REVIEWS AND ROAD TESTS

And the clouds melted away…

After the coupe and the convertible, it ’ s now the sedan ’ s turn to take the name Sebring, a logical decision considering it will allow its manufacturer to cut advertising costs.

But even though they ’ re all called Sebring, they ’ re quite dissimilar. Indeed, the apparent transparency of using the same name gives way very quickly to a certain degree of confusion. What you need to know is that the sedan and convertible will be assembled on the same platform, at Sterling Heights, Michigan, while the coupe will be born in the Mitsubishi plant in Illinois on a completely different platform it ’ s sharing with the Eclipse coupe.Once again, Chrysler ’ s meticulous style lacks neither presence nor elegance. The grille, which now includes fog lights, is reminiscent of some famous Europeans (Aston, Ferrari), but also, and especially, past Chryslers. The optics have also been redone, and are, they say, 35% more powerful than on the previous generation (is this an admission of previously poor quality?).

Did I say quality? It ’ s an adjective which still has trouble sticking to this German-American builder ’ s products, even today. The Sebring should help change that impression, however, at least judging by the preview models shown to the press a few weeks ago. This confirms what some of DaimlerChrysler ’ s managers were saying when the Sebring was unveiled at the New York Auto Show, which is that this new trio are evidence of a renewed concern for quality. It is also a (weak) response to some of the demands of the company ’ s German partner, Mercedes. Same old thing? Not this time, at least if we believe our ears: when you slam the doors of the Sebring sedan, for example, it sounds like the door closing on a bank vault (or on a German sedan).

Quality was obviously in the forefront of the designers ’ minds during these new cars ’ 26-month gestation period. The concern for detail is also important, even if, in this domain, the sedan appears to have made more progress than the coupe. Examples? Here are three that should be clear enough. The sedan ’ s trunk has gas dampers. They ’ re less encumbering than the usual side rails that reduce the usable space. The spare tire (now 15 inches rather than 14) is identical to those on the vehicle and not a ‘ donut ’ . Finally, to minimize weight, the engineers used more aluminum in the design, notably in the power steering pump.To eliminate noise, vibration and harshness, the engineers made the platform more rigid, recalibrated the suspension (shock absorbers, springs, etc.) grew the tires, and modified the steering ratio. The engine manufacturers were also called in. They installed a more muscular, more discreet 2.4 litres. This engine sits under even entry-level hoods (that is, it ’ s in the least expensive configurations). There has also been a shake- up at the next stage, occupied by ‘ up market ’ models. Here the 2.5 litre 6 cylindre engine on the sedans and convertibles has abdicated in favour of the more recent and refined 2.7 litre with double overhead camshaft, which is more powerful (this 2.7 litre adds 32 horsepower and 23 pounds-feet of torque over its predecessor) and also, we are assured, more economical at the pump. That remains to be seen! The coupe, for its part, has 3.0 litres and 6 cylindres under the hood. This old Japanese acquaintance (Mitsubishi) is paired for the first time with a 5-speed manual transmission (although the aging semi-automatic Auto- Stick gearbox is also in the catalogue). During this rather unusual presentation, the speakers offered the reporters a chance to compare, in the name of fairness, the new Sebring and Stratus (Dodge is still selling cars south of the border) with their immediate ancestors as well as with their main competitors and precursors.

Unusual conditions, as I said: too unusual to allow a conclusive judgment on these new automobiles. The Sebring sedan left me with the memory of surprisingly good road handling (superior to the Camry ’ s, which leads in the sales race) and a firmer brake pedal; but I would still have preferred a more solid suspension, which would surely have eliminated the brake-fanning phenomenon that appeared when this sedan turned at high speeds. A suspension like that on the Stratus, for example, would have been good, but alas, it wasn ’ t allowed to cross the border. It ’ s too bad, since the Stratus handles like a Honda Accord.

But while the sedan looks very promising to me, the coupe is another story altogether. The latter has inherited the most obscure genes of its ancestor: an uncomfortable driving position, a beltline that ’ s too high, and tacky false-wood appliquйs. On the other hand, we have to recognise that its road handling is better, though not enough to worry the Acura CL, which could cross swords with the Sebring coupe once it ’ s fully equipped.

PROS
Seductive lines
Manufacturing quality
Well-adapted engines

 CONS
Soft suspension
Uncomfortable driving position in the coupe
Aging Autostick system.

CRASH TEST (five stars indicate the best protection)
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