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.
Lead trim: Imperial 440 cu in wedge V8
Imperial Imperial4Y · 1974–1975
- 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.
FactTo 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.
With future sales forecasts low, Chrysler had planned to discontinue the Imperial after the 1973 model year but for 1974 kept it as a body shared with the Chrysler New Yorker (except for the front end clip and trunk lid), for the first time as a separate marque sharing a production Chrysler's wheelbase (124.0 in) and with a new impact-absorbing front bumper; the Crown Coupe nameplate returned as the most expensive model to compete with the Cadillac Eldorado and Continental Mark. It was a 2-door coupe, 2-door hardtop and 4-door hardtop with the 440 cu in (7.2 L) wedge V8 and TorqueFlite A727, ending after 1975 as the return became too low. Length 231.1 in (1974) and 232.7 in (1975), width 79.7 in; the heights and curb weight (5,000 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 | 1974–1975 | 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.