We are in the midst of a turbocharging epoch as automakers use boosted, small-displacement engines to satisfy consumer and regulatory demands for fuel economy, while still offering healthy power output. The last time turbochargers were so de rigueur was in the 1980s, when Chrysler offered boosted four-cylinder engines in almost all of their family sedans. Between the 1980s and the present decade, turbocharging fell out of fashion in family sedans in North America. However, south of the border the turbocharged Mopar family sedan lived on.
When Dodge replaced the Spirit with the Stratus, naturally-aspirated four-cylinder and V6 engines remained but the turbocharged four and sporty R/T trim were dropped. However, many Mexicans, including police officers and those living at higher altitudes, had become rather enamored with turbocharged Chryslers so the option remained in both Chrysler Stratus and Cirrus models.
The turbocharged Cloud Cars didn’t simply use the old Spirit R/T engine, instead utilizing a version of the new 2.4 four-cylinder with a Mitsubishi turbocharger. Mated only to a four-speed automatic transmission with Chrysler’s new AutoStick feature, the 2.4 turbo produced 168 hp at 5200 rpm and 216 ft-lbs of torque at a low 2200 rpm. That horsepower figure was identical to the 2.5 V6 but the V6 was down 46 lb-ft of torque. The Mexico-only powertrain proved to be peppy and popular and was later employed in the Neon SRT-4 and PT Cruiser.
For the second generation, the turbo 2.4 was tweaked and power received a healthy bump to 215 hp and 224 ft-lbs. This was still superior to the V6 on offer in the Stratus range, now a 2.7 mill with 200 hp and 192 ft-lbs, and the 2.4 also produced more power and torque than V6 engines in rivals like the Toyota Camry and Honda Accord. In Mexico, the Cirrus name was retained; as with the first generation, both Cirrus and Stratus wore the Chrysler nameplate.
Reviews praised the performance of the engine, although criticism was directed at the rather soft handling and occasionally slow responses of the AutoStick transmission. The seats also lacked lateral support, even in the sporty R/T model. Interestingly, the Mexican Stratus R/T was sold with the Cirrus’ gauges and woodgrain trim. This seemed to harken back to the Spirit R/T, which could be specified to a much higher level in Mexico than in North America.
An R/T sedan was still available in the Mexican second generation; in 2002, an R/T sedan was finally launched in North America but came only with the V6. North Americans, however, were treated to a 2.7 V6/manual combo. That was a nice bonus, but then Chrysler Mexico went ahead and treated their buyers with an upgraded turbo for 2004, bumping output up to 225 hp with 235 ft-lbs of torque.
The Stratus’ replacement, the 2008 Dodge Avenger, would not feature a turbocharged four. As in North America, the majority of Avengers sold in Mexico were equipped with the humdrum, naturally-aspirated 2.4. The rather sluggish 2.7 V6 also carried over, while the new performance flagship of the line (and the related Sebring, still called Cirrus in Mexico) was a 3.5 V6 with 235 hp and 232 ft-lbs of torque. But the Avenger weighed 100-300 pounds more, depending on the model, and the mid-size horsepower wars had heated up so by the 2000s that those kinds of numbers were no longer anything special. All the sporty, aggressive advertising couldn’t change the fact an Avenger R/T was slower than a Camry V6. Fortunately, a comprehensive revision of the Avenger in 2011 heralded the return of class-leading power: an optional 3.6 V6 with 283 hp and 260 ft-lbs of torque.
Since the death of the Stratus and Cirrus turbo, Chrysler’s unique Mexican market models have been limited to rebadged Hyundais, Mitsubishis and Fiats. Gone, for now, are Mexican-exclusive powertrain offerings. These turbocharged intermediates showed how serious Chrysler was about appealing to Mexican consumers’ preferences. Today, FCA doesn’t even offer a mid-sized sedan in Mexico. Times have changed.
Related Reading:
Curbside Classic: 1998 Chrysler Cirrus LXi – Head In The Clouds
Curbside Classic: 2002 Chrysler Sebring LXi – Fading Hope
Curbside Classic: 2005 Chrysler Sebring Coupe – A Mitsubishi In All But Name
The Most Obscure Special Editions and Forgotten Limited-Run Models: Chrysler Sebring TSi
These turbocharged intermediates showed how serious Chrysler was about appealing to Mexican consumers’ preferences. Today, FCA doesn’t even offer a mid-sized sedan in Mexico. Times have changed.
