REVIEWS AND ROAD TESTS

The best is yet to come

GM reacted forcefully to the Ford F and Dodge Ram models, not only by redesigning its big trucks, but by giving them a name that’s more inspired and expressive than the form C and K appellations. And so the GMC Sierra is easier to recognize, although the Chevrolet Silverado has the same front-end treatment as the previous generation. But all comparison ends right here, since both these vehicles have changed almost completely, save for a few mechanical features such as the base V6 engine. Also noteworthy are the new 4.7- and 5.-3 liter V8s, with a cast-iron block and aluminum cylinder heads, based on the V8 used to power the latest Corvette C5 and the Camaro. Furthermore, they’ve become more powerful for 2000. There’s an even sturdier version, the 6.0-liter, which is, however, available only on the 2500 series. Also entirely revamped is the chassis and the optional AWD system. These GM trucks are available in regular cab or four-door extended or crew cab versions, either with a short bed or with the now familiar long bed.The interior is much more appealing than it used to be, seats are more comfortable and several different configurations are possible. Access to the rear of the extended cab model is made easier with a panel that opens on the right and on the left. The dashboard, also very modern- looking, houses very easy-to-read instrumentation, but GM has decided to stick with the concept of positioning windshield wiper controls, speed governor and signal light controls all on the same arm, which leads to confusion. In passing, note that visibility on board is excellent.The more powerful V8s that power these trucks are impressive because of their performance capabilities, because of handling that is steadily approaching typical automobile- type handling and by the smoothness of manoeuvres, even in 4×4 mode on bumpy roads. Of course, the stiffer the suspension (for more loading capacity), the more feedback occupants get on poor road surfaces, but this is no big deal. Some whistling caused by the rush of air over the curve of the windshield disturbs the otherwise quiet ride.

The AWD Autotrac version works like a traction control system. Another interesting characteristic is the automatic transmission, available on GM trucks with a Tow/Haul function that when activated can stretch its speeds and delay shifting to make acceleration easier.

PROS
Excellent visibility
Engines even more energetic
Very good handling

CONS
Wind noise
The diesel engine is overdue
Overloaded turn signal arm

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

REVIEWS AND ROAD TESTS

The best is yet to come

GM reacted forcefully to the Ford F and Dodge Ram models, not only by redesigning its big trucks, but by giving them a name that’s more inspired and expressive than the form C and K appellations. And so the GMC Sierra is easier to recognize, although the Chevrolet Silverado has the same front-end treatment as the previous generation. But all comparison ends right here, since both these vehicles have changed almost completely, save for a few mechanical features such as the base V6 engine. Also noteworthy are the new 4.7- and 5.-3 liter V8s, with a cast-iron block and aluminum cylinder heads, based on the V8 used to power the latest Corvette C5 and the Camaro. Furthermore, they’ve become more powerful for 2000. There’s an even sturdier version, the 6.0-liter, which is, however, available only on the 2500 series. Also entirely revamped is the chassis and the optional AWD system. These GM trucks are available in regular cab or four-door extended or crew cab versions, either with a short bed or with the now familiar long bed.The interior is much more appealing than it used to be, seats are more comfortable and several different configurations are possible. Access to the rear of the extended cab model is made easier with a panel that opens on the right and on the left. The dashboard, also very modern- looking, houses very easy-to-read instrumentation, but GM has decided to stick with the concept of positioning windshield wiper controls, speed governor and signal light controls all on the same arm, which leads to confusion. In passing, note that visibility on board is excellent.The more powerful V8s that power these trucks are impressive because of their performance capabilities, because of handling that is steadily approaching typical automobile- type handling and by the smoothness of manoeuvres, even in 4×4 mode on bumpy roads. Of course, the stiffer the suspension (for more loading capacity), the more feedback occupants get on poor road surfaces, but this is no big deal. Some whistling caused by the rush of air over the curve of the windshield disturbs the otherwise quiet ride.

The AWD Autotrac version works like a traction control system. Another interesting characteristic is the automatic transmission, available on GM trucks with a Tow/Haul function that when activated can stretch its speeds and delay shifting to make acceleration easier.

