The number  80 carried a great deal of significance, for the car was guaranteed to do 80 miles per hour.  It quickly became known for its high speed, low gear pull, and hill climbing ability. Many contemporaries called the Imperial the only U.S. factory car of its time that could deliver true sports car performance. The car was chosen as the pace car for the 1926 Indianapolis 500.

Publisher Floyd Clymer demonstrated the 1926 Imperial's performance in spectacular style.

 Driving a stock Imperial touring car, he launched out on a record breaking 702 mile endurance run between Denver and Kansas City in June, 1926, in which the Imperial covered the distance in 13 hours and 56 minutes. Its average speed of 51.8 mph was the fastest speed ever attained by a stock car at that time for that distance, yet only 200 miles of the 702 mile trip was made up of paved roads. Floyd called the Imperial 80 "one of the real quality cars" of its day. 

In addition to all out performance, the Imperial offered all out luxury in its 7 and 8 passenger limousines. These beautiful luxury cars continued right on into the 1970s, offering one of the longest running lines of limousines in American car history. Owned by governments, wealthy businessmen, and celebrities all over the world, the Imperial limousines remain highly collectible and desirable cars. 

In 1957, Chrysler turned production over to Ghia in Italy. Later production would shift to 3 other builders. There were apparently no limousines  produced in 1962,  1973, 1974, or 1975. It appears that in 1972  only two were built for the US government for use by the Secret Service; one would think that ostensibly these cars were used to transport the president. Both were supposedly destroyed in the 1980s. Below are production figures for the Ghia limousines built in Turin.

Imperial historical notes

1927 CHRYSLER IMPERIAL  E-80: The Imperial 80 was the first Chrysler car to use light aluminum alloy pistons. Its 92 horsepower six cylinder engine made it one of the most powerful cars of its day. It also had a carburetor "fumer" to electrically preheat the fuel mixture, and a small Chrysler emblem on the dash panel would light up when the battery needed water. 

1928 CHRYSLER IMPERIAL L-80: 1928 saw Imperial become the first Chrysler car to pass the 100 horsepower mark  with a rating of 112 at 3000 rpm. Compression went from 4.7:1 to 6:1 and wheelbase was established at 136 inches. Semi custom bodies were offered by Locke, Dietrich, and LeBaron at prices up to $6,795. 

1929-1930 CHRYSLER IMPERIAL L8: By 1929, Imperial had become one of the best cars on the road. New slimmer profile radiator grilles were designed especially so that the fluted hood identification of previous Imperial cars could be retained. Rumble seat models had a door on the curb side for easier access to the rear compartment. Prices ranged from $2,675 to $3,475. 

1931 CHRYSLER IMPERIAL, CG: A beautiful new kind of Imperial was introduced in 1931. Its bodies were designed with long hoods and broad sweeping fenders that combined to make the car a true Chrysler classic. Wheelbase was 145 inches. A new Straight Eight engine of 384.5 cubic inch displacement had a nine bearing camshaft and turned out 125 horsepower. 

1932 CHRYSLER IMPERIAL CUSTOM EIGHT, CL: The long, classic body lines were continued but with new ventilating doors on the side of the hood similar to other Chrysler cars. The CL became the first Chrysler to be fitted with a power brake booster. A shorter 135" wheelbase Imperial CH was introduced as a companion to the CL. 

1933 CHRYSLER IMPERIAL EIGHT, CQ: The Custom Imperial was carried over for another year virtually unchanged, but the wheelbase of the Eight was shortened from 135 inches to 125 inches. The CL and CQ were the only Chrysler cars with wire wheels as standard equipment in place of wood wheels. Also standard on both cars was the new coincidental accelerator pedal starter. 

1934 CHRYSLER AIRFLOW IMPERIAL, CV: At 212 1/4 inches, the CV model was the shortest of the three Airflow Imperials. In keeping with the performance image Imperial had built up since 1926, a CV coupe established 72 stock car speed records during a one day run at the Bonneville Salt Flats under AAA Contest Board Supervision. 

1934 CHRYSLER AIRFLOW CUSTOM IMPERIAL, CW: Automatic overdrive and the ride stabilizer bar were only a part of the CW story. Like the other Airflows, its structure was a network of steel girders covered by body panels, a prelude to unibody construction. The CW had a wheelbase of 146.5 inches and could seat eight passengers. Its one piece curved glass windshield was the first of its kind on a production car. 

