The Plymouth Arrow

The Arrow began life in 1974 as an extension of the Mitsubishi Lancer lineup, known as the Lancer Celeste in Japan, and featured the same drivetrain and underpinnings in an attractive fastback body style.
Dodge had been importing the rear-wheel-drive Lancer, known stateside as the Dodge Colt, to the US since 1969. With fuel prices rising, a global fuel crisis, and with no small car available for sale after the Plymouth Cricket ceased to be imported in 1974, Chrysler re-badged the Lancer Celeste as the Plymouth Arrow (Dodge Arrow in Canada). The car was launched in North America as a 1976 model in September 1975.
Three hatchback models were in the original lineup: base models were equipped with the 1.4 or 1.6-liter "Silent Shaft" engine with a 4-speed manual transmission and wore "Arrow 140" and "Arrow 160" nameplates. A step-up GS model included special badges, striping and interior trim. A 3-speed automatic transmission was also available. The top-of-the line GT model included sport mirrors, a 5-speed manual transmission, sport seats, console, and special striping.

Jim Benjaminson wrote in the Plymouth Bulletin.:

The Colt had been in Dodge's stable since 1971 when Chrysler answered the sub-compact challenge of Ford's Pinto and Chevy's Vega with captive imports. (Chrysler had purchased an interest in Mitusbishi in 1971.) Dodge had an instant hit with its Japanese Colt. Plymouth, meanwhile, got the short end of the deal, with the British
Cricketfrom Rootes Group.When the plug was mercifully pulled on the  Cricket in 1973, observers assumed Plymouth would get its own version of the Colt. That's what happened in Canada, but not stateside, where Plymouth had to carry on with no subcompact. Finally, it was 1976, and Plymouth had its Mitsubishi import. Rather than a version of the Colt, it was an attractive fastback coupe that had a more sporting flair than Colt's hardtop. Called the Arrow, it fit in with Plymouth's Barracuda heritage, with its roof line and folding rear seat.

It was said Mistubishi's stylists, as they were designing Arrow's progenitor (Celeste), were intrigued with the Bricklin. Look at Arrow's rear three-quarter view and you can see evidence of this fascination.
Sharing the Colt's drivetrain and chassis, the Arrow measured in with a 92.1-inch wheelbase, 4.2 inches less than its Dodge sibling. The engine was the standard 1600 cc with an optional 2000 cc overhead cam version; both were four-cylinder hemis. The base engine was available with four- or five-speed manual transmissions and an automatic; the 2-liter started with a five-speed manual.
Arrow was available in three trim levels: 160, GS and GT. The GS, a $208 optional package on the 160, came with styled road wheels, flip-out rear windows, chrome bumpers, a woodtone instrument panel and carpeting in the cargo area.
The GT, with a base price of $3748 compared to the 160's $3175, was the premium model. It boasted all the GS features plus a console, a Rallye Cluster with a tachometer, a soft-trim steering wheel, an overhead console and exterior tape stripes.
Chrysler Canada reversed the U.S.’s choices, giving the Arrow to Dodge dealers and the newly-redesigned Colt to Plymouth dealers. Both were the same car except for the nameplates. From 1973-75 the Cricket nameplate had been shifted to a version of the Colt for Canada's Plymouth dealers; it had unique grille and taillight trim. In its first year alone, Canada's Japanese Cricket doubled the sales of the British version. But once 1976 arrived, the Cricket name was gone for good.

For 1977, the Plymouth Arrow cars gained a new 2.0-liter engine option on the GT and GS. The two-door Plymouth Arrow had sporty styling and the MCA-Jet system, which shot air into each cylinder at high velocity to make combustion more efficient. The Arrow came as Arrow, Arrow GS, and Arrow GT; the GS or GT could be purchased with a "silent shaft" overhead valve four-cylinder of 2.0 liters (starting in 1977), with a standard five-speed manual transmission on the GT (four speed on GS) and optional automatic. The 1.6 liter version of the same engine was standard on other grades, which made do with a four-speed manual transmission or automatic. The Silent Shaft feature would be familiar to later 2.5 liter Chrysler engine buyers, as it used a counter-rotating balance shaft on each side of the crankshaft to reduce vibration and noise. The Arrow could be purchased with full instrumentation, disc brakes, a center console, and a number of other options; the interior was every bit as fancy as considerably more expensive American intermediates.

Dodge Dynasty

The AC-body was introduced in 1988 as the Dodge Dynasty and Chrysler New Yorker. The Dynasty was available in base and LE versions, using the 2.5 L 4-cylinder as a base engine. That engine was new to Chrysler and featured multiple-point injection. The New Yorker and Dynasty LE had a standard 3.0 Mitsubishi V6, which was also an option on the base Dynasty; it had a full 1/3 (50) extra horsepower. Chrysler considered the New Yorker Landau to be a separate model at the time, the main differences being a vinyl landau roof and standard load-levelling suspension and Infinity stereo.

