Most Fastest Car

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.



However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.
In 3.6R Limited trim, the story starts with a great powertrain and gets better from there. Subaru's 3.6-liter boxer six-cylinder pumps out a worthy 256 horsepower and 247 pound-feet of torque. This admittedly doesn't sound all that spectacular when 269-hp Toyota RAV4s and 290-hp Buick Enclaves roam the landscape. But the boxer six feels beefier than the sum of its numbers primarily because power delivery is so fluid and consistent. The engine is mated to a five-speed automatic that plays well with its six-pot partner, and while Subaru provides paddle shifters to row your own gears, the smooth, well-timed cogswaps of the auto 'box negates the need.

Despite its upgraded proportions, Subaru engineers worked hard to keep weight down. Our loaded Outback 3.6R Limited tester weighed in at just over 3,600 pounds – some 400 pounds lighter than a comparably equipped Toyota Venza with all-wheel drive, one of the Outback's main competitors. Subaru was able to keep the pounds down through the use of high strength steel, making the structure both safer and lighter than a more rotund CUV. The Outback's relatively restrained tonnage helps the boxer six feel that much more potent when pushed, and the weight reduction pays dividends in the braking department, allowing the Outback to be halted with minimal fuss on wet or dry pavement.




But while the 3.6-liter boxer is good, it's the symmetrical all-wheel drive that wins the day. We put the Outback through its paces on dry pavement, through a torrential downpour and some muddy terrain and were always well within the limits of adhesion. In fact, the Outback's seemingly never-ending traction begged us to drive harder and faster as the week wore on. How hard? Over the course of the first two days, we averaged a relatively robust 23.8 mpg in mixed driving and by the end of the week our relentless flogging dropped that figure down to just over 20 mpg – still laudable considering we spent a lot of time with the long pedal pegged to the floor.

And thanks to the Outback's reasonable weight and excellent AWD, this Subaru feels closer to a sports sedan than a 63-inch tall wagon. Aggressive cornering is a snap, with minimal body roll and the aformentioned constant supply of traction. And the Outback doesn't just feel car-like in turns. It may have a best-in-class 8.7 inches of ground clearance and surprising off-road chops, but on the highway, this tall wagon transforms into a sophisticated cruiser. While the occasional bump found its way into the cabin, the intrusions were far from jarring and the firm steering provided ample feedback whether pointed straight or winding our way through the bends. But while it's hard to find significant fault with the Outback's power and handling, our red pen finally gets some use when discussing the Outback's interior.



Any family-friendly wagon needs a warm and inviting cabin that's configurable enough to meet the needs of large clans and empty-nesters alike. Subaru gets the job done, for the most part, with great leather-clad front seats with sufficient support and bolstering, back seats that fold flat in a cinch and an easily read instrument panel. And lucky for us, the best seat has been reserved or the driver. The steering wheel is meaty and pleasing to the touch and we had little trouble figuring out the navigation system or HVAC controls. However, we were disappointed that the only way to change radio stations was via the LCD screen or on the steering wheel. To make matters worse, you have to push the radio tuner knob to display the stations. Not particularly intuitive, and with no redundant control buttons on the center stack and a somewhat confusing array of buttons on the steering wheel, things aren't exactly WYSIWYG.




But as far as accommodations are concerned, rear seat passengers should be pleased with their surroundings, and the Subie easily swallowed a 46-inch LCD TV with the second row stowed. We were a little confused on how to operate the rear middle safety belt, but after a few minutes of searching, we found the belt tucked into the roof of the Outback's cargo area. The center passenger needs two latches as well; one secures the shoulder belt and the other secures the attached lap belt. This odd contraption is less than desirable because even a ten-year-old couldn't secure the belt without assistance – and the presence of two belt fasteners means rear seat occupants have to make due with a little less hip room. There has to be an easier way – and there is in nearly every other CUV on sale.

