REVIEWS AND ROAD TESTS

Has the Chrysler Sebring got what it takes?

Everyone knows that Daimler Chrysler is living difficult times. Factories run slow, jobs are lost and dealers are less than happy.

To turn their luck around, DaimlerChrysler management is counting on its minivans, completely revamped for 2001, and also on the Sebring sedan, another new issue for this year. Will the knockout silhouette of this car be enough to make you buy one?

First, let’s say a few things about the confusing Sebring name. The Sebring sedan rests on an American platform designed by Daimler Chrysler, while the coupe is based on the Mitsubishi eclipse platform. The convertible? Just another version of the sedan. Got the idea?

So the Sebring platform (the sedan, that is) is introduced as more rigid, less flexible -the usual stuff - than the Cirrus it replaces. It reveals quieter than its predecessor with the addition of insulation. It also weighs an additional 400 kg.

To hide this gained weight, DaimlerChrysler offers a solution for those who purchase the more expensive LXi delivery. Indeed, instead of the Japanese designed 2.5-litre V6, it will use the home-made 2.7-litre V6, the same engine that powers larger Concorde and Intrepid. Its 200 hp represent an extra 32 hp over the 2.5-litre. They sure can help. But those who choose the LX "entry" model without the optional V6 will have to do with a 2-4 litre, 150 hp 4 cylinder. Less than optimal.

Let’s complete this technical overview by mentioning the front suspension, more sophisticated that what is found on competitors. Instead of struts, the Sebring uses wishbones, more performing but more costly to manufactureLet’s look at the cover now. After years of look-alike sedans, Sebring is an impressive bold entry with its pure lines; it is definitely one of the best looking in its class. Beautiful, but less aerodynamic (drag factor 0.34), this beautiful body design surrounds a cabin that Chrysler spared no effort to make as pleasant as possible. The plastic wood-imitation decals somewhat spoil the effort, however. But the driving position and instrument position are excellent; perhaps the CD player could be easier to access. The once-scarce storage space has been improved.

The generous exterior dimensions of the Sebring suppose a vast and welcoming cabin. It is so, but much as much as in other competitors who offer more headroom. But don’t think the Sebring isn’t roomy. Two adults will find plenty of space in the back, although the seating is rather low. A third adult can even be squeezed in if needed. Overall visibility is good, except in the rear, because of the trunk’s height. The Sebring offers a nice assortment of accessories, but we’ve seen better.

The air conditioning, cruise control, adjustable steering column and power mirrors are standard. Side air bags, ABS brakes and cargo net are extra, though.

Long considered DaimlerChrysler’s Achilles ’ heel, assembly quality has progressed. Without offering the silence of a monastery, the Sebring adequately filters outside noise. With 200 hp, it is surprising to see that Daimler Chrysler engineers voluntarily omitted front-wheel anti-skid. True, the engine’s power will not induce torque in the steering, but our climate and competitors, in my opinion, largely justify offering it as an option.

The 200 hp, engine, considering the car’s weight, cannot produce tremendous acceleration or pick-up. But they’re not the only ones to blame. The semi-automatic transmission does not blend harmoniously with the V6 engine. Slow and hesitant, it allows the driver to shift gears manually to push the engine near the counter’s red zone. Is this really what you intend to do? I doubt it, and I wouldn’t because this car won’t stick to the road too long in sporty driving. The front end "pulls" in curves taken too rapidly; it’s nothing critical and it can be corrected by lifting the foot. At an easier beat, it inspires confidence. Braking is less predictable and the ABS (optional on all models), even if improved, reminds you that it does not shorten braking distances. Steering is well calibrated, but too light for some drivers. The 11,2-metre turning radius does not impair its drivability. The suspension lightly rolls, but buffers road imperfections well.

With all those elements, what is there to say about this Sebring? First, it’s a step forward compared to the previous generation (but isn’t it always the case?) and it allows Daimler Chrysler to recover some of the ground lost to competitors. Dealers must now trust physical attraction to bring buyers to their showrooms.

PROS
Aesthetic appeal
Strong V6
Good value

CONS
4 cylinder short of oomph
Soft suspension
Light steering

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *
Passenger: * * *

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)
Driver: * * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Guaranteed success

You can bet your last dollar on good sales for the Sebring Cabriolet. Since its introduction in 1996, this convertible has sold 250,000 units.

