1959 Chrysler New Yorker

The surge of popularity in Chrysler's postwar model lines during the late 1950s was largely attributed to designer Virgil Exner. Influenced by the creations of the Italian firm Ghia, yet creating near-iconic forms specific to his own signature, Exner introduced the 'Forward Look' design in 1955 and it would continue through 1963, characterized by tail fins, low rooflines, and sleek, aerodynamic features. The company was brought to the forefront of design in 1957 with the introduction of the second 'Forward Look' design, advertised with the slogan, 'Suddenly, it's 1960!'

The 1959 Chrysler model lineup included the entry-level Windsor which continued to use a Dodge chassis with a wheelbase size of 122 inches. Its long list of available body styles mimicked those found in the top-of-the-line New Yorker. Between these two models was the mid-priced Saratoga series, consisting of a sedan, a 2-door hardtop, and a 4-door hardtop. The 300E remained the halo car of the Chrysler line, now powered by a 413 cubic-inch engine that offered 380 horsepower. Body styles on the 300E included a hardtop coupe and convertible, with total sales reaching just under 700.

The New Yorker, although priced below the 300E, was the top-of-the-line model. Prices ranged from $4,420 to $5,200. The four-door body styles were the most popular, with the sedan achieving 7,792 sales and the four-door hardtop having 4,805 sales. The two-door hardtop accounted for 2,435 sales, and the convertible found 286 willing buyers. The total station wagon sales on the New Yorker were 1,008 vehicles, with 444 of those being the six-passenger version.

The big news for 1959 was the use of the B-series engine, replacing the Hemi. The B-series had a larger displacement, slightly more horsepower, and a simpler design. It was lighter and cheaper to manufacture prompting Chrysler to discontinue the Hemi engine that had earned it numerous victories in NASCAR. The 'Golden Lion' engine was promoted insignias placed below the New Yorker script at the rear portion of the front fender.

The Hemi engine never returned to the New Yorker, despite its long existence, lasting through 1996. The New Yorker slowly lost its performance image as it would later be re-branded as a luxury car. A Hemi did re-appear on the Mopar lineup in 1964 with the second generation 426 Hemi.

The 413 cubic-inch engine powering the New Yorker had hydraulic valve lifters, a Carter four-barrel carburetor, a 10.0:1 compression, five main bearings, and developed 350 horsepower at 4,600 RPM. A TorqueFlite automatic transmission was standard, as were the power brakes, power windows, and power steering.

Styling changes included a new front end and new tail fins. There was a new spear-loke color sweep with horizontal top trim while the lower trim molding became slightly larger at the rear, and dipped to the bumper level height. Seven slash-type stripes were added at the back.

Befitting a top-of-the-line model, the New Yorker was offered with 22 combinations of upholstery fabric including vinyl and Jacquard fabric.

1959 was the final year for separate body and frame construction as the 1960 Chryslers used unibody construction. In 1961, the New Yorker gained a new grille, a continental kit on the trunk lid, and slanted headlights. For 1962, the classic Chrysler fins no longer existed and the list of body styles shrunk to four-door models as well as wagons and hardtops. Styling changes occurred in 1964 as the world awaited the introduction of the All-new C-body unibody platform introduced on all 1965 Chryslers, including Plymouth and Dodges.

by Daniel Vaughan | Sep 2020