Chrysler Lancer Reviews

The cars – which will be built at Chrysler’s North American plants — will be developed as a result of the agreement between the two companies, under which Fiat has taken a 35 per cent stake in Chrysler. Four of the vehicles will be branded as Chryslers, while the remaining three are expected to be either sold as Fiats or Alfa Romeos. Fiat will reportedly supply platforms for four of the products, but there has been no information about design, vehicle segments or estimated launch. However industry insiders have suggested that the product plan being finalised between the two brands will see the Fiat 500 produced at Chrysler’s Toluca factory after the PT Cruiser currently built there is phased out later this year. However Chrysler’s Australian boss, Gerry Jenkins, says the local arm has as yet little detail of what is happening at head office. “All we know is that our top executives are in talks this week with Fiat executives and at this stage there is no further information,” Jenkins says. “I don’t have a whole lot of detail. We are having correspondence with head office but there is nothing concrete I can say at this stage. “But we’re all very excited. (The Fiat agreement) is a tremendous opportunity. “It’s a perfect marriage and I think the prospects are absolutely outstanding.” Fiat’s stake in Chrysler has not included any money being handed over, with the Italian badge’s involvement being repaid by more doors being opened to international markets and shared technology. Chrysler was one of the beneficiaries of the US government bail-out earlier this year, receiving US$4 billion in loans, however experts believed that the company would collapse without a strategic partnership. However a Fiat executive has warned that Italy’s automotive industry could lose 60,000 jobs – around 20 per cent of the workforce — unless the government implements a rescue package. ”If the government doesn't intervene, the risk that 60,000 workers in the automotive sector will have to stay at home is real,” Fiat chief executive Sergio Marchionne was quoted by Italy's Ansa news agency as saying earlier this week. "We are expecting measures for the entire automotive sector, which is currently selling 60 per cent less than last year," he said. “It's not a case of helping Fiat but of re-starting an entire production sector and the whole economy.” Fiat has slashed production recently and cut its forecasts because of the global auto slump, and announced earlier in January that it would not pay a 2008 dividend to shareholders.  

Moving large families has always been a problem, until the advent of peoplemovers. The problem was that the first peoplemovers were based on light commercial vans, and as a result lacked the refinement expected of a regular sedan.That was until the development of purpose built peoplemovers, like the Chrysler Voyager, specifically designed for family use.The Voyager came here from America, where it was conceived in the early 1980s, via Austria where our right-hand drive versions were built.It was the most successful peoplemover back home, but by the time it arrived here there were a couple of others, the Toyota Tarago in particular, already on sale and setting the benchmark.Big families have always faced a transport dilemma. If their numbers exceeded the five a normal family four-door would swallow they either had to have a couple of cars, or leave some unlucky family members at home when they travelled.The van was the first solution. Early on some dads simply bolted a few extra seats in a delivery van and created their own peoplemovers, then later bought the rather rudimentary offerings of companies that converted vans already in their catalogues, before finally they were liberated by a new generation of vehicles purposely developed for moving people in larger numbers.The Voyager brought an American solution to the problem when it arrived here in 1987. It had been the most successful peoplemover in its home market, but would face some tough well respected competition here.The Toyota Tarago was the benchmark at the time, the Honda Odyssey was an acclaimed newcomer, and there were others like the Mazda MPV and Mitsubishi Starwagon to keep the American invader honest.A common thread running through all was their safety, performance and comfort, all of which were approaching the level carmakers were delivering in their sedan ranges.The Voyager’s success in its home land lay in its flexibility, which made it attractive across a broad range of buyers, from the young to the young at heart. Young singles found it perfect for transporting their friends and their sporting gear, young families found it perfect for transporting their offspring and all the paraphernalia that went along with family life, while older buyers found it perfect for touring with plenty of space for luggage or camping gear.Two versions landed here in the first Voyager wave, the short 2878 mm wheelbase SE and a longer 3030 mm wheelbase LE version. Both could carry up to seven adults in a flexible seating arrangement that could be adapted to the need of the day.The driver and front seat passenger had comfy bucket seats, the three rear most passengers were seated on a broad bench. In between you could have a pair of buckets or a two-seater bench, making up the total of seven.Being a conventional semi-bonneted configuration instead of the cab-over-engine style of most earlier converted vans it was easier to climb into the cockpit. It was just as easy to climb in the rear seats, through sliding doors on each side.Once inside it was possible then to move back and forth through the length of the cabin to get access to luggage on the move or settle squabbles that inevitably flare up when kids are confined in a relatively small space for extended periods.There was also another side to the Voyager that added even further to its flexibility; the rear two rows of seating could be removed by simply unclipping them and rolling them