By on January 5, 2012

The last junked New Yorker we saw left something of a bad taste in my mouth, what with its not-very-luxurious Late Malaise Era overtones and general air of diminished expectations. Let’s all admire a real New Yorker, a car that looks classy even when propped on crude jackstands and awaiting consumption by The Crusher.
I spotted this battered-but-reasonably-complete ’64 at the same Denver self-service yard that gave us the ’82 New Yorker mentioned earlier. It has all the hallmarks of a car that sat for years or even decades before scrap steel prices caught up with it.
It’s got a pushbutton shifter, naturally.
And pushbutton HVAC controls as well! Making the fan lever mirror the shifter’s park-position lever is one of those design touches that was possible before nanny-state hand-wringers started worrying about getting their faces macerated by steel dash controls in low-speed wrecks.
The 1964 New Yorker came standard with a 340-horsepower 413-cubic-inch V8, which is a good thing; the four-door hardtop weighed 4,030 pounds.
This car doesn’t seem rusty, but all those years exposed to harsh Great Plains weather have just about obliterated the interior. It’s probably best that this car’s components live on in other, restorable New Yorkers (and Newports) while the shell becomes Chinese dishwasher components.

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32 Comments on “Junkyard Find: 1964 Chrysler New Yorker...”

  • avatar

    Actually looks surprisingly intact (meaning, un-rusty) for a vintage Mopar. Dash is there, motor’s rebuildable, body looks basically straight and clean… but it’s a 4-door, so it’ll get crushed because nobody’s crazy enough to take it on. Sad.

    • 0 avatar

      It’s a 4 door “hardtop”. Not something you see everyday. A Newport four door post sedan is less likely to be saved than this one.

      Just because it’s got four doors doesn’t mean there’s no one out there crazy enough to try and save it

      And yes: it IS sad.

    • 0 avatar

      I am looking for this exact car!! I live in Canada and have one with a rusted frame with all original working mint condition interrior parts. I would love to save this ole beauty.
      What I wouldnt do to have that

  • avatar
    Mark MacInnis

    Bliss. Interesting how the ’64 New Yorker’s lines mimic the ’62 DeSoto Adventurer…(the DeSoto line was killed off by Chrysler in 1960….it appears the New Yorker’s designers loved them some DeSoto design language…). Also, you gotta love that ‘Landau’ two-tone basket-handle roofline on a sedan! Ford ripped that off nicely for the late-70’s T-bird and Cougar…)

    Were the stylized “Chrysler New Yorker” badges on the rear valence truly gold? Or just gold-looking plate? After all this time, they look pretty un-oxidized, but at north of $1700 per oz. for good ol’ Au, if they ARE gold, I’m surprised it is still there….

    I was also thinkin’, as I looked at the first picture, how good suicide-doors would have looked on this body style….

    • 0 avatar

      1. The last DeSoto was built in Fall, 1960 as a 1961 model. It was called just “DeSoto”. The last Adventurer was the 1960 model. Neither of these has (to me, at least) the slightest resemblance to this Chrysler. There are some widely published photos of what would have been the 1962 Desoto,though, to which this Chrysler does bear a resemblence
      2. This model is the special edition “New Yorker Salon” model, built only in 1963-1964. I believe the badges were made of gold-colored metal, possibly aluminum, not real gold

  • avatar

    Sweet pushbutton transmission. Family has a ”62 Valiant (used as a dragster) with one. Fun to drive, although reverse doesn’t always kick right in. It was headed to the crusher before it’s restoration.

  • avatar

    I wanted to like this since it’s from just before I got my license, but I really didn’t. Bring me an Electra 225!