PROS
Excellent visibility
Engines even more energetic
Very good handling

CONS
Wind noise
The diesel engine is overdue
Overloaded turn signal arm

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

REVIEWS AND ROAD TESTS

Icebox on wheels

GMC offers five versions of its full-size vans, now known as the Savana. After choosing how many occupants they want to seat, potential buyers then have to choose which of five engines they want. The next step is looking through the options list. In other words, if you’re interested in these models you’re in for weeks of cogitation before you sign your first cheque.The Savana proposes four seat configurations, accommodating from 5 to 15 passengers, enough to get you elected as the local amateur hockey team’s official transporter. Seats are relatively comfortable, but provide very little support. The large center console hides a major access point for the mechanical system, robbing front-seat occupants of some legroom. Perched high, the driver has a perfect view of the instrument cluster and its detailed and easy-to-read instrumentation. A particularly good idea is the rotary air conditioning dials positioned on the upper part of the dashboard.Given this vehicle’s size, center of gravity and age (the original was introduced in 1970 and the model has undergone no major changes since then), don’t expect miracles. Road stability, already marginal on dry roads, is definitely lacking on wet and snowy surfaces. The 4.3-liter Vortec V6 is adequate, but the 6.5-liter V8 turbo-diesel is the attention-grabber. Its fuel economy is attractive, its performance levels are satisfactory and its noise level is one of the most acceptable. For heavy-duty jobs buyers can choose the 340 hp 8,1 liter gasoline V8, something to measure against the Camaro Z-28 SS. However, keep in mind that the brakes on this model tend to fade when the time comes to bring its massive weight to a standstill and the suspension is stiff on bumpy roads.

The Savana is back in the ring for the nth time, continuing its battle with the Econoline and the Ram Van, two hard-nosed opponents.

PROS
Versatility
Choice of models
Modern

CONS
Size
Long list of options
Barely adequate V6

REVIEWS AND ROAD TESTS

Last of its kind City or country?

Construction sites or farms? On dirt roads or asphalt ribbons? Regardless of the terrain, the GMC Safari is a good road companion. And things are looking even better now, since Ford has interrupted production of its Aerostar, the Astro’s biggest rival. Since last year ‘ s revision, the V6 Vortec engine is quieter and more energy- efficient.By making front seats roomier four years ago, the Safari’s designers eliminated one of the biggest criticisms heard since this minivan was launched in 1984 – almost, at least.

As an added bonus, the change came with a revised dashboard featuring modern, rounded lines and a passenger airbag. The center console is positioned to provide the driver with easy access to air conditioning and radio controls. Some details are still aggravating, such as the shoddy appearance of certain materials and the positioning of certain accessories (you can’t drink and smoke at the same time). Some may say that the seats don’t provide enough support, but then again the Safari isn’t the type of vehicle to take corners on two wheels.Despite a number of improvements introduced over the years, the Safari is still extremely sensitive to crosswinds and the variable assist steering system does little to correct the problem. These minivans are very well- behaved when winter hits, unless you have the bright idea (and the budget) to check the AWD transmission on the option list. Keep in mind that it does have its faults, reducing handling quality and increasing gas consumption, already high with the 4.3-liter Vortec V6 engine. As compensation for its penchant for black gold, this engine doesn’t have to be coaxed to deliver its power – it really moves. Into the bargain, it has plenty of torque and convincing acceleration power. Lastly, the suspension gobbles up road bumps, though not without some stiffness – but it’s better than riding in a school bus, one of my young passengers was heard to comment. On the other hand, brakes tend to fade after a few abrupt stops.

A work vehicle, tool box or minibus, the Safari can wear a number of different hats. It’s up to you to decide which you prefer!

PROS
Versatilite vehicle
Efficient all-wheel drive
Towing capacity

CONS
Considerable consumption
Insufficient front room
Heavy removable bench seat

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

REVIEWS AND ROAD TESTS

A new version won’t come too soon

Many years ago, the GMC Jimmy took by assault the market segment of sport utility vehicles with newfound ambition. A new front end treatment, more aggressively styled wheel covers, more detailed standard equipment as well as a second air bag for the passenger side were a few of its new features. And to entice us further, some General Motors executives claimed to consider putting an eight-cylinder engine under the hood. An urban myth, no doubt, since the V8 still isn’t available. Heated and leather-covered seats, an electrochemically tinted rearview mirror, electronic temperature control… fancy accessories that do nothing to change a driving position made uncomfortable by an overly long steering column that invariably has you hugging your elbows close to your body and stretching your legs as far as they go. Still, seats are comfortable, instrumentation is detailed and the dashboard looks quite good. On the down side, although they’re grouped together within easy reach of the driver, the controls are not always positioned where they should be.

