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Plymouth Voyager

Plymouth Voyager is a nameplate for a range of vans that were marketed by the Plymouth division of Chrysler. From 1974 until 1983, the Voyager was a full-size van, sold as the counterpart of Dodge Sportsman (later the Dodge Ram Wagon). Starting with the 1984 model year, the Voyager was marketed as one of the new Chrysler minivan, along with the Dodge Caravan. As a minivan, there were three generations of the Voyager from 1984 until 2000. Following the closure of the Plymouth division in 2000, the Voyager was marketed under the Chrysler brand as a lower-trim version of the Chrysler Town & Country through 2003.

From 1988 through 2016, Chrysler used the Chrysler Voyager name for export-market minivans; during the existence of the Plymouth brand, export-market Voyagers were produced with the body and trim of the Dodge Caravan. Including the Plymouth Voyager and Dodge Caravan with their rebadged Chrysler, Lancia, and Volkswagen variants, the Chrysler minivans collectively rank as the 13th best-selling automotive model line worldwide.

The Plymouth Voyager minivan was assembled by Chrysler at its Windsor Assembly facility in Windsor, Ontario, Canada; from 1987 to 2000, the Voyager was also assembled at Saint Louis Assembly in Fenton, Missouri (North plant from 1987 through 1995; South plant from 1996 until 2000).

The full-size Plymouth Voyager van was assembled from 1974 until 1983 at the Pillette Road Truck Assembly in Windsor, Ontario, Canada, and at the St. Louis North Assembly Plant in Fenton, Missouri.

Full-size van (AB; 1974–1983)
For the 1974 model year, Plymouth marketed trucks under its brand (for the first time since 1942). The Voyager was the Plymouth counterpart of the Dodge Sportsman passenger van alongside the Trail Duster SUV (a counterpart of the Dodge Ramcharger). In contrast to Dodge, the Voyager was marketed solely as a passenger van; in line with the Sportsman with seating options for 12 to 15 passengers.

Early versions of the Voyager were visually similar to their Dodge counterparts, centering Plymouth badging in the grille (as with Fargo vans and 1971–1973 Dodges). For 1978, the B-pillar underwent a redesign, placing the side door further forward; the dashboard was also redesigned (Dodge would use this design through 1997). Externally distinguished by a new grille, the exterior saw a shift of the Plymouth lettering from the grille to the hood.

For the 1979 model year, Chrysler introduced the second generation of the B-platform vans, marked by a longer front nose (and the discontinuation of big-block V8 engines). Indistinguishable from its Dodge Royal Sportsman counterpart, the revised parking lamps of the Voyager wrapped into the front fenders and the front featured four rectangular headlamps. For 1981, Dodge vans adopted the "Ram van" model nameplate (in line with Dodge pickup trucks); with a lack of large "RAM" badging on the door, the Voyager saw more differentiation from its Dodge counterpart.

Following the 1983 model year, Plymouth discontinued the full-size Voyager, transferring the nameplate to the new minivan models. Thus, the 1983 full-size van would be the final full-size truck offered by the brand before its 2001 closure.

Background
Lee Iacocca and Hal Sperlich had conceived their idea for a modern minivan during their earlier tenure at Ford Motor Company. Henry Ford II had rejected Iacocca's and Sperlich's idea (and a prototype) of a minivan in 1974, then rumored to carry the name "Maxivan". Iacocca followed Sperlich to Chrysler Corporation, and together they developed the T115 minivan — a prototype that was to become the Caravan and Voyager, known colloquially as the "Magic-wagons" (a term used in advertising).

The Chrysler minivans launched a few months ahead of the Renault Espace (the first MPV/minivan in Europe, initially presented to executives as a Talbot (which was made up of Chrysler Europe's disposed assets) in 1979, but not launched until 1984), making them the first of their kind — effectively creating the modern minivan segment in the United States.

First generation (S; 1984–1990)
In 1984, Chrysler marketed the rebadged Plymouth variant of its new minivan as the Voyager, using the Chrysler's S platform, derived from the K-platform (Plymouth Reliant and Dodge Aries). The Voyager shared components with the K-cars including portions of the interior, e.g., the Reliant's instrument cluster and dashboard controls, along with the K-platform front-wheel drive layout and low floor, giving the Voyager a car-like ease of entry. The Voyager was on Car and Driver magazine's Ten Best list for 1985. For 1987, the Voyager received minor cosmetic updates as well as the May 1987 introduction of the Grand Voyager, which was built on a longer wheelbase adding more cargo room. It was available only with SE or LE trim.

First-generation Voyager minivans were offered in three trim levels: an unnamed base model, mid-grade SE, and high-end LE, the latter bearing simulated woodgrain paneling. A sportier LX model was added in 1989, sharing much of its components with the Caravan ES.

Safety features included 3-point seat belts for the front two passengers and lap belts for rear passengers. Standard on all Voyagers were legally mandated side-impact reinforcements for all seating front and rear outboard positions. Safety features such as airbags or ABS were not available. The Voyager, along with the Dodge Caravan, are considered to be the first mass-produced vehicles to include dedicated cup holders.

Original commercials for the 1984 Voyager featured magician Doug Henning as a spokesperson to promote the Voyager "Magic Wagon's" versatility, cargo space, low step-in height, passenger volume, and maneuverability. Later commercials in 1989 featured rock singer Tina Turner. Canadian commercials in 1990 featured pop singer Celine Dion.

Seating
1984-1986 Voyagers could be equipped for five, six, or seven passengers, with an eight-passenger variant available only in 1985. Five-passenger seating, standard on all trim levels, consisted of two front bucket seats and an intermediate three-passenger bench seat. In 1985, on base and SE models, the front buckets could be replaced by a 40/60 split three-passenger bench seat, bringing the total number of occupants to six. Seven-passenger seating was an option on SEs and LEs, with dual front buckets, an intermediate two-passenger bench, and a rear three-passenger bench. Eight-passenger seating was available on SE models only, with both the additional middle two-passenger bench and the three-passenger front bench. Depending on the configuration, the base model could seat up to six, the SE could seat up to eight, and the LE could seat up to seven.

The two bench seats in the rear were independently removable (though not foldable), and the large three-seat bench could also be installed in the second-row location via a second set of attachment points on the van's floor, ordinarily hidden with snap-in plastic covers. This configuration allowed for conventional five-passenger seating with a sizable cargo area in the rear. The latching mechanisms for the benches were very intuitive and easy to operate.

On base models, the front buckets were low-back items, upholstered with plain cloth or vinyl. On SEs, the buyer could choose between low-back buckets in deluxe cloth or high-back buckets in upgraded vinyl. LEs came standard with high-back front buckets, upholstered in either luxury cloth or luxury vinyl.

In 1985 and 1986, there was also a five-passenger version with a back seat that could be folded flat with the pull of a handle into a bed that filled the rear compartment from the back of the front seats to the rear. This option was known as the Magic Camper. The Magic Camper back seat had an extra rear-facing cushion that formed the back-most section of the bed when folded flat and the seat, though very heavy, was removable. The Magic Camper option included a tent that attached magnetically to the side of the vehicle allowing access in and out of the sliding side door.

For 1987 the six- and eight-passenger options were withdrawn, leaving seating for five standard and seven optional on the base and SE, and seating for seven with high-back front buckets standard on the LE, Grand SE, and Grand LE. The deluxe cloth upholstery was now standard on base and all SE models, with the luxury vinyl optional on SEs. On LEs, luxury cloth came standard and for the first time, leather seats were available on the LE models.

Engines

For the first three years of production, two inline-4 engines with 2 barrel carburetors were offered. The base 2.2 L was from the Chrysler K-cars and produced 96 hp horsepower. The higher performance fuel-injected version of the 2.2 L engine later offered in the Chrysler K-cars was offered in the Voyager for the 1987 model year and remained the base engine until mid-1987. Alongside the 2.2 L, an optional Mitsubishi 2.6 L engine was available producing 104 hp.

At launch, the Voyager's low horsepower to weight ratio had not been much of a concern. Its main competitors were the Toyota Van and the Volkswagen Vanagon, both of which offered similar performance. In mid-1987, the base 2.2 L I4 was replaced with a fuel-injected 2.5 L I4, which produced 100 hp, while the Mitsubishi G54B I4 was replaced with the new fuel-injected 3.0 L Mitsubishi V6 producing 136 hp in March of that year.

A turbocharged version of the base 2.5 L producing 150 hp was available in 1989 and 1990. Also in 1989, revisions to the Mitsubishi V6 increased output to 142 hp. In 1990, a new 150 hp 3.3 L V6 was added to the option list. Sales of the 2.5 turbo dwindled as a result, and it was dropped at the end of the year.

 * 1984–1987 2.2 L K I4, 96 hp, 119 lbft
 * 1984–1987 2.6 L Mitsubishi G54B I4, 104 hp, 142 lbft
 * 1987½–1990 2.5 L K I4, 100 hp, 135 lbft
 * 1987½–1988 3.0 L Mitsubishi 6G72 V6, 136 hp, 168 lbft
 * 1989–1990 2.5 L Turbo I4, 150 hp, 180 lbft
 * 1989-1990 3.0 L Mitsubishi 6G72 V6, 142 hp, 173 lbft
 * 1990 3.3 L EGA V6, 150 hp, 180 lbft

Transmissions
Both a three-speed TorqueFlite automatic transmission and a five-speed manual were available with all inline-four engines, including the turbocharged 2.5 L (this was a rare combination). V-6 engines were only offered with the venerable fully hydraulically operated TorqueFlite, until the computer-controlled Ultradrive 4-speed automatic became available in 1989. The Ultradrive offered much better fuel economy and responsiveness, particularly when paired with the inline-four engine.

Second generation (AS; 1991–1995)
The Plymouth Voyager was modified for 1991 with new sheet metal. The S platform was still used, though renamed the "AS platform". These were the last Voyagers that were derived from the Chrysler K platform.

Trim levels were carried over from the previous generation. 1991 Voyagers were available in base, mid-grade SE, high-end LE, and high-end LX. The LX which was available only on short-wheelbase Voyagers, was marketed as a sport-luxury minivan and came with the most standard equipment including alloy wheels, fog lamps, and a wide array of power-operated features.

In later years various trim packages were offered on SE models. The "Sport Wagon" package available from 1993 until 1995 featured accent color (gray) bumpers and molding, fog lamps, and special aluminum wheels. The "Rallye" package offered in 1995, took the place of the departed LX model. It was more luxury-oriented, with lower body two-tone paint — regardless of upper body color, the lower body was painted "Driftwood Beige" — silver aluminum wheels, and special badging. The font first used for the Rallye's badging was adopted for all of Plymouth's badging from 1996 onward.

Interiors were more differentiated in this generation than on the first with a redesigned dashboard for 1994 featuring a passenger-side front airbag. and a seating package, marketed as the "Quad Command" seating package, available on SE, LE, and LX models. Quad command replaced the second-row bench with two individual bucket seats with a center aisle to the third-row bench. Interior options varied with trim levels and packages. Cloth seating was standard on all models; leather seating was a standalone extra-cost option on LE and LX models.

