1969 to 1973 Imperials: Imperial LeBaron and Crown
By Dr. David George Briant. Abridged for Allpar. Courtesy of the Walter P. Chrysler Club.
"These are Chrysler Corporation's top-of-the-line models...Every Imperial we build has 12-15 miles put on it before it ever gets delivered. . . Our inspection includes over two hundred items. . . a 440 cubic-inch 4 barrel V-8 is standard. . . Air conditioning with automatic temperature control. . . It truly is the Imperial of luxury cars." - Chrysler Corporation
The Imperial name appeared very early in the Chrysler saga, and for many years, Chrysler Imperials were the most prestigious offerings. In the course of events, Imperial came to stand as a separate car line. From 1957 to 1966, Imperials were a distinct entity, with separate bodies and styling.
Throughout those years, Imperials used the engines and transmissions from senior Chrysler models, with only minor differences. These systems were first rank, with exemplary performance wherever applied. For 1967 and after, Imperials became closer in appearance to the Chrysler brand and after the 1969 new bodies arrived, at least one fellow mistook the writer's brother's 1970 Plymouth for an Imperial, wondering aloud how a state police officer could afford such a luxury car.
For the five years from 1969 to 1973, the large convex-sided "fuselage" shaped Imperials provided tremendous comfort and superior highway manners. They looked big, and they were! Those hood and rear deck sheet metal surfaces seemed to extend way out! However, a few minutes underway overcame, to a great degree, that immensity aura, as the car responded crisply to her controls, and moved out with alacrity. Detail changes to front and rear took place each year, yet the general overall theme was retained throughout. Underneath, all used the same basic unibody construction and torsion-bar suspension. [Editorial note: From 1975 on, the Chrysler New Yorker Brougham took the same basic body and made some of the standard features into options - and it sold far better.]
Cadillac and Lincoln were designed to the same scale, with Cadillac actually providing 472 and 500 CID engines in 1970. While imports grew, and domestic compacts became an important part of the market, there were still many buyers who wanted more car and paid for the pleasure. Even now, the streets and highways are heavily traveled by various vehicles more bulky and aggressive than any luxury machine of the past.
While impressive in any venue, Imperial came into its own as a vehicle in motion. The engineering/manufacturing team performed magnificently in designing and producing hardware that operated precisely in sync so as to provide an outstanding experience. Cruising at Interstate speeds found an Imperial virtually loafing, while the driver needed to pay attention to business, lest the hurtling package ease well beyond legal limits. The speed control option helped in this situation.
On the other hand, certain Western states still have highways that would tempt some folks to move mile after mile at 95 to 105 mph, particularly in places like Nevada, where visibility stretches for miles ahead. Participation in six Arizona Governor's Cup competitive highway events convinced the writer that Imperial's capacity is awesome, crossing finish lines without noticeable fatigue after a complicated day in the mountains, while performing to sport car type speed, distance, and timing rules.
Yes, of course, our magnificent 1993 Concorde had already traveled (in May 2000) more than 261,000 miles and was still powerful and responsive. That is not the point. Granted, the Chryslers of the 1990s are competent and long-lived. But there is no replacing a certain volume and stance in creating and sustaining higher degrees of road travel comfort and confidence. The esteemed automobile tester "Uncle" Tom McCahill was convinced, usually choosing an Imperial to make his frequent cross-country trips.
Despite a few media scribes' occasional despair, these 1969 - 1973 Imperials still had it in those years, as proven many times over in subsequent decades of service. Potholes and equally poor and undulating surfaces were passed over with dignity as the suspension performed as designed -with apparent ease.
Those 1969 - 1973 Imperials were not noted for top speed in the same way as certain earlier Imperials, yet they handled any legal speeds easily and for as many hours as needed. Cruising above 75 mph can be assisted by changing over to a good dual-exhaust system. Ample torque, sustained over a wide band, was on hand.
The five years saw some 77,980 Imperials built, in total, capable of driving off with at least 467,886 full-sized people and their luggage. These beautiful behemoths from 1969 - 1973 were built with 127-inch wheelbases and were equipped with the magnificent 440 engines, albeit with reduced compression ratios from 1970 on.