Completely redesigned last year, this Chrysler benefits from the same improvements than the Sebring sedan. Both models are assembled on the same platform at the DaimlerChrysler plant in Sterling Heights, Michigan. Inside the car, a strange feeling of dйja vu: the interior is almost identical as that of the sedan. Almost, because the cabriolet features seat belts integrated into seats. The most appreciable aspect of this convertible is that is can accommodate four people and their luggage. Under the hood, the 2.7-litre V6 is powerful enough (200 hp) to mess up your hair. Coupled with this power plant, DaimlerChrysler offers a 4-gear automatic transmission or a semi-automatic (Autostick) for those who like to select the gears for themselves.

The Sebring Cabriolet comes in three trims: LX (33 580$), LXi (34 915$) et Limited (37 505$).

PROS
Elegant and classy 4 real seats
Many features

CONS
No manual transmission
Flat colors

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

In a Class of its Own

Your gut reaction tells you all you need to know: the new PT Cruiser makes you feel as happy as a kid in a candy store. It ’ s a strange looking blend of old and new, with rounded lines and a plunging liftgate. It turns heads wherever it goes, never failing to put a big childlike smile on people ’ s faces. Nostalgia, here we come!Volkswagen may have its New Beetle, but Chrysler has its PT (as in Personal Transportation) Cruiser. Styled after cars of the 1940s, it has curvy flanks, chrome handles, a sloped roof, and giant wheels. It ’ s hard to resist the aesthetic appeal of this young American car.

DaimlerChrysler even offers it in a large palette of colours that rival Smarties in their contemporary edge. And the enchantment isn ’ t dispelled when you open the doors. The interior is imaginative, bright, and colourful, nothing like Chrysler ’ s typical plastified dйcor.

Perched on small promontories, the bucket seats come with several adjustable features (even vertical) to help you find an ideal seating position. The steering column tilts, too. My happiness would have been complete if it weren ’ t for a seat cushion that is too short, a near-complete absence of lateral support, and a seat that, despite the available adjustments, is a little too high for optimal driving comfort.

The oval instrument panel behind the steering wheel is colour-coordinated with the exterior, and sports three sleek round gauges with white backgrounds (speedometer, gas gauge, tachometer, etc), along with a series of eye- catching luminous dials. In the centre panel, there are controls for the electronic mirror, ventilation and radio. Below that, there are the beloved beverage holders, bizarrely positioned so that your eyes have to leave the road to pick up your cup. While that might be awkward, there ’ s no need to harp on it. Far more serious is the lack of sound insulation in the panels.

As soon as you bear down on the accelerator, the decibels start to mount. Thanks to this vehicle, however, DaimlerChrysler greatly improves their reputation for ugly trimmings and flimsy accessories.

Is the PT Cruiser roomy? Absolutely. In front, there ’ s so much headroom that you practically have to tilt your head upside-down to read the roof-mounted compass. As for the two rear passengers, they ’ ll have no fear of ruining their hairstyles against the roof. The rear seats have 26 possible configurations, can be completely or partially retracted, and they can also be removed from the vehicle (carefully, as each one weighs about 30 Kg), leaving an almost completely flat area that adds to the trunk ’ s already large 538 Litres. The most original feature is certainly the back shelf, which hides the contents of the trunk and can be installed vertically to divide the trunk in half, or horizontally to serve as a makeshift picnic table.The PT Cruiser may seem like one of those hot-rods that people like to show off on Main Street in the summertime. But it lacks the V8 engine, the truncated shocks, and the rear-wheel drive. In fact, this Chrysler has a rather timid drivetrain, similar to the brand ’ s other sedans. It has front-wheel drive and a proven four-cylinder 2,4 litre engine with 150 hp.

When you compare the weight of the car with its horsepower, that ’ s when you ’ ll realise the true failing of the PT Cruiser. It is not a light car, and each pony must carry more than its fair share. The extra weight may be added to make the car safer, or perhaps just to satisfy consumers ’ lust for accessories. If you listen to the rumours, DaimlerChrysler may soon be adding a V6 to their roster, or more realistically, complementing the current engine with a turbocompressor, as they did with the GT Cruiser (200 hp) show car. But getting back to the PT Cruiser, it ’ s important to note that its weight will have a negative effect on performance. Of course, there are other factors at play here as well. The wide gear spacing of the manual transmission also hurts its performance. It takes over 9 seconds to go from 0 to 100 km/hr, or almost 11 seconds with the automatic transmission.

Well heeled in enormous, 16-inch wheels (the standard is 15 inches), the PT Cruiser turns and drives predictably (i.e., it ’ s quite ordinary.) While its compact steering wheel may suggest a certain agility of handling, the PT Cruiser has an overly large turning circle, which means you ’ ll have to try several times to fit into a tight parking spot. Luckily, this Chrysler can count on steering that is correctly adjusted and very precise.

