Chrysler

Unibody minivan platform. 3.6L Pentastar V6 287hp standard. 9-speed automatic. FWD standard. AWD available 2021+. Plug-in Hybrid 260hp combined. 32 miles electric range PHEV. 82 MPGe rating. Stow 'n Go second row. Stow 'n Go third row. 5172mm length. 3089mm wheelbase. 2050kg curb weight. 3600 lbs towing. Uconnect Theater. Dual 10in rear screens. 10.1in touchscreen. Pinnacle luxury trim. Limited trim. Touring trim. Family transportation focus.

Full-size RWD sedan. 3.6L Pentastar V6 292hp base. 5.7L HEMI V8 363hp. 6.4L HEMI V8 485hp SRT8. 8-speed automatic. RWD standard. AWD V6 available. 5066mm length. 3052mm wheelbase. 1880kg curb weight. 300S sporty trim. 300C luxury trim. Limited flagship. 8.4in Uconnect. Beats Audio. Premium leather. Wood trim. Chrome accents. Discontinued 2023. Last American full-size sedan.

Pacifica platform. 3.6L Pentastar V6 287hp. 9-speed automatic. FWD only. Stow 'n Go seating. Seven passenger capacity. 5172mm length. 3089mm wheelbase. 2000kg curb weight. Basic trim level. Fleet sales focus. L trim standard. LX trim available. 7in touchscreen. Apple CarPlay. Android Auto. Rear camera. Value pricing strategy. Entry minivan positioning. Discontinued 2024. Pacifica consolidation.

STLA platform preview. All-wheel drive dual motor. 400-mile range target. Level 3 autonomous capable. Connected vehicle technology. AI personal assistant. Continuous software updates. Minimalist interior. Sustainable materials. Four individual screens. Swappable trim panels. Aerodynamic design. Crossover proportions. 2025 production target. Brand revival strategy. Electric-only future 2028. Chrysler transformation. Stellantis EV commitment. American electric luxury positioning.

Luxury minivan flagship. 3.6L Pentastar V6 283hp. 6-speed automatic. FWD only. Stow 'n Go second row. Swivel 'n Go option. 5143mm length. 3078mm wheelbase. 2090kg curb weight. Limited trim standard. Luxury appointments. Leather seating. Wood trim. Power everything. Dual power sliding doors. Power liftgate. Navigation system. Rear entertainment. Premium audio. Replaced by Pacifica 2017.

Compact Wide platform. 2.4L Tigershark 184hp base. 3.6L Pentastar V6 295hp. 9-speed automatic. FWD standard. AWD V6 available. 4869mm length. 2743mm wheelbase. 1590kg curb weight. LX base trim. Limited mid trim. S sporty trim. C luxury trim. 8.4in Uconnect. Rotary gear selector. Sedan and convertible styles. Alfa Romeo influence. Discontinued 2017. Crossover market shift.

Retro-styled compact car. 2.4L inline-4 150hp base. Turbo GT model 215hp. 5-speed manual. 4-speed automatic. FWD only. 4288mm length. 2613mm wheelbase. 1420kg curb weight. Flexible interior seating. Configurable cargo area. Customization culture. GT performance variant. Convertible model available. Chrysler PT platform. Plymouth Pronto concept origins. Discontinued 2010.

Full-size sedan. Cab-forward design. 3.3L V6 161hp base. 3.5L V6 214hp. 4-speed automatic. FWD only. 5255mm length. 2870mm wheelbase. 1510kg curb weight. Distinctive styling. Spacious interior. LH platform. Executive trim level. LXi luxury variant. Replaced by LHS/300M.

Premium luxury sedan. 3.5L V6 253hp. 4-speed automatic. FWD only. 5207mm length. 2870mm wheelbase. 1590kg curb weight. Luxury appointments. Leather interior. Wood trim. Premium audio. LH platform. Chrome accents. Comfort-tuned suspension. Replaced by 300M.

