Still visible is the fine wood grain of the now extinct Chromium Tree.
The wheel covers were disassembled and refinished the same time as the body was painted. Latch arm behind fender skirt makes removal a breeze.
The top is original and has seen better days. It has dried out and cracked. This style roof looks to be the easiest top to replace since it has only three flat surfaces, all at right angles, and has no sewn seams at all.
Material has a couple of wrinkles at the bottom, and a spot that might be rust, not unusual for a Chrysler at the welded seam of the roof and quarter panel.
I was unable to locate an original dealer license plate frame, so I had one made as close to one I found from the same dealer for his Plymouth line.
Imperials came with a 440 sporting 10.1 to 1 compression. This was done using the limited production closed chamber heads, known by the casting number 915. Factory ratings with the standard 4bbl carb were 350hp, and 480ft lbs. The automatic transmition is a 727 model. The rear has an 8.75 inch with 2.94 cruising gears, and this one has the optional Sure Grip. Track locator bar keeps the rear centered. Back up front, the brakes are power disc, with Budd 4 piston calipers. Sway bar, along with the rear track bar control body roll.
Everything in the driveline appears to be untouched except for basic maintenance. Someone did a rattle-can restoration of the factory air cleaner at some point. All of the spark plug heat shields and plug wire retainers all appear to be there. One round plastic snap-in wire retainer has since been added from Year One. I have replaced the high-performance bungee cord with a factory style battery hold down. Recently, I had the calipers rebuilt, a new transmission filter and gasket (leaked) installed, lower radiator hose (proper formed one to replace a universal flex type), and two fan belts installed (worn). Aluminum piece on drivers side is the optional Auto Pilot (cruise control), and it works great on the interstate. AC needs a recharge.
Original Imperial Service Manual (pg 9-28) states that "Compression Pressure with the engine warm should be 130-165psi, with maximum variation between cylinders of 25psi." This 92k mile motor was tested cold while changing plugs, and I had 160-140-135-150-138-155-157-158#. Still within Chrysler specifications 40 years later. True warm numbers should even be better. The oil pan appears to have a small leak. I believe the gasket is original. I have snugged up half of the bolts. On a proper lift, the others can be done. The engine runs fairly smooth, but runs rich. I would rebuild the carb.