1969
The 1969 model was energized by the 440 CID V-8, rated at 350 GBHP (at 4,400 rpm), with a compression ratio of 10.1:1; premium fuel was required. Bore and stroke remained at 4.32 x 3.75 inches for all five years.
As force producers, these engines were quite remarkable. Torque gets the daily work done (and is defined as the force needed to impart to a mass of one pound an acceleration of one foot per second each second). The 440 provided a wide revolutions-per-minute (RPM) band wherein torque exceeded 400 foot-pounds with a peak of a whopping 480 lb-ft at 2,800 RPM. Moreover, as mated to the outstanding TorqueFlite automatic transmission, featuring an excellent torque converter (up to 2.2 multiplication), with three forward speeds (2.45, 1.45, 1.00), acceleration from rest or in motion was superb. Shifts from neutral at high idle were softened to prevent jarring the passengers.
Imperials received an improved insulated-brush-type alternator (both field brushes are insulated from the alternator housing), the first big change since introduction by Chrysler of the alternator in 1960 models, along with new transistorized voltage regulators for more constant power. The new alternator produced power even at idle.
Shipping weight was listed as ranging from 4,741 to 4,801 pounds (a certified scale weighing will be greater). Tires were 9.15 x 15. These Imperials featured an articulated left windshield wiper mechanism. As the sixteen-inch blade neared the edge of the windshield, it pivoted 30 degrees to increase swept area by an additional four inches.
LeBaron four-doors were privileged to have an American luxury car first -- a 50/50 divided bench seat featuring two individually adjustable armchairs, with the passenger side reclinable up to 22 degrees. Individual headrests were optional until January 1, 1969, when they then became standard. These comfortable seats could be ordered with optional six-way power, and moved forward, back, up, down, and tilted -- a long way from the early automobile fixed seating! The tilt-a-scope steering wheel tilted up out of the way for getting in and out; and had seven different tilt positions and a free telescoping range of 2.7 inches.
Interior dimensions included front headroom of 38.7 inches, rear headroom of 37.9 inches, front legroom of 41.8 inches, rear legroom of 42.2 inches, and front/rear shoulder room of 63.4 and 62.8 inches respectively. Overall Imperial length was 229.7 inches, width, 79.1 inches, and height, 56.3 inches.
Instrumentation included an ammeter, engine temperature gauge, fuel gauge, ribbon-type 120 mph speedometer, and clock, with warning lights for other issues. The gauges had simulated woodgrain backgrounds; at night, instrument markings and indicators were floodlighted, along with the ashtray. Rocker type switches, toggles, and thumbwheels were used for accessory controls; switches had woodgrain vinyl inserts. Round air conditioner outlets were built into the dashboard, on either side. Automatic speed control was on a stalk, with a resume and speed up/down feature.
Power steering had a fast-ratio steering gear requiring just 3.5 turns to go from one extreme to the other, with steering effort reduced by up to 80%. The 1969 steering pump developed higher pressure with less vibration, and a smoother, more constant power assist, with a free roller pumping action to increase its life. Front brakes were power disc, rear were power drum; safety features included dashboard design and padding, energy-absorbing steering column, day/night mirror, remote-controlled outside driver's mirror, warning flashers, padded sun visors, lap belts for all seats (shoulder belts for front driver and passenger), backup lights, and sequential rear turn-signal lights. Some luxury features included covered storage compartments in all doors, full interior lights, concealed headlights, bright pedal trim, front and rear center armrests, clock, power windows, power antenna, and carpeted trunk.
Options included fresh-air rear heater and defroster (air powered) with two speeds, thermostatic air conditioner (with a dial to choose the temperature), tinted glass, dual auto-temp (an additional air conditioning unit for the rear, for very hot areas), cornering lights, automatic headlights, automatic headlight dimmers (so people could leave the brights on and have them automatically dim when oncoming traffic was seen), fender-mounted turn signals, six-way power seat adjuster, power windows and power vent windows, electric locks, AM/FM stereo with tape player, AM/FM stereo with automatic seek, and remote-controlled trunk release.
