Chrysler Lancer Reviews

As Daimler of Germany closes on a celebration of the first 125 years since it put the world on wheels, the company is confident the automobile has a long way to run. "I'm convinced that in 125 years people will not want to rely on their legs," says Dieter Zetsche, head of Daimler and the top man at Mercedes-Benz.  Zetsche laughs a little as he says it, but his eyes are blue steel and he is dead-serious about the need for cars of some sort into the foreseeable future. "It seems that to me that individual mobility is a very important thing to people. Nor do they want to be packed into a form of combined carriages, either," he says. Zetsche is speaking to Carsguide on the first day of the Paris Motor Show, the biggest motoring event of the year. All the major brands have something special to show in the city of lights, from baby Kia concepts and new compact contenders that will wear Holden and Ford badges in Australia right through to the latest Mercedes SLS four-door coupe. The mood at Paris is bouncy and upbeat, with technology talk on every stand as carmakers accelerate development on everything from the inevitable electric cars and hybrids to new-age petrol engines, baby diesels, active aerodynamics and lightweight materials. Every brand is doing its best to cut fuel use and CO2 emissions without hurting themselves in showrooms.  The results from Paris will not be known for some time - not even the new-era cars from Ford, Mini and Citroen that will compete for next year's World Rally Championship - but there is a lot to see and a lot to like. Even Saab has news from the show of an Australian comeback.  But Zetsche has a much broader brush and he is painting a big picture for the automobile as Daimler builds towards its next big anniversary on January 29 next year. It's the date when Karl Benz filed the papers for its patent wagon in Berlin a full 125 years ago, starting the automobile age. Today's Daimler boss talks bullishly about the future of cars, even though he admits he is short on detail for the year 2135. "What technology we have, whether it's on wheels or whatever, I don't know," Zetsche says.  "But I'm sure that people will want to to move from A to B in a way that's fast and enjoyable. And they they are in a closed-up space where they are somewhat protected." Once Paris is done the German brand intends to finalise its plans for January, including a move to have January 29 turned into Automobile Day across the world And there is more, with the promise of something special to celebrate the 125th anniversary in 2011. "We have another patent that is just as important as the first one," Zetsche says, teasing and promising at the same time.

The renewal work makes it more elegant and stylish, including a considerable quality tweak in the cabin, but it still has the chunky body and hunkered-down look which has made it a global winner for Chrysler. But don't expect the all-new 300C in Australia any time soon, even though Carparazzi has caught three production-ready cars with its cameras.  A production switch for the new 300C means there will be no right-hand drive cars until 2012. Chrysler Australia has stocked-up on the existing model, with around 400 cars in the pipeline, to carry it through the drought but is not making any promises on the sales start for the new model.  It could have trouble clearing the backlog, based on the latest Carparazzi pictures. They show a car which looks a little shorter than the current 300C with styling taken from the 200C motor show concept car.  The shape of the new-look headlamps is obvious and so is the front fascia, including LED daytime running lamps. Cut-outs in the Chrysler camouflage along the front bumper and mudguard reveal a new sensor that Carparazzi sources say is for a frontal-collision warning system, adaptive cruise control and a blind spot/side assist system. On the sides, the 300C shows new rocker panels, a body crease that sweeps downwards toward the nose and new chrome-capped side mirrors.  The rear doors have also had the black plastic square at the rear swapped out in favor of more glass. In the rear there are LED tail lamps and a bumper with integrated chrome exhaust tips.  There are huge changes inside, with the test cars revealing a solid, leather-stitched dash top similar to the one in the all-new Jeep Grand Cherokee now in production. There is also a large analogue clock for a bit more class and a massive navigation and entertainment screen. Carparazzi sources say there will be lots of LED lighting and a 500- watt Alpine premium audio system.  The new 300C rides on an updated version of Chrysler's LX chassis and comes with the new Pentastar 3.6-litre V6, also fitted to the new Grand Cherokee. There are also 5.7-litre and 6.4-litre Hemi petrol V8s and a diesel engine. Chrysler is aiming to start production at it's Canadian factory in Ontario during the last week of December, 2010, pointing to an official unveiling at the Los Angeles Auto Show in late November.