Only badging and minor cosmetics differentiated the Voyager from its Dodge Caravan rebadged variant. The Chrysler Town & Country shared the Voyager's headlamps and taillights along with its chrome waterfall grille. In Mexico, the Voyager was sold as a Chrysler and shared the chrome waterfall grille with the Town & Country.

Innovations
This generation of vans brought additional innovations, including:
 * "Quad Command" bucket seating (1990)
 * Available All-wheel drive (1990)
 * Available anti-lock brakes (1990)
 * First driver's side airbag in a minivan (1991), made standard (1991), and first dual front airbags (1993)
 * Integrated child safety seats (1991), improved design with recliners (1993)
 * First minivan to meet 1998 U.S. federal safety standards (1993)

The turbocharged engine and Convert-A-Bed feature were dropped.

Engines

 * 1991–1995 2.5 L K I4, 100 hp, 135 lbft
 * 1991–1995 3.0 L Mitsubishi 6G72 V6, 142 hp, 173 lbft
 * 1991–1993 3.3 L EGA V6, 150 hp, 180 lbft
 * 1994–1995 3.3 L EGA V6, 162 hp, 194 lbft
 * 1994–1995 3.8 L EGH V6, 162 hp, 213 lbft

Year-to-year changes

 * 1991: Second-generation minivans released.
 * 1992: A driver's side airbag was made standard for this year. Integrated child safety seats in the second-row bench were optional on 1992 Voyagers. The Grand Voyager was available with a lower-cost powertrain. A 142 hp 3.0 L V6 and a 3-speed automatic could be substituted for the standard 150 hp 3.3 L V6 with its 4-speed automatic. The 5-speed manual transmission could once again be paired with the base engine, which was now the 2.5 L I4 instead of the original 2.2 L I4.
 * 1993: On 7-passenger models, the optional "Quad Command" bucket seats replaced the middle bench seat. The right bucket tilted forward to ease entry and exit to the rearmost bench. The front shoulder belts became height-adjustable and rear shoulder belts had lower anchor points and the horn button was black.
 * 1994: New bumpers and body moldings, and a redesigned dashboard appeared on all 1994 Voyagers. New safety features which included a passenger-side airbag and side door-guard beams enabled the Voyager to meet all passenger car safety requirements through 1998. A cassette player became standard on all models but the base and a CD player was available on all models. Under the hood, a 162 hp 3.8 L V6 was a new option for top-of-the-line Grand Voyager LE models. The 3.3 L V6 was upgraded to produce 162 hp as well. For 1994 the "10th Anniversary Edition" was an option on Voyager SE models; it had unique two-tone paint and badges.
 * 1995: No major changes were made for 1995, except for the new Rallye option package available on SE models. Rallye models came with special silver-accent wheels and special two-toned paint on the lower body.

Third generation (NS; 1996–2000)
The 1996 Plymouth Voyager was redesigned from the ground up. The previous K-car automobile platform and architecture were replaced with modern components and utilized Chrysler's cab-forward design. The third generation redesign was built on the new Chrysler NS platform and included a driver's-side sliding door, a minivan first.

The Voyager was listed on Car and Driver magazine's Ten Best list for 1996 and 1997.

In a shift from previous minivans, the third-generation Voyager was marketed as the entry-level Chrysler minivan rather than as a direct counterpart of the Dodge Caravan. While sharing the same bodyshell, the Voyager and Caravan saw significant changes in body trim and feature content. Distinguished by a dark gray egg-crate grille (a body-color grille became an option in 1998), the Voyager used matte gray bumpers across all trim levels with matte gray side moldings. Before the calendar year 1996, the NS Voyager was produced with the Pentastar grille emblem and rear badging carried over from the previous model year, shifting to the "sailboat" Plymouth grille emblem and new badging in script font afterward.

The Voyager retained the base, SE, and LE trims from its predecessor. To reduce model overlap, the LE trim was discontinued in the United States (in favor of an expanded Town & Country range). To allow the Plymouth brand to remain competitive, the Rallye option package was introduced on the SE trim; along with exterior badging, the Rallye offered interior content featured in LE-trim Voyagers and Caravans. For 1998, the Rallye trim was renamed Expresso.

Third generation Voyagers and Grand Voyagers were equipped nearly identically to their Dodge counterparts, save for front fascias, badging, and the wheels on LE-trim vans, which are shared with the Town & Country. However, to maintain its position as the entry-level minivan, the Voyager was never produced with automatic headlights, fog lights, power driver's seat and power mirror memory, or auto-dimming rearview mirrors.

All-wheel drive was also discontinued in some markets. The vinyl woodgrain-appearance side paneling was no longer available, as the new side sheet metal was no longer flat.

Third generation Voyagers introduced a new system of rear seats to simplify installation, removal, and re-positioning— marketed as "Easy-Out Roller Seats". All Voyagers and Grand Voyagers were equipped with this feature. When installed, the second- and third-row seats (either bucket or bench seats) are latched to floor-mounted strikers. When unlatched, eight rollers lifted each seat, allowing it to be rolled fore and aft. Tracks had locator depressions for rollers, thus enabling simple installation. Ergonomic levers at the seatbacks released the floor latches single-handedly without tools and raised the seats onto the rollers in a single motion. Additionally, seatbacks were designed to fold forward. Seat roller tracks were permanently attached to the floor and seat stanchions were aligned, facilitating the longitudinal rolling of the seats. Bench seat stanchions were relocated inboard to reduce bending stress in the seat frames and allowing them to be lighter.

Engines

 * 1996–2000 2.4 L EDZ I4, 150 hp, 167 lbft (Canadian vans beginning in 1999 included a 3.0 L V6 as standard equipment)
 * 1996–2000 3.0 L Mitsubishi 6G72 V6 150 hp, 176 lbft (not available in certain U.S. states, 3.3 L V6 offered as standard equipment in those states instead)
 * 1996–2000 3.3 L EGA V6, 158 hp, 203 lbft
 * 1996–1997 3.8 L EGH V6, 166 hp, 227 lbft
 * 1998–1999 3.8 L EGH V6, 180 hp, 240 lbft

1996

 * As running changes during this model year, the Pentastar front logo and rear badging carried over from the previous generation were replaced with the new "sailboat" logo and script font, while the front interior door panels were redesigned, losing the discrete grab handles in favor of ones integrated into the armrests. Another running change saw the elimination of the plastic intake manifold cover from the 3.8 L engine.
 * The base engine is now the 2.4 L DACT engine with 150 hp.
 * Optional rear sliding doors.

1997

 * A CD player was a new option. Other than that, only minimal changes.

1998

 * Grocery bag hooks were added to the rearmost bench. The Rallye package was renamed Expresso and now included new wheel covers (if equipped with steel wheels), a standard CD player, and a body-colored grille). SE models with optional low-back seats and LE models received updated cloth upholstery. As a running change during this model year, the HVAC vents on the driver's side and in the center of the dashboard were changed to a more conventional design.

1999

 * The 3.8 L V6 was available for front-wheel drive SE models. A small cargo net between the front seats, additional standard equipment, integrated child-safety seats, and second-row buckets were added to the Voyager this year. Air conditioning was made standard on SE models. In Canada, the 3.0 L V6 was made standard equipment. 1999 also saw the addition of a one-year-only 15th anniversary "Platinum Edition", to mark Caravan's 15th year of production. This package was offered on various trim levels and included Platinum Metallic paint along with fender badges.

2000

 * Now standard on all models was air conditioning, power windows, and power locks (the latter two standard on SE models only). A dealer-installed rear-seat video entertainment system was newly available on all models. The 2000 model year offered packages that included the "2000+" and "Millennium" packages. These only added unique fender badges on vans with popular equipment. As Chrysler withdrew the Plymouth brand, the Voyager was marketed by both Chrysler and Plymouth during this model year.

Crash test results
The 1996-2000 Dodge Grand Caravan (twin of the Voyager/Grand Voyager) received a "Marginal" rating in the Insurance Institute for Highway Safety's 40 mph offset test. The structural performance and restraints were graded "Acceptable", but the foot injuries were very high.

In the NHTSA crash tests, it received 4 stars for the driver and front passenger in the frontal impact. In the side-impact test, it received 5 stars for the driver, and 3 stars for the rear occupant, and resulted in a fuel leak that could cause a fire hazard.

Discontinuation

Following the retirement of the Plymouth brand after the 2000 model year, the Voyager nameplate was continued by the Chrysler division. While used by all exported Chrysler minivans since 1988, in North America, the Chrysler Voyager served as the lowest-trim Chrysler-brand minivan. Offered only in a short-wheelbase configuration, the Voyager continued with matte-black bumpers and exterior trim. Following the 2001 introduction of the RS-generation minivans, the Voyager was distinguished by a winged Chrysler emblem atop a black plastic grille (a shape adopted by the later PT Cruiser).

For 2004, Chrysler discontinued the Voyager in the United States and Canada, replacing the model line with the Dodge Caravan and a short-wheelbase Town & Country (the Voyager remained in Mexico through 2007). In markets outside of North America, the nameplate remained in use through 2016 for all export versions (as both a Chrysler and a Lancia).

After skipping the 2008-2020 fifth generation, the Voyager nameplate returned to use in North America for 2020 production, slotted below the Chrysler Pacifica and effectively replacing the Dodge Grand Caravan.

Trim levels

 * Base – 1984–2000
 * LE – 1984–1995 (unavailable in the US for the third generation; replaced by standalone Rallye and Expresso models)
 * SE – 1984–2000
 * LX – 1989–1992
 * Sport Wagon – 1993–1995 (package available on SE and LE)
 * Rallye – 1995–1997 (1995 as a package on SE and LE; 1996–1997 as either a package on SE or a standalone model)
 * Expresso – 1998–2000 (as a package on SE or standalone model)

title: Plymouth Voyager


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Chrysler Concorde

The Chrysler Concorde is a full-size car that was produced by Chrysler from 1992 to 2004. It assumed the C-body Chrysler New Yorker Salon's position as the entry-level full-size sedan in the Chrysler brand lineup. One of Chrysler's three original Chrysler LH platform models, it has a front-engine, front-wheel-drive layout.

The Concorde was related to the Chrysler/Dodge Intrepid, Eagle Vision, Chrysler 300M, Chrysler LHS, and the eleventh and final generation Chrysler New Yorker.

It was on Car and Driver magazine's Ten Best list for 1993 and 1994.

Design background
The Concorde's design can be traced to 1986 when designer Kevin Verduyn completed the initial exterior design of a new aerodynamic concept sedan called Navajo. The design never passed the clay model stage. Also at this time, the Chrysler Corporation purchased bankrupt Italian sports car manufacturer Lamborghini. The Navajo's exterior design was reworked and became the Lamborghini Portofino, released as a concept at the 1987 Frankfurt Auto Show. The Portofino was heralded as a design triumph, setting in motion Chrysler's decision to produce a production sedan with the Portofino's revolutionary exterior design, called "cab-forward". The cab forward design was characterized by the long, low slung windshield, and relatively short overhangs. The wheels were effectively pushed to the corners of the car, creating a much larger passenger cabin compared to equivalent contemporary cars.

