Chrysler has built some iconic machines over the decades—muscle cars, luxury sedans, and family haulers that have left their mark on American roads. But when it comes to what’s under the hood, the story isn’t always horsepower and high-fives.
Some Chrysler powertrains are the definition of durability, running strong for hundreds of thousands of miles with minimal fuss. Others? Well, they’re more like cautionary tales—stall-prone, maintenance-heavy, and notorious for leaving owners stranded at the worst possible moments.
In this article, we’re cutting through the noise and breaking down five Chrysler powertrains that stand the test of time—and five that are better left in the scrap heap. If you’re buying used, rebuilding, or just curious about Chrysler’s mechanical legacy, this is the brutally honest guide you need.
Chrysler Powertrains That Last
These are the five Chrysler powertrains that deliver real-world reliability, mile after mile, decade after decade. If you’re lucky enough to own one, hang onto it. If you’re in the market, these are the ones worth hunting down.
1. 3.6L Pentastar V6 with 8-Speed Automatic (ZF 8HP) – 2014–Present
The 3.6L Pentastar V6 mated to the ZF 8-speed automatic transmission is one of Chrysler’s best modern powertrains.
Found in vehicles like the Chrysler 300, Pacifica, and Dodge Charger, it offers a great mix of power and efficiency.
The engine features durable internals, and the ZF transmission is known for its smooth shifting and long-term reliability when serviced properly. Together, this pairing often sails past 200,000 miles with basic maintenance.
Strap in and get ready to experience the thrill of the GM 3.6 Liter V6 engine. This powerhouse has earned the admiration of car enthusiasts and performance seekers for its outstanding capabilities and unyielding energy.
When it comes to automotive engineering, General Motors (GM) has consistently stayed ahead of the curve, producing powertrains that cater to drivers who demand both strength and sophistication.
A standout among them is the GM 3.6 Liter V6 engine—an engineering triumph that masterfully balances power, efficiency, and long-term reliability. In this piece, we’re diving deep into what makes this engine exceptional, and we’re not holding back on the excitement.
For anyone with a passion for power, the GM 3.6 Liter V6 engine is hard to ignore. In this breakdown, we explore the core specs and performance metrics of this formidable engine that featured prominently across GM vehicles from 2008 to 2014.
Referred to as the LLT engine, the GM 3.6 Liter V6 represents a significant leap forward in direct injection technology. It builds on the LY7 engine that came before it, delivering a 15% power increase—thanks in large part to the advanced direct injection system. When this engine roars to life, it doesn’t just start—it demands attention.
While this engine isn’t without its own set of challenges, its performance is where it truly shines. Found across a range of GM vehicles, the GM 3.6 Liter V6 has a reputation for thrilling drivers with its dynamic output and responsiveness. Depending on the model and year, the exact performance numbers may vary, but the sensation it delivers is consistently exhilarating.
One of the key technical highlights of the GM 3.6 Liter V6 engine is its robust compression ratio of 11.3:1. This ratio reflects the difference in combustion chamber volume from its largest to smallest capacity. With such a high compression figure, the engine is able to extract more energy from the air-fuel mixture—delivering both heightened performance and improved fuel economy.
2. 5.7L HEMI V8 with 5-Speed Auto (W5A580) – 2005–2014
The 5.7L HEMI V8, especially when paired with the Mercedes-derived 5-speed automatic, is a robust combo used in everything from the Dodge Ram 1500 to the Chrysler 300C.
Despite its age, this powertrain is revered for its toughness and longevity. Oil changes and occasional spark plug replacements keep it happy, and the HEMI’s iron block construction makes it resistant to wear even under hard use.
The Dodge Charger has a long-standing presence in the automotive world, which means it has been equipped with a broad range of transmissions over the years.
In this blog, we’ll cover all the transmissions used throughout the Charger’s seven generations. That said, we’ll place special focus on the sixth and seventh generations, where the most notable transmission developments took place.
The 5.7L HEMI V8 engine stands as a formidable presence in the automotive world, widely recognized for its strong performance and iconic design.