Exterior colors included Spinnaker White, Formal Black, Deep Plum, Navaho Beige, Champagne, and a series of Metallics that included Midnight Blue, Jade Green, Aquamarine, Tuscan Bronze, Classic Gold, Platinum, Bahama Blue, Surf Green, Dark Emerald, Bronze Mist, Dark Briar, and Charcoal. Crowns offered an optional choice of Boar grain vinyl tops in Black, White, Champagne, or Dark Green. LeBarons had standard Levant grain vinyl-covered formal roofs in Black, White, Champagne, Dark Green, Dark Blue, or Dark Walnut.
Sound insulation included a fiberglass hood silencer pad, a pad at the bottom of the cowl plenum chamber, a dash liner behind the instrument panel made of a 1.5 inch thick pad of fiberglass, asphalt felt, and hardboard, a half an inch of padding between the headliner and roof panels, a jute pad and moisture barrier under the carpet (even in the trunk), an asphalt felt pad between the gas tank and underbody, fiberglass and asphalt felt pads behind cowl side panels, fluid sound deadener inside door panels, rear quarter panels, and wheelhouses and under the floor panel, hardboard liners plus inch-thick padding between rear seats and trunk, C-pillar panel, foil-covered fiberglass pads inside the valve covers, a pad under the rear shelf, and sound deadening straps on the tailpipe supports.
11,822 Imperials For 1970
Fuel averaged 36 cents per gallon.
Production totals in 1970 reached 11,816 (Flammang mentions an additional six Limousines for an estimated 11,822) in both Crown and LeBaron models. As in 1969, the top-of-the-line LeBaron Six-Passenger Four-Door Hardtop ($6,328) was best received, reaching 8,426 buyers versus 1,333 Crowns ($5, 956) in the same body style. The LeBaron Six-Passenger Two-Door Hardtop ($6,095) went to 1,803 destinations, while the Crown ($5,779) in this configuration moved just 254 units. Company leadership closed out the Crown line at this point.
Burton Bouwkamp wrote:
From 1968 to 1975, I was Director of Product Planning at Chrysler. During that time, Styling (Elwood Engle) lobbied top management to put the antenna in the windshield á la GM. I objected because of the loss in radio performance.
I had a simple test. My cottage in Mecosta, MI was 160 miles from Detroit and my favorite Detroit radio station was WJR. I could get WJR with a mast antenna from the cottage but not with a windshield antenna. I was worried that if the customer experienced this loss in performance that he would blame the reduced radio reception in his new car on the quality of the radio.
Finally in a showdown with Elwood I lost. Management made a compromise decision and that was to put the windshield antenna only on the Imperial - not across all car lines as Styling wanted.
After one year's field experience, the Chrysler/Imperial National Dealer Council formally recommended that we return to the fender mounted mast antenna. We did - but we built Imperials with windshield antennas for one or two years. Eventually, GM also discarded the windshield antenna.
We (Engineering) were not happy with the fragile nature of the telescoping antenna so the Radio Lab (Frank Jenkins, Manager) came up with a fixed length stainless steel mast antenna which was rugged and provided good reception. I can't remember the year that the stainless steel antenna entered production but it was when I was Director of Body Engineering (1979 - 1983).
The 1970 Imperial LeBaron stretched to an amazing 230 inches, with a 127 inch wheelbase -- the rear overhang was enormous. The car was 79 inches wide. Weights were reported as ranging from 4,610 to 4,805 pounds (as part of owner/vehicle partnership, become aware of true weights by means of a certified scale, and be careful not to overload the vehicle, while also making sure that the bias-ply L 78 X 15 tire pressures are proper). Another source listed weights as 4,640 to 4,785 pounds. Stability and control capabilities still led the field - there was no large luxury car at the time that could equal Imperial 's suspension system.
The ignition lock cylinder was moved to the steering column and a steering wheel lock feature incorporated.
