The 1990 Chrysler Imperial has no open NHTSA recalls. Owners report 7 recurring issue clusters, led by “ABS pump and hydraulic control unit failure.” Chrysler's Oil Change Indicator tracks engine load and duty cycle, then messages when oil life is used up — capped at 10,000 miles or 12 months, whichever comes first. The 3.6L Pentastar V6 (300, Pacifica, Town & Country, Voyager) is long-interval by design: spark plugs at 100,000 miles and no timing belt. Minivans in family duty count as 'severe service' more often than owners think — frequent short trips shorten the oil indicator's countdown, and that's the system working correctly.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 1990 Chrysler Imperial.
SERVICE BRAKES, HYDRAULIC
13 NHTSA complaints · 1995-06 → 2012-04
“HYDRAULIC ABS UNIT FAILED”
“THE VEHICLE WAS TAKEN TO AN INDEPENDENT AUTO REPAIR SHOP ON 6/28/2003, AND MECHANIC STATED THAT ABS MOTOR HAS TO BE REPLACED”
“OWNER NOTES OF ABS PUMP ASSEMBLY FAILURE 3 TIMES”
SERVICE BRAKES, HYDRAULIC
8 NHTSA complaints · 1996-08 → 2004-06
“ABS BRAKE LIGHT COMES ON CONTINUOUSLY, BRAKE LIGHT COMES ON ALSO, NOT INCLUDED IN RECALL”
“ABS LIGHT INDICATOR IS ALWAYS ON”
“ANTI-LOCK BRAKE LIGHT COMES ON AFTER DRIVER 15 TO 20 MILES”
SUSPENSION
5 NHTSA complaints · 1996-07 → 2007-02
“FRONT SUSPENSION ALMOST DRAGS ON ROAD SURFACE AND REAR SUSPENSION IS HIKED UPWARD ,BLOCKING VIEW OUT OF REAR WINDOW”
“FRONT AIR SUSPENION WENT OUT WHILE DRIVING, VEHICLE BOUNCED UP/DOWN SO HARD VEHICLE WAS UNCONTROLLABLE, SUSPENION DROPPED DOWN ON TOP OF TIRES, SPEED 15 MPH”
SERVICE BRAKES, HYDRAULIC
6 NHTSA complaints · 1995-05 → 2012-08
“WHILE DRIVING AT ANY SPEED AND APPLYING THE BRAKES, THE PEDAL WENT TO THE FLOOR, THERE WERE NO BRAKES, WHICH RESULTED IN EXTENDED STOPPING DISTANCE”
“ABS BRAKE PUMP FAILED RESULTING COMPLETE BRAKE FAILURE W/PEDAL GOING TO FLOOR IMMEDIATELY”
“WHILE TRAVELING AND SHIFTING TRANSMISSION GEAR FROM PARK TO REVERSE, BRAKE PEDAL TRAVELED TO THE FLOORBOARD, CAUSING EXTENDED STOPPING DISTANCE”
SERVICE BRAKES, HYDRAULIC
6 NHTSA complaints · 1997-08 → 2016-02
“CONSUMER STATED WHEN APPLYING THE BRAKES, THERE IS NO BOOSTER POWER TOWARD THE BRAKES, THE BRAKE PEDAL IS HARD, DEALERSHIP IS AWARE OF THE PROBLEM”
“WHILE DRIVING 30 MPH, THE BRAKE PEDAL BECAME REALLY STIFF WHEN IT WAS DEPRESSED”
“APLLIED THE BRAKES; HAVE TO APPLY VERY HARD, AND THE VEHICLE SEEMS LIKE IT DOES NOT WANT TO STOP”
SERVICE BRAKES, HYDRAULIC
6 NHTSA complaints · 1996-11 → 2003-05
“THE VEHICLE EXPERIENCED THE SAME PROBLEM WITH THE ABS AS STATED IN RECALL 96V099000, HOWEVER THE VEHICLE IDENTIFICATION NUMBER WAS NOT INCLUDED IN THE RECALL”
“ABS FAILURE, RECALL WORK DENIED DUE TO VIN #”
“BRAKES FAILED DUE TO FAILURE OF THE ACCUMULATOR PISTON SEAL, RECALL ON COMPONENT HOWEVER VEHICLE DENIED DUE TO VIN”
FUEL SYSTEM, GASOLINE
4 NHTSA complaints · 1999-02 → 2004-12
“FUEL RAIL IS LEAKING FUEL ONTO 3.3 ENGINE WHICH COULD CAUSE A FIRE”
“FUEL RAIL IS LEAKING ONTO THE HOT ENGINE BLOCK”
“THE FUEL RAIL ON MY 3.3L ENGINE FAILED, THE CROSSOVER TUBE SPRAYED ONTO THE EXAUST AND SOAKED THE ENGINE COMPARTMENT WITH FUEL”
