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| Eagle Vision | |
|---|---|
 | |
| Overview | |
| Manufacturer | Chrysler Corporation |
| Also called | Chrysler Vision (Europe) |
| Production | 1992–September 5, 1997 |
| Model years | 1993–1997 |
| Assembly | Canada:Brampton, Ontario (Brampton Assembly) |
| Body and chassis | |
| Class | Full size luxury car |
| Body style | 4-doorsedan |
| Layout | Longitudinal front-engine, front-wheel drive |
| Platform | Chrysler LH platform |
| Related | |
| Powertrain | |
| Engine | |
| Transmission | 4-speed42LEautomatic |
| Dimensions | |
| Wheelbase | 113.0 in (2,870 mm)[1] |
| Length | 201.6 in (5,121 mm) |
| Width | 74.4 in (1,890 mm) |
| Height |
|
| Curb weight | 3,371 lb (1,529 kg) |
| Chronology | |
| Predecessor | Eagle Premier |
| Successor | Chrysler 300M |
TheEagle Vision is afull-sized,front-wheel drive four-doorsports sedan produced from 1992 until 1997. Marketed by the newly-formedEagle brand byChrysler Corporation, it replaced theAMC/Renault-designedEagle Premier from which the car was derived. The Eagle Vision was badged as theChrysler Vision inEurope.
The Vision debuted at the1992 North American International Auto Show inDetroit. As one of the LHsedans, it wasAutomobile Magazine's Automobile of the Year in 1993, and ultimately the only Eagle model to be wholly designed and built in-house by Chrysler.
The Vision's design can be traced to 1985 at the automaker's Advanced Concept Studio in Carlsbad, California.[2] The lead designer, Kevin Verduyn, goal was an "exotic, four-passenger, grand-tourer for the 1990s."[2] The design process was to focus on the interior and then work out the outside.[2] This provided generous space for passengers while the layout generated a new proportion on which to build the exterior design with an aerodynamic concept.[2] Using full-sized drawings, the studio sculptors created a fiberglass full-size model code-named "Navajo".[2] After a management review in 1986, the design was sent to the Chrysler Center in Highland Park, Michigan.[2] The Navajo proposal generated enthusiasm, but there was no chassis to accommodate the design.[2]
In March 1987, the Chrysler Corporation purchasedLamborghini, thebankruptItaliansports car manufacturer. Chrysler's acquisition of Lamborghini sparked plans for a mutually beneficial partnership. Chrysler offered the Italian sports car maker access to resources and technology. To mark this, Chrysler aimed to unveil an eye-catching prototype at the1987 Frankfurt Auto Show that was scheduled less than six months away, showcasing their European re-entry.[2] The Highland Park design team assumed the project given the tight schedule.[2] The Navajo body provided the initial form on a modified wheelbase Lamborghini Jalpa chassis.[2] The Navajo's exterior design was reworked and became theLamborghini Portofino. The concept 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". This body design was characterized by the long, low-slung windshield and relatively short overhangs. The wheels were effectively pushed to the car's corners, creating a larger passenger cabin than contemporary vehicles in its class.
The design of the chassis began in the late 1980s after Chrysler boughtAmerican Motors Corporation (AMC) in 1987, from which the Eagle division is derived. During this time, Chrysler began designing replacements for theDodge Dynasty,Chrysler Fifth Avenue, and a potentialPlymouth version. The initial design of Dodge's LH bore a resemblance to the outgoing Dynasty, and this design was scrapped entirely afterFrançois Castaing, formerly AMC's Vice President of product engineering and development, became Chrysler's Vice President of vehicle engineering in 1988. Under Castaing's leadership, the new design began with theEagle Premier.
The chassis design was continually refined throughout the following years, as it underpinned more Chrysler concepts: the 1989 Chrysler Millennium and 1990Eagle Optima. The Premier's longitudinal engine mounting layout was inherited, as were the front suspension geometry and braking system. The chassis itself became a flexible architecture capable of supporting front orrear-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).
By 1990, Chrysler managers decided that the new technologically advanced car would need to include an updated engine. Until then, the only engine confirmed for use was Chrysler's 3.3 LpushrodV6. The 3.3 L engine's 60° block was bored out to 3.5 L, while the pushrod-actuated valves were replaced withSOHC cylinder heads with four valves per cylinder, making it an advanced 3.5 L V6.