Although Subaru has picked up its game in many areas, the Japanese automaker still struggles with the quality of its interior materials, and the Outback is no different. While the seats are stitched up in a relatively high quality leather, dash materials are hard plastic and the center stack feels a bit bargain basement. We know that our tester was a nearly full-boat example, but when you pay $34,685 for a crossover, we expect somewhat nicer instrument panel materials than what the Outback offers.



Subaru makes some... interesting looking vehicles. Or homely, depending on your perspective. That said, we thought our Outback, while far from the beauty queen, looked good in blue, with its subdued 17-inch alloys providing just enough visual spark. Its up-sized proportions play out well in the sheetmetal and the more sophisticated front end shows that Subaru is learning from past mistakes (see: Impreza, Tribeca), though it still has a ways to go. Plastic cladding is still present all around, but for 2010 the look is far less agrarian and the two-tone theme is finally muted compared to its immediate predecessor.

Subaru has managed to combine a superb engine, capable AWD, impressive handling, capacious interior and improved looks into a functional, family-friendly package. What's more, it's created a psuedo-CUV that encourages you to enjoy the journey. There's something undeniably rewarding about a vehicle that pushes you to drive more, do more and have more fun. The Outback just has that kind of moxie. One minute, you're slogging along on the daily commute and the next, you're looking for a 50-acre sandbox to play with your pet boxer. That's an attribute few crossovers (big or small) can manage, and further proof that Subaru's recent good fortunes aren't likely to stop anytime soon.

"It looks like a puppy," my wife said upon first setting eyes on the 2008 Subaru Tribeca. That's an apt description of any Subaru; they usually feel quite eager from behind the wheel, and they're trusty companions. The new front end on the Tribeca is more bland than the outgoing aviation-inspired look, but that hasn't dulled the inherent goodness of this big CUV.

The power unit has also seen upgrades. B9-era Tribecas (the alphanumeric has been dropped for '08) had 3.0 liters of horizontally opposed 6 cylinder to haul 4300 pounds. Power delivery was on the revvy side, so maximum torque didn't arrive until you wound it up a bit. 2008 brings more than a half-liter capacity bump, making the Tribeca feel more sprightly with not only more grunt, but also revised delivery characteristics that better suit most drivers.


The Tribeca's styling has had much of its polarizing uniqueness beaten out of it with a bland stick. The most dramatic changes are up front, where the original face's headlight tunnels and three-piece grille have given way to a far less distinctive frontispiece. In the interest of quieting detractors, the Tribeca has tiptoed to the precipice of anonymity, but thankfully, some of the interesting detailing in the shape pulls it back. Glance quickly, though, and you may mistake it for a DCX minivan. The rump has also come in for a nip and tuck. Gone is the inset on the lower portion of the hatch, the taillamps have been reshaped, and the rear bumper's facsia has been heavily revised.



Away from the nose and tail, much of the ALFA-esque styling has escaped unscathed. The flanks still carry sculpting that catches light and focuses your gaze. The rear quarter windows have been enlarged, a boon for visibility, and the D-pillar comes away successfully tamed. Even with its funkectomy, we still find the Tribeca interesting to look at, and the vehicle continues to stand apart in a crowded field.


Inside and out, the Tribeca is unabashed about the dashing line it cuts. The sides are hewn in a way that catches light and dribbles reflections like liquid. The more you gaze at the Tribeca, the more you like it, even with the higher nose and more traditional (and large) grille. Inside, the swoopy dash and fresh design still remains. The materials are well done, if more workaday than luxo-plush. Silver plastic trim always raises questions about longevity, but what we saw in the belly of the beast appeared like it'd ward off scuffs and nastiness.