This engine has earned its place in both the muscle car community and among off-road enthusiasts. The term “HEMI” is derived from the hemispherical shape of the combustion chambers, a design that promotes more efficient airflow and increased power output.
While it is known for its brute strength, the 5.7L HEMI is not solely focused on raw power—it incorporates advanced technology to improve fuel efficiency and reduce emissions. This combination of old-school muscle and modern engineering makes the engine a flexible and appealing option across a wide variety of vehicle platforms.
Since its introduction in the early 2000s, the 5.7L HEMI V8 has built a solid reputation for both performance and reliability. It’s frequently praised for its smooth acceleration and generous torque, which makes it suitable for everything from everyday commuting to demanding off-road driving.
Its distinctive engine note, often described as a growl, is instantly recognizable and beloved by car enthusiasts. The engine’s ability to handle rugged terrains has further solidified its place as a favorite among off-road drivers and those who value a high-performance powertrain.
The 5.7L HEMI has found its way into an impressive range of vehicles. In the Jeep Grand Cherokee, a vehicle known for blending luxury with off-road prowess, the HEMI engine supplies the power needed for serious off-road adventures.
The Dodge Ram 1500, a truck renowned for its durability and towing capacity, leverages the HEMI V8 to improve both worksite performance and recreational hauling. In the Dodge Charger, the engine brings muscle car power to a full-size sedan, delivering speed and excitement without sacrificing practicality.
The Dodge Challenger takes full advantage of the HEMI’s heritage and performance, offering a thrilling, retro-inspired driving experience. Even the Chrysler 300, a vehicle that leans more toward refinement and luxury, benefits from the raw output of the 5.7L HEMI, offering a well-rounded drive for those who want both comfort and strength.
Beyond these well-known models, the 5.7L HEMI V8 has also appeared in special editions and performance trims, which speaks to its adaptability and status in the performance market. Whether it’s powering down the highway or tackling unpaved trails, the engine consistently meets the expectations of drivers who demand a blend of power, capability, and durability.
Also Read: Top 10 Most Reliable Used Cars You Can Buy for Under $10,000 in 2025
3. 2.4L Tigershark MultiAir II I4 – 2015–2022
This powertrain might not win drag races, but it’s surprisingly durable when used in vehicles like the Chrysler 200 and Jeep Compass.
The Tigershark engine, paired with the 6-speed Aisin or 9-speed ZF automatic, tends to be reliable over the long haul.
Despite some complaints about oil consumption in earlier models, later versions improved dramatically in build quality and consistency.
Fiat Chrysler Automobiles, widely known as FCA, unveiled a new addition to its engine lineup under the Tigershark MultiAir II badge in 2013. This engine was crafted to deliver increased power and torque while reducing emissions—a balance aimed at modern driving demands.
However, before the Tigershark’s debut, FCA first introduced the World Gas Engine back in 2007. While that version marked the beginning of this engine family, it has continued to evolve and remains in production today, albeit in a different variant.
This engine is more commonly recognized as the 2.4 Tigershark. Despite its relatively compact design, it produces a notable 285 horsepower, offering impressive efficiency and solid reliability for its class.
The 2.4 Tigershark engine was utilized by Dodge in the R/T trim of the Caliber. A turbocharged version of this engine was also featured in the high-performance Caliber SRT-4. However, despite its power and efficiency, the 2.4 Tigershark doesn’t have a spotless track record.
There have been numerous reports highlighting excessive oil consumption, which turned off potential buyers and raised concerns about long-term reliability.
Fortunately, advancements in technology have helped redeem the engine. FCA updated it with electro-hydraulic technology, a system designed to provide more precise control of airflow during the combustion process. This enhancement allowed for better efficiency and a more refined driving experience.
Now, let’s take a closer look at some of the issues that owners and enthusiasts have pointed out over time.
Several years ago, professionals cited in a technical service bulletin observed that certain internal engine components—like the pistons, piston rings, and cylinder walls—were wearing down more rapidly than expected.