The standard 440 CID V-8 was still rated at 350 GBHP, even though the compression ratio was reduced to 9.7:1 in response to emissions requirements (compression ratios were coming down across the industry). Actual maximum output probably was off 10 to 15 horsepower. Other corporate 440s had gross horsepower ratings of 375 and 390, while the 426 Hemi was listed at 425 (well below actual peak output). 1970 Imperials featured (as did the entire corporate lineup) a new isolated-field alternator teamed with a new 2-prong electronic voltage regulator making use of a zener diode.
In 1970, two more emission control-related systems appeared, in the form of a heated air intake system (which also helped the passengers to get warm air much faster) and an evaporation control system. In the latter case, the fuel tank received an overfill limiter tank of 1.4 USA gallon capacity, pressure-vacuum relief filler cap, vent lines, and separator.
Standard features for the Imperial LeBaron included an automatic transmission, air conditioning (according to dealer sheets), power steering, power windows, fender-mounted turn signal indicators, and cruise control. Unusual features included hidden headlights (with manual overrides), rear reading lights, vinyl covered pillows (four door), automatic doorway enlarger (two door), and power disc brakes.
Unusual (for the time) options included headlight washers and wipers (optional), a power operated sunroof, cassette stereo (or eight-track) with microphone, thermostatic air conditioning, dual air conditioner with thermostatic control, rear heater/defroster, automatic headlights, and cornering lights. Four interior seats were available: cloth-and-leather bucket-back bench seat or divided bench seat, and leather bucket or divided bench seats. The bucket seat had a passenger recliner, center cushion, and pull-down center armrest; power adjusters were used on both seats.
Not available on most Chryslers, but standard or available on the Imperial, were dual air conditioning, automatic temperature control, vacuum-based parking brake release, individual folding center front armrest, rear door armrests with storage compartment, antilock brakes, rear step pad bumper guards, and twin rear cigar lighters (a single rear cigar lighter was standard). Power windows were standard.
When gauges reached a danger zone, a check gauges light flashed to get the driver's attention. Center air conditioner outlets were flush with the rest of the instrument cluster. At night, the entire instrument panel was externally lighted.
As the vehicles continued to operate more and more quietly, via engine and running gear improvements, occupants became more sensitive to wind and air leak noises, previously unheard. Better body insulation, sealing, and weather stripping came along concurrently. Testing during the six-year development of the famed Airflow had demonstrated the effects of turbulence in the movement of air over the body of the vehicle. Chrysler Corporation Service Technicians (Master Technicians Service Conference Reference Book 70-7) in the dealerships were trained to evaluate unwanted sounds and check for any fit adjustments needed. As hardtops grew in popularity, they afforded greater sealing challenges.
A variety of wind noise and air leak sealing and diagnosis materials were used, including trace powder/syringe, trim stick, carpenters's chalk, rope-type sealer caulk, weather-strip adhesive, glass adhesive/sealer, closed cell foam double-faced strip adhesive, masking tape, and small-diameter hose (for noise pickup by listening through the hose).
Interior dimensions varied slightly from 1969, and were listed as follows for the LeBaron Four-Door Hardtop: front head room, 38.3 inches; rear head room, 37.2 inches; front leg room, 41.9 inches; rear leg room, 41.2 inches; front and rear shoulder room, 62.7 inches. The 1970 Imperial was announced as being 229.7 inches long, 79.1 inches wide, and 55.7 inches high (0.6 inches lower than the 1969 Imperial). Each door contained its own "glove" compartment.
Nineteen color choices were available in 1970: Formal Black, Platinum, Charcoal, Spinnaker White, Deep Plum, Navaho Beige, Champagne; Metallics were listed as Jade Green, Bahama Blue, Jubilee Blue, Dark Emerald, Satin Tan, Teal, Lime Green, Mystic Gold, Citron Gold, Deep Bronze, Walnut, and Burgundy.
A changed grille presented fewer vertical divider bars and eliminated a major center bar, thus yielding a bolder, simpler look. Rear bumper detail changed with the backup lights now positioned where the word Imperial had been in 1969.
The 1970 car had the name Imperial raised up and set out in larger block lettering. The clean flanks now could receive a degree of parking lot protection via an optional vinyl side molding.
