hardtop (with non-standard wheels) File:1976 Chrysler New Yorker.jpg|1976 New Yorker Brougham 4-door hardtop File:1977 Chrysler New Yorker Brougham (17486729963).jpg|1977 New Yorker Brougham 4-door hardtop File:1977 Chrysler New Yorker Brougham hardtop sedan (9603533116).jpg|1977 New Yorker Brougham 4-door hardtop interior File:1978 Chrysler Newyorker Brougham 4 door Hardtop (13530702524) (cropped).jpg|1978 New Yorker Brougham 4-door hardtop ==1979–1981==

The 1979 R-body series was a "pillared hardtop." The V8 was standard, the 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, the Chrysler Newport, Dodge St. Regis and Plymouth Gran Fury. A new "Fifth Avenue" trim package was offered. Sales were robust, with almost 55,000 cars sold with a listed retail price of $8,631 ($ in dollars ). The exterior colors offered were Dove Gray, Formal Black, Nightwatch Blue, Spinnaker White, metallic Teal Frost, Regent Red Sunfire, Sable Tan Sunfire, Medium Cashmere, Frost Blue and Teal Green Sunfire and were shared with the Newport. The interior offered a front bench seat with a 60/40 split, upholstered in Richton cloth and vinyl with a folding center armrest. The front suspension continued to offer Chrysler's signature longitudinal front torsion bars, called Torsion-Aire, and anti-sway bar with a solid rear limited-slip differential connected to leaf springs. 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. In 1980, the New Yorker gained an upscale "Special Edition" trim package, featuring a brushed stainless steel roof treatment and exclusive mahogany metallic paint, and was more modest to the top level "Fifth Avenue" appearance and equipment option package, while six two-tone color combinations were also added to the options list. Sales were just over 13,500 cars as the price increased to $10,459 ($ in dollars ). The early 1980s recession in the United States had begun to take effect, and sales of large and expensive cars were particularly impacted. In 1981, a bold new grille with simple vertical ribs appeared. The "Fifth Avenue" option package remained, and a heavily optioned "Carriage Roof" package was added, available only in Nightwatch Blue or Mahogany Metallic, along with an extensive list of optional equipment. With a suggested retail price increased to US$10,459 ($ in dollars ) with an additional Fifth Avenue trim package price of US$1,300 ($ in dollars ), sales plummeted again, to just over 6,500 cars. ==1982==

}} For 1982, Chrysler downsized both its New Yorker and LeBaron lines, with the New Yorker adopting the intermediate M-body chassis of the latter; the LeBaron became the flagship of the Chrysler K-car line (bridging the gap between compact and midsize cars). While retaining the use of rear-wheel drive, the New Yorker shed nearly 15 inches of length. In contrast to the preceding LeBaron, the New Yorker was offered solely as a four-door sedan, dropping the two-door coupe and five-door station wagon. While the front fascia was largely carryover (with a minor revision to the grille), the New Yorker adopted the formal 4-window roofline of the limited-edition Fifth Avenue, which returned as a flagship trim. The M-body New Yorker became the first generation of the model line fitted with a six-cylinder engine, as the 3.7L Slant Six became standard fitment; the sole option was a 5.2L V8 (standard on Fifth Avenues); a three-speed automatic was paired with both engines. Fifth Avenue (1982–1989) After skipping the 1981 model year, the Fifth Avenue trim returned to the M platform, joining the New Yorker as its flagship trim line (rather than a limited edition). The formal "four-window" padded vinyl roof returned from 1981, and included nearly every available feature for the model line, including an illuminated entry system, power door locks, power driver's seat, power trunk release, AM/FM stereo, speed control, leather wrapped steering wheel, deluxe intermittent wipers, and wire wheel covers. Buyers chose between pillowed Corinthian leather or Kimberley velvet seats (standard New Yorkers had cloth or optional leather seats). The 1982 model year would be the final model year that Chrysler offered the option of an 8-track cassette player and a CB radio. As the renamed Chrysler Fifth Avenue, the model line continued production nearly unchanged through the 1989 model year. ==1983–1988==

}} For 1983, Chrysler marketed two models of the New Yorker. The eleventh-generation (M-platform) New Yorker returned for 1983 exclusively with the flagship Fifth Avenue trim. In the spring of 1983, the twelfth-generation New Yorker was released. Sharing its body with the Dodge 600 and its companion Chrysler E Class model line, the New Yorker shed nearly 9 inches of wheelbase, 6 inches of width, and approximately 20 inches of length. The model line was based upon the front-wheel drive Chrysler E platform (E=extended), extending the wheelbase of the Chrysler LeBaron to 103.3 inches (3 inches longer). Slotted between the E Class and the New Yorker Fifth Avenue, the New Yorker was distinguished from its chassis counterpart by its standard padded "Landau" vinyl roof (which extended onto the rear fenders; in contrast to the LeBaron and Fifth Avenue, the New Yorker had exposed quarter glass on its rear doors). As with the E Class, the New Yorker shared its front and rear fascias with the smaller LeBaron (along with its front doors). In contrast with the E Class/600, the New Yorker was a 5-passenger vehicle, equipped solely with a 50/50 split-bench seat (adding a center console between the front seats). The seats are restyled with a "pillowed" design (similar to the Fifth Avenue); the Mark Cross package is dropped with a leather option trim (closer in style with the velour upholstery). In a functional change, the design of the decklid and fuel-filler releases were revised to allow their opening without the vehicle running (or to set the decklid to be opened only with a key) A 100hp Chrysler-built 2.5L I4 replaces the Mitsubishi 2.6L engine; the 146hp 2.2L turbocharged I4 remains an option. A power antenna became a new option. In response to the introduction of its successor for 1988, Chrysler renamed this vehicle as the "New Yorker Turbo", with the 2.2L turbocharged I4 becoming the only available engine. In addition to the turbo engine becoming standard, many previously optional features became standard, including tilt steering, cruise control, power equipment, rear window defroster, and Infinity sound system; buyers typically had to choose between velour and leather upholstery and wheel design (load-leveling suspension was among the few extra-cost options). Chrysler_New_Yorker_2.2_Turbo_1984_(8482089628).jpg|1984 New Yorker Chrysler New Yorker 1988 versión para mexico en Xalapa Veracruz Mexico (cropped).jpg|1988 New Yorker Turbo (Mexico) Tablero digital Chrysler New Yorker.jpg|The New Yorker Turbo's digital instrument panel ==1988–1993==