Instrumentation is clean and easily read, with electroluminescent gauge faces. We were less than impressed by the "information center" LCD screen at the top of the center stack; what's so wrong about keeping feedback local to the controls? The speedo and tach sit at the bottom of two nacelles and the temperature and fuel gauges flank the circular tunnels. The treatment adds a bit of levity to the often-blah territory of vital information delivery. The dance that the gauge needles do when you first energize the electrical system is a novel trick, too. Our test car was not equipped with navigation, which would have placed a touch screen where the underwhelming LCD took residence. The display has a tendency to half-disappear when wearing polarized sunglasses, which made it difficult to read quickly, though we're sure part of the reasoning for the LCD in the first place is that it's a central repository for information about what the HVAC and radio are doing. We found ourselves looking at a knob that was bankrupt of any indication of setting, rather than going first to the LCD for information. Looking somewhere other than the control you want to adjust is just unnatural. It's kind of like driving the car via a VT100 terminal, and it's maddening. The HVAC's trio of rocker action knobs take practice, and the digital readouts in the center of the temperature selection knobs look cooler than they are in practice. Since the knobs have a rocker action, there's no way to quickly discern what they're set to without taking your eyes off the road long enough to comprehend the number in the readout. The central fan speed knob would also be better with detents, rather than returning to center. The other ventilation controls hide out just in front of the shifter, and can be difficult to quickly locate since the buttons are all alike, with low contrast markings.

The rest of the controls are easy to figure out, and fall easily at hand. The driving position and provisions are comfortable in that familiar, friendly Subaru way. The seats had tasteful, grippy fabric, and were quickly adjusted to proper posture. There are three rows of seats available in the Tribeca, but we think that the space is better utilized as cargo area, like our two row tester. The 2nd row is also more accommodating without a third row nipping at its heels. Even though the Tribeca carries high style, with its front quarter windows, deeper front airdam and powerful wheel arches, the D-pillars don't bite into useful interior space like in other vehicles such as the Infiniti FX. The load area with just two rows accommodates a long day of consumerism at the temple of the buck without a whimper.


When you finally break free from the joy of beating down your credit score, the drive home is a refreshing respite from the humdrum conveyances that surround you on your suburb to suburb trek. The steering operates with well-oiled precision and is weighted nicely for locking on to straight ahead. The Tribeca is definitely a Subaru from the driver's seat. Wheel motion is well controlled and the Tribeca doesn't have an aversion to rounding corners.


Subaru continues with its uncommon powertrains to good result with the newly-enlarged H6. The 3.0 didn't have enough room in the case for a traditional bore and stroke job to offer the desired size increase, so a slightly triangular connecting rod was developed to facilitate more stroked volume without an increase in deck height. It sounds like a lot of effort to go through when they could have just made the engine a little wider, but by maintaining the same external dimensions, re-cyphering the engine bay wasn't necessary, keeping costs down. There are lots of other detail changes to the mill, including variable valve timing on both intake and exhaust cams, and a revised cooling system that drops the octane requirement to 87 R+M/2.

The Tribeca's idle is very smooth and well isolated, and at speed the 3.6-liter flat six is muted. A stomp on the go pedal is rewarded with a snarl starting around 2,700 rpm, and even with more torque available across the rev range, the 3.6 is better when the tach winds around past three. The engine note is sweetly mechanical, but not as thrilling as what you'd hear from that other company that makes horizontally opposed sixes. That's an unfair comparison, though, and the Tribeca's engine sounds good when being caned, and quiets right down when you're not calling for Full Ahead from the engine room.


The Tribeca's driving traits put it in good company, running with effete European breeds dynamically. The interior fitment lacks some of the sumptuousness of those vehicles, but that's not a knock on the big Subie. What you find is a vehicle that carries its size well, offers unique styling and doesn't have to be apologetic for sloppy reflexes. It's no Legacy wagon, but that's exactly the point. The Tribeca exists to fill a hole in the Subaru line not served by the other offerings. It's a big, family-friendly machine that is thoughtfully packaged, rather than being a V8 stuffed in a ladder frame and topped with an SUV body. The new nose will likely find more play in Peoria, and Subaru's apparent mission of turning out ersatz half-price BMWs that sacrifice little is carried through the newly freshened Tribeca.
source by autoblog

Now Mercedes-Benz is looking to walk down the same path by spreading its upright grille to the 2011 R-Class. The move isn't so much of a shot in the arm as a shot of espresso for the Silver Arrow's awkward duckling, but it should help the luxury people mover blend in amongst its more beautiful brethren.

