1933 Chrysler CL Custom Imperial

Walter P. Chrysler's up-market Imperial made its debut in 1926, just two years after the marque was founded. By the close of that year, Chrysler was ranked seventh in U.S. production. The early Chrysler's, produced in the old Chalmers plant in Detroit, were medium-priced, six-cylinder cars that were innovative and offered better-than-average performance. A four and a smaller six-cylinder model was later added to the lineup, along with the Imperial catering to the luxury car segment.

In 1931, Chrysler entered the multi-cylinder wars with the introduction of two models powered by straight-eight engines - the CD Eight and the Imperial CG Eight. The 384.84 cubic-inch nine-bearing engine offered 125 horsepower at 3,200 RPM, which gave the Imperial a top speed in excess of 95 mph. They were fitted with hydraulic brakes, hydraulic shock absorbers, and adjustable seats and steering column. The smooth operation was achieved through Chrysler's 'Floating Power' engine mounting and a 4-speed synchromesh manual transmission

The all-new 1931 Chrysler Imperial was low-slung and streamlined with a design inspired by the front-wheel-drive Cord L-29 that Errett Lobban Cord had introduced in 1929. Alan H. Leamy, the designer of the L-29, provided input to the Imperial design, during a hiatus from his employment as chief designer for Auburn and Cord automobiles. Design features included the swept-back radiator shell, a windshield that was positioned far back on the chassis, the long hood/cowl line, and sweeping front fenders.

In early 1932, the new Series CH line replaced the Series CG Imperial. They had a double-drop 'girder-truss' frame, a vee-type windshield, door-type hood ventilators, Floating Power, power-assisted brakes, vacuum-operated clutch, and an increase in wheelbase size from 145- to 146-inches.

The new Imperial was available in two sub-series, with the standard line wearing production Briggs-built bodies. The Custom CL line had six cataloged semi-custom built bodies, finished to order. All (except one) of the Imperial 'catalog custom' were built by LeBaron. The CL had a longer hood, extending from the radiator shell back to the base of the windshield.

For 1933, Chrysler would produce just 151 examples of the Imperial, the final year of its production. The CL was carried forward and received only minor changes. A highlight is that one of the nine LeBaron Convertible Roadsters was selected as an official pace car for the Indianapolis 500 that year.

In 1934, the Imperials were replaced by the radical Airflow.

by Dan Vaughan

Roadster by LeBaron

By 1933 the Great Depression had a full grip on the luxury car market. Chrysler was able to sell only 151 cars in its top-of-the-line CL series, and this Convertible Roadster is one of just nine produced. This would be the last year for classic styling in the big CL series; Chrysler entered a period of controversial aerodynamic 'Airflow' styling in 1934.

The Chrysler Imperial, introduced in 1926, was the company's top-of-the-range vehicle for much of its history. Chrysler introduced another industry first - a silent-running transmission with helical gears. Chrysler's 1933 models were also equipped with another new feature - a gas pedal-operated starter.

The Chrysler Imperial was redesigned in 1931. The car received a new engine, a 384.84 cubic-inch (6308cc) 8-cylinder. Marketing materials for this generation of Imperial referred to the car as the 'Imperial 8,' in reference to the new in-line 8-cylinder engine. The engine would be found in many other Chrysler vehicles. The redesign also saw the introduction of new wire wheels that became a standard wheel treatment until the 1940s.

New, slimmer profile radiator grilles were designed especially so that fluted hood identification of previous Imperial cars could be retained. Rumble seat models had a door on the curbside for easier access to the rear compartment. Prices were around $1,495.

Chrysler made close to 3,900 Imperials of this particular year and was once again the Pace Car for the Indianapolis 500.

Phaeton by LeBaron
Chassis number: 7803657
Engine number: CL1357

Chrysler introduced the Series CG Imperial in July of 1930. It rode on a very large, 145-inch wheelbase and was powered by an all-new straight eight. At this point in history, there were no fewer than four different Chrysler eights, with the Imperial receiving the largest, a 384.8 cubic-inch, nine-main bearing unit developing 125 horsepower. The Imperial line was offered with four production bodies by Briggs, and four catalogued customs. The semi-custom bodies included a roadster, coupe, convertible coupe, and dual-cowl phaeton, all clothed by LeBaron. Additionally, the chassis provided a suitable platform to receive elegant coachwork capable of satisfying every customer's needs and desires.

The Series CG Imperial was succeeded by a new Series CH line in 1932. These came with a double-drop frame, vee-type windshield, and Floating Power. A long-wheelbase version was available and dubbed the CL Custom Imperial. The CL line was distinguished by a longer hood, extending from the radiator shell back to the base of the windshield. The catalog for the CL line listed six body styles, three of which were by LeBaron, and a handful of individual customs for specific customers.

At the 1931 Paris Auto Show, Ralph Roberts was inspired by a design he saw and commissioned a Lincoln to be built in a similar fashion. Edsel Ford was not impressed by Lincoln's experimental hood, but Walter Chrysler did and ordered it adopted for the new CL.

In 1932, the Chrysler CL's original dual cowl phaeton was replaced by what many call a sport phaeton with a crank-up rear screen, housed in the back of the front seat. In 1933, the CL received very few changes.

LeBaron Carrossiers, Inc.

The LeBaron coach-building firm was formed in New York City in 1920 by Raymond Dietrich and Thomas Hibbard. Their first project was a drawing of a seven-passenger limousine for the New York branch manager for Packard. The task of building the body was handled by Fleetwood. The customer was so impressed and satisfied with the design, that soon referrals began to come in.

Within a short time of the company's inception, Ralph Roberts (a recent Dartmouth graduate) was hired by the LeBaron company as a partner. Soon, the company was designing bodies for chassis supplied by New York dealers for Rolls-Royce, Mercedes-Benz, Minerva, Fiat, Hispano-Suiza, Packard, Cadillac, and Pierce-Arrow (and others).

In 1923, Hibbard left for Europe, where he associated with Howard 'Dutch' Darrin in Hibbard & Darrin. Before the close of the year, the remaining partners of LeBaron were approached by the Bridgeport Body Company of Bridgeport, Connecticut to become design partners, in exchange for stock.

After a favorable meeting between Dietrich and Edsel Ford at the New York Auto Show, the LeBaron Company received a large order from the Lincoln marque. Soon, Lincoln had become LeBaron's best customer. Pleased with the work, Edsel tried to get Dietrich and Roberts to relocate to Detroit. Dietrich was persuaded by the very generous offer and moved to Michigan. Roberts and Stickney, however, remained at Bridgeport. In 1927, Walter Briggs of Briggs Body Company in Detroit approached Roberts with a buyout offer. This time, Roberts accepted the offer and departed for Detroit, where he and LeBaron became an in-house design studio for Briggs.

The Briggs Company was a major body supplier for the newly formed Chrysler Corporation. The recent purchase of LeBaron allowed Briggs an opportunity to provide an upscale series of designs.

In 1953, Chrysler bought out Briggs and the LeBaron name was part of the purchase. The name has been used by Chrysler on certain prestige models ever since.

Chrysler Custom Imperial Five-Passenger Phaeton

Chassis number 7803657 is believed to be the last example completed. It was built for Ralph Roberts as a gift for his wife. The car was given several unique features including dual rear-mounted spare tires, a painted radiator, and lower-mounted headlights.

The car remained with the Roberts until the early 1940s. It was later purchased by Bob Harrison of San Francisco. At the time, it still wore its original paint and all the unique features. A few changes were made over the years by Mr. Harrison, including black paint and a stone guard. It remained in his care until 1960 when it was purchased by fellow San Franciscan Bob Burkholder. The new owner had the top removed and replaced it with a canvas tonneau cover. The fender skirts were removed along with the unique wheel discs.