11,558 Imperials In 1971
By Dr. David George Briant. Abridged for Allpar. Courtesy of the Walter P. Chrysler Club.
"These are Chrysler Corporation's top-of-the-line models...Every Imperial we build has 12-15 miles put on it before it ever gets delivered. . . Our inspection includes over two hundred items. . . a 440 cubic-inch 4 barrel V-8 is standard. . . Air conditioning with automatic temperature control. . . It truly is the Imperial of luxury cars." - Chrysler Corporation
The Imperial name appeared very early in the Chrysler saga, and for many years, Chrysler Imperials were the most prestigious offerings. In the course of events, Imperial came to stand as a separate car line. From 1957 to 1966, Imperials were a distinct entity, with separate bodies and styling.
Throughout those years, Imperials used the engines and transmissions from senior Chrysler models, with only minor differences. These systems were first rank, with exemplary performance wherever applied. For 1967 and after, Imperials became closer in appearance to the Chrysler brand and after the 1969 new bodies arrived, at least one fellow mistook the writer's brother's 1970 Plymouth for an Imperial, wondering aloud how a state police officer could afford such a luxury car.
For the five years from 1969 to 1973, the large convex-sided "fuselage" shaped Imperials provided tremendous comfort and superior highway manners. They looked big, and they were! Those hood and rear deck sheet metal surfaces seemed to extend way out! However, a few minutes underway overcame, to a great degree, that immensity aura, as the car responded crisply to her controls, and moved out with alacrity. Detail changes to front and rear took place each year, yet the general overall theme was retained throughout. Underneath, all used the same basic unibody construction and torsion-bar suspension. [Editorial note: From 1975 on, the Chrysler New Yorker Brougham took the same basic body and made some of the standard features into options - and it sold far better.]
Cadillac and Lincoln were designed to the same scale, with Cadillac actually providing 472 and 500 CID engines in 1970. While imports grew, and domestic compacts became an important part of the market, there were still many buyers who wanted more car and paid for the pleasure. Even now, the streets and highways are heavily traveled by various vehicles more bulky and aggressive than any luxury machine of the past.
While impressive in any venue, Imperial came into its own as a vehicle in motion. The engineering/manufacturing team performed magnificently in designing and producing hardware that operated precisely in sync so as to provide an outstanding experience. Cruising at Interstate speeds found an Imperial virtually loafing, while the driver needed to pay attention to business, lest the hurtling package ease well beyond legal limits. The speed control option helped in this situation.
On the other hand, certain Western states still have highways that would tempt some folks to move mile after mile at 95 to 105 mph, particularly in places like Nevada, where visibility stretches for miles ahead. Participation in six Arizona Governor's Cup competitive highway events convinced the writer that Imperial's capacity is awesome, crossing finish lines without noticeable fatigue after a complicated day in the mountains, while performing to sport car type speed, distance, and timing rules.
Yes, of course, our magnificent 1993 Concorde had already traveled (in May 2000) more than 261,000 miles and was still powerful and responsive. That is not the point. Granted, the Chryslers of the 1990s are competent and long-lived. But there is no replacing a certain volume and stance in creating and sustaining higher degrees of road travel comfort and confidence. The esteemed automobile tester "Uncle" Tom McCahill was convinced, usually choosing an Imperial to make his frequent cross-country trips.
Despite a few media scribes' occasional despair, these 1969 - 1973 Imperials still had it in those years, as proven many times over in subsequent decades of service. Potholes and equally poor and undulating surfaces were passed over with dignity as the suspension performed as designed -with apparent ease.
Those 1969 - 1973 Imperials were not noted for top speed in the same way as certain earlier Imperials, yet they handled any legal speeds easily and for as many hours as needed. Cruising above 75 mph can be assisted by changing over to a good dual-exhaust system. Ample torque, sustained over a wide band, was on hand.
The five years saw some 77,980 Imperials built, in total, capable of driving off with at least 467,886 full-sized people and their luggage. These beautiful behemoths from 1969 - 1973 were built with 127-inch wheelbases and were equipped with the magnificent 440 engines, albeit with reduced compression ratios from 1970 on.