Once again, do not be judge a book by its cover. While it may look like a toy, the PT Cruiser resents being treated as such, it responds to changing directions by becoming quite sluggish. The suspension is firm enough, but not to the point of being uncomfortable. Still, the rear end shakes quite a bit on broken pavement. As for the brakes, the Limited Edition comes with two pairs of discs (the standard issue includes rear drums), with a bonus of antilock and antiskid devices. The braking distance of the test model were remarkably short.

So what do we make of this car? It ’ s a refreshing, joyful vehicle which is both practical and multifaceted. While it ’ s ideal for cruising the main drag on a Saturday night, it ’ s a little timid to play the race car in the fast lane.

PROS
Multipurpose
Spacious interior
Appearance

CONS
Weak engine
Large turning circle
Disappointing mileage

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: * * * *

REVIEWS AND ROAD TESTS

Le Hot-Rod

In addition to the Viper, DaimlerChrysler makes us feel nostalgic with the Prowler. This delightful hot rod is no longer the Plymouth dealer’s crown jewel, as the Prowler is only available at its new home under the Chrysler banner.Unless you’re a contortionist from the Cirque du Soleil, you may find it hard to get behind the wheel of a Prowler. The first obstacle is the door openings, which require you to hold your breath while shoving your behind onto the edge of the seat. With your rear and your shoulders tightly clenched, you should be able to jam yourself onto the little leather bench that passes for a seat. While your right foot alternates between the gas and brake pedals, your left foot searches for a comfortable place to rest. The control dials are lined up like so many soldiers before your eyes, with the exception of the revolution counter, perched on the steering column in the pure tradition of hot rods. Look toward the horizon, and your line of vision is so limited by the windshield that it leaves you feeling like you’re wearing bifocals. The new rear view mirror now includes a small on-board computer.Contact. The 3.5 litre V6 has a louder, more metallic sound due to its 253 HP capacity. To switch to rear wheel drive, Chrysler still only calls upon a 4-speed Autostick semi- automatic transmission, which one comes to dislike rather quickly. Another disappointment is in its performance. The Prowler does not come out of the starting block with the same vigor as the Viper, even though the instrument panel and steering column shake during quick acceleration as if they had Parkinson’s Disease. Compared to last year, the Prowler is not only more comfortable, but it also grips the road better after its engineers redesigned the suspension in order to make it more flexible (10% in front, 20% in the rear). But it hugs the road even better with new Goodyear EMT tires (a.k.a. run-flats).

PROS
Collectors item
Tried-and-true system
More comfortable suspension

CONS
Hard to get inside
Poor visibility

REVIEWS AND ROAD TESTS

More Spirited

It ’ s roomier, more refined, and better made. This new version of the Neon is also more sensible and available only as a sedan this time. But the big news is the introduction of a 4-speed auto transmission; journalist will now have to complain on something else…First-time car buyers were the previous generation ’ s admitted target, but they haven ’ t being returning the smile on the Neon ’ s grill since it first appeared in January 1994. Never mind that, though. Chrysler intends to court the roughly 1.5 million drivers (average age: 36) who already have a place reserved for it in their driveways. So they gave the Neon a makeover. They traded in its youthful features for a more serious, mature look and, to further convince us, swapped its candy floss wardrobe for some more sober outfits. Its smarter and slightly less aerodynamic lines surround a longer, wider frame intended to offer more interior room and stabler road handling. The Neon ’ s chassis has also been made more rigid through the use of solid door frames. Unlike its previous incarnation, it can now stand up to the powerful water jets in automatic car washes and the gusts of wind that used to infiltrate the passenger compartment. Is it because of the windshield ’ s new, steeper angle that the instrument panel seems less intrusive to the front seat passengers? Well, no. The instrument panel has been changed, you might say it ’ s like one from a miniaturized Intrepid: the instrumentation is clearly legible and the easy to use controls are placed in the driver ’ s immediate environment. The driving position is comfortable enough, as long as you develop the habit of pivoting your left knee when using the clutch on manual transmission models, to avoid bumping the rim of the steering wheel with your knee.Taking advantage of a longer wheelbase than the model it is replacing, the Neon can now boast of a more pleasant interior. I ’ m not prepared to go the extra step, however, and agree with Chrysler ’ s claim that it can seat five adults. On the other hand, it is true that the back seat seems easier to get into and you no longer have to feel the hump of the wheel well rubbing against your derriere. Also true is that the rear trunk is roomier, with the same low threshold making it easier to load heavy objects. One disappointing fact is that there is no interior remote control for opening the trunk. This is only available with the power remote door locks available as an option with the LE. Despite the many improvements that have been made to it, this 2.0 litre, four cylinder 132 horsepower motor (150 horses available on the R/T) with a single overhead cam shaft (SOHC) runs just as roughly and noisily as before, though the new engine mounts and insulating materials make the wailing less audible. However, it should still be noted that it can be heard over a wider operating range and is fairly pronounced at low and medium speeds. As for performance, the 2000 Neon has lost nothing compared to its predecessor, since it has an almost equivalent weight to power ratio. The Neon stands on a suspension system that has received a major overhaul to improve its clearance on bad road surfaces. Furthermore, the rear suspension now boasts an anti-sway bar intended to help control body movement on turns. The weight is better distributed, the track wider, and the 15-inch tires ensure that the Neon can offer well-balanced vehicle handling with no surprises at all. As for the power steering, they ’ ve attempted to keep it as balanced as before, but it no longer conveys the contours of the road with the same sharpness. One note: the Neon has lost none of its maneuverability in this overhaul. Its turning radius is identical to the earlier model. So what is the most striking difference between the new Neon and its predecessor? Definitely, the brakes. Naturally, the classic disc-drum combination is still there, but the pedal action has been greatly improved and feels much more reassuring than in the past. Does it stop well over short distances? We ’ ll be able to tell by testing it with our usual instruments. It is nonetheless worth noting that the antilock feature is still available for a little more money and that it includes the bonus of a low-speed antiskid feature, the first time on a Neon. This second-generation Neon isn ’ t quite the car of the century we were hoping for. Rather, it is the necessary next step in the evolution of a decent, well-equipped, inexpensive and indeed, spacious sub-compact.