By the mid-1980s, the car was in the care of its seventh owner, Mr. Otis Chandler. Later owners included Joe Morgan in the early 1990s as well as Neil Wynn, who commissioned a complete restoration by Curt Austin, after which the car was awarded the Most Elegant Open award at Pebble Beach in the mid-1990s.

The car resided in another prominent collection before its acquisition by the Milhous Collection in 1998. Currently, the car is painted in its original Moon glow Polychromatic and the original Roberts-ordered features have been restored. The interior is upholstered in tan leather and furnished with a rear seat armrest. The floors have grey carpet, and the top is tan canvas, with a matching tire cover at the rear.

In 2012, the car was brought to auction. At the time, the car had fewer than 78,000 miles. RM Auctions was tasked with finding a new owner for the car. The car was estimated to sell for $750,000 - $1,000,000. As bidding came to a close, the car had been sold for $1,210,000 inclusive of the buyer's premium. A few months later, the new owner brought the car to Concours d'Elegance of America at St. John's where it was awarded Best of Show.

by Dan Vaughan

Phaeton by LeBaron
Chassis number: 7803604

The cylinder wars of the 1920s and 1930s had raised the bar on the luxury car segment. Cadillac had introduced its powerful V12 and V16 engines, followed by Marmon with its Sixteen cylinder engine. Pierce-Arrow re-entered the competition in the early 1930s with a 12-cylinder car. Lincoln, backed by funding from a prosperous Ford Company, continued to improve their fleet. Chrysler attacked with a vengeance in 1931, introducing a luxury car with style and performance accompanied by an attractive sticker price. This was the Imperial series.

The LeBaron-designed bodies were sensational; the long wheelbase and curvy fenders were elegant. The 384 cubic-inc nine, main bearings, eight-cylinder engine was not the largest engine in the market but it was powerful enough to offer impressive performance.

In 1920 the LeBaron Carrossiers Inc was formed by Thomas L. Hibbard and Raymond Dietrich, two very recognized names in the automotive business. They chose a location in New York City and though it was more than they could afford it did boost their image. The name 'LeBaron' had been chosen in a similar fashion; it sounded French, sophisticated, and had appeal. New York City housed its design office while the coachbuilding facilities were located in another location.

Ralph Roberts joined LeBaron shortly after it was opened. Due to his skills and abilities, was given a one-third partnership in the company.

Hibbard had always been fascinated with French design and in 1923 he traveled to France in pursuit of opening an office there. While there, he met Howard 'Dutch' Darrin and within a short amount of time, joined forces and created a company called Hibbard & Darrin. Hibbard sold his portion of LeBaron to Roberts and Dietrich.

Dietrich continued as a chief designer while Roberts managed the business. They hired Werner Gubitz and Roland Stickney to work as designers, illustrators, and draftsmen. Later, Dietrich was recruited by Murray and he went to work at that firm.

Briggs, one of the largest body building firms in Detroit, acquired LeBaron in 1927. Briggs's list of clients included such names as Hudson, Ford, and Chrysler, to name a few. LeBaron soon was designing custom coach bodies for Pierce-Arrow, Cadillac, and Lincoln.

LeBaron bodies graced some of the greatest creations of the era including the Duesenberg Model J, Marmon Sixteen, and the Chrysler CG and CL imperials.

Chrysler ordered fifty sport phaeton bodies from LeBaron in 1932. In 1932, fourteen were shipped and it is believed that a few were returned to the company for updating and trim. 36 were built in 1933, minus those that had been returned to the factory the year prior.

This 1933 Chrysler CL Imperial Sport Phaeton with chassis number 7803604 is one of thirty-six examples built. It carries body number 172-26 and has coachwork by LeBaron. It is powered by a 384 cubic-inch nine main bearing eight-cylinder engine that produces 135 horsepower. It has a four-speed synchromesh transmission, vacuum clutch, and four-wheel hydraulically-actuated drum brakes. It sits atop a 146-inch wheelbase and has leaf springs and a beam front axle with leaf springs and a live rear axle.

It was offered for sale at the 2006 RM Auctions in Meadow Brook where it was expected to fetch $275,000 - $350,000. It found a buyer at $280,500.

by Dan Vaughan

Roadster by LeBaron

The 1933 Chrysler LeBaron were powerful cars, featuring well-engineered 385 cubic-inch straight-eights with nine main bearings for durability. They were equipped with four-speed transmissions in which the first gear was a very low-speed gear. The cars were dependable, comfortable, fast, and easy to drive.

The many changes between the 1932 and 1933 Model CL Custom Imperials included the hood side panels, the grille, the bumpers, the front fenders, and the instrument panel. There were eleven chassis cowls built: five 1932 models, six 1933 models. At the end of the 1932 model year, the CH was discontinued and replaced by a version of the Chrysler 8 which was a smaller car, with a much smaller eight-cylinder engine but was designated an imperial for 1933.

The Chrysler CLs were built from December 1931 through June 1933, although production in earnest did not begin until January 1932. For the 1933 models, the serial numbers range is 7803551 through 7803705. The engine range is CL10001 through CL14008.

This vehicle has had two previous owners, Marvin Newman, and Dr. Lee Davenport. This 1933 Chrysler LeBaron was restored by a previous owner in the late 1960s and early 1970s. It has been awarded CCCA Senior #569 at the Dearborn Grand Classic in July of 1972. It has not been shown at a Concours since 1994. In 2008 it made an appearance at the Meadow Brook Concours d'Elegance.

Phaeton by LeBaron
Chassis number: 7803666

This 1933 Chrysler CL Customer Imperial Sport Phaeton has body number 172-44 and was given a restoration near the close of the 1990s. It is a former Best of Class winner at Palos Verdes and Newport Beach and has remained in excellent condition over the years since its restoration. There is a tan top, a white exterior, and red pin-striping. The car features a matched pair of Trippe Speed Lights, dual horns, dual side-mounted spare tires with hard covers and rearview mirrors, period-style white wall tires, chrome wire spoke wheels, and a rear-mounted luggage trunk.

The coachwork is courtesy of the design firm of LeBaron Carrossiers Inc, which was founded in 1920 by Thomas L. Hibbard and Raymond Dietrich. Their headquarters was located at 2 Columbus Circle in New York City, the same home to rival Fleetwood's design offices. The name 'LeBaron' was chosen because it sounded French, and would lend a sophisticated air to their firm.

In 2009, this example was offered for sale at the Vintage Motor Cars of Meadow Brook presented by RM Auctions. It was estimated to sell for $325,000 - $375,000. As bidding came to a close, the lot had sold for the sum of $319,000, including the buyer's premium.

by Dan Vaughan

Roadster by LeBaron
Chassis number: 7803577
Engine number: CL1287

This Chrysler Convertible Coupe wears coachwork by LeBaron and features the powerful 'red-Head' engine upgrade that increases the compression and power output with its red-painted cylinder head and accompanying intake manifold. It came from the factory fitted with many desirable options, including a clutchless shifting feature called 'freewheeling.'

In December of 1988, this car became the property of Joe Morgan of New Hampshire, who purchased it from Marvin Jelinek. During the mid-1990s, Mr. Morgan conducted some restorative work, freshening various mechanical and cosmetic aspects of the vehicle.

Mr. Morgan sold the car on May 15th of 2002 to its current owner, who set about restoring certain features of the car, and finished it in its original color of black with a tan interior.