WHAT IS IT?This is the high performance version of Chrysler's near iconic 300C sedan. It has a larger capacity 6.1-litre petrol V8 engine, huge 20-inch wheels and plenty of goodies inside like leather clad sports seats, a 0-100kmh timer and  this time around, a limited slip differential.HOW MUCH?Priced at &74,990, the SRT8 leave little to be desired. Chrysler is pretty well on top of the latest gadgets and luxury developments and it shows inside the SRT8.WHAT ARE THE COMPETITORS?HSV's Clubsport R8 and FPV's GT are close on price and have similar engines and power output. But the SRT8 isn't as hard core as these two, it's more of a quick cruiser rather than a road going sports sedan.WHAT'S UNDER THE BONNET?Power comes from a 6.1-litre, Hemi V8 with overhead valves. It aint the latest artillery but is good for 317kW/569Nm output that propels the SRT8 in the way you'd expect - fast. It drives the rear wheels via a sequential five speed auto.HOW DOES IT GO?Like a train _ we used the built-in 0-100kmh timer and clocked a 5.35 second split. A hotshot would do better. Has a pleasing rumble from the wide spaced dual outlet exhaust and plenty of kick in the mid and high rev ranges.IS IT ECONOMICAL?It's OK, drive with an egg foot and it will do 12.0-litres/100km, boot it up and the sky's the limit. Chrysler claims a combined average of 14.0-litres/100km.IS IT 'GREEN'?Not really.IS IT SAFE?Has all the necessary kit - multiple air bags, stability control so goes close to a five star crash rating. Inherently safe with big Brembo brakes, large tyre contact patch sports calibrated stability control. Weighs in at just over 1900kg. Look out little cars.IS IT COMFORTABLE?Superbly. Despite being the "sport" version, has comfy and controlled ride, minimal noise intrusion, large soft seats and plenty of interior room _ a "first class" travelling experience. Also scores a monumental Kicker 13 speaker audio system, the latest in 3D satnav, a 20gigabyte myGig infotainment system, leather, electric assistance everywhere, remote proximity entry, keyless go - you name it.WHAT'S IT LIKE TO DRIVE?Impressive. Not as sharp in the twisties as an HSV or FPV but still wieldy and fun to steer though the steering itself is a little too light and vague. rockets out of tight corners like a sports sedan should aided by that new differential. The Brembos as welcome given the power and weight of the SRT8. And all this in a pampered driving environment.IS IT VALUE FOR MONEY?You'll pay a bit more for the SRT8 but it's a bit different and more "bling" than the direct competitors. Value? Pretty good really considering the size of the thing and what you get. Beats a small European premium model for similar money every day.WOULD WE BUY ONE?Yep, the missus hates it but then what does she know. Hope she isn't reading this.