  • avatar

    That is a very rare Mopar!
    It is a 1964 Chrysler New Yorker Salon, it was the top of the line New Yorker in 1963 and 64. It had three or four options, everything else was standard and the sticker price was around $5800. I believe the options were tilt wheel(sourced from GM), full leather interior, and sure-grip. All the other features were standard such as A/C, AM/FM with reverberator, PW, Pseats, vacuum locks, auto pilot etc. The telltale signs of the Salon are the half vinyl roof, wood trim on the dash, NYer emblems mounted high on the front fenders, headrests on the front seat and small radio opening for the AM/FM radio.
    The half roof, high NYer emblems, and wood trim dash were exclusive to the Salon.
    The production was around 1000 units for this model, at that price point it was competing with the Imperial, but the huge difference was the Imperial was still BOF and all the other Chrysler and Mopar cars were unit body in 64.
    The body looks very solid, at least it gave up the special parts to another 64. It would still be considered a project car in NY!
    Very interesting car.

    • 0 avatar

      Its actually a 1964 Chrysler New Yorker Royal Crown. I am looking for this exact car!! I live in Canada and have one with a rusted frame with all original working mint condition interrior parts. I would love to save this ole beauty.

  • avatar

    What is the white car in photo # 17? It looks like a ’60s era Imperial to me. Why no write up on it?

    • 0 avatar

      That is indeed an Imperial, sans freestanding coach lights (and possibly the freestanding bullseye taillight of the ’62 model). Either a 62 or 63. The darker convertible behind the New Yorker in Photo 3 has Imperial like lines but there’s not enough shown to make discrnment easy. Photo 16 also has what looks like the remains of a “next-Gen” Engle designed Imperial.

      From ’62 through about ’67 the Imperial was may favorite American luxobarge. The Lincoln Continentals admittedly were more refined and elegant, and probably, but I thought the Imperial deserved more respect than it got. Of course, once they had to start sharing the chassis with Chrysler/Dodge/Plymouth around ’69, the end of Imperial was sealed.

  • avatar

    Murilee, get your can out of the junkyard and give us what we really want: The final chapter in your old 1965 Impala “hell” project! Do it now, that’s an order!

  • avatar

    Too bad for Chrysler that it spent 3 or 4 years in the wilderness after the Era of Fins was over. While Ford and GM quickly embraced the 1960s with fresh design after fresh design, most Mopar vehicles from the ’61 to ’64 era can, at best, be described as ‘different.’
    A friend has a ’61 Plymouth which was handsome, in a brutish sort of way. Imperial being the one exception, but even it got a bit ungainly looking.
    Chrysler just didn’t know what to do when ‘Suddenly, it’s 1960’ became ‘OMG – it IS 1960.’

  • avatar

    That New Yorker deserves to be saved, more-doors or not. The post- fins look of the Chrysler stable was actually very stylish, in my humble also subjective opinion- the ’61 Plymouth and Dodge plucked chicken look notwithstanding.

  • avatar

    @Zachman: Murilee is in the junkyard to complete the Impala project. Elwood Engel, who designed the ’61 Continental, went over to Chrysler and designed both this and the Imperial. I love that dashboard – if only I had a use for such a beast, not to mention the funds for such a quixotic restoration.

    • 0 avatar

      All 1963 Plymouths, Dodges, Chryslers and Imperials were designed by Virgil Exner. He was fired just as they were being readied for the finishing touches.

      When Elwood Engel was shown the proposed 1963 line, he was surprised at how good they looked (given what Chrysler had produced in 1961 and 1962) and reportedly said, “These are good-looking cars, they don’t need many changes.”

      He made some detail changes, but the 1963 models are basically Exner designs. One change he did make to the 1964 Chrysler was the addition of the small “fins” on top of the rear quarter panels.

  • avatar

    This was always an underappreciated car, even by Chrysler. It comes at the tail end of the years Mopar had to normalize their style away from Exner’s early 1960’s styling derailments.

    Full sized Chryslers had their conservative masculine devotees, but it was the fashionistas that made the late 1950s sylings a success for the Company.

    Exner was the darling of 1957. While the manufacturing quality of his creations shortened the romance, it was the GM cartoons of 1959 that exposed the limits of Exner-ish fashion and taste. Somehow Exner didn’t get that memo, or ignored it to create even gaudier Chrysler products for 1961.

    He produced a line of cars that left dealers with empty showrooms. While the quality issue was addressed, Headquarters were decimated with scandals, firings and lack of leadership. Golden Boy Exner got blamed, then fired, while the remaining design department got saddled with fixing a generation of cars that lost their fashion mojo. The 1% no longer wanted a 1961 Imperial after seeing a 1961 Continental.