Sports coupe. Mercedes-Benz SLK platform. 3.2L V6 215hp. Supercharged SRT-6 330hp. 6-speed manual. 5-speed automatic. RWD only. 4059mm length. 2400mm wheelbase. 1385kg curb weight. Distinctive styling. Retractable spoiler. Coupe and roadster variants. SRT-6 performance model. Limited production.

The engine that launched the Chrysler brand and established their engineering-led reputation. This 3,297cc L-head inline-six featured a cast iron block with non-detachable cylinder head and seven main bearings—an advanced design for 1924. The engine employed Walter Chrysler's revolutionary 'Floating Power' rubber engine mounts that isolated vibration from the chassis. The valvetrain used side-mounted valves actuated by pushrods from a gear-driven camshaft. The engine used a single Stromberg carburetor with automatic choke, while ignition used a Delco-Remy distributor with centrifugal advance. The crankshaft was a forged steel unit with seven counterweights, while the connecting rods were forged steel. With 4.7:1 compression, it produced 68 hp at 3,000 RPM and 140 lb-ft at 1,200 RPM. The engine's smooth operation and advanced features helped establish Chrysler as a premium brand focused on engineering excellence rather than styling alone.

The refined flathead six that powered Chrysler through the Great Depression and established their luxury credentials. This 3,669cc (growing to 4,093cc) L-head inline-six featured a cast iron block with integral cylinder head and seven main bearings. The engine employed improved 'Floating Power' mounts with better vibration isolation, while the combustion chamber design was optimized for efficiency. The valvetrain used side valves with adjustable tappets, while ignition used a Delco-Remy distributor with centrifugal and vacuum advance. The crankshaft was a forged steel unit with a vibration damper, while the connecting rods were forged steel. With 6.5:1 compression, it produced 95 hp at 3,400 RPM in early versions, growing to 125 hp at 3,600 RPM in 1941. The engine's smooth, silent operation and reliable performance made Chrysler the choice of discerning buyers who valued engineering over fashion.

The sophisticated straight-eight that powered Chrysler's most ambitious pre-war models including the revolutionary Airflow. This 4,015cc (growing to 5,302cc) L-head inline-eight featured a cast iron block with integral cylinder head and nine main bearings. The engine employed dual ignition with two spark plugs per cylinder and two distributors—an advanced feature for the era. The valvetrain used side valves with hydraulic lifters, while the carburetion used a single Stromberg down-draft carburetor. The crankshaft was a massive forged steel unit with nine counterweights, while the connecting rods were forged steel. With 6.5:1 compression, it produced 130 hp at 3,400 RPM and 220 lb-ft at 1,200 RPM. The engine's incredibly smooth operation and sophisticated engineering made it perfect for Chrysler's luxury models, though the revolutionary Airflow it powered was commercially unsuccessful despite its technical excellence.

The revolutionary Hemi V8 that changed American performance forever and established Chrysler's engineering leadership. This 5,423cc overhead-valve V8 featured hemispherical combustion chambers with opposed valves and dual rocker shafts. The engine employed a single four-barrel carburetor with automatic choke, while ignition used a Delco-Remy distributor with centrifugal and vacuum advance. The valvetrain used pushrods and shaft-mounted rocker arms operating large valves in optimal positions. The crankshaft ran in five main bearings with a vibration damper, while the connecting rods were forged steel. With 7.5:1 compression, it produced 180 hp at 4,000 RPM and 240 lb-ft at 2,000 RPM. The engine's efficient combustion chamber design and high specific output made it instantly legendary. This engine began the Hemi legend and demonstrated Chrysler's ability to innovate under pressure from competitors.

The practical wedge-head V8 that provided Hemi-like performance with simpler manufacturing. This 5,211cc (growing to 6,286cc) overhead-valve V8 featured wedge-shaped combustion chambers with canted valves and a single rocker shaft. The engine evolved from two-barrel to four-barrel carburetion, while ignition used a Prestolite distributor with transistor-assisted points. The valvetrain used pushrods and individual rocker arms, while the block featured cast iron construction. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged steel. With 9.0:1 compression, the 383 produced 330 hp at 5,000 RPM and 425 lb-ft at 3,200 RPM. The engine's simpler design and competitive performance made it the volume performance engine for Chrysler through the 1960s, powering everything from the 300 to the New Yorker.

