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Up until the mid-'90s, Chrysler's New Yorker badge was the longest-running by any American automaker. Kicking off in 1938 as the New York Special, a fancier trim of the Imperial (then the New Yorker a year later), it was the flagship big body sedan for many decades. Including some especially long versions throughout the '60s and early '70s, when it resembled car-casting found in old episodes of Ren and Stimpy.
The badge's prominence began its turn for the worse in the late '70s, thanks in part to the oil crisis and Chrysler's financial woes, but did alright in the '80s — meaning, well, it stuck around. Particularly as a polished-up K car platform with early love-'em-or-hate-'em audible alerts. However, the door of peak badge prominence was left ajar for far too long, and by the mid-'90s, all of the contents that made it great had spilled out.
The New Yorker became a shell of its former self: a meh-mobile meant to have mild appeal among an older demographic by offering some passe amenities and not much else beyond a bog-standard Chrysler LHS. Or its underrated chassis compatriot, the Eagle Vision. The final 1996 Chrysler New Yorker was a far cry from its former stature. Let's discuss exactly why.
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Platform sharing isn't necessarily bad, unless
Making its debut for the 1994 model year, the New Yorker was based on Chrysler's then-new LH platform, shared by the Dodge Intrepid, Eagle Vision, Chrysler LHS, and Chrysler Concorde (Note: it's incredibly hard to find New Yorker photos of this generation that we can legally use for publication). Under its hood lived a 214-horsepower 3.5-liter V6, with power sent to the front wheels, along with independent suspension and disc brakes at all four corners. It shared the same body and shape as the LHS, and while that was tuned slightly sportier to compete with European fare, the New Yorker was softened up to appeal to an older demographic.
The differences in equipment were mild but enough to negatively affect the New Yorker. The LHS got front soft leather bucket seats, Spiral cast alloy wheels, and ample wood-like trim inside. The New Yorker had a front bench seat to enable three-across seating (honestly, that would rule in this day and age), plenty of exterior chrome, and less flash inside. But crucially, the LHS was priced higher than the New Yorker, thus killing the flagship canon that it'd achieved during its 14 generations spanning 56 years.
When 1996 rolled around, only 3,295 New Yorkers were built, compared to nearly 35,000 LHSs. In addition to no longer being the top dog, that was the final straw in killing America's longest-running nameplate (at the time). Pour one out. Perhaps it'll return someday, but not without being saved in some way, and doing more than rebadging some funky Fiats. But then, Chrysler's no stranger to game-changing innovations, so there's definitely hope.
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