Photos by Zach Bowman / Copyright ©2010 Weblogs, Inc.

I remember the last red Subaru I drove. I was in high school, and the car was my dad's – a new '88 GL wagon with an automatic and push-button 4WD on the shifter. I dug that Scooby. It wasn't powerful but it was fun -- especially when it snowed. Somehow I managed to avoid bouncing it off a lamppost while sliding it around corners. This had much more to do with luck than skill, as I was in high school and clearly an idiot. But I digress -- after all, this isn't about my dad's old GL. It is, however, about a red Subaru – the new Impreza WRX STI, to be specific. If this thing was around back during my neighborhood rally-pretender salad days, I'd probably just be getting my license back right about now.
When Subaru unveiled the all-new Impreza and WRX last April, Scoobyphiles bared their teeth at the sight of the car's new, pedestrian looks. Until then, the WRX's appearance could have been described many ways, but milquetoast wasn't one of them. This matter is corrected with the STI, whose visual punch feels like it's delivered with brass knuckles. Where the base Impreza WRX barely warrants a second glance, the pugnacious STI causes its fair share of wrenched neck muscles as other drivers, particularly young guys in imports (big surprise there, right?) gawk at the bright red hatch. One afternoon, a Jetta GLI barreled into a turnoff where I had parked to squeeze off a few pictures. Out jumped a kid who was so consumed by the car that he wouldn't have noticed if Scarlett Johansen strolled by in her birthday suit. Another night at the supermarket checkout counter, I overheard the guy in the next lane excitedly tell his girlfriend, "Check this out... Outside? There's an '08 STI!" Not bad for a car whose general shape we were all bitching about several months ago.





It's surprising what a few bulges here, some vents there, and trick-looking wheels do for the Impreza. It's still no beauty -- not by a long shot -- but man, it is butch, and purposefully so. You see, the Subaru people apparently didn't get the memo that fake vents are now de rigeur, as everything you see is actually functional. The scoops below the bumpers really are for brake cooling. The front fender vents actually dissipate engine heat. And of course, the giant hood scoop gulps air into the 305-horsepower 2.5L boxer's top-mounted intercooler. In the STI, the relationship between form and function is no sham marriage.


You have to concede that the twin dual-tip exhaust outlets are superfluous (there's just the one muffler, after all), but they really do look pretty wicked, and the diffuser they peek under is also functional. Our tester's swollen fenders sheltered the optional 18-inch BBS wheels whose spoke pattern gives a clear view of the big, STI-branded Brembos (13-inches front, 12.6-inches rear) tasked with stopping the madness. A set of Dunlop SP Winter Sports was on duty during the car's visit with us. Other visual details that differentiate the STI from lesser Imprezas include secondary emblems on the fenders, a chickenwire grille pattern, the larger roof wing, and the deletion of brightwork from the front and rear fascias. It doesn't sound like a lot, but it all makes a difference -- particularly the bling-free rump.

Open the door and you'll find a cockpit that's better than the last-gen Impreza's, but whose materials betray the STI's econocar genealogy. Subaru uses different plastic colors and finishes to decent effect, with silver-ish "wings" that merge into the door panels and additional contrast trim where the center stack merges with the console. The three-spoke wheel boasts integrated radio/cruise controls and an overstyled center cap. Twist the ignition key and the instrument cluster lights up like Christmas, with a big tach sitting front and center just in case you forgot the STI is a performance car. That's also home to the indicators for the SI-DRIVE and DCCD modes, which we'll get to shortly. The STI logo glows red from within the tach and (when the headlamps are on) on the trim ahead of the shifter boot. You'll also find STI markings embroidered on each of the car's front seats. Trimmed in leather with contrast stitching and Alcantara inserts on the main panels, they look pretty good, are comfortable, and have substantial bolsters. That said, they aren't nearly as supportive as the Recaros available in the old car, and they finish second to the seats in the new Mitsubishi Evo, as well.