In 2010, this Chrysler Custom Imperial was offered for sale at the Gooding & Company Auction held in Amelia Island, Florida. The car was expected to sell for $500,000 - $600,000. Bidding reached $470,000 but was not enough to satisfy the car's reserve. It would leave the auction unsold.

by Dan Vaughan

Phaeton by LeBaron

This LeBaron Phaeton reportedly belonged to Ralph Roberts, LeBaron's chief designer. In total, Chrysler ordered 50 Phaeton bodies from LeBaron in 1932. Fourteen were initially shipped, although a few are believed to have been returned to the factory for updating with 1933 sheet metal and trim. Other than these updates, 36 of the 50 cars were originally built as 1933 models, and today, it is estimated that just 17 remain, including a handful of restored examples.

The vehicle is equipped with a 384 cubic-inch straight-eight-cylinder engine. It is a dual-cowl phaeton with a 145-inch wheelbase. The Imperial front end included a V-shaped radiator grille and a slanted split windshield. It has vertical louvers on the side of the hood which bore a winged cap and also had a gazelle mascot on the front. Other Imperial features were leather upholstery, 17-inch wire wheels, two-side-mounted spare tires, outside rear-view mirrors, and a trunk. This vehicle was semi-customized by LeBaron.

Phaeton by LeBaron
Chassis number: 7803651
Engine number: CL1356

The 1932 and 1933 Chrysler chassis were a refinement of the 1931 Chrysler CG series, and dubbed the CL Imperial. They had long wheelbases, flowing fenders, and custom bodies designed and built by LeBaron. Styling improved greatly for 1932 over 1931 bodies. 1933 was even better, with a more imposing frontal view and a sharply pointed grille that blended into the long hood line and extended to the raked split windshield.

There were around 50 examples of the Sport Phaeton bodies ordered by Chrysler from LeBaron in 1932. Fourteen were initially shipped, although a few are believed to have been returned to the factory for updating with 1933 sheet metal and trim. Thirty-six of the fifty cars were originally built as 1933 models, and it is estimated just 17 remain, with just a few of those in restored condition.

This Custom Imperial Phaeton was originally purchased in Washington, DC. At some point prior to the 1950s, it was in the care of Paul Vanderbilt. IN 1954, Homer W. Fitterling of South Bend, Indiana discovered the car in the Chicago area and purchased it for his collection. While in his care, it was given its first restoration. Bob P. Bahre was purchased in 1984. The current owner acquired the car in the mid-1990s and then gave it a concours-level restoration. In 2004, it was on display at the Pebble Beach Concours d'Elegance, where it achieved a podium finish in the American 1925-1940 Open Class.

The car has dual chrome-plated horns, dual side-mounted spare tires, period-style whitewall tires, polished stainless steel wire wheels with chrome hubs, and a rear-mounted luggage trunk. Inside, there is maroon leather upholstery and there is a custom-made Haartz cloth top with a matching liner.

In 2011, this vehicle was offered for sale at the Amelia Island Auction presented by RM Auctions. It was estimated to sell for $375,000-$475,000. As bidding came to a close, the car had been sold for the sum of $352,000 including the buyer's premium.

by Dan Vaughan

Phaeton by LeBaron

The Chrysler corporation had a benchmark year in 1933, producing some of the most beautiful cars the company had ever built. This wonderful Phaeton by LeBaron is one of 8 remaining and has won Best in Class at Pebble Beach and other significant awards at Meadowbrook, the AACA Nationals, and Amelia Island.

by Chrysler

Roadster by LeBaron

The Chrysler Corporation produced 31,857 vehicles in 1933. Of that number, only 88 were Custom Imperials and only 9 were LeBaron Roadsters.

The car rides on a 146-inch wheelbase, weighs 4,910 pounds, and sold new for $3,295. The car is powered by a 384.8 cubic-inch, in-line, eight-cylinder engine developing 125/135 horsepower.

The car was first restored in 1972 and recently underwent a fresh restoration. The car has won numerous AACA awards since 1975.

Phaeton by LeBaron

Historically overshadowed by the daringly radical (and commercially disastrous) 1934 Airflow series, the 1933 Chryslers marked the end of the company's traditional classics and the beginning of the end of Chrysler cars readily adaptable to custom coachbuilder bodies. Fabricated on the big (146-inch wheelbase) Imperial Custom chassis, this lordly dual cowl phaeton came from the LeBaron shops in Detroit.

With such sweeping change on the near horizon, the 1933 Chryslers were essentially carryovers from 1932. Chrysler discontinued its four-speed transmission, with its super low first gear, in favor of a conventional three-speed redesigned to accommodate helical-cut gears, an industry first that reduced gearbox noise. Downdraft carburetors were equipped with an automatic choke, and the starter was engaged by pressing the gas pedal to the floor. Cosmetic updates included a modestly redesigned grille canted slightly aft, and a fuller fender treatment on most models that enclosed more of the area behind the front wheels.

Interiors were lavish, with polished walnut dashboards and plenty of room for passengers, fore and aft, even with the rare LeBaron dual cowl partition amidships. The Imperials were big cars, with curb weights soaring well over 5000 pounds. Propulsion was supplied by Chrysler's biggest engine, a 385 cubic-inch flathead straight eight, with as much as 135 horsepower on tap, a 10-horsepower grain over the 1932 version. Just 151 Imperial Customs left the factory in 1933.

For 1933, the Custom Imperial was the top-of-the-line for the Chrysler Corporation. It was introduced mid-year, in February 1933. Three body styles were available: a sedan, a convertible coupe, and the phaeton.

The Custom series was powered by a Chrysler 384.84 cubic-inch inline eight that developed 135 horsepower. Improvements for 1933 included a three-speed silent helical gear transmission and improved steel alloy exhaust valve seats.

Interestingly, 1933 was the last year (pre-war) that Chrysler participated in the Indianapolis 500 race. Its Golden Seal Special finished 14th.

Phaeton by LeBaron

The first Chrysler arrived on the market in 1924 bowing as a make concentrating in the medium-price field. By 1929 the company's products included Plymouth, DeSoto, and Dodge, all-encompassing the low- and middle-price range. Always one to watch (and set) industry trends, Walter Chrysler succumbed to the temptation to join the luxury ranks beginning in 1931 with the Custom Imperial powered by his new 385 CID / 125 HP straight-eight. Its styling was inspired by the low and lithe Cord L-29, yet it had an identity all its own. The new Chrysler, each with custom coachwork, quickly became the envy of the industry.

This 1933 Chrysler CL Imperial LeBaron Sport Phaeton was originally owned by Louis Marx of Marx Toy Company. Edgar Rhor found it in Pennsylvania in the early 1950s and sold it to Rick Carroll in the 1970s. David Huckins acquired it in 1985 and restored it.

This Imperial wears coachwork by LeBaron, which called Bridgeport, Connecticut home, having been founded by Raymond H. Dietrich and Thomas L. Hibbard. The name was a collaboration of the two partners using a French word that smacked of prestige and could be easily pronounced through a telephone.

This is one of only 36 5-passenger phaetons produced for 1933; Chrysler's most expensive car at $3,395.

Phaeton by LeBaron
Chassis number: 7803597
Engine number: CL1302

In the early 1930s, Chrysler sought to build and sell large luxury cars at a cost below others in the market. Their entry was the respected Custom Imperial series with characteristically long wheelbases and the sleek and fluid look of the other big luxury cars. This style is often considered the high point of the company's design. Bodies were commissioned by LeBaron, one of the premier coachbuilders of the day.

Initially, Chrysler ordered 50 Sport Phaetons bodies for 1932 but not all were used. Some were returned to LeBaron for updating for 1933. It is estimated that 36 of the original 50 bodies became 1933 models. Only 17 are known to exist today.