1935 CHRYSLER AIRFLOW IMPERIAL, C-2: Imperials continued to use the Airflow body design exclusively. New hood and grille surfaces projected forward  to give the cars a longer look. Other new appearance items included bumpers, head lamp surrounds, and hood louvers on the side. 

1936 CHRYSLER AIRFLOW CUSTOM IMPERIAL, C-11: Imperials again retained the  exclusive Airflow design; however, the very long 146-1/2 inch wheelbase Custom model was removed from the lineup. New die cast radiator grilles and hood louvers were featured, and a redesigned steering linkage permitted a change in the angle of the steering column. 

1937 CHRYSLER CUSTOM IMPERIAL, C-15: Except for the Airflow C-17 model, all eight cylinder Chryslers bore the name Imperial or Custom Imperial. The Custom came on a wheelbase of 140 inches in two body types; the 7 passenger sedan and the sedan limousine. The latter had a crank operated glass partition behind the front compartment. 

1938 CHRYSLER IMPERIAL, C-19: The wheelbase of the Custom went up  to 144 inches. Front and rear sway bars ensured a stable ride for all Imperials, the only Chrysler built cars to feature both. Instrument panels for the C-19 Imperials had a painted, highly polished wood grain finish, but those of the Custom were painted to harmonize with the upholstery. 

1939 CHRYSLER CUSTOM IMPERIAL, C-24:  Chrysler introduced Fluid Drive as standard equipment on the Custom Imperial C- 24, another industry first. Also new to all Imperials as standard equipment was the column mounted gear shift lever. 

1940 CHRYSLER CROWN IMPERIAL, C-27: Imperials were now consolidated under a single banner; the Crown Imperial. Fluid Drive, Overdrive, and power brakes continued to be offered as standard equipment. The new Crown had three body styles: the six and eight passenger sedans, and the sedan limousine with glass partition. 

1941 CHRYSLER CROWN IMPERIAL, C-33: Power windows made their debut  as standard equipment. A master control unit for the windows was mounted on top of the instrument panel. Prices ranged from $1,795 for a Town Sedan to $2,795 for the Sedan Limousine which was the most expensive of the Chrysler built cars. 

1942 CHRYSLER CROWN IMPERIAL, C-37: Five months and 448 Imperial cars after the start of the 1942 season, production of Imperials was shut down for the duration of World War II. Front fender lines of the new Imperial blended gracefully into the hood structure, and running boards were enclosed by the doors. 

1946-48 CROWN IMPERIAL, C-40: Like all first postwar cars, the new Imperial reflected the same basic appearance that it had during the short lived 1942 production year. A new grille and body ornamentation, however, provided immediate recognition to its two body styles: the limousine and the 8 passenger sedan. 

1949 CROWN IMPERIAL, C-47: A self energizing hydraulic disc brake was introduced as standard equipment on all 1949 Imperials. It had two flat pressure plates on which segments of brake lining were bonded. Braking action was obtained when the pressure plates were forced outward into contact with rotating brake housings. 

1950 CROWN IMPERIAL, C-50 : A new hood ornament, grille, bumpers, and taillights were part of the 1950 appearance package for the Crown Imperial. Factory retail prices were $4,970 for the sedan and $5,070 for the limousine. 

1951-52 IMPERIAL, C-54: Two series of cars now came under the exclusive Imperial name plate: the Imperial and the Custom Imperial. The latter retained rights to the long wheelbase 8 passenger sedan and limousine models. Introduction of full time power steering as standard equipment was a first for the Custom Imperial. 

1953 CUSTOM IMPERIAL, C-58: Chrysler Corporation's first fully automatic transmission, called PowerFlite, was installed in Imperials beginning in March, 1953. The Crown Imperial was equipped with a 12 volt electrical system. Electric seat adjusters could be obtained on sedans, and the one piece curved windshield returned. 

1954 CUSTOM IMPERIAL, C-64: With an increase in engine horsepower to 235, Imperial continued to be the highest powered luxury car made in the United States. The most pronounced exterior changes took place in the grille and bumpers. The Imperial name was separately registered in 1954. 

1955 CROWN IMPERIAL, C-70:  Imperial formally became established as a separate car line utilizing its own design concepts. As a result of this decision, shipments of Imperials rose from 5,761 cars produced in 1954 to 11,432 at the end of the 1955 run. Some features were shared with the new C300.

1956 IMPERIAL, C-73: Sweeping, long rear fenders and new body side ornamentation characterized the 1956 Imperial. The upper back portion of the right fender also acted as a door which could be swung out to reveal a hidden gas filler cap. Crown Imperials terminated the body molding at the rear wheel opening and followed it with five chromed louvers. 