When the US CAFE standard was changed about 10 years ago, the new methodology was skewed to favor large cars over small ones and SUVs and trucks over cars. We are seeing the impact of that at Chrysler, more than anyone else, as the FCA line in the US collapses to little but Jeeps and Ram trucks, while FCA production capacity in Mexico turns increasingly to producing those Jeeps. Reports are that the Fiat 500 will be pulled out of Toluca and replaced by the replacement for the Jeep Patriot and Compass. Mexico is stuck with either the models FCA builds for the US, or whatever FCA can import from other countries on the cheap.
Happened to be reading an issue of Road & Track’s “Go Lutz Yourself” column the other day, where former industry honcho Bob Lutz responds to letters. Someone asked the same question I have been asking wrt the Tipo/Neon being offered in the US, since FCA now lacks anything remotely resembling a mass market sedan. Lutz’s opinion is that it would be cost prohibitive to federalize and import a derivative of the Tipo. I think it was Allpar that has reported the Tipo based Chrysler 100 project has been shelved.
It’s inconceivable to me that the Tipo, which is on the same platform as the 500L and 500X, which are sold here, would be designed so far away from US standards, but Lutz probably has better contacts at FCA than I do.
Bottom line is FCA doesn’t care about sedans, for Mexico, or the US. Moving everything to producing SUVs appears to be the intention of the new CAFE standard and Marchionne is pleased to bet the company that gas will remain at present price levels forever….or until he can find a buyer for FCA.
Yes, the strategy of importing and rebranding various cars with FCA nameplates should prove a successful long term strategy.
Not.
I agree, you may be hitting on the always rumored long term strategy of Sergio to sell Jeep and Ram to somebody. Wipe out any true NA market cars with easily dismissed surrogates, and presto! A stripped down Jeep and Ram awaits sale.
But, who the heck is going to buy it? Totally redundant to the North American efforts of GM, Ford, Toyota, and Nissan. Outside the mission of Honda, Mazda, Subaru, Kia and Hyundai.
That leaves the Chinese and Tata.
I agree, you may be hitting on the always rumored long term strategy of Sergio to sell Jeep and Ram to somebody. Wipe out any true NA market cars with easily dismissed surrogates, and presto! A stripped down Jeep and Ram awaits sale.
The dynamics are that, outside of North America, Fiat is a honking big company. Outside of North America, Dodge and Chrysler are nothing. Last year, the Fiat brand sold more cars in Europe than either Dodge or Chrysler did in the US, and with the loss of the Dart/200, Dodge and Chrysler will fall farther behind next year. Fiat ranks second in Brazil, vs Dodge and Chrysler being no shows, unless they are buried in the “others” category in the table. In Argentina, Fiat ranks 5th, while Dodge ranks 24th and Chrysler 27th.
Globally, so far for 2016, the Fiat brand ranks 15th with 1.15M cars sold, Jeep 16th at 1.1M, Dodge is 30th at 510K, Ram 31st at 490K and Chrysler isn’t even on the table of the top 50 brands as it falls below Cadillac’s 220K global sales.
As Marchionne has said. developing platforms is exorbitantly expensive. In the global view, Dodge and Chrysler are niche products. It follows that the Dodge and Chrysler products need to draw from the mass market Fiat parts bin, and, from what I read on Allpar and Automotive News, that is exactly what the plan is. The next gen Charger, Challenger and 300 (some doubt if there will be a next gen 300) will be on the rear drive Alfa platform. The next gen Journey will be built in Italy on a Fiat platform. Of course, when it comes to Mopar branded products, the trend the last couple years has been to announce great things under development, then announce those products have been shelved or pushed back, but other things are announced, then those other products are also shelved or pushed back.
But, who the heck is going to buy it? Totally redundant to the North American efforts of GM, Ford, Toyota, and Nissan. Outside the mission of Honda, Mazda, Subaru, Kia and Hyundai.
That leaves the Chinese and Tata.
I think there would be a revolution in the US if Jeep was sold to the Chinese. As with the AMC buyout, the only Chrysler brand that is really worth a hoot is Jeep, as I agree that Ram is completely redundant to Chevy/GMC and Ford trucks.
Ever notice how many corporate deaths Jeep has survived? Willys, Kaiser, AMC and now Chrysler.
Forgot the link to global unit sales by brand. Great reading for data geeks.
http://focus2move.com/world-cars-brand-ranking/
“Bottom line is FCA doesn’t care about sedans, for Mexico, or the US. Moving everything to producing SUVs appears to be the intention of the new CAFE standard and Marchionne is pleased to bet the company that gas will remain at present price levels forever….or until he can find a buyer for FCA.”