The New Yorker joined an existing New Yorker model, which was renamed New Yorker Turbo for 1988. In that year, the Fifth Avenue was still based on the Diplomat/Gran Fury, and would remain so until 1989, so the New Yorker name was now split from the Fifth Avenue model for the time being.

The Dynasty and New Yorker were similar in architecture to all the various extended K-cars, with a similar suspension, solid rear axle, and common components under the hood and in the chassis; various visible parts were also shared, including the steering column, stereos, and climate controls. The Dynasty bucked the trend of console-mounted shifters and stuck with the tried-and-true column shift, though.

Dynasty and New Yorker got new front struts to reduce ride harshness and noise; partly grooved cylinders allowed hydraulic fluid to bypass the strut piston in normal driving, but under poor conditions the strut piston slid past the end of the grooves, increasing resistance and reducing the impact of the suspension against its internal stops. This was a domestic industry first. The Dynasty and New Yorker also had an optional power truck lid pull-down mechanism. They also had an electrically driven speedometer and odometer.
In 1990, the dashboard was changed slightly and the 3.3 V6 was added to the option list (the 3.8, too, but we'll get into that later). Also in 1990, the platform was stretched slightly to create the Fifth Avenue and Imperial (Fifth Avenue had 3.3 standard, 3.8 optional - Imperial had 3.8 standard). The only real difference was the rear doors were a bit longer. Also, the front end on the Chrysler models was given a sloping treatment, but otherwise looked the same. Dynasty was never changed on the outside.

The dashboard used from 1990 to the end was similar in many ways to the older big-body cars, but considerably smaller. Switchgear felt rather dated even at the time, with a feel from the 1970s. Indeed, the Dynasty was a good option for those who missed their Polara’s interior.

These cars were the only EEK (K-based) Chrysler, Plymouth, or Dodge cars to use either the 3.3 or 3.8 liter engines, which were otherwised reserved for minivans until the LH series was produced. The Fifth Avenue and Imperial remain the only cars to use the 3.8 engine.
[Webmaster addition: the Imperial was generally viewed favorably by the press for its ride and fuel economy, and was rated highest in quality among domestic cars by Consumer Attitude Research. However, one magazine suggested that its dismal sales were probably due to the lack of a V-8, which was desired more as a status symbol ("price of entry") than for its actual acceleration.]
There was a base New Yorker model offered in the early 90s-a badge-engineered Dynasty. The only difference was the grille didn't have the Dodge "gunsights." All other things were identical.
The Canadian version was known as the Chrysler Dynasty. I know of no European export version of these cars.
The 3.3 engine made the car perform quite well - my 1993 Dynasty (with 152,000 miles on the clock as of this writing) handily beat both a Beretta GTU (it has decals, so it's gotta be fast!) and a '98 Ranger Splash with the 4.0 liter V6. Almost kept up with a 5-point-slow Mustang! This was probably the strongest of all the older front wheel drive Mopars since it used all the heavier-duty minivan underpinnings.

Features

Dynasty and New Yorker front struts were unique to American cars at the time, and were specially designed to reduce ride harshness and noise; partly grooved cylinders allowed hydraulic fluid to bypass the strut piston in normal driving, but under poor conditions the strut piston slid past the end of the grooves, increasing resistance and reducing the impact of the suspension against its internal stops. The Dynasty and New Yorker also had an optional power trunk lid pull-down mechanism and load-adjusting suspension. Basic suspension design and other engineering features were similar to other contemporary models.

Chrysler New Yorker introduction materials (written by Chrysler in 1988)

Chrysler is introducing an all-new, larger series of front-wheel drive luxury sedans for the 1988 model year. They'll wear the prestigious New Yorker and New Yorker Landau nameplates. While retaining the name that has graced Chrysler's full-size, top-of-the-line sedans for almost half a century, these longer, roomier, more luxurious four-door models provide all the features that buyers of large sedans seek: formal appearance, confident performance, assured handling, quiet riding comfort, luxurious appointments, and an array of convenience features. And they are backed by an outstanding warranty.
Styling is elegant in both the highline New Yorker model with its crisply designed all-new utitized body, and in the premium Landau version, distinguished by its formal, padded vinyl landau roof, and a more opulent level of equipment. Both are distinguished by an impressive waterfall-design grille flanked by concealed headlamps.

Built on a 104.3-inch wheelbase and measuring 193.6 inches overall, the New Yorker and New Yorker Landau provide seating for up to six occupants plus a 16.5-cubic foot luggage compartment. The New Yorker and Landau models feature Chrysler Motors' first passenger car use of the 3.0-liter V6 electronic fuel-injected engine coupled with 3-speed automatic transmission and fuel saving lockup torque converter as standard equipment.
Estimated EPA fuel economy is 19mpg city/25 mpg highway, providing extensive range. Other key features are 18:1-ratio precision feel power steering, a redesigned and specially-tuned suspension with new design struts and gas-charged shocks, an automatic load-leveling system (standard on the Landau), power front disc brakes and automatically adjustable rear drum brakes, or optional four wheel power disc brakes with anti-lock system.
The well-appointed interiors provide quiet-riding comfort on inviting "loose pillow" type front seats in the Landau and elegant pleated cloth seats in the New Yorker. Mark Cross leather interior packages are optional.

