HERE COME THE 2007 DOMESTICS!

Motor,  Nov 2006  by Weissler, Paul

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The powertrain is the same 2.4L four-cylinder and JATCO CVT you'll find in the Caliber. With all the transmission fluids on the market, yon won't be thrilled to know that this CVT requires a special oil. If it's the Mopar brand, it's CVTF+4 and it's dyed green. The CYT oil has to provide exceptional lubrication and not cause slippage when the pulley halves apply clamping pressure to the steel link belt. The changes in clamping pressure must be instantaneous, and avoiding slippage is critical, or the transmission would fail quickly. Naturally, Dodge and Jeep dealers will have the oil for openers. JATCO is a Nissan affiliate company that makes similar CVTs for Nissan products, such as the Murano crossover and the new Versa econocar. So, if necessary, you should be able to get the appropriate oil from Nissan dealers, too.

You'll notice what appears to be a dipstick tube at the front of the vehicle on the drivers side, and it should have a warning label to use CVT oil. But when you remove the top, there's no stick. The dipstick itself is a "special tool" (Miller No. 9336). The stick is marked for fluid levels for different temperatures, although there is an acceptable range.

If a customer asks about a bump-step close to wide-open-throttle when accelerating, you should know it's just a detent that separates the economy and performance modes of the CVT. Overriding the detent activates the performance mode.

Both the Caliber and Compass have a four-wheel-drive system available, a pretty basic design with a power transfer unit on the transaxle at the front and an electronically controlled multidisc clutch to vary the power transfer according to readings off the antilock brake wheel speed sensors.

The HVAC case for the Caliber has a special section at the glovebox that concentrates a/c system cold air into a beverage storage urea. Called a Chill Zone, it requires the a/c to he on, of course.

The Chrysler Pacifica gets a major mechanical fix-up for 2007. The problem was inadequate performance from the single overheud-cam 3.51- V6, which in the relatively heavy vehicle was unable to provide decent launch. Fuel economy was so-so and overall acceleration feel with the four-speed automatic was somewhat crude. The factory "fixes" we're not accomplished with all-new components, but with intelligent upgrades to existing ones.

The 3.5 V6 was stroked to 4.0L. Longer stroke equals more low-end torque and better launch. Although the block was always sized for the longer stroke. Chrysler did bee-fit up when it went to the new displacement. The 4.0 displacement adds just five horses (to 255) and just 15 ft.-lbs. of peak torque (to 265). But in the low-middle range, when most people feel it, the torque is as much us 35 ft.-lbs. greater. Externally, the engine same, although the air intake has been slightly reshaped. It's still a three-stage- elesign, though.

The 3.5L - version e'ontiime-s in the Chrysler 300, and is the- top option in the all-new Chrysler Sebring sedan, where the transverse front-drive installation drops horsepower to 235 and torque to 232 ft.-lbs.