This 1933 Chrysler has a wheelbase of 146 inches and is powered by a 384 cubic-inch, inline eight-cylinder engine with nine main bearings, mated to a three-speed manual transmission. James Melton, a famous opera singer of the 1940s, owned the car for some time and had his friends at Chrysler update the car with a four-speed overdrive transmission.

This award-winning example was once in the Harrah collection.

Phaeton by LeBaron
Chassis number: 7803657
Engine number: CL1357

Chrysler introduced their Imperial model in July of 1930. Built on a 145-inch wheelbase it was powered by their largest, 384.8 cubic-inch straight-8 engine, which developed 125 horsepower. The standard CL Imperial line was offered with six body styles as well as a handful of individual customs for specific customers. These included a roadster, a coupe, a convertible coupe, and this custom phaeton, all built by LeBaron.

This long-wheelbase version was dubbed the CL Imperial Custom and was distinguished by a longer hood, extending from the radiator shell back to the base of the windshield. Ralph Roberts, a partner at LeBaron, had been inspired by a design he saw at the 1931 Paris Auto Salon, and commissioned a Lincoln to be built in a similar fashion. After that, Walter Chrysler ordered it to be adopted for the new CL. This Imperial was a favorite of Roberts, who maintained the car well into his retirement. It was much admired by his neighbor, Richard Stephens, the patriarch of the Academy of Art University, who was instrumental in building its automobile collection. This Chrysler, which was warded the Most Elegant Open award at Pebble Beach in the mid-1990s, currently resides at the Academy of Art University in San Francisco, California.

Phaeton by LeBaron

The current owners purchased this car from the Imperial Palace in the late 1990s. It was featured in the Imperial Palace 1992 calendar. The wooden wheels were a special order item as wire wheels were the standard for this top-of-the-line CL series. Chrysler produced only 151 CL vehicles in 1933 and only 36 were Phaetons. The 1933 Chrysler introduced another industry first - a silent-running transmission with helical gears. It was also equipped with another new feature - a gas pedal-operated starter. The car is powered by a 384 cubic-inch eight-cylinder engine developing 125 horsepower and rides on a 146-inch wheelbase. The car weighs 4,910 pounds and sold for $3,395, the most expensive Chrysler in 1933.

Phaeton by LeBaron
Chassis number: 7803639
Engine number: CL1345

The Imperial made its debut in 1926, just two years after the start of the Chrysler Company. The early Chrysler vehicles were built in the old Chalmers plant in Detroit and were medium-priced six-cylinder cars. They were soon joined a four, a smaller six and the Imperial, a larger and more expensive automobile that put it in competition with the likes of Cadillac, Packard, and Lincoln.

In 1931, Chrysler introduced two models with straight-eight engines - the CD Eight and the Imperial CG Eight. They had hydraulic brakes, adjustable seats, and steering column, hydraulic shock absorbers, and a 4-speed synchromesh manual transmission.

The all-new, low-slung, 1931 Chrysler Imperial drew design inspiration from the front-wheel-drive Cord L-29. It is believed that L-29 designer Alan H. Leamy contributed to the Imperial design, during a hiatus from his employment as chief designer for Auburn and Cord automobiles. The Imperial was given a swept-back radiator shell, a windshield that was set far back on the chassis, and gracefully sweeping front fenders. The wheelbase measured 145 inches, growing to 146 inches the following years.

The Imperial was available in two sub-series, a standard line with production Briggs-built bodies and a more prestigious Custom line featuring semi-custom bodies, finished to order. All (except one) of the Imperial 'catalog custom' styles were designed and built by LeBaron.

Due to the Great Depression, Chrysler sales for 1933 (and for much of the automotive industry), were poor, with deliveries of this model numbering a mere 151 units.

Marjorie Merryweather Post, one of the wealthiest individuals of her generation, purchased at least two Chrysler Imperials. This particular Model CL Dual Cowl Phaeton is the second of those cars. It is believed that she was very fond of her 1931 Imperial CG LeBaron Dual Cowl Phaeton and simply had the body moved from this earlier car to the later model. The switch was carried out by Chrysler agents, Simons-Stewart Company Inc. in New York. The cost of the project is believed to have been $6,000.

Marjorie Post would keep the Chrysler CL for a number of years, eventually giving it to her third husband's (Joseph D. Davis) daughter Eleanor Davies Tydings. The car was later acquired by an Army Officer who would keep the car for the next decade using it as his everyday transport. Bruce R. Thomas purchased it in 1956. Mr. Thomas was later responsible for a comprehensive rebuild of the car. The car's next owner was Paul Stern, who later sold it to Mr. LaRusso on Long Island in the 1970s. The current caretaker purchased the car in the mid-2000s. At the time, it was mid-way through a restoration. The restoration was completed after the sale of the vehicle. The new owner selected its color, choosing a scheme favored by Post.

by Dan Vaughan

Roadster by LeBaron

Ego might have persuaded Chrysler to join with other luxury car manufacturers in developing 12- or 16-cylinder engines, but he never did. Needless extravagance, he thought (and as the Great Depression proved him correct), was unnecessary. Walter Chrysler didn't replace the venerable six-cylinder engine of his Chrysler namesake until 1931. Its successor was a 'red-head' straight-eight (referring to the cylinder head painted red). Not remarkable technically, but good for a 96 mph top speed and 0-60mph in 20 seconds; a first-rate performance in 1931. Chrysler's road handling was already esteemed and its riding qualities superb. Still, in 1931, Chrysler added another gem to his crown; his cars were drop-dead gorgeous.

Just 151 found buyers for 1933, the final model year of the CL series; including a total of nine LeBaron convertible roadsters. Six are known to survive.

Roadster by LeBaron

In 1924, the already storied auto industry veteran Walter P. Chrysler introduced a car bearing his own name. From the start, Chrysler had a reputation for exceptional performance. The low and sleek styling of Chrysler's 1931-33 top-line Custom Imperials brought a new dimension to the marque's prestige.

The early 1930s Chrysler radiator shell and the Custom Imperial models' dramatic proportioning were undeniably inspired by the front-wheel-drive 1930 Cord L-29. However, the Chrysler split V-windshield, among other details, clearly set the cars apart.

Spanning a 146-inch wheelbase, this 1933 Custom Imperial Convertible Roadster by LeBaron was originally listed for $3,295. When up, the LeBaron folding top design provides the all-weather comfort of a convertible coupe. When down, it stows nearly flat, giving the car the fleet appearance of a sporty open roadster.

With its 125-horsepower, 384-cubic-inch straight-eight engine, the Custom Imperial could exceed 90 miles per hour with relative ease. A power-assisted four-wheel hydraulic brake system provides impressive stopping power. A LeBaron Custom Imperial Convertible Roadster like this one paced the 1933 Indianapolis 500.

Despite knockout styling and impressive performance, only nine Imperial Convertible Roadsters were made in Depression-racked 1933. Total Custom Imperial production that year was just 155 cars. In 1934, the bulbously aerodynamic Airflow took Chrysler in an entirely different design direction.

Close-Coupled Sedan by LeBaron

Chrysler went upmarket with their Imperial series, which began in 1926. All were fitted with 6-cylinder engines until the 8s were introduced in 1931. The look of the CL Imperial is credited to industrial designer Alexis de Sakhnoffsky, who created several European prewar sports cars and whose work on the Cord L-29 brought him fame in the United States. All of the CL Imperial bodies with their long six-foot hood line were built by LeBaron on a 146-inch wheelbase. In 1933, Chrysler sold just over 150 CL Imperials, and of those nearly a third were Close Coupled Sedans, but this is one of only four Close Coupled Sedans known to survive. It was owned and restored by Frank Kleptz in the mid-1990s. Its current owner bought the car in 2015 and restored it.

