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1953
Chrysler New Yorker Sedan
Provided by Hemmings
Chrysler jumped into the V-8 power race in a big way in 1951
with the introduction of the famed “Hemi” V-8 in their Saratoga
and New Yorker model lines. At the time, it was one of the most powerful
engines available anywhere. But Chrysler, with their innate marketing
conservatism, chose to leave the engine unchanged for the next two years
despite the fact that at 180 bhp the mill was totally understressed. It
was only after the competition trumped the Hemis in horsepower that the
Chrysler unit’s output was upped to 235 in the 1954 New Yorker Deluxe
cars. Then, in 1955, Chrysler showed the motoring world just how much
power was lurking in this benchmark engine design when it pulled 300 bhp
for the new 300 Letter series supercars.
By 1953 Chrysler was into its third year of utilizing the
same body styling. These bodies, built with great care by Briggs, were
Gibraltar-like in their construction but the designs played second fiddle
to the more daring offerings by GM. The design credo at Chrysler was that
the roofline should be tall enough so four grown men could ride in the
cars while wearing hats. GM and Ford stylists totally ignored such nonsense
and went on to clobber Chrysler in the sales race. It wouldn’t be
until 1955, when Chrysler debuted its “Forward Look,” that
they would regain some of their lost sales momentum thanks to refreshingly
modern styling by Virgil Exner and his designers.
The New Yorker four-door sedan, like the one shown here,
actually enjoyed relatively good sales in 1953, at least compared to the
1954 offerings, with 37,540 cars delivered in ’53 compared to just
15,788 in 1954. Understand, there was nothing wrong with these cars other
than styling, which some considered stodgy. There was certainly nothing
to complain about in the drivetrain, especially when the new Torqueflite
tranny was installed. And the interiors on these cars would put a Cadillac
to shame for quality of materials. The bodies, as mentioned, were exceptionally
well built. Which all adds up to a veritable bargain among postwar collector
cars today.
Like any car from the ’50s, these Chryslers were not
utterly rustproof, but thanks to the heavy gauge of the metal employed
they were less prone to rust and rot than many of their contemporaries.
The handling is better than one might think. There’s the typical
heeling-over so typical of U.S. cars of the era, but the chassis itself
sticks quite well. The ride is outstandingly comfortable and quiet and
the doors shut like a bank vault.
Because of their size and weight, power steering and power
brakes would be desirable options to have on these cars. Finding one with
operating factory air conditioning would be a rare discovery indeed and
would add about 15% to the car’s value. And a Torqueflite-equipped
car is slightly more desirable than cars equipped with the earlier transmission.
The handsome Kelsey-Hayes wire wheels are another factory option worth
looking for. You’re not likely to find them on a four-door sedan,
but you never know.
A collector would choose one of these cars more for the enjoyment
of their engineering and integrity of construction than for huge investment
potential. But having faced that fact, a Chrysler New Yorker from this
era offers enormous quality and performance for very little outlay compared
to some of the competition.
SPECIFICATIONS: 1953 Chrysler New Yorker sedan
Base price: $3,365
Base weight: 4,000 pounds
Body: All-steel six-passenger four-door sedan
Frame: Ladder type with cross members and x-bracing
Wheelbase: 125.5 inches
Suspension: Independent A-arms with coil springs front; semi-elliptic
leaf springs rear
Brakes: Four-wheel hydraulic internal expanding; emergency/parking brake
on driveshaft
Engine: OHV V-8 with hemispherical combustion chambers. 331.1 cid. 180
bhp @ 4,000 rpm; 3.81 X 3.63 bore & stroke; 7.5:1 compression ratio
Transmission: Fluid-Torque semi-automatic; later 1953 cars have Torqueflite
as standard equipment
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