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Rumors, Lies and Fitness

This is an especially impressive feat for a fitness tracker. Do some dips for maximum fitness help. Economy, such as it was, got a little help from numerically lower axle ratios and a new “Fuel Pacer” option — an intake manifold-pressure sensor hooked to a warning light that glowed during heavy-footed moments. Other automakers had little choice but to follow. Save higher prices, the rest of the line was little changed for 1975-76. The accent was now strictly on luxury with a modicum of “efficiency” thrown in. This can also represent the influence of another person in your life right now. Previously known as RR Mail, it is now known as Spectrum Email. Though sales dipped to some 219,000 for ’67, Chrysler ran 10th in industry output in each of these years, then claimed ninth with 1968 production that just topped the ’66 record. Sales lost to the non-letter 300s is what killed them, of course. Since coming to Houston weight loss center I have lost a total of 31lbs in just 9 weeks! Deluxe interiors were the big attraction: jacquard cloth and textured vinyl, plus pull-down center armrests.

All carried the same engine as the now-departed Windsor and could be optioned with sporty features like center console and front bucket seats. New for ’71 was a low-priced Newport Royal subseries with standard 255-bhp 360 V-8, an enlarged version of the corporate small-block engine introduced in the mid-’60s. Engine choices for ’65 involved 270- and 315-bhp 383s for Newport and 300, a 413 with 340 or 360 bhp for New Yorker and 300L. The more-potent 383 gained 10 horses for ’66, when a huge 440 big-block arrived as standard New Yorker fare, rated at 350 bhp. The ’73s gained blockier lower-body sheet metal and a more-conventional front, with bigger bumpers per federal requirement. The 440s stood pat for 1968-69, but the 383s were retuned to 290 and 330 bhp, this despite the advent of federal emissions standards. Despite its origins in the workaday A-body Dodge Aspen/Plymouth Volare compacts, it sold quite well, providing timely sales assistance in a market again clamoring for smaller cars.

Sales sank mightily in the wake of the first energy crisis despite a completely redesigned crop of 1974 models, still on a 124-inch wheelbase but about five inches shorter than the “fuselage” generation. The post-1964 Engel Chryslers were shorter than their Exner forebears but just as spacious inside. Other Chryslers relied on the 440 with added emission controls that sapped power, which was down to 215 bhp by ’73 — though that was in more-realistic SAE net measure, not the old gross rating. Like other ’67 Chryslers, the Custom dash sprouted no fewer than eight toggle switches, three thumbwheels, 16 pushbuttons, three sliding levers, and 12 other assorted controls. The 1963-64s had “the crisp, clean custom look” — chiseled but chunky. Expanding the ’67 line were the Newport Custom two- and four-door hardtops and four-door sedan. A popular new addition for ’72 was the New Yorker Brougham: two hardtops and a sedan with lusher interiors and a $300-$400 price premium over the standard issue.

The opulent New Yorker Brougham boasted standard leather, velour, or brocade upholstery, plus shag carpeting, “test-tube” walnut appliques, and filigree moldings. Cleanly styled in the boxy Mercedes idiom on a 112.7-inch wheelbase, it came in standard and upmarket Medallion trim as either a coupe or four-door sedan. The Chrysler brand stayed with its basic 1969-70 formula through 1973. Style variations through ’72 came via easy-change items that became a bit tackier with time. At the end of July 1961, a beleaguered “Tex” Colbert retired as president, a role he had resumed in 1960 when William Newberg quit the post after two months amid allegations of having financial interests in several Chrysler suppliers. Quality control had become an end in itself as engineers struggled to correct Chrysler Corporation’s poor reputation in that area. Save the pillared sedan (only 1801 built, all for export), these Chrysler 300s were quite popular at prices in the $3300-$3800 range. Chrysler did very well for 1965, selling over 125,000 Newports, nearly 30,000 non-letter 300s and almost 50,000 New Yorkers. The all-new “fuselage-styled” ’69s did almost as well.

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