The legendary race-bred Hemi that became the ultimate American performance engine. This 6,981cc overhead-valve V8 featured true hemispherical combustion chambers with opposed valves and dual rocker shafts per cylinder bank. The engine employed twin four-barrel carburetors with progressive linkage, while ignition used a dual-point distributor with special advance curve. The valvetrain used mechanical lifters and shaft-mounted rocker arms with adjustable lash. The crankshaft was a forged steel unit with cross-drilled mains, while the connecting rods were forged steel. With 10.25:1 compression, it produced 425 hp at 5,000 RPM and 490 lb-ft at 4,000 RPM. The engine's race-bred technology and massive power output made it virtually unbeatable in NASCAR and drag racing. This engine cemented Chrysler's reputation as the performance leader and created one of the most iconic engines in automotive history.

The ingeniously designed inclined six that became one of the most durable engines ever built. This 3,687cc overhead-valve inline-six featured a 30° inclination that allowed for a lower hood line while maintaining simplicity. The engine employed a single one-barrel carburetor with automatic choke, while ignition used a Prestolite distributor with points. The valvetrain used pushrods and rocker arms with hydraulic lifters, while the block featured cast iron construction. The crankshaft was a forged steel unit running in seven main bearings, while the connecting rods were forged steel. With 8.4:1 compression, it produced 145 hp at 4,000 RPM and 215 lb-ft at 2,400 RPM. The engine's simple design, rugged construction, and exceptional durability made it legendary for reliability. This engine demonstrated that Chrysler could build brilliant engineering solutions for mass-market vehicles, not just performance cars.

The compact small-block V8 that replaced the A-engine and powered Chrysler's mainstream performance models. This 5,211cc (growing to 5,899cc) overhead-valve V8 featured wedge-shaped combustion chambers with canted valves and a single rocker shaft. The engine employed a single four-barrel carburetor with electronic feedback control in later versions, while ignition used Lean-Burn computer control. The valvetrain used pushrods and individual rocker arms with hydraulic lifters. The crankshaft was a cast nodular iron unit running in five main bearings, while the connecting rods were forged steel. With 8.4:1 compression, the 360 produced 190 hp at 4,000 RPM and 270 lb-ft at 2,400 RPM in late-1970s form. The engine's compact dimensions and good power output made it ideal for everything from the Dodge Dart to the Plymouth Road Runner.

The front-wheel drive four-cylinder that saved Chrysler Corporation from bankruptcy. This 2,213cc single overhead camshaft inline-four featured a cast iron block with aluminum cylinder head and eight valves. The engine employed throttle body injection with digital computer control, while ignition used a distributorless waste-spark system. The valvetrain used a timing belt-driven camshaft operating eight valves via rocker arms. The crankshaft ran in five main bearings with a vibration damper, while the connecting rods were forged steel. With 8.9:1 compression, it produced 96 hp at 5,200 RPM and 119 lb-ft at 3,200 RPM. The engine's simple, economical design and adequate performance were exactly what Chrysler needed to survive the fuel crisis. This engine and the K-car platform it powered literally saved the company from extinction.

The turbocharged version that brought performance back to Chrysler during the Malaise Era. Based on the 2.2L K-car engine but extensively modified for forced induction, this engine featured a Garrett T3 turbocharger with 9.0 psi of boost. The engine employed multi-port fuel injection with intercooling, while ignition used a distributorless system with knock control. The cylinder head received improved ports and larger valves, while the block was reinforced for higher cylinder pressures. The turbo system used an air-to-air intercooler, while the exhaust used a low-restriction manifold. With 8.1:1 compression and turbocharger assistance, it produced 174 hp at 5,200 RPM and 210 lb-ft at 3,600 RPM. The engine's respectable power output and torque delivery helped reestablish Chrysler's performance credentials during difficult times.