out. They were on wheels, which made handling them quite easy, and they could be stored in the garage when not needed.It was great when you needed to move furniture, pick up supplies at the local handyman store, or whatever it was you needed to shift.For small business people or tradies it meant the Voyager could be used as a van during working hours, and quickly converted to family use when the whistle blew.Chrysler’s designers were so intent on designing a vehicle in which people would spend considerable chunks of their lives they went to some length to make the cabin comfortable with everything you could need on the move.The seats were comfortable, it had power windows and mirrors, central locking, a tilt adjustable steering column, air-conditioning, cruise control, and an AM/FM radio/cassette sound system. There were lights everywhere, a host of cubby holes for convenient storage, and a dozen cup holders. No one would go thirsty in a Voyager.In packaging terms the Voyager was tops, but you found fairly ancient foundations when you scratched below the surface. There you found a combination of MacPherson Strut front suspension and a leaf spring beam rear axle, front disc brakes with rear drums, and an overhead valve V6 engine with just two valves per cylinder.It certainly wasn’t high tech like some of its rivals were, but that didn’t necessarily mean it wouldn’t perform in service.The V6 engine was a 3.3-litre slugger with fuel-injection in a sea of four-cylinder rivals. Peak power was put at 116 kW at 4700 revs, top torque 275 Nm at 3250 revs.A smooth four-speed auto trans represented the only trans choice, and a sensible one at that.American build quality always comes with a question mark. Jeep quality isn’t the greatest, and the Voyager was built by the same company, albeit in Austria.Unlike the early Jeeps rust doesn’t appear to be a problem with the Voyager with its galvanised body. Paint quality also appears quite good, as it should be to stand up to the tough conditions in the US.Mechanically the auto gearbox can give problems around the 150,000 km mark, but the rest of the drive train appears relatively bulletproof.Underneath the suspension is straight forward, look at replacing wheel bearings at 100,000 kays, but otherwise there shouldn’t be much trouble.Like early Jeeps the interior plastic trim parts are inclined to break, and fall apart, so be prepared to bits and pieces to fail.Safety was an issue with peoplemovers. Often built on van platforms they weren’t nimble, and didn’t brake or steer particularly well, but that changed with vehicles like the Voyager which were more like cars in their on-road behaviour.Being a semi-bonneted configuration meant you were protected by front crumple zones in a crash, while airbags provided added protection when things went seriously awry.The seat belts also featured pretensioners to limit injury in a serious crash.Drum rear brakes was a throwback to an older time, but the presence of ABS was a positive.Pamela Kriesl says her family’s 1997/98 Voyager is a lemon, but still says there is no other peoplemover that matches it. It pulled to the left from the moment she took delivery of it, it was difficult to get into reverse gear, and the auto expired at 99,000 km. Add to that problems with the air-conditioning, the cruise control, the headlights, the plastic interior trim parts which she says are extremely brittle, and a large turning circle which makes it hard to park, and you’d reckon she’s right. Against that, however, she says it is beautiful to drive, the ride is wonderful, the power is fabulous, and the fuel economy is great. Despite the long list of problems she says she just loves it.• great flexible seating arrangement• loaded with features• good economy and performance from V6• comfortable ride• average build qualityLarge roomy transport for seven that can also carry a load of luggage.

Chrysler trod a different styling path when it took a retro turn in the late 1990s. It was a calculated gamble to revive its struggling brands by tapping into a nostalgia craze that swept parts of the world, particularly America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were greeted with wild enthusiasm.Retro styling was always going to be gamble because there was always the possibility that its popularity would pass as fast as it struck, but there could be no doubt about its success in focussing attention on the company’s cars.While the Viper and the Prowler were tightly targeted at specific, and quite small markets, the Cruiser had broader appeal that took it beyond those who simply wanted a cool looking car that reminded them of their long lost youth.It might have looked like a 1930s panel van, but the Cruiser also boasted a versatile interior layout that made it a winner with a broad cross-section of buyers who needed family transport, a weekend escape wagon, or a part-time cargo carrier.  Businesses also found it a perfect promotional vehicle, its cute retro looks attracting attention wherever it went.MODEL WATCHChrysler designers unashamedly looked to the 1930s for their inspiration for the PT Cruiser. They’d wowed show crowds with their modern interpretation of the American hot rod with the Plymouth Prowler, which for a time revived interest in the Plymouth brand, and the Cruiser was conceived to do the same thing for Chrysler, which was also struggling to appeal to younger buyers.Baby boomer Tom Gale led the design team responsible for Chrysler’s retro cars. Gale was also a hot rodder so it was no surprise when his cars had elements of the great American cars of the past.The Prowler recalled Ford roadsters of the early-1930s, some argue that its inspiration was the classic 1934 Ford, others that it was the 1937 roadster, and the Cruiser’s shape seemed to recall late-1930s Ford panel vans. The Cruiser’s grille, bonnet, bumpers, running boards and overall profile were clear reminders of the 1937 Ford panel van.It wasn’t a panel van; it was a five-door wagon, a small peoplemover of sorts.  