Chrysler New Yorker тарихы және сипаттамасы

The Chrysler New Yorker is an automobile model produced by Chrysler from 1940 until 1996, serving for several decades as either the brand's flagship model or as a junior sedan to the Chrysler Imperial, the latter during the years in which the Imperial name was used within the Chrysler lineup rather than as a standalone brand. A trim level named the "New York Special" first appeared in 1938, while the "New Yorker" name debuted in 1939. The New Yorker helped define the Chrysler brand as a maker of upscale models that were priced and equipped to compete against upper level models from Buick, Oldsmobile, and Mercury. The New Yorker was Chrysler's most prestigious model throughout most of its run. Over the decades, it was available in several body styles, including sedan, coupe, and convertible. Until its discontinuation in 1996, the New Yorker was the longest running American car nameplate.

The 1960 model year New Yorkers utilized unibody construction, and the carry over RB engine had an output of Starting with 1960, all Chrysler models adopted the grille appearance from the Chrysler 300F. The rear bucket seats from the 300 models 300 were optional on the New Yorker Custom coupe. The New Yorker 1961 model year featured a new grille, slanted headlights, and a continental kit apperance on the trunk lid. The 413 CID "RB" Golden Lion V8 continued. This was the last of the "Forward Look" models. Chrysler built 2,541 New Yorker two door hardtops, in Canada through 1964 and 1965 in the U. S., and no longer used the nameplate "Newport" for hardtop models when the Chrysler Newport became its model line. The 1962 model year New Yorkers would only be offered as four door models. Thus, both the 1962 hardtop sedan and the pillared sedan were made by taking the front end of a 1961 New Yorker (updated for 1962) and mating it to the de finned body of a corresponding 1961 Dodge Polara four door sedan. The dash had been designed with Chrysler's push button controls for the TorqueFlite automatic in mind, with the "AstraDome" instrument cluster covering the part of the steering column a column shifter would come out from under then standard practice, so manual cars used a floor shifter. Due to the installation of the "AstraDome" instrument cluster extending outward towards the steering wheel, the traditional installation of the turn signal lever was relocated to the dashboard underneath the "TorqueFlite" push button gear selectors and was installed as a sliding lever that would return to center as the steering wheel returned to the center position. The 413 RB had a 4.1875 in (106 mm) bore and was used from 1959 until 1965. It powered all Chrysler New Yorker, 300G & 300H, and Imperial Custom, Crown, and Le Baron models during that period. It was also available on the Chrysler Newport, Dodge's Polara and Monaco, and the Plymouth Fury as an alternative to the 383 cubic inch B series engine or the 318 Poly. With a compression ratio of 10:1, it developed and of torque with a four barrel carburetor.

The redesigned New Yorker for 1988 was larger (see Chrysler C platform), with many underbody and suspension components carried over and sharing much of its design with the rebadged variant, the Dodge Dynasty. The new version had a V6 engine — a Mitsubishi sourced 3.0 L unit instead of the Chrysler LA series 3.9 L V6 engine and optional anti lock brakes. Base and Landau trim choices were offered, the latter of which carried a rear quarter vinyl top. Hidden headlamps, a feature lost when the R body cars were discontinued, returned. All thirteenth generation New Yorkers, as well as the reintroduced flagship 1990 1993 Imperial, were covered by Chrysler's market leading "Crystal Key Owner Care Program" which included a 5 year/50,000 mile limited warranty and 7 year/70,000 mile powertrain warranty. A 24 hour toll free customer service hotline was also provided. For 1989, the 3.0 L V6 engine had a slight horsepower increase and was now mated to a new 4 speed Ultradrive automatic transmission. This year also marked the 50th anniversary of the "New Yorker" name. Although no special anniversary edition or recognition was offered at the time, it turned out to be the most popular New Yorker of the model run with over 100,000 units produced that year. In 1990, a base model New Yorker, marketed as the "Salon" was added. The Salon was a rebadged Dodge Dynasty with exposed headlamps, horizontal taillights, and a grille similar to the Dodge. The Salon was marketed in Canada as the Chrysler Dynasty. All models carried a new Chrysler built 3.3 L V6 engine that year. Minor changes to the interior included a revised, contoured dash. A driver's side airbag was now standard. The Landau model was dropped for 1991 but Salon was upgraded and included more standard equipment, hidden headlights, vertical taillights, and a traditional Chrysler grille. A styling update for 1992 produced a more rounded appearance front and rear. A padded landau roof, similar to one previously featured on the "Landau" model, was now an option on the Salon. Last year's restyle carried into 1993. The last thirteenth generation New Yorker was manufactured on May 28, 1993.

