The 1990-1993 Chrysler Imperial
by Rich Hutchinson
The Chrysler Imperial
The Imperial name has a long and storied place in Chrysler history. An Imperial was the top of the line; the very best. There hadn't been an Imperial produced since 1983.
Ironically, the 1990 Imperial was introduced during difficult financial times for Chrysler, just as the 1981 model was. The 1990 Imperial was a four door sedan, based off the K platform that had just begun back in 1981. Unlike the 1981-1983 Imperial, this one wasn't far removed from its brethren; the 1981-1983 Imperial had been based on the more fitting Cordoba chassis, but was clearly differentiated from the "personal luxury" car.
As much as Chrysler tried, it was just too obvious that the EEK Imperial was near a twin to the Fifth Avenue. Aside from length (203" compared to 198.6" - due to the front clip), specifications for the Imperial are nearly the same as the Fifth Avenue. In 1990, it even shared an engine with the Fifth Avenue, the 3.3 liter Chrysler V6 (though a V8 was available, it would have been difficult to fit into the vehicle, and did not generate much more power). In 1991 the 3.8 liter V6 was launched as standard equipment on Imperial, optional on Fifth Avenue. The differences between the cars were in the details.
The Imperial was unaffected by the facelift afforded the Fifth Avenue and New Yorker in 1992.
Detail Differences
The Interior
A slightly different dashboard top, unique seat coverings, and door panels sum up the differences that set the Imperial apart. Items that were options on the Fifth Avenue were standard on the Imperial, and by choosing the Imperial buyers achieved the appearance difference that set it apart from other New Yorkers more than the Fifth did.
The Exterior
An extended Landau roof, lengthened and taller front clip, and unique taillight treatment were the prime distinguishing marks of the Imperials exterior.
At launch, the 3.3 engine was rated at 147 horsepower (4,800 rpm) and 183 lb-ft of torque (3,600 rpm). It was always coupled to the new four-speed Ultradrive automatic. Wheelbase was 109 inches, length 203 inches, width 69 inches, height 55 inches; it may have been the lightest postwar Imperial (and heaviest K-derived car save for minivans) at 3,570 pounds. Inside, headroom was 38.4" in front and 37.9" in back; leg room was 43.0" up front and 41.7" in back. The trunk held 16.7 cubic feet of gear. The front suspension used standard gas-charged struts with a 1" diameter sway bar; in back the usual K-type coil-spring trailing flex-arm rear suspension, with track bar and 1" diameter stabilizer bar, was used. An unusual feature for the time was four-wheel power disc antilock brakes, with 10-inch diameter rotors. Wheels were 14" fabricated aluminum with P195/75 tires.
The 3.8 liter engine used in 1991-93 was rated at 150 horsepower (4,400 rpm) and 203 lb-ft of torque (3,200 rpm). Weight in 1993 was officially 3,519 pounds - less than it had been in 1990. Presumably due to changes in the seats or measurement system, legroom increased in back from 41.7" to 42.9". Other figures remained within a tenth of an inch.
Standard equipment included speed-activated power locks, graphic message center, stereo cassette with five-band equalizer, power windows (express on driver door), rear defroster, headlight delay, and leather-wrapped steering wheel; in 1993, a CD player could be optioned instead of the cassette. Other options included an automatic air suspension, alarm, cellphone, and Infinity 10-speaker sound system with amplifier.
Antilock brake retrofit
by Brad Hogg. Used by permission.
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by Rich Hutchinson
The Chrysler Imperial
The Imperial name has a long and storied place in Chrysler history. An Imperial was the top of the line; the very best. There hadn't been an Imperial produced since 1983.
Ironically, the 1990 Imperial was introduced during difficult financial times for Chrysler, just as the 1981 model was. The 1990 Imperial was a four door sedan, based off the K platform that had just begun back in 1981. Unlike the 1981-1983 Imperial, this one wasn't far removed from its brethren; the 1981-1983 Imperial had been based on the more fitting Cordoba chassis, but was clearly differentiated from the "personal luxury" car.
