2001 Chrysler Sebring Coupe review

2001 Chrysler Sebring Coupe
Stylish new sports coupe is quick and affordable.

By Bob Plunkett

Overview

Chrysler has introduced a totally new Sebring Coupe for 2001. This new two-door replaces the previous coupe by the same name. But it rolls on a stiff new platform and is powered by bigger engines than the predecessor. It comes with a sleek new shell and an all-new interior.

The Sebring label also applies to a new four-door Chrysler sedan. Despite a shared name and similar styling, the sedan should not be confused with the coupe, as they do not share chassis, powertrains, or components. Instead, the Chrysler Sebring coupe shares components with the new Dodge Stratus coupe.

Consider the coupe variation of Sebring an entirely new product rigged for comfort. Powertrain choices provide two different flavors. The Sebring coupe comes out of a joint-venture assembly plant in Illinois that also produces the Stratus and the Mitsubishi Eclipse coupes; Sebring, Stratus and Eclipse use the same engines, chassis, and suspension designs.

Behind its smooth shell, the Sebring coupe provides a generous interior environment that adds a quality rare for a two-door sports coupe: Genuine legroom in the rear seat.

Another rare trait among sporty coupes concerns the bottom line, as Chrysler casts the Sebring coupe with a price that begins at $19,910.

Model Lineup

Chrysler splits the Sebring two-door coupe into two models: LX and LXi.

The base LX coupe ($19,910) uses a single-cam 2.4-liter four-cylinder engine that produces 142 horsepower and links to a four-speed automatic transaxle.

The luxury version, Sebring LXi, starts at $21,475 with a 3.0-liter V6 charged to 200 horsepower. The V6 mates either to the standard five-speed manual transmission or a four-speed automatic ($825) that can be rigged with Chrysler's AutoStick ($165) for no-clutch shift control. Optional safety equipment includes ABS ($565) for Sebring LX, or ABS with Traction Control ($740) on Sebring LXi when equipped with the automatic transmission.

Walkaround

Chrysler's coupe treatment for Sebring looks bold and dramatic, with uncommonly fluid lines flowing over an oval format featuring a curt prow and exaggerated cabin clustered behind so much reflective window glass. The windshield initiates a graceful arching profile that extends over sensuously shaped doors to merge thin rear roof pillars in a swoop to the high deck of a tail.

The Sebring coupe is elegant in shape and style, a slick design that clearly harmonizes with the curvy sedans in Chrysler's fleet.

Up front, the broad oval grille inset with an egg-crate pattern and round foglamps comes off the styling chart for the LHS sedan. Above the grille, front corners carry multi-lens headlamps in oval clusters flanking the bulging hood.

Rolled side panels flare in rings around wheelwells to draw attention to large wheels, including optional seven-spoke chrome wheels.

Following the arching roofline, shapely back pillars slide down into the coupe's rear flanks to form shoulders of the high tail, which bows over bold corner lamps and the thick mass of a monotone bumper.

Interior Features

The architectural design of the Sebring carves out generous space for riders by extending the windshield forward to the firewall, increasing the length and width of the cabin, and abbreviating space for the engine.

Up front is a pair of high-back bucket seats clad in cloth fabric or optional leather. The rear bench seats three, with folding seatbacks split 60/40 for access to the trunk.

Unlike some sport coupes, the Sebring has a chassis long enough to leave room in the backseat for adult riders. To prove the point, we crawled into the rear seat and found that long legs fit neatly -- even comfortably -- behind the driver's seat. Further, we could extract ourselves easily from that space because the front seat slides forward sufficiently to permit a quick exit.

The look and tone of appointments in the Sebring coupe is sporty more than it is luxurious. A dashboard collection of instruments, tucked beneath a bowed cowl, contains round analog gauges including a tachometer. Sculptured pods on either side of the central console define notched cockpit spaces for the driver and front passenger. From the driver's seat you can easily access window and lock switches mounted on the door.

With the LXi edition, a center console cradles the shifter lever for either a manual stick or the automatic with optional AutoStick control.

Above the console, a central stack of audio and climate systems contains large rotary dials in a simple scheme.

Due to the broad and tall expanses of window glass and relatively narrow windshield pillars, the Sebring provides excellent outward visibility for the driver, which becomes a factor for safety.

Safety features begin with the rigid structure that wraps around the passenger compartment. Active devices include four-wheel disc brakes with optional ABS; passive measures include three-point seatbelts for all five seat positions and dual-stage frontal airbags.

Appointments for the base Sebring LX include gear usually offered on the list of options, such as air conditioning, and power windows, mirrors and door locks.

The V6-powered LXi brings a leather-wrapped steering wheel and premium sound system with cassette deck and CD player.