The boxer engine awakens with its signature grumble and is completely docile at lower revs; boring, even. In neighborhood put-put duty, you'd never guess that there's small block V8-level horsepower in the engine bay. How it behaves when you put a boot to it depends on where you set the SI-DRIVE, and this is where the STI starts to get really interesting. Fans of gadgetry will immediately notice the silver dial mounted aft of the shifter. It's paired with the controls for the adjustable differential, and you won't find either in the standard WRX.


SI-DRIVE has three modes: Intelligent, Sport, and Sport Sharp. On the first afternoon I had the the car, my commute home was in monsoon-like conditions. I selected the Intelligent mode, which actually dials back peak power by 20%, peak torque by 10%, and tranquilizes the throttle response. A dash indicator confirmed my choice, and off I went. This mode should also give you better fuel economy, but seriously, if you buy an STI, it's not because you're trying to do a Prius imitation. Intelligent mode was fine for use in biblical rain conditions, and 240 horses or so is nothing to sneeze at (it's still more than the base WRX offers), but this is not what the STI is about. I never used it again.


Sport is the standard operating mode, and the difference between it and Intelligent is tangible. Make the switch on the fly and you feel it from your spot behind the wheel. The power restrictions are lifted, and its delivery is nice and smooth. Great, right? Well, it's fine. But the STI lives up to its rep when you twist the SI-DRIVE to the right and engage Sport Sharp. Once you confirm that the little green "S#" is staring back at you from the instrument cluster, you wonder why you (and Subaru, for that matter) ever bothered messing with the other two settings at all. Full power and torque availability is complemented by instantaneous throttle response. Worried about that aforementioned lack of jump at low revs? Not a problem. Low revs don't hang around for long anymore.


Punch the throttle and Pandora's Box opens underhood. The tach needle runs for the redline -- pay attention now, because first gear is history, and you'll get acquainted with the rev limiter if you don't shift. Snick that ideally-placed shifter into 2nd and let the rush continue. The Boxer's engine noise is complemented by an audible rush from the turbo as you storm forward. At this point, you're probably cackling like the Joker and gleefully rowing through the gears. It's involving and rewarding, and you silently thank Subaru for giving the car the three-pedal treatment instead of a manumatic deal. The hundredths of a second a fancy-paddle tranny would save you mean nothing to the dude in the Mustang you surprised four lights ago.

The STI is an obedient little bulldog, responding to steering inputs quickly and generally acting unflappable. Twists and elevation changes are simply gobbled up, and you find yourself thinking that maybe those WRC guys have the best jobs ever. The car is as nimble as it is quick, and you need to be aware of what you're doing, because chances are you're doing it a lot faster than your local PD would like. This is where the Brembos earn their keep. They're like the physical manifestation of rational thought. "Too fast," you think. Not any more. If you're trying to find reasons to justify the STI's price differential over the WRX, start with that middle pedal before you even open the hood.


The in-car techno fun doesn't end with SI-DRIVE. The DCCD (Driver Controlled Center Differential) returns, and it lets you choose from three automatic modes in addition to allowing manual torque-split adjustment. The default Auto mode adjusts the front/rear torque assignment as needed. Auto (-) Active Sport is rear-biased and opens the center differential, while Auto (+) tightens the differential up. If you choose to manually configure the differential, you're able to max the power distribution out at 50:50 front/rear. Similarly, the VDC can be left on, shut off completely, or put into a sport-oriented Traction mode. Overall, this is some good stuff. Want launch wheelspin? Just dial it in. Between SI-DRIVE, DCCD, and the different VDC settings, you can mold the STI to suit both the road conditions and your personal tastes. The combination of button-pushes, dial turns and toggles you enter before getting underway determines the nature of the beast you'll be driving. That said, it's not as if you need to tinker much to make it fun. Leaving the VDC and DCCD in their default modes and putting the SI-DRIVE in Sport Sharp did the trick for me 99% of the time. The best part, though, is that this is all very accessible; you don't need to be a wrench turner to tap into the variety of electronically-controlled vehicle setup options.

