Chrysler Imperial for Sale - Import from Japan

The Chrysler Imperial wasn’t just built—it was declared. From its launch as a standalone marque in 1955 to its peak in the 1960s, the Imperial oozed ambition. This was Chrysler’s response to Cadillac’s dominance, and it was never subtle. Early models like the 1955 C70 debuted with FirePower HEMI V8s and bodywork penned by industrial design legends like Virgil Exner. But it’s the 1964–65 LeBaron and Crown models that collectors whisper about. Built under chassis codes like VY-1 93- or AY-3, these were long, wide, and filled with the kinds of details that rewarded close inspection—hidden headlights, fender skirts, ribbed stainless window surrounds. These weren't cars; they were status proclamations. And they were rare. Unlike Lincoln or Cadillac, Chrysler didn’t push massive Imperial numbers. Which makes today’s survivors that much more special. Especially overseas. The Japanese market, often overlooked, became a quiet safe haven for these cars. Imported during the boom era by collectors with deep pockets and deep obsession for Americana, they were preserved—not driven into the ground. Want a clean Imperial? View all used Chrysler Imperial models on Zervtek to see what’s hiding in plain sight.

The heart of the early ‘60s Chrysler Imperial is a massive 413ci V8—especially the desirable 'G-code' version in the 1964 LeBaron. Put simply? It’s outrageous. 375 horsepower and over 500 lb-ft of torque fed through a buttery 3-speed automatic. It doesn’t launch. It *surges*. But this isn’t a muscle car; it’s a torque barge. The ride is floaty in the best way—part cloud, part boat. The power steering is ridiculously boosted, making highway feel vague but city cruising virtually effortless. You can steer with one finger, and many did. Sound-wise? Think turbine, not thunder. Unlike flatulent muscle cars, the Imperial whispers at idle and hums when pressed. It’s a luxurious growl—refined but authoritative. Smooth, too. This car doesn't rumble; it glides with power. And while later versions (like the 1989 front-drive sedan) came with a 3.3L V6 and lifeless 147hp, the classic V8-powered cars are what matter here. These are the Imperials worth importing. Especially when Japan is still quietly auctioning off Grade 4 classics from private collections, virtually untouched by rust or time.

Let’s start with the truth: these cars drive like yachts. Big ones. You feel every foot of that 5.4-meter length, especially when parking. But that’s half the charm. Inside, the Chrysler Imperial is a study in excess. Wool upholstery so thick it feels like you’re sitting in a vintage hotel. Controls that glitter with mid-century optimism. Instrument panels bordered with chrome bezels and fonts straight off a Buck Rogers set. Even the door thunk is soft but authoritative—like a bank vault in velvet gloves. But it’s not all glam. Expect period-correct flaws. Power steering pump seals eventually leak—spectacularly. Air-suspension sag is common if not maintained. And at speed, that beautiful vagueness turns into minor “lane dancing” on anything but smooth tarmac. Driving one is unlike any modern car. You don’t hustle it. You *direct* it, like a captain would a ship. Everything—steering weight, throttle response, brake feel—asks for patience. But in return, you get a car that feels like it’s cushioning you from the world. And that’s the appeal. Need proof? Talk to the Imperial owners in Germany or Australia who swear by them for Sunday escapes to the countryside. And they're often imported—not restored—thanks to the pristine Japan market. Import to Australia Guide if you're down under.

While Americans spent decades letting their Imperials rot behind barns and under baking Arizona suns, the Japanese quietly kept theirs indoors. Protected. Maintained. Loved. You won’t find junkyard-grade cars at Japanese auctions. What you’ll find are museum-caliber Imperials—Grade 4s with original trim, working electronics, even factory service manuals. While the domestic U.S. market forces buyers to wade through rust, poor restorations, or molested hot rods, Japan’s offerings are honest. Unrestored, but clean. Low miles. Zero title drama. There’s a catch, of course: you’ve got to know where to look, how to bid, and how to ship. That’s where Zervtek comes in. We’ve been inside Japan’s auction network for years. We know which dealers to trust. And we handle it all—from locating sleeper listings to translation, inspection, export paperwork, and logistics. Learn exactly what’s involved with our Import to USA Guide.