Driving Impressions

Back-to-back drives in the previous Sebring coupe and its sleek replacement quickly demonstrate that the new version feels tighter, stronger and stiffer.

We spent time in both during a day driving loop courses around Lake Washington in the suburbs of Seattle. These routes ranged from congested I-5 to stop-and-go Third Street to the residential lakeshore on Mercer Island, and provided a variety of pavement types and urban speeds. The drives revealed confident road manners. They also revealed the suspension tips toward the plush side to favor softer ride characteristics.

Sebring rolls on a new chassis that improves rigidity over the previous generation by 90 percent in bending strength and 9 percent in twisting. New front suspension elements include MacPherson struts with lower A-arms, shock tower bracing, and an anti-roll bar. In the rear are upper A-arms with lower lateral and semi-trailing links, coil springs and an anti-roll bar.

While an aggressive driver may perhaps observe that the new front arrangement results in less precision when carving a hard turn, the new Sebring performs better in straight-line action and ultimately generates a smoother ride quality than the previous model.

The new coupe also delivers more power than the former Sebring through new engines that offer greater displacement as well as strength. The base Sebring LX comes with a 2.4-liter four-cylinder engine that uses a single overhead-camshaft design with four valves per cylinder and sequential multi-point fuel injection. Output reaches 142 horsepower with the automatic transaxle.

Sebring LXi shows more spark with its single overhead-cam 3.0-liter V6 that develops 200 horsepower. This engine delivers exhilarating acceleration performance; it surprised us with its authority.

The shifter lever on the console connects to either a 5-speed manual or 4-speed automatic transmission. The short-throw manual 5-speed moves effortlessly fore and aft, with smooth clutch engagement and easy up-shifts. The 4-speed automatic contains an adaptive controller tied to a computer that quickly learns a driver's habits and manipulates shift patterns to suit the driving style. Take it easy and the automatic interprets that style by shifting gently at relatively low engine speeds. Pep it up and the transmission holds it in a lower gear longer to increase acceleration performance. Tackle a long downhill descent and it drops down a gear to add engine braking. With the optional AutoStick, you can slide the automatic shift lever down to a manual mode and create a shift-it-yourself option without the hassle of pumping a clutch pedal.

Summary

Chrysler Sebring coupe delivers a spacious passenger compartment behind the sensuous lines of a slick shell. With its powerful V6 and smooth ride characteristics, the Sebring LXi edition contains luxurious appointments yet holds the bottom line to a reasonable number.

Source By : http://www.nctd.com

2001 Chrysler Sebring Sedan review

2001 Chrysler Sebring Sedan
A beautiful new mid-size sedan complements Chrysler's new coupe.

By Bob Plunkett

Overview

Chrysler has introduced an all-new mid-size sedan for 2001 called the Sebring.

Though it shares its name and styling cues with the sleek Sebring coupe (totally redesigned for 2001), there are key differences: The sedan offers the convenience of four doors to access a spacious cabin and comfortable seats aboard for a family of five. And the Sebring Sedan and Sebring Coupe are built on two different chassis, so they each have their own character in terms of ride quality and handling.

Sebring Sedan drives as sporty as a coupe, thanks to its stiff new structure and exacting handling components. Its pavement manners make it easy to control, matching those good traits of the Japanese mid-size Toyota Camry and Honda Accord. Suspension tuning, while precise, favors smooth riding comfort.

Model Lineup

Four-door sedans are available in two trim levels with a choice of powertrains. The base LX sedan ($17,945) packs a twin-cam 2.4-liter four-cylinder engine that produces 150 horsepower through a four-speed automatic transaxle. Chrysler's 2.7-liter V6, which produces 200 horsepower, may be added to the base Sebring LX for $800. Base Sebring LX trim comes standard with air conditioning and power controls for windows, mirrors and door locks.

The luxurious Sebring LXi ($20,830) comes standard with the V6, leather seat upholstery, eight-way power control of the driver's seat, a leather-wrapped steering wheel and a premium sound system with CD player.

Several safety systems are optional gear for both models, such as ABS ($565) and side-curtain airbags ($350). There's also a premium package available with the AutoStick transmission, electroluminescent instruments and 16-inch chrome alloy wheels ($1,295).

Walkaround

Chrysler Sebring Sedan replaces Chrysler's Cirrus. The Sebring structure began with the Cirrus chassis on a 108-inch wheelbase. But the new body is longer, taller and stiffer. More important, it does a far better job of resisting tendencies to twist and bend when set in motion; this more rigid construction is the key to a smooth, refined ride quality without resorting to mushy shocks. Chrysler's new package also excels in controlling noise and vibration. The result is an uncommonly quiet passenger compartment.