The V6 engines sourced from Mitsubishi that powered Chrysler's front-wheel drive luxury cars. This 3,298cc (growing to 3,786cc) overhead-valve V6 featured a 60° configuration with balance shafts and 12 valves. The engine employed multi-port fuel injection with Mitsubishi engine management, while ignition used a distributor with electronic advance. The valvetrain used pushrods and rocker arms with hydraulic lifters, while the block featured cast iron construction. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 8.9:1 compression, the 3.8L produced 150 hp at 4,400 RPM and 200 lb-ft at 3,200 RPM. These engines provided the smooth, refined power that Chrysler's luxury front-wheel drive cars needed, though they represented a departure from Chrysler's tradition of in-house engine development.

The modern overhead-cam V6 that powered Chrysler's successful LH-platform cars. This 3,518cc single overhead camshaft V6 featured a 60° configuration with 24 valves and balance shafts. The engine employed sequential multi-port fuel injection with SBEC engine management, while ignition used a distributorless waste-spark system. The valvetrain used belt-driven single overhead cams operating 24 valves via roller followers. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged powder metal. With 9.4:1 compression, it produced 214 hp at 5,800 RPM and 221 lb-ft at 2,800 RPM. The engine's smooth operation and competitive power output helped make the LH cars like the Chrysler Concorde and LHS successful, demonstrating that Chrysler could still develop competitive modern engines.

The modern Hemi that revived Chrysler's performance heritage for the 21st century. This 5,654cc overhead-valve V8 featured hemispherical combustion chambers with opposed valves and dual spark plugs per cylinder. The engine employed multi-displacement system that could deactivate four cylinders under light load, while fuel injection used sequential multi-port design. The valvetrain used pushrods and shaft-mounted rocker arms with hydraulic lifters. The crankshaft was a forged steel unit running in five main bearings, while the connecting rods were forged powder metal. With 9.6:1 compression, it produced 345 hp at 5,400 RPM and 375 lb-ft at 4,200 RPM. The engine's combination of traditional Hemi design with modern technology like cylinder deactivation created an engine that was both powerful and efficient. This engine's success helped reestablish Chrysler as a performance leader.

The sophisticated DOHC V6 that became Chrysler's volume engine across multiple brands. This 3,604cc dual overhead camshaft V6 featured a 60° configuration with 24 valves and variable valve timing. The engine employed high-pressure direct injection at 1,500 psi pressure, while ignition used individual coil-on-plug units. The valvetrain used chain-driven dual overhead cams operating 24 valves via roller finger followers. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged powder metal. With 10.2:1 compression, it produced 283 hp at 6,400 RPM and 260 lb-ft at 4,400 RPM in initial versions, later growing to 305 hp. The engine's smooth operation, competitive power, and excellent refinement made it ideal for everything from the Chrysler 300 to the minivans. This engine represented Chrysler's commitment to modern, efficient powertrain technology.

The advanced turbocharged inline-six that represents Stellantis' future engine strategy. This 2,998cc turbocharged inline-six features a dual overhead camshaft design with variable valve timing and lift on both camshafts. The engine employs twin turbochargers in a sequential configuration with 26.0 psi of boost. The fuel system uses direct injection at 5,075 psi pressure combined with port injection, while ignition uses individual coil-on-plug units. The cylinder block uses cast iron with plasma-coated bores, while the head uses aluminum alloy. With 10.4:1 compression and turbocharger assistance, it produces 420 hp at 5,750 RPM and 469 lb-ft from 2,000-4,500 RPM. This engine's sophisticated technology and competitive outputs demonstrate that internal combustion still has a future even as the industry transitions to electrification.

The plug-in hybrid system that powers Chrysler's innovative minivan. This system combines the Pentastar 3.6L V6 with a 85 kW electric motor and 16 kWh battery pack. The combustion engine uses Atkinson-cycle operation in hybrid mode with 12.5:1 compression ratio. The electric motor delivers 85 kW (114 hp) and 220 lb-ft, with the system capable of 30 miles of electric-only range. The transmission is an electrically variable transaxle that can operate in series or parallel hybrid modes. The system can achieve 82 MPGe in electric mode while maintaining the practicality and space that define the minivan segment. This powertrain demonstrates Chrysler's ability to innovate in segments where they have traditional strength while embracing electrification.

