Chrysler Imperial Crown Virgil Exner Design
The Imperial Crown of the late 1950s and early 1960s represents the apex of Chrysler Corporation's luxury ambitions. Under the design leadership of Virgil Exner, the Imperial was elevated from a Chrysler trim level to a standalone marque intended to compete directly with Cadillac and Lincoln at the highest tier of American luxury.
Exner's 'Forward Look' design philosophy reached its most dramatic expression in the 1957-1959 Imperials. The gunsight tail lamps, soaring fins, and aggressive forward-leaning stance created a visual presence that was more assertive than anything Cadillac or Lincoln offered. The 1957 Imperial introduced Chrysler's unibody construction — a significant engineering departure from the body-on-frame construction used by competitors — which theoretically offered better structural rigidity and a lower floor height.
The Imperial Crown was the middle series, slotted between the base Imperial Custom and the ultra-premium Crown Imperial limousine (built by Ghia in Italy). Standard equipment was lavish: power steering, power brakes, power windows, power seat, and the TorqueFlite three-speed automatic transmission — widely regarded as the finest automatic transmission in the American industry at the time.
Power came from Chrysler's big V8 engines. The 1957-1958 models used the legendary 392 Hemi, while 1959 onward used the Wedge-head 413. Both engines produced substantial power — 325-340 horsepower — and the TorqueFlite transmitted it with smooth efficiency. Chrysler's torsion-bar front suspension provided better handling than the coil-spring setups used by competitors.
The 1961-1963 Imperials featured Exner's most refined design, with clean lines, freestanding headlights (unique in the industry), and an elegance that many consider Exner's masterwork. The 1964-1966 models, designed by Elwood Engel after Exner's departure, adopted a more slab-sided, Lincoln Continental-inspired look that was handsome but less distinctive.
Imperial never achieved the sales volumes of Cadillac — annual production typically ranged from 12,000 to 18,000 units versus Cadillac's 150,000+ — but the cars themselves were arguably more technically advanced. The torsion-bar suspension, the TorqueFlite transmission, and the engineering quality were recognized by the automotive press as superior in many respects.
Today, the Exner-era Imperials are highly prized by collectors who appreciate their dramatic styling, engineering innovation, and relative rarity compared to Cadillacs of the same period.
Imperial unibody construction means rust repair is more complex and critical than on body-on-frame cars — structural rust can compromise the entire body. Check carefully around the windshield pillars, door sills, trunk floor, and rear quarters. The 392 Hemi (1957-58) is expensive to rebuild but highly desirable. The 413 Wedge is more affordable to maintain. The TorqueFlite transmission is excellent and reliable. Torsion-bar front suspension provides a better ride than competitors but torsion bars can fatigue and sag. The extensive power accessories require functioning electrical systems, and motors/switches are often worn. Parts availability is limited compared to Cadillac, as production was much lower. The Chrysler Imperial Club is an essential resource for parts and expertise.
Imperial became a separate marque from 1955-1975. The Crown series was the volume model. The 1957-1960 models used the Forward Look design. The 1961-1963 models are considered Exner's finest work. Annual production ranged from approximately 12,000-18,000 units. The Crown Imperial limousine was built by Ghia in Turin, Italy in extremely limited numbers (typically fewer than 20 per year).