That it was a peoplemover shouldn’t be surprising really, Chrysler was the leading maker of peoplemovers, minivans to our American cousins, in the US.The company had created the market segment and was the acknowledged leader, so in many ways the Cruiser simply extended the reach of the peoplemover to those who wanted a smaller vehicle.  The designers’ stated aim was to produce a car with the external dimensions of a small car and the interior space of a much larger vehicle.The key to the Cruiser’s appeal was its clever interior, which in a matter of a few seconds could be converted from a one-passenger cargo carrier to a full five-seater family wagon. It was all thanks to its seats, which could be moved, folded or even removed. In total Chrysler claimed there were more than 25 possible seating configurations.It might have looked like it belonged in the past, but in fact it was a very modern interpretation of the motorcar.  While Americans could buy a Cruiser with a torquey 2.4-litre engine, all export markets, including Australia, had to make do with a smaller 2.0-litre unit, which was a pity as the 2.4-litre engine gave the Cruiser more zip and more flexibility.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder, which put out 104 kW at 5600 revs and 186 Nm at 4400 revs.  Buyers could choose from a five-speed manual or four-speed auto.Performance was adequate for a small car such as the Cruiser was, although its looks suggested it was more of a performer.  Its ride was comfortable, it handled predictably and with precision, and four-wheel disc brakes with ABS ensured it stopped well.Chrysler offered the Cruiser in two models, the Classic and Limited. Included in the Classic were dual frontal airbags, air-conditioning, remote central locking, power windows, CD player, traction control, power driver’s seat height adjustment.  Add to that front side airbags, chrome alloys, suede/leather trim, front fog lights and a leather wrapped wheel and you had the Limited.Anyone who felt particularly nostalgic could add one of a number of graphics kits Chrysler offered. These ranged from stripes and scallops to flames.IN THE SHOPEarly cars are approaching the first major service, which will require a timing belt change so be aware of the extra cost of that service.  Generally the Cruiser seems to give little trouble, the engine and gearbox stand the test of time quite well.Take a look under the oil filler cap for signs of sludge that would indicate missed services, also remove the oil dip stick and check the state of the oil in the sump. The oil should be clear, not dark or with obvious contaminants.When driving observe the automatic transmission for heavy shifts or flaring during shifts, make sure the manual shifts smoothly.  Also on manuals make sure there’s some free play at the top of the clutch pedal travel, and that the clutch fully releases.No free play may mean the clutch will soon need replacing.  Carefully inspect the interior for signs of damage due to heavy commercial use.IN A CRASHThe Cruiser has a well-proven chassis package with four-wheel discs, along with ABS and traction control for crash avoidance, and an array of airbags for protection in the crunch.All models feature front airbags for the driver and front seat passenger, the Limited also boasts front side airbags for added protection of driver and front seat passenger in the event of a side impact.OWNERS SAYPaul Lynch and Peter Dillon were Chrysler nuts that reckoned the Cruiser was the perfect promotional vehicle for their carpet business.“It’s a cool looking car,” says Lynch. “It was like the ‘R’ and ‘S’ Series Valiants in the 1960s, which were like space ships when they were launched. They still look wild today.“I liked the Cruiser’s retro looks, it’s great for advertising and has paid for itself already.”They bought one when they first came out in 2000, optioned it with everything they could, including the flame graphics package. It’s now done around 100,000 km and has given them no trouble at all, it even still has the original brakes.LOOK FOR• Cute retro styling can be a turn-on for some buyers, but a turnoff for others• Modest performance from 2.0-litre engine• Safe and sound front-wheel drive chassis dynamics• Comfortable ride• Brilliantly flexible interior• Generally reliable mechanicsTHE BOTTOM LINEWorth a look if you need a vehicle that can be used for a multitude of uses, but its standout styling means you must be able to live in the spotlight.RATING65/100

When the last Valiant left the production line in 1980 few believed they’d ever see another Chrysler take to the local roads. It was something of a surprise when Chrysler returned to these shores with a small passenger car in 1996.While the last remaining Valiant enthusiasts cheered Chrysler’s return, perhaps hoping for a new Valiant, the Neon was anything but a modern remake of their old favourite.This American import was a well equipped, keenly priced small front-wheel drive sedan with a mission to take on the heavyweights in the small car class rather than the big two from Holden and Ford.MODEL WATCHChrysler initially launched two Neon models, the entry level SE and the more highly featured LX.Standard equipment on the SE, which could be identified by its grey plastic bumpers, included air-conditioning, central locking, and dual airbags, while the three-speed auto trans could be had for no extra cost over the standard five-speed manual ’box.The LX, distinguished by its body coloured bumpers and mirrors, also had ABS, power front windows and a better sound system. There was no choice when it came to the gearbox, the auto was the only ’box on the specifications list.With its American styling the Neon stood out in a market that was dominated at that time by Japanese and Korean models like the Nissan Pulsar, Toyota Corolla, Mazda 323, and Hyundai Lantra.Wheels were placed close to the corners, which meant the Neon had a long wheelbase and