The brief flirtation between Mercedes-Benz and Chrysler resulted in a number of interesting cars, the Crossfire sports car being one of them. Given the inevitable cross-pollination that went on between 'Benz and its American brand it was only a matter of time before a Chrysler version of the SL/K sports car emerged.The result was a sports car that performed and handled well by European standards, but with a brash look that could only come from America. If the SL/K was designed to blast along the autobahns of its homeland the Crossfire, it seemed, was created for the boulevards of California.The Crossfire Coupe that landed here in 2003 wasn't intended to compete with its German cousin even though it took its mechanical underpinnings from the SL/K. The Chrysler sportie was several thousand dollars cheaper than the equivalent 'Benz model, which put it into an entirely different price category and had it competing with cars like the Audi TT and Alfa GTV rather than the SL/K. Even so it was still a 'Benz at heart with some 40 per cent of the Crossfire's parts, including the chassis, engine and transmission, coming from the SL/K.While the mechanical package was familiar Mercedes-Benz fare the Crossfire's looks were not. Unlike the SL/K, which was designed to be a convertible coupe with a folding steel roof, the Crossfire was created to be either a fixed-roof coupe or a roadster.The Coupe arrived first and while its proportions were similar to the SL/K's its severely truncated and very rounded rump instantly set the Crossfire apart from its corporate cousin. The front of the Crossfire Coupe was easy to like, it was pleasantly styled and pleasing to the eye, but the rounded rear was a visual challenge. You either liked it or loathed it; there was no middle ground.When it arrived in 2004 the Roadster was a much nicer looking car with much less dramatic lines, the rear was much more pleasing to the eye, and it had a more conventional roofline. By the time it was strengthened to compensate for the absence of the steel roof, the Roadster was only 36 kg heavier than the Coupe, so it didn't lose much in the transformation. The resulting body was quite rigid, and there was little scuttle shake, which is the scourge of many a soft-top.While not fully automated the Roadster's roof was easy to use, you simply unclipped it from the windscreen header and eased it back a few centimeters when the powered mechanism took over and lowered it the rest of the way. Inside it was snug with sporty seats that were a little hard, but still supportive.There was just one engine available at the launch, that being a single overhead camshaft 3.2-litre V6 that boasted 160 kW at 5700 revs and 310 Nm at 3000 revs. Later, in 2005, a supercharged version of the V6 was added. That delivered a whopping punch of 246 kW at 6100 revs and 420 Nm from 3500 to 4800 revs.There was a choice of five-speed sequential shift auto or six-speed manual gearbox on the normally aspirated V6 models, but buyers of the supercharged engine could only have the auto. Like most sports cars the Crossfire was rear-wheel drive.Oddly the Crossfire used different sized wheels back to front, with 18-inch alloys at the front and 19-inch at the rear. There was no spare provided, so you had to rely on a sealant and compressor in the event of a flat. Underneath, it boasted independent front suspension with wishbones and coil springs, and a five-link rear set-up.There are no serious issues that Crossfire buyers have to be concerned about, it is generally reliable and 'Benz mechanical bits and pieces seem robust. Look for a service record to confirm a regular maintenance routine has been followed with regular oil changes. It's also worth checking for signs a car has been given a thrashing by an uncaring owner.With very competent underpinnings in the form of the Mercedes-Benz chassis and suspension, plus standard ABS antilock brakes, electronic brakeforce distribution, traction control and stability control the Crossfire has the best weapons currently available to maintain control in an emergency situation. Add to that front and side airbags and there's also a good level of protection once the metal begins the crumple.Chrysler claimed the V6 Crossfire would return an average of 10.6 L/ 100 km, the supercharged V6 10.9 L/100 km, but the real life consumption depends very much on the driver's right foot. When tested by Carsguide the supercharged Crossfire averaged 14.2 L. 100 km.Two years ago when Greg Thomas decided he didn't need the back half of his Ford Fairlanes he bought Chrysler Crossfire. He still wanted some punch and to make visual statement, and he says the Crossfire delivers very well on both fronts. It really jumps out of the blocks and has brilliant pick-up from 110-120 km/h that blasts the car forward if needed, and has endless grip thanks to its large tyres. He loves the snug driving position with everything in reach, the seat comfort and support, and the feel of the car. On the downside he says replacing the tyres is expensive, the wipers only have two speeds, the heating system dials and the CD player. Having said that though he adds that the heating system delivers within about 200 metres of driving and the power of the sound system is numbing. He rates the Crossfire at 90/100.Distinctive muscular looksA real headturnerRobust Mercedes mechanicalsSpirited performanceGenerally reliableNo spare.More a cruiser than a hard-edged sports car, but is still great fun to drive.

Just a brief look into any junior sports club shows fewer people now do more to keep such clubs and teams afloat.

