The New Yorker, one of the most recognizable Chryslers ever produced, debuted in the 1940s and endured for more than 50 years. The brand is typically associated with luxury and spent the majority of its showroom life as a full-size vehicle (the midsize variant was available from 1983 to 1988).
The New Yorker, originally an art deco-styled car, shared design elements with the 300 “letter series” of the 1950s. Yes, it also had the “Forward Look” design language from Virgil Exner, which set Chrysler back an astounding $300 million at the time (about $3 billion now). And it was only ever powered by big-block V8 engines until the early 1970s.
Was the New Yorker part of the muscle car wars? Not really. Despite being offered with the massive 440-cubic-inch (7.2-liter) V8, the New Yorker never went into 400-horsepower territory like most Dodges and Plymouths did in the late 1960s and early 1970s. However, some got close thanks to the optional “TNT” mill. First introduced in 1966, the beefed-up 440 came with 365 horsepower on tap, 15 more than the regular RB-block engine.
The Chrysler Corporation phased out all high-performance engines, including the six-barrel 440 (390 horsepower) and the 426-cubic-inch (7.0-liter) HEMI V8 (425 horsepower), at the end of 1971, during which time the “TNT” continued to be produced. The 440 “TNT” was rated at 370 horsepower when it was discontinued. And while it’s hardly as potent and well-known as the HEMI and the 440 “Six-Pack,” it’s still a rather uncommon engine in a Chrysler. Particularly in vehicles built in 1971, when expensive insurance premiums discouraged many consumers from choosing high-performance equipment.
How rare? Well, there’s no official production breakdown based on drivetrain combos, but experts agree that only a tiny fraction of 1971 New Yorkers left the assembly line with the special-order V8. And that’s because most high-performance Chrysler enthusiasts were going for the 300 “non-letter series” model, which still benefitted from the legacy of the 1950s 300 “letter series,” one of America’s first muscle cars. The New Yorker was viewed as a luxury cruiser, and many customers weren’t even aware of the availability of the “TNT” option.
The two-door hardtop you see here is one of the few New Yorkers specified with the U-Code powerplant in 1971, right before the mill went the way of the dodo bird. Again, there’s no info on how many were made, but we know that only 4,485 of the 34,968 New Yorkers sold that year were two-door coupes. And word has it fewer than 5% were ordered with the “TNT,” which narrows it down to fewer than 250 units. But regardless of how many left the assembly line, you’d have to be very lucky to see one at classic car shows. That’s because fully restored examples like this Crystal Dawn Metallic rig are rarer than hen’s teeth.
A one-family car until 2014, this New Yorker was restored by the second owner to its original specifications. And I think it’s the very definition of a frame-off restoration. This massive hardtop looks perfect inside and out, and the engine bay is so clean it could win awards on its own. And, of course, it runs and drives like it just left the Chrysler factory.
But what I adore about this New Yorker even more is that it’s a quiet sleeper. Although it appears to be a stylish coupe that you could travel in comfort in from Rhode Island to California, it might draw some attention at the drag strip. It won’t beat a Dodge Charger or Plymouth Road Runner with a HEMI engine, but it could complete the quarter-mile in roughly 15 seconds. And for a land yacht that weighs more than 4,500 pounds (2,041 kg), it’s nothing to sneeze at.
But you don’t have to take my word for it. The video below includes some pedal-to-the-metal footage. Accompanied by a muscle car-like exhaust note. Crank up the volume, hit play, and enjoy.