Though not a new idea, the Hemi -- named for its combustion chambers' half-dome shape -- produced more horsepower per cubic inch than any other engine around. In initial form it made 170, 10 more horses than Cadillac's contemporary V-8 of identical size, and even minor modifications could easily yield 300. But though a New Yorker convertible paced the 1951 Indy 500, the Hemi wasn't raced much before mid-decade because the cars it powered were large and lumbering. And Chrysler did little to change that, its 1950-54s being mainly brighter, smoother renditions of its square and stodgy new '49 generation. (So little change occurred for 1951-52 that Chrysler didn't even keep separate production tallies.)
Chrysler paid the price as sales steadily declined to crisis levels by 1954. Government-mandated production curbs during the Korean War didn't help. Nor did inflationary pressures that boosted the New Yorker convertible's price by $700 for '51 to a lofty $3916. As a result, sales were just 2200 in 1951-52. The cheaper six-cylinder Windsor convertible managed 4200.
The New Yorker name helped define the Chrysler brand as a maker of upscale models priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against models from Buick, Oldsmobile and Mercury.
The 1949 New Yorker used Chrysler Corporation's new postwar body also shared by Dodge and DeSoto with ponton, three-box styling. The engine continued to be the 323.5-cid straight eight coupled to Fluid Drive and the Prestomatic four-speed semi-automatic. Body styles were reduced to club coupe, 4-door sedan and convertible. Wheelbase on the New Yorker was increased to 131.5 in (3,340 mm) from the 127.5 in (3,240 mm) frame introduced in 1941.
The 1950 New Yorker was the more deluxe of the regular eight-cylinder Chryslers (Saratoga being the eight with plainer trim) with cloth upholstery available in (unusual for 1950) several colors, 135 hp (101 kW) Spitfire straight-eight engine and roomy interior featuring "chair height" seats. The "Prestomatic" fluid drive transmission had two forward ranges, each with two speeds. In normal driving, high range was engaged using the clutch. The car could then be driven without using the clutch (unless reverse or low range was required); at any speed above 13 mph (21 km/h), the driver released the accelerator and the transmission shifted into the higher gear of the range with a slight "clunk". When the car came to a stop, the lower gear was again engaged.
The big news for 1950 was the two-door hardtop, or Special Club Coupe as Chrysler called it, in the New Yorker series. The model was called the Newport in sales literature. Also, Chrysler added foam rubber padding on the dashboard for safety.
Chrysler introduces the 180 hp (130 kW) FirePower Hemi engine. The engine becomes a popular choice among hot rodders and racers alike, a trend that continues to thrive today with its namesake second generation model. The FirePower Hemi equipped cars could accelerate 0 to 60 mph in 10 seconds, faster than the Oldsmobile 88 Rocket engine of that time.
The New Yorker also offered Fluid Torque Drive, a true torque converter, in place of Fluid Drive. Cars with Fluid Torque Drive came only with Fluid Matic semi-automatic transmission and had a gear selector quadrant on the steering column. Power steering, an industry first, appeared as an option on Chrysler cars with the Hemi engine. It was sold under the name Hydraguide.
A station wagon was offered for 1951, with only 251 built. Its 131.5 in (3,340 mm) wheelbase is the longest wheelbase ever used on a station wagon.
Small redesign on taillights with the backup lights in the lower section. Last year for the 131.5 in (3,340 mm) wheelbase chassis for the New Yorker.
A less bulky look with the wheelbase reduced to 125.5 in (3,190 mm), a one-piece curved windshield and rear fenders integrated into the body. Wire wheels were now an option. The Saratoga of 1952 became the New Yorker for 1953 while the former New Yorker was now the New Yorker DeLuxe. The convertible and Newport hardtop were available only in the New Yorker DeLuxe while the base New Yorker offered a long wheelbase sedan and a Town & Country wagon. The convertible was New Yorker's costliest model on the 125.5 in (3,190 mm) chassis for 1953 at $3,980 with only 950 built. Also new was exterior pull handles.
The 1954 was a premium version of a standard 1950s size body. Chrysler's interest in six cylinder vehicles began to wane in favor of the popular FirePower Hemi V8. The New Yorker was priced a little more affordable at $3,230 for the standard and $3,400 for the DeLuxe.
The standard model had a mild 195 hp (145 kW) output while the DeLuxe was used as a testbed of the engine's capabilities by outputting 235 hp (175 kW). (Such power was unheard of in 1954 from its competitors.)
Although introduced very late in the 1953 model year, all 1954 New Yorkers were available with the new two speed Powerflite automatic transmission. Fluid Torque Drive and Fluid Matic were dropped.
1954 was the last year the long wheelbase sedan was offered by Chrysler.
Der Chrysler New Yorker war ein Premium-Automobil-Modell von der Chrysler Corporation von 1946-1996 und dient seit einigen Jahren als das Flaggschiff der Marke Modell. Ein Trimm-Ebene den Namen "New York Special" erschien erstmals im Jahre 1938. Bis zu seiner Einstellung im Jahr 1996 hatte die New Yorker ihre Spuren als die am längsten laufende amerikanische Auto Typenschild gemacht.
Chrysler New Yorker была моделью премии автомобилем Chrysler Corporation от 1946-1996, обслуживая в течение нескольких лет в качестве флагманской модели бренда.Уровень отделки салона названный "New York Special" впервые появился в 1938 году. До ее отмены в 1996 году житель Нью-Йорка сделал свой след, как старейших американских табличке автомобиля.