The 1959 Chrysler New Yorker wasn't just a car; it was a rolling statement of mid-century ambition. It was the peak of the "Forward Look" era, a time when Detroit designers, led by the legendary Virgil Exner, weren't just making vehicles—they were building spaceships for the American interstate.
If you see one today, the first thing that hits you is the sheer, unapologetic scale of it. It’s massive. Honestly, it's longer than some modern pickup trucks. Back in '59, this was Chrysler’s flagship for the "entry-level" luxury market, sitting just below the Imperial. It was meant for the suburban professional who had made it but didn't want to look like they were trying too hard in a Cadillac.
The Engineering Behind the 1959 Chrysler New Yorker Fins
Most people look at the 1959 Chrysler New Yorker and see the fins. They are impossible to miss. They sweep up from the rear quarters like the stabilizer wings of a jet, ending in those distinctive "teardrop" taillights. But there was more than just vanity behind those slabs of steel. Exner genuinely believed that high tailfins stabilized the car at highway speeds by moving the center of pressure rearward. Whether that actually worked at 60 mph is debatable, but they definitely made the car look like it was moving 100 mph while standing still.
Beneath that skin lived the real heart of the beast: the 413 cubic inch Golden Lion V8.
This engine was a monster for its time. We’re talking about 350 horsepower and 470 lb-ft of torque. It replaced the famous "Hemi" design of the mid-50s because, frankly, the Hemi was too expensive and heavy to produce at scale. The 413 Wedge was lighter, cheaper, and arguably just as powerful for the average driver. It was paired with the three-speed TorqueFlite automatic transmission, which you operated using—get this—buttons.
Push-button shifting.
It was located to the left of the steering wheel. You didn't pull a lever; you just pressed 'D' and went. It felt futuristic in 1959, though it occasionally confused valets. Chrysler stuck with this mechanical push-button setup for years because it was reliable and cleared up space on the steering column.
💡 You might also like: Human DNA Found in Hot Dogs: What Really Happened and Why You Shouldn’t Panic
Swivel Seats and the Space Age Interior
Step inside a '59 New Yorker and you'll realize they don't make interiors like this anymore. Everything is metal, glass, and heavy-duty fabric. The standout feature? The "Swivel Seats."
These were optional, but they are the holy grail for collectors today. When you opened the door, the front seats would pivot outward by about 40 degrees. It made getting in and out incredibly easy, especially if you were wearing a mid-century suit or a full skirt. It was a clever piece of engineering that utilized a simple torsion spring and a release lever.
The dashboard was equally insane. Chrysler called it the "Mirror-Matic" or "Auto-Pilot" era. You had a speedometer that looked like a piece of high-end jewelry and an optional rear-view mirror that would automatically dim when it sensed headlights behind you. This was 1959! We think of auto-dimming mirrors as modern tech, but Chrysler was doing it with vacuum tubes and light sensors before the Beatles were even famous.
Torsion-Aire Suspension: The Secret to the Ride
While GM was experimenting with finicky air bags that often leaked, Chrysler doubled down on Torsion-Aire suspension. Instead of traditional coil springs in the front, they used long steel bars—torsion bars—that twisted to absorb bumps.
The result?
A ride that was eerily smooth but didn't feel like a boat. It handled surprisingly well for a car that weighed over two tons. If you take a corner in a '59 New Yorker today, you’ll notice it stays remarkably flat compared to its contemporaries. It felt planted. This engineering choice is why Mopar fans from this era are so fiercely loyal; the cars actually drove like they belonged on the road, not just in a showroom.
📖 Related: The Gospel of Matthew: What Most People Get Wrong About the First Book of the New Testament
Common Myths About the 1959 Model Year
One big misconception is that the 1959 was just a facelift of the '57 or '58. Not true. While they shared the same basic skeleton, the 1959 models featured significantly more chrome and a completely revised front end with an "eyebrow" look over the dual headlights.
Also, people often think these cars were rust-buckets right off the line. While it’s true that Chrysler had some quality control issues in 1957 due to a rushed production cycle, by 1959, they had mostly sorted the structural gremlins. However, the complex trim and "trap" points for salt and water mean that finding one today without significant body work is a miracle. If you're looking to buy one, check the headlight buckets and the floor pans. Those are the first to go.
Survival Rates and Rarity
Chrysler produced about 23,500 New Yorkers in 1959 across all body styles—sedans, hardtops, and wagons. The Town & Country wagons are the rarest of the bunch, with only about 1,000 made. Most of these cars were driven into the ground in the 60s and 70s because they were just "used cars" back then.
Because they are so large and parts are specialized (try finding a specific piece of 1959-only side trim), restoration is an expensive labor of love. Unlike a '57 Chevy, you can't just open a catalog and order every single bolt. You have to hunt. You have to talk to old-timers in swap meets. You have to be a bit of a detective.
What to Look for if You Want to Own One
If you’re serious about getting into a 1959 Chrysler New Yorker, you have to be ready for the reality of owning a 19-foot-long piece of history.
First, check the glass. The "Vista" windshields are curved in ways that modern glass manufacturers struggle to replicate. If the windshield is cracked, you might spend a year and several thousand dollars finding a replacement.
👉 See also: God Willing and the Creek Don't Rise: The True Story Behind the Phrase Most People Get Wrong
Second, the brakes. These cars used Total-Contact drum brakes. When they are dialed in, they stop the car beautifully. When they aren't, it’s terrifying. Many owners convert them to modern discs for safety, but purists will argue that a well-maintained drum system is part of the original "soul" of the drive.
Lastly, look at the electrics. 1959 was a transition year for a lot of gadgetry. Power windows, power seats, and that auto-dimming mirror all rely on old wiring that can become brittle.
Performance Stats at a Glance
- Engine: 413 cu in (6.8 L) Golden Lion V8
- Horsepower: 350 hp @ 4,600 rpm
- Top Speed: Approximately 115 mph (if you're brave)
- Fuel Economy: About 8–12 mpg (don't buy this for the commute)
- Length: 220.9 inches
Why the 1959 Still Matters
We live in an era of aerodynamic blobs. Every car looks like it was shaped by the same wind tunnel and the same spreadsheet. The 1959 Chrysler New Yorker represents a moment in time where designers were allowed to be artists first and engineers second.
It was the end of an era. By 1960, the fins started to shrink. By 1962, they were mostly gone. This car was the final, loud, chrome-plated shout of the 1950s. It embodies the optimism of the post-war boom.
If you ever get the chance to sit in one, do it. Turn the key—well, press the "Start" button—and feel that 413 V8 rumble through the bench seat. It’s not just transportation. It’s a time machine.
Next Steps for Enthusiasts
- Locate a Local Mopar Club: Join groups like the W.P.C. Chrysler Club to gain access to member-only parts stashes and technical advice.
- Verify the VIN: Before purchasing, ensure the VIN starts with "M45" to confirm it is a genuine New Yorker and not a re-badged Saratoga or Windsor.
- Inspect the Torsion Bars: Have a mechanic check the front suspension anchors for stress cracks, as these are critical for the car's structural integrity and ride quality.
- Source a Shop Manual: Purchase an original 1959 Chrysler Service Manual; modern digital reprints often miss the nuanced vacuum diagrams required for the heater and transmission controls.