that created a cab-forward layout that translated into a roomy interior. Front seat occupants had the sort of room you’d normally get in a larger Ford Mondeo or Mazda 626, although tall people sitting in the rear seat found themselves a little cramped when the sloping roof ate into their head room.The boot was smallish, but there was a 60/40 split-fold rear seat which could be used to increase the available volume and accept larger or odd shaped bits and pieces of luggage or cargo.Power was from a 2.0-litre single overhead camshaft, 16-valve engine that had fuel-injection and produced 98 kW at a relatively high 5850 rpm. Top torque was 174 Nm.Reflecting its US parentage the main transmission choice was a three-speed auto, which put the Neon at a disadvantage against the opposition which all boasted more modern four-speed autos, but there was a five-speed manual available on the base SE model.On the road the manual trans was nicely matched to the engine and drove quite nicely, but the auto was less refined, a little noisy and sluggish when compared to its rivals fitted with a four-speeder.When pressed the Neon’s 2.0-litre engine became a little breathless and the noise levels increase markedly, but at cruise on the open road it’s quite acceptable.Fuel consumption figures recorded on road tests of the time showed that the auto Neon was thirstier than its rivals, no doubt because with the three-speed auto it had to be driven harder to keep up with the traffic.Being American the Neon was designed to be left-hand drive, with the right-hand drive conversion less of a priority for its makers. When it came to be reengineered for right-hand drive markets there were one or two compromises that wouldn’t appear on a car designed from the outset as a right drive model.Most obvious is the positioning of the radio antenna on the right front guard. The mere presence of an antenna in 1996 was unusual, but its placement within the view of the driver was an annoying distraction.The Neon was something of a wild card among small cars. It was relatively unknown here, but anyone who cared to check found that it was popular in its home country, and its blend of affordability and a long list of standard features made it a tempting proposition.IN THE SHOPBuild quality was an issue from the beginning with the Neon. There was no doubt that the American build quality was of a lower standard than that coming from Japanese factories at the time, panel fit and paint was closer to what was coming from Korean companies.Even so the Neon gave little trouble in the field, no doubt because it was built to withstand the rough and tough conditions cars have to contend with in the US where they have to endure extremes on heat and cold, as well as rough, sometimes salted, roads.Owners report they have had few problems with the Neon; those they have reported are relatively minor ones that can be attributed to build quality rather than major design flaws.Check for a service record to ensure a recognised service agent has done all servicing, and give it a thorough look over for bumps and scrapes, and the obvious signs of crash damage.OWNERS’ VIEWSJudy Hardy has since done 90,000 km travelling to many parts of the country in the 1997 Chrysler Neon she bought new. Apart from regular servicing she has only had to have one set of disc pads fitted in that time. She says she saw the Neon when on a visit to the US when she was taken by the style and the quality, and she says it has lived up to her expectations.Sharne Scott says her Neon has been a stylish and comfortable medium sized car. Apart from the rear indicator sockets rusting very soon after purchase, and the battery never lasting more than two years, it has given little trouble. She says the engine is smooth and easy to drive, the air-con works very well, and the stereo sound is very good.LOOK FOR• lack of performance with three-speed automatic trans• poor fuel consumption from 2.0-litre engine• average build quality• compromises with right-hand drive conversion• harsh ride with American suspension settings• little trouble with mechanics

There was a time when American cars reigned supreme over the Australian motoring landscape. It was a time when bigger was believed better and the biggest was best, when automotive prestige was measured by the metre.It’s not so long ago the local market was split into two camps, the British and the American, from which the locally built Holden and Falcon both sprung.British cars were typically small, cramped and underpowered, and regarded by many as unreliable, whereas American cars were large and comfortable with slow-revving, understressed engines that were able to cover long distances with ease, and they were reliable.Many Australians in the 1940s and ’50s aspired to own an American car of the sort that was being built and sold by Holden and Ford. But by the time Chrysler released the 300C in 2005, there had been a seismic shift in the local market and American cars were largely regarded as massive gas guzzlers that were poorly built and less refined than those built by the Europeans and Japanese that had come to dominate the market.But the 300C had a number of things going for it that would help it find its niche in the market. American cars still had a following here, even if it was relatively small, it was built and backed by DaimlerChrysler, and it was very distinctively styled.MODEL WATCHThere has been a lot of discussion about styling in recent times. It centred on the criticism that all cars looked similar, if not the same.It was a fair cop, although designers would argue that the demands for fuel-efficiency and effective packaging locked them into a certain style that meant all cars would resemble each other to some degree.Then along came Chrysler with a different set of styling rules, one that said a car could look different and still meet the demands for aerodynamics and packaging.The 300C was a surprising hit. With its big, bold chrome grille, tall