Full analog gauge instrumentation with electric analog speedometer and graphic message center is standard on New Yorker. The Landau has full electronic digital instrumentation and a mini trip computer. Standard radio is a 4-speaker AM stereo/FM stereo. Optional cassette systems with 8 Infinity brand speakers are designed to provide concert hall quality. Convenience features include a new Automatic Temperature Control air conditioning/heater system, remote hood, trunk and fuel filler door releases; 50-50 split bench front seats with individual seat back recliners; front and rear folding center arm rests; front and rear reading lamps; interior courtesy lights; dual visor vanity mirrors; dual heated power side mirrors; an electric rear window defogger; side window demisters, intermittent wipers, plus cupholders and map pockets. The deck lid opens from bumper level for loading ease, and a power deck lid pull down mechanism is optional.

Standard equipment in the Landau includes nearly all of the above plus automatic power door locks, a power 6-way driver's seat, tilt steering column with leather wrapped wheel, electric speed control, front seat back assist straps, and luxury wheel covers.
Convenience options include an Electronic Vehicle Information Center with numerous vehicle system displays, including compass and outside temperature displays in an overhead console, lighted vanity mirrors, power radio antenna, dual headphone jacks (for Infinity systems) mounted in the rear shelf panel, and a power dual action sun roof. Options are available in selected groups in discount packages.
Seat belt systems include low-tension unibelts for front outboard passengers and lap belts for center positions and for rear outboard passengers. The Landau provides vertically adjustable head restraints for outboard rear occupants as well as 4-way adjustable head restraints for front occupants.

The cars had 5 mph front and rear bumpers; front fender and quarter panel moldings were fitted close to the bumper. A spring-loaded design in the end of the molding allows the bumper to force the quarter moldings away from the body in event of impact then return them to normal alignment. Adding to appearance, these cars have aircraft-type curved doors and flush windshield and back window glass.
These new models have received 37 different treatments for noise, vibration, and harshness control. For corrosion protection Chrysler uses galvanized body panels and a stainless steel exhaust system, and metal moldings are co-extruded with PVC plastic or otherwise isolated from body metal. The new sedans are available in 10 exterior colors applied with an exclusive paint system that improves clarity and gloss of the finish. It is the only two­component clear coat process in the industry. Exterior colors are coordinated with a choice of four interior colors.

Drew reviews the 1991 Dodge Dynasty LE (written in 1991)

My great-uncle Harvey was a conservative, upstanding sort of guy who always drove big, full-sized Dodge 4-door sedans. Uncle Harvey would undoubtedly like the 1991 Dodge Dynasty. The Dynasty looks a lot like how I remember Harvey's cars, but maybe at about 7/8ths scale (Harvey's last car was a huge 1965 Dodge Custom 880 sedan, if I remember right). The Dynasty exhibits lots of straight lines and near-right angles, without much concession to aerodynamic trendiness. In short, it looks—well, conservative and upstanding.
I personally like the looks of the Dynasty, though my wife thinks it looks "old-fashioned". Maybe that's part of the appeal for me. The car has traditional American value written all over it, from its distinctly squared off roof to its no-nonsense rectangular grille.
This impression doesn't change once inside the car, either. The seats look comfortable and well-designed, but there's nothing particularly flashy about them; just nice, conservative upholstery and colors. The dash has a full set of guages, each set in its own particular rectangular face. Even the door panels exhibit squared off details. For instance, the power window controls are arranged in neat, orderly rows, as are the power seat adjusters.
The front seat is especially comfortable for two people, with plenty of built in support and grippy fabric to hold you in place during cornering (though this being the conservative car that it is, you certainly don't want to be flying around corners fast enough so that people notice, do you?). The rear seat is quite comfortable for two as well, though I found that the power seat mechanisms under the front seats cut into toe room a bit. The Dynasty makes a great four passenger car but things may be a bit cramped for six.
With the combination of 6-way power seat adjustment and tilt steering wheel, it's fairly easy to come up with a comfortable driving position in the Dynasty. However, I always felt like I was sitting a bit low in relation to the dashboard (or maybe the top of the dashboard seemed a bit too high--everything's relative). Hiking the seat up to what felt like a good height resulted in the top of my head being polished by the headliner. I did finally grow used to the "lowrider" driving position, but never completely forgot about it.
Though the Dynasty looks quite conservative, it behaves with almost youthful vigour. The car I drove (a top of the line LE model) was equipped with the standard 141-horsepower, Mitsubishi-built 3.0 liter V6 engine and electronically controlled 4-speed automatic transmission. This powertrain gives the Dynasty surprisingly strong acceleration from a standing start and also makes passing on a two lane highway a breeze. A larger, Chrysler-built 3.3 liter V-6 with 147 horsepower is optional in the Dynasty, but the 3.0L V6 in my test car certainly had plenty of zip for every situation I encountered. A 2.5 liter, 4-cylinder engine offering 100 horsepower and a 3-speed automatic transaxle are standard on the basic Dynasty. However, my feeling is that the 4-cylinder powertrain might be a bit too conservative, even for someone like uncle Harvey.
The Dynasty is a wonderful highway cruiser. The ride is well-controlled and almost completely serene, except for a tiny bit of road noise that makes it through all of the sound insulation. The engine is completely inaudible at highway cruising speeds, mostly due to the overdrive top gear in the transaxle--the 3.0L V6 is turning a very relaxed 1950 RPM at 60 MPH. The transaxle generally shifted very smoothly, but there were one or two occasions where I felt a rather abrupt downshift into low gear as the car was coming to a halt.
This automatic overdrive transaxle also contributes to the Dynasty's good fuel economy, which is rated at 20 MPG city/26 MPG highway. Over the time I drove the car, it averaged just over 22 MPG--good for a largish sedan with ample power.  Uncle Harvey would have been pleased.
I came away from my week-long experience with the Dynasty very favorably impressed. I really wouldn't mind owning one of these cars. They are comfortable, exhibit good road manners and they perform well, plus they are priced quite reasonably. I give it two thumbs up--one for me, and one for my great-uncle Harvey.

