1988/1989 Model Year
The Dodge Dynasty, front wheel drive Chrysler New Yorker are developed and put on the market for the 1988 model year. This is the first year production for these models. For overseas markets, the Chrysler Dynasty is made.
The Dynasty got the 2.5L engine standard, with an optional 3.0L V6 engine (standard on the New Yorker). All cars used the FWD Mopar 3-speed (automatic) tranny.
In 1988 some 26,653 base models of the Dynasty and 28,897 premium models werr produced. This made 1988 the year that saw the smallest Dynasty production #s. 1989, by comparison, had 115,623 Dynasty's produced. The Chryslser Imperial on the other hand, saw 5,740 models produced in 1989 for the 1990 model-year.
All Dynasty's were produced at the Belvidere plant, the same plant which later made the 90s Imperials (and possibly the other AC/AY bodies).
A vynil roof was offered (standard in most options packages) on the Chrysler New Yorker. The Dynasty optionally got two vynil roof styles, both being dealer-options. The Dynasty optionally got a small vynil roof which covered the roof up to the rear doors, or a special "fake convertiable top." The fake convertiable top (which was rarely also a dealer option for the New Yorker) was a vynil full-length roof with metal bars/braces under the vynil to make it look "ribbed" as if it were a soft top convertiable. The New Yorker generally got either the fake convertiable roof (as a dealer option) or a 1/4 length roof which covered up to the back half of the rear doors (this roof was standardly equiped, although it is believed Chrysler sent the cars out to have coachbuilders install them). In some rare cases, a few New Yorkers were made without the vynil roof, while most Dynasty's did not get vynil roofs.
Here is the fake convertiable roof, on a Dynasty. This dealer option also existed in New Yorkers.
The base Dodge Dynasty had power brakes, power trunk release and not much else. The base Chrylser Dynasty was almost identical to the domestic Dodge version, only it had the "Opera lights" in the rear as optional equipment (which were later to become standard equipment).
The door jams all had a decal with the Chrysler-Quality logo.
Options consisted of: power windows/power doors, to the alarm system, to leather seats, to better sound systems, remote fuel door lever, cornering lights, rear headphone jack, overhead electronic vehical information center (EVIC), mini traveler, powered seats, rear air suspension (4 way air suspension optionally for the New Yorker), etc.
For the Dynasty, a special "Conversation" options package included many options, generally leather seats, the unique Dynasty grill, power doors, power windows, remote fuel door lever, and one of the more basic AM/FM/Casset Infinity radio systems. This special grill had vertical bars with the Chrysler pentistar in the middle. This package was last offered in 1990 model-year cars.
All speedos (analog) only went to 85mph for US models, exports went higher.
The AC/AY dash benzel was one piece during the 88/89 years, and an in-dash fold out cupholder was located between the ashtrey and the glovebox.
The 1989 model year was generally identical to 1988 only the A604 (4 speed automatic with overdrive) was introduced and optional in the AC/AYs (standard on 3.0L V6 engine combinations). From 89 onword all v6 AC/AYs had the A604 for a transmission.
1990 was a huge year in the AC/AY history. The 3.3L V6 engine was introduced, the Chrysler New-Yorker 5th Ave was introduced and the Chrysler Imperial was brought back.
94,683 Dynasty's were produced in 1990, followed by 112,438 in
16,280 Chrysler Imperials were produced in 1990, followed by 9,335 in 1991.
Here is the new 3.3L V6 Mopar engine in a Dodge Dynasty
Speedos were made to go to 120 mph (as opposed to the 85mph in prior years). The Dynasty dash was changed so that the cup holder was no longer in the dash, but rather optionally in the arm rests (depending which seats you got).
Now, the current models offered (AC/AY bodies) were: Dodge/Chrysler Dynasty, Chrysler New Yorker Salon (the entry level New Yorker), Chrysler New Yorker Landu, Chrysler New Yorker 5th Ave, Chrysler Imperial. The New Yorker Landau was basically a Chrysler version of the Dodge Dynasty, in 1990 they had 100% identical bodies (only the name badges were different), the fornt and rear ends were exactly the same. Eventually the Salon got folding headlight doors.
The Chrysler New Yorker Landu was the same length as the Dynasty, however it had far more standard equipment, and folding headlight doors.
The Chrysler New Yorker 5th Ave was one of the longest OEM EEK's ever produced, 2nd only to the Chrysler Imperial which was even longer. Sharing the same wheelbase as the Chrysler Imperial, this model was the high-end New Yorker model, often with the "Mark Cross" leather options package which included special badges, leather power memory seats, digital dash, and varrious other options.
The Chrysler Imperial was longer than the New Yorker 5th Ave due to the front end and rear end changes, and was the top end Chrysler model of this era. Although there were some Imperials without many options like the digital dash, many Imperials were very "loaded" with everything from power doors to a special option that automatically closed the trunk lid (this was standard on the 5th Ave mark cross package).