1969
As force producers, these engines were quite remarkable. Torque gets the daily work done (and is defined as the force needed to impart to a mass of one pound an acceleration of one foot per second each second). The 440 provided a wide revolutions-per-minute (RPM) band wherein torque exceeded 400 foot-pounds with a peak of a whopping 480 lb-ft at 2,800 RPM. Moreover, as mated to the outstanding TorqueFlite automatic transmission, featuring an excellent torque converter (up to 2.2 multiplication), with three forward speeds (2.45, 1.45, 1.00), acceleration from rest or in motion was superb. Shifts from neutral at high idle were softened to prevent jarring the passengers.
Imperials received an improved insulated-brush-type alternator (both field brushes are insulated from the alternator housing), the first big change since introduction by Chrysler of the alternator in 1960 models, along with new transistorized voltage regulators for more constant power. The new alternator produced power even at idle.
Shipping weight was listed as ranging from 4,741 to 4,801 pounds (a certified scale weighing will be greater). Tires were 9.15 x 15. These Imperials featured an articulated left windshield wiper mechanism. As the sixteen-inch blade neared the edge of the windshield, it pivoted 30 degrees to increase swept area by an additional four inches.
LeBaron four-doors were privileged to have an American luxury car first -- a 50/50 divided bench seat featuring two individually adjustable armchairs, with the passenger side reclinable up to 22 degrees. Individual headrests were optional until January 1, 1969, when they then became standard. These comfortable seats could be ordered with optional six-way power, and moved forward, back, up, down, and tilted -- a long way from the early automobile fixed seating! The tilt-a-scope steering wheel tilted up out of the way for getting in and out; and had seven different tilt positions and a free telescoping range of 2.7 inches.
Interior dimensions included front headroom of 38.7 inches, rear headroom of 37.9 inches, front legroom of 41.8 inches, rear legroom of 42.2 inches, and front/rear shoulder room of 63.4 and 62.8 inches respectively. Overall Imperial length was 229.7 inches, width, 79.1 inches, and height, 56.3 inches.
Instrumentation included an ammeter, engine temperature gauge, fuel gauge, ribbon-type 120 mph speedometer, and clock, with warning lights for other issues. The gauges had simulated woodgrain backgrounds; at night, instrument markings and indicators were floodlighted, along with the ashtray. Rocker type switches, toggles, and thumbwheels were used for accessory controls; switches had woodgrain vinyl inserts. Round air conditioner outlets were built into the dashboard, on either side. Automatic speed control was on a stalk, with a resume and speed up/down feature.
Options included fresh-air rear heater and defroster (air powered) with two speeds, thermostatic air conditioner (with a dial to choose the temperature), tinted glass, dual auto-temp (an additional air conditioning unit for the rear, for very hot areas), cornering lights, automatic headlights, automatic headlight dimmers (so people could leave the brights on and have them automatically dim when oncoming traffic was seen), fender-mounted turn signals, six-way power seat adjuster, power windows and power vent windows, electric locks, AM/FM stereo with tape player, AM/FM stereo with automatic seek, and remote-controlled trunk release.
Exterior colors included Spinnaker White, Formal Black, Deep Plum, Navaho Beige, Champagne, and a series of Metallics that included Midnight Blue, Jade Green, Aquamarine, Tuscan Bronze, Classic Gold, Platinum, Bahama Blue, Surf Green, Dark Emerald, Bronze Mist, Dark Briar, and Charcoal. Crowns offered an optional choice of Boar grain vinyl tops in Black, White, Champagne, or Dark Green. LeBarons had standard Levant grain vinyl-covered formal roofs in Black, White, Champagne, Dark Green, Dark Blue, or Dark Walnut.