This accelerated wear was traced back to insufficient lubrication, which triggered premature deterioration of these parts.
Additionally, a class-action lawsuit was filed alleging that the manufacturer’s recommended oil maintenance schedule failed to match the engine’s real-world oil consumption. Some claim the schedule recommends oil changes too early, while others argue it’s too late—highlighting an inconsistency in guidance versus performance.
Even so, over time, the engine has continued to push forward and prove that improvement is possible. Despite early struggles, it has shown resilience and demonstrated that, under the right conditions, it can still deliver solid performance.
4. 3.3L V6 with 4-Speed Automatic (Chrysler minivans) – 1990–2010
Although outdated by modern standards, the 3.3L V6 engine found in Chrysler minivans was a workhorse.
When mated to the later versions of the 41TE 4-speed automatic, this combo proved to be extremely resilient.
Many Dodge Caravans and Chrysler Town & Countrys with this setup exceeded 250,000 miles with minimal issues, especially when transmission fluid was changed regularly.
From the moment they hit the market, the Dodge Caravan and Plymouth Voyager held their place as America’s most popular minivans well into the 21st century. In Canada, the Dodge Caravan wasn’t just a hit—it became the country’s best-selling nameplate for years and maintained the #2 position long afterward.
In the early 1990s, both the Caravan and Voyager led their segment in resale value and, impressively, topped customer satisfaction ratings in 1990—even though they were six years old and essentially built off the Reliant with minimal reengineering. Two out of every three Chrysler minivan owners bought another one, even as Ford and Chevy entered the competition.
In 1991, both minivans underwent their first major redesign since their 1984 debut (apart from the addition of long-wheelbase models).
These extensive updates brought major improvements to handling, comfort, and overall refinement, while maintaining the qualities that made them so practical: similar dimensions for easy parking and garage storage, generous interior capacity, low step-in height, and convenient loading.
The unpopular manual transmission—once overlooked but now appreciated by enthusiasts—was discontinued. In its place, all-wheel drive was introduced, and the base 2.2L engine was replaced with a 2.5L four-cylinder.
Long-wheelbase versions featured a Mitsubishi V6, while a new 3.3L Chrysler-designed V6 and a four-speed automatic transmission debuted as options on the Grand Voyager and AWD variants, becoming standard on the Chrysler Town & Country.
The 3.3-liter engine was a marked improvement over the Mitsubishi V6. It was Chrysler’s own design, generating 150 horsepower and 185 lb-ft of torque, placing it on par with Chrysler’s 318 V8 and the 2.2 Turbo I.
This engine was largely free of major issues—unlike the Mitsubishi unit, which suffered from valve guide problems. However, the improved engine’s performance was somewhat offset by the unreliability of the four-speed automatic transmissions, which earned a reputation for frequent problems.
With all-wheel drive, the Caravan, Voyager, and Town & Country gained SUV-like capability in winter conditions. They offered strong snow performance, supported by their high ground clearance. However, the AWD system was only available on SE and LE trims, or on Chrysler-branded models.
Once Chrysler saw how successful the minivans had become, they finally had the budget to refine the platform—and it showed in the 1991 refresh. Ironically, even the third-generation models—which fully moved off the K-car platform—took multiple revisions before they could match the comfort and performance of the 1991 versions.
Those 1991 minivans delivered a clear leap forward, offering better aerodynamics, reduced cabin noise, and a more composed, confident feel on the road.
5. 6.4L HEMI V8 with ZF 8-Speed Auto – 2015–Present
Used in high-performance trims like the Chrysler 300 SRT and Dodge Scat Pack models, the 6.4L HEMI paired with the ZF 8-speed transmission is surprisingly durable for a high-output powertrain.
Enthusiasts often run these cars hard, yet both the engine and transmission handle the abuse well. Proper oil changes and cooling system care are key to reaching 150,000+ miles with ease.
The 6.4L Hemi engine was introduced to the Ram 2500/3500 series and the commercial chassis cab lineup for the 2014 model year, offering a noticeable boost in power over the smaller 5.7L Hemi V-8 and inching closer in performance to the formidable 6.7L Cummins Turbodiesel.