slab sides and chopped roofline it could only have come from America, but it caught the imagination of a section of the local motoring public.Time spent in a 300C and it quickly became evident that it was a head turner. People might not necessarily have known what it was, but they sure took notice of it and wanted to find out.The 300C was a big car in the true American style, but it wasn’t typical of the big cars that once defined, and almost destroyed, the American car industry.This one had Mercedes-Benz stamped all over its mechanical package, if not its styling. Benz owned Chrysler at the time and there was plenty of cross-pollination going on, even if there were few parts that could be interchanged between the brands.Mercedes’ influence was largely behind the scenes in the way things were done rather than a direct parts swap. As a result the 300C boasted more sophistication than most other American cars could.Chrysler was aiming to steal a slice of the big car market from the likes of the Fairlane/LTD and Statesman/Caprice with the 300C, and it succeeded mostly to the detriment of the big Fords.Under the bonnet was either a 183 kW 3.5-litre single overhead camshaft V6 or a 250 kW 5.7-litre Hemi V8 that boasted cylinder deactivation to save on fuel bills.When appropriate the V8 engine’s electronics would switch off a number of cylinders and the engine would cruise on four cylinders. Plant the foot and all eight cylinders would answer the call with a howl that gladdened the heart of any old-time petrolhead.The aim of the cylinder deactivation – it was called MDS – was to save fuel and Chrysler claimed it was good for 10 to 20 per cent.The V6 model was given a four-speed auto, but the V8 got a five-speed auto with a slapstick manual change,On the road the 300C was surprisingly un-American in its dynamics. Instead of the expected sloppiness it steered with precision and feel, braked confidently, and the handling was well balanced and reassuring.Not such a surprise was the 300C’s ride, which was comfortable and absorbent with good isolation and little noise intrusion, even on its 18-inch wheels and tyres.Inside, the 300C was reserved, well laid-out, nicely finished and easy to use. It was also relatively roomy and very well equipped.Standard equipment included climate controlled air, cruise, fog lamps, CD stacker, remote central locking, full electrics and full leather trim.IN THE SHOPIt’s early days in the lifespan of the 300C, but owners report few problems so far. Nothing major has come to light; the issues owners have reported are fairly minor and have been quickly addressed by Chrysler.The build quality is of a much higher standard than expected, no doubt the result of Mercedes-Benz setting a high benchmark for its then-American offshoot.From all reports the 300C appears robust and reliable so simply drive the car and note any noises, vibrations or odours that don’t seem as through they should be there.The softish ride can result in damage to the underbody and suspension if driven too fast over speed humps so make note of any knocks or noise coming from the suspension.Given that a number of 300Cs have been modified, and lowered in particular, check for damage as a result of bottoming-out on the road, kerbs and driveways.Replacing very low profile tyres of the type fitted to large diameter alloy wheels like the aftermarket wheels often fitted by owners can be expensive so check the price of the tyres before deciding on a car with big wheels.IN A CRUNCHMass is a great protector when it comes to a crash and the 300C is well endowed in that area coming in at more than 1800 kg.Being a large car the 300C is not as agile as a smaller one, but its chassis is well balanced with ESP helping out, its brakes, which are ABS-assisted, are powerful, and its steering lets the driver know what’s going on, so it has a powerful primary safety package.Bags all round complete a modern safety arsenal that will provide good occupant protection come crash time.AT THE PUMPA heavy car with a big V8 isn’t a recipe for low fuel consumption so be prepared for a shock at the pump.The cylinder deactivation system on the Hemi V8 is a mitigating factor in the V8’s favour, but the 5.7-litre V8 will still be thirsty.Expect 15 L/100 km around town and 12 on the highway for both V6 and V8 models.OWNER’S VIEWShane Hann first noticed the 300C when on holiday in Canada in 2005. He had no idea what it was, but absolutely loved the look of it with its blunt, aggressive front and chop-top side view. When he returned home he researched the car on the net and determined that he would buy one if Chrysler ever imported it. When they did he was one of the first to place an order. Back then these cars were still relatively unknown, and the amount of looks and comments were astounding, the 300C turned more heads than just about any car on the road. Talk about stroke the ego, he says. He still loves driving it; he loves the attention it gets and the envious looks from P-platers! He has done a few mods to the car, namely changing the exhaust so the Hemi can really sing, fitting 22-inch rims, and dropping the ride height by about 35 mm. The power is plentiful and the car accelerates much quicker than most people expect. It has a very comfortable ride and is actually quite a luxurious and comfortable car inside.Richard Satora loves his 2006 V8 300C. It has real road presence, he says, unlike any car on the street at the moment and sometimes people are mesmerized as you drive by, and it’s not unusual for complete strangers to give you the thumbs up. The cylinder shutout system is now on everyone’s menu and it does make the fuel consumption pretty good for a big car like this. Like Shane, Richard has modified his 300C with a body kit and exhaust system, as well as lowering it and fitting it with 22-inch wheels. Richard says he was always a Holden man, but the Chrysler has won him over for a few more years.Paul Carton is still grinning after two years and 30,000 km at the wheel of a 300C. He says it’s big and comfortable, but oozes power, and he loves driving it. He gets under 15 L/100 km commuting and around 11 on the highway run, and he says he’s happy with that. On the downside he discovered the softness of the front end when he drove over a speed hump for the first time, and there have been a couple of minor issues with the boot lid badge and a sticking door handle, both of which were promptly fixed.LOOK FOR• Plenty of admiring glances• Head turning styling• Hemi V8 performance• reasonable fuel economy for a heavy V8 car• Comfortable ride• Reassuring handlingTHE BOTTOM LINEStriking looks turn heads like no other, but the beauty of the 300C is more than skin deep.RATING79/100