Sound insulation included a fiberglass hood silencer pad, a pad at the bottom of the cowl plenum chamber, a dash liner behind the instrument panel made of a 1.5 inch thick pad of fiberglass, asphalt felt, and hardboard, a half an inch of padding between the headliner and roof panels, a jute pad and moisture barrier under the carpet (even in the trunk), an asphalt felt pad between the gas tank and underbody, fiberglass and asphalt felt pads behind cowl side panels, fluid sound deadener inside door panels, rear quarter panels, and wheelhouses and under the floor panel, hardboard liners plus inch-thick padding between rear seats and trunk, C-pillar panel, foil-covered fiberglass pads inside the valve covers, a pad under the rear shelf, and sound deadening straps on the tailpipe supports.
11,822 Imperials For 1970
Fuel averaged 36 cents per gallon.
Production totals in 1970 reached 11,816 (Flammang mentions an additional six Limousines for an estimated 11,822) in both Crown and LeBaron models. As in 1969, the top-of-the-line LeBaron Six-Passenger Four-Door Hardtop ($6,328) was best received, reaching 8,426 buyers versus 1,333 Crowns ($5, 956) in the same body style. The LeBaron Six-Passenger Two-Door Hardtop ($6,095) went to 1,803 destinations, while the Crown ($5,779) in this configuration moved just 254 units. Company leadership closed out the Crown line at this point.
Burton Bouwkamp wrote:
From 1968 to 1975, I was Director of Product Planning at Chrysler. During that time, Styling (Elwood Engle) lobbied top management to put the antenna in the windshield á la GM. I objected because of the loss in radio performance.
I had a simple test. My cottage in Mecosta, MI was 160 miles from Detroit and my favorite Detroit radio station was WJR. I could get WJR with a mast antenna from the cottage but not with a windshield antenna. I was worried that if the customer experienced this loss in performance that he would blame the reduced radio reception in his new car on the quality of the radio.
Finally in a showdown with Elwood I lost. Management made a compromise decision and that was to put the windshield antenna only on the Imperial - not across all car lines as Styling wanted.
After one year's field experience, the Chrysler/Imperial National Dealer Council formally recommended that we return to the fender mounted mast antenna. We did - but we built Imperials with windshield antennas for one or two years. Eventually, GM also discarded the windshield antenna.
We (Engineering) were not happy with the fragile nature of the telescoping antenna so the Radio Lab (Frank Jenkins, Manager) came up with a fixed length stainless steel mast antenna which was rugged and provided good reception. I can't remember the year that the stainless steel antenna entered production but it was when I was Director of Body Engineering (1979 - 1983).
The 1970 Imperial LeBaron stretched to an amazing 230 inches, with a 127 inch wheelbase -- the rear overhang was enormous. The car was 79 inches wide. Weights were reported as ranging from 4,610 to 4,805 pounds (as part of owner/vehicle partnership, become aware of true weights by means of a certified scale, and be careful not to overload the vehicle, while also making sure that the bias-ply L 78 X 15 tire pressures are proper). Another source listed weights as 4,640 to 4,785 pounds. Stability and control capabilities still led the field - there was no large luxury car at the time that could equal Imperial 's suspension system.
The ignition lock cylinder was moved to the steering column and a steering wheel lock feature incorporated.
The standard 440 CID V-8 was still rated at 350 GBHP, even though the compression ratio was reduced to 9.7:1 in response to emissions requirements (compression ratios were coming down across the industry). Actual maximum output probably was off 10 to 15 horsepower. Other corporate 440s had gross horsepower ratings of 375 and 390, while the 426 Hemi was listed at 425 (well below actual peak output). 1970 Imperials featured (as did the entire corporate lineup) a new isolated-field alternator teamed with a new 2-prong electronic voltage regulator making use of a zener diode.
In 1970, two more emission control-related systems appeared, in the form of a heated air intake system (which also helped the passengers to get warm air much faster) and an evaporation control system. In the latter case, the fuel tank received an overfill limiter tank of 1.4 USA gallon capacity, pressure-vacuum relief filler cap, vent lines, and separator.
Standard features for the Imperial LeBaron included an automatic transmission, air conditioning (according to dealer sheets), power steering, power windows, fender-mounted turn signal indicators, and cruise control. Unusual features included hidden headlights (with manual overrides), rear reading lights, vinyl covered pillows (four door), automatic doorway enlarger (two door), and power disc brakes.