In Ram 2500 and 3500 pickup trucks, this engine delivers a peak 410 horsepower, while the cab and chassis configurations produce a slightly lower 370 horsepower, largely due to a lower governed engine speed and other design elements.
Depending on the specific model and configuration, the 6.4L Hemi V-8 is paired with one of three transmissions: the 66RFE six-speed automatic, the G56 six-speed manual, or the heavy-duty Aisin six-speed automatic.
As the name implies, the 6.4L Hemi features hemispherical-shaped combustion chambers. These resemble a dome-like structure, although it’s worth noting that modern 5.7L and 6.4L Hemi engines do not use traditional hemispherical cylinder heads. In reality, the combustion chambers are semi-hemispherical, not fully spherical.
The key benefit of this design lies in the angled intake and exhaust valves, which allow for improved airflow and less restrictive breathing during the intake and exhaust cycles. However, one challenge of this layout is the longer flame propagation distance required due to the dome-shaped “pop-up” pistons.
To enhance combustion efficiency and reduce emissions, the 6.4L Hemi utilizes two spark plugs per cylinder: the primary spark plug initiates combustion at the correct timing, while the secondary plug fires shortly after the power stroke has begun.
The 6.4L Hemi installed in the Ram truck lineup is significantly different from the variant used in performance-focused Chrysler vehicles like the Dodge Charger and Dodge Challenger. These differences begin with a unique engine calibration, specifically tuned for flattening the torque curve and improving fuel economy in truck applications.
When equipped in vehicles with a Gross Vehicle Weight Rating (GVWR) of 10,000 pounds or less, the engine is paired with the Chrysler 66RFE six-speed automatic transmission. For heavier-duty applications—those with a GVWR above 10,000 pounds—the Aisin AS69RC transmission is utilized.
Also Read: 5 SUVs Rated Best for Winter-Tire Fitment and 5 With Clearance Issues
Chrysler Powertrains That Constantly Stall
Whether it’s chronic stalling, excessive oil consumption, or transmission pairings that never quite worked, these powertrains have earned their bad reputations the hard way.
If you’re a current owner, a used car buyer, or just a gearhead who appreciates brutal honesty, buckle in — here are the Chrysler powertrains that stalled out in more ways than one.
1. 2.7L DOHC V6 with 4-Speed Auto (Ultradrive) – 1998–2010
This engine-transmission duo is widely regarded as one of Chrysler’s worst. The 2.7L V6 suffered from sludge buildup, oil starvation, and timing chain tensioner failures.
When paired with the aging Ultradrive 4-speed automatic, stalling, overheating, and catastrophic failure were common. Many Chrysler Sebring and Intrepid owners had engines fail before reaching 100,000 miles.
The Chrysler 2.7L (ERR) is a 2.7-liter (2,703 cc, 167.0 cu.in.) naturally aspirated V6, featuring a 90° four-stroke gasoline configuration. This engine was produced by Chrysler from 1997 through 2010.
Built with an aluminum engine block and dual aluminum cylinder heads, the Chrysler 2.7L V6 incorporates a dual overhead camshaft (DOHC) design and features four valves per cylinder, totaling 24 valves. It comes equipped with a Sequential Multi-Port Electronic Fuel Injection system as well as a Direct Ignition System (DIS). The redline sits at 6,464 rpm for the original variant, and at 6,600 rpm for the LX version.
This engine utilizes a cylinder bore of 86.0 mm (3.39 in) and a piston stroke of 78.5 mm (3.09 in). The compression ratio is rated at 9.7:1, or 9.9:1 for the LX series. The ERR engine delivers 181.0 PS (133 kW; 178.5 HP) at 6,400 rpm, or 202.6 PS (149 kW; 200.0 HP) at 6,600 rpm, depending on the application. Maximum torque is measured at 258 N·m (26.3 kg·m, 190.1 ft·lb) at 4,850 rpm.
