Discussion in 'Mopar / FCA News' started by CDJSalesPro, Jul 11, 2016.
One of the things that sort of turned me off the Dart was the confusing number of engine configurations that different models and trim levels came with. And from what I've read all of them had their pros and cons. The last small Chrysler engine I owned was the Neon 2.0L - which was a great engine. For the Dart it seemed like they were throwing all options at it to see which one would stick.
With the 200 the choice was clear: Do you want the i4 or the V6? And at least the V6 is the Pentastar 3.6L that I've gotten to know in my Journey for the last 5 years. It's a great engine.
Old Chrysler Corp. was able to do any engine in any car, 2 manual transmissions and 2 automatics that I can remember. Getting all the parts and engineering from this side of the ocean must have simplified things.
Those were also simpler times. You could basically certify an engine and transmission combo then install it in whatever car you wanted. Now you have to certify that same engine and transmission in each car combo.
It's not all about manufacturing. A lot of it is about regulation.
Also, from what I understand, more of the assembly was done by humans, not robots, so there was more flexibility.
A question why do you have to certify the same engine and trans combo in each car combo, sounds like a lot of over government regulation.
Maybe because the same engine and transmission in a different car can produce different levels of emissions, and might not meet the standards in all cases.
I've seen the damage that smog does, and seen my wife suffer from it, and I appreciate how clean the air has gotten over the last 40+ years.
Trying to coordinate a business with an Ocean inbetween makes it more difficult.
“If you’re a serious carmaker and you can’t make it in this segment, you’re doomed.”
— Sergio Marchionne, September 2012
“If you’re a serious carmaker and you make cars in this segment, you’re doomed.”
— Sergio Marchionne, January 2016