Chrysler Problems

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

Chrysler trod a different styling path with its retro turn in the late 1990s. It was a calculated gamble to revive its flagging brands by tapping into a nostalgia craze, particularly in America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were met with wild enthusiasm.Chrysler 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.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 is its clever interior which, in a matter of a few seconds, can be converted from a one-passenger cargo carrier to a full five-seater family wagon. It's all thanks to its seats, which can be moved, folded or even removed.In total, Chrysler claimed there were more than 25 possible seating configurations.  While Americans could buy a Cruiser with a 2.4-litre engine, export markets had to make do with a smaller 2.0-litre unit.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder which put out 104kW at 5600rpm and 186Nm at 4400rpm. Buyers could choose from a five-speed manual or four-speed auto. Performance was adequate for a small car, although looks suggested it was 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 and 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.Early cars are approaching the first major service that 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 and 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. Inspect the interior for signs of damage from commercial use.The 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, and the Limited has front side airbags for added protection of driver and passenger.Worth a look if you need a versatile vehicle, but its flashy styling means you must be able to stand being in the spotlight.

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

Moving large families was always a problem until the advent of people movers.  However, the first people movers were based on light commercial vans, and lacked the refinement of a regular sedan.  That was until the development of purpose-built people movers, like the Chrysler Voyager, specifically designed for family use.MODEL WATCHThe Voyager arrived here in 1997. It had been the most successful people mover in its home market, but would face some tough, well-respected competition here.  The Toyota Tarago was the benchmark, the Honda Odyssey was an acclaimed newcomer, and there were others like the Mazda MPV and Mitsubishi Starwagon.Two versions landed here in the first Voyager wave, the 2878mm-wheelbase SE and a 3030mm-wheelbase LE version. Both could carry up to seven adults in a flexible seating arrangement.The driver and front-seat passenger had comfy bucket seats, while the three rearmost passengers were seated on a broad bench. In between you could have a pair of buckets or a two-seater bench, making up seven seats.Being a semi-bonnetted configuration instead of the cab-over-engine style of most earlier converted vans, it was easy to climb into the cockpit, with access to the rear seats through sliding doors on the sides.Once inside, it was possible to move through the length of the cabin to get access to luggage or settle squabbles with the kids.  There was also another side to the Voyager, adding further to its flexibility: the rear two rows of seating could be removed by unclipping and rolling them out. They were on wheels and could be stored until needed.For people in small business or tradies it meant the Voyager could be used as a van during working hours, and converted for family use when the whistle blew.  Chrysler's designers were intent on designing a comfortable vehicle.The seats were well cushioned, 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 and a dozen cup holders.Underneath, you found fairly ancient foundations. There was 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.The V6 engine was a 3.3-litre slugger with fuel injection in a sea of four-cylinder rivals. Peak power was put at 116kW at 4700 revs, top torque 275Nm at 3250 revs. A smooth four-speed auto transmission was the sole choice.IN THE SHOPRust doesn't appear to be a problem for the Voyager's galvanised body. Paint quality appears good.  Mechanically, the auto gearbox can give problems around 150,000km. The suspension is straightforward, and you should look at replacing wheel bearings around 100,000km.As with early Jeeps, the interior plastic trim parts are inclined to break. The bonnet crumple zones, airbags and seat belt pretensioners all spelled safety.  Drum rear brakes were a throwback to an older time, but the ABS was a positive.OWNER'S VIEWPamela Kriesl says her family's 1997-98 Voyager is a lemon, but says no other people mover matches it. It pulled to the left from delivery, it was difficult to get into reverse, and the auto expired at 99,000km. Add to that problems with the airconditioning, cruise control, headlights, and plastic interior trim parts and a large turning circle. Yet she says it's great to drive, the ride is wonderful, the power fabulous, and fuel economy is great.RATING12/20 Large roomy transport for seven that can also carry a load of luggageGreat flexible seating arrangementGood economy and performance from V6 Loaded with featuresComfortable ride Average build quality