2. 2.0L DOHC I4 with CVT – Chrysler Sebring (2007–2010)
The 2.0L engine itself wasn’t terrible, but when paired with the Chrysler/Jatco-sourced CVT transmission, it became a disaster.
The transmission was sluggish, unreliable, and known for abrupt stalling at traffic lights.
Owners often reported complete transmission failures before 80,000 miles, and replacements were costly and hard to source.
A longtime best-seller in the U.S. market, Chrysler’s Sebring convertible received a redesign for the 2008 model year, bringing improved comfort, more upscale features, and a generous list of standard equipment.
At the time, the Sebring faced limited competition in its segment. It held a slight edge over Toyota’s Camry Solara, offering better driving dynamics and a more refined interior.
Built on Dodge’s Caliber platform, the Sebring’s overall driving experience wasn’t class-leading. Its handling lacked precision, and the engine lineup was notably noisy, which impacted refinement.
Buyers had a choice between a traditional soft top or a retractable hardtop, both of which provided solid cabin insulation. This made the Sebring convertible practical for year-round use.
The car was offered in three trim levels: LX, Touring, and Limited.
The base LX trim came with a power-operated vinyl soft top, 16-inch wheels, air conditioning, cruise control, full power accessories, and optional upgraded cloth upholstery.
The Touring trim stepped things up with 17-inch alloy wheels and access to a broader array of available features. At the top of the range, the Limited trim added a cloth top, leather upholstery, and an enhanced audio system.
Powering the Sebring convertible was a 2.4-liter 4-cylinder engine, delivering 173 horsepower and 166 pound-feet of torque. It was paired exclusively with a 4-speed automatic transmission and offered only in a front-wheel-drive configuration.
3. 2.4L Turbo I4 (PT Cruiser GT, Dodge Caliber SRT-4) – 2003–2009
While fun to drive when new, the turbocharged version of the 2.4L I4 suffered from inconsistent fuel delivery, weak automatic transmissions, and poor thermal management.
Stalling, especially in hot weather or stop-and-go traffic, was a common issue. Many owners experienced misfires and limp mode due to heat soak and ECU confusion.
The Chrysler-engineered 2.4-liter four-cylinder engine began production in December 1994, initially intended for use in minivans and the so-called “cloud cars.” Essentially, it was a long-stroke variant of the 2.0-liter Neon engine. While the original Neon powerplant faced criticism for being loud and somewhat unrefined, the 2.4-liter version was noticeably quieter and smoother, earning it a loyal following among drivers.
Some confusion emerged with the introduction of the “World Engine” lineup, which also included 2.0- and 2.4-liter variants. For a time, both the original and World Engine families were built and sold concurrently.
Compared to the original 2.0-liter engine, the 2.4-liter version featured several significant changes: it had a longer stroke, a taller engine block, and a dual overhead camshaft (DOHC) cylinder head—the latter of which was optional on 1995–1999 2.0-liter engines. It also incorporated dual counter-rotating balance shafts to help minimize engine vibration.
The compression ratio was relatively high at 9.4:1, and to ensure performance remained consistent with varying fuel quality, the engine was equipped with a knock sensor that could retard ignition timing if subpar gasoline was detected.
4. 3.0L Mitsubishi V6 with Ultradrive (Chrysler Voyager, 1990s)
This Chrysler-Mitsubishi hybrid setup featured a decent engine but a notorious Ultradrive transmission.
The 3.0L V6 had issues with valve seals and oil leaks, but the real culprit in frequent stalling and driveability problems was the Ultradrive 4-speed.
Harsh shifts, stalling at idle, and outright failure were widespread without perfect maintenance. The Mitsubishi 6G72 is a 3.0-liter V6 gasoline engine that was manufactured by the Japanese automaker at its Kyoto plant from 1986 to 2018.
This engine debuted alongside the two-liter 6G71, and over the following years, Mitsubishi expanded the lineup with the 2.5-liter 6G73, 3.5-liter 6G74, and 3.8-liter 6G75, all of which were based on the same architecture. The 6G72 powered a wide range of Mitsubishi, Dodge, and Chrysler vehicles.
