Chrysler Sebring LXi – Road Test – Car Reviews – Car and Driver

12 May 2015 | Author: | Comments Off on Chrysler Sebring LXi – Road Test – Car Reviews – Car and Driver
Chrysler Sebring

LXi

Evidence the big buyout is paying at least dividends.

Since we test-drive than 200 cars a year, think we could approach any car drive it, and tell you what it is. For the most part, we can, and manufacturer would like its to have a unique image and that’s instantly recognizable to

BMW, for one, does an job of giving its range of cars a feel that test are quick to recognize. After out of the new Sebring sedan, we’re that Chrysler is on its way to achieving the feat because the Sebring very much like a version of its 300M.

This is good news for buyers, as that bigger is a fine car. In 1999 and we voted the 300M onto our list and awarded it a second-place in a nine-car comparison test February. The 300M costs $30,000, and the Sebring LXi pictured starts at a more user-friendly

The new-for-2001 Sebring four-door the Chrysler Cirrus and is a twin of the Stratus four-door. So what’s the between the two models? DaimlerChrysler the Stratus is tuned for sporty and the Sebring for comfort.

Nonetheless, we liked the way our Sebring went the road.

The front suspension still sophisticated unequal-length control — a rare arrangement in a class that favors expensive front strut The arms do a better job of keeping the square to the road during Despite the good suspenders, grip in the Sebring is low.

We only 0.75 g on the skidpad but we could effortlessly corner the at the edge of sliding.

Like other sedan on the market the Sebring safely slides its wheels when the driver a corner. We liked how well the front end tucked in with a of the throttle, but the Sebring is still a tad for our hard-driving tastes.

The upside to the Sebring’s low grip is a ride that softens roads. The ride is supple but not For 2001, Chrysler says it the body structure by 13 percent in and 33 percent in bending.

It also the cavities at the base of the B-pillar and in the sills with foam to dampen road noise. The was on the raucous side of the hugely mid-size-sedan class, and the improvements now brought the renamed Sebring in with the most refined.

Chrysler Sebring

of the credit for the new refinement should go to the aluminum V-6 engine. It replaces a Mitsubishi-built unit and is shared the full-size Dodge Intrepid and Concorde sedans. In the Sebring, the is mounted transversely, and its 200 horsepower is 32 horsepower than the old unit

The engine revs with a and smart snarl, but it’s with too much weight 3340 pounds. Among the mid-size sedans we compared in 1999, the new Sebring would been the most powerful and the porkiest. Because of its weight, times are only a hair than that test’s 60-mph sprints take 9.1 and the quarter-mile distance breezes by in seconds at 84 mph. The Oldsmobile the quickest car in that comparo, hit 60 mph in 8.1 seconds and turn the quarter in seconds at 85 mph. (The Stratus we tested back ran 9.4 to 60 mph.)

New, bigger brakes only two feet off our lighter best stop, taking 199 to bring the Sebring to a standstill 70 mph — that’s 10 more than the average braking in that aforementioned comparo.

Our car came with the $1295 option that includes aluminum wheels, a theft-deterrent and the AutoStick manumatic transmission. If you at least a semblance of the act of shifting manually, the AutoStick is the only way to go, as is no manual transmission in Sebring although there is one in the two-door

The AutoStick responds promptly asked to downshift, but if the engine close to the 6500-rpm redline, it automatically. Left in drive the … takes longer we like to downshift. And when you the throttle, there’s a short — as though the engine is — before the gear down.

Other cars, as the Oldsmobile Alero, do the job with fuss.

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