Design of the future Concorde chassis began in the late 1980s after Chrysler had bought another automaker, American Motors Corporation (AMC) in 1987. During this time, Chrysler began designing the replacement for the Dodge Dynasty and Chrysler New Yorker, as well as a potential Plymouth. The initial design of Dodge's LH bore resemblance to the Dynasty, and this design was scrapped entirely after François Castaing, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988.

The new design, under Castaing's leadership, began with the Eagle Premier, also sold later as the Dodge Monaco. The Premier's longitudinal engine mounting layout was inherited, as was the front suspension geometry, and parts of the braking system. The chassis itself became a flexible architecture capable of supporting front or rear-wheel drive (designated "LH" and "LX" respectively). The transmission was inspired by the Premier's Audi and ZF automatics. Borrowing heavily from Chrysler's A604 (41TE) "Ultradrive" transversely mounted automatic, it became the A606 (also known as 42LE). The chassis design was continually refined throughout the following years, as it underpinned more Chrysler prototypes: the 1989 Chrysler Millennium and the 1990 Eagle Optima.

By 1990, it was decided that the new technologically advanced car would need a new technologically advanced engine to power it. Until that time, the only engine confirmed for use was Chrysler's 3.3 L pushrod V6 engine. Chrysler's old engineering system would have required up to five years, but both the engine and manufacturing teams committed to "Job 1" to have a new 3.5 L engine as "an absolute cornerstone for the car." Under Castaing's leadership, Chrysler developed an advanced engine in three years for the start of Concorde production that featured SOHC cylinder heads with four valves per cylinder.

The appearance, still based on the cab forward exterior design of the 1987 Lamborghini Portofino concept, with its aerodynamic shape, made for little wind noise inside this large car. This sleek styling gives the Concorde a low drag coefficient which was ahead of its time. Although American Motors' Eagle Premier (and Dodge Monaco) was discontinued by Chrysler after the 1992 model year, the new Concorde's packaging was derived from the Premier, and all the suspension and drivetrain development mules were Premiers. Other design features found their way into the Chrysler LH platform, most notably the longitudinal engine layout, a hallmark of Renault's front-wheel-drive designs. This design allowed engineers to lower the hood line, made maintenance/servicing simpler, and tightened the car's turning diameter.

First generation (1993–1997)
The first generation of the Concorde debuted at the 1992 North American International Auto Show in Detroit as a 1993 model. It debuted as a single, well-equipped model with a base price of US$18,341.

Out of all the LH sedans, the first generation Concorde was most closely related to the Eagle Vision. The Concorde was given a more traditional image than the Vision. The two shared nearly all sheet metal in common with the main differences limited to their grilles, rear fascias, bodyside moldings, and wheel choices. The Concorde featured a modern take on Chrysler's signature waterfall grille. It was split into six sections divided by body-colored strips with the Chrysler Pentastar logo on the center strip. The Concorde's rear fascia was highlighted by a full-width and full-height lightbar between the taillights, giving the appearance that the taillights stretched across the entire trunk.

In keeping with its upscale position, Concorde's body side moldings incorporated bright chrome (later golden colored) work not found on its Dodge or Eagle siblings. On Concordes with gray lower body paint color, the gray came all the way up to the chrome beltline; on Visions, the gray lower body paint area was smaller and much more subtle. Wheel styles, which included available aluminum wheels with a Spiralcast design, were also unique to the Chrysler LH sedans (Concorde, LHS, New Yorker); Dodge and Eagle had their own different wheel styles.

The similar Eagle Vision featured a smaller split-grille with a large Eagle badge in the center. The Vision's taillights, although the same shape as the Concorde's were clustered differently and featured European-inspired amber turn signals. The Vision did not share the Concorde's lightbar, instead of using the area as space for a trunk-mounted license plate (as opposed to the rear bumper-mounted license plate on the Concorde). On the other hand, the Intrepid incorporated different headlight and taillight assemblies and had no grille at all.

The interior of the Concorde was also nearly identical to that of the Vision, the main difference being the Concorde's faux wood trim and steering wheel emblem; the Intrepid's interior was substantially different from the Concorde and Vision. Concordes and Intrepids could be equipped with a front bench seat and column shifter, bringing total capacity to six. The Vision could only be equipped with front bucket seats. Unlike its Dodge and Eagle siblings, Chrysler Concordes never had the option of autostick transmission and its special instrument cluster. It was only available with an automatic transmission.

The upscale Concorde models featured leather-trimmed seats, steering wheels, shift knobs, and door inserts. Other interior options included rear-seat vents (in the five-seater), rear center rear armrest, and eight-way power seats for both the driver and passenger, as well as personal reading lamps. Power windows and central door locks were standard on all Concordes, as were dual airbags. Other options included remote keyless system and a choice of several Infinity sound systems with CD, cassette with up to eight speakers, and an equalizer.

The upscale LXi model was distinguishable as it did not have a retractable antenna, but a fixed antenna inside the rear passenger-side fender. Anti-lock brakes (ABS) were standard, with traction control optional.

Dual-way power sunroofs were available on this car. They were designed and installed by American Sunroof (now American Specialty Cars) from its Columbus, Ohio plant, not by Mopar itself. An installed sunroof eliminated most of the front overhead console that featured storage bins for a garage door opener and sunglasses. However, the Overhead Travel Information System (OTIS), or on-board computer with integrated map lights, was retained.

A notable achievement included the Center for Auto Safety ranking the 1993 Concorde as superior in crashworthiness after testing it at 35 mph into a wall. Another achievement was being featured on Car and Driver's top 10 list for both 1993 and 1994.

1993

 * Base 3.3 L engine had 153 hp and standard non-touring suspension. A six-disc trunk-mounted Mopar CD changer with wire remote and an alarm system were dealer-installed options. This was the first car, along with Intrepid and Vision, to have the 3.5 L 24-valve SOHC V6 engine. A Panasonic cell phone with an externally mounted antenna could be ordered. The split-bench seat with column shift lever was not yet available, but planned from the beginning.

1994

 * For this year, the touring suspension became standard. Also, base engines gained 8 hp. A front split-bench seat with twofold-down armrests with cup holders and column shift became available to make it a six-seater. Power steering added more assistance, to reduce turning effort for parking as well as deliver a greater feel at higher speeds. The 3.3 L engine was rated at 153 hp for 1992 and 1993 and 161 hp in the remaining years of the first generation. Both 3.3 L engines achieved 18 mpgus city, 21 mpgus combined, and 26 mpgus highway. Chrysler's Visorphone was offered as well as a more conventional dealer-installed Chrysler car phone and the same Panasonic cell phone from the 1992 launch, all shown in the 1994 model year brochure.

1995

 * Improvements made to the transaxle, a modification to the optional remote keyless entry system, and the addition of 'thumb-touch' acceleration and cancel features, placed on the steering wheel spokes, to the cruise control. Later 1995 models were produced with sheet metal front fenders, which replaced the composite fenders on earlier models to improve structural integrity. The corporate "Pentastar" logo was replaced by the Chrysler wreath on the grille, horn pad, and various other places (except the keyless entry key fob and keys, which still had the old "Pentastar" logo). Chrysler waited until 1995 for this change on its other models with the exception of the Cirrus and Sebring, with the Plymouth brand getting a related new logo on all 1996 and later models. Dodge had already begun phasing out the Pentastar in 1992.

1996

 * The Concorde gained two distinguished trim levels for 1996: lower-level LX and higher-level LXi. Extra sound insulation and revised structural engineering promised to make the Concorde quieter. Sheet metal front fenders added for 1996 and later on all models as part of the structural upgrade.
 * The base model now has 16' wheels standard, better insulation, OBD-II, a new finish to the front seats and more powerful headlights.
 * Optional "gold" finish on the aluminum rims.

1997

 * The only major change for this year was that on the base LX model, the 3.3 L V6 was dropped as the standard engine.

All of the first-generation 3.5 L engines were rated at 214 hp with 16 mpgus city and 24 mpgus with 89 octane fuel required.

Production Figures:

Second generation (1998–2004)

The Concorde was completely redesigned for the 1998 model year. The "Second Generation" design was introduced in 1996 as the Chrysler LHX concept car. This concept vehicle had large, 20-inch wheels, a centrally located instrument cluster, and a closed-circuit television system within the windshield pillars replacing conventional rearview mirrors. While the concept vehicle's wheelbase was expanded to 124 in to allow for rear passenger supplement restraints, rear occupant entertainment center and storage compartment, production second generation LH cars retained the original's 113 in wheelbase.

Despite overall length increasing by 7.5 in, the second generation's weight dropped by nearly a hundred pounds. This was achieved by extensive use of aluminum for the rear suspension, hood, as well as in the two new engines. There was a new 200 hp 2.7-liter V6 and 225 hp 3.2 L V6. The 3.5 L was redone and output upgraded to 253 hp and was available on the 2002 through 2004 Concorde Limited (formerly LHS).

Much was done in the design process to make the second generation LH sedans look more distinct from each other. The 1998 Concorde differed far greater from the Dodge Intrepid and the new 1999 Chrysler 300M (successor to the Eagle Vision), than did the first generation models. With the exception of the doors and roof, the Concorde shared little sheet metal with the Intrepid and 300M. The new Concorde's front end was underscored by a striking full-width grille, relocated to the front bumper to give the impression of a bottom breather. Sweeping curves and a more rounded front end also set the Concorde apart from the Intrepid and 300M.

As in the previous generation, six-passenger seating with a front bench seat, folding center armrest, and a column-mounted transmission shifter was available on the base model through the 2004 model year. Cloth seating was standard on base LX with leather seating optional. Leather was standard on upscale LXi and later Limited models.

The Concorde, 300M, and Intrepid were discontinued in 2004. The all-new, rear-wheel-drive Chrysler 300 replaced the Concorde (and 300M) in early 2004 as a 2005 model.

