As is quite known, 1962 was not one of Chrysler’s best years. Dodge and Plymouth were dealing with their controversial downsized entries, while DeSoto had ceased to be. Amidst all that, Chrysler’s own Newport was a bit of bright news in that difficult year, with sales increasing way above the 1961 numbers.
MT credited those favorable results to the Newport’s styling; “Since Chrysler, Dodge and Plymouth are basically the same in the engine, power train and suspension departments, it would seem the more conventional styling of the Chrysler is giving it the edge over its smaller brethren.”
‘Conventional’ isn’t quite the word many would use regarding the Newport’s design, but the model’s lines were certainly familiar to Mopar buyers. After all, during the infamous last-minute re-styling ordered by management for the 1962 Dodge, Plymouth and Chrysler full-size models (the ‘plucked chickens’ fiasco), the latter was spared the worst of it.
Instead of new clothes, Chrysler’s bodies were hastily contrived making use of 1961 front ends with revised rears. Unlike Dodge’s and Plymouth’s controversial new designs, the resulting ’62 Chryslers carried familiar looks with a more contemporary feel.
The Newport was Chrysler’s entry model, and its suggested $3,000 base price was very enticing for a brand still associated with big-car luxury. As reviewers summed up; “the $3166 suggested list… was pretty low for such a lot of car.”
Suggested list price aside, MT’s test car came equipped with plenty of options befitting the model’s intended market; Torqueflite transmission, power steering, radio, heater, tinted windshield, plus other trim options. For the powertrain, the Newport carried a 361CID V8 engine, with 265HP, that provided 380 lbs.-ft. of torque. All for a total of $4074.
MT found the Newport performed above average for the full-size segment; 0-60 arrived in 10.8 seconds, while top speed was estimated at 112-115 MPH. On further performance testing, the car’s drum brakes didn’t show any apparent amount of fade or locking, with their stopping distance results also above average.
The Newport’s handling and Torqueflite transmission got the praise Chrysler products usually got in those areas; “The Newport corners flat and is extremely sure-footed on hard or soft surfaces. Nothing can match it in its size or weight class… The Torqueflite transmission is the only automatic on the market we would unhesitatingly choose over a three-speed manual.”
As had become a norm, Chrysler’s lack of quality control earned poor marks in fit and finish; “Not one of the four doors on our test car would open or close with any degree of precision… the result of careless assembly… lead one to believe that there may be a lack of pride of workmanship left on the Chrysler line.”
Still, MT found the Newport an attractive proposition, even if their hearts weren’t into big cars; “If you belong to the old school… and believe that a big, comfortable car is the best – the Newport is one of the biggest and most comfortable around. It also has one of the smallest price tags.”
Further reading:
Curbside Classic: 1962 Chrysler New Yorker – Adios Fins
Cohort Classic Capsule: 1962 Chrysler Saratoga – Canada’s Mid-Line Chrysler
Brilliant Blunder: 1962 Plymouth & Dodge – The Real Reason They Were Downsized
Decent car. It would last through 1964 as the Dodge 880. Dodge needed a full sized car. For 1962, Dodge took the 1961 Newport car body and added the 1961 full sized Dodge front end. They were a good looking car and were restyled over the years. The 1964 Dodge 880 looked like a mid 1960s cars on the outside with a 1950s interior.
Someone used to park a “light blue” one of these in the church parking lot. I’d see it every week if we wen to the “11am” service.
Curious though; never remember seeing who it belonged too.
We generally always were on foot. Church was two blocks away.
H’mm.
The 1962-64 Custom 880 was really a last minute panic full-sizer for Dodge dealers in the aftermath of the 1962 downsizing debacle. They were strange cars. It would be a hard decision as to which would be worse: a 1962 Custom 880 with its 1961 Dodge front end, or the canted-headlight 1962 Chrysler.
To that end, the following year 1963-64 Custom 880 cars were just as strange. I always thought Chrysler was going for some sort of quasi-Oldsmobile look but they came closer to an unknown Rambler.
Things all finally got back on track for 1965 with the new C-bodies, with most of the Chrysler faithful preferring to forget nearly all of the 1962-64 cars (although the 1964 Plymouth Fury doesn’t look too bad).
My namesake had one and it was so good that my dad decided to switch to Chrysler in 1970, but to fuselage disaster. The white 1962 Newport in the family plugged along without a problem, until it was replaced with a 1972 Newport, which was another fuselage disaster.
The 1962 was perfect.. Powerful, (and thirsty), a Colorado mt. climber, and all-around classy city crusier. I’d get one if I could find a survivor.
If Chrysler would have EVER got a handle on their quality they would have dominated and they NEVER did.
From 57′ well into the 80’s they couldn’t get the quality issue under control,, amazing…
What’s the reason for the staggered front seat back height? To make the driver feel…special?
“The Newport sits on a 122″ wheelbase, which it shares with everything but the NYer and Imperial.” What else was there?
After Buick and Lincoln, cock-eyed headlights must have seemed almost normal in ’62.
The 300 H and the 300 Sport, which replaced the Windsor that year (except in Canada where it was still a Windsor for a couple more years)
The Newport & the 300s are basically the same car with some different trim & drive trains. The New Yorker is mostly the same, but with a couple of extra inches of length (probably in the rear seat area?) The Imperial was completely separate at that point and was still body on frame.
Thinking these “tudor hardtop”, versions were somewhat rare even in their day.. Not sure I’ve ever seen one.
I do recall a black “convertible”, model once ((years ago)) at a car show..
It was in good shape but , still in need of a lot.
Close to it , an “early model, Barrracuda” was parked. it was getting more of my attention.
It was white..
Nice ;
I can easily imaging thrashing this car across America, they did handle and ride better right out of the box .
Bummer about the poor inital Q.C. thing, I agree they may have made it longer / better .
-Nate
What’s the “dash-mounted indicator, which seems prone to failure” (a failure not mentioned in the article)? Do they mean turn indicator? In the pic, it seems an awful long way from the wheel, and generally the type of style-over-substance bad idea for basic ergonomic functions that’s now plaguing modern cars. (“Please, forgive me while I stroke the screen such that my Tesla in in forward gear”, etc, name your brand).
Buick realized the diagonal headlight mistake and corrected it in one year. That alone is a Chrysler deal beaker for me. I’ll take a ’62 Le Sabre on the basis of style and build quality.
Yes, Torqueflite and alternator, but not enough. Buick 401 “nailhead” (high and low compression no cost choice) and standard Twin Turbine, heater, 15″ rims and tires, along with finned aluminum brake drums are a lot of content for the lowest trim of near luxury brand.
My family bought a new 1962 Chrysler Newport 2 door hard top. It was a trouble free, reliable car for over 150,000 miles and served me as a daily driver when I got my license. I am a fan of the overall design including the canted head lights. Interestingly, the car was a light lavender looking color which my mother hated.(dad bought the car without consulting mom as he got a good deal and allowance for the 57 Plymouth Belvedere he bought new for mom.) Mom took the car to a local paint shop who painted it a dark maroon color which turned out good as factory the entire time we had it.