1993 Dodge Dynasty LE, written in 2004 by David Zatz

We test drove a 1993 Dodge Dynasty in good condition with about 80,000 miles. By today's standards, the doors felt somewhat clunky, but after 11 years, it's possible that the hinges had bent a bit. The car still looks good on the outside - it has style. Inside, it has a standard extended K-car dashboard that doesn't look much different from the 1989 Reliant; faux wood trim that creates some sense of elegance (without looking like real wood) differentiates the Dynasty from its cheaper siblings. The seats are soft and comfortable, more sofa than sports-car, and the bench-like front seat has a split in the middle which accommodates two fold-down armrests - each with a cupholder hidden in the end, ready to be unfolded. The dashboard is backlit with Chrysler's formerly-standard soothing green at night.
The 3.0 liter engine has some pep, but does not burn up the track; it's the equivalent of a 2004 four-cylinder, putting out 150 horsepower. It's able to keep up with traffic easily, and accelerates well, but the 3.3 is clearly a better choice. The transmission is smooth, and ours had absolutely no "bump-shifts" or other anomolies of many of the four-speed automatics.
We were left with the impression of a car that was halfway converted to be upmarket - but not completely - and should have been sold as a Plymouth. It is not sporty; though it handles turns fairly gracefully, nobody would mistake it for having a performance suspension. The ride is surprisingly smooth and easy without the "lounging" and swaying of most softly-sprung vehicles. The dashboard is a mix of parts recognizable to other Mopar owners, including the corporate climate control also used in theShadow/ Sundance. We found it fairly enjoyable, but wished for that 3.3 liter V6.
This is a nice car for everyday commuting by people who don't want sport, just day to day comfort.

Dodge Omni

     

The Omni/Horizon was designed by Chrysler Europe (a merger of Simca and Rootes Group). The Omni and Horizon were the first North American mass-produced cars with a transverse mounted engine, and the first front-drive subcompact four-door hatchbacks made in America; they were also the first front wheel drive Chryslers, and the first to use a semi-independent rear suspension, with trailing arms and coil springs. The construction was unibody, with an independent iso-strut coil-spring front suspension.
In 1990, there was a 1" diameter front stabilizer bar, with no rear stabilizer bar. Rack and pinion steering was available in both manual and power versions. Base wheels in 1990 were 13 inches, not unusual for the day, with ride-oriented P165/80 tires softening the stiff suspension.

While the American Omni/Horizon started out with European engines - some designed by Chrysler Europe, but officially called "Peugeot" because Peugeot bought Chrysler Europe; others designed and sold by Volkswagen - most were eventually equipped with the standard corporate 2.2, once production got up to speed. With fuel injection, the base 2.2 generated (depending on the year) about 93 horsepower with peak torque of 122 lb-ft at only 3,200 rpm. The Volkswagen engines, at 1.7 liters, were modified versions of the Golf/ Rabbit/Jetta powerplant. The three sets of engines - VW, “Peugeot,” and Chrysler - all had different displacements.
In Europe, Chrysler and Talbot Horizons used Simca engines, in 1.1, 1.3, and 1.4 liter sizes through their full lifespan.
The Omni/Horizon were internally labelled L-bodies (A included Valiant and Duster, B included Belvedere and Charger, C included big Chryslers, E was Challenger/Barracuda, etc.) [This section written by Allpar staff]

Geoffrey Lee noted: “This car helped pull Chrysler from the edge of oblivion. However, in crash tests, this car did not fare well. If you were involved in a front end collision of any type, survival stats were not that great, and crash-ability tests were one of the factors that lead to the decision to close this model down."