1957 IMPERIAL: The long, graceful lines of the new Virgil Exner Imperial body combined with a compound curved windshield and the first use of curved side glass on a standard production car to make Imperial a contemporary classic. The front end was designed to utilize either single head lamps or the smaller dual head lamps that were making their first showing. The new 392 hemi provided 325 horsepower.

1958 IMPERIAL CROWN: Auto Pilot was introduced on Imperial as the first automatic driver assist which would allow the driver to select turnpike cruising speeds by means of a dial. An integrated mechanical electrical door locking system was offered as another Chrysler first.

 
1959 IMPERIAL CUSTOM: Power brakes, power steering, backup lights, windshield washers, and dual exhausts were standard equipment on all Imperials. A new rear suspension option featured a compressor which automatically increased air pressure inside flexible, nylon reinforced rubber air springs to keep the car level. These usually blew out and were replaced with conventional springs, like the Cadillac Eldorado Brougham systems.

1960 IMPERIAL CUSTOM:  Seat cushions were now padded with nearly six inches of foam rubber,  instrument panel gauges were illuminated by the soft glow of electroluminescent lighting, and  swivel front seats became available albeit a year behind other MoPars. The classic LeBaron took on a "town car" look with a small rear window. 

1961 IMPERIAL CROWN: A new front end design featured individual head lamps, each standing on its own base. Safety padding was used on the steering wheel crossbar, and the top and bottom portions of the instrument panel. Steering wheels had a new oval shape with flats at the top and bottom of the wheel. 

1962 IMPERIAL LE BARON: At 227.1 inches, Imperial continued to be one of the longest cars built in the United States. A new vacuum suspended type power brake replaced the air suspended unit used previously, and a small lightweight reduction gear starting motor was introduced. This gave the classic Chrysler "whine" when starting the car. The 62 Le Baron would also take a severe parkway exit at over 60 mph without flipping over. Don't ask.


1963 IMPERIAL CUSTOM:  Imperials were now painted in acrylic enamel paint that was hand buffed before the cars left the assembly line. 

1964 IMPERIAL:  Imperial now offered a total of 776 color and trim combinations among its four cars. The Crown Coupe with a Le Baron type rear window was a new offering. The Custom series was eliminated. 

1965 IMPERIAL: Headlamps were covered over by a pane of flat tempered glass. Inlays of rich wa1nut veneer decorated the steering wheel, instrument panel and door trim to give only a hint of Imperial luxury. A master gauge flashed a warning light on the instrument panel if fuel level, oil pressure or engine temperature needed attention. 

1966 IMPERIAL: Imperial four door models were highlighted by new 50/50 front bench seats. Each half could be adjusted independently of the other. This included the center armrest which also was divided down the middle. A new grille and deck lid shape were the primary appearance changes. 

In 1955, when the Forward Look came in, Chrysler’s 8 passenger models were down to one Crown Imperial on a 149.5 in. wheelbase. The trouble was that these cars cost too much to build. Combined sales in 1955-56 came to fewer than 400. Some retrenchment was needed in the ’57 line; either drop the long wheelbase altogether, leaving the field to Cadillac (as Lincoln and Packard had already done), or continue production with less damage to the company budget.

A study in May, 1956 estimated development and tooling costs for a new limousine at over $33,000 per unit. This meant that in relation to expected sales, each car would lose thousands of dollars for the company. This was an unthinkable way to do business. Well duh, raise the price, dude. Here we go again, losing money selling cars to billionaires. I bet the oil sheiks could scrape up a few extra grand for their limos, don't ya think?  Subcontracting limousine production  went to Carrozzeria Ghia in Turin.

Chrysler had collaborated with Ghia several times before, once to produce a limousine for the Vatican. Wages for skilled labor were much lower in Italy than in the U.S., so Ghia could keep its costs at a level affordable to Chrysler.

The designers in Detroit  chose a 149.5 in. wheelbase, with overall length of 244.7 in. and height of 58.5 in. The 1957 Imperial was a suitable base. Its door height was judged too low for a limousine, so the door was raised to encroach on the car’s roof. A full size mockup indicated that the rear end of a coupe was right for the new 8 passenger car.
The contract stipulated that Ghia should  deliver the car ready to drive. Cooperation between the companies was facilitated by the presence in Turin of Paul Farago, an Italian American Chrysler engineer who was a friend of both Virgil Exner and L. Segré, president of Ghia.