    Chrysler was in no place to sink more millions into a fresh redesign. From 1961 to 1964, Chrysler had to turn it’s freaky looking cars into something normal, and once again, conservative. The Board outright bought Elwood Engel, the guy who drew the fashionista’s new beloved, those Lincolns, to create the new line up for 1965.

    But here we are in 1964. What we have here is the last year of those Exner-ish era cars that had been cladded up, scraped off, and squared off in order to hide it’s design roots. Look at that cowl and windshield. No matter how much you can bend sheet metal, it costs too much to redesign a cowl. That sucker is right off the Chrysler from the Bad Old Days of 1961. There is a lot to like on these cars, but only in hindsight do we really appreciate them.

    So, this car is rather uninspired. DeSoto was as dead at this time as Pontiac is today. Yet this poor thing attempts to graph some of that Adventurer spizzazzle, which would be like seeing Brittany Spears release a remake of “The Macarena”. Next year.

    The new 1965 beauties were the focus of Chrysler when this unbeloved vehicle hit the showroom floors. It was outdated before Job Number One showed up. This 1964 Chrysler was a 1963 Chrysler with different headlight bezels, and squared off hindquarters.

    There is a reason this vehicle is rare. It is because it was ignored by everyone except for devoted Mopar men who didn’t care that their car wasn’t contemporary. They saw the savings the dealers were shoving them off the lots with. These cars didn’t get window sticker prices – they got Fire Sale prices to make way for the 1965 New Yorkers.

    And those 1965 New Yorkers were Engelishious!

  • avatar

    Dad had a ’64 Continental. I cant imagine him driving this New Yorker. I think the real competition at the time was the Buick 225 and Olds 98. Chrysler’s powertrains were miles ahead of Buick, but that didnt matter to fashion-driven customers for this class of car.

  • avatar

    I also believe that the 1964 Chrysler was indeed a great-looking car.

  • avatar

    It is true that the 1963-64 body was a major facelift of the 60-62. I remember being amazed that the inside door panels from a 64 300 would fit on my 1962 Newport without alteration. The rear quarter pieces were shaped differently on top but could be altered to fit.

    That 1962 Newport hardtop coupe was a car that should have been a DeSoto or even a Dodge, with a 3-speed standard transmission and a radio as the only options – no power steering or brakes. I suspect it was a special order, or else a car that finally sold new in early 1963.

  • avatar

    Having gotten my first driver’s license in a car similar to the one in my avatar (1960 Chrysler New Yorker 4-door hardtop), I can really appreciate this remnant of the glory days that de Lorenzo is always reminiscing about on Did the 1964 implementation still have the amazing dashboard ?

  • avatar

    My mother had one in a really hideous battery acid on copper wire green. She didn’t have it long, about a year, replaced by a baby blue Caddy. I remember my dad thought the NY was a horrible car(He didn’t put it that nicely), and really ugly. She claimed she didn’t have it for decades, until I found an old pic a few years go that showed the back half of it parked next to my dad’s Olds, then she suddenly remembered it. I find it odd, she had no trouble remembering the cars she had before it, and after it, but that New Yorker was totally forgettable. Maybe she repressed the horror of it. I remember the squared steering wheel more than anything else, except that horrible color.

  • avatar

    The pics of conveyances from the not-too-distant-past, from my youthful years, bring back more than just auto-type memories.

    A far-different era in so many ways.

    Social, political, economic, etc.

    And the cars themselves.

    And the era is coming when, perhaps, future old coots will peek at 2012 current blob-mobiles in the same manner.

    And many (most?) of the herd present will not even be a memory in the minds of those future herd members.

    Oh where can I leave the Disgruntled graffiti where posterity can access it?

  • avatar

    what junkyard in denver is this in? my sister lives there, and i need parts for mine!

  • avatar

    Hi, I am in the denever area and just bought a 64 New Yorker, I need several parts off of that car, would you let me know what junyard it was at?

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