Yesterday the storm clouds lifted with the announcement that Italian carmaking giant Fiat had thrown a lifeline to the embattled Chrysler Group in the US.Both have signed a global agreement to share models, design, engineering and distribution networks.The CEO of Fiat Group, Sergio Marchionne said the partnership "is a great fit as it creates the potential for a powerful, new global competitor".Jenkins said the alliance would also give some security and vision for the future."I see pluses on both sides," he said.Under the terms, Fiat will take a 35 per cent equity stake in Chrysler, which also includes Dodge and Jeep.Fiat will also provide distribution capabilities in key growth markets, as well as substantial cost savings.The deal is a key element of Chrysler's viability plan and will provide access to Fiat's small car platforms, engines and components to be produced at Chrysler manufacturing sites.Chrysler, the third biggest carmaker in the US, has been dodging questions about a possible sale, asset sell-offs or alliances for months.The company is majority owned by private investment group Cerberus Capital Management, which has no carmaking experience.Analysts see the move as a strategic life-raft for the embattled US business.At the recent Detroit Motor Show, Chrysler vice chairman and president, Tom LaSorda, even went as far as to say that the iconic Jeep brand was not for sale.Fiat has been very successful in executing its own restructuring over the past several years.In addition, Fiat will provide management services supporting Chrysler's submission of a viability plan to the US Treasury as required.The alliance will also allow Fiat and Chrysler to take advantage of each other's networks and rationalise their respective manufacturing footprint and global supplier base.The alliance will be consistent with the terms of the US Treasury financing to Chrysler, which includes contributing to the company's restructuring effort.The deal is still subject to due diligence and regulatory approvals, including the US Treasury.Fiat does not intend making a cash investment in Chrysler or commit to funding Chrysler in the future.Over the past five years Fiat has signed several alliances and partnerships with leading carmakers and automotive suppliers.The chairman and CEO of Chrysler, Bob Nardelli said the benefits are huge."Including access to products that compliment our current portfolio; a distribution network outside North America; and cost savings in design, engineering, manufacturing, purchasing and sales and marketing," he said.Chrysler has previously has held alliances with Daimler, Mitsubishi and American Motors (Renault). 

GT-R out frontThe latest Nissan GT-R is about to be confirmed as the official pace car for the V8 Supercar championship, taking over from Chrysler and, before that, Audi.Action at the 'BoolThe biggest sprintcar race of the summer, the Grand Annual Sprintcar Classic, will be run at Warrnambool next weekend. The program includes NOS Sprints and a display of super rods.Twin BeamsDick Johnson will run different livery on his Jim Beam Falcons in the V8 Supercar championship. Steven Johnson will be in the red car and James Courtney will be the man in black to reflect the sponsor's latest products.Engaging typeRyan Briscoe has begun the season with Team Penske on a high after his engagement to Nicole Manske. The IndyCar racer met Manske in the US, where he is racing and she works as a TV presenter.Formula for MBELewis Hamilton describes his MBE award as ``a massive honour and incredible privilege''. The new world champion has been made a Member of the British Empire by the Queen for services to motorsport.Look back at BathurstThe latest running of the Great Race at Bathurst is recorded in brilliant style by the publishers of 1k.08, in shops soon. The book has some great pictures. It costs $59,95 -- or $175 with leather wrap. www.p101.com.au  

News cruisers are parked-up and beaming pictures before 6am as the temperature hovers around minus 10 and snow flurries drift through the pre-dawn blackness.By 9am there are union workers carrying placards in support of the Big Three outside Cobo Hall in downtown motown, as the great and the good from the world's motor industry arrive for the first major event of 2009.The buzz is down from recent years, with less security and fewer journalists jetting in for the action, but still there are major unveilings, technology, important speeches and so much more over the first two days.The North American International Motor Show is more than just glitz and glamour for General Motors, Ford and Chrysler in 2009 - this is the day when they have to deliver for the first time on the promises in Washington which have earned a government-backed rescue package.That means GM opens the action with a rolling cavalcade of 17 models which promise exactly what the government wants - hybrids, electric cars and regular production models which do better than 10 litres/100km in fuel economy.The headliner once again is the Chevrolet Volt, except this time it is wrapped in Cadillac bodywork and called the Converj - with the added bonus of a plug-in connection to its onboard battery system.Lexus is next and does its number around the brand's first