}} The redesigned New Yorker for 1988 was larger (see Chrysler C platform), with many underbody and suspension components carried over and sharing much of its design with the rebadged variant, the Dodge Dynasty. The new version had a V6 engine, a Mitsubishi-sourced 3.0-liter unit, and optional anti-lock brakes. Maximum power was at 4,800 rpm; for the first model year only, the New Yorker received a three-speed 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, the base model New Yorker was replaced by the "New Yorker Salon". Unlike the previous base model, the Salon was essentially a rebadged Dodge Dynasty, using near-identical versions of that model's exposed headlamps, horizontal taillights, and grille. The only significant exterior difference other than the nameplates was the "waterfall" grille insert, with fine vertical bars, rather than the Dynasty's "crosshair" pattern. The New Yorker Salon was marketed as the Chrysler Dynasty in Canada. All models carried a new, Chrysler-built 3.3 L V6 engine from this year on. Maximum power increased to at 4,800 rpm, while torque also received a boost, from at 3,600 rpm. Minor changes to the interior included a revised, contoured dash, while a driver's side airbag was made standard. The Landau model, which overlapped with the New Yorker Fifth Avenue, was dropped for 1991 but the Salon was upgraded and included 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. The previous year's restyle carried into 1993. The last thirteenth generation New Yorker was manufactured on May 28, 1993. 1989 Chrysler New Yorker base in Twilight Blue, rear left.jpg|1989 New Yorker (base); this version received hidden headlamps but no vinyl roof 1990 Chrysler New Yorker Landau in Black Cherry, Rear Left, 06-17-2022.jpg|1990 New Yorker Landau; rear view 1992 or 1993 Chrysler New Yorker Salon.jpg|The more rounded front of the facelifted New Yorker Salon (1992-1993) 1992-1993 New Yorker Landau, rear.jpg|Facelift New Yorker Salon with a more rounded design; rear view Mexico In Mexico, the contemporary Chrysler LeBaron (AA) was sold as a New Yorker as the Series C was not available there. New Yorker Fifth Avenue Beginning with the 1990 model year, a stretched-wheelbase variant of the New Yorker was offered under the New Yorker Fifth Avenue name. This model was intended to replace the recently departed M-body platform. The New Yorker Fifth Avenue was discontinued in 1993. ==1994–1996==

The final 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 in May 1993 along with the nearly identical Chrysler LHS as an early 1994 model, six months 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 EGE which produced . 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). Little separated New Yorker from LHS in appearance, with New Yorker's chrome hood trim, body-color cladding, standard chrome wheel covers, and 15-inch wheels, column shifter and front bench seat, being the only noticeable differences. An option provided for 16-inch wheels and a firmer suspension type ("touring suspension"). This option eliminated the technical differences between the New Yorker and LHS. LHS came with almost all of New Yorker's optional features as standard equipment and featured the firmer tuned suspension, to go with its more European image. This model was also officially sold by Chrysler in Europe. During the 1994 model run, various changes were made to the New Yorker. On the outside, New Yorker was switched to new accent-color body cladding, whereas LHS received body-color cladding. This change aligned New Yorker with the Chrysler Concorde which also had accent-color cladding. The 16-inch wheels became standard. Likewise, the touring suspension option available on early 1994 New Yorker models was discontinued, leaving only "ride-tuned" suspension. This resulted in a permanent technical difference with LHS. 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 that 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. The antenna was now integrated into the rear window. Due to similarities between the New Yorker and LHS, and the LHS's strong sales, the New Yorker name was dropped after a short 1996 production run. Despite being far more contemporary and monochromatic in design compared to previous models, the traditional New Yorker with its two-tone cladding and chrome trim still did not follow the modern, monochromatic styling trend of the division's other vehicles in 1996. File:Chrysler New Yorker LH.jpg|1994–1996 New Yorker File:1998 Chrysler New Yorker 3.5i V6 24V (15048704728) (cropped).jpg|1998 New Yorker (Europe) File:1999 Chrysler New Yorker 3.5 V6 24V (11712976696) (cropped).jpg|1999 New Yorker rear view 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 Italian sports car manufacturer Lamborghini. The ''Navajo's'' exterior design was reworked and became the Lamborghini Portofino, released as a concept at the 1987 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 Lamborghini Portofino 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 chrome 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 a 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 Company. (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. LHS 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. After a short 1996 production run the New Yorker was dropped in favor of a six-passenger option on the 1996-1997 LHS. The LHS received a minor face change in 1995 when the corporate-wide Pentastar emblem was replaced with the revived Chrysler brand emblem. New Yorker Production ==References==