Plymouth Reliant, Dodge Aries, and Chrysler LeBaron K-Cars

Originally written by Aaron Gold. Modifications suggested by Michael Swern, whose 140,000 mile 1985 Reliant Wagon was still going strong when we last heard from him in 2004; LeBaron added by Anthony Forte.  See the "every extended K-car" (EEK) forum and Chrysler Town & Country.

Overview (by Stephen Lyons)

The original K-cars, the Dodge Aries and the Plymouth Reliant, had a smartly integrated front wheel drive layout that represented a new breed of American automobile.
The public clearly liked the new vehicles, quickly buying hundreds of thousands of them. In their nine years, the original K-cars were a true success story — and that’s not even to mention all their siblings with slightly altered wheelbases and suspensions, which were produced through 1994.
The K-car’s angular styling was the norm in the early 1980s, and with its long hood and short rear deck, it had good proportions; its performance was more than adequate compared with the other cars of the day, and with the average car of the muscle-car era, which was most likely to have a straight-six or economy V8 pulling much more weight.
The K-car platform proved eminently flexible, being stretched, compressed, and reconfigured to produce such diverse vehicles as the famed minivan, the 0-60-in-5.8 Spirit R/T sedan, and the exotic two seat Chrysler's TC by Maserati grand tourer. Even the base K-car became the Chrysler Town & Country wagon.


One reason for the cars’ success is how well designed the 2.2 liter four cylinder powerplant was. Except for a substandard average head gasket life [fixed in later years], these were reliable and able to handle far more power than originally foreseen. Unlike many small overhead cam engines, it is a noninterference design, so if the timing belt slips or breaks, the pistons and valves do not thrash each other into oblivion. Aside from the starter's location (under the back side of the block), routine repair and servicing is a breeze.
A 2.6 liter four made by Mitsubishi was available as well; it tended to have issues with the valve seals and an overly complex, expensive Mikuni carburetor, but was otherwise a strong design.
Many details of the new cars were refreshed; the Aries and Reliant ended up with the least door closing effort of any Chrysler vehicle, regardless of price, thanks to a new door latch, which was also more resistant to freezing. New door locks were introduced (these were used on other carlines as well). An electric fan replaced the engine-driven models of past models, with a standard shroud.
By 1982 Plymouth had the Reliant patrolling the streets of America in full police car trim. Reviving a term used in the past, it was called the Reliant Scout Car. Powered initially by a standard 2.2 liter 135 cid engine with 84 hp, or an optional 2.6 liter 156 cid 92 hp Mitsubishi Silent Shaft four, the Scout Car joined the midsized Gran Fury Pursuit and the Voyager as Plymouth's offerings to law enforcement. (this paragraph from Jim Benjaminson)




Chrysler, lacking a small V6, brought turbocharging to the masses during the 1980s. This brought some high performance variants, such as the Dodge Shelby Daytona and the Chrysler LeBaron GTC/GTS versions. Styling of these K-car derivatives was more aerodynamic and exciting than their Aries/Reliant ancestors, too — though the Aries and Reliant had put in over 320 hours of wind tunnel testing, and had 20% less drag than they had when initially penned.



While the K-car eventually ranged from sporty compact to minivan, most of that proliferation was not originally in the plans, which makes it all the more impressive. Burton Bouwkamp, head of body engineering when the K car was designed, wrote in 2009:

The K car was a clean sheet of paper design with a power train that was common with the L body (Omni/Horizon). We knew there would be 2 door and 4 door station wagon models but we did not anticipate the G-24 coupe (Daytona) or the convertible. Both were Lee Iacocca additions. We also did not anticipate the stretched wheelbase Chrysler and Dodge 600 (E Body) models. The E Body evolved from the success of the Plymouth and Dodge K cars.

[With regard to minivans] ... I resolved not to go into production with a less than fully developed product, regardless of pressure applied. At times, I was unpopular when I told Hal Sperlich (President in 1982-3) that we weren't ready for production. Hal trusted me and supported me even when I did not tell him what he wanted to hear. He then had a bigger problem than I did because he had to tell Lee (Iaccoca).



The basic Reliant, Aries, and LeBaron, however, never got any powerplant more powerful than the 100 horsepower 2.5 liter single-injector four; even with those, if equipped with a stick-shift, the K-cars were quite sprightly. A fast-opening throttle gave garden-variety Reliants and such a feeling of power, even with an automatic transmission.

Dodge Avenger, 2011

Dodge Avenger, 2011

                

The 2011 Dodge Avenger provides more standard content than others in the segment, high-tech features that keep them connected and the safety features consumers expect, all at an excellent value.