Model year changes

 * 1998: The Concorde was completely redesigned for the 1998 model year. Bodyshells were designed to be stronger and stiffer, as well as incorporating double-shear suspension mounts and integrated side impact protection.
 * 1999: The Concorde's suspension system was softened to enhance ride comfort and reduce road noise. Thicker carpeting was installed inside, and a new standard cargo net went into the trunk. LXi models added a new CD player and Chrysler's Sentry Key theft-deterrent system, which disabled the ignition unless the proper key was used to start the engine.
 * 2000: A new factory-installed power sunroof was available on both base LX and upscale LXi models. The Concorde also earned additional suspension changes designed to provide a quieter, smoother ride. Tires grew to 16 inches for the LX, to match those of the LXi. The LXi edition gained standard speed-sensitive, variable-assist steering, as well as an optional 4-disc in-dash CD changer.
 * 2001: Optional front side airbags and a 3-point safety belt for the rear seat's middle position were added. The LX's 22D option package now included alloy wheels. Also, the LXi's optional Infinity sound system gained steering wheel-mounted controls.
 * 2002: Adopting the body of the discontinued LHS, a new trim level was added, the range-topping Limited, which featured 17-inch wheels and a "high output" 3.5 L V6 engine producing 250 hp. With the former LHS's shorter nose, the 2002–2004 Concorde was 1.4 in shorter than 1998–2001 models. At midyear, Limited models became available with an optional Pro-Am Edition Group that included two-tone leather upholstery, unique interior trim, full-size spare tire on a matching chrome road wheel, a set of TaylorMade golf clubs (irons only), a special leather and suede Chrysler golf bag, exterior 'Pro-Am' appliques on the exterior rear windows, as well as a 'Pro-Am' trunk organizer for holding the clubs and accessories.
 * 2003: No major changes were made except the optional 4-disc in-dash CD changer was replaced with the optional 6-disc in-dash CD changer.
 * 2004: The Concorde's last year. For the 2005 model year, the Concorde was replaced by the Chrysler 300. The last Concorde was produced on August 30, 2003.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Chrysler Concorde


text:
User:Urania

Biography of Urania:

(July 28, 2004) 10,575 days

title: User:Urania


text:
Chrysler Voyager

The Chrysler Voyager (and the long-wheelbase Chrysler Grand Voyager) is a minivan produced by the Chrysler division of Stellantis. In the current lineup, it is positioned as the lower-end Chrysler minivan, having replaced the Dodge Grand Caravan in 2020, below the Chrysler Pacifica.

The Chrysler Voyager was introduced in Europe in 1988, and was a rebadged version of the Dodge Caravan in the United States. It originally evolved with the Caravan, the Plymouth Voyager, and the Chrysler Town & Country. In the United States, the Chrysler Voyager nameplate replaced the short-wheelbase (SWB) version of the Plymouth Voyager following the folding of the Plymouth division by DaimlerChrysler AG in 2001, and was discontinued in 2003. The nameplate was revived for the 2021 model year following the discontinuation of the Dodge Grand Caravan after the 2020 model year, and is rebadged as the Chrysler Grand Caravan in Canada.

In Europe, the Chrysler Voyager was rebadged as the Lancia Voyager from the 2011 until 2016 model years. The Voyager was sold with different engines, including diesel engines, and was also available with manual transmission and a foot-operated emergency brake. Although now produced solely in Ontario, Canada, the Grand Voyagers were still available with diesel engines as standard. These diesel engines are based on a modern double overhead cam common rail design from VM Motori of Italy. The last European Chrysler Grand Voyagers are very similar to the 2008 and later Chrysler Town & Country cars, and were sold only in the long-wheelbase version (as in North America). Following the fifth generation, the Grand Voyager nameplate was discontinued in all markets.

Together with its nameplate variants, the Chrysler minivans have ranked as the 13th bestselling automotive nameplate worldwide, with over 12 million sold.

First generation (1988–1990)
The Caravan was first introduced as a North American minivan for the United States and Canadian markets, sold along with the identical Plymouth Voyager, in November 1983, for the 1984 model year. Interior trim, controls, and instrumentation were borrowed from the Chrysler K platform, and coupled with the lower floor enabled by the front-wheel-drive, the Caravan featured car-like ease of entry. The line was first introduced into the European market in 1988 as Dodge Caravans rebranded as Chryslers. Europe's Chrysler Voyager was nearly identical to the American Dodge Caravan except that the turbocharged I4 engine and the 3.3 L Chrysler EGA V6 were not available.

Engines

 * 2.2 L K I4
 * 2.5 L K I4
 * 3.0 L Mitsubishi 6G72 V6

Second generation (1991–1995)
Introduced for the 1991 model year, the Chrysler Voyager in Europe continued to be identical to the Dodge Caravan in the United States except that the 3.8 L V6 was not available for the Chrysler Voyager. This would be the final generation available with a manual transmission in the United States. A 2.5 L turbo-diesel four-cylinder engine produced by VM Motori was made available beginning in 1994. There were also military modifications available for the Voyager in South Africa, which included large fuel tanks available in 240 and 360-liter capacities.

Engines

 * 2.5 L K I4
 * 2.5 L VM425 Turbo Diesel (1994–1995)
 * 3.0 L Mitsubishi 6G72 V6
 * 3.3 L EGA V6
 * 3.8L

Third generation (1996–2000)

The 1996–1999 models in Mexico are rebadged Dodge Caravans, although the Caravan was sold alongside the Voyager. For 2000, the Chrysler Voyager was identical to the Plymouth Voyager except that the 3.8 L V6 was not available. Base models of the Voyager were offered in most states with either a 2.4 L four-cylinder or a 3.0 L Mitsubishi V6 engine, except in California and several northeastern states, where the Mitsubishi V6 didn't meet emissions standards. In those locales, the 3.3 L engine was offered instead.

For the European market, Voyagers continued to be rebadged Caravans. Unique to this market were 2.0 L Straight-4 SOHC and DOHC engines and 2.5 L turbo diesel produced by VM Motori. European market vans also came with manual transmissions and in a six-passenger model with six captains chairs, not available elsewhere.

Engines

 * 2.0 L A588 I4 SOHC
 * 2.0 L ECC I4 DOHC
 * 2.4 L EDZ I4
 * 2.5 L VM425 I4 Turbo Diesel
 * 3.3 L EGA V6
 * 3.8 L EGH V6 (AWD; not available in UK)
 * 3.0 L Mitsubishi 6G72 V6

Safety
According to Euro NCAP crash test results, the 1999 model Chrysler Voyager did so badly in the frontal impact that it earned no points, making it the worst of the group. The body structure became unstable and the steering column was driven back into the driver's chest and head'. The 2007 model Chrysler Voyager fared little better, achieving just 19% in the frontal impact test, with an overall score of 2 stars out of a possible 5. However, chest compression measurements on the test dummy 'indicated an unacceptably high risk of serious or fatal injury. As a result, the final star in the adult occupant rating is struck-through'.

Fourth generation (2001–2007)

From 2001 until 2003, the Voyager was offered in the SWB model only, replacing the SWB Plymouth Voyager. It resembled the Town and Country more than the previous generation, the only major cosmetic difference besides the trim (where the Town and Country's is fancier) was the placement of the Chrysler emblem on the grille. After the 2003 model year, the Voyager was discontinued (United States market) and replaced by the Chrysler Town and Country, SWB model. The SWB Town & Country continued under the Voyager name in the Mexican market.

Engines

 * 2001–2008 3.3 L EGA V6
 * 2001–2008 3.8 L EGH V6
 * 2001–2008 2.4 L EDZ I4
 * 2008–2011 (China) 3.0 L 6G72 V6

Year to year changes

 * 2000: The Voyager is sold as a Plymouth and as a Chrysler, with the same options and features, however the Chrysler versions have sticker prices of about US$500 more.
 * 2001: The Chrysler Voyager was completely redesigned for this year as were the other Chrysler minivans. It was now only sold under the Chrysler marque; no "Grand" LWB versions are sold. Some new features include side airbags and an optional navigation system.
 * 2002: Either a VCR or a DVD-based rear-seat entertainment system was a new option available for dealer installation on all 2002 Voyagers. A high-value entry-level model, the eC was offered this year along with the base and LX models. All 2002 Voyagers now used a four-speed automatic transmission.
 * 2003: Power-adjustable brake and accelerator pedals were available on 2003 Voyagers. Anti-lock brakes remained optional for the upscale LX, but were no longer available for base Voyagers. The Voyager was discontinued after this year and was replaced by the little-changed SWB Town and Country.

In Europe Chrysler began offering the Voyager with the first generation, followed by the second generation model in 2001, with a new engine range – including larger, more economical diesel engines (2.5 L and for 2005 – the 2.8 L 4 cylinder from VM Motori) and more fuel-efficient gasoline engines (I4 and V6).

The fourth generation Grand Voyager continued production for the Chinese market alongside the Dodge Grand Caravan until late 2010. Both models were built by Soueast in China, using a Town & Country production line relocated from Taiwan, and were powered by Mitsubishi 6G72 engines.

Fifth generation (2008–2016)
Chrysler introduced the new Grand Voyager for 2008 and successfully positioned it in the automotive market as a luxury MPV suited for large families. Some versions of Grand Voyager are visually identical to the Chrysler Town & Country which is sold in the North American and South American markets. In a similar fashion to the other large multi-purpose vehicles (MPVs) on the market, the Grand Voyager was sold with a standard diesel engine in Europe. This was also the first generation of the model that was not sold as the Chrysler Grand Caravan; markets in which it was previously sold under that nameplate received as either the Grand Voyager or Town & Country.

However, the seating is arranged in the 2–2–3 (front to rear) layout common in North America, rather than the 2–3–2 layout often seen in SUVs and MPVs in Europe. On right-hand drive (RHD) models the gear shift lever is placed on a floor-mounted console between the seats, in contrast to the instrument panel positioning found on LHD models.

Standard engine

 * 2008–2015: 2.8 L (2776 cc) CRD I4, 163 hp at 3800 rpm and 265 lbft at 1600 rpm. (RA 428 DOHC)

The 2009 Grand Voyager with diesel motor gets a combined fuel economy of 9.3 L/100 km.

Optional engine on top of the range Limited models:

All engines are paired with Chrysler's 62TE 6-speed automatic transmission with variable line pressure (VLP) technology (See Ultradrive).
 * 2008–2010: 3.8 L (3778 cc, 230.5 cu in) EGH V6, 197 hp (147 kW) at 5200 rpm and 230 lb·ft (312 N·m) at 4000 rpm
 * 2010–2015: 3.6 L (3604 cc, 220 cu in) Pentastar V6, 283 hp (211 kW) at 6600 rpm and 260 lb·ft (353 N·m) at 4800 rpm

Lancia Voyager

All Voyagers sold since October 2011 in continental Europe are sold under the Lancia brand.

The Chrysler-branded variant continues to be sold in the United Kingdom, Ireland, Russia, Australia, New Zealand, the Middle East, South Korea, Singapore, and China, as Lancia does not have sales operations in those markets. Voyager become the successor to previous unrelated series of minivans produced by Lancia, the last of which is the Phedra.

However, the parent company Fiat Chrysler Automobiles under the leadership of CEO Sergio Marchionne has decided to shut down both Chrysler and Lancia brands out of its European market (with the exception of keeping one model of Lancia available for sale in Italy). Due to this decision, the Lancia Voyager too is no longer being sold in Europe.

European engines
The Lancia version is offered with engines compliant with Euro V emission standards.