Phaeton by LeBaron
Chassis number: CL 1313
Engine number: 172-35

This 1933 Chrysler CL Imperial Dual-Windshield Phaeton by LeBaron was originally owned by Lou Fageol, a speedboat racer. After about a year, Fageol had his shop install a 1930 Cadillac V-16 engine, number 700132, along with necessary adjustments to the chassis and suspension. The result was a 175 horsepower V-16 engine installed in the Imperial chassis and body, which was around 1,000 pounds lighter than the Cadillac.

Ownership of the V-16 Chrysler next passed to Hollywood film actor Turhan Bey, and subsequently to a student at Stanford University, who sold it in the early 1950s to Jack Passey. Passey, in turn, traded the car to Earl Hill and Dick Wells, who sold it to Laurence Dorcy. Over the next fifty years, Dorcy would own the Fageol Imperial two further times, always buying it back after he sold it. The current caretaker was actually the last to sell the car to Dorcy, in trade for a Duesenberg in 2001, and re-acquired it from Dorcy's estate a decade later.

Between 1985 and 1987, the Imperial was treated to a restoration. Recently, during Mr. Dorcy's final ownership, the car had the engine hood correctly replaced, and the body was refinished in its present scarlet, matching the hue it wore when Dorcy first acquired it in the 1950s.

More recently, the car has undergone further cosmetic restoration and the installation of a period-correct CH Imperial engine.

by Dan Vaughan

Roadster by LeBaron

This vehicle was originally shipped to a Chrysler dealer in Wisconsin in March of 1933. It is one of a reported thirteen 1933 Imperial LeBaron convertibles produced. The car is built on a 146-inch chassis with a smooth-shifting three-speed transmission. It represents the final year this model was produced. There are thought to be five of this particular model remaining. Documentation reflects that the car spent most of its life in and around Los Angeles. After passing through various owners and their attempts at restoration, the car worked its way back east to New Hampshire, where a professional restoration was completed in 1999. The current owner purchased the car from an Ohio collector in 2020.

by Dan Vaughan

Cabriolet by deVillars
Engine number: CL1399

This Chrysler CL Imperial Custom is one of 151 flagship CLs constructed in 1933, and one of six CLs sold as a bare chassis/cowl. It was exported to Paris, France, in July 1933 to be clothed by Carrosserie de Villars in this elegant, close-coupled cabriolet body. It is quite possibly the only Chrysler ever bodied by this prestigious coachbuilder. The Chrysler car's early provenance is unknown, but in 1969, CL1399 came into the care of a Polish aristocrat, Piotr Sanguszko, who owned the car until his death in the late 1980s, when it was acquired by French collector Rene Cocheteux. More recently, the car has been given a restoration.

This Chrysler is a marvelous representation of de Villars' effortless elegance, with its taut, close-coupled coachwork, graceful CL radiator shell, extended bonnet line, and sporty CL chassis - a beautiful amalgam of French design and American engineering excellence.

Phaeton by LeBaron

The first Chrysler arrived on the market in 1924, bowing as a make concentrating in the medium-price field. By 1929 the company's products included Plymouth, DeSoto and Dodge, encompassing the low- and middle-price range. Walter Chrysler succumbed to the temptation to join the luxury ranks beginning in 1931 with the Custom Imperial.

One of the last of the great classics produced by Chrysler, this 1933 Chrysler CL Imperial Dual-WIndshield Phaeton represents the epitome of Chrysler design in the early 1930s. Of the fifty LeBaron-bodied Dual-Windshield Phaetons commissioned by Chrysler for 1932 and 1933, 17 are known to exist and this particular example bears its original body, chassis, and engine. According to the original Chrysler build sheet, this car was delivered new on June 15, 1933, to Indianapolis, where it stayed for much of its early life. The car was eventually purchased by Chrysler Imperial expert Joe Morgan, who restored the car in the early 1990s. The current owners acquired the car in 2018 and orchestrated an exhaustive and historically meticulous restoration.

LeBaron was founded by Raymond H. Dietrich and Thomas L. Hibbard in 1920. The name was a collaboration of the two partners using French words that smacked of prestige and could be easily pronounced through a telephone.

The Chrysler CL rested on the long 146-inch wheelbase chassis and just 36 dual windshield 5-passenger phaetons were produced for 1933; Chrysler's most expensive car at $3,395. Underhood is a 135hp 385cid L-head in-line eight-cylinder engine mated to a three-speed manual transmission. Vacuum-assisted four-wheel hydraulic brakes were standard on the big Chryslers.

Roadster by LeBaron
Engine number: CL 1285

Nine Convertible Roadsters were built in 1933 including using the last bodies originally built for 1932. Of those nine, six examples remain in existence. This example was originally delivered to New York City on March 17th of 9133 and its earliest known owner was Raymond Burgess of Greenville, South Carolina, in the early 1950s. It was later owned by James A. Nelson, Jr., of Tyron, North Carolina, and then Myron M. Reichert of Rancho Santa Fe, California, who purchased the Chrysler in 1988. David Kane of Bernardsville, New Jersey purchased it a decade later and in 1999 it was given a restoration by Stone Barn in nearby Vienna. It was given its original color scheme of black with a tan top and a tan leather interior (the interior was done by Sharp Auto Upholstery of Elyria, Ohio).

This Chrysler has dual side-mounted spare tires with body-color covers, double whitewall tires, and an opening windshield.

The car made its restoration debut at the 50th anniversary Pebble Beach Concours d'Elegance in 2000, winning 1st in the American Classic 1933-1941 Open category. It achieved its CCCA Senior Premier award after no fewer than three perfect 100-point scores and received the Warshawsky Award as the highest-point judged Classic at the Annual Meeting in 2001. It was awarded the Most Significant Chrysler at the Meadowbrook Concours d'Elegance in 2002, and a Palmetto Award at Hilton Head the following year.

Tom Kowalski of Colorado acquired the Chrysler in 2006 and it remained in his care for seven years. In 2013 it was sold into new ownership.

by Dan Vaughan

Convertible Sedan by LeBaron
Chassis number: 7803667
Engine number: CL1370

Intrigued by the automobile industry, Walter P. Chrysler left his lucrative job at American Locomotive Works to accept a meager position with James J. Storrow, who was in charge of restructuring the ailing General Motors Company. Within four years, Chrysler had become President and General Manager of Buick, but following a dispute with Billy Durant, Chrysler focused his attention on the crippled Willys- Overland Company. By 1922, he had moved to the Maxwell Company, soon earning profits in excess of four million dollars.

With help from several gifted engineers from Willys-Overland, Chrysler began work on a special project - a new six-cylinder engine. Wearing the Maxwell nameplate, the car was promoted as the 'Chrysler Six.' He attempted to display it at the 1924 New York Motor Show, but the car was rejected as it was not a production model. So instead, Chrysler launched a different campaign strategy. Knowing that several key figures of the automobile industry and media were staying at the Hotel Commodore for the auto show, Chrysler leased the lobby. His marketing strategy worked and he would leave a few days later with a five million dollar loan to mass produce his car. By mid-1925, Chrysler acquired the Maxwell Company and renamed it the Chrysler Corporation.

The new Chrysler Corporation ranked number 32 among the American automobile manufacturers, but within a one-year period, the company jumped to fifth place. Near the close of the 1920s, it was in fourth place. Ahead of Chrysler were Ford and Chevrolet, who had their own facilities to forge steel and iron. If Chrysler were to compete and expand its operations, Chrysler would have to spend millions to expand its operations. Instead, they turned to Dodge, who was also struggling to compete. Along with Plymouth and DeSoto, the Chrysler Corporation would become the third-largest auto company in America.