With regard to SUVs taking things over, as much as car guys like myself hate to admit it, they really are. I spent part of my weekend going to Portage, Indiana, about 2+ hours from my home. Five of us went in my friend’s Ford Explorer. I have to admit, I was amazed at how well that thing handled the drive. It was one of the best drives I’ve undertaken in recent times.
Besides, the new Compass has my attention. While the previous one was really a Patriot with a Grand Cherokee face, this new one looks really great. Inside and out. It may change my mind about what to get next.
I may not be a fan of Sergio, but he’s been pretty good at guessing trends, way better than me. Last I heard, we were supposed to see stability in fuel prices for the next couple of years, but even if fuel went up again, so many cars offer such good mileage (relative to the last decade or two) you may be able to have your cake and eat it, too.
I would be dismayed if Mopar were to be dismantled and the parts sold off, but I guess it’s out of my hands; no one asked me.
I would be dismayed if Mopar were to be dismantled and the parts sold off,
Considering my formative years were spent riding around in Studebakers and Ramblers, I have gotten used to it….don’t like it, but used to it. Actually, the Chrysler Corp of our youth died years ago. What we call Chrysler was the cheap car division of Daimler Benz, then it was bled by some Wall Street fast buck operators, now its a regional badge stuck on Fiats and Alfas.
but I guess it’s out of my hands; no one asked me.
They never ask me either.
This exact setup didn’t exactly make it to the PT Cruiser and SRT-4. I believe it did pave the way and Im a bit rusty as to the exact details, but what we got here didn’t mirror this exactly. The closest variant was the PT Cruiser with the low pressure 180 hp ‘turbo lite’ that was only on the non autostick 4spd auto. The GT Cruiser and SRT-4 started out with the HO 215 hp variant in ’03. These used a higher pressure tune and had unique intake manifolds to one another. The GT Cruiser did offer the 4spd autostick, with a 5spd manual Getrag unit standard. The SRT-4 was manual only and I forget which transaxle it had but it was equipped with a limited slip upfront which was one thing my GT was sorely lacking. Over their liftetime, these saw up to 235 hp stock.
One thing I noticed is that the exhaust on that engine shot is on the ‘front’ of the engine. In the PT and Neons, its on the firewall side with the intake visible up front. Even weirder, is that the engine is still offset to the passenger side with that transaxle oriented on the drivers side…just as it was in my PT GT and I believe all Neons. Wonder if this had a reverse flow head on the Mexi model?
Nope. Those black tubes are the intake and can I see the fuel-rail and injector harness in front. Intake-duct from the air-filter goes to the exhaust at rear because that’s where the turbo is.
Happy Motoring, Mark
DERP! Youre right…the airbox IS routed back behind the firewall to the turbo.
The intake is whats throwing me off….that looks just like an exhaust header. The PT’s manifold used long runners too but it could NEVER be confused with the exhaust, and the SRT-4 used one that was more like a log design. This one is completely different.
Another Chrysler Mexican oddities who soldiered longer was the mid-size truck Dodge D-600 (later renamed 6500) who soldiered longer in Mexico.
I was just lined up at a traffic light yesterday with a Stratus R/T. I always liked the design of these cars, they were my absolute favorite car to rent for long drives. I never owned one, and I only know a couple of people who had them long after they were new.
One of the things I wish for my G6 and for the various Stratuses and Cirruses that I rented back in the 90’s was for a decent turbo 4, like my Lancer had. I think it would have made those cars a much more willing dance partner.
Same here…comfortable, fun to drive, roomy…the perfect highway rental car, and if they hadn’t been Chryslers I might have bought one.
I really wish we got these cars here. I think the Chrysler JA cars were dynamically superior to the Japanese competition and had excellent ergonomics. Aside from the obvious quality issues, they lacked a good power train option. A turbo could’ve been the answer, quelling some of the racket and providing good torque and good response, if the torque convertor is properly calibrated.
I agree—these were probably Chrysler’s best effort of the ’90s let down only by execution. The Turbo 2.4 would have been a very interesting performance option, especially had it been paired with a manual trans.
So wait. The Stratus *and* Cirrus were sold in Mexico, but both badged as Chryslers? That seems counterintuitive. Why not pick one and just offer more trim levels?
I have heard that the first generation 2.4 turbo had a forged crank. I’m having a really hard time finding much information about the Mexican Market cloud cars and more importantly, how to get one of those cranks?