PROS
Spacious interior
Straightforward road handling

CONS
Noisy standard motor
Rising price

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Seductive extras

The Intrepid had barely rolled off the assembly line before the specialized press was already hailing it as the discovery of the 1998 car year: a mid-size that every driver simply had to take for a spin. Strangely enough, that initial media enthusiasm has evaporated, along with the title Car of the Year which, previously, seemed to be its birthright. Nicely styled, the Intrepid has also adopted the cab forward design introduced by Chrysler several years ago to increase passenger and cargo area. In fact, the competition has to concede victory to the sedan on both these points, since it has lots of interior space and can seat up to 5 adults. Unfortunately, this advantage is somewhat offset by a sloping roofline that hinders passenger access and obstructs rear visibility. The ES version ’ s seats and bench are much more comfortable than the Intrepid base version ’ s, which are softer and have cheaper upholstery. The dashboard has full instrumentation, but some control buttons (the radio and air-conditioning, for example) should be moved within easy reach of the driver. Also, the dashboard ’ s color- coordination and texture can really get under your skin.Under the hood, the options are as follows: only V-6 engines, a 2.7-liter, 200 hp or a 3.5 liter ( in 234 or 244 hp form ). The latter is only offered with the R/T version. The 3.5-liter is mated with the disappointing 4- speed semi-automatic transmission, while the 2.7-liter is hitched to a conventional automatic gearbox. That said, the Intrepid ’ s structure is well assembled and more rigid than expected, with a smoother ride and more sophisticated mechanical systems. The redesign gave it exceptional road grip and stability, even though it lost its power-assisted steering in the process. These advantages are offset by shape that many find unattractive, a firmer suspension than is commonly found on North American vehicles (although this isn ’ t necessarily a defect) and brakes that still lack bite.

Overall, there are enough good reasons for the Intrepid to keep its position as America ’ s number one mid-size, but it still lacks refinement.

PROS
Roomy, comfortable interior
Well-chosen 3.5-liter engine
Smooth ride

CONS
Poor quality lighting
Disappointing semi-automatic transmission

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Still a diamond in the rough

The Concorde had barely rolled off the assembly line before the specialized press was already hailing it as the discovery of the 1998 car year: a mid-size that every driver simply had to take for a spin. Strangely enough, that initial media enthusiasm has evaporated, and it certainly won ’ t be restored with new exterior colors or optional side- impact airbags.Nicely styled (it seems the designer used to be a jeweler), the Concorde has also adopted the “ forward control cab ” design introduced by Chrysler several years ago to increase passenger and cargo area. In fact, the competition has to concede victory to the sedan on both these points, since it has lots of interior space and can seat 6.

The trunk can accommodate all their luggage, but the driver still has to deal with the lip, which sticks up too far and obstructs rear visibility. All dashboard instruments are elegantly outlined with a chrome circle (Chrysler ’ s new signature), but the inaccessibility of certain controls (such as radio and air-conditioning) runs counter to ergonomic wisdom.