The final generation of the New Yorker continued with front wheel drive on an elongated version of the new Chrysler LH platform and was shown at the 1992 North American International Auto Show in Detroit. It was released in May 1993 along with the nearly identical Chrysler LHS as an early 1994 model, six months after the original LH cars: the Chrysler Concorde, Dodge Intrepid, and Eagle Vision, were introduced. The New Yorker came standard with the 3.5 L EGE which produced Chrysler gave the New Yorker a more "traditional American" luxury image, and the LHS a more European performance image (as was done with the Eagle Vision). Little separated New Yorker from LHS in appearance, with New Yorker's chrome hood trim, body color cladding, standard chrome wheel covers, and 15 inch wheels, column shifter and front bench seat, being the only noticeable differences. An option provided for 16 inch wheels and a firmer suspension type ("touring suspension"). This option eliminated the technical differences between the New Yorker and LHS. LHS came with almost all of New Yorker's optional features as standard equipment and featured the firmer tuned suspension, to go with its more European image. This model was also officially sold by Chrysler in Europe. During the 1994 model run, various changes were made to the New Yorker. On the outside, New Yorker was switched to new accent color body cladding, whereas LHS received body color cladding. This change aligned New Yorker with the Chrysler Concorde which also had accent color cladding. The 16 inch wheels became standard. Likewise, the touring suspension option available on early 1994 New Yorker models was discontinued, leaving only "ride tuned" suspension. This resulted in a permanent technical difference with LHS. For 1995, the New Yorker received Chrysler's revived blue ribbon logo (which was last used in the 1950s) on its grille, which replaced the Pentastar that had been used on models beginning in 1980. The 1996 model featured additional sound insulation and revised structural engineering to give it a quieter ride. A new built in transmitter replaced the remote garage door opener. The antenna was now integrated into the rear window. Due to similarities between the New Yorker and LHS, and the LHS's strong sales, the New Yorker name was dropped after a short 1996 production run. Despite being far more contemporary and monochromatic in design compared to previous models, the traditional New Yorker with its two tone cladding and chrome trim still did not follow the modern, monochromatic styling trend of the division's other vehicles in 1996.

The fourteenth, and final, generation New Yorker's design can be traced to 1986, when designer Kevin Verduyn completed the initial exterior design of a new aerodynamic concept sedan called Navajo. The design never passed the clay model stage. It was also at this time that the Chrysler Corporation purchased bankrupt Italian sports car manufacturer Lamborghini. The Navajo's exterior design was reworked and became the Lamborghini Portofino, released as a concept at the 1987 Frankfurt Auto Show. The Portofino was heralded as a design triumph, setting in motion Chrysler's decision to produce a production sedan with the Portofino's revolutionary exterior design, called "cab forward". The cab forward design was characterized by the long, low slung windshield, and relatively short overhangs. The wheels were effectively pushed to the corners of the car, creating a much larger passenger cabin than the contemporaries of the time. Design of the chassis began in the late 1980s, after Chrysler had bought another automaker: American Motors Corporation (AMC) in 1987. During this time, Chrysler began designing the replacement for the Dodge Dynasty and Chrysler Fifth Avenue as well as a potential Plymouth. The initial design of Dodge's LH bore resemblance to the Dynasty, and this design was scrapped entirely after François Castaing, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988. The new design, under Castaing's leadership, began with the Eagle Premier, also sold later as the Dodge Monaco. The Premier's longitudinal engine mounting layout was inherited, as was the front suspension geometry, and parts of the braking system. The chassis itself became a flexible architecture capable of supporting front or rear wheel drive (designated "LH" and "LX" respectively). The chassis design was continually refined throughout the following years, as it underpinned more Chrysler prototypes: the 1989 Chrysler Millennium and 1990 Eagle Optima. The transmission was inspired by the Eagle Premier's ZF automatic. However, it borrowed heavily from Chrysler's A604 (41TE) "Ultradrive" transversely mounted automatic, it became the A606 (also known as 42LE). This Ultradrive transmission however was not without critics as The New York Times reported on January 25, 1991, that Consumers Union would publish in the February 1991 issue of the magazine Consumer Reports a warning for consumers to not purchase a vehicle with this "Ultradrive" transmission citing poor reliability and safety hazards. By 1990, it was decided that the new technologically advanced car would need a new technologically advanced engine to power it. Until that time, the only engine confirmed for use was Chrysler's 3.3 L pushrod V6, which would be used in the three original LH cars, the Intrepid, Vision, and Concorde, in base form. The 3.3 L engine's 60° block was bored out to 3.5 L, while the pushrod actuated valves were replaced with SOHC cylinder heads with four valves per cylinder, creating an advanced 3.5 L V6 optional in the three smaller cars, but standard in LHS and New Yorker. The general LH appearance, still based on the cab forward exterior design of the 1987 Lamborghini Portofino concept, with its aerodynamic shape, made for little wind noise inside this large car. This sleek styling gives the LH cars a low drag coefficient which was ahead of its time. The New Yorker featured a more monochromatic design inside and out (but less so than its LHS sibling, which had very little chrome trim), and aluminum wheels with a Spiralcast design. The single color motif was more pronounced on models without the grey lower cladding. Upscale New Yorker models feature leather trimmed seats, steering wheel, shift knob, and door inserts. Passenger comforts include rear center rear armrest, and 8 way power seats for both the driver and passenger, as well as personal reading lamps. Power windows and central door locks were standard, as was climate control with air conditioning, and cruise control. remote keyless entry available as an option, as was a remote activated alarm, an overhead console with a computer, power moonroof, and alloy wheels. The best stock audio options found in New Yorker are the Infinity sound systems having eight speakers positioned throughout the cabin along with an equalizer. Head units include a radio with either cassette or CD playback, and up to a five band adjustable graphic equalizer, with joystick balance and fade control. Standard safety features included dual front airbags, anti lock brakes (ABS), and traction control. Dual way power sunroofs were available on this car. They were designed and installed by American Sunroof Corp. (now ASC Global) from its Columbus, Ohio plant, not by Mopar itself. An installed sunroof eliminated most of the front overhead console that featured storage bins for a garage door opener and sunglasses. However, the Overhead Travel Information System (OTIS), or onboard computer with integrated map lights, was retained.