But peak motoring body the Federal Chamber of Automotive Industries believes consumers are confused enough to warrant a broad-ranging education program about what ESC is and what it does.The Transport Accident Commission has already been running an ad highlighting the merits of curtain airbags and ESC. It has been endeavouring to lift awareness among buyers about what they do, via websites like howsafeisyourcar.com.au.But with Victoria moving ahead for the compulsory fitting of ESC to all passenger cars from January, the FCAI believes now is the time to increase awareness among car buyers.Despite TAC's efforts some carmakers like Honda believe consumers are still confused by the different acronyms used to describe the various systems. However, FCAI spokesman, James Goodwin, believes it will be difficult to mandate a single naming strategy."It comes down to marketing," he says. "All systems are different to some degree."Goodwin also believes it would cost too much to standardise the terminology on imported cars because the volumes are relatively small. Carmakers use different terms for the proprietary electronic stability program invented by Bosch and co-developed with Mercedes-Benz.Subaru Australia spokesman, David Rowley, says Subaru's own research shows a higher awareness among buyers of its own electronic stability control system, called vehicle dynamic control."Our customers tend to look in depth at the features of our cars," Rowley says. He backs an education program as “something worth considering" but balks at a name change. "A lot a brands have invested a lot of intellectual time in creating a point of difference with their various stability systems," he says.What they call it -Electronic Stability Control (ESC) - Holden, HSV, JeepElectronic Stability Program (ESP) - Hyundai, Kia, Mercedes Benz, Renault, Chrysler, Citroen, Dodge, Skoda, Peugeot, SuzukiDynamic Stability Control (DSC) - Ford, FPV, BMW, Mazda, Land Rover, Aston Martin, JaguarVehicle Dynamic Integrated Management (VDIM) - ToyotaVehicle Stability Control (VSC) - LexusVehicle Dynamic Control (VDC) - Nissan, SubaruDynamic Stability and Traction Control (DSTC) - VolvoElectronic Stabilisation Program (ESP) - Audi, VolkswagenActive Stability Control (ASC) - MitsubishiVehicle Stability Assist (VSA)- HondaAutomatic Stability Control + Traction (ASC+T)  MiniMaserati Stability Program (MSP) - MaseratiPorsche Stability Management (PSM) - PorscheStability and Traction Control - FiatStabiliTrak -Hummer

Jeromy Moore, race engineer for Craig Lowndes, said under the new guidelines for the category's Car of the Future, it would be "easier and cheaper" to build a new race car than convert from Ford to Holden as they had done this year."Lexus has several V8 engines available and Chrysler has 5.7 and 6-litre V8s, while Hyundai seems like a company with the drive and enthusiasm to want to take part," he said. "We will probably see the first cars up and running halfway through next year, but I doubt we will see any newcomers on the grid when the rules take effect in 2012. Most will adopt a wait-and-see approach."V8 Supercars "Car of the Future" chief Mark Skaife said he had been contacted by several interested manufacturers since the plan was launched last month. But the five-time Bathurst champion says even if no other manufacturers end up joining Holden and Ford in the championship it won't dent its future. Skaife says the plan, which is to be implemented by the start of the 2012 season and aims to dramatically reduce the cost of the race cars, will work with or without the support of new manufacturers."If in five years down the track no other manufacturer has joined Ford or Holden the whole plan is a better car for us over the next 10 years," he said. Moore said the introduction of the new guidelines could shake up the series. "I think we'll see a lot of surprising results and a big separation in the field until they all come back together, a bit like F1 last year," he said. "You might see big teams struggle and small teams do well if they strike it lucky with set-up."Regardless of whether other manufacturers join the championship, Skaife said Holden and Ford would remain key partners in the V8 program. "Ford and Holden are the absolute foundation of where we are today," he said. "They don't really feel endangered by this in a competitive sense because they've got their own factory teams already. If those teams weren't good enough they wouldn't be the factory teams. If another manufacturer came in they're not going to be able to acquire Holden Racing Team for instance, so that part of their feeling is desensitised because of already having factory racing outfits."Skaife also emphasised the sport's commitment to using a V8 engine as the power-plant for any future cars competing in the championship."For us the mandate of being a V8 power plant is crucial to the sound, the vibe and the atmosphere that we're able to deliver as an entertainment package," he said. "That part of it we're pretty strong on. Clearly there are other alternatives from all sorts of V8s. The capacity of the V8, how hard they rev, what weight they are, whether they're all alloy, what sort of specification they are, we've got a very scientific way of analysing that specification and being able to equalise the performance of the engine."

