Chrysler Reviews

Chrysler 300C is a big, bold, very American machine with aggressive styling that explains its nickname of ‘the gangster car’.

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.

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

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

Its bold presence and striking looks have given it a real chance in our big car market. Drivetrains and performanceThe 300C is available as a sedan or wagon – 300C Touring – and comes with a choice of four engines: 3.5 litre V6, 3.0 litre CRD V6, 5.7 litre HEMI V8, and the stonking 6.1 litre HEMI V8 SRT we tested, with its 317kW of power and a chunky 569Nm of torque at our disposal.With that under the bonnet you can expect to reach 265km/h, getting to the first hundred in just over five seconds.At just under two tonnes and just over five meters long, the big SRT8 gets power to the wheels via a five speed automatic with AutoStick for manual shifting.For a superior driving experience the 300C has a near 50/50 weight distribution, rear-wheel drive, ESP and five-link rear suspension.As was to be expected, fuel consumption is on the high side at 14 litres/100kms. ExteriorStanding at over five meters long and nearly two meters wide, the 300C has a bold presence on the road.But more than just its sheer size; the high belt line, huge proportion of side glass, chrome exterior mirrors and door handles and the classic, stately grille design come together to create a vehicle that commands respect.The SRT version also has massive 20 inch wheels and an integrated spoiler with high mounted stop light. InteriorThe 300C’s cavernous interior is lined with soft touch surfaces and luxury leather-trimmed seats. The front bucket seats are heated.Tortoise shell and California Walnut trim is available for the bigger V6 and the lesser V8 respectively, with the SRT8 dominated inside by dark leather trim and aluminium panelling.Dual Zone Automatic Temperature Control, a five feature memory system for the driver, rain sensing wipers and a Multimedia Infotainment Systemwith Navigation are all standard on the SRT8.Cargo capacity is flexible thanks to 60/40 split-folding rear seats and large boot. Two front and two rear cup holders make long distance driving easier. SafetyAlong with Electronic Stability Program which includes Electronic throttle control, all speed traction control and Yaw-Control sensor/Steering Control sensor, the 300C range has a Rear park assist System, Tyre Pressure Monitoring System, brake assist and big Brembo brakes.A comprehensive airbag package rounds out the 300C’s impressive safety features. PricingPricing for the 300C range starts at $53,990 for the 3.5 litre V6 auto sedan.The 6.1 litre, Hemi SRT8 auto that we tested starts at $71,990 for the sedan and $74,990 for the Touring – the most expensive car. DRIVINGOur first thought after seeing the 300C in the flesh was how the hell we were going to get it in and out of our miniscule car park without scraping it on one of the many — largely unnecessary – cement pylons. At over five meters long and a coat of paint under two meters wide, its no little shopping trolley.But seeing it in person also revealed its impressive, muscular presence. The huge grille, splashes of chrome and enormous 20” wheels gave it an attitude we reckoned would have attracted those of us who love a good gangster flick and want to bling their way round in a big mean car and count the stares.The 300C’s interior is cavernous. There’s a fine line between the luxury of a lot of space, and feeling you could get lost just in the centre console bin — it really doesn’t need to be that big. Just a fraction smaller and you wouldn’t need a two-way to speak to your passengers. But negatives aside, the seats are comfortable and supportive and the aluminium dash and thumping stereo give a prestigious feel.The sheer power of the big V8 doesn’t disappoint and is surprising given the car’s size. A short squirt on the throttle produces instant thrust and that 'thump in the back of your seat’ punch. Ride and handling — thanks to the 50/50 weight distribution and five-link rear suspension — is firm and smooth and it corners as well as a lot of cars half its size. All in all, it’s probably a little on the large side for out modest needs but it definitely shook off a lot of initial criticisms after a few days behind the wheel. 