History of the Dodge Omni and Plymouth Horizon

    

The year is 1978. Chrysler Corporation attempts to stay alive, making marketing changes in their product line. Chrysler continues to offer larger cars in weakening economic times. On November 2, 1978, the new Chrysler president, Lee Iacocca, replaces chairman John Riccardo.
The first front-wheel-drive subcompact car ever to be built in America hits the showroom...the Dodge Omni and Plymouth Horizon. [Webmaster notes:] Based on the Horizon of Chrysler Europe, [End note]the Omni/Horizon would help to save the corporation from bankruptcy. For once, Chrysler displayed a product that was right for the times.

The Dodge Omni and Plymouth Horizon were probably the first economical cars Chrysler had ever produced. Similar to Volkswagen's trend-setting Rabbit, these were four-door hatchback models that offered an enhanced sense of practicality, roominess, and softer ride. Powered by a 4-cylinder (VW) 1.7-liter overhead-cam engine, it developed 75 horsepower at first. Consumers were eager, buying 189,000 total in its first year introduction - mostly Plymouth Horizons, with relatively few Omni moving out the door. The 1978 Horizon had a mere 99 inch wheelbase and 165 inch length, but the hatchback design and front wheel drive maximized interior and cargo space; cornering was very good and ride was smoother than most competitors. The meager 2,167 pound weight (while still much heavier than the Corolla) allowed the 70 horsepower, 105 cubic inch engine to stay peppy and helped gas mileage. A year later, the Horizon TC3 would join the standard Horizon, and the Fury would quietly fade away.

The stunning success of the Horizon didn’t surprise Burton Bouwkamp, one of its creators. He wrote, “We knew it was a great car and attractively priced. It ran eleven years with very few changes. We must have built around 2,500,000 Omnis and Horizons. It's still a good car. If we had modernized and improved it I think it would still be around.”

Chrysler Alpine: the European-American small car that never got a chance (by Burton Bouwkamp)
The boss (President) in 1974 was Lynn Townsend. He sent George Butts (Vice President of Product Planning), Len Piconke (Director of Marketing), and I (Director of Product Planning) to Europe to find a small car for Chrysler USA. We worked Monday through Thursday at the Chrysler-Europe Technical Center at Whitley near Coventry, England and flew home on Friday. We worked Saturday and Sunday at Highland Park on the presentation for Monday AM.
We recommended that Chrysler build the Chrysler Europe C6 in the USA. After our presentation, Lynn said, “I sent a bunch of high priced executives to Europe to find a subcompact and they come back with a stupid blankety-blank recommendation like this!” He never explained why he felt that way — too expensive and not profitable enough I guess. 

     

The C6 (Chrysler Alpine) was only a clay model in 1974, and it won Europe's Car of the Year award in 1976 — beating out BMW, Ford, VW, etc. It was the right product for Chrysler America!
In 1975 I was made head of the Whitley Technical Center and we did another European Car of the Year in 1978 — the Chrysler Horizon. Lynn Townsend had retired and Chrysler decided to build that design in the USA. The American version (Dodge Omni/Plymouth Horizon) was Motor Trend’s Car of the Year in 1978. Between Europe and the USA we built more than 3,000,000 Horizon/Omnis over the next ten years. Chrysler USA could have had a winner two years earlier.

Europian Horizons and how the Volkswagen Rabit imitated the Horizon's predecessor

The Omni and Horizon were in production between 1978 through 1990. Throughout the eighties, Omnis never sold even nearly as well as the Horizon did. In 1979, a sunroof became available for both models. In 1981, a new 2.2-liter 84 horsepower 4-cylinder became available and the term "Miser" was mentioned for the basic model with 1.7 engine, presumably to compete with the new, cheap Ford Escort. Throughout 1981 and 1982, an extremely limited number of Euro-models were offered with blackout trim in the package. The Custom package replaced the Miser and Euro models.

In 1979, the sportier-looking Charget/Turismo was introduced (also known as TC3 and 024), the first car to use the Charger name since the 1970s muscle car was dropped. Popular Mechanics would later test the new Shelby Charger against the original.
For 1981, electric-fan airflow was improved with a fiberglass-filled propylene fan, with a 1 inch larger diameter; the radiator was enlarged in frontal area and thickness.
For 1982, a linkless sway bar was used: this essentially used rubber isolators to hold the sway bar to the lower control arm and crossmember. Chrysler claimed this reduced body roll when cornering, and made the ride more comfortable.

    

In 1984, an SE (sport-edition) model was created with two-tone coloring available, and the basic styling that would continue until 1990 was put into place. The instrument cluster was revised, and blackwalls became standard. Most significantly, 1984 brought the new Omni GLH — for "Goes-Like-Hell." This lightweight Dodge Omni had the 2.2 liter engine with turbocharged power. Omni GLH and GHL-S page.
For 1984, the Horizon was aimed at domestic buyers looking for a small-but-not-too-small car, and import buyers. It arguably offered the best value for the money, with a good level of performance, gas mileage, and interior space. The Horizon, even in base model (with "blackout" exterior), was more than entry-level transportation. New features included a five-speed stick, 165/50R13 tires standard, various cosmetic changes inside and out (with new gauge cluster), Rallye instrument panel option with full gauge cluster, new seats, and four-spoke steering wheel. A "Shelby" version of the 2.2 was available with 110 hp.