Peoplemovers are not the sexiest vehicles on the road; space is the priority for those who buy them and the Chrysler Grand Voyager delivers more space than most in the class.Early peoplemovers were little more than converted commercial vans and didn't offer much more than the space their owners craved, but thankfully those days are long gone and today's peoplemovers are purpose-designed for the task and offer a decent amount of safety, comfort and refinement as well as the ability to accommodate seven or so adults.MODEL WATCHBorn in the USA, as it was, it's not surprising that the Voyager was bigger and brassier than pretty much every other peoplemover on the market back in the late 1990s when it first landed on these shores. It was the market leader by a long way in its home market and Chrysler hoped it would win over local mums and dads who had large broods to move. It came in two wheelbase lengths, the standard 2878 mm Voyager version, and the longer 3030 mm Grand Voyager variant.The long wheelbase Grand Voyager was too big, or too expensive, for many families whose needs could be satisfied with a vehicle or more modest dimensions, but it was perfect for those with the need to move seven adults in comfort and style.For those inside, the Grand Voyager's seven seats gave a commanding view with comfortable captain's chairs for those in the front and middle rows, while those in the third row were squeezed into a bench seat. The seating arrangement was flexible with seats that could be moved, or even removed depending on the need of the moment. If needed the middle and rear rows could be removed to make it into a makeshift commercial van with heaps of space for goods, sports or camping gear, or with just the rear row taken out it could be turned into a big five-seater station wagon with plenty of space for luggage at the rear.While most of its rivals offered four-cylinder engines the Grand Voyager differed by offering the power of a 3.3-litre V6. When working at its peak the transverse-mounted V6 gave 128 kW at 5100 revs and 287 Nm at 4000 revs, giving the big Voyager a decent amount of pulling power. A four-speed auto was the only transmission available and drive was sent through the front wheels on most models sold. There was also an all-wheel drive version available.Inside, there were a number of telltale signs that the Voyager was a left-hand drive vehicle converted to right-hand drive rather than one designed with right-hand drive in mind from the start. Things like the positioning of the hand brake lever and transmission shifter were better suited to a driver seated on the left, and there wasn't a lot of room for the driver's left foot in the footwell. All small but potentially annoying things.The Grand Voyager was offered in three levels, the entry SE, and mid- range LX and the Limited. All were well equipped with lots of standard features, like dual-zone air conditioning, cruise, power windows and mirrors, remote central locking, and CD sound.IN THE SHOPThe Grand Voyager is generally sound with no major concerns with the engine, gearbox, or chassis. It's the small things that tend to bring it undone, the things that suggest the build quality isn't as good as it should be.While the Grand Voyager was designed in the US it was built in Austria, but the shift to Europe doesn't seem to have made much difference to the quality of the car coming off the assembly line. Owners tend to complain about things like the interior fittings falling off and breaking. They're the sorts of issues that annoy owners. Apart from that, look for oil leaks around the engine and auto transmission, the water pump can be troublesome, and the Voyager is heavy on brakes.ON THE ROADWhile the Grand Voyager had a relatively large engine for the class, with good power and torque, it was still weighed down by its bulk and the performance could best be described as lacklustre. Its bulk was always evident on the road; the driver needed to be constantly alert to its size to make sure they stuck in their lane and didn't cut corners. But despite its bulk it did ride and handle well, something not all peoplemovers could claim. Convenience was a plus with sliding doors on both sides, although parents needed to be conscious of traffic when exiting through the door on the driver's side.IN A CRASHThe Grand Voyager boasted standard ABS anti-skid brakes and dual front airbags from launch; later models had front side and curtain airbags. The Voyager didn't perform terribly well in European crash tests and only rated two stars by NCAP, however that was a variant with a drivetrain not available here in Australia.AT THE PUMPA big vehicle with a big engine; it's not the ideal recipe for fuel economy. Be prepared to spend big at the pump with an average of 14-15 L/100km around town.LOOK FORLarge sizeRoomy cabinFlexible seating arrangementModest performanceThirsty V6.THE BOTTOM LINE: A versatile, big vehicle able to transport seven adults in comfort and style.RATING: 70/100

