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Imperial styling was completely new for the 1967 and 1968 models. Using a two-inch shorter wheelbase, Imperial switched from the body-on-frame platform to a unibody platform (C-body platform used in other full-size Mopars.) While Imperial's front K member was 3.0 inches (76 mm) longer than a Chrysler's, dimensions behind the front fenders were ...
Through the existence of the division, Imperial used two nameplates alongside a nameless base model (Imperial Custom, from 1960–1963). Its mid-range line was the Imperial Crown, with the flagship line branded as the Imperial LeBaron (in deference to the coachbuilder); Southampton was a sub-designation applied for pillarless hardtop bodystyles.
A A Automobile Company (1910–1913) 'Blue & Gold, Red John, model Abbott-Detroit (1909–1918) Moved to Cleveland and renamed to 'Abbott' in 1917. Abeln-Zehr (1911–1912) Renamed to 'Zehr' after departure of S. Abeln in 1912. AC Propulsion (1997–2003) tzero model Apex Motor Car Company (1920–1922) Ace model Acme Motor Car Company (1903–1911) Adams Company (1905–1912) 'Adams-Farwell ...
In 1940 the Imperial Crown Series C-27 was the only vehicle to wear the "Imperial" nameplate and was offered in four body styles labeled as six-passenger Sedan, an eight-passenger Sedan, the eight-passenger Limousine, and the six-passenger Derham Parade Phaeton.
Imperial produced mid-size cars with four-cylinder engines; the bodywork and mechanicals were primarily off-the-shelf rather than bespoke. Coachwork was done out-of-house by Beaudette Company, which also did work for Buick and Ford. In 1912 the Imperial factory burned down and the company moved into the old Buick truck plant.
The top level body style choice for the Series 70 was the Crown Sedan at US$1,795 ($31,485 in 2023 dollars [4]), offering features that were extra cost on other brands as standard. One of the optional items were a removable windshield and wind wings for coupes installed with a rumbleseat.
The Nash-Kelvinator/Hudson deal was a straight stock transfer (three shares of Hudson listed at 11 + 1 ⁄ 8, for two shares of American Motors and one share of Nash-Kelvinator listed at 17 + 3 ⁄ 8, for one share of American Motors) and finalized in the spring of 1954, forming the fourth-biggest auto company in the U.S. with assets of US$355 ...
Auto employment dropped by another 100,000 during the strike, which ended on June 2, 1952. While the strike was for better wages for steel workers, many auto workers blamed their unions for layoffs. The auto manufacturers were accused of speeding up work during these period of heavy layoffs, which resulted in a number of wildcat strikes. [95]
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