1986 simply brought about a center-mounted stop-light. Dodge again got the hot Omni GLH, Plymouth the ordinary version; both had coupe versions, the Turismo and Charger. These were the only Chrysler vehicles to have semi-independent rear suspensions; the Caravan and Gran Fury used standard four-leaf spring rear suspensions, and the Reliant and Caravelle used a trailing-arm rear suspension.
The 2.2 liter engine made the Omni and Horizon quick, but still turned out 26 mpg city, 36 mpg highway (with manual transmission). The base 1.6 engine beat that with 31/39. Radio options were similar to the brands’ top of the line cars; electronic spark and fuel control were standard. Base models had a speedometer, voltmeter, and fuel gauges, with dummy lights for other functions, but an optional instrument panel was identical to the attractive, high-end design used on Turismo. In a break with the past, the wipers/washers were on a stalk.

1987 brought the "America" program, which improved quality of production and helped cut costs by offering a single price with limited options (in Canada, the Omni America was called the Omni Expo). The instrument cluster was revised with tachometer, oil pressure and voltage gauges added. The 1.7-liter was dropped; only a Chrysler-built 2.2-liter with 96 bhp was offered. The Omni America was the lowest-priced car in its class in America.

In 1988, fuel injection on all Omnis and Horizons was standard, with the 2.2 engine producing 93 bhp — the rating it would keep for the next six years.
1989 brings some changes to the engine which allow for quieter and smoother running. Major service pointers were highlighted with paint for checking fluid levels.

Finally in 1990, the America edition was dropped. In its last year, a driver-side airbag was added, along with rear-seat shoulder belts and a revised climate-control system.

Dodge Spirit

Introduced in January 1989, Dodge's compact Spirit front-drive 4-door sedan and the nearly identical Plymouth Acclaim were three inches longer in wheelbase than Aries/Reliant, which they replaced. Spirits came in base, LE, and sporty ES trim. Early models lacked a driver-side airbag, but that safety feature arrived as the regular 1990 model year began. All-disc brakes went into the ES at that time, too. Spirits had three engine choices: a standard 2.5-liter 4-cylinder, optional 3.0-liter V6, and a turbo that was standard in the ES. Base Spirits held front bucket seats and 14-inch tires, with a front bench and split-back rear seat optional.

1995-2000 Dodge Stratus

                           



Introduced in the mid-'90s, the Dodge Stratus was a replacement for the aging and boxy Spirit. It was one of three sedans based on Chrysler's "JA" platform, including the Plymouth Breeze and Chrysler Cirrus. Among these triplets, the Stratus was touted as the sportiest, and it took the role as the midsize car in Dodge's lineup.

The first-generation Dodge Stratus was known mostly for its sharp styling, roomy interior and value. Dodge followed it up with a redesigned model for the start of the new millennium that featured additional safety equipment and a more powerful V6 engine. A coupe model also debuted.

The Stratus had a decent run but ultimately never achieved the superstar status that Dodge had hoped for. In terms of refinement, build quality and reputation for reliability, it couldn't match top import models. Production ended after the second generation. As a used sedan or coupe, the Stratus is a fair choice. Consumers prioritizing price or exterior styling might find it worth a look.


Most Recent Dodge Stratus
The second and last generation of the Dodge Stratus covered model years 2001-'06. Sedan and coupe body styles were offered. Mechanically, there is a fair amount of difference between the two. The Stratus coupe (formerly known as the Avenger) was actually based on the Mitsubishi Eclipse of the time and differed from its Japanese cousin mainly in its sheet metal. The Stratus sedan was still a Chrysler design.

A large trunk and fairly roomy interior, thanks to Chrysler's "Cab Forward" design philosophy, were two of the Stratus sedan's strong points. Another was the car's handling -- it felt sportier than many other mid-priced, midsize sedans of the time. Even so, most used Stratus shoppers will likely be attracted mainly by the price, as the cars haven't really held their value the way Japanese sedans of the same size would. The Stratus coupe could be a good buy for someone who wants a comfy, V6-powered coupe as opposed to a small, high-strung sports car.

In general, coupes were available in base SXT and sporty R/T versions. Sedans came in base SE, midgrade SXT, luxury-oriented ES and R/T guise. Stratus coupes were powered by a 2.4-liter inline-4 producing 147 horsepower; R/T versions had a 3.0-liter V6 rated at 200 ponies. Both engines could be had with either a five-speed manual or four-speed automatic transmission.

The sedans had Chrysler engines. Some models were fitted with a 150-hp, 2.4-liter four-cylinder, but most had a 200-hp 2.7-liter V6. All sedans came with a four-speed automatic transmission.

Past Dodge Stratus Models
The first generation Dodge Stratus was available from 1995-2000. The sedan (there was no coupe) was originally offered in two trim levels: base and slightly more luxurious ES. Base models had a 2.0-liter, four-cylinder engine making 132 hp. Optional was a larger 2.4-liter making 150 hp. For the ES, Dodge offered a 168-hp, 2.5-liter V6.