Retired smelter worker Roger Graber, 62, bought his 1973 Valiant VJ Charger 15 years ago for $2000. "It's worth about $30,000-$35,000 now to an enthusiast," he says. "I wouldn't get rid of it, though. My son and grandson will probably fight over it when I fall off the perch." However, the money-making tale ends there."I did have three of these," he says. "One was a drag (racing) project with a Ford 351 engine in it and the other was stripped down. When I moved I didn't  have anywhere to put them so I sold them. I only got $2500 for the drag car and $1500 for the stripper. I regret getting rid of them now."When Graber bought his current Charger it was in "a terrible state", the 265 (4.3-litre) Hemi six-cylinder engine was "knackered" and the car had been off the road for years. "I spent about two years restoring it for the road, not as a show car," he says. "It cost about $5000 for the restoration."Graber claims to be a self-taught mechanic and did all the mechanical, paint and body work on the car. "I'm mechanically minded and can turn my hands to anything," he says. "I rebuilt the engine myself to make sure it was right."However, he put in a non-standard 600 Holly carburettor. "Otherwise the engine is standard," he says. "It has heaps of grunt without having to do much to them. If I checked the economy I wouldn't drive it so much. It gets about five kilometres to the litre (20 litres per 100km) because the carby is too big for it. I have a 350 which I'll put in it and then I might get about 7km/L (14.2L/100km)."Graber totally renovated the front suspension right down to the rubbers, but has done nothing to the rear except replace the brake shoes. The car features a four-speed Borg Warner gearbox with synchro in all but first. "You can't break them and it's as smooth as," he says. "It's 1970s driving. You have to be careful because the back can break out easily.""It's hard to drive, there's so much power you can easily spin the wheels. You have to drive it smoothly. But it's very reliable. I always keep a good check on the engine and recently changed the engine oil, gearbox oil and back axle oil so it's running really smooth now."If it stays in good condition, Graber plans to show it at the MotorMania show and shine at Rockhampton Showgrounds on July 25. The show is part of a 10-day Central Queensland MotorMania festival of motoring that includes cars, karts, drag racers, motorcycles and more."There's a big concentration of petrolheads up here, maybe because it's an industrial town and people have a bit of money," he says. "Our club (Curtis Coast Cruiser Club) has more than 60 members. A lot have joined because they can get concessional rego and it's a lot cheaper, especially for the guys with V8s."

The American maker is now controlled by Fiat, which is helping to develop a fleet of new vehicles which use its engine and chassis technology for sales from 2012. But that has not stopped Chrysler group rushing new features, extra equipment and better quality into 15 re-worked vehicles for 2010."Our local product team is working closer than ever with the factory to come up with revised or all-new models for our market which we're hoping to see in the near future," says Jerry Stamoulis, spokesman for Chrysler in Australia. As the top performing right-hand drive market for Chrysler, there has been a strong emphasis placed on our market to help lift international sales over the next five years."He says the first of the updated models is already in showrooms and the most important, the all-new Grand Cherokee, will be revealed this year ahead of sales in 2010. "The Grand Cherokee will be the first vehicle in Australia to be available with the all-new Pentastar V6 petrol engine," Stamoulis says. The Jeep Patriot has already had an interior update and similar work will be finished soon on the Dodge Caliber, which comes in the third quarter of this year."Other immediate changes to our line-up are that all Dodge Journey models receive, as standard, active head restraints and the 5.7L Hemi V-8 in the Chrysler 300C receives variable valve timing and an additional 15 kiloWatts, which lifts power to 265kW," Stamoulis says.Apart from the Pentastar V6, various Chrysler models will also get a six-speed, Fiat dual-clutch gearbox. It will be seen first in a re-worked Chrysler Sebring, which also gets updated body styling, a new interior and revised suspension for better ride and handling. The Jeep Wrangler also gets a styling tweak this year, as well as stop-start technology on its diesel engines.