During the first half of the 1950s , the 1951 - 1954 Chrysler New Yorker was either the most democratic ( 1953 - 1954 ) model in the argument or a tightlipped second ( 1951 - 1952 ) to the omnipresent , lower priced Chrysler Windsor .
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Its popularity had surely as much to do with its engineering as its styling , maybe more so considering its boxlike lines . At the heart of that engineering was the unexampled Chrysler 331 V-8 with hemispherical - head burning chambers : the fabled " Hemi . "
The purpose of the hemi heads on the 1951 - 1954 Chrysler New Yorker was to achieve exceptional volumetric efficiency and truly outstanding performance , while relying on a lower compressing proportion that could give up the function of lower - octane fuels than comparably sized non - hemis – or , conversely , farm a mass more superpower than comparably sized non - hemis of the same or even gamy compression .
This the hemi proved , in rivalry as wide - stray as the Mexican Road Race and at National Hot Rod Association dragstrips , Le Mans , and the stock car oval tracks . It was expensive to work up , andChryslerseveral times abandoned it . In the early fifties , though , the hemi reigned supreme among V-8s .
Also new in 1951 for the Chrysler New Yorker were two further permutation of Chrysler ’s sometime Fluid Drive : liquid - Matic ( standard on New Yorker ) and Fluid - Torque ( $ 167 option ) . Fluid - Matic was simply the original , fluid - couple four - speed Fluid Drive ; Fluid - Torque sweep up atorque convertermounted before of theclutch . The clench pedal was used to pick out high or low shift orbit ; within the mountain chain you " shifted " by lifting your invertebrate foot from the accelerator pedal .
The 1949 - 1952 " new " Chrysler mathematical product were boxlike and virtual – but not sylphlike . And although much was done to amend them in 1953 , their look cost Chrysler a passel of sales . In 1954 , Buick , Oldsmobile , and Pontiac all hasten past Plymouth in the product slipstream , while Chrysler outturn skidded from 170,000 units to barely 100,000 .
Later on , Chrysler would ask the man - in - the - street , " What do you call up about when you think about Chrysler ? " The response the pollsters rag to immortalise almost always were , " Engineering . " As far as the world was concerned , that was all Chrysler had hold out for it in this period .
Relatively few buyers realized that the 1951 - 1954 Chrysler New Yorker was also attractively built , almost imperviable to rust , and would last a duo hundred thousand mil with minimum criminal maintenance . But these quality did not seem very significant until the 1960s ( by which meter Chrysler had turn a loss them ) .
Keep reading to con more about the 1951 - 1954 Chrysler New Yorker , including how Chrysler capitalized on the New Yorker ’s success .
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Continued
The 1951 , 1952 , 1953 , and 1954 Chrysler New Yorker introduced stylistic change as well . For example , the broad Cr smiles of the 1949 - 1950 example were clean away with a neat , three - bar grille for 1951 - 1952 .
There were no pregnant change between the 1951 and 1952 Chrysler New Yorker models ( the only obvious divergence was the incorporation of backup lights into the tail lamp assembly of the 1952s ) , and Chrysler did n’t even keep separate product records for those two year . The ground was the Korean difference of opinion , which many feared would stop civilian car production beat , but did n’t .
The 1951 - 1952 Saratoga , hemi - power on the short Windsor chassis , was the raging Chrysler and a famed neckcloth - car racing car , but for immature upwardly - mobile professional hoi polloi ( you did n’t abbreviate that in those day ) , the classy Chrysler New Yorker was the favored option . Chrysler see this , offering thehemiV-8 New Yorker for not that much more than the six - cylinder Windsor ; in 1953 the difference between the ( old-hat - Saratoga ) Windsor Deluxe and New Yorker sedan was only $ 550 .
Chrysler tried different body intermixture each year . For 1951 the Chrysler New Yorker could be ordered as a sedan , club coupe , Newport hardtop , convertible , or Town & Country Plough . For 1952 , with Korean - caused production cutback , all but the saloon , Newport , andconvertiblewere scrub .
During 1953 - 1954 the Chrysler New Yorker contrast split into a stock and Deluxe series , with a full ration of sedan , coupe , and Newports , but the wagon and farseeing sedan get only in the standard serial publication and the convertible only as a Deluxe . Of course , the king of beasts ’s contribution of sales each yr went to four - room access sedans , and some of the output name for other models were astonishingly low .
you’re able to bet that Chrysler aggregator are on the watch for 1951 - 1954 Chrysler New Yorker convertibles , though the scarcity of eight - rider recollective - wheelbase sedans , wagons , and the stock 1954 Newport is deserving assume in intellect if you long to own one of these self-aggrandizing , hefty highway cabin cruiser .
Check out the specification of the 1951 - 1954 Chrysler New Yorker on the following page .
1951, 1952, 1953, 1954 Chrysler New Yorker Specifications
The 1951 , 1952 , 1953 , and 1954 Chrysler New Yorkers were illustrious for their engineering advances , though the car ’s dowdy styling dissuaded too many buyers for the line of descent to be a true succeeder . See the specifications of the 1951 - 1954 Chrysler New Yorker below .
Specifications
Engines : ohv V-8 , 331.1 Criminal Investigation Command ( 3.81 × 3.63 ) ; 1951 - 1953 180 bhp ; 1954 New Yorker 195 bhp ; New Yorker Deluxe 235 bhp
Transmission:1951 - 1953 Fluid - Matic , Fluid - Torque optional ; 1954 Powerflite robotic
dangling , front : independent , coil springs , tube jounce
Suspension , rear : live axle , leaf leaping , tube impact
pasture brake : front / rear drums ( Ausco - Lambert discs optional , $ 400 )
Wheelbase ( in.):1951 - 1952 , 131.5 ; 1953 - 1954 , 125.5 ; 1953 - 1954 , 139.5
Weight ( lbs):3,950 - 4,500
Top speed ( mph):110 - 115
0 - 60 mph ( sec):10.0 - 12.0
