The Chrysler Imperial, introduced in 1926, was Chrysler's top-of-the-line vehicle for much of its history. Models were produced with the Chrysler name until 1954, and again from 1990 to 1993. The company positioned the cars as a prestige marque to rival Cadillac, Continental, Lincoln, Duesenberg, Pierce Arrow, Cord, and Packard.

There were three Imperial models in this generation.: the C-14, C-15 and C-17. The Series C-14 offered the straight eight, shared with the Chrysler Royal C-16 . The Series C-15 was the Imperial Custom and the Town Sedan Limousine, with blind rear quarter panels and was available on request.

The Chrysler 300 "letter series" are high-performance personal luxury cars that were built by Chrysler in the U.S. from 1955 to 1965 and were a sub-model from the Chrysler New Yorker. After the initial year, which was named C-300 for its standard 300 hp 5.4 L FirePower V8, the 1956 cars were designated 300B. Successive model years were given the next letter of the alphabet as a suffix (skipping "i"), reaching the 300L by 1965, after which the model sequence was discontinued while the "300" remained. At its introduction it was advertised as "America's Most Powerful Car".

The 1956 300B was externally distinguished by a new tailfin treatment, with larger engines, and a choice of two versions of the 5.8 L Hemi V8 producing either 340 or 355 hp.

A companion of this generation was introduced as the DeSoto Adventurer and the Dodge D-500 that were less luxurious, while still sharing much of the mechanicals, giving DeSoto and Dodge a performance enhanced model, while the 354 CID engine was exclusive to the 300, New Yorker and Imperials.

Dual-Ghia is a rare, short-lived, automobile make, produced in the United States between 1956 and 1958.

The idea for a sporty limited production car came from Eugene Casaroll, who controlled specialized vehicle builder Dual-Motors Corporation based in Detroit, Michigan; the name Dual-Ghia is representative of the collaborative efforts between the two builders. 117 examples were built.

The design for a luxurious sports car was to be a modified version of the Ghia-built 1954 and 1955 Dodge-based concept cars known as the Firearrow I, II, III, IV and the nearly production-ready Firebomb; which had all been designed by Luigi Segre with some possible influence from Virgil Exner. With so many cars designed along the same theme, Chrysler may well have intended to produce the Firebomb and/or the Chrysler Falcon as a response to the Ford Thunderbird and Chevrolet Corvette; for whatever reason neither made it to production.

The "world's longest assembly line" involved transporting a Dodge frame and drivetrain to Italy, where the bodywork and interior was fabricated by the coachbuilders at Ghia; once the partially completed vehicles were back in the U.S. Dual-Motors handled the rest.

Performance was excellent, due to the cars being powered by the 5.2 L Dodge hemispherical-head short-stroke V-8 engine. Not all were built with the 315 CID Dodge hemispherical head engine. Some 1957s were built with the Dodge D-500 5.9 L dual quad carburetor.

The cars were mostly bought by American celebrities, such as Frank Sinatra, Sterling Hayden and Richard Nixon. Desi Arnaz owned one, but he wrecked it. Dean Martin had one at one point as well.

With the full effects of the 1973 oil crisis being solidly felt, a bad year for both the U.S. economy and its auto industry was in store for 1974 - cruel timing for Chrysler's 50th anniversary year. The 1974 Imperial was the first regular American passenger car to offer 4-wheel disc brakes since the 1949–1954 Chrysler Imperials, the 1950–1952 Crosleys and the 1965-on Chevrolet Corvettes. The "by Chrysler" script was removed from the car for 1974. The Imperial's electronic ignition system was a U.S. market first, as was the optional car alarm.

The last Imperial, a black LeBaron hardtop, rolled out of the factory on 12 June 1975. However, only the name disappeared, as the same basic car was offered rather more cheaply, less some of the Imperial’s features, as the Chrysler New Yorker Brougham for model years 1976 through 1978.

In 1981 when the successor appeared, a 2-door coupé riding on an intermediate J platform, it was marketed simply as Imperial, and, harking to Imperial's days as an independent marque of the manufacturer, the Chrysler name did not even appear on the car.

Like Lincoln’s popular Continental Mark series, the Imperial was a big, two-door personal coupe with a long nose, a short deck, and an upright formal grille. Like the Mark, the new car also carried a truly imperial price tag; it cost as much as three K-cars.

The Imperial was distinguished from lesser M-bodies by unique heavier-gauge sheet metal, but its dimensions were nearly identical to those of the Chrysler Cordoba, as were its suspension, brakes, and running gear.

Stretching 5417 mm overall, the 1981 Imperial was about 76 mm longer than the Cordoba whose platform it shared, although both rode the same 2862mm wheelbase. Those dimensions made the Imperial roughly the size of a mid-seventies Ford Thunderbird (before Ford downsized the ‘bird in 1977), although the Chrysler product was fully half a ton lighter than the older T-Bird.

The pricier car’s main point of mechanical distinction was fuel injection for its standard V8, Chrysler’s first attempt at electronic fuel injection since the ill-fated Bendix Electrojector of 1958.

The 1981 Imperial was powered by Chrysler’s ubiquitous 5.204 cc V8 linked to a three-speed TorqueFlite automatic. The V8 had a unique continuous-flow electronic fuel injection system, which gave it 140 horsepower compared to 130 hp for its carbureted contemporaries. The injection system proved troublesome, and dealers converted a fair number of cars to carburetors.

Very tall gearing kept Imperial in the slow lane, although you could eventually reach a top speed of 165 km/h.

The 1981 Imperial’s lines are more squared off than those of the earlier Lincoln Continental Mark III and Mark IV, but it is very much of the same genre, from the “power bulge” hood to the “formal” grille (a wider version of the narrow waterfall grille of the 1977 Turbine Car). The Imperial may also owe a certain stylistic debt to the Aston Martin Lagonda, which debuted several years earlier. Not quite visible at this distance is the plastic “crystal” hood ornament, designed by the jeweler Cartier.

The 1981 Imperial was received gloomily by the automotive press, which saw it as the wrong car at the wrong time. In an era of downsizing, the Imperial was unfashionably bulky; its heavy-duty body structure and everything-but-the-kitchen-sink standard equipment had swelled its curb weight to an even two tons. Even with the fuel-injected V8, the Imperial’s weight and ultra-tall gearing made acceleration a leisurely affair: With a 0-100 km/h time of around 14 seconds, Chrysler’s flagship could potentially be outrun by a manually shifted Plymouth Reliant, and passing times were similarly sluggish.

The 1981-1983 Imperial proved to be a dead end. It was canceled after 1983 along with the slow-selling J-body coupes on which it was based

The Chrysler 300 is a rear-wheel-drive, front-engine, full-sized luxury car manufactured and marketed as a four-door sedan and station wagon in its first generation.

The second generation 300 was marketed as the Chrysler 300C in the United Kingdom and Ireland and as the Lancia Thema in the remainder of Europe.

The top-of-the-line 300C version uses a 5.7 L Hemi V8 which produce 340 hp. The SRT-8 model was equipped with a 6.1-liter Hemi engine producing 425 hp.