Sixth generation (2020–present)
For the 2020 model year, the Chrysler Pacifica's low-end L and LX models were separated from the Pacifica lineup and given the Voyager name. This marks the return of the Voyager nameplate to the Chrysler model lineup, in which it was last used in 2016, and the North American market, in which it was last used in 2003 and 2008 in the United States and Mexico, respectively. In addition to the L and LX trim levels, an LXi model will be available to fleet customers.

The 2020 Voyager went on sale in the U.S. in the fall of 2019 with base prices ranging from $26,985 for the entry L model to $32,995 for the fleet-only LXi model. Seven-passenger seating, a six-speaker sound system with Active Noise Cancellation, Apple CarPlay and Android Auto are standard on all models. Among the available options is the SafetyTec Group which includes rear park assist, blind-spot monitoring, and rear cross-path detection. The LX adds SiriusXM Satellite Radio and seventeen-inch aluminum-alloy wheels. The fleet-only LXi adds easy-clean leatherette-trimmed seating surfaces and dual heated front bucket seats. LX and LXi models offer a single-screen rear DVD entertainment system as on option. All Voyagers will be powered by the same 3.6 L Pentastar V6 gasoline engine with Variable Valve Timing (VVT) that powers the Chrysler Pacifica, producing 287 hp and 262 lbft of torque, mated to the ZF-manufactured 948TE nine-speed automatic transmission controlled by a rotary control knob mounted in the Voyager's center console. Unlike the Chrysler Pacifica, which is available with either front-wheel drive (FWD) or all-wheel drive (AWD), the Voyager is only offered with front-wheel drive.

Production of the Dodge Grand Caravan ended in 2020, thereby making Voyager the new entry minivan in FCA's U.S. lineup. In Canada, the Voyager nameplate was not in use for 2020 and all models still carried the Pacifica name. In the 2021 model year, FCA began selling Voyager as the Chrysler Grand Caravan in Canada.

The 2022 Voyager is targeted exclusively for fleet buyers. Only offered in the LX model, the 2022 Voyager includes standard features that include heated front seats and steering wheel, second-row Stow 'n Go seats, clear air filtration system, Uconnect 5 system as well as power sliding doors and rear lift gate. There are just two option packages that provide more driver-assist and connectivity features.

The fleet-only 2022 Voyager model is predicted by Kelley Blue Book to have "attractive deals on the used market" as the rental companies begin selling them in a few years.

Public sales of the Voyager were discontinued in 2021, making it a fleet exclusive model. For the 2023 model year, the LX remained the only model on offer.

Seating features
The Chrysler Voyager has incorporated various seating systems for their minivans to enhance interior flexibility.

Integrated child safety seats
In 1992, Chrysler introduced a second-row bench seat integrating two child booster seats. These seats continued as an available option through fifth generation until they were discontinued in 2010.

Easy Out Roller Seats
In 1996, Chrysler introduced a system of seats to simplify installation, removal, and re-positioning— marketed as Easy-Out Roller Seats. The system remained in use throughout the life of the Chrysler Voyager.

When installed, the seats are latched to floor-mounted strikers. When unlatched, eight rollers lift each seat, allowing it to be rolled fore and aft. Tracks have locator depressions for rollers, thus enabling simple installation. Ergonomic levers at the seatbacks release the floor latches single-handedly without tools and raise the seats onto the rollers in a single motion. Additionally, seatbacks were designed to fold forward. Seat roller tracks are permanently attached to the floor and seat stanchions are aligned, facilitating the longitudinal rolling of the seats. Bench seat stanchions were moved inboard to reduce bending stress in the seat frames, allowing them to be lighter.

When configured as two- and three-person benches, the Easy Out Roller Seats could be unwieldy. Beginning in 2001, second and third-row seats became available in a 'quad' configuration – bucket or captain chairs in the second row and a third-row three-person 50/50 split "bench" — with each section weighing under 50 lb.

Stow'n Go seating
In 2005, Chrysler introduced a system of second and third-row seating that folded completely into under-floor compartments – marketed as Stow 'n Go seating and exclusively available on long-wheelbase models.

In a development program costing $400 million, engineers used an erector set to initially help visualize the complex interaction of the design and redesigned underfloor components to accommodate the system — including the spare tire well, fuel tank, exhaust system, parking brake cables, rear climate control lines, and the rear suspension. Even so, the new seating system precluded incorporation of an AWD system, effectively ending that option for the Chrysler minivans.

The system in turn creates a combined volume of 12 cuft of under-floor storage when second-row seats are deployed. With both rows folded, the vans have a flat load floor and a maximum cargo volume of 160.7 cuft.

The Stow 'n Go system received Popular Science Magazine's "Best of What's New" for 2005 award.

The Stow 'n Go system is not offered on the Volkswagen Routan, a rebadged nameplate variant of the Chrysler minivans.

Swivel 'n Go seating
Chrysler introduced a seating system in 2008, marketed as Swivel'n Go. In the seating system, two full-size second-row seats swivel to face the third row. A detachable table can be placed between the second and third-row seats. The Swivel'n Go seating system includes the third-row seating from the Stow'n Go system.

The system is noted for its high strength. The entire load of the seat in the event of a crash is transferred through the swivel mechanism, which is almost twice as strong as the minimum government requirement.

The swivel mechanism includes bumpers that stabilize the seat while in the lock position. When rotated the seat comes off these bumpers to allow easy rotation.

The seat is not meant to be left in an unlocked position or swiveled with the occupant in it, although this will not damage the swivel mechanism.

Production worldwide
In the early years of its marketing (1988–1991), the Voyager was manufactured in North America and exported to Europe. The Voyager began to be manufactured in Europe in 1991, at the Eurostar plant near Graz, Austria. Eurostar was a joint venture between Chrysler and the Austrian company Steyr-Daimler-Puch. It was later acquired by DaimlerChrysler and finally the plant was sold to Magna Steyr in 2002. The minivan production ended there at the end of 2007. Units produced in Austria were marketed in Europe, Asia, and Africa. They were built with gasoline and diesel engines, with manual transmission, in short-wheelbase (SWB) and long-wheelbase versions, and in right and left-hand drive versions (all sold as Chrysler Voyager).

From 2008 until 2010, the fourth generation Grand Voyager was produced in China by Soueast using a relocated Taiwanese Town & Country assembly line.

The fifth generation Voyagers (2008–2011) have been exported to Europe from Windsor, Canada, where they are produced. Beginning in October 2011, they were exported and sold as the Lancia Voyager in most European markets, as Chrysler operations were merged with those of Lancia in many European countries. In the United Kingdom, only the Grand Voyager is marketed.

Since 2011, the Voyager is sold under the Lancia badge in Europe to strengthen the Chrysler-Lancia integration, though it remains branded as the Chrysler Voyager in the United Kingdom and Ireland. In March 2015, Fiat Group announced that in 2017, Chrysler would be discontinued in the United Kingdom. It was removed from Chrysler UK's website in January 2016.

title: Chrysler Voyager


text:
Haibun

Haibun (俳文) is a prosimetric literary form originating in Japan, combining prose and haiku. The range of haibun is broad and frequently includes autobiography, diary, essay, prose poem, short story and travel journal.

History
The term "haibun" was first used by the 17th-century Japanese poet Matsuo Bashō, in a letter to his disciple Kyorai in 1690. Bashō was a prominent early writer of haibun, then a new genre combining classical prototypes, Chinese prose genres and vernacular subject matter and language. He wrote some haibun as travel accounts during his various journeys, the most famous of which is Oku no Hosomichi (Narrow Road to the Interior).

Bashō's shorter haibun include compositions devoted to travel and others focusing on character sketches, landscape scenes, anecdotal vignettes and occasional writings written to honor a specific patron or event. His Hut of the Phantom Dwelling can be classified as an essay while, in Saga Nikki (Saga Diary), he documents his day-to-day activities with his disciples on a summer retreat.

Traditional haibun typically took the form of a short description of a place, person or object, or a diary of a journey or other series of events in the poet's life. Haibun continued to be written by later haikai poets such as Yosa Buson, Kobayashi Issa and Masaoka Shiki.

In English
Haibun is no longer confined to Japan, and has established itself as a genre in world literature that has gained momentum in recent years.

In the Haiku Society of America 25th anniversary book of its history, A Haiku Path, Elizabeth Lamb noted that the first English-language haibun, titled "Paris," was published in 1964 by Canadian writer Jack Cain. However, an earlier example is Carolyn Kizer's "A Month in Summer," an extended haibun with 21 haiku and one tanka, published in 1962. Her piece (identified as a haibun) first appeared in Kenyon Review.

James Merrill's "Prose of Departure", from The Inner Room (1988), is a later example.

The first contest for English-language haibun took place in 1996, organized by poet and editor Michael Dylan Welch, and judged by Tom Lynch and Cor van den Heuvel. Anita Virgil won first prize, and honorable mentions (in alphabetical order) went to Sydney Bougy, David Cobb, and John Stevenson. The contest resulted in the publication of Wedge of Light (Press Here) in 1999. As credited by Welch, the first anthology of English-language haibun was Bruce Ross's Journey to the Interior: American Versions of Haibun (Tuttle), published in 1998.

Jim Kacian and Bruce Ross edited the inaugural number of the annual anthology American Haibun & Haiga (Red Moon Press) in 1999; that series, which continues to this day, changed its name to Contemporary Haibun in 2003 and sponsored the parallel creation in 2005 of Contemporary Haibun Online, a quarterly journal that added Welsh haibun author Ken Jones to the founding editorial team of Kacian and Ross.

Characteristics
A haibun may record a scene, or a special moment, in a highly descriptive and objective manner or may occupy a wholly fictional or dream-like space. The accompanying haiku may have a direct or subtle relationship with the prose and encompass or hint at the gist of what is recorded in the prose sections.

Several distinct schools of English haibun have been described, including Reportage narrative mode such as Robert Wilson's Vietnam Ruminations, Haibunic prose, and the Templum effect.

Contemporary practice of haibun composition in English is continually evolving. Generally, a haibun consists of one or more paragraphs of prose written in a concise, imagistic haikai style, and one or more haiku. However, there may be considerable variation of form, as described by editor and practitioner Jeffrey Woodward.

Modern English-language haibun writers (aka, practitioners) include Jim Kacian, Bruce Ross, Mark Nowak, John Richard Parsons, Sheila Murphy, Nobuyuki Yuasa, Lynne Reese, Peter Butler, Eve Kosofsky Sedgwick, and David Cobb, founder of the British Haiku Society in 1990 and author of Spring Journey to the Saxon Shore, a 5,000-word haibun which has been considered seminal for the English form of kikōbun (i.e., travel diary).

title: Haibun


text:
Eagle Premier

The Eagle Premier is a full-size executive car that was developed by American Motors Corporation (AMC) during the 1980s through its partnership with Renault. This model was manufactured in the then-brand-new Brampton Assembly in Canada. Chrysler Corporation bought the rights to the Premier when it acquired Renault's outstanding shares in AMC in 1987, and began selling the car under the new Eagle marque.

