The Morning Call and Mcall.com's view

With all the bad press surrounding DaimlerChrysler’s financial fortunes, it’s easy to miss one important fact: they’ve just introduced a surprisingly nice car, the Sebring sedan.

Actually, with all the trucks being introduced, you might have forgotten that cars are still being produced.

The Sebring comes as a coupe, convertible and sedan. The sedan and convertible share the same platform, while the coupe has a different platform entirely. Actually, the Sebring replaces the Cirrus, a car whose name had less of an emotional impact.

The Sebring artfully takes Chrysler’s current large-car styling themes from the Concorde and 300M and transplants them onto a mid-size car with a fresh approach. The Concorde’s retro-Ferarri-style grille sits just below its winged medallion. Crisp character lines run alongside the car, contrasting against the arc of the passenger cabin. A clean, sculpted rear caps the design. It’s conservative, handsome yet distinguished.

Two trim levels are offered: base LX and upscale LXI. The test vehicle was an LX. The Sebring’s standard engine is a 2.4-liter double-overhead-cam in-line four-cylinder, good for 150 horsepower and 167 pound-feet of torque.

While that may be sufficient for life in the slow lane, might I recommend the 2.7-liter double-overhead-cam V-6? This 24-valve engine comes from the larger Concorde. Power is rated at 200 horsepower and 193 pound-feet of torque. In a 3,228-pound car, this mill will move the metal with surprising swiftness. This was proven with the test car, which had great power for all driving situations. It even has a sweet note.

No matter which engine you buy, a four-speed automatic is standard, with Autro-Stick (Chrysler’s automatic/manual transmission) as an option. The test vehicle had the base transmission, which seemed fine most of the time. But when coasting to a stop, it would hesitate and then clunk into the next gear.

Brakes are disc all around with anti-lock as a $565 option. Get them. They helped greatly in foul weather. Overall, the brakes were quite good, with short straight stops in all conditions.

Handling is much improved over the old Cirrus. Chrysler strengthened the body structure, in addition to refining the fully independent suspension and installing larger tires. The result is a fun-to-drive car that stops and starts just when you want it to. The steering is a little light and some road feel filters through. Ditto engine vibration at idle.

Cornering reveals a sure-footedness that is reassuring. Body lean is well managed, although there’s a bit more than you might expect. Traction control isn’t available. Road noise is moderate.

Ride is a mixed bag. Large expansion joints thunk through, although most road shocks are well-dampened. You won’t mistake this for a marshmallow-riding Chrysler of the ’70s. That’s the price for sporty handling.

Accommodations are ni ce. The dashboard is well-designed, with a large arch housing the speedometer, tachometer, fuel and temperature gauges. The dials are chrome-trimmed and have a retro-look that’s fetching. Wood-grain trim accents the dash. The center stack houses three rotary gauges above the corporate Chrysler radio. An AM/FM/cassette stereo is standard on the lX; the LXI replaces the cassette with a CD player.

The standard stereo has an acceptable sound, but most audiophiles will want something with a better sound. The climate control worked well, warming the chilly cabin quickly.

The center console has a large covered center bin with room for CDs or cassettes with room to spare. Cupholders are also molded in. A large open bin sits below the stereo, as does a power point.

The front bucket seats were wide and comfortable, but felt a little flat over long drives. The optional 8-way power driver’s seat (a $380 option) is well worth the money. Combined with a tilt steering wheel it made it easy to find a suitable driving position.

Rear seating was also good, although LX models lack a center armrest or seatback pockets, resulting in a drab, stark look. The folding rear seats are split 60/40 and are convenient, but there’s no locking them to prevent unwanted hands from getting into your trunk.

The trunk itself is a surprisingly large 16-cubic feet. Fuel economy was good, yielding 22 miles per gallon. Considering the excellent power on tap, this is great fuel economy for a six.

The LX is well equipped starting at $17,945. Standard gear includes four-wheel disc brakes, chrome wheels, air-conditioning, AM/FM/cassette stereo, tilt steering wheel, automatic door locks, power mirrors, power trunk release, cruise control, dual vanity mirrors, intermittent wipers and rear defroster.

Go for the LXI and the V-6 is standard, along with larger 16-inch tires, fog lamps, power driver’s seat, leather trim, keyless entry, a trip computer, outside temperature gauge, a CD player and better trim and lighting.

The test vehicle had an illuminated entry, anti-lock brakes, the V-6 engine and power driver’s seat as options. The bottom line was a still reasonable $20,455. This is almost half of what most sport utilities cost. (Is it any wonder most automakers would rather sell you a truck?)

Unlike their financial prospects, Chrysler is delivering the goods when it comes to cars. There’s little to complain about and much to love in this new Chrysler. Its stylish looks, comfy cabin, adept handling and braking, and improved build quality make the new Chrysler Sebring a surprisingly good American car.

It’s fun to drive, affordable and a design standout. What more could you want for daily transportation?

2001 CHRYSLER SEBRING LX SEDAN
Engine: 2.7-liter 24-valve V-6
Transmissions: 4-speed automatic or 4-speed automatic/manual
Tires: P205/65R16
Wheelbase: 108 inches
Length: 190.7 inches
Width: 70.6 inches
Curb weight: 3,228 pounds
Cargo volume: 16 cubic feet
EPA rating: 20 city, 28 highway
Test mileage: 22 mpg
Fuel type: Regular
Assembly point: Michigan