1978 Chrysler New Yorker

The New Yorker has always been a top-of-the-line car in the Chrysler lineup. In different generations, this model was produced from ’40 to ’96, and only Imperial was more prestigious. But after removal of the latter from the series in ’76, it was New Yorker that became Chrysler’s flagship. This year, the car received some Imperial features (about this a little bit below), which should allow it to compete with the older models Lincoln and Cadillac. Looking ahead, it is worth noting that ’76 was the most successful year for the ninth-generation New Yorker, which was produced from 1974 to ’78.

The 1978 Chrysler New Yorker output coincided with the oil crisis. That is why it became the last full-size Chrysler’s old-school car. Because of its close resemblance to the discontinued Imperial, with its round headlight covers and new vertical taillights, the 1978 New Yorker managed to sell 4,252 four-door hardtops and 1,675 two-door coupes. So, the moment the NewYorker took over the company’s flagship spot, sales rose sharply both relative to the NewYorker of previous years and relative to the more expensive Imperial. That same year saw the return of the Saint Regis options package that had been missing since the mid-’50s.

Sales and Price 1978 Chrysler New Yorker.

The base hardtop could be bought for $6,611, the equivalent of $36,325 these days. The coupe was slightly more expensive. And even with the optional extras, the cost of a four-door wasn’t too much more than $7,000.
Such a Chrysler was cheaper than a Lincoln, or a Cadillac, but it is of interest now at its, today’s price. The fact is that today a car without significant breakdowns can be had for as little as $5,000. A well-maintained example, with good, original paint and with mileage of about $50,000 miles can be bought for about $15,000. So the NewYorker shows the same trait as the Imperial – it’s a very underpriced car and that makes this, a chic, classic car, more affordable today.

Appearance and photos.

It was in this generation that the NewYorker got its headlights covered with flaps. Which, as we said above, he inherited from the discontinued Imperial. At the rear of this car the vertical headlights are the easiest to recognize, until ’76 they were stretched along the whole length of the rear of the vehicle. The ’74 New Yorker can be easily recognized by the headlights, uncovered by shields, and the radiator grille with Chrysler lettering. In ’75, the 9th generation got a new grille, and in ’76 the New Yorker got a new grille again, known as the “waterfall”. The last grille was also taken from the Imperial. This generation is also notable because it has not a frame body, but a carrier body. Cars of ’78 are easily recognized also by the vertical turn signals.

As we mentioned above, the 9-th generation New Yorker was available in two and four-door versions. In the photo, you can see the antenna on the front right fender, which of course has an electric drive.
The four-door hardtop has a body length of 231d (5867mm) and a wheelbase of 124d (3150mm). There is a very long, rear overhang and to ensure maximum safety when driving at night, a reflective cataphot is installed in the overhang area. The wheels have a diameter of 15 inches and a width of 6.5d. In the Brougham package, the wheels could be covered with chrome. In ’78, aluminum wheels were available as an option.

The Saint Regis-equipped Chrysler New Yorker can be recognized by its vinyl-covered roof, and the skylights in the rear roof pillars. The cars were painted Spinnaker White and had gold stripes on the body.
The more expensive Brougham could be distinguished by the lettering on the roof pillars. The front fenders will tell you that you are a New Yorker. The left headlight panel has Chrysler lettering. Due to the curved shape of the bumper, the license plate is not mounted in the center, but on the left side.

Interior and equipment.

The base Chrysler NewYorker ’78 had six different colors of velour interior trim. As an option leather was available in a choice of seven colors. You can see from the photo that the ignition switch is already on the steering column. Not long ago, many American car manufacturers installed the ignition switch not on the steering column, but on the front panel.

The New Yorker Brougham is easily recognized by the inscription on the front panel, in front of the passenger seat. The front sofa, though divided into two parts, can easily seat three people. There are two armrests in the backs of the front sofa – for the driver and passenger.

The gearshift is mounted on the steering column, which was natural for American cars of those years. There are soft door handles, – they are made in the style of luxury carriages of the 19th century. The Chrysler was equipped with cruise and climate controls, which were the norm for luxury cars of those years. The seats are equipped with electric motors and can be adjusted in 6 directions.

The car was equipped with 12 volt electric system. But more important is how soft sofas are here. In the button-down versions, they look as much like comfortable sofas at home as possible. The ashtrays have cigarette lighters, which was also the norm for an American car of this class. A six-wave radio seems a necessary accessory for such a posh car.

The spare tire is hidden in a special pouch and stowed in the trunk. The last has a volume of 572 liters. In the expensive version Brougham trunk can be opened electrically.
In terms of equipment, the Chrysler was not inferior to Cadillac, or Lincoln, and when it also incorporated Imperial features, it gave a sales push in ’76.

Engine and Specifications 1978 Chrysler New Yorker.

Originally the big Chrysler was equipped with V8 of 440 cubic inches (7.2 L). Such engine had a power of 205 horsepower. In ’77 it was reduced to 195 horsepower. Gradually the oil crisis was taking its toll. With a compression ratio of 8.2:1, this motor produced 195 horsepower at 3,600 rpm. The maximum torque was 434Nm at 2000 rpm. The powertrain was powered by a Carter four-chamber carburetor. From zero to 60 mph, the four-door hardtop could accelerate in 13s. The quarter mile was done in 19.4 seconds, and the one mile flat out in 34.8 seconds. Of course the engine block was of cast-iron and the gearbox was automatic. This was a Torque Flite A-727 three speed automatic.

In 78 was offered a basic 400 cubic inch V8 of 6.6 liters, 175 hp. Fuel tank holds 100 liters. The alternator was mounted on top of the engine, as on many other American V8s. Such a technique made maintenance easier.
The suspension was torsion bar in the front and leaf spring in the rear. The brakes were disc brakes in the front and drum brakes in the rear.

In its day, the Imperial was a great car. Chrysler tried to maximize the brand image and even made Imperial a separate brand. But the buyer could not imagine that Imperial is not Chrysler. Perhaps partially, because this car was sold in the same showrooms, as Chrysler. After the Imperial was discontinued, and many features of this car were transferred to the New Yorker, it had an extremely positive effect on sales of the 9th generation.
The New Yorker proved to be a very successful model. It was eagerly purchased by Americans when it was below Imperial in the company’s lineup. And after it took the place of the flagship, the owners and managers in the showroom had to say that this is the top model of the brand.