Chrysler Cirrus Parts

The Chrysler Cirrus is a mid-sized sedan produced and marketed by Chrysler. First introduced in the 1995 model year, this model was the successor to the Chrysler LeBaron, competing effectively with smaller vehicles from other brands. Created by Michael Santoro in 1991 and built on the Chrysler JA platform, the Cirrus is a 4-door notchback sedan designed to blend affordability, style, enjoyable driving experience, and safety, making it ideal for everyday family use. It shares numerous similarities with the Dodge Stratus and Plymouth Breeze, which were built on the same platform, leading to these models often being perceived as similar vehicles. Initially, the Chrysler Cirrus was offered in two trim levels - a well-equipped base LX and the more luxurious LXi. Both models featured similar body side moldings, chrome bumper accents, a low extending chrome or body-colored waterfall grille, fog lights, sporty black twin-post side mirrors, an automatic transmission, and a 2.4L I4 engine. The LXi, an upgrade from the LX, added alloy wheels, keyless entry, chrome accents, wood grain interior trim, and a premium front grille. The production of the LX model ceased briefly in 1998 and was resumed in 2000 to fill the void left by the discontinuation of the Plymouth Breeze. However, it was ultimately discontinued in 2001 to make way for the Dodge Stratus. Renowned for offering more for its price in its class, the latest version of the Chrysler Cirrus is equipped with a 2.5L V6 engine.

The Chrysler Cirrus has encountered various problems across different models. One recurring issue, particularly in models from 1998 to 2000, is car stalling due to a lack of ignition spark. In the 1999 model, after reaching about 130,000 miles with an automatic transmission, the engine would halt and, in some cases, restart after a week. However, subsequent restarts would often fail. Remedies such as changing spark plugs and their accompanying wires were tried; though some necessitated the removal of the air inlet for access. Despite a functioning timing belt, the ignition spark remained absent. Utilizing an OBDII code reader to pinpoint trouble codes was recommended. For instance, during engine cranking, checking the voltage at the dark green wire with an orange tracer was crucial, and if it lacked voltage, the ASD relay circuits required inspection. It's worth noting that while the relay might function, if the car's computer didn't receive the correct cam and crank signals, the relay might not be activated. Moreover, other models like the 1998 variant showed persistent spark issues even after changes to the crankshaft sensor, distributor cap, and rotor. Though the OBDII indicated both crank and cam sensors were synchronized, experts were hesitant to pinpoint the problem solely to the CPU. A thorough examination of the spark path from the CPU, through the sensors, to the distributor and coil was advised. Replacing the CPU was discouraged, as the issue often lay elsewhere, with possibilities ranging from factory alarms to aftermarket kill switches. Coil resistance tests were also essential in addressing weak spark issues. Meanwhile, the 1999 Chrysler Cirrus model sometimes faced the engine shutting off while in operation. The problem wasn't typically due to the fuel pump or its filter, but more commonly to the crankshaft position sensor found at the transmission bell housing's rear. A malfunctioning sensor, often due to heat, would be misinterpreted by the engine computer as the engine stopping, prompting the deactivation of the Automatic Shutdown (ASD) relay, affecting the injectors, coil(s), and fuel pump. The key takeaway here was the necessity of inspecting the crankshaft position sensor when addressing unexpected engine shutdowns. Concurrently, the 1997 Chrysler Cirrus, armed with a 3-speed overdrive automatic transmission, reported intermittent failures in shifting to high (drive/overdrive) mode. This problem, which appeared suddenly without prior warning signs, activated the "check engine" light. Diagnostics highlighted faults in the transaxle control system and gear ratio errors, often attributed to faulty speed sensors or internal transmission issues. Experts primarily suggested inspecting the input and output speed sensors. While the output speed sensor's functionality was often evidenced by a working speedometer, the input speed sensor still required checks. Using an ohmmeter to measure resistance between 650 to 800 ohms on this sensor was recommended. If both sensors were functioning and the transmission fluid was at the correct level, the problem might be internal, demanding further hydraulic pressure tests for accurate diagnosis.

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