There were no major changes to this generation, so potential buyers shouldn't feel a need to focus on any particular year. At the time, the Stratus earned high marks for its edgy styling and larger-than-expected interior and trunk.

Dodge Avenger 

     


Thus far, Dodge has used the name "Avenger" on two wholly different cars from different time periods. The first Avenger was a midsize, two-door coupe born in the mid-1990s. Noted mostly for its stealthy good looks, the original Dodge Avenger also featured a reasonably roomy cabin and an appealing blend of handling and comfort. It enjoyed some success both with critics and consumers, though at decade's end it faded away with little notice. After a long hiatus, the Avenger name resurfaced in 2008 when Dodge deemed it fitting for the successor to the Stratus sedan.
Unfortunately, the second-generation Avenger has not enjoyed the positive reaction of its two-door predecessor. Until a couple years ago, the Dodge Avenger was one of the least appealing midsize sedans available. A recent overhaul fixed many of the Avenger's faults, making it more competitive. But we still think most consumers will be better off looking elsewhere for their next family sedan, as the majority of the Avenger's rivals, both import and domestic, offer superior interior designs and a higher level of overall refinement.
    
Current Dodge Avenger
The Dodge Avenger shares much of its engineering with the Chrysler 200 sedan. The differences between the two come down to styling, as the Avenger's more aggressive shape is aimed at a younger audience. Dodge Avenger buyers have a choice of two engines: a 2.4-liter, 173-horsepower four-cylinder or a 3.5-liter V6 good for 283 hp. The four-cylinder sends its power to the front wheels through either a four- or six-speed automatic transmission, depending on trim level. The V6 gets a six-speed auto with a manual-shift mode.
The Avenger's trim lines are SE, SXT, SXT Plus and R/T. The SE is reasonably well equipped, while moving up to the SXT and SXT Plus will get you features like automatic climate control, heated seats and an upgraded sound system with digital music storage. The R/T has leather seating and a sport-tuned suspension. Both the SXT Plus and R/T come standard with the V6.
The Avenger's interior boasts soft-touch materials and tight construction; both are among the best you'll find in a midsize sedan. However, the look is a tad generic, the available in-car electronics are a bit behind the times and there isn't as much space for passengers. As for the Avenger's engines, the base four-cylinder is barely adequate (especially with the four-speed automatic) and sounds unrefined. The V6 engine is very strong, however, boasting the most power in its class as well as strong fuel economy. Handling is also pretty good, although again, not quite up to the class leaders.
In total, the Dodge Avenger is a solid sedan that could be worth a test-drive, particularly if you're prioritizing a V6 power plant and value. But in general, we think you'd be better served by some other competing models.
    
Used Dodge Avenger Models
The second-generation Dodge Avenger debuted for 2008 and is represented by the current model. However, the Avenger was so poorly received that it underwent a major overhaul for 2011. It has been unchanged since then, other than a renaming of trim levels for 2012 (originally Express, Mainstreet, Heat, R/T and an additional fully loaded Lux trim).
From 2008 through '10, there were three engine options: the current four-cylinder, a 2.7-liter, 189-hp V6 and a 3.5-liter, 235-hp V6. There were also three trim levels -- SE, SXT and R/T. The base four-cylinder-only SE came with air-conditioning, a CD stereo, full power accessories and cruise control. All-wheel drive was optional in that first year on models equipped with the 3.5-liter V6. For 2009, all trim levels received more sound insulation, the 2.7-liter V6 became a fleet-only engine option later in the year and the R/T trim was newly available with the four-cylinder engine. For 2010, the SE trim level was deleted and the Express trim added.
These early model year Avenger sedans suffered from a variety of ailments. Neither the four-cylinder nor the V6 engines were particularly good in regards to performance, refinement or efficiency. The interior was also far below that of the competition, with designs and materials that were best described as rental-car quality. If that wasn't enough to drive buyers away, the Avenger was also stuck with lifeless steering, excessive body roll and underachieving brakes. We highly recommend that you look at different used family sedans.
The first Dodge Avenger was sold from 1995-2000. Employing a platform derived from the Mitsubishi Galant and similar to the one used in the contemporaneous Mitsubishi Eclipse, the Avenger had the Chrysler Sebring coupe as its twin and debuted with two powertrains. The first was a 2.0-liter four-cylinder with 140 hp mated to a five-speed manual or four-speed automatic -- all borrowed from the Dodge Neon. The step-up engine was a 2.5-liter, Mitsubishi-built V6 with 155 hp, mated to a four-speed automatic. The Avenger's trim lines were base and ES.
Initially, the base model opened with the four-cylinder engine, 14-inch wheels, a radio and dual airbags. The V6-powered ES model came with an upgraded suspension, antilock all-disc brakes, 16-inch alloy wheels, rear spoiler, air-conditioning, a cassette deck and cruise control. Base models could add most of the ES's items, while ES models could add leather seats and a sunroof.
The Avenger's biggest changes came in 1997, when meaner styling adorned the body and new 17-inch wheels were made available to ES models. More significantly, both the base and ES now had the four-cylinder standard, with the V6 optional. For the Avenger's final year in 2000, Dodge made the V6 standard on both, and also loaded up the ES with a power driver seat, leather and keyless entry.
The Dodge Avenger was a fairly appealing coupe in its day as long as the V6 was specified. The front seats were comfortable, and unlike in most cars sporting two doors, the Avenger's rear seat actually offered some semblance of comfort for adults. The Avenger also held the advantage of actually looking like a coupe instead of a bland sedan with two fewer doors. However, the Avenger's record for reliability is notably poor. As such, we wouldn't recommend it as a used-car purchase.