Another strike against it: the faux wood strips on the dashboard only look good with some of the available interior colors.Different versions of the Concorde come with different engines. The 2.7-liter, 200 horsepower V-6 is installed on the LX, whereas the LXi has a 3.2-liter, 220 horsepower V-6.

Both are hitched to a 4-speed automatic transmission. I don ’ t want you break the bank, but I do think the 3.2-liter engine is more appropriate to the vehicle ’ s positioning. It ’ s more responsive at low speeds and is less gutless than the 2.7-liter, which has to try much harder on steep roads. That said, the Intrepid ’ s frame is well put-together and more rigid than expected, giving an exceptionally smooth and stable ride and good road-grip. These advantages are offset by unattractive lines that many find distasteful, steering with too much play in the middle—although the LXi version has improved in this area, thanks to power-assisted steering—suspension that ’ s geared to comfort above all else and brakes that still lack bite.

Overall, the Concorde ’ s claim to be the most spacious and innovative American mid-size is pretty convincing. But, as is unfortunately the case with many DaimlerChrysler products, it still lacks refinement.

PROS
Roomy passenger compartment
Well-chosen 3.2-liter
V-6 Smooth ride

CONS
2.7-liter not large enough
Unattractive shape
Brakes lack bite

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Let ’ s bury the past

The 300M ’ s traction, V-6 engine and 4-door passenger compartment make it radically different from the original 300 series introduced in 1955. That version was a coupe, with rear-wheel drive V-8 power. Devotees of the original design will be disappointed, but not for long, since the 300M will become a RWD once more in 2004. For now, they should put their nostalgia aside and focus on the strengths of this robust, roomy, moderately priced and all-round American sedan.Chrysler ’ s stylists have pulled it off again, with the right combination of lines and colors for the 300M. At first glance, its impressive size and definite presence distract the buyer from its shape.

The 300M is Chrysler ’ s attempt at imitating today ’ s high- profile, hence fashionable, sedans. It ’ s not particularly successful, although (and this is quite true) they keep on reminding us that the 300M takes a much smaller dint out of your pocketbook than some of its rivals would. However, some of the materials used for the dashboard have neither the look nor the feel you get in the competition ’ s vehicles. It takes more than a wide piece of wood trim (faux wood, of course) to create a tasteful, classy interior. The instruments, gauges and clock (all on a plain white background) use the old-fashioned needles and analog read- out method. One more minor irritation: the emergency brake is located on the floor! The spacious interior is the only point on which the 300M beats the competition hands down. This vehicle can seat 5 adults comfortably, with enough elbowroom for everyone.The 300M has undergone several improvements since it was introduced in May, 1998, particularly as regards the NVH (Noise, Vibration and Harshness) factor. However, under the hood we still find the same overhead camshaft 3.5-liter V-6. To differentiate them in terms of pure performance, Chrysler is counting on the driver ’ s shifting ability, and on the 4-speed, semi- automatic transmission (with AutoStick) that increases engine speed to 300 rpm for each gear, but it ’ s still not enough. In fact, this transmission which even the designers admit is already seriously outdated, represents yet another crack in the 300M ’ s sporting image. Since the gearshift isn ’ t located on the steering column, jerking it from left to right (a movement most drivers aren ’ t used to) gets tiresome in the long run, and the lever ends up permanently parked in Drive.

We ’ re inclined to take the claims made by DaimlerChrysler ’ s advertising execs (that the 300M can stand up to the more expensive European models) with a grain of salt, but they aren ’ t a complete fabrication: its performance really depends on the kind of options you choose. Rather than clearly positioning itself as a sports sedan, the 300M has no definite profile. On the one hand, there ’ s the base version that skids and squeals as soon as you increase the rpm, so you feel you ’ re driving a much bigger sedan; on the other hand, there ’ s the sportier version of the 300M, with all the hardware car-buyers love: firmer suspension, low- profile, 17" wheels, and faster, more precise steering that makes a better connection between the road and the wheel. The traction control only works at low speeds, but the brake- action is a pleasant surprise, giving the car an acceptable braking distance.

On a long, monotonous stretch of highway, the 300M ’ s multiple personalities finally make peace, and its road grip and ability to effortlessly swallow up the miles come through. Final assessment: the 300M can ’ t compare with the category ’ s finest in terms of sophistication, suppleness or temperament, but it ’ s more comfortable to drive and to sit in, more economical (both to buy and maintain) and is, in many respects, on of the best American sedans currently on the market. And that ’ s saying something!

PROS
Roomy passenger compartment
Good road stability
Improved safety features

CONS
Disappointing semi-automatic transmission
Interior lacks sophistication

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: no data