The four-door sedan was manufactured from September 1987 (for the 1988 model year) until December 1991 (for the 1992 model year). A rebadged variant was also marketed as the Dodge Monaco from 1990 to 1992.

Design
In 1982 American Motors and Renault, a major shareholder in AMC since 1979, began work on a new downsized full-size front-drive passenger car, code-named X-58, for introduction in late 1986. A companion two-door coupe, code named X-59, was to debut for the 1988 model year. These two body styles were to be the first full-size cars sold by AMC since the 1978 AMC Matador to re-position the automaker with a broader product offering in the marketplace.

Rather than engineer a completely new chassis for the Premier the then-new Renault 25's monocoque underpinnings were used as a basis and adapted for the new product. Using the Renault 25 chassis the suspension was derived from the Renault Medallion (Renault 21). The suspension featured a four-wheel independent system with MacPherson struts at the front wheels and two torsion bars at each rear wheel, with stabilizer bars in both front and rear.

The exterior by Giorgetto Giugiaro's Italdesign was picked over other concepts generated by AMC's styling department and other independent firms. The Premier's body's drag coefficient of 0.31 is slightly lower (more efficient) than the 1986 Ford Taurus that was well known for its aerodynamic shape. The Premier's body was finished using a baked enamel clearcoat for all the available colors. The body was covered by a 7-year, 100000 mi warranty. The car's trunk capacity was also large, offering 16.3 cuft of cargo space.

The Eagle also featured new technology to improve the luminous efficiency of its headlamp system, afford greater styling freedom, and have a rectangular frontal aspect. The 1988 Eagle Premier was one of the first cars featuring Valeo headlamps with nonparabolic, complex-surface reflector headlamps with optic lenses.

Stretched in all dimensions, the Premier provided more interior room than any of its contemporaries. The interior was an all-new design by AMC's in-house staff under the direction of Dick Teague. It also included features that were considered unique at the time. The instrument panel featured "a heavy dose of electronics", with all driver controls housed within a fingertip distance from the steering wheel. It used an unusual dash-mounted gear selector with a thin metal lever at the end which was a grip handle; instead, if the gear selector shifted downward in the traditional fashion, the lever dropped into the dash pod in which it was mounted. The climate controls used an unusual up-down button that cycled through the different heating modes, indicated by an array of lights. All of these controls were housed in a control panel on the right side of the steering column. On the left side of the column, another control contained the light and windshield wiper controls. The turn signal control was also electronic returning to its centered position immediately after a driver signaled a turn, and a gong indicated its cancellation after completing a turn. The optional cruise control was built into the leather-wrapped steering wheel. Other features included intermittent wipers, as well as automatic variable-speed that adjusted wiper speed to the amount of water that hit the windshield; with less moisture, the slower they would move, but increasing their action if a passing truck splashed the windshield with a large amount of water. Standard on all Premiers was an electronically tuned stereo sound system.

There was a choice of two powertrains. Eschewing the Renault 25's French-built four-cylinder engines, the base Premier LX trim featured a standard 2.5 L AMC four-cylinder engine. Featuring electronically controlled throttle-body fuel injection, it developed a peak power output of 111 hp and 142 lb.ft of torque at 1400 rpm. This engine was coupled to a new electronically controlled four-speed automatic gearbox, developed by ZF Friedrichshafen. Fuel economy for the base model was EPA estimated at 22 mpgus in the city and 31 mpgus on the highway, giving it a 527 mi cruising range with the 17 usgal gas tank. Optional in the LX and standard in ES models was a 3.0 L version of the Peugeot-Renault-Volvo (PRV) V6 engine, fitted with multiple port fuel injection, producing peak power and torque figures of 150 hp at 5000 rpm and 171 lb.ft at 3570 rpm. Fuel efficiency of the V6 was rated at 18 mpgus for the city and 27 mpgus on the highway. Factory acceleration estimates from standstill to 60 miles per hour (97 km/h) were 11.5 seconds with the four-cylinder, and 10 seconds with the six. The Premier's powertrains were covered by a 7-year, 70000 mi warranty, which was longer than offered by any of the competitors at the time.

Developed by AMC, which was "the Big Three's little sister ... with almost no resources, and fighting a vastly superior enemy", Bob Lutz, then a vice president at Chrysler, wrote that the Premier sedan as one of the "impressive succession of new products" that Chrysler gained from acquiring the small automaker. The Eagle Premier replaced the so-called "Liberty car" that Chrysler had been developing as the basis of its future cars for many years, but was experiencing problems with this major project.

The Eagle Premier was described as "a world-class car" by automotive journalists, in addition to its international origins with an Italian design and Canadian assembly. "Considered by some the most sophisticated car in Chrysler's lineup", the Eagle Premier offers an "incredible 122 cubic feet of interior room; almost unheard of for a mid-sized passenger car" along with "European handling". The Premier was "final offspring of the AMC-Renault marriage" and the new car entered the marketplace "well endowed in just about every department. It has the most powerful conventional engines in its field, state-of-the-art electronics with a first-ever feature, and is made in the newest assembly plant in the world." Road test by Car and Driver described the new "Euro-sedan" as competitive, a "pleasant surprise," "with a dash of weirdness," and concluded that "it's a sure bet to scare hell out of its competition."

1988
The Eagle Premier was launched in January 1988, with the first production models rolling off the assembly line on September 28, 1987. Although the car is sometimes referred to as a Renault Premier, this car was never marketed anywhere in the world as a Renault. Pre-production prototypes left the factory with Renault emblems on their grille and wheel covers, but had an Eagle nameplate on the trunk lids. The Eagle marketing department had to indicate this difference in its dealer information brochures and videos. Before its January 1988 launch, all pre-production cars had the Renault emblem removed from the grille and steering column horn hub pad. Depending on which stereo system was ordered, one would find either a Renault or Eagle emblem in the car through 1989 on the stereo. It was to have been the first body style in a series of three, along with a four-door station wagon and a two-door coupe. After Chrysler purchased Renault's stake (46%) in AMC and all other outstanding stock (54%), the wagon and coupe body styles were canceled as was a planned Premier DL model featuring a five-speed manual gearbox.

The interior of the LX featured standard six-passenger seating, with reclining 55/45 split front bench seats along with a rear seat that included a fold-down center armrest. Map pockets were standard in the front seatbacks. The standard four-speed automatic transmissions were operated using a column shifter. The ES models included lower bodyside cladding, a firmer suspension, and larger "touring" tires, as well as individual front bucket seats with adjustable see-through headrests and a full-length console with center armrest. The ES models had seating for five adults. The front bucket seats were optional in the LX, and a console-mounted gear shift was optional in both the LX and ES.

The Premier was highlighted in Chrysler's broad product line as being "shaped right" in its being the most aerodynamic sedan built in North America and offering "an American car with European sophistication and handling."

1989
The second model year the Premier saw almost no other changes except for the addition of cruise control and the mid-year introduction of an ES Limited model featuring monochromatic paint and body-colored trim.

Marketing focused on "the swift reflexes of eagles" describing the Premier's fully independent suspension components to be sure-footed and athletic to "inspire driver confidence" in addition to the car's exclusive 7-year, 70,000-mile protection plan. During 1989 sales in the Japanese market began as the Chrysler Premier ES; only a single version was available, fitted with the 3-liter V6 engine and the four-speed automatic transmission. Claimed maximum power is 150 PS; sales ended during 1990. While sold as a Chrysler and given the model code E6U, the Eagle badging remained unchanged from the North American model. The only visible changes were indicator lights on the front fenders and the incorporation of amber turn signals into the rear lights to meet local requirements.

The "sporty" two-door companion model that was announced by Iacocca for this model year to "get the Eagle soaring" with new products and a "brand personality that's unique ...and exciting... and upscale" was not released.

1990
In 1990 the Premier was substantially reengineered. Standard were 4-wheel disc brakes and a stainless steel exhaust system. The electrical system was replaced with standard Chrysler parts that proved to be more reliable than the original Renix system. The exterior was changed slightly, the Design Giugiaro badges being removed from the front fenders as a result. The fuel crisis period was fading and most buyers selected the V6 engine. The four-cylinder engine was officially dropped from the lineup, with the V6 remaining as the sole engine.

A badge engineered version of the Premier was added using a familiar Chrysler name, the Dodge Monaco, a moniker that was first used by Dodge in 1965 and last used in 1978 on a full-size, rear-drive sedan.

Because of its design "as up-to-date as anything in the mid-sized market," the Premier now became the foundation for Chrysler's next generation of automobiles.

1991
The 1991 model year had little news for the Premier except for a new anti-lock braking system (ABS) that was also available on the Canadian-built Dodge Monaco twin. The new safety feature came standard on the ES Limited and was optional on other models. The Limited model received a new front grille and rear tail lamp assemblies.

The marketplace saw a downturn and all automakers began offering incentives to move inventory. At the beginning of the year, supplies of the Eagle Premier climbed up to 222 days and Chrysler gave a $1,000 discount to dealers on the invoice price, a $1,500 rebate to purchasers, and a $2,000 incentive to the dealer per car after their fourth sale. An ES Limited model listing for $19,978 was only $15,478 after the marketing incentives. By the end of the year, Jeep-Eagle dealers had low inventories of Premiers – with only 28 days supply – compared to 119 days for overstocked cars such as the Chevrolet Caprice.

1992
The Eagle Premier and its badge engineered variant, the Dodge Monaco, continued mostly unchanged for 1992, except every model received the grille and tail lamps that were only on the Limited in 1991. Chrysler also announced it would be the Premier's final year as the automaker prepared to launch all its new LH models in the Bramalea assembly plant. Bramalea ended Dodge Monaco and Eagle Premier output on December 17, 1991.

Production Figures:

Legacy
The Eagle brand targeted consumers that would not typically include purchasing an American sedan, "but would have instead sought out a Volvo or an Audi." The "upscale" Premier was the flagship of the new Eagle division at Chrysler and in the same class "as cars like the Audi 5000, ... roomy, understated and elegantly turned out."

Popular Science, in a four-car road test, considered the Premier one of the sportiest sedans (by measure of road holding and drive precision) available on the American market. The fully independent suspension on all the wheels made for better ride quality and handling characteristics, as did the rack and pinion steering design. "The Premier was for its size, the lightest car that Chrysler built at the time [with a shipping weight of 2999 lb], the stiffest (torsionally), and the best riding almost 8.7 in of wheel travel vs. 4.5 for the K-cars that underpinned every Chrysler car then available. It benefited from decades of Renault experience with front-wheel-drive, and a good example will still impress even today." The engineering levels achieved in the Premier are arguably the most refined in a sedan that was then produced by AMC or Chrysler.

The original projections were to have annual production of 150,000 Premiers. Magna International had signed a contract in 1986 to supply body panels for the Premiers. As a result, the automotive supplier received $10 million in grants from the governments of both Canada and Ontario to expand the metal stamping plant in Milton, Ontario. However, the Premier did not achieve its sales targets, with calendar year production for 1989 only reaching 32,720 examples.

