Stellantis has announced plans to shift the Chrysler brand to an all-electric lineup by 2028, presumably because it doesn’t know what else to do with it anymore. Though, considering the make’s long and storied history, the change almost seems fitting.

When the French bought up Fiat Chrysler Automobiles from the Italians in 2021, the namesake brand had already been losing steam under the Germans. But they were adopting the company after years of mismanagement from Americans, who had taken the marque from being arguably the most luxurious and technologically advanced the United States had to one that had to be saved from bankruptcy by government intervention on more than one occasion. Suffice it to say, Chrysler has enjoyed some of the sweetest highs and pathetic lows imaginable. But it always seems to rise from the ashes thanks to some innovative decision that ultimately helps redefine the industry — which is why Stellantis is leading its own EV offensive by reviving the Airflow name. (Read More…)

We return once more to Imperial today and find ourselves in 1967. The earlier portion of the Sixties was a turbulent time for Imperial, as the D-body soldiered on from 1957 through 1966 model years as the Imperial marque’s second-generation car. In 1967, Imperial’s lead designer Elwood Engel managed Imperial’s transition to a new shared platform. Say hello to C.

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To say that large events are spitting and sputtering their way back into action would be massively underselling the challenges facing promoters and showrunners in the age of Covid variants and travel-related headaches. While some car-related sporting events have been carried out – witness the various and sundry major auto races this year – indoor events like trade shows continue to have challenges.

The latest? CES in Vegas. After becoming the defacto replacement for the Detroit Auto Show at this time of year, more than a few carmakers have decided to pull out of the event after promising big reveals this year at one of the world’s largest tech shows.

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This 10th installment of our Imperial coverage finds us at a turning point in its styling. Virgil Exner had been fired but was allowed to stay on as a design consultant at Chrysler. Exner’s immediate replacement was Elwood Engel, who’d designed the 1961 Lincoln Continental and then jumped ship when he was not promoted at Ford. Chrysler execs wanted out of Exner’s winged, googly-eyed stylistic cave, and Engel took the aged D-body in a very different direction for 1964.

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It wasn’t too many years ago the Consumer Electronics Show was strictly the domain of purchasers from big-chain computer stores and a scattered basement dweller who smelled like coding and stale popcorn. These days, CES is one of the hottest tickets of the year for witnessing product reveals including – in recent years – all manner of tech from the world’s automakers.

Stellantis has announced what they’ll have on hand at their booth, a roster that includes an EV that plucks its name from the halls of history at Citroën.

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Today marks the ninth installment in our history of Imperial, as the calendar flips over to 1961. The second generation Imperial is not quite to the middle of its tenure on its own platform, the D-body. Virgil Exner imposed a wild new styling direction on Imperial for 1960 that was both outlandish visually, and heavy-handed in its execution. “More of that,” said Exner for ’61.

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Our own Mr. Posky waxed at length yesterday about the Stellantis plan to keep their hands in customers’ pockets long after they’ve driven off the lot. Go read his take, if you haven’t already. Meanwhile, the company took care on Software Day to occasionally focus on an upcoming product – the Chrysler Airflow.

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We continue our Rare Rides Icons series on Imperial today. Starting in 1957, Chrysler’s then-separate luxury arm spent more and more time on bold styling, and less on the hand-built quality for which the company’s first cars in 1955 and 1956 were known.

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Today’s installment of the Imperial series is our seventh and coincides with the seventh generation Imperial. Officially it was the second-generation car under the new Imperial marque, an independent arm of Chrysler launched in 1955 to compete with the likes of Lincoln and Cadillac. The move to independence brought with it a resurgence of interest in the brand, as the Exner styled ’55 and ’56 Imperials stood out from the rest of Chrysler’s offerings visually, and in terms of quality and luxury. We pick up in 1957 when it was time for another new Imperial.

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Our Rare Rides Icons series on the Chrysler Imperial picks up today at perhaps the most pivotal time in Imperial’s history. As the model’s fifth generation concluded in 1954, Chrysler was also concluding development of its big secret plans for Imperial: A new luxury brand of exclusivity and prestige.

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Our history of the Imperial series continues today, as Part V coincides with the dawn of the Fifties. Imperial wasn’t in the best place after its long-lived fourth-generation model was parted by the cruel reality of World War II.

But Chrysler was determined to launch the Imperial of the Fifties in a big way, with more body style availability, the return of two wheelbases, and new technology.

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After its successful introduction in the Twenties, an Airflow-shaped misstep in the Thirties, and a return to its earlier formula in the latter part of that decade, big changes were in order for the new Imperial of the 1940s.

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A captive lending arm can be a major source of profit for automakers. After all, keeping that paper in-house instead of farming it out to a third party permits some of that sweet interest-driven revenue rolling on a monthly recurring basis. Why else did most of us, for many years during GMAC’s heyday, refer to General Motors as a finance company which just happened to sell cars?

Following several years of shacking up with Santander in order to offer financing for their customers, Stellantis has bought F1 Holdings Corp., an outfit that is the parent of Texas-based First Investors Financial Services Group. Now they’ve spent $285 million in this all-cash transaction, Stellantis is no longer the only major automaker in America without a captive finance arm.

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Our series on Imperial continues today, after a strong start in the coachbuilt Twenties turned into a big aerodynamic flop in the Thirties with the Airflow Imperial. The error in judgment was immediately apparent; the Imperial with groundbreaking styling lasted only three model years.

Chrysler was determined to start Imperial over, and in its third generation returned to a much more conservative large luxury car template.

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Rare Rides Icons continues the history of Imperial today, after Part I left us neatly at what would become an unfortunate aerodynamic turning point. Ready for some Airflow?

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