Chrysler's electric future based on Stellantis' STLA platforms. These systems will feature single and dual motor configurations with power outputs from 200-400 hp. The motors will use permanent magnet technology with hairpin winding stator construction. Battery packs will range from 87-118 kWh using NMC chemistry with 400V and 800V architecture support. The STLA Large platform targeted for Chrysler products will support 0-60 mph times under 4.0 seconds and ranges over 400 miles. Charging will support up to 350 kW DC fast charging. Chrysler's specific focus will be on luxury and refinement, with silent, smooth operation that maintains the brand's traditional values while embracing electric technology. These platforms represent Chrysler's complete transition to electrification while maintaining their focus on premium, refined vehicles.

The revolutionary 9-speed automatic transmission that set new standards for front-wheel drive efficiency. This transmission features a unique gearset arrangement with four simple planetary gearsets and six shift elements for compact packaging in transverse applications. The system employs adaptive shift strategy that learns driver behavior and adjusts shift patterns for optimal performance and efficiency. The torque converter uses a damped clutch for smooth lock-up operation, while the hydraulic system operates at 145 psi for precise control. Weighing 194 pounds, it provides smooth, seamless shifts with wide ratio spread for both acceleration and highway fuel economy, perfectly complementing Chrysler's focus on refinement.

The sophisticated all-wheel drive system that enhances traction and stability in Chrysler's premium models. This system uses an electronically controlled coupling that can send up to 60% of torque to the rear wheels when needed, with response times under 100 milliseconds. The system operates transparently in normal conditions for front-wheel drive efficiency, automatically engaging rear torque when wheel slip is detected or anticipated. The rear drive module is compact and lightweight, minimizing packaging impact on interior space. Weighing 87 pounds complete, it provides confident traction in adverse conditions while maintaining the fuel efficiency benefits of front-wheel drive during normal operation.

The sophisticated hybrid transmission for Chrysler's plug-in hybrid minivan. This electrically variable transmission features two electric motors and a planetary gearset that enables multiple operating modes including pure electric, series hybrid, and parallel hybrid. The system can seamlessly transition between modes based on driving conditions and battery state of charge, with the combustion engine operating primarily as a generator or directly driving the wheels through a lock-up clutch. Weighing 287 pounds complete with electric motors, it provides up to 32 miles of electric-only range while maintaining the space and practicality that define the minivan segment.

Founded in 1925 by Walter Chrysler, the company immediately established itself as an ambitious American innovator, epitomized by the iconic Chrysler Building that still dominates Manhattan's skyline. Chrysler pioneered aerodynamic design with the radical 1934 Airflow and invented the legendary Hemi engine that would power everything from muscle cars to dragsters. The Imperial luxury brand challenged Cadillac and Lincoln while Chrysler's engineers even experimented with turbine-powered cars in the 1960s. The K-car platform revolutionized the company's fortunes in the 1980s, but Chrysler's most transformative innovation came in 1984 with the minivan—a segment the company invented and dominated for decades, fundamentally changing how American families approached transportation. The brand endured tumultuous ownership changes through a Daimler merger (1998-2007), the Fiat Chrysler era (2014), and ultimately integration into Stellantis in 2021. Now committed to an electric future with EV launches beginning in 2025 and plans to become an all-electric brand by 2028, Chrysler continues its heritage of American innovation and engineering excellence—focusing on making luxury accessible and prioritizing practical family transportation solutions that genuinely improve people's lives.

All-electric brand 2028. Airflow production vehicle. STLA platform adoption. Autonomous driving focus. Connected services. Software-defined vehicles. Over-the-air updates. AI integration. Sustainable materials. American premium positioning. Family focus continuation. Minivan expertise. Crossover expansion. Sedan potential. Brand revitalization. Stellantis investment. Electric innovation. Technology leadership. Heritage respect. Future mobility vision.