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1974 Imperial LeBaron: Rare, Nimitz-Class Luxury
If you’ve been reading my ramblings on cars, of which approximately 60 percent are large luxury cars of the ’60s and ’70s, you know I have a serious soft spot for Lincolns and Cadillacs. I still own two Lincolns—a 2004 Town Car Ultimate and 2017 MKZ—but since Lincoln decided to ignore people who don’t want SUVs after 2020, I’ll probably be getting a Cadillac CT5 or Volvo S60 next time. But I digress!
At any rate, it recently occurred to me that I haven’t done many columns on Chrysler Corporation’s prestige marque, the Imperial. Built from 1955 to 1975, with brief returns in 1981–83 and 1990–93, Imperials were less common but just as sumptuous and pretty as their Cadillac and Lincoln competition.
The Imperial existed prior to 1955, of course, but back then it was a Chrysler Imperial, not a separate marque. It was still Chrysler’s finest, however, and many worthy conveyances were marketed during that time. The 1931–33 models were particularly pretty.
But we’re discussing mid-’70s Nimitz-class luxury cars, were we not? The 1974 Imperial was all-new, and even more formal than the outgoing, 1969–73 Fuselage-style Imperials. While the previous generation had a longer wheelbase compared to the regular full-size Chryslers, the 1974 had the same wheelbase (124 inches), though it was still about five inches longer overall than a Newport or New Yorker, to the tune of 231.1 inches.
As before, all Imperials were powered by Chrysler’s mighty 440-cubic-inch V-8, with a 4.32 x 3.75 bore and stroke, producing 230 hp at 4000 rpm. All ’74 Imperials breathed through a four-barrel carburetor.
Only two models were offered, the two-door hardtop and the four-door hardtop. Coupes were $7793 before options and had a curb weight of 4862 pounds. If you’ve never seen one, don’t feel bad, as only 3850 were built for the model year.
As a luxury car, many, many things were standard equipment. Such niceties included air conditioning with automatic temperature control, Chrysler’s fine TorqueFlite automatic transmission, vinyl roof, seating in velour, leather, or vinyl, plush cut-pile carpeting (with trunk similarly upholstered), automatic parking brake release, deluxe wheel covers, tinted glass, trip odometer, and more.
Despite the impressive standard equipment, a power front seat was extra, though a manual adjustment was a standard feature. Popular options included a tilt/telescope steering wheel ($99.60), trailer towing package ($276.20), power sunroof ($615.65), and an AM/FM stereo with 8-track player ($432.50).
A Crown Coupe with a padded canopy roof (stretching from the A-pillars to the rear quarter windows) was added later in the model year and cost $7856. According to my book on American cars from 1946 to ’75, only 57 were built.
As for today’s example, resplendent in Formal Black with black top and velour and leather interior, I saw it at the excellent annual Labor Day car show in the small town of McCausland, Iowa, back in 2014.
I immediately got excited when I saw the waterfall grill and cathedral parking lamps from down the street. I was not disappointed. This car was neat as a pin, essentially in showroom condition.
I knew at the time it was a rare car, but it was only while taking notes for this column that I realized how rare—fewer than 4000 were made. Wow. That same year, Cadillac cranked out 112,201 Coupe de Villes!
But it sure was pretty. And low production meant nothing, quality-wise. Many friends of mine have, over the years, preferred Imperials to Cadillacs and Lincolns. But these days, if you want one, they are much harder to find due to their scarcity.
A further problem is Imperials from the ’60s to the ’70s are very popular with demolition derby people. You’d think 50 years later they’d trash cars no one cares about, like Cobalts and Corollas from the 2000s, but no. Even now, many solid Imperials are being trashed for beer money. I think it’s sad, because these majestic cars are worthy of being saved, and beautiful to boot!
One thing that diminishes the uniqueness of this last generation Imperial is in the 1976 model year this design, complete with waterfall grill and hideaway headlights, became the New Yorker with only the deletion of the Imperial Crest rear side marker lights and some standard features became optional. Also on the coupes Chrysler replaced the roll down rear side windows with large square opaque fixed windows which diminished the openness of the cabin in MHO. Oh Tom from your reflection in the glass you appear much less the worse for ware a decade ago, where has that young man gone? 🙂
Great car but fuzzy dice in an Imperial, LOL? If I were made Czar of the classic car world I would erradicate all fuzzy dice!