The Imperial, although built at the same plant was not merely an overglorified Dynasty. Workers on the Imperial assembly line had to have a flawless 25 year long record as an employee for the company- and everything down to the gauge of steel used in the body, was just better with the Imperial (aka thicker body steel etc).
The Imperial was the last stand of the EEK series so to speak, the best of the best. From a tactics standpoint there was no reason to make it. The Imperial was not a huge hit for the company, no insane sales- the 25 year requirement for its assembly line workers did not make it a cheap production run either. Perhaps it was not intended to be, the only logical conclusion was that the 90s Imperial was brought out to showcase that Chrysler can still make luxury cars, while tailoring to traditional long term customers who had been loyal to the Imperial line for decade(s). Generally dealers would have very few Imperials, in most cases only one in the showroom, which they would then use to compare to the other AC/AY bodies to try to push walk in (potential) car buyers into cheaper, more profitible models like the Dynasty or New Yorkers (aka "if you like this cool Imperial, you should check out this New Yorker over here..."). From a marketting standpoint the AC/AY series, especially in 1990, was a disaster; models offered were too similar, which hurt profitibility. The New Yorkers and Dynasty were at times so similar that the only real difference between the two was the name (and the price), so at stead of paying more for a New Yorker Salon (with a Dynasty front clip on it), buyers would just get a Dynasty... and at stead of buying an Imperial, people went with a New Yorker 5th Ave, etc.
ABS, airbags and other unique options entered into these models (starting 1990 airbags were completely standard on the entire allpar line for the driver's side). Many models started to recieve an optional auto-dim mirror. Some upper priced Chrysler models (including the Imperials) got a built-in phone system (Visor phone- a cell phone built into the driver's visor), and a power-trunk closer which shuts the trunk for you. The Dynasty never got a digital dash, however under rare option combinations, could get an EVIC anyway.
The air-ride and air suspension systems are offered optionally on lower priced AC/AY's, and came standard on the more expensive models (i.e. Imperial).
Cornering lights were almost phased out of AC/AYs by this time, except for the Imperial.
The dash benzel became a two piece assembly.
The 3.8L V6 engine was introduced in 1991, this engine was optionally used in the Imperials (and NYers) and was never again offered in a Chrysler car series (only saw minivan use after 1993). This was a bored out, stroked out 3.3L engine, with most the engine's mechanical parts no different from their 3.3L counterparts.
By 1991 the conversation package for the Dynasty no longer existed (nor did the special grill it came with), the mini Traveler was no longer offered, and the rear headphone jacks were no longer aviable (due to bad sales/interest). The dealer optional fake convertiable roof was also gone by 1991.
Fuel injector impedances were changed in 1991 from low to high impedance (the turbo 2.x engines of the 80s used low impedance, the ford 5.0s use high impedance- for comparison).
1992 saw a few changes. A mini-center console was added to all AC/AY's, the computer system was over-hauled, and the fuel injectors switched from low impedance to high impedance. Production numbers for most of the AC/AYs decreased a lot, and the 2.5 was almost never installed in an AC/AY, and when it was it was for the lower priced Dynasty models.
Also in 1992, the Chrysler New Yorkers got a face lift, with fewer sharp edges and more curves. This was, perhaps, an attempt to boost sales. Since the 5th Ave and Imperial were so close to being identical, sales suffered and the dealers often pushed the New Yorkers while reserving the Imperial for the "show room."
The digital dash for the Chrysler AC/AYs was redone to emulate needle-sweep gauges (no more "bars" - a design that would prove inferior to the basic 80s/early 90s Digital cluster displays).
85,238 Dynasty's were produced in 1992, followed by 58,402 in 1993
(the last year).
6,527 Chrysler Imperials were produced in 1992, followed by 3,394 in 1993.
1993 was the last year for AC/AY production. The Dynasty body stayed the same for the whole production run, as did the Imperial.
The Dynasty gradually became a cheaper car as the AC/AY bodies existed from 1988 to 1993, by 1993 most Dynastys were base models used in fleet service and marketed for people who wanted a Chrysler luxury car, but could not afford all the bells and whistles of a New Yorker. A loaded Dynasty in 1989 would have cost over $20,000 US, and depending what dealer options were used (special vynil roofs, E&G customs continental kits, grills, etc) a Dynasty could approach $30,000 in cost. By the 1992 era, the Dynasty was marketed as a generally cheap, $17,000 US luxury car.
On May 28, 1993, the last Dyasty rolled off of the production line in the Belvidere plant.
The New Yorker line was kept into 1994 as a model in the LHS (post EEK, pre-Cloud) series. This is not the same as these AC/AYs.