The appearance of the Vision continued the cab-forward exterior design of the 1987Lamborghini Portofinoconcept with its aerodynamic shape, contributing to little wind noise inside this large car. The engineering and sleek styling gave the Vision a lowdrag coefficient (0.31), equal to the two-seatPorsche 997 sports car.
Without badges, the Vision could easily pass as a(first-generation) Concorde. The main difference between the two are the taillight clusters. Like theEuropean sedans it was marketed to compete against, the Vision incorporates rear amber turn signals over the Concorde's red ones. Neither does the Vision have the Concorde's faux rear lightbar between the taillights. While the two cars share headlights, the Vision's grille is smaller and, separated by its prominent center badge, has been likened to the appearance of "nostrils." The interior of the Vision is nearly identical to the Concorde, the most significant difference being the absence of the Concorde's faux wood trim and steering wheel emblem. Unlike the Vision, the Concorde never offered theAutostick option. Marketed as a sports sedan, the Vision featured bucket seats with a center console, never having an available split bench with a column-mounted shifter.
The Vision featured a monochromatic design inside and out, with no brand or model badge on the doors (as found on the Concorde) and available aluminum wheels with a simple design. The single-color motif was more pronounced on models without the grey lower body trim paint scheme. In keeping with its high-performance image, the Vision was the only LH sedan to come standard with "touring" suspension.[3] "Performance" suspension was an available option on the Vision.[3]
The upscale TSi model featured leather-trimmed seats, 8-waypower seats for both the driver and front passenger, a leather-wrapped steering wheel, a leather shift knob, cloth door inserts, rear seat vents, center rear armrest, and personal reading lamps.
Power windows and central door locks were standard for both trims, as were dual airbags, withremote keyless entry available. Among the factory-installed sound systems was the top-of-the-lineInfinity sound system, which included eight speakers throughout the cabin and an equalizer. Head units included a radio with either cassette or CD playback and a maximum five-band adjustable graphic equalizer.
The TSi model was distinguishable as it did not have a fixed mast antenna, but included a retractable powered system inside the rear right fender. Anti-lock brakes (ABS) were standard, withtraction control optional.[4]
Dual-way power sunroofs were available on this car in either trim. They were designed and installed by American Sunroof Corp. (now ASC Global) 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), an onboard computer with integrated map lights, was retained.
The Vision was generally the middle offering of the original three LH cars, with the ESi priced between a base Intrepid and a base Concorde (usually just under the Concorde by a few hundred dollars). However, the TSi's base price was more than the basic Concorde version. The otherLH cars, the New Yorker and LHS, were priced higher than the Vision.
The Eagle Vision ESi came equipped with a 3.3 LV6 engine initially rated 153 bhp (114 kW) which was raised to 162 bhp (121 kW) in the 1994 and 1995 models. For 1996, it lost 4 hp (3 kW), but gained 9ft·lbf of torque. The TSi featured the more powerfulSOHC 24-valve 3.5 L V6 engine rated at 214 bhp (160 kW).
Both engines included a 4-speed automatic transmission. The 1996 and 1997 TSi with its 3.5 had the 4-speed AutoStick option featuring a unique PRNDL mechanism invented by Peter Gruich.
The 3.3 L engine was engineered to run on 87octanegasoline, while the larger 3.5 requires mid-grade 89 octane fuel as a minimum, but benefits from premium 91 octane fuel.
The Vision sold around 105,000 units, from 1993 to 1997, and Chrysler was planning to continue it to redesign the LH cars for 1998. Some prototypes featured the Eagle logo, and Vision production continued into September 1997 to offer dealers an adequate amount of 1997 models, until the introduction redesigned 1998 Vision. However, Chrysler made the decision to stop production of the Vision andTalon (Eagle's only other model by then) with the last unit built on September 5, 1997. On September 29, 1997, the automaker notified 2,340 U.S. and 337 Canadian dealers that theEagle brand would be discontinued by the end of the 1998 model year.[5][6][7]
The car that was planned to be the redesigned Vision, became the 1999 model yearChrysler 300M.[8] It was released a year after the other redesigned LH cars in 1998.[9]
Production Figures:
| Yearly Total | |
|---|---|
| 1993 | 28,678 |
| 1994 | 22,064 |
| 1995 | 25,128 |
| 1996 | 12,806 |
| 1997 | 5,874 |
| Total | 94,550 |
In Mexico, the 2015 model of theFiat Siena has been marketed as the Dodge Vision.[11]
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