Chrysler Cirrus

Chrysler Cirrus generations: what actually changes

A 1998 or 2000 Chrysler Cirrus LXi badge is not in this dataset. Purple paint is not in this dataset. Oil type is not measured for any version.

1 generation (1995-01-01–2000-01-31) is a Sedan with 3 versions. Every version shares a 4-speed Automatic, FWD, Gasoline, no boost, Distributed injection (multi-point), a 60 L tank, Independent, leaf spring front suspension, Independent, spring rear suspension, Disc front brakes, and Drum rear brakes. Wheel sizes are not measured on all three. The 2.0 AT and 2.5 AT list 122 mm ground clearance; the 2.4 AT ground clearance is not measured. Engine layout is Front, transverse only on the 2.4 AT; it is not measured on the 2.0 AT and 2.5 AT.

A 1998 or 2000 Chrysler Cirrus LXi badge is not in this dataset. Purple paint is not in this dataset. Oil type is not measured for any version.

Chrysler Cirrus engine: three versions, three different jobs

Power per litre from these figures: 2.0 AT 132 hp / 1.996 L = 66.1 hp/L; 2.4 AT 152 / 2.429 = 62.6 hp/L; 2.5 AT 164 / 2.497 = 65.7 hp/L. The smallest engine is the densest. The 2.4 AT is the least dense of the three.

Torque per litre: 2.0 AT 175 / 1.996 = 87.7 Nm/L; 2.4 AT 223 / 2.429 = 91.8 Nm/L; 2.5 AT 221 / 2.497 = 88.5 Nm/L. The 2.4 AT wins torque density and peak torque (223 Nm), 2 Nm above the 2.5 AT (221 Nm) and 48 Nm (27.4%) above the 2.0 AT (175 Nm). Peak torque arrives earliest on the 2.4 AT (4000 rpm), then the 2.5 AT (4350), then the 2.0 AT (5000).

Compression: 2.0 AT 9.8; 2.4 AT and 2.5 AT 9.4. Bore × stroke: 2.0 AT 87.5 × 83; 2.4 AT 87.5 × 101 (same bore, 18 mm longer stroke); 2.5 AT 83.5 × 76.

What the extra displacement buys: 2.4 AT vs 2.0 AT is +433 cc, +20 hp (15.2%), +48 Nm. 2.5 AT vs 2.4 AT is +68 cc, +12 hp (7.9%), −2 Nm, and a jump from 4 Inline cylinders to 6 V-shaped cylinders. 2.5 AT vs 2.0 AT is +501 cc, +32 hp (24.2%), +46 Nm (26.3%).

Chrysler Cirrus specs: 0–100, top speed, mpg

Chrysler Cirrus mpg in this file exists only for the 2.5 AT. 1999 and 2000 Chrysler Cirrus mpg for the 2.0 AT and 2.4 AT is not measured. Do not treat a missing figure as “this car uses no fuel.”

The 2.4 AT and 2.5 AT share 10.5 s to 100 km/h, 0.4 s quicker than the 2.0 AT (10.9 s). Top speed does not follow power: 2.5 AT 210 km/h, 2.0 AT 205 km/h, 2.4 AT 175 km/h. The 2.4 AT is 20 hp stronger than the 2.0 AT and 30 km/h slower at the top (175 vs 205). The 2.5 AT is 12 hp stronger than the 2.4 AT and 35 km/h faster (210 vs 175).

Chrysler Cirrus dimensions, weight, curb weight

2000 / 1999 Chrysler Cirrus weight and curb weight in the data: lightest kerb is the 2.0 AT at 1285 kg. The 2.4 AT is the heaviest kerb at 1430 kg (+145 kg vs 2.0 AT, +11.3%; +66 kg vs 2.5 AT). The 2.5 AT sits in the middle at 1364 kg (+79 kg vs 2.0 AT). Gross is the other way around for the middle engine: 2.4 AT 1865 kg is the lowest gross, 20 kg under the 2.0 AT (1885) and 65 kg under the 2.5 AT (1930). Payload is largest on the 2.0 AT (600 kg), then 2.5 AT (566 kg), then 2.4 AT (435 kg) — 165 kg less payload than the 2.0 AT.

Kg per horsepower (kerb / hp): 2.0 AT 1285/132 = 9.73 kg/hp; 2.4 AT 1430/152 = 9.41 kg/hp; 2.5 AT 1364/164 = 8.32 kg/hp. The 2.5 AT is the lightest car per horsepower.

Which Chrysler Cirrus version to choose

There is one generation, so “which generation” is not a choice. Reliability, problems, oil type, LXi trim, and resale are not measured here; a 1995 vs 1997 vs 1998 vs 1999 vs 2000 Chrysler Cirrus reliability ranking cannot be built from this file.

Buy the 2.0 AT if kerb weight and payload matter more than peak power. It is the lightest (1285 kg), has the highest payload (600 kg), the highest specific power (66.1 hp/L), the highest compression (9.8), and 205 km/h — 30 km/h above the 2.4 AT. Cost of that choice in the numbers: 20 hp and 48 Nm less than the 2.4 AT, 32 hp and 46 Nm less than the 2.5 AT, and 10.9 s to 100 km/h instead of 10.5 s. City, highway, and mixed consumption are not measured.

Buy the 2.4 AT if you want the torque peak, not the cylinder count. It has the highest torque (223 Nm) at the lowest rpm (4000), the highest torque density (91.8 Nm/L), and the same 10.5 s as the 2.5 AT. Cost of that choice: heaviest kerb (1430 kg), lowest payload (435 kg), lowest specific power (62.6 hp/L), lowest top speed (175 km/h), ground clearance not measured, mpg not measured. Versus the 2.5 AT you give up 12 hp, 35 km/h of top speed, 66 kg of kerb lightness, and 131 kg of payload, and you keep 2 Nm of torque and a 4 Inline layout instead of 6 V-shaped.

Buy the 2.5 AT if the numbers you care about are power, top speed, kg/hp, and the only mpg line in the catalogue. It is the strongest (164 hp), fastest (210 km/h), best kg/hp (8.32), and the only version with measured consumption: 13 / 8.4 / 10.7 L/100 km. Versus the 2.0 AT you pay 79 kg of kerb and 34 kg of payload. Versus the 2.4 AT you pay 2 Nm of peak torque and you gain 12 hp, 35 km/h, 66 kg less kerb, and 131 kg more payload. Acceleration to 100 km/h does not improve versus the 2.4 AT (both 10.5 s).

If the question is only 0–100, 2.4 AT and 2.5 AT are tied; the 2.0 AT is 0.4 s behind. If the question is top speed, rank is 2.5 AT (210), 2.0 AT (205), 2.4 AT (175). If the question is Chrysler Cirrus engine character from the table alone: short-stroke 4 Inline (2.0 AT), long-stroke 4 Inline (2.4 AT), 6 V-shaped (2.5 AT). All three take 92 Gasoline, Automatic 4, FWD, no boost.