    

 Dodge-branded Nisan, Trazo C1.8, appears in South America

Dodge Trazo C1.8 has been premiered at the Paulo Motor Show. This car is aimed at the Latin American markets (Brazil, Argentina, Paraguay and Uruguay).
Dodge Trazo C1.8 has a 102.4-inch (260-centimeter) wheelbase and short front- and rear-overhangs which make it suitable for narrow city streets.
Dodge Trazo C1.8 is powered by a 1.8-liter DOHC 4-cylinder engine that’s E-100 ethanol-capable and can be coupled with both automatic and manual transmissions.


Press Release
Chrysler LLC launches into a new segment in Latin America with the introduction of the new Trazo C1.8 by Dodge at the Sao Paulo Motor Show. Trazo C1.8 will be offered as a four-door sedan with exceptional value and fuel efficiency in Brazil, Argentina, Paraguay and Uruguay. The Trazo C1.8 will be built by Nissan Motor Co., providing Chrysler LLC a high-quality entry into these fast-growing markets.
“The new Trazo C1.8 by Dodge allows us to enter into a segment in which we currently do not compete,” said Mike Manley, Executive Vice President – International Sales, Marketing and Business Development, Chrysler LLC. “The Trazo C1.8 offers customers a high-quality vehicle with great value and provides our dealers with further opportunities to expand their business.”

The exterior of the Trazo C1.8 provides an athletic, yet modern design that is consistent with the rapidly growing Dodge brand. Trazo C1.8’s maximized 102.4-inch (260-centimeter) wheelbase and short front- and rear-overhangs create perfect proportions for city streets, while expressively long rooflines highlight the comfortable and spacious interior.
Trazo C1.8’s grille features intricate louvers that create a contemporary look while integrating the new Trazo emblem. Large halogen headlamps wrap around to front fenders and provide a striking appearance while improving illumination. These elements, combined with a sporty, integrated body-color front fascia, reinforce Trazo C1.8’s youthful looks.

Trazo C1.8’s side profile illustrates aerodynamic efficiency while highlighting generous passenger space within. A raked-back windshield improves Trazo C1.8’s drag coefficient to a low 0.31 Cd while offering a higher roof height for passengers seated in the front and rear. Clean and crisp body-side forms provide a look of sophistication and give balance to the large side glass that gives Trazo C1.8 passengers great visibility.
A well-tailored rear end completes the exterior design while hinting at Trazo C1.8’s cargo versatility. An efficiently shaped deck lid is sandwiched by large jeweled taillamps and provides a strong, integrated look with the wide C-pillar. The deck lid also sits nicely below the large rear window to avoid blocking the driver’s rear view. A large chromed license plate brow and centered Trazo line emblem atop the deck lid ensures the Trazo C1.8 is not a bland, run-of-the-mill four-door.

Space utilization and high-quality interior materials provide Trazo C1.8 with a generously sized interior, rewarding its passenger with comfort and craftsmanship.
Utilizing its longer wheelbase, an interior length of more than two meters front to back makes Trazo C1.8 by Dodge roomy and provides the space needed for an active lifestyle. An up-right seat height position in both front and rear seats allows plenty of leg room. Front-row seats are larger and more comfortable than most C-segment vehicles and deliver comfortable leg room at any position with little compromise to rear-seat passengers. A 60/40 split fold-down rear seat accommodates larger items, while adjustable head rests and a folding arm rest add comfort for up to five passengers on longer road trips.

The instrument panel of the Trazo C1.8 by Dodge duplicates the exterior’s elegantly simple design with a horizontal layout and very efficient use of space. The instruments are housed in three chromed ringed pods, nested in clear view through the sporty three-spoke steering wheel. The center stack contains easy-to-reach climate controls and audio system in addition to a covered storage compartment. A center console, with additional storage features and an ergonomically designed shifter location, flows seamlessly from the instrument panel and defines driver and front-passenger seating areas. Metallic accents on the instrument panel, door panels, steering wheel and other touch points finish off Trazo C1.8’s modern look.

The Trazo C1.8 by Dodge will be available with a 1.8-liter DOHC 16-valve four-cylinder gasoline and E100 ethanol-capable engine with both automatic and manual transmissions. The Variable Valve Timing (VVT) powertrain offers fuel efficiency along with fun-to-drive excitement the Dodge brand is known for.
Quality is a priority for the Trazo C1.8 by Dodge. A three-year, 50,000-kilometer limited warranty is standard on Trazo C1.8, providing ownership confidence.