Eagle was a brand of the Chrysler Corporation following the purchase of American Motors Corporation (AMC) in 1987 and marketed through the end of the 1998 model year. It was aimed at the enthusiast driver and promoted as more "European" than the automaker's similar models.

Chrysler took the "Eagle" name from the four-wheel drive AMC Eagle models that were introduced for the 1980 model year. This was the last of American Motors' wholly U.S.-designed vehicles, and they have since been described as the first modern mass-production crossover vehicles produced in the U.S. because the "crossover" term had not been coined.

The Eagle name also appeared on several Jeep trim packages and unique models that included the J-10 pickup trucks, the wide-track Cherokee SJ, as well as the CJ-5 and CJ-7 models starting in 1976. American Motors also launched an entirely new front-wheel-drive sedan, the Eagle Premier that was developed with Renault, AMC's French partner before Chrysler purchased AMC.

Various imported and domestic-built vehicles were marketed, primarily by former AMC dealers along with Jeep products, until the brand was discontinued in 1998. The 1993 through 1997 Eagle Vision sedan sold in respectable numbers, with 115,699 built, while the sporty Eagle Talons were made in two generations from 1990 until 1998, with more than 200,000 produced. Most significantly, the Eagle Premier was the basis for Chrysler's successful series of "LH" models that were introduced for the 1993 model year.

Following the introduction of General Motors' Saturn brand automobile, Chrysler promised a similar new brand designed to take Saturn on with innovative design and building methods. A press release by then Chrysler Chairman Lee Iacocca indicated that the company was working on a car that would be known as the "Liberty" which aimed to achieve significant cost savings. However, these plans never reached fruition. However, Popular Mechanics soon reported that the AMC-developed Premier would replace Chrysler's Liberty project attempts at using the K-car platform. The Liberty name was later applied by Chrysler for a Jeep model marketed in the U.S. starting with the 2002 model year, replacing the AMC-designed Cherokee XJ line.

The main objective of Chrysler acquiring American Motors was the long-established Jeep vehicles, but Renault forced the company to take on the contractual obligations of the passenger car models as part of the deal. Another major factor was that, due to state franchise laws, Chrysler could not start selling Jeeps through their existing dealer networks, nor could ex-AMC dealers begin to sell other Chrysler products. Thus, the Eagle marque was born.

Under new ownership, Chrysler quickly discontinued the domestic-built front-wheel drive Alliance and Encore that were developed under Renault (plans by AMC to import the Renault Espace minivan and the Alpine GTA halo car were also scrapped), but continued to build the four-wheel drive AMC Eagle crossover. It was now called Eagle Wagon and marketed into the 1988 model year until production ended in December. This meant the Brampton Assembly (AMC) manufacturing capacity could be used for making more Jeeps. Moreover, Chrysler kept AMC's long-established Eagle brand by continuing to import the mid-sized Renault 21 (renamed Eagle Medallion) as well as starting production of the Renault 25-based full-size sedan that was developed by AMC (renamed Eagle Premier).

To consolidate the marketing and maintain distribution through AMC dealerships following the 1987 acquisition, the Jeep-Eagle division of Chrysler Corporation was formed. Chrysler's initial problem was that unlike the Big Three, which had multiple brands under their corporate name, American Motors had sold passenger cars under its corporate initials of "AMC" since 1970. Thus, without having a separate brand from the now-defunct company, Chrysler management looked to re-brand the legacy vehicles inherited by purchasing AMC under the Eagle name instead of trying to fold those outside-designed products into Chrysler's existing distribution structure. A limiting factor is that almost all states "have dealership-friendly franchise regulations" that do not allow manufacturers flexibility because the laws provide dealerships territorial exclusivity, including protection from new competition, as well as limit dealership franchise termination to the point that even "gross inefficiency and poor financial condition are not legitimate grounds for termination."