In 1926, Chrysler entered the luxury car segment to take on Cadillac and Packard. The new model was dubbed the Imperial and in 1931, the new Imperial 8 was introduced, equipped with a 385 cubic-inch straight-eight engine offering 125 horsepower. It offered effortless performance, hydraulic brakes, and attractive styling.

This particular 1933 Chrysler CL Custom wears dual windshield phaeton coachwork by LeBaron - one of thirty-six examples built in this style. By 1952, it was owned by Quentin Craft of Prescott, Arizona, who in turn sold it to Earl J. Broyles of Fredericksburg, Virginia, in 1966. Dave Kane purchased the Chrysler in 1997 and subsequently entrusted it to the award-winning Stone Barn Classic Cars of Vienna, New Jersey, for a complete refurbishment. After the work was completed, it was shown at the Pebble Beach Concours d'Elegance in 2000, where it earned Best in Class honors. Senior and Premier First Place awards followed at the 2000 CCCA Spring and Summer Grand Classic shows. It was later shown at the Amelia Island Concours d'Elegance, and scored a perfect 100 points at the 2004 CCCA Michigan Regional Annual Meeting, winning First Place in the Premier Division.

A private collector purchased the Imperial from Mr. Kane in 2005, and the current caretaker purchased it in 2011.

The car wears a dark green paint screen with a matching green leather interior and tan top. The 385 cubic-inch L-Head 'Red Head' inline eight-cylinder engine has a single Stromberg carburetor and delivers 125 horsepower at 3,200 RPM. There is a four-speed manual gearbox, four-wheel hydraulic drum brakes, and a live rear axle with semi-elliptical leaf springs.

by Dan Vaughan

Phaeton by LeBaron
Chassis number: 7803660

Few cars have the distinction of being owned by a world leader. This car has been owned by two! In 1933, the Chrysler Corporation debuted the Imperial, a magnificent touring behemoth riding on a 146-inch chassis, with a six-foot-long cowl-less hood. The new engine, known simply as the 'Imperial 8,' was a 384-cubic-inch inline eight-cylinder with a three-speed synchromesh transmission, producing 135 horsepower with a top speed of 95 mph.

This Imperial was purchased new by Manuel Quezon, who became President of the Philippines. Subsequently, the former Chancellor of Germany, Hans Luther, acquired the car. And from 1937 through 1950, it traversed the United States with a traveling show, owned by the carnival promoter. Chrysler made just 36 custom-built dual-cowl phaetons, and this car is believed to be one of 20 survivors and the only unrestored example in existence.

Close-Coupled Sedan by LeBaron
Chassis number: 7803627
Engine number: CL 1330

The open bodies built for Chrysler's CL Imperial models were crafted by LeBaron; the closed bodies were built by Chrysler's own coachbuilding facilities.

The original owner of this 1933 Chrysler CL Imperial Close-Coupled Sedan was Ira O. Bashore of Mifflintown, Pennsylvania, who retained it for two decades. After Mr. Bashore's passing in 1950, a local resident named Dick Benner acquired it the following year. Then, in 1952, the car passed to Mifflintown's Chrysler dealer, Homer Smith. It is believed that Mr. Smith sold the car to a Mr. Steiner of Mechanicsburg, Pennsylvania, from whom it passed to Willard Bason of Lime Ridge. Frank Wright and his wife, Sharon 'Sherry,' acquired the car from Mr. Bason in 1979 and brought it to Harrisburg.

Roy and Ralph Snyder of Mount Joy, Pennsylvania, restored the car and finished it in Imperial Champagne Tan and Ravenswood Brown with copper striping, its original colors. After the work was completed, it was campaigned by Sherry Wright in Classic Car Club of America judging, achieving a perfect 100 points and its Primary First Prize at the CCCA Eastern Grand Classic in 1986, and at Antique Automobile Club of America Events, receiving a Senior Grand National First Prize and the National President's Cup for the Eastern Division that same year.

This Chrysler has remained in the Wright Collection for over four decades. In 2024 it was brought to auction where it was sold for the sum of $165,000 inclusive of buyer's premium.

by Dan Vaughan

The work of LeBaron is considered to be the most remarkable styling of the CG Series Imperials. LeBaron was one of the greatest design firms of the classic era and was established as innovative, creative, and completely responsive. LeBaron was founded by Wand Ray Dietrich and was later joined by Ralph Roberts, and though Dietrich eventually left the firm to pursue other interests, the company continued to flourish at the hands of Roberts.

Hired to style the CG Imperial, Al Leamy was held in great regard for the L29 Cord, which was considered to be the most striking design in existence. The CG was long and low, much like the L29, and featured gracefully swept fenders along with a V-shaped radiator. The CG's design was improved by LeBaron with a swept-back grille, a much more elegant body-side treatment, and a longer hood.

A variety of L29 Cord styling designs were incorporated into the design of the CG Imperial, and since the CG had a larger platform on which to display the styling, it was considered even more aesthetically successful than the Cord. Chryslers have held a reputation for performance the CG Imperial was no exception with 125 horsepower, along with a four-speed transmission. Along with a well-tuned suspension and Chrysler's 'floating power', the Imperial was a refined vehicle to drive. The Imperial was the first vehicle in the country that employed fluid coupling. This was also offered as optional equipment on the 1939 model.

Considered by many to be the most beautiful Imperial ever, the CG series was the biggest change in 1931. The CG came with the new corporate work-horse, the Flathead Eight as Chrysler was in the process of narrowing engine production. Much advertising for the Imperial references the '8' in regards to the new engine. Becoming the standard wheel treatment until the 1940's, new tire wheels for the Chrysler Imperial were introduced with the Imperial CG.

In 1927, the first Imperials began appearing on the market utilizing a 92-horsepower flathead-six. Imperials would continue to be powered by the same engine until 1931 when the CG series was introduced in 1931. An Imperial was driven on a double cross-country run from San Francisco to New York, to Los Angeles, a total of 6,726-mile trek, at which the Imperial averaged 40.2 miles per hour to introduce the new line of luxury Chryslers.

Unfortunately, since the Great Depression was in full swing at the time of introduction, sales of the 1931 and 1932 Imperial were not as high as hoped. At an original list price of $3,575, only a total of 339 custom and semi-custom CG's were sold, making these vehicles even rarer than the Model J and SJ Duesenbergs.

Continuing to be produced until 1933, the Imperial CG's were updated with styling and even smaller semi-custom and custom sales, before eventually being replaced by the radical Airflow Imperials in 1934. These new radical airflow vehicles sold amazing 2,000-plus models in that year.

Many enthusiasts consider the CG Imperial dual cowl phaeton to be among the best-driving vehicle of the era along with one of the finest-looking cars. Today this vehicle is extremely rare as only a handful of these vehicles are known to exist.

Until 1954 the Imperial was produced with the Chrysler name before retiring until 1990. Wanting to rival Cadillac and Lincoln, the luxurious Imperial moniker stood 'supreme', 'superior' and 'sovereign, which aptly describes Chrysler's most expensive quality model. The first generation Imperial debuted in 1926 riding on a 120-inch, 127-inch, 133-inch, and 136-inch wheelbase. Available in a variety of body styles that included a roadster, coupe, 5-passenger sedan, and phaeton, the Imperial was also offered as a 7-passenger top-of-the-line limousine with a glass partition.