Part of the plan with the 2008 Impreza was to offer more room, more comfort and a better overall ride than the outgoing car, thus broadening its appeal. These elements carry through to the 2008 STI, and after driving it back-to-back with a brand new 2007 (thanks to my friend Dan for bringing his along), the degree to which the new car has been upgraded is evident. Dan rode shotgun with me while our mutual friend Chris piloted the '07 car on the way to our photo shoot. "My car's going to feel like a dishwasher compared to this when you get in and drive it," he told me after a few minutes in the '08. To be fair, if dishwashers were as fun as the last-gen STI, we'd all be rolling in Whirlpools, but I understand his point. The 2007 WRX STI has much more of an edge to it than the new car. It's noisy, less polished and tighter inside. That's not to say it's in any way bad. It accelerates with a sense of urgency (no SI-DRIVE here -- it's all or nothing), stops as well as just about anything, and can hustle around the bends with the best of them. It's a great car, and the seat-of-the-pants impression you get is that it feels faster than the new STI.


In truth, it's probably a wash, and I'd rather own the new one. Yes, it's a little boomy inside thanks to the hatchback bodystyle, but overall the credit-hours it's earned at finishing school work in its favor. It's decidedly more refined than its predecessor. Bottom line: the 2008 Subaru Impreza WRX STI is loaded with usable tech, goes like absolute stink and is eager to throw down, but it's less punishing to its occupants while it goes about that business. Equal parts rally car and practical, user-friendly daily driver, the 2008 Subaru WRX STI appeals to your inner Dr. Jeckyll and Mr. Hyde. If you like to drive, that's a win-win situation.
source by autoblog

The Associated Press is reporting that Nissan will recall 48,700 trucks and SUVs for a suspension problem that could lead to an unforgiving ride. The recall, which could officially begin as early as this week, involves the 2010 Nissan Titan, Pathfinder, Armada and Xterra, along with the Infiniti QX56. The recall is related to a suspension control link that may not have been welded properly. If the weld is insufficient, the bushing collar could crack, leading to the kind of ride that bruises kidneys and rattles fillings.
Nissan spokesman Colin Price reported to the AP that the company is working with the National Highway Traffic Safety Administration to get the recall processed as quickly as possible. Once a recall is officially announced, Nissan will provide a fix at no cost to the customer. No accidents have been reported as a result of this potential issue.

[Source: The Associated Press]

THEBESTCARS.US: "- Sent using Google Toolbar"

Chrysler 200 puts a better face on the Sebring.

Considering that the Chrysler 200 was just a bunch of sketches a year ago, it turned out pretty well. Then again, in replacing the sad-sack Sebring, the 200 had extraordinarily small shoes to fill.
In late 2009, as Chrysler and Fiat managers conducted emergency triage on the pentastar’s ailing product line, they identified the mid-size Sebring as a good place to put an extra few hundred million dollars. Besides a redesigned interior and the addition of the new corporate 3.6-liter V-6 to the lineup, the 200 gets a new face and tail, suspension improvements to wake up the Sebring’s sleepy dynamics, and extra steps to isolate the cabin from sound and vibration.














