Imperial's switch to a shared C-body platform wasn't really about progress — it was about money. Keeping a separate platform for such low sales volume had become impossible to justify.
Lead trim: Imperial 440 cu in wedge V8
Imperial ImperialCY · 1967–1968
- 0spots by members
- Unclaimednobody has spotted one yet
- 0sets it belongs to
Nobody in Burbles has spotted a Imperial Imperial yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactImperial's switch to a shared C-body platform wasn't really about progress — it was about money. Keeping a separate platform for such low sales volume had become impossible to justify.
Imperial styling was completely new for 1967 and 1968 (designer Elwood Engel; built at Jefferson Avenue and Belvidere): with a wheelbase two inches shorter, Imperial switched from the body-on-frame D-body to the unibody C-body platform used by other full-size Mopars (its front K member 3.0 in longer than a Chrysler's), as a 2-door hardtop, 2-door convertible, 4-door sedan and 4-door hardtop. The 440 cu in (7.2 L) wedge V8 with a 3-speed TorqueFlite A727 was the only engine; sales rose to 17,614 in 1967 and 15,367 Imperials were sold in 1968. Wheelbase 127 in, length 224.7 in (1967) and 224.5 in (1968), width 79.6 in; the heights and curb weight (4,900 to 5,200 lb) are not entered.
Collectors Spotted in the Imperial Imperial Lineage
No member has published a public street spot of the Imperial Imperial yet — the First · Worldwide stamp is wide open.
Trims & Figures
One published trim in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| Imperial 440 cu in wedge V8 | 1967–1968 | 7.2 L V8 | — | — | — | — | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
Buy the Imperial's Frank Sinatra Edition and you got more than his name on the fender — 16 cassette tapes of his music, locked in their own leather case under the dash.
To cut costs, the 1974 Imperial shared most of its body with the Chrysler New Yorker — keeping only its own front clip and trunk lid to look distinct.
The 1971 fuselage-era Imperial quietly made history as the first production car in America offered with a 4-wheel anti-lock braking system — a Bendix option almost nobody ordered.
Imperial's switch to a shared C-body platform wasn't really about progress — it was about money. Keeping a separate platform for such low sales volume had become impossible to justify.
The 1957 Imperial set a front shoulder-room record so wide that no car — not even a later Imperial — beat it for more than a decade, until GM's full-size cars of the mid-1970s.
These Italian-built Imperial Crown limousines were made so slowly by Ghia that they kept the old 392-cubic-inch Hemi long after the rest of the lineup had moved on.
The year Imperial became its own make, it also got a world first riding along: Chrysler and Philco's all-transistor car radio, a 1956 option that beat every other automaker to solid-state.
Rivals
Same body, same money, other badges — tap any card to flip.
It briefly served as senior sibling to Marquette, a GM companion brand cancelled after just one year.
Nissan hired former BMW engineers to help develop the 510's suspension, which is why period reviewers frequently compared its handling to the BMW 1600/2002.
A Trabant 601 won its class at the 1970 Monte Carlo Rally, with a second 601 right behind it in second.
The 600 was a stopgap: the P50's body over the 601's mechanicals, and for a while its estate was built alongside the new 601 saloon.
The G80 Sport brought a 370 PS twin-turbo 3.3 V6, a mesh grille and copper-tinted chrome with copper stitching to match.
The Vigor was sold only with a five-cylinder engine, an unusual configuration Honda used to fit a longer engine transversely under a short hood.
The GS/E coupe earned the nickname "German Charger" for its long hood, short deck stance borrowed from Detroit muscle cars.
This DeVille/Fleetwood was the first production car anywhere to mount its V8 sideways, Cadillac's front-drive gamble on the new C-body.