Popular Japanese SUVs such as the Mitsubishi Pajero Sport (also known as the Montero Sport or Challenger) and the Mitsubishi Pajero (Montero/Shogun) were equipped with this 3.0L V6 at various points. Also noteworthy is the aggressive twin-turbocharged version, the 6G72TT, which found its home in high-performance cars like the Mitsubishi 3000GT/GTO and the Mitsubishi Eclipse.
The 3.0-liter 6G72 was engineered around a cast iron, V-shaped cylinder block with a 60-degree angle between the banks. Depending on the model year and application, it came with either single overhead cam (SOHC) aluminum heads featuring two or four valves per cylinder (SOHC 12-valve or SOHC 24-valve), or dual overhead cam (DOHC) heads with four valves per cylinder (DOHC 24-valve).
The camshafts are driven by a timing belt, and select versions were equipped with Mitsubishi’s MIVEC variable valve timing, though only on the intake side. Every 6G72 model featured hydraulic valve lash adjusters, eliminating the need for manual valve adjustments.
Most engines in the 6G72 family utilized multi-point fuel injection (MPI), though a GDI (Gasoline Direct Injection) version was also produced.
The GDI variant had a higher compression ratio of up to 11:1, a high-pressure fuel pump, and specialized cylinder heads with piezoelectric injectors that delivered fuel directly into the combustion chambers—hence the “direct injection” label. However, the GDI-equipped 6G72 engines were relatively rare and primarily reserved for JDM (Japanese Domestic Market) models.
While the 6G72 remained in production for over three decades, it began to be phased out in the 2010s, gradually replaced by the 3.5-liter 6G74. By the 2020s, Mitsubishi had fully transitioned to a modern all-aluminum 3.0-liter V6, the 6B31, marking the end of the 6G72’s long-running legacy.
5. 2.0L Turbo I4 with 9-Speed Auto – Chrysler 200 (2015–2017)
The Fiat-sourced 2.0L turbo and early ZF 9-speed automatic in the Chrysler 200 was an ambitious pairing that never quite delivered.
Drivers often experienced abrupt downshifts, hesitation, and random stalling. Software updates helped, but many units continued to show erratic behavior, leading to poor reliability scores and early trade-ins.
The 2015 Chrysler 200 C marked a significant evolution in the American midsize sedan segment, showcasing a confident fusion of luxury, performance, and advanced technology.
Sitting at the top of the 200 lineup, the 200 C set itself apart with a high-end interior that featured premium leather upholstery, genuine wood trim, and a contemporary dashboard layout.
The design was further elevated by a rotary gear selector and Chrysler’s user-friendly 8.4-inch Uconnect touchscreen infotainment system, which served as the command center for connectivity and entertainment.
Beneath the surface, the 200 C came equipped with a 2.4L Tigershark inline-four as the standard engine. For those wanting stronger performance, an upgrade to the 3.6L Pentastar V6 was available, producing a class-leading 295 horsepower. Unusual for the class, this model also offered available all-wheel drive, giving it a distinctive edge in drivability and versatility.
In terms of safety and innovation, the 200 C came loaded with cutting-edge driver assistance features, including adaptive cruise control, lane departure warning, and forward collision warning with automatic emergency braking. These technologies helped position the sedan as one of the most forward-thinking in its category at the time.
With its smooth ride, well-insulated cabin, and refined styling, the 2015 Chrysler 200 C stood out as a compelling option for buyers who prioritized comfort, safety, and upscale design. Combined with strong safety scores, it delivered a sense of confidence and poise that appealed to drivers seeking both substance and sophistication on the road.
Chrysler has built some impressively durable powertrains, especially when it sticks to proven engineering and reliable partner-sourced transmissions.
However, the brand has also experimented sometimes with disappointing results. If you’re shopping used, be sure to check which powertrain is under the hood. A good one will give you years of trouble-free service. A bad one might leave you waiting for a tow.