The Dodge Avenger receives a major overhaul for 2011 with an all-new world-class interior, a redesigned, more sculpted exterior and performance attributes that put the "fun" in functional. A new powertrain lineup and completely redesigned and retuned suspension results in exceptional driving dynamics. When combined with the exterior and interior design upgrades, the 2011 Dodge Avenger is a vehicle packed with value and a style all its own.

The 2011 Dodge Avenger delivers agile, confident, handling performance in all driving situations, whether it's a spirited adventure on twisty roads or an emergency maneuver. Engineers retuned or redesigned virtually every part of the suspension for 2011, including 26 of 30 suspension bushings. The track is an inch wider, tire width has been increased from 215 to 225 mm and the Avenger has been lowered 12 mm in the front and 6 mm in the rear for a lower, more aggressive stance. When they get behind the wheel of the Dodge Avenger, experience less body roll, reduced vehicle motion, improved isolation, better steering precision and increased grip thanks to new premium tires.

Dodge also updated the Dodge Avenger's powertrain options for 2011 to make it even more responsive and fun to drive. The vehicle comes with the standard 2.4-liter World Gas Engine, which has been recalibrated and is now  mated to a new six-speed transmission for an exceptionally fun and fuel-efficient driving experience. The new Avenger powered by the 2.4-liter engine produces 173 horsepower and 166 lb.-ft. of torque.

The Dodge Avenger's cabin is now one of the quietest in the segment, thanks to the engineers' efforts to isolate all outside noise where it belongs — outside the vehicle. Noise, vibration and harshness (NVH) were reduced, and 45 new sound-deadening treatments were added, including an acoustic glass windshield, laminated side glass, new sound absorption materials throughout the vehicle and a new three-point engine mount system for the 2.4-liter World Gas Engine.

New exterior styling features clean, smooth aggressive lines. The new, more sculpted front fascia sports the signature Dodge brand "split crosshair" grille, while an aggressive lower fascia with the honeycomb texture grille features new projector beam fog lamps. The rear fascia is also more sculpted, and new "ring of fire" LED taillamps provide an easily identifiable on-road presence.

With an all-new interior for 2011, Dodge Avenger customers will step into world-class levels of craftsmanship, content and comfort. The all-new instrument panel, bezels, gauge faces and the new multifunction three-spoke Dodge steering wheel transform the driver's seat into a cockpit-like experience. Armrests and the instrument panel are soft to the touch, and new premium interior finishes are pleasing to the eye. New heating and cooling outlets are redesigned to fit seamlessly into the new instrument panel. The driver and passengers will sink in to new upgraded seats with more cushion material and be able to pick from new leather and cloth seating options. The Dodge Avenger's new interior color schemes and accent stitching complete the makeover.

The Dodge Avenger's high-tech features are designed to keep drivers connected with their hands on the wheel, eyes on the road. New ambient interior lighting and the new Dodge steering wheel with integrated controls let the driver operate the radio, cruise control, handsfree phone and other vehicle functions without taking their hands off the wheel. Drivers also can stay connected via an available media center with voice command that is easy to use and offers SIRIUS Satellite Radio, a 30-gigabyte hard drive, iPod® connectivity, streaming music capability and a navigation system with SIRIUS Travel Link for real-time information.

Safety and security features abound in the 2011 Dodge Avenger, giving owners peace of mind. Standard features include advanced multi-stage front passenger air bags, active head restraints, electronic stability control (ESC), supplemental side-curtain air bags, front seat side air bags, four-wheel anti-lock brakes (ABS), electronic traction control, Lower Anchors and Tethers for CHildren (LATCH) child seat anchor system and available Uconnect Voice Command.

The 2011 Dodge Avenger is in five different configurations in the United States, packaged to fit almost any lifestyle. The Avenger Express, Avenger Mainstreet, Avenger Heat, Avenger Lux and Avenger R/T models are packed with cool standard features and unexpected versatility at a surprising value.

The standard mid-size sedan segment is the largest vehicle segment in the United States, with more than 1.6 million vehicles sold in 2009. The 2011 Dodge Avenger is uniquely positioned as an alternative for consumers looking for a sedan with more style, personality and performance as well as with value for their dollar.

The 2011 Dodge Avenger is in eight exterior colors: Blackberry Pearl Coat, Bright Silver Metallic, Brilliant Black Crystal Pearl Coat, Redline 2 Pearl Coat, Stone White Pearl Coat, Mango Tango Pearl Coat, Bright White Pearl Coat or Black.

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.