dedicated hybrid, the HS250h, which was originally only planned for America but will now go to more than 80 countries.Then Ford becomes the second of the Big Three to present its position for 2010 and beyond, with an all-new Taurus family car - perhaps a pointer to something on the Falcon front - and the promise of an all-new electric car with a 160-kilometre range by 2011.Company chairman Bill Ford takes the stand to deliver on the company's promises to Washington, even though it was the only local not to take a multi-billion dollar loan."Ford is heading in the direction America and our customers want us to go, which is a green, high-tech and global future. I think that is where society would like to see the entire industry go, and Ford is going to lead that charge," Ford says.Then Chrysler, which many American analysts believe cannot survive the global economic meltdown, gets its turn and does a top job with the great looking new 200C family car and a range of electrics which shows it has not given up hope.It's best looker is the Dodge Circuit, which is most like a battery-powered Lotus sports car."The Dodge Circuit EV offers an extremely fun-to-drive, expressive sports car without fuel consumption and with virtually no impact on the environment,” says the vice-president of design at Dodge, Ralph Gilles.By now, after just two hours of the first press preview day, the pattern for Detroit '09 is set.The home team is going big on the cars it needs to make - even if Americans are still buying BIG with the drop in pump petrol prices - but there is more sizzle than steak because they have started way behind the Japanese and Europeans.And Cobo Hall looks sparse. There are fewer brands, fewer cars and none of the bold-and-brassy unveilings - Chrysler has always led the world in motor show stunts - which have been a signature of the Detroit show.“All I know is we took about 50 per cent out of the cost of our stand,” says the car boss at General Motors, Bob Lutz.“We took away a lot of the structures, such as salad bowl-shaped Saturn stands, and towers with holographic displays.”But he still applies some positive spin as everyone talks up the chances for the Big Three, even in the face of a selloff of the Hummer and Saab divisions at GM.“The fact that we don’t have any of that stuff gives our stand a much more businesslike and cleaner appearance. I think they cluttered up the stand. I imagine it’s going to be much the same around the show," Lutz says.As usual, the 80-plus former fighter pilot is right.BMW joins the hybrid rush at Detroit with news of its petrol-electric X6, thankfully with the all-new Z4 sportster to provide some glamour, as Volkswagen provides the best looking car of the show with its Concept BlueSport.The gorgeous VW is most like a Mazda MX-5, but promises Prius-buster fuel economy in the 4.3 litres/100km range and, without any promise of production, it clearly could have a future.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability," says Volkswagen.“The Concept BlueSport is evolving into a car that that is a lot of fun to drive and at the same time makes an unmistakeable statement in terms of sustainability.”The next big mover in Cobo Hall is Kia, which shows a funky pick-up built on its baby Soul. The Soul'ster is never going to be an Aussie workhorse but will hit the Gen-Y button for America, and California in particular.As the first day in Detroit winds into darkness and more frigid weather, Subaru kicks the action with a preview of its new Liberty - called the Legacy in the USA - Jaguar runs out its high-performance R version of the landmark XF and Volvo shows the most adventurous concept car in its history, pointing to the next S60."The sporty design gives visual promise of an enthusiastic drive and I can assure you here and now that the all-new S60 will live up to that promise," says Volvo boss, Stephen Odell.Ford goes again to start day two at Cobo, with its Lincoln-Mercury models, then its back to Maserati and then GM pushes the home game hard with an announcement that the batteries for its Volt will be built in the USA. It's a boost for local jobs, more hard news on the Volt, and just what Washington will want before the Big Three report back on their survival plans at the end of March.And then there is a shock - at least for the Americans - as Chinese cars make the mainstream in Detroit for the first time and little-known BYD confirms it will be selling the world's first production plug-in electric car by 2010.The last big event of Detroit '09 is the one everyone already knows about - the new Toyota Prius.The list of 'firsts' is impressive as the car is unveiled, from its drag co-efficient to more luxury and a more-efficient battery system. But Honda has already undercut the third-generation Prius on price with its Insight, which is headlining for the brand in Detroit, and there is no sign of a cutting-edge lithium-ion battery pack.But the Prius has solar-powered air-conditioning to cool the car when it is parked, is bigger and quieter inside, and is certain to become the world's best selling hybrid. The car comes with more than 1000 new patents on technology and a claim of 3.9 litres/100km economy."Prius is more than a hybrid, it’s a solution. No longer is it a second car or a passing fad. In many households, it has become the primary family car," says Bob Carter of Toyota USA.There is other stuff to see in Detroit, and some things are obviously missing _ the Mercedes E-Class was an invitation-only event and Rolls-Royce is holding its all-new RR4 for the Geneva Motor Show in March - but the overall verdict on 2009 is surprisingly positive.Cars are still big news, look good and make promises of a better and more enjoyable life on the road.But the big question remains. Did the Big Three do enough, and show enough in Detroit, to convince the American government that they deserve the support it will take to get them through the biggest crisis in the history of the automobile? 