How bad was the Sebring? Olivier François, the man sent by Fiat to oversee the Chrysler brand as its president and CEO, says engineers actually worked up a plan to completely rebody the car in 12 months, including changing vital hard points such as the roofline and doors. That’s the auto industry equivalent of putting a man on the moon by the end of next Tuesday. But “vee zimply did not have zee time,” says François in an accent that could have come out of a bottle of Chartreuse.
Tight Schedule, Tighter Tolerances
The 200’s development timeline was so compressed that the lavish press kit for the car contains not a single photo of the interior, presumably because the design wasn’t finalized before the kit had to go to press. This is the kind of cowboy carmaking for which we used to love Chrysler and from which sprung the Dodge Viper, among other hot properties.
Still, stuck with the Sebring’s tall, econocar roofline, the designers and the engineers could do only so much. The Sebring’s chiseled—chiseled by Fred Flintstone, that is—face becomes cleaner, more sweeping, and more organic. A new hood, front fascia, and fenders put the emphasis on LED-accented headlights and the swishy new winged Chrysler logo. In back, new taillights with a “racetrack” of LEDs are bridged by a thick chrome strip, and the bumper valance now extends lower to better hide the dirty bits. Finely spoked alloy wheels finish the upscaling of the old Sebring’s “rent me” appearance.
Engineers lowered the suspension by a half-inch in front and a quarter-inch in the rear and widened the track. Besides lowering the car, Chrysler increased the steering rate and swapped out the control-arm bushings for stiffer units to wake up helm response. Spring rates go up, and both anti-roll bars are thicker to reduce body motions.
As with almost every 2011 Dodge and Chrysler product, the 200 has an all-new interior with a one-piece soft-touch dash accented by a gated shifter, fine chrome filigrees, and low-gloss plastics. Two big dials give speed and tach info under a sculpted hood. Cheapness is now banished—or at least much better disguised. Not only is this interior classier, but it should wear better, says lead interior designer Klaus Busse.
Dashboards made from hard plastic tend to have a cheap, fractured look and large seams. That’s because fitting parts, such as a speedometer bezel or an air-vent frame, to a hard dash requires at least a 1-mm gap so the pieces don’t rub together and squeak. And that’s a tight tolerance to maintain in mass production, where error—and subsequent squeaking—is always possible. With the 200’s soft dashboard skin, says Busse, a hard piece such as that speedo bezel can be squeezed into the skin so that it bites into the soft material, making the tolerance effectively zero and eliminating potential squeak points.
From Terrible to (More Than) Tolerable
The carry-over 173-hp, 2.4-liter four-cylinder mates to a six-speed automatic in the Touring and Limited trims, and it pairs with a four-speed auto in the rental-fleet LX, which starts at $19,995. (A twin-clutch automated manual comes later in 2011.) The 3.6-liter Pentastar V-6 is optional in the $21,995 Touring and $24,495 Limited; it’s the standard engine in the S, the top-of-the-line model, for which pricing isn’t yet available.













The old Sebring drove with the enthusiasm of a 10-year-old Buick LeSabre. The 200 darts through corners with far more liveliness, less wallow, and less need for correction. The 2.4-liter engine’s mounting was changed from a four-point system to a three-pointer to reduce the pathways for vibration. This and increased sound deadening help further isolate the cabin, say engineers. When the engine spins toward its 6000-rpm redline, there’s less thrum and accessory whine and more of the surprisingly keen exhaust note.
The six-speed auto is a busy bee in the 2.4, downshifting quickly so the 200 can keep the pace up grades and when merging with freeway traffic. Fortunately, the shifts are quick and smoothed over by electronic finessing. The 283-hp V-6 launches the 200 hard and pulls with much more gusto. We expected more torque steer than was actually demonstrated under vigorous acceleration, and the transmission hangs onto the higher gears more insistently to aid fuel economy.
For what is basically a rushed “fluff and buff” of a subpar product, the 200 shows how cleverly Chrysler has deployed its resources these past 12 months. For a fraction of the cost of a new car, it has transformed the Sebring from a joke into a decent-handling compact mid-size car for customers who prefer luxury trappings to sporty pretensions. If this is what the new Chrysler can do with one year, we can’t wait to see what it can do with four.