Powering the Imperial was a 288.6 cubic inch (4.7 L) six-cylinder engine with seven bearing blocks and pressure lubrication of 92 brake horsepower (69 kW). At the front were semi-elliptic springs. The Customer Imperial convertible sedan was picked as the official pace car for the 1926 Indianapolis 500. Designated E-80, the name was chosen after the 'guaranteed' 80mph all-day cruising speed.

In 1930 the Imperial received a four-speed transmission. The following year the second generation of the Chrysler Imperial was introduced. The Imperial model rode on a 124-inch wheelbase, while the Custom Imperial rode on 146 inches. 1931 brought with it many changes including a new engine, a 384.84 cubic inch I8. This generation was marketed as the 'Imperial 8', in reference to the new in-line 8-cylinder engine, which would also be found in many other Chrysler cars.

Other updates for 1931 included safety glass, automatic heater controls, and rust-proof fenders. The limousine even offered a Dictaphone. New wire wheels also became a standard wheel treatment until the 1940s. Harry Hartz, a stock car driver, set many speed records behind the wheel of an Imperial sedan at Daytona Beach, Florida.

The third generation of the Chrysler Imperial arrived in 1934 and lasted until 1936. The new 'Airflow' design was introduced with this generation along with the catchy slogan ' The car of tomorrow is here today.' With room for eight, the Imperial was incredibly roomy and was once again powered by an eight-cylinder engine. The first car to be designed in a wind tunnel, the Imperial's engine and passenger compartments were moved forward which gave better balance, ride, and road handle. Exceptionally modern and advanced, the Airflow was 'an unparalleled engineering success'. Extremely strong, the Imperial employed an early form of unibody construction. It was also one of the first vehicles with fender skirts.

Unfortunately, the public wasn't quite ready for the modern styling, and the Airflow cars weren't a big seller at first. The lack of this success caused Chrysler to become overly conservative in their styling for the next two decades. Proving this point, the standard styling on the lower-end Chryslers outsold the Airflow by 3 to 1.

Riding on a 144-inch wheelbase the fourth generation Chrylser Imperial arrived in 1937. It featured innovative features like flexible door handles, recessed controls on the dash, seatback padding, built-in defroster vents, and fully insulated engine mounts. Until 1939 the brakes were 13' drums, but then grew to 14' before shrinking once again to 12' drums the following year in 1940. The front suspension on the Imperial was independent.

This fourth generation offered three Imperial models, the C-14, which was the standard eight, the C-15, and the C-17. The C-14 looked very similar to the Chrysler Royal C-18 but featured a longer hood and cowl. The C-15 was only available by special order, had blind rear quarter panels, and was the Imperial Custom and the Town Sedan Limousine. The C-17 was the Airflow model and it featured a hidden crank that raised the windshield and had a hood that was hinged at the cowl and opened from the front. The side hood panels were released by catches on the inside. An armored Chrysler Imperial was bought by the Prime Minister of Portugal in, António de Oliveira Salazar following an assassination attempt in 1937.

In 1940 the fifth generation of the Imperial was introduced. Now riding on a 145.5-inch wheelbase, the Imperial received a new designation, the Crown Imperial. This generation was available in two different body styles; an eight-seater four-door sedan and an eight-passenger four-door limousine. The two models had about 10 pounds difference between them and around $100 price difference. At the front and rear were hydraulic telescopic shock absorbers. Standard were two-speed electric windshield wipers.

In 1949 the sixth generation Imperial was introduced, this time in three available body styles. The short-wheelbase model was offered only as a four-door six-passenger sedan, while the 4-door 8-passenger Crown Imperial was offered as a sedan or a limo with a division window.

Taking its cues from the luxurious Chrysler New Yorker, the new custom-built Imperial sedan shared the same trim but came with a canvas-covered roof and leather and broadcloth Imperial upholstery. Derham installed these features on the all-new postwar Chrysler sheet metal. Actually leftover 1948 models, early 1949 Crown Imperials filled the gap until the new models arrived in March of 1949. These newest models were much sleeker than before, but also conservative and featured fewer bars, used in the cross-hatched grille. Wrapping around the front fenders were upper and center horizontal pieces. Decorating the side body of the Imperial sedan were rear fender stone guards, rocker panel moldings, full-length lower window trim, and horizontal chrome strips on the rear fenders, and from the headlights almost to halfway across the front doors.

The Chrysler Crown Imperial was the first model to have production disc brakes as standard, beginning in the 1949 model year. The Crosley Hot Shot featured disc brakes, a Goodyear development that was a caliper type with a ventilated rotor, which had been originally designed for aircraft applications. The Hot Shot was the only one to feature it. Unfortunately, the brakes suffered from reliability issues, especially where salt was heavily used on winter roads and caused corrosion. Converting to drum brakes was a very popular option for the Hot Shot. Chrysler's 4-wheel disc brakes were much more expensive and complex than Crosleys, but definitely more reliable and efficient. First tested on a 1939 Plymouth, the 4-wheel disc brakes were built by Auto Specialties Manufacturing Company (Ausco) of St. Joseph, Michigan under the patents of inventor H.L. Lambert. The Ausco-Lambert used twin-expanding discs that rubbed against the inner surface of a cast-iron brake drum, which pulled double duty as the brake housing. Through the action of standard wheel cylinders, the discs spread apart to create friction against the inner drum surface.

'Self energizing,' the Chrysler discs braking energy itself contributed to the braking effort, thanks to small balls set into oval holes leading to the braking surface. After the disc made contact with the friction surface the balls would be pushed through the holes, which forced the discs further apart with augmented the braking energy. This resulted in lighter braking pressure than found with calipers and its also avoided brake fade, provided one-third more friction surface than typical Chrysler 12-inch drums and promoted cooler running. Since they were so expensive the brakes were only standard on the Chrysler Crown Imperial until 1954, and the Town and Country Newport in 1950. On other Chryslers these brakes were optional and cost around $400, meanwhile, an ENTIRE Crosley Hot Shot model retailed for $935. The Ausco-Lambert was considered to be extremely reliable with a good dose of power with its downsides being its sensitivity.

The 1950 Imperial was very similar to a New Yorker, with a Cadillac-style grille treatment that featured circular signal lights enclosed in a wraparound ribbed chrome piece. The interior was custom and the side trim was nearly identical to the previous year's model, though the front fender strip ended at the front doors while the rear fender molding at the tire top-level and molded into the stone guard. Separating two Crown Imperials from the standard model, the Crown had a side treatment in which the rear fender moldings and stone guard were separate. All Imperials used body sill moldings but were a smaller type than typically found on big Crown models. The limousine offered a special version this year with unique leather on the inside and a leather-covered top that blacked out the rear quarter windows. The Crown Imperial featured power windows as standard.

Strangely for the chrome era, the 1951 Imperial had much less chrome than the less expensive New Yorker that it was based on. Changes this year included a modified look with three horizontal grille bars with the parking lights nestled between the bars and a chrome vertical centerpiece. The side body trim was limited only to the moldings below the windows, rocker panel moldings, bright metal stone shields and a heavy horizontal molding strip that ran across the fender strips, and the front fender nameplate.

Three 2-door bodies were added to the 1951 Imperial lineup: a Club coupe, a hardtop, and a convertible. Discontinued the following year, only 650 convertibles were sold. New for 1951 was Chrysler's 331 cu in (5.4 L) Hemi head V8 engine. For an additional cost of $226 'Hydraguide' power steering, an industry first in production automobiles were available on the Chrysler Imperial. Standard on the Crown Imperial was full-time power steering.

Not many changes differentiated the 1951 and 1952 Imperials. The most accurate way to tell them apart was through reference to serial numbers. The taillights on the Imperial weren't changed, unlike other Chrysler models. Standard this year was power steering and the front tread measurement was reduced one inch. The Crown Imperial didn't receive any changes this year. During the 1951-1952 model run, only 338 of these cars were produced.