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 20, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Change oil when the indicator message appears — never beyond 10,000 miles or 12 months. Pentastar 3.6L uses 0W-20; PT Cruiser's 2.4L uses 5W-30. Short-trip city driving will trigger the indicator well before 10,000 miles.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Rotate every 8,000 miles or at every oil change. Front-heavy minivans (Pacifica, Voyager) chew front tires quickly without rotation.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect pads, rotors, and parking brake at every oil change. Loaded minivans and the heavy 300 wear rear pads faster than expected — check both axles.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
PT Cruiser's 2.4L is a timing-belt engine: replace around 100,000 miles (check your manual's exact interval for the year). Do the water pump and tensioner in the same job — the labor overlaps almost entirely.
Estimated cost — typical U.S. ranges
Dealer
~$935–$1175
Shop
~$655–$825
DIY
Pro only
On interference engines, a snapped belt destroys valves. Worth doing on schedule. Bundle water pump + tensioner — labor is already there.
Keeps your vehicle running smoothly and efficiently
Minivans (62TE six-speed): ATF+4 service every 60,000 miles under family duty. 300 with the ZF/TorqueFlite 8-speed: Chrysler lists no normal-service interval, but specialists recommend fluid service around 60,000-100,000 miles. ATF+4 or the specified 8-speed fluid only.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
Pentastar 3.6L: iridium plugs at 100,000 miles. PT Cruiser 2.4L: roughly every 30,000 miles with conventional plugs — check the manual for your year.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Replace every 30,000 miles. On the Pentastar it's a quick top-of-engine job; inspect sooner in dusty climates.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
Inspect from 60,000 miles and replace on evidence of cracking or glazing. A failed belt on the Pentastar takes the water pump drive with it — don't run it to destruction.
Estimated cost — typical U.S. ranges
Dealer
~$195–$235
Shop
~$135–$165
DIY
~$20–$50
DIY-friendly if you can reach the tensioner. Inspect for cracks rather than swap on a strict mileage interval.
Extends the life of your vehicle and improves comfort
Replace every 20,000 miles — behind the glovebox on Pacifica, Voyager, and 300. Family-hauler duty (pets, gravel school lots) argues for yearly.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
Usually behind the glovebox. Shops charge labor for a 10-minute job — easy DIY win.
Stellantis OAT coolant: first replacement at 10 years or 150,000 miles per the schedule; many shops suggest refreshing by 100,000 miles. Use OAT-compatible coolant only — mixing types gels the system.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Test annually once the battery passes 3 years old. Pacifica's stop-start system uses a pricier AGM or dual-battery setup — weak batteries throw confusing electrical faults first.
Estimated cost — typical U.S. ranges
Dealer
~$225–$390
Shop
~$160–$280
DIY
~$130–$250
Most auto-parts stores test and install batteries free with purchase. Skip the dealer markup.
Occupant deaths in fatal crashes (FARS)
203 crashes 1990–2024
How the 203 occupant deaths break down
128
driver deaths
75
passenger deaths
203
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1990 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
6
complaints mentioning a crash
1
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 1990 Chrysler Imperial reflects Chrysler's published service intervals and the Oil Change Indicator System system. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.