Birth of a limousine  (The Ghia cars)


An Imperial hardtop coupe on 129 in. wheelbase with extra rigid X frame was shipped to Italy. It was outfitted with the usual trim, bumpers and grille, so that nothing would be lost during shipment. The stripped interior was packed with four sedan doors, seat mounts, window glass, fully wired dashboard, double air conditioning unit, upholstery leather, carpet, lengthened drive shaft, heavier torsion bars, Suburban leaf springs for the rear, and other parts needed.

At the Ghia factory, the first task was to chop the body and frame, the latter to be extended 20.5 in. and reinforced. The floor was lengthened, and the rear of the body adjusted to suit the lengthened roof and altered rear doors. The doors were made higher and the roof cut back to accommodate them.  With the structural work finished, the whole body was coated with lead, 165 lbs. of it. All sheet metal joints, even those out of sight, were filled. Doors and fenders were adjusted for 17 hours to limit gaps to a sixth of an inch at most. All panels were then given a bath in diluted acid to clear away any rust and solder flux.

The finished bodies  were given a  coat of green zinc chromate primer followed by a coat of black that would show any surface imperfections. Final color coats consisted of   lacquer in black, brown, dark green, or dark blue. A final polishing was followed by an  application of a sepia and water mixture intended to give a hard mirror finish. A cream colored stripe was painted the length of the body in place of the usual molding strip. All that remained was to install the window glass, exterior trim, and leather cover for the back part of the roof. The grille, bumpers and front fender trim were from 1958 models.

Five interior schemes were offered, with gray or beige broadcloth in various patterns. There was a fold out wood table and a thick sheepskin carpet. The chauffeur didn't  have that much room up front, but upholstery was  in leather.

After a month had gone by since the arrival of the "kit" at the Ghia plant, it was time for a road test of the new limousine. Tires were inflated to 28.4 lbs and the car driven over cobble paving to disclose any rattles or squeaks. As soon as the limousine passed its tests, it was ready for shipment to Genoa and the U.S.

The first cars delivered to Chrysler betrayed several design defects:

Tires weren’t adequate to the weight of the car, so a bigger size (8.90 x 15) was prescribed. These were ambulance tires.

The electric motor for the divider glass was too weak. A more powerful motor was substituted.

The wiring system was too complex for the Italian workers, so all its parts were checked at the U.S. end.

When all checks had been carried out, the limousines were sent to Chrysler’s Manhattan headquarters for delivery to customers who had waited six months. Among them were David Sarnoff of RCA, the novelist Pearl Buck. the King of Saudi Arabia (car with armor, low compression engine;) the Emirs of Kuwait and Qatar, Rafael Trujillo, dictator of the Dominican Republic, and New York Gov. Nelson A. Rockefeller. A special edition with transparent roof was used by Queen Elizabeth on her visit to Canada in 1959. The 1959 Crown limousine was the only 1959 Chrysler car to use the 392 hemi.

The financial picture wasn’t that great. The combined cost of taxes, international U.S. - Italian obstacles, credit transfers, the exhaustive checkups each car underwent on arrival from Italy (a customer paying $12,000 for a car doesn’t want to hear a door rattle or see the lights flicker) continued to threaten the future of limousine production. The 1957 contract was for 75 Crown Imperials, the number Chrysler hoped to sell,  but  only 36 were sold.  Chrysler had to pay Ghia for all 75. That is why the 1958 and 1959 limousines are retouched leftovers from 1957. The Chrysler - Ghia contract was apparently renewed in 1960, but for production of only 25 vehicles.

Ghia went on producing Crown Imperials in small numbers until 1965, when it sold its special tools to the Barreiros firm in Spain.  Barreiros built the last 10 limousines of the European series that had begun in 1957. When that contract expired, Chrysler  looked for an American subcontractor with whom dealings would be less troublesome. Stageway Coaches of Arkansas contracted to build 12 cars in 1967-’68, using a huge wheelbase of 163 inches. 

Fifteen more limos with the new "fuselage" styling appeared in 1969, ’70 and ’71. Another body builder, Hess & Eisenhardt, supplied 2 limos in 1972 (with 1973 grilles) to the U.S. Secret Service. 3 years later, the Imperial name would be discontinued altogether, with remaining cars being sold afterward under the Chrysler banner as New Yorker Broughams. All in all, despite the low production numbers, it was a great run for the Imperial limousine.