“Nimitz-class luxury cars” is my new favorite term! I plan on using it a lot during the upcoming car show season – and I hope that no owner takes offense and punches me in the nose…
And thank you for the link on the ’31-’33 Imperials – they are indeed beautiful. I admit I wouldn’t have known one if it had bit me on the ankle before now. Doubt I’ll see one in the wild, but I hope I do so I can get a better look.
I love the old land yachts! This brings back memories of my first car, a 4 door hardtop Olds 98. I used to run demo derby back in the 80’s and at the ones I ran at, Imperials and some Cadillacs were not allowed to be run due to their weight. They were pretty indestructible at almost 6K lbs.
Great cars, very classy rides
The early ‘70’s GM luxury coupes were my favorite: the El Dorado, the Olds Toronado and especially the Buick Riviera with the boat-tail back end The Buick and Cadillac were front wheel drive, very surprising and all had with monster V-8’s They had 455 and 500cid engines with over 300hp and upwards of 500 ft lbs of torque
Some of the best cruisers ever and fun to drive They were king of the road back then
‘Twas the OLDS and the Cadillac that were FWD.
I loved these cars. There was one in the showroom (4-door hardtop) when my folks bought our 1974 Plymouth Suburban wagon. Even my father, a most frugal man, ogled the car.
Unfortunately, the big-block Mopars suffered from driveability problems that were almost impossible to resolve, short of replacing the intake and ignition systems with something pre-smog.
As for that “Nimitz-class” (though more warship than cruise ship) Suburban? It spun a rod bearing in the cold, a consequence of racing the engine to keep it running (driveability, remember?) and ended up-you guessed it-in a demo derby.
I checked. Searching “Nimitz Class” returns appropriate results. Kids may not know what it means.
I was awarded my license in fall of ’74 so I’m familiar with the era though from inside a ’72 Thunderbird.
Best demolition derby car ever!
For people who hate cars!
I have a 72 New Yorker Brougham 4 door hardtop. 440-727 loaded to the gills, brocade upholstery, vinyl top, rim blow steering wheel. It sat for 15 years in a garage after the owner passed. Flat bed-ed it home. Hooked up an auxiliary fuel tank, it fired up and idled. Had the fuel tank and radiator flushed, rebuilt the brakes and whoosh 70 mph on the freeway riding on a cloud. Gee, I don’t recall the parking stalls in a parking lot being so small… 🙂
I don’t think I’d call it he power sunroof a “popular” option.
You rarely see them on luxury cars of the early ’70s.
By ’78 or so, you’d find them on some Eldorados and Mark Vs, but not as many as young people might expect, given their ubiquitousness on luxury cars today.
It has a bit of Cadillac in the styling to me. Nimitz class made me laugh, it’s definitely a boat.
Don’t forget it’s successor, the 1976-1978 New Yorkers in the same body style configurations. In 1978 I was taking care of my neighbors dogs, lawn and cars. The owner, Robert Eberle came home from his job at Chrysler Marine in Harford WI. with a ’78 New Yorker St Regis Coupe. It was a factory executive car with every option including factory sunroof, C.B. radio etc. He owned the car until his untimely death in 1990. I was going through a divorce and could not buy anything. The car was sold to unknown where. About 12 years later I seen the car advertised on Craigslist in Slinger WI. I purchased the car and returned a few thing back to stock and will enjoy it for the rest of my life.
The dual exhaust shown on this particular car is aftermarket. Chrysler did not offer a dual exhaust either as standard or optional equipment.
The waterfall grille is classic. If memory serves, these things were some of the earliest Chrysler cars with 4-wheel disc brakes as standard equipment. Or at least they were fairly novel at the time. Back in the day, many wanted the rear axles out of these things to convert their cars to 4-wheel discs.
Chrysler did a somewhat adequate job of disguising the 5 mph bumpers on this one.
I cared for one of those 57 Imperial LeBaron Crown Coupe’s for a period. It had a window sticker of $9832. I adored it. A friend passed & his family had me sell it for them. It was sublime. The 440, the cushion on cushion seats, the mass of it all. Sitting at the wheel was a pleasure. The car had presence, and luxury (for 1974).
There is something to be said for the way they drive with the over assisted steering felt through the thin plastic wheel, and the beyond power brakes enacted by the massive pedal pad. The doors being so huge, the trunk capacity, the room in the cabin. It was really a whole different way of doing things… But they were good things.