The 1951-1954 Chrysler Imperial

The 1951-1954 Chrysler Imperial was Chrysler's top-tier offering, competing with the finest cars like Cadillac, Packard, and Lincoln. These models boasted the best materials and features Chrysler had to offer during that era, such as Ausco-Lambert disc brakes, the largest hemi V-8 engine, and Fluid-Torque Drive or Powerflite transmission as standard. Premium upholstery was also a hallmark, though, like Cadillac and Lincoln, Chrysler never produced a station wagon version of the Imperial.

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The 1951 Hemi-head V-8 engine was just as significant for the Chrysler Imperial as it was for the less luxurious Chrysler models, though it played an even more crucial role in the Imperial's high-end market positioning. With a price range of $3,661 to $4,402, the Imperial was priced higher than the Cadillac ($2,810-4,142), Lincoln ($2,529-3,950), and senior Packard ($3,234-3,662), and certainly needed the extra Hemi power. However, Imperial consistently lagged behind these competitors in sales (even the senior Packard outsold it two-to-one in 1951), partly due to its perception as a Chrysler rather than an Imperial, and partly due to its outdated styling.

At the higher end of the spectrum, the Crown Imperial was available, built on a 145.5-inch wheelbase to compete with the Cadillac Seventy-Five and, in 1953-1954, the Packard Executive sedan and Corporation limousine. Despite being a Chrysler, the Crown Imperial struggled to match Cadillac's sales, and barely kept up with Packard. This image problem ultimately led Chrysler to create the Imperial as a standalone brand starting in 1955.

The rarest and most coveted model of the 1951-1954 Chrysler Imperial is the convertible, with only 650 units sold in 1951. It was discontinued and appeared as a single prototype in 1954. Built on the longest standard wheelbase, it was quite similar to the New Yorker convertible, except for its price—$4,402, around $500 more. This price tag made it more expensive than the Packard Custom Eight Victoria, making it the most expensive non-luxury production car in the U.S. at the time. This high price tag explains why so few found buyers.

To explore more about the 1951-1954 Chrysler Imperial and its different variations, turn to the next page.

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The 1951, 1952, 1953, and 1954 Chrysler Imperials also included other variants. In 1951 and 1952, a club coupe model was available, offering a sleek appearance but proving to be another slow seller (around 3,500 units over two years). Additionally, the Imperial Newport hardtop was a constant in the lineup, featuring a convertible-like open feel, part-leather interior, and a large glass area (for Chrysler standards).

Virgil Exner, who was recruited from Studebaker to lead Chrysler's styling in 1949, brought significant changes to the look of Chrysler vehicles starting in 1953. The designs became more streamlined, a welcome departure from the upright, boxy shapes of the 1949-1952 models. There was an increase in glass areas, with curved, one-piece windshields replacing the flat ones, and the previously gloomy interiors were brightened, especially with a large, wraparound rear window. While the 1953 Chrysler Imperial’s grille mirrored that of the 1951-1952 models, the unique, near-vertical eagle hood ornament set it apart.

While many of Chrysler’s smaller models became less bulky, the Chrysler Imperial was made larger to create a more distinct visual identity. The four-door models were built on a 13-inch wheelbase. A new variant, the Chrysler Town Limousine, debuted, featuring a division window and utilizing the same wheelbase. Unfortunately, the idea of a compact limousine for chauffeur-driven urban environments failed to attract interest, leading to limited production: only 243 units in 1953 and just 85 in 1954. All standard cars from these years were dubbed “Custom Imperials,” though they were not truly custom-built.

The Chrysler Crown Imperial, built on a long wheelbase, remained unchanged during these years, but its rarity made it an exclusive model: only 48 long sedans and 111 limousines were produced in 1953; 23 sedans and 77 limousines followed in 1954. Unlike Cadillac’s Seventy-Five, Chrysler didn’t cater to commercial body builders with this model, producing just one bare chassis for a special parade edition, according to company records.

Explore the detailed specifications of the 1951-1954 Chrysler Imperial on the following page.

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Specifications for the 1951-1954 Chrysler Imperial

The 1951, 1952, 1953, and 1954 Chrysler Imperials ushered in a new era of luxury for Chrysler. While Chrysler offered several variations, including the brief-lived Town Limousine, the original Imperial model stood out as the most successful. Below, you'll find the specifications for the 1951-1954 Chrysler Imperial.

Specifications

Engines: OHV V-8, 331.1 cid (3.81 × 3.63); 180 bhp from 1951-1953; 235 bhp in 1954

Transmission: Fluid-Torque Drive from 1951-1953, Powerflite automatic in 1954

Front Suspension: Independent design with coil springs and tube shocks

Rear Suspension: Live axle with leaf springs and tube shocks

Brakes: Drum brakes front and rear; disc brakes available as an option (standard on the Crown Imperial)

Wheelbase (inches): 1951-1952, 1953-1954 Newport 131.5; 1953-1954 sedan & Town limousine 13; Crown Imperial 145.5

Weight (pounds): 4,230-4,570; Crown Imperial 5,220-5,450

Maximum Speed (mph): 100-105

0-60 mph Acceleration (seconds): 11.0-13.0

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