If anyone knows how to build a people mover it should be Chrysler. After all, the company claims to have invented the mini-van segment back in 1983. The latest descendent of that model is the new Grand Voyager, which is about to go on sale locally. It is the biggest overhaul of the model since the American people mover arrived here in 1997.“This is the ultimate vehicle for families and people on the go,” says Chrysler Australia managing director Gerry Jenkins. “It offers the flexibility of seven seats and room for heaps of gear without sacrificing fuel economy. The all-new Grand Voyager is the new standard.”That is a bold statement for the under-pressure brand. Chrysler has failed to live up to expectations with its new models.Only the 300C remains strong and accounts for more than half of the brand's sales to February.The good news is the Grand Voyager is a very solid performer. It offers vastly improved exterior style, excellent interior space and some clever seating.The most notable change for the new model is the styling. The people mover has been given a complete makeover in a bid to make it look more like the 300C. The design team was led by Trevor Creed, the man responsible for the popular sedan. The new model is longer and wider and has a squarer look with sharper lines. The improved design carries over to the interior. Although the quality still lags behind European and local standards it is better than previous American models. Hard plastics and unsupportive seats remain the biggest complaints.But what it lacks in quality it makes up for in quantity. The Grand Voyager will seat seven people comfortably unlike some of its people mover rivals. Unlike its competitors which adopt a two-three-two seating layout, the Grand Voyager uses a two-two-three system.Because the second row only accommodates two seats it lets the company fit larger units. Chrysler has two clever seating options available for the second row. The first is Stow 'n Go that sees the seats fold down into underfloor storage bins to give more cargo space. The other option is Swivel 'n Go that sees the two chairs rotate through 180 degrees to let passengers travel backwards.The third-row rear seats are also packed with clever features. They can be stowed away to turn the car into a two-seater or can be folded backwards to provide “stadium seating” so you can really sit in comfort.The seats are just part of a comprehensive in-car entertainment system that can include three video screens and satellite navigation.Chrysler has also incorporated “trends in home lighting” by giving the car halo lights to give it a moody feel at night.Another plus is the rear-parking camera that is standard across the range.The three-model line-up is priced from $56,990 for the 3.8-litre V6 petrol LX. The mid-level Touring starts at $62,990 and the range-topping Limited is priced from $72,990. The 2.8-litre diesel adds $3000 across the range.Chrysler Australia expects 60 per cent of customers to go for the Limited model.While it's good news that the Grand Voyager has a diesel for the first time, it is not as sophisticated or smooth as its European rivals.Its saving grace is the strong fuel economy figures it returns which makes it the engine of choice. On our drive we used 8.8 litres per 100km on a long stretch of country driving and Chrysler claims it will use 12.3 litres per 100km in the city.But while it may not be an impressive engine, with 120kW of power and 360Nm of torque, the CRD is up to the task of moving the van that weighs over two tonnes.The V6 petrol engine produces 142kW and 305Nm and has a more responsive powerplant than the oil burner. But with a combined city fuel economy figure of 18.8 litres per 100km it can't match the CRD.In addition to adding the diesel, Chrysler has also upgraded the gearbox from a four-speed automatic to a six-speed.Australia receives the European suspension tune that is firmer and more responsive than the US settings. Despite this it's still a soft ride but it's very comfortable, especially on long trips. Even though you won't mistake the mini-van for a car it does hide its size well.Comfort is the key with the new car. The designers have tried to maximise interior space by “shrink-wrapping” it. That means the interior contours to the mechanical structure underneath which results in a more cluttered look but more importantly opens up a lot more usable space for the passengers.Competitors such as the Honda Odyssey and Citroen C4 Picasso are cheaper and are worth considering. Although they lack the interior space of the Grand Voyager they offer a far superior driving experience.But in the end you won't buy the Grand Voyager for its performance credentials, you buy it to comfortably carry a large family. And on those grounds it's a winner. SnapshotChrysler Grand VoyagerPrice: $56,990-$75,990Engine: 3.8L/V6 petrol 142kW/305Nm, 2.8L/4-cylinder turbodiesel 120kW/360NmTransmission: 6-speed autoEconomy: 12.3L/100km petrol, 9.3L/100km diesel claimed