The radio buttons, for example, are partially hidden behind the shift lever when it’s in D. And the air conditioning controls seem to be placed for the passenger’s convenience.

On the two-door version, access to the rear calls for acrobatic skills and, in any case, the back bench can take on only two people. The four-door version is roomier (but not as roomy as Ford’s Explorer), but the bench seat’s cushion is set very low (to get a completely flat surface when it’s folded down) and that means that passengers ride with their knees somewhere around their ears, or almost. At least headrests are a nice touch.With the exception of the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make as far as the powertrain goes. The 4.3-liter Vortec V6 remains the only available engine and its performance is beyond reproach, especially when you compare its fuel consumption to some of its rival V8s. A relatively precise steering system, a turning radius that’s tight enough to make city driving pleasant and a more modern all-wheel drive system are assets that make the Jimmy attractive. It’s Achilles heel is braking, which offers minimal stopping power and is hard to gauge.

PROS
Quieter engine
Good handling
Comfortable ride

CONS
Marginal braking power
Narrow rear doors
Last days on the market

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

REVIEWS AND ROAD TESTS

A new version won’t come too soon

Many years ago, the GMC Jimmy took by assault the market segment of sport utility vehicles with newfound ambition. A new front end treatment, more aggressively styled wheel covers, more detailed standard equipment as well as a second air bag for the passenger side were a few of its new features. And to entice us further, some General Motors executives claimed to consider putting an eight-cylinder engine under the hood. An urban myth, no doubt, since the V8 still isn’t available. Heated and leather-covered seats, an electrochemically tinted rearview mirror, electronic temperature control… fancy accessories that do nothing to change a driving position made uncomfortable by an overly long steering column that invariably has you hugging your elbows close to your body and stretching your legs as far as they go. Still, seats are comfortable, instrumentation is detailed and the dashboard looks quite good. On the down side, although they’re grouped together within easy reach of the driver, the controls are not always positioned where they should be.

The radio buttons, for example, are partially hidden behind the shift lever when it’s in D. And the air conditioning controls seem to be placed for the passenger’s convenience.

On the two-door version, access to the rear calls for acrobatic skills and, in any case, the back bench can take on only two people. The four-door version is roomier (but not as roomy as Ford’s Explorer), but the bench seat’s cushion is set very low (to get a completely flat surface when it’s folded down) and that means that passengers ride with their knees somewhere around their ears, or almost. At least headrests are a nice touch.With the exception of the five-speed manual transmission (available only on the two-door version), the buyer has no other decisions to make as far as the powertrain goes. The 4.3-liter Vortec V6 remains the only available engine and its performance is beyond reproach, especially when you compare its fuel consumption to some of its rival V8s. A relatively precise steering system, a turning radius that’s tight enough to make city driving pleasant and a more modern all-wheel drive system are assets that make the Jimmy attractive. It’s Achilles heel is braking, which offers minimal stopping power and is hard to gauge.

PROS
Quieter engine
Good handling
Comfortable ride

CONS
Marginal braking power
Narrow rear doors
Last days on the market

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

REVIEWS AND ROAD TESTS

Not too soon

Re-named to provide a feeling of novelty (?), this year ’ s Chevrolet TrailBlazer is launched in the sport utility arena with renewed ambitions: more powerful, more modern, roomier and more rigid (haven ’ t we heard that song before?)

Hardly anyone will miss the Blazer and its rustic manners, all the opposed of the newcomer. This TrailBlazer can, with costly options, play dandy with its chrome-grille and wheels too shiny for dipping in mud pits.

Expected by aficionados of the genre, the remake of this compact utility almost turned to a nightmare. Less than one week after its official introduction, General Motors issued a wide and costly recall for a suspension part threatening to break. The issue was promptly solved, but marketing had to idle in promoting this new TrailBlazer as well as its peers GMC Envoy and Oldsmobile Bravada. But GM ’ s problems did no good for Ford, the immediate competitor, because of the chaotic first steps of its renewed Explorer. So, this year ’ s TrailBlazer wears one size larger, but also dresses up as compared to the Blazer (that remains in dealer showrooms incidentally). It is offered in one model (4 door), two drive modes (two and four-wheel drive) and three trims (LS LT, LTZ), with prices ranging from $34.600 to $45,555.