Unusual (for the time) options included headlight washers and wipers (optional), a power operated sunroof, cassette stereo (or eight-track) with microphone, thermostatic air conditioning, dual air conditioner with thermostatic control, rear heater/defroster, automatic headlights, and cornering lights. Four interior seats were available: cloth-and-leather bucket-back bench seat or divided bench seat, and leather bucket or divided bench seats. The bucket seat had a passenger recliner, center cushion, and pull-down center armrest; power adjusters were used on both seats.
Not available on most Chryslers, but standard or available on the Imperial, were dual air conditioning, automatic temperature control, vacuum-based parking brake release, individual folding center front armrest, rear door armrests with storage compartment, antilock brakes, rear step pad bumper guards, and twin rear cigar lighters (a single rear cigar lighter was standard). Power windows were standard.
When gauges reached a danger zone, a check gauges light flashed to get the driver's attention. Center air conditioner outlets were flush with the rest of the instrument cluster. At night, the entire instrument panel was externally lighted.
As the vehicles continued to operate more and more quietly, via engine and running gear improvements, occupants became more sensitive to wind and air leak noises, previously unheard. Better body insulation, sealing, and weather stripping came along concurrently. Testing during the six-year development of the famed Airflow had demonstrated the effects of turbulence in the movement of air over the body of the vehicle. Chrysler Corporation Service Technicians (Master Technicians Service Conference Reference Book 70-7) in the dealerships were trained to evaluate unwanted sounds and check for any fit adjustments needed. As hardtops grew in popularity, they afforded greater sealing challenges.
A variety of wind noise and air leak sealing and diagnosis materials were used, including trace powder/syringe, trim stick, carpenters's chalk, rope-type sealer caulk, weather-strip adhesive, glass adhesive/sealer, closed cell foam double-faced strip adhesive, masking tape, and small-diameter hose (for noise pickup by listening through the hose).
Interior dimensions varied slightly from 1969, and were listed as follows for the LeBaron Four-Door Hardtop: front head room, 38.3 inches; rear head room, 37.2 inches; front leg room, 41.9 inches; rear leg room, 41.2 inches; front and rear shoulder room, 62.7 inches. The 1970 Imperial was announced as being 229.7 inches long, 79.1 inches wide, and 55.7 inches high (0.6 inches lower than the 1969 Imperial). Each door contained its own "glove" compartment.
Nineteen color choices were available in 1970: Formal Black, Platinum, Charcoal, Spinnaker White, Deep Plum, Navaho Beige, Champagne; Metallics were listed as Jade Green, Bahama Blue, Jubilee Blue, Dark Emerald, Satin Tan, Teal, Lime Green, Mystic Gold, Citron Gold, Deep Bronze, Walnut, and Burgundy.
A changed grille presented fewer vertical divider bars and eliminated a major center bar, thus yielding a bolder, simpler look. Rear bumper detail changed with the backup lights now positioned where the word Imperial had been in 1969.
The 1970 car had the name Imperial raised up and set out in larger block lettering. The clean flanks now could receive a degree of parking lot protection via an optional vinyl side molding.
11,558 Imperials In 1971
LeBaron 4-door | 1969 LeBaron | 1970 LeBaron | 2007 300C |
---|---|---|---|
Front headroom | 38.6 | 38.3 | 38.7 |
Rear headroom | 37.2 | 37.2 | 38.0 |
Front legroom | 41.7 | 41.9 | 41.8 |
Rear legroom | 41.5 | 41.2 | 40.2 |
Shoulder room, F/R | 62.8/62.4 | 62.7 | 59.4/57.5 |
Length | 229.7 | 229.7 | 197 |
Width | 79.0 | 79.9 | 74 |
Height | 55.7 | 55.7 | 58.4 |
Wheelbase | 127 | 127 | 120 |
Turning diameter | 44.9' | ||
Luggage capacity | 17.2 cf | 15.6 c.f. | |
Weight | ~4,800 lb | ~3,850 lb |