Critics have argued that Chrysler did not properly market the Premier, having confused its intended market. ES models were compared directly with the Audi 80, Acura Legend, and similar 'import' sedans, while LX models were aimed at a lower-tier market competing against the Ford Taurus and GM A-platform cars (Buick Century, Chevrolet Celebrity, Oldsmobile Cutlass Ciera). Chrysler also ended up with six different brands after the purchase of AMC, just one less than GM, which was four times as large an automaker. Not only could Chrysler not afford to properly promote and advertise each of its brands, but it also faced the legacy of failure by French cars in the United States.

The Premier carried many vestiges of AMC and Renault's engineering long after Chrysler acquired the car's design. For example, the vehicle identification number for the entire 1988 model year production retained AMC format. The AMC logo was featured on many of the car's components through to the end of production.

The introduction of a rebadged model named Dodge Monaco resulted from a contractual obligation to use 260,000 of the PRV engines over five years, a clause in the AMC buyout from Renault. The Monaco sold in low numbers, and both it and the Premier were canceled in 1992. There was little marketing support for the Premier by the Jeep-Eagle dealers themselves because they were focused on selling the highly successful and more profitable Jeep models. Furthermore, the decision to eventually combine Jeep-Eagle with Chrysler-Plymouth dealers called for the long-term corporate goal of phasing out the Eagle brand. There were 139,051 Premiers and Monacos built at Bramalea. Chrysler paid a penalty for every car not produced and V6 engine not purchased from Renault.

A new, "highly advanced" factory (called Bramalea Assembly) was built to manufacture the Premier at Bramalea. This was near an existing AMC plant in Brampton, Ontario, Canada. This state-of-the-art plant was opened in 1986 and was one of AMC's assets that interested Chrysler. It was renamed Brampton Assembly after the buyout. Brampton Assembly was retooled for the production of the Chrysler LH-cars that debuted in the autumn of 1992, including the Premier's replacement, the Vision, and the Vision's sister vehicles, the Dodge Intrepid and the Chrysler Concorde.

The Premier inspired many of the LH platform's design features. François Castaing, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988, and as a result, the Premier was the starting point for Chrysler's new LH sedans. Although the cab forward styling was quite different, the engines in the LH cars were mounted longitudinally, like the Premier. This was "a hallmark of Renault's front-wheel-drive designs" and unlike any other car built by Chrysler up to that time. The LH platform's dedicated transmission, the A606, was also quite similar in design to the electronically controlled automatic featured in four-cylinder Premiers. The Premier's body shell was used for LH prototype development mules, under which the LH drivetrain was tested.

Although only a four-door sedan, the Premier could be a "future classic" according to an automotive journalist, Dan Roth, as "one of the best American cars of the last 20 years, able to hold its own against luxury European marques, and being a caretaker of the last AMC car (Jeeps aren't cars!) would be a responsibility we'd relish."

title: Eagle Premier


text:
John Cunningham (VC 1917)

Corporal John Cunningham, (22 October 1890 – 16 April 1917) was a British soldier during the First World War, an Irish recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Details
Cunningham, born in Thurles, County Tipperary on 22 October 1890, was one of two sons of Johanna and Joseph Cunningham. He was 26 years old, and a corporal in the 2nd Battalion, Prince of Wales's Leinster Regiment, when he performed a deed on 12 April 1917 at Bois-en-Hache, near Barlin, France, which earned him the Victoria Cross. Cunningham later died as a result of his injuries.

"For most conspicuous bravery and devotion to duty when in command of a Lewis Gun section on the most exposed flank of the attack. His section came under heavy enfilade fire and suffered severely. Although wounded he succeeded almost alone in reaching his objective with his gun, which he got into action in spite of much opposition. When counter-attacked by a party of twenty of the enemy he exhausted his ammunition against them, then, standing in full view, he commenced throwing bombs. He was wounded again, and fell, but picked himself up and continued to fight single-handed with the enemy until his bombs were exhausted. He then made his way back to our lines with a fractured arm and other wounds. There is little doubt that the superb courage of this N.C.O. cleared up a most critical situation on the left flank of the attack. Corporal Cunningham died in hospital from the effects of his wounds."

He is buried in Barlin cemetery, Pas de Calais, plot 1, row A, grave 39.

The Medal
His medals are on loan to the Imperial War Museum in London.

title: John Cunningham (VC 1917)


text:
Chrysler 300M

The Chrysler 300M is a full-size luxury car that was produced by Daimler/Chrysler from 1999 to 2004. It is a front-wheel drive, 255 hp V6 engined car using the Chrysler LH platform. Versus its platform mates, the 300M was roughly 10 in shorter to make it more easily exportable to Europe. Priced above the Concorde and identically to the LHS, the 300M shared Chrysler's flagship position with the LHS until the LHS's discontinuation after 2001, upon which it became Chrysler's sole flagship model.

Design

Prior to Chrysler redesigning the LH-cars in 1998, the Eagle Vision filled the "import-fighter" segment. Its second-generation replacement was reportedly benchmarked against the BMW 5 Series, yet with Chrysler discontinuing the entire Eagle line after 1998, the automaker shifted this vehicle to the Chrysler lineup, bringing back the famed "300" model name. Although the cars were not rear-wheel-drive, special-production models, nor V8-powered with engines rated at 300 horsepower as did the historic models, the 300M used the next letter available in the 300 Letter Series, following the 1965 300L. The 300M also lacked the traditional "cross-hair" grille of previous 300 models, as by the mid-1980s it had been adopted by sister division Dodge for its entire model line.

Had the Eagle brand not been dropped, the 300M reportedly would have been sold as a redesigned Eagle Vision. Test cars, factory manuals, and design images were prepared for the second-generation Vision featuring a prominent Eagle badge on the grille. Sharing its powertrain and interior with the Chrysler LHS, the 300M was some ten inches shorter in overall length, allowing it to fit the European "5-metre" (16.4 ft) size class for exports to Europe. Despite this, wheelbase was shared with all other second generation LH cars, with reductions in length coming from shortened front and rear overhangs.

Powertrain
Only one engine was available, the Chrysler-engineered 3.5 L V6, initially created for first-generation LH vehicles and revamped for the newer LH line. It was shared with the Plymouth Prowler and a limited edition R/T variant of the second-generation Dodge Intrepid. The engine was shared with the LHS and rebadged Concorde (2002–2004). For 1999, it was rated at 253 hp, and 255 lb.ft of torque. It was connected to the 42LE, a four-speed automatic transmission with Autostick, which allowed manual selection of gears. Standard gear ratio on the 300M was 3.66:1.

Year-to-year changes
In 1999, automatic headlamps were added, and the Handling Group removed the speed limiter. In 2000, an interlock was added to prevent shifting the transmission from Park unless the brake pedal was pressed; and tether anchors were added to the rear shelf for child seats. The 2001 model year brought more changes, with an optional luxury group that included an automatic dimming driver-side mirror and supplemental side airbags. A more advanced EVIC (trip computer) was made optional. The 300M also received new jeweled taillights.

In 2002, electronic brake distribution was added to the antilock brakes; a new computer combined engine and transmission controls; latch tethers were now built-in; and "natural" evaporative emission monitoring was added. The 300M Special was offered beginning midyear 2002. It featured a 255 hp 3.5 liter engine designed to use premium (91+ octane) gasoline and producing 258 lb.ft of torque, with a 3.89 final drive ratio. Performance-type dual exhaust, high-performance brakes, and 18-inch Z-rated tires were standard, with Michelin Pilot Sport 245/45R18 performance tires optional. Other standard features of the Special included premium "Waterfall" leather seats, signal mirrors, body cladding, and slightly lower ride height. This model also included high-intensity discharge headlamps and imitation-carbon-fiber interior trim panels that replaced the standard woodgrain trim panels. A limited number of 300M "Pro-Am" models were marketed during 2002. These versions included an Infinity audio system with subwoofers as well as two-toned leather interiors. The Pro-Am also came with a set of limited edition golf clubs and a holder for a golf bag in the trunk. In 2003, new colors were added, a six-disc CD changer replaced the four-disc changer, and the changer controls were added to the stereo.

2004 brought optional Sirius Satellite Radio and an optional stereo with DVD-based GPS navigation. For the 2004 model year, Chrysler offered the Platinum Series 300M to coincide with the company's 20th anniversary of Chrysler's original minivan (Dodge Caravan/Chrysler Town & County/Plymouth Voyager). In addition to the 300M, five other vehicles were offered as Platinum Series: the Sebring Convertible, PT Cruiser, Sebring Sedan, Sebring Coupe, and Town & Country. The Platinum Series 300M was available only in three exterior colors: Graphite Metallic, Bright Silver Metallic, or Brilliant Black Crystal. Other features included: deep slate/light taupe two-tone interior, chrome door handles, deep gloss black turn signal mirrors with a reverse gear auto pivot feature, and 17-inch chrome wheels. A 360-watt Infinity II Cassette/CD player, and a no-charge SIRIUS satellite radio system with a one-year SIRIUS subscription were also included. Additional features include leather seats, satin silver bezels, chrome or platinum clad wheels, and other unique interior features. These models have a special Platinum Series badging on the C pillars.

For 2005, both the 300M and the Concorde were replaced with the Chrysler 300.

Awards
The 300M was Motor Trend magazine's Car of the Year for 1999. It also was on Car and Driver magazine's Ten Best list for 1999 and 2000.

title: Chrysler 300M


text:
Capsella (plant)

Capsella is a genus of herbaceous plant and biennial plants in the family Brassicaceae. It is a close relative of Arabidopsis, Neslia, and Halimolobos.

Some authors circumscribe Capsella to contain only three species: Capsella bursa-pastoris, Capsella rubella and Capsella grandiflora. , Kew's Plants of the World Online list eight species.

Capsella rubella is a self-fertilizing species that became self-compatible 50,000 to 100,000 years ago. Its outcrossing progenitor was Capsella grandiflora. In general, the shift from outcrossing to self-fertilization is among the most common transitions in flowering plants. Capsella rubella is studied as a model for understanding the evolution of self-fertilization.

The name is said to derive from Latin capsa, a box or case, alluding to fruit resembling a medieval wallet or purse; the suffix -ella denotes "lesser".

Species
Species include:
 * Capsella bursa-pastoris (L.) Medik.
 * Capsella grandiflora (Fauché & Chaub.) Boiss.
 * Capsella lycia Stapf
 * Capsella mexicana Hemsl.
 * Capsella orientalis Klokov
 * Capsella puberula Rupr.
 * Capsella rubella Reut.
 * Capsella tasmanica (Hook.) F.Muell.

title: Capsella (plant)


text:
RAF Abingdon

Royal Air Force Abingdon, or more simply RAF Abingdon, is a former Royal Air Force station near Abingdon, Oxfordshire. It is now known as Dalton Barracks and is used by the Royal Logistic Corps.

History
The airfield was opened in 1932, initially as a training station for RAF Bomber Command.