In our common interest, let ’ s not discuss the two-wheel drives and let ’ s go directly to the costlier all-wheel-drives, more adapted to our climate. "Yes, but what about the anti-skid system that now equips two-wheel drives?, ” will you ask. Let me just say that such a device does not improve rear-wheel drive performances dramatically and that anti-spin is not offered on the basic LS model (it is standard on the two other deliveries, though). Even if climbing trees is not on your program, the four-wheel drive system is preferable by far. Once taxes, transport and preparation fees paid, this vehicle costs over $40,000, but still lacks many accessories. The basic model has no cruise control, power door lock or trunk cover. But all TrailBlazer have power windows, a CD player and air.

With the handy (optional) step, climbing on board is easy and the driver ’ s position is definitely more comfortable than on previous models. The seat cushion and backrest are too flat, though. Previously, the to-long steering column forced the driver to tuck the elbows in and stretch the legs. Rear passengers are the big winners in this facelift. They are no longer squeezed like sardines, although the rear doors remain narrow. A central passenger will have to bring the knees up and wont count on a heard rest. Let me mention here that in 2003, a longer version with a third row of seats will be proposed. Until then, the back seat folds (partly or entirely) and the trunk is quite roomy. Access to it is another story. The hatch is heavy (but the window opens independently and the threshold is high enough to complicate loading heavy objects. Back to the front seats, equipped with a saddening dashboard. Grey plastic everywhere (is the proposed oak trim just as sad?) The comprehensive instrument block is much better, and on more expensive trims, comes with an on-board computer.

To conclude our visit, a few words on the uneven assembly quality. Badly attached waterproof joints, badly adjusted body panels, grossly trimmed plastics show there ’ s still grounds for improvement. One word on safety. The TrailBlazer is no more innovative as its closest rival the Ford Explorer, with dual front and side airbags, but no air curtain or anti-skid system. Instead of offering zillions of safety devices, the TrailBlazer has big bones, according to Chevrolet officials. Engineers say that the TrailBlazer ’ s chassis is 270 times more rigid than the one it replaces. Impressive statistics, but the toughness feeling from a driver ’ s perspective is just as impressive. The TrailBlazer no longer swings the hips like the previous Blazer and won ’ t try to snap your head off at every pothole. Don ’ t be mistaken by this more civilized road handling; it remains a truck in every way. .

What this means is that, like with every vehicle of the category, boldness is not tolerated, especially in curves. And when the road is less than perfect (like all our roads for that matter), the rear axle tends to start dancing. The huge tires bite in the asphalt like teeth in a ripe apple and the gravity center is quite high (like the driving position.) Fortunately, the steering is quite accurate and the turning radius is short enough to provide for decent city manners. In the wonderful world of utilities, we ’ ve seen worse, but we ’ ve seen better, too

The beauty, or the strength, or the TrailBlazer lies under the hood. Open it and you ’ ll find a 270 hp, 4.2-litre in-line 6, with double overhead camshaft and aluminum head. The only engine offered produces 60 hp more than the 4.0-litre V6 and 30 hp more than the 4.6-litre V8 used on the Explorer. In concrete terms, the TrailBlazer reached 100km/h one second earlier than its Ford rival, shows solid pick-up and can tow loads of nearly 3,000 kg, while using gasoline in a most efficient manner. It ’ s no small feat considering the weight of this utility.

GM engineers took great care in fixing the previous version ’ s Achilles ’ heel: poor braking. The TrailBlazer comes standard with four disks and ABS. This provides for safer and easier to control stops (and a less cheesy pedal) than the previous Blazer. Although more expensive than its ancestor, the TrailBlazer proves fun to drive, more fuel efficient and more powerful than the Ford Explorer. But the latter will offer this fall better active (anti-skid) and passive safety as well as a third row of seats for more passengers. Now the choice is yours!

PROS
Strong engine
Surefooted
Good fuel mileage

CONS
Rigid axle
No 3rd seat Fit and
finish to improve

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: * * * *