As much as Chrysler tried, it was just too obvious that the EEK Imperial was near a twin to the Fifth Avenue. Aside from length (203" compared to 198.6" - due to the front clip), specifications for the Imperial are nearly the same as the Fifth Avenue. In 1990, it even shared an engine with the Fifth Avenue, the 3.3 liter Chrysler V6 (though a V8 was available, it would have been difficult to fit into the vehicle, and did not generate much more power). In 1991 the 3.8 liter V6 was launched as standard equipment on Imperial, optional on Fifth Avenue. The differences between the cars were in the details.
The Imperial was unaffected by the facelift afforded the Fifth Avenue and New Yorker in 1992.
Detail Differences
The Interior
A slightly different dashboard top, unique seat coverings, and door panels sum up the differences that set the Imperial apart. Items that were options on the Fifth Avenue were standard on the Imperial, and by choosing the Imperial buyers achieved the appearance difference that set it apart from other New Yorkers more than the Fifth did.
The Exterior
An extended Landau roof, lengthened and taller front clip, and unique taillight treatment were the prime distinguishing marks of the Imperials exterior.
Front-wheel drive Chrysler Imperial specifications and notes
At launch, the 3.3 engine was rated at 147 horsepower (4,800 rpm) and 183 lb-ft of torque (3,600 rpm). It was always coupled to the new four-speed Ultradrive automatic. Wheelbase was 109 inches, length 203 inches, width 69 inches, height 55 inches; it may have been the lightest postwar Imperial (and heaviest K-derived car save for minivans) at 3,570 pounds. Inside, headroom was 38.4" in front and 37.9" in back; leg room was 43.0" up front and 41.7" in back. The trunk held 16.7 cubic feet of gear. The front suspension used standard gas-charged struts with a 1" diameter sway bar; in back the usual K-type coil-spring trailing flex-arm rear suspension, with track bar and 1" diameter stabilizer bar, was used. An unusual feature for the time was four-wheel power disc antilock brakes, with 10-inch diameter rotors. Wheels were 14" fabricated aluminum with P195/75 tires.
The 3.8 liter engine used in 1991-93 was rated at 150 horsepower (4,400 rpm) and 203 lb-ft of torque (3,200 rpm). Weight in 1993 was officially 3,519 pounds - less than it had been in 1990. Presumably due to changes in the seats or measurement system, legroom increased in back from 41.7" to 42.9". Other figures remained within a tenth of an inch.
Standard equipment included speed-activated power locks, graphic message center, stereo cassette with five-band equalizer, power windows (express on driver door), rear defroster, headlight delay, and leather-wrapped steering wheel; in 1993, a CD player could be optioned instead of the cassette. Other options included an automatic air suspension, alarm, cellphone, and Infinity 10-speaker sound system with amplifier.
Antilock brake retrofit
by Brad Hogg. Used by permission.
- Effectiveness of front brakes as compared to the rear. The proportioning valve seems to do a nice job here. I've noticed no adverse braking issues with the system.
- Brake fluid leaks, particularly where the old brake lines were flared. This happens often if you don't tighten the brake lines to the proportioning valve.
- Pedal travel to be sure there are no brakes dragging. It's a fine line between having enough pedal travel to have braking effectiveness and being certain the brakes don't drag at all. To adjust this, you need to pull the master cylinder off the booster (this is why you want to put a couple of nice curls in the brake lines on the master cylinder). The little rod that protrudes from the booster is threaded. Turning this rod clockwise will give you more pedal travel and possibly reduce braking effectiveness. Turning the rod the other way will give you more braking effectiveness but could lead to dragging brakes.
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Spread the word via <!--Tweet or--> Facebook!
We make no guarantees regarding validity or accuracy of information, predictions, or advice - .
Copyright © VerticalScope Inc. All rights reserved. Dodge, Jeep, Chrysler, Ram, and Mopar are trademarks of Fiat Chrysler Automobiles.