On 16 November 1933 HQ Central Area moved to RAF Abingdon. It was disbanded by being renamed No. 1 (Bomber) Group RAF on 1 May 1936.

Second World War
Orders arrived on 24–25 August 1939 to mobilise the squadrons at Abingdon prior to proceeding to France as part of the Advanced Air Striking Force (AASF). On receipt of orders to move to France, Headquarters No. 1 Group became Headquarters AASF and the station headquarters and the two Fairey Battle squadrons (one of which was No. 15 Squadron) at Abingdon became No. 71 (Bomber) Wing RAF. As noted in the table below, two Battle squadrons departed for France on 2 September.

No. 10 Operational Training Unit RAF was based at the airfield from April 1940 until 1946. From 1940 to 1942, Abingdon's station commander was Herbert Massey.

1945–1960
After the Second World War RAF Abingdon became part of RAF Transport Command, and also became the home of No. 1 Parachute Training School RAF which is now stationed at RAF Brize Norton. The Parachute Training School, and RAF Abingdon generally, featured heavily in the 1953 Alan Ladd film The Red Beret (called Paratrooper in the USA), and the Parachute Training School was used as a location for some scenes for the films Carve Her Name With Pride (1958) and Operation Crossbow (1965) as well as the French comedy Babette s'en va-t-en guerre (1959) which starred Brigitte Bardot. On 14 June 1968 Queen Elizabeth II conducted a royal review at RAF Abingdon to mark the 50th anniversary of the RAF.

About 1948–49 Headquarters No. 47 Group RAF, Transport Command, was at RAF Abingdon. The station, its personnel and aircraft (Yorks and Hastings) were involved in the Berlin Airlift.

In 1952 a ferry unit was based at RAF Abingdon. It moved Mosquito, Hornet, Meteor, Vampire and Spitfire aircraft. 15 Sabres were ferried from Canada but only 12 arrived. After checks and servicing the Sabres went to RAF Germany.

In 1953 all flying units dispersed to other units to make way for Nos. 24 and 47 Squadrons operating Handley Page Hastings Mks 1, 2 and 4. The three Mk 4 Hastings ("shiny fleet") belonged to 24 Squadron, serialled WD324, 326 and 500.

Also 1953, RAF Abingdon received the freedom of Abingdon.

On 22 April 1953 the spy George Blake arrived at RAF Abingdon, back from Korea via Moscow and Berlin.

In 1955 47 Squadron changed its Hastings for the Blackburn Beverley. Later 24 Squadron moved to RAF Colerne. It was replaced by No. 53 Squadron RAF operating the Beverley.

In 1956 in support of the R.A.F. relief efforts to Hungarian Freedom Fighters, 47 Squadron Beverley's flew medical, canteen and bedding supplies to Vienna, Austria Nov.7th 1956.

1961–1992
Besides London University Air Squadron, the Oxford University Air Squadron was based at RAF Abingdon. Abingdon was also the home of No. 6 AEF (Air Experience Flight) operating between 6 and 8 DHC Chipmunks for ATC/CCF Air Cadet flight experience training. 6 AEF was one of a very few locations that offered air cadets the "Air Cadet Navigator" training course, leading to the award of Cadet Navigation Wings.

In the late 1960s the Blackburn Beverleys' hangars had dormer extensions put in the roof to take the extra height of the tailplane of the Short Belfasts of No. 47 Squadron. Once the nose of the Belfast was in the hangar the nose had to be lifted to get the tail fin under the lip of the roof. The nose was then lowered and the tail fin rose up into the dormer roof for that parking position. No. 46 Squadron was also at Abingdon at this time flying Hawker Siddeley Andovers, one of their roles being to support UK MAMS (United Kingdom Mobile Air Movements). A small Army Air Dispatch unit was also supported by the airfield at this time.

From 1975 through to the 1990s, Abingdon became a maintenance field, with the AMS (Aircraft Maintenance Squadron) servicing:
 * SEPECAT Jaguar; the last Jaguar to undergo major maintenance here left during April 1992.
 * Hawker Hunter
 * Blackburn Buccaneer from September 1987, previously at St Athan.
 * BAE Hawk which were maintained by the Hawk Major Maintenance Flight, which had formed in January 1982.

In the early 80s the Battle of Britain Memorial Flight's Lancaster bomber spent a couple of winters at RAF Abingdon to undergo major refurbishment. During this period, RAF Abingdon was also home to the Field Repair Squadron (later Repair & Salvage Squadron) which included Aircraft Repair Flight, Aircraft Salvage and Transportation Flight (formerly 71 MU "Crash & Smash") and Battle Damage Repair Flight.

From 1986 to 1988 RAF Abingdon became home to the Thames Valley Police Air Support Unit, flying a helicopter on police operations. It was also the home of the University of London Air Squadron in the seventies. An annual airshow took place at RAF Abingdon until the early nineties.

From 1981 many ex-airline Vickers VC10s were stored at the station following their purchase by the MoD. By the early 1990s, the aircraft were either converted to tankers or scrapped. It was intended that the 3 Air Maintenance Support (3 AMS) unit would move from RAF Brize Norton, only a few miles away, to undertake the major servicing of the VC10 military fleet. This would have involved the modification of a number of hangars to raise the roof to allow access for the VC10 high tail section at a cost of £5m, instead this work was moved to St. Athan.

Closure
In July 1992 a white paper to review defence requirements "Option for Change" recommended the closure of RAF Abingdon and that a new hangar, known as "Twin Peaks" be built at RAF St Athan with the reforming of 3 AMS, from RAF Brize Norton to 1 AMS at RAF St Athan in August 1992.

RAF Abingdon closed on 31 July 1992, with the Oxford and London University Air Squadron and No. 6 Air Experience Flight moving to RAF Benson. The station was transferred to the British Army and it was renamed Dalton Barracks. RAF Benson continues to use Abingdon as a diversion airfield and for helicopter training.

Units
The following units were also here at some point: • No. 1 Blind Approach Training Flight RAF (January – October 1941) became No. 1501 (Beam Approach Training) Flight RAF (October 1941 – April 1943)

• No. 1 Group Pool RAF (December 1939 – April 1940)

• No. 1 Parachute School RAF (June 1950 – November 1953) became No. 1 Parachute Training School RAF (November 1953 – December 1975)

• No. 2 (Bomber) Group RAF

• No. 3 (Long-Range) Ferry Unit RAF (1952 – February 1953)

• No. 4 Group Communication Flight RAF (April 1947 – ?)

• No. 4 Group Pool RAF (September 1939 – April 1940)

• No. 4 (Transport) Group RAF (May 1947 – February 1948)

• No. 6 Air Experience Flight RAF (August 1973 – July 1992)

• No. 6 Group Communication Flight RAF (April 1940 – May 1942)

• A detachment of No. 7 Anti-Aircraft Co-operation Unit RAF (June 1940 – June 1942)

• No. 10 Operational Training Unit RAF (April 1940 – September 1946)

• No. 43 Group Communication Flight RAF (1941 – January 1946)

• No. 46 Group RAF (November 1949 – March 1950)

• No. 46 Group Air Transport Examining Unit RAF (September 1972 – October 1973)

• No. 46 Group Communication Flight RAF (November 1949 – March 1950)

• No. 47 Group Communication Flight RAF (April 1948 – November 1949)

• No. 91 Group Communication Flight RAF (May 1942 – April 1947)

• No. 130 Gliding School RAF (November 1946 – April 1951)

• No. 612 Volunteer Gliding School RAF (June 1995–)

• No. 1341 (Special Duties) Flight RAF (June 1944)

• No. 1682 Bomber (Defence) Training Flight RAF (July 1943)

• Advanced Air Striking Force (August 1939 – May 1940)

• Advanced Air Striking Force Communication Flight

• Air Movements Development Unit (November 1959 – May 1965)

• Air Support Command Examining Unit (November 1970 – September 1972)

• Air Transport Development Flight (March 1950 – June 1965) became Air Transport Development Unit (June 1965 – January 1968)

• Andover Training Flight RAF (July 1966 – September 1970)

• Ferry Training Unit RAF (August 1952 – April 1953)

• Joint Air Transport Establishment (April 1971 – July 1976)

• Overseas Ferry Unit RAF (March 1951 – February 1953)

• Oxford University Air Squadron (November 1932 – September 1939), (September 1975 – July 1992)

• Southampton University Air Squadron (April – November 1942)

• Transport Command Air Support Flight (January 1953 – September 1954) became No. 1312 (Transport Support) Flight RAF (September 1954 – April 1957)

• Transport Command Development Flight

• Transport Command Development Unit (July 1949 – February 1950)

• Transport Command Training and Development Flight (October 1951 – January 1956)

• University of London Air Squadron (July 1992 – November 1995)

Accidents and incidents
The operational training unit at RAF Abingdon suffered numerous air crashes from 1939 to 1946. Many of the crashes were close to the airfield.
 * On 17 January 1941 Armstrong Whitworth Whitley V N1494 was taking off from Abingdon for a night training flight despite there being a snowstorm. The aircraft crashed in Wootton Road, killing the pilot and three other members of the crew. Two other crewmen parachuted to safety. The survivors reported that ice had caused one engine to fail.
 * On 5 July 1941 Armstrong Whitworth Whitley V Z6667 was on a night training flight from Abingdon when it crashed at Chiselhampton. The cause was variously attributed to either a Luftwaffe night fighter or friendly fire by a local anti-aircraft unit. All six crew were killed.
 * On 22 June 1953 Handley Page Hastings WJ335 stalled and crashed on takeoff at RAF Abingdon. The elevator control locks had been left engaged. All six crew were killed.
 * On 5 March 1957 a 53 Squadron Blackburn Beverley took off from the airfield but suffered fuel starvation, tried to turn back and crashed at Sutton Wick 2 mi from the airfield. Three crew, 15 passengers (including RAF Police and six of their dogs) and two civilians on the ground were killed.
 * On 6 July 1965 another RAF Handley Page Hastings took off for a parachute drop but crashed at Little Baldon, killing all 41 people aboard.
 * On 23 September 1988 a Lockheed S-3 Viking failed to stop on the runway, skidded across the grass and came to a stop on Barrow road to the south of the airfield, while ferrying from USS Theodore Roosevelt. No crew members were injured.
 * On 23 September 1988 a McDonnell Douglas Phantom FGR2 crashed at the airfield while practising for the annual airshow, killing both crew (Flt Lt Chris Lackman & Flt Lt Jack Thompson).
 * On 14 September 1989 a Panavia Tornado crashed near the airfield.
 * On 14 June 2009 an RAF Grob Tutor and a civilian glider crashed near the airfield, killing an Air Training Corps cadet and an instructor. The glider pilot parachuted from his aircraft in time and was unharmed.
 * On 14 May 2017 a Silence Twister aerobatics plane crashed whilst performing a display at an airshow. The pilot was injured but made a full recovery.

title: RAF Abingdon