The Imperial name was changed once again in 1953 and became the Custom Imperial. Though the Custom Imperial still very closely resembled the New Yorker, the Custom rode on a different wheelbase and had different taillights and side trim. Setting it apart from other 'ordinary' Chryslers were clean front fenders and a higher rear fender stone shield. New this year was the stylized eagle hood ornament. Other standard features for 1953 were power windows and brakes, a padded dash, and center folding armrests at front and rear. Different from other Chrysler models, Imperial's parking lights were positioned between the top and center grille moldings.

Brand new for 1953 was the Custom Imperial limousine with room for six. Standard equipment was electric windows, an electric division window, rear compartment heater, fold-up footrests, floor-level courtesy lamps, special luxury cloth or leather interiors and a seatback-mounted clock. The Custom Imperial Newport hardtop model was added to the lineup on March 10, 1953. Costing $325 more than the eight-passenger sedan, the Custom Imperial Newport was an ultra-exclusive model that brought even more class to the lineup.

Other changes this year included the 2-door Club coupe being deleted and the eagle ornament added to the 1953 Crown Imperial. Custom Imperial sedans grew slightly as they now rode on a 2-inch longer wheelbase than the 2-door hardtops. The limo received moldings on top of the rear fenders, and the nameplate was tweaked slightly. Custom Imperials still featured a 6-volt system, but Crown Imperials came with a 12-volt electrical system. Powerflite, Chrysler's first fully automatic transmission became available late in the model year, it was installed into a very select number of cars for testing and evaluation. Crown Imperials received power steering as standard along with a padded dash. This would also be the final year that the Imperial would have a one-piece windshield rather than a two-piece one.

The first production vehicle in twelve years to feature air conditioning, the 1953 Chrysler Imperial actually beat out Cadillac, Oldsmobile, and Buick in offering the innovative feature. Optional Airtemp air conditioning units were much more sophisticated and efficient than rival air conditioners of 1953. Airtemp recirculated the air rather than just cooling the interior of the car. It was also very simple to operate with just the flick of a single switch on the dashboard that marked low, medium, and high positions according to the driver's preference. In only two minutes the system could cool a Chrysler down from 120 degrees to 85 degrees. It also completely eliminated pollutants like dust, humidity, pollen, and tobacco at the same time. The Airtemp system relied on fresh air and since it drew in 60% more than its competition it avoided the typical staleness compared to other systems at the time. Quiet, but effective, the system had small ducts that directed cool air toward the ceiling before it filtered down to the passengers, rather than blowing directly onto them like other cars.

For 1954 the Custom Imperial received a new grille that was made up of a heavy wraparound horizontal center bar with five ridges on the top and integrated circular signal lighting. Spanning the length of the front door to the front of the door opening was a chrome strip below the front fender nameplate. Bigger than the previous year was the rear fender stone guard, though the rocker panel molding and rear fender chrome strip style remained the same. Instead of the lights being divided like in previous years, the back-up lights were now placed directly below the taillights. Basic styling was shared between the Crown Imperial and the Custom Imperial, though the Crown had standard AC, center-opening rear doors, and Cadillac-like rear fender taillights.

The Imperial was registered as a separate make, beginning in 1955, in an attempt by Chrysler to compete directly with GM's Cadillac and Ford's Lincoln plush luxury marques, instead of GM's lower-price brands: Oldsmobile and Buick. Continuing to be sold through Chrysler dealerships, the Imperial nameplate became a stand-alone marque since it didn't separate itself enough from other Chrysler models. From 1976 to 1978 no Imperial's were produced and cars that were previously marketed as an Imperial were rebranded as the Chrysler New Yorker Brougham during this period.

Chrysler and Philco joined together and produced the World's First All-Transistor car radio on April 28, 1955. Mopar model 914HR was a $150 option available on the 1956 Imperial car. Beginning in the fall of 1955, Philco was the company that manufactured the all-transistor car radio at its Sandusky Ohio plant for the Chrysler Company.

The seventh generation of the Chrysler Imperial arrived in 1990. Once again Chrysler's top-of-the-line sedan, the Imperial was no longer it's own marque was once again a model of Chrysler. Representing Chrysler's top full-sill model in the lineup, the Imperial was based on the Y platform and was similar to the New Yorker Fifth Avenue. Directly below that was the entry-level New Yorker. The Imperial was resurrected two years after the Lincoln Continental was Continental changed to a front-wheel-drive sedan with a V6 engine.

Though very similar in many ways, the Imperial and the Fifth Avenue differed in various ways. The Fifth Avenue featured a much sharper nose and had a more angular profile while the Imperial led with a more wedge-shaped nose. The back of the two vehicles was very different as well with the Imperial featuring more rounded edges while the Fifth Avenue had more stiff angles. Similar to the taillights on the Chrysler TC, the Imperial had full-width taillights while the Fifth Avenue lit its way with smaller vertical ones. The Fifth Avenue's interior featured plush signature pillow-like button-tufted seats while the Imperial's interior was more streamlined with 'Kimberly Velvet' seats.

During it's four-year production run the seventh-generation Imperial remained virtually the same. Powered by the 147 hp (110 kW) 3.3 L EGA V6 engine, the 1990 Imperial rated at 185 lb/ft of torque. The following year the 3.3 L V6 engine was replaced by the larger 3.8 L EGH V6. Horsepower was only bumped up to 150 hp though with the new larger 3.8 L V6, torque increased to 215 lb/ft at 2,750 rpm. Standard with both engines was a four-speed automatic transmission.

With available room for up to six passengers, the Imperial was fitted in either velour or Mark Cross leather. Automatic climate-controlled AC, Cruise, ABS brakes, driver's side airbag, and its own distinct Landau vinyl roof were standard along with power equipment.

Similar to the LeBaron coupe and convertible, and the New Yorker and Fifth Avenue, the Imperial carried the same distinctive hidden headlamps behind retractable metal covers. Available with the option of several Infinity sound systems, the Imperial also came with a cassette player. Other big-ticket options included an electronically controlled air suspension system, a fully electronic digital instrument cluster with an information center, and remote keyless entry with a security alarm.

Chrysler's market-leading 'Crystal Key Owner Care Program' covered all seventh-generation Imperial models. The program included a 5-year/50,000-mile limited warranty and 7-year/70,000-mile powertrain warranty. The program also included a 24-hour toll-free customer service hotline for clients.

After the 1993 model year, Chrysler decided to do away with the Imperial model because of slow sales. Imperial sales in 1991 peaked at 14,968 units produced; fell to 11,601 units in 1991, before dropping drastically to 7,643 in 1992, and 7,063 the following year. Its outdated platform dated back to the original 1981 Chrysler K platform. The popular cab-forward styled Chrysler LHS replaced the Imperial in 1994 as Chrysler's flagship model.

Chrysler debuted the Chrysler Imperial concept car at the 2006 North American International Show. Built on the Chrysler LY platform, an extended LX, the Imperial concept rides a 123-inch wheelbase. Sporting 22-inch wheels, the Imperial was met with rave reviews that appreciated it's 'six-figure image but at a much lower price', according to Tom Tremont, VP of advanced vehicle design for Chrysler. The concept design sported a horizontal-themed grille, a long hood, and front end, and an upright radiator. Evoking memories of the freestanding headlamps of previous models were brushed and polished aluminum pods. Reminiscent of the early 1960's Imperials were circular LED taillights with floating outer rings. The concept appeared much longer thanks to a rearward pulled roofline that enlarged the cabin.

by Jessican Donaldson