Like a stunned rabbit transfixed by oncoming headlights, you could see what was going to happen. So it was with the crash of 2008.But it’s time to look at the future and considering the cars at the Detroit Motor Show the future doesn’t seem too bad. Chrysler just roll over…. let us move on.It is simple maths really. There are hundreds of manufacturers; many with multiple brands and each of those brands make many models. The trouble is many look exactly the same. They have been designed by committee and have had focus groups (6 people with lives so boring they are happy to sit in a room with marketeers and useability experts discussing the name Aurion or the placement of the intermittent widescreen wiper speed controller).  The cars that result are packed with soul destroying usability and are so mind numbingly boring…. Do the opinions of these six really constitute a good cross section of what the broader buying public really care about in a car…. I like design by individual, Sergio knew so much more about what I would like than I ever did before he showed me.Except for the boutique and designer Marques, manufactures are all trying to build as many cars as possible and grab as much market share as possible. With the cycle that this puts in place there will be points in time where naturally occurring adjustments happen to re-balance the cycle and let it continue  So it was last year.Cars are not as disposable as other product lines such as TVs, MP3 players and computers. A car has a much longer life and people in most cases are happy not to replace it as regularly as they do their mobile phones. The other simple fact is that cars have a second paying market after their life with the original purchaser. Unlike the vast majority of mobiles, MP3 players, computers and TVs they get sold-on rather than handed down or put in a cupboard to be forgotten about until the next clean-up.So back to the simplicity of this problem. The big manufacturers have been building too many boring cars too well for too long. Simple.The second-hand market has started catching up with them. For many people a three-year -ld car is a great alternative to a new car. I for one would much rather buy a five-year-old Merc than a new Legend. (the likelihood of me buying a Legend is less than me winning Lotto. And if I were to win Lotto my Legend would be a true one in the form of a 250GTO).Again the maths is simple and obvious. How many used car lots are there in the world, how many do you yourself drive by daily. How many cars are in those lots. Now how many people do you know that are in a position to buy a car that haven’t already got a reasonably good car with a continuing life. That is without even the new cars being pumped in to the market place. I also catch a train past a new car dealership storage lot, literally football fields full of new white Camrys and Aurions.This whole problem was always eventually going to happen even without the financial sector issues. It boils down the type of CEOs being employed by the big manufacturers. A number have been run by Gordon Ghekos and what they have needed is a Steve Jobs or a Luca Di Montezemolo. Managers that know their market, know their brand and know the limits associated with both. Mulally though through this whole mess is gaining my respect with his management without hand outs and therefore keeping independence from the Car Tzar.Except for the personal cost to thousands of people whose income has been affected by the mess created by incompetent CEOs such as Wagoner, I am not overly unhappy about the situation. Holden looks OK, which is important to me. Ford globally looks pretty good and they have always consistently built the most interesting cars, they have kept the Mustang going continually. Chrysler is as good as dead, - oh well, As long as the Viper brand finds a good home I will be happy. Jeep can shrivel up and die as there are just too many SUVs.And I really don't care what happens with Toyota and Honda. Sorry however to all you Toyota factory workers that live in the Toyota-owned housing. Life on the street in Japan is going to be harsh for some time.Rod Halligan

Ford Australia and GM Holden are waiting to hear the outcome of a last- ditch appeal by their American parents for $15 billion in critical short-term funding to prevent them going into bankruptcy."We don't know how it could play out if they fail. That's not a prospect that anyone wants to contemplate," the chief executive of the Federal Chamber of Automotive Industries, Andrew McKellar, said yesterday."The fortunes of all the local manufacturers are intrinsically tied to their global parents. The situation for the American companies is obviously extremely serious. They are not bluffing."There is no direct threat to either Ford Australia or GM Holden, and company chiefs insist there is no crisis at Broadmeadows or Fishermans Bend, but the drama in the American motor industry continues to create ripples of confidence in Australia."It is business as usual. But it is ever-more imperative that we continue to sell our cars and run our business correctly," the spokesperson for Ford Australia, Sinead McAlary, said yesterday."At Holden it's business as usual, just as it has been throughout the entire US process. We are continuing our efforts to address local market conditions," said Jonathan Rose of GM Holden.The 'Big Three' have appealed to President Bush for bridging loans to carry them through the first half of 2009 after the American Senate voted-down their original proposal for a bail-out. New-vehicle sales in the USA have collapsed as a result of the American financial meltdown, with analysts forecasting a 17-million market will drop to around 10 million next year.Chrysler, which is only an importer here, will also be affected by any decision in Washington."I don't know very much," Chrysler Australia's managing director, Gerry Jenkins, admitted yesterday."We all know in our heart of heart that the US economy is going to get better. We just don't know where the bottom is. We are riding the bronco."Everything is unfortunately about the US. The economy will have to turn before any positive comes out."