Chrysler's four-door version of the Sebring stretches long and wide over a slinky package that quickly shows a sedan can look crisp and sporty like a coupe. Chrysler has been a leader in design in recent years and the Sebring's exterior styling borrows design cues from the Concorde and LHS. As a result, Sebring's gracefully arched profile features a dramatic rake to the windshield. A broad but stubby nose focuses on Chrysler's signature grille design, which features an exaggerated oval air intake port inset with a shaded egg-crate grille pattern. Headlamps, shielded by polycarbonate lenses, wrap around the front corners, while available round fog lights flank the grille.

Flat side panels flare in rings around wheelwells to draw attention to the large wheels, which flash in bright highlights from optional chrome alloy multi-spoke designs. Above the beltline, blackened center roof pillars diminish definitions for doors and mimic the look of a pillar-less coupe.

Curvy back pillars flow down into rolled rear flanks in a smooth transition from roof to body. The tail incorporates a spoiler lip arched over large corner lamps and the thick mass of a monotone bumper. At the bottom of the bumper, an edgy flat facet interrupts otherwise fluid contours, extending around each corner and along low side rails to the front corners as a subtle linear foundation for the package.

Interior Features

Sebring's airy passenger compartment is a refined environment rigged with form-fitting seats and stylish design elements like chrome highlights or leather and glossy simulated walnut wood. The cab-forward architectural structure carves out generous space for riders by extending the windshield forward to the firewall and increasing the length and width of the cabin while abbreviating space up front for a transversely mounted engine.

Two high-back bucket seats clad in soft leather trim for the deluxe LXi edition flank a center console. The rear bench seats three with 60/40 folding split seatbacks and access into the trunk. LX models come with cloth fabric upholstery on all seats.

A dashboard collection of round analog instruments, tucked beneath an arched cowl and rimmed with chrome bezels, employs bold black-on-white graphics. Although the dashboard is essentially flat and linear, there's a wrap-around feel to the cockpit. Window and lock switches are mounted on the driver's door. The center console houses the transmission shift lever and a padded armrest. Above the console, a central stack of audio and climate systems contains large rotary dials in a simplified and easy-to-operate scheme.

With the broad and tall expanses of window glass and relatively narrow windshield pillars, Sebring sets up excellent outward visibility for the driver, which becomes a factor for safety. The glass, thicker than usual, serves a secondary function as an insulating property to dampen external noise. It combines with the structural streamlining and additional layers of insulation added to doors, body cavities and the floor and ceiling to forge the quiet interior environment.

Sebring's safety systems begin with a rigid structure that encases the passenger compartment. Passive measures include three-point seatbelts for all five seat positions and dual-stage frontal airbags. Also, the headliner has been engineered to accommodate optional curtain-style side airbags.

Driving Impressions

Sebring the sedan surprised us with its competent road manners and the tight and precise way mechanical equipment functioned. We really liked the stiff yet smooth ride characteristics and discovered through experience that Sebring could be downright nimble in navigating a set of curves, or quick to respond when prodded in the passing lane.

Our tests of a Sebring LXi edition across the length and breadth of Seattle included a range of urban and suburban venues, from commuter-clogged freeways like the I-5 to stop-and-go treatment downtown on Fourth Street and residential romps such as Mercer Way that meanders along the shoreline of Lake Washington.

The V6 engine (standard on the LXi, optional on the LX) produces juicy acceleration. It leaps to action from a stoplight start, and at freeway speed still has guts to pop ahead of other cars in a quick lane change. This 2.7-liter V6 uses an aluminum block fitted with dual overhead cams and multi-valve technology. It delivers 200 horsepower but still earns respectable fuel economy figures. As a bonus, the V6 operates on regular-grade gasoline.

The electronically controlled four-speed automatic transmission is quiet and efficient. Gear ratios for the transmission have been calibrated to produce fast-clip getaways in stoplight derbies and typical stop-and-go in-town driving situations. Thus, the Sebring feels quick and can transform a freeway entry into an easy maneuver.

For added driving enjoyment, Chrysler offers its optional AutoStick for shift-it-yourself control of a manual stick with the convenience of an automatic. The AutoStick is fun to play with when you're in a sporty mood. For everyday use in urban traffic, sliding it in the standard automatic mode works just fine.

Sebring LX, when equipped with the standard 2.4-liter four-cylinder engine, feels energetic through all gears. This engine was carried forward from the predecessor Chrysler sedan, the Cirrus. If the bottom line is a primary concern, this is the engine to pick. The main cost difference is that initial $800, however. EPA-estimated fuel economy numbers differ by only a single point per gallon between the two engines. Order the LX with a V6, and you get a stylish mid-size sedan with V6 power for less than $20,000. That makes the V6 option hard to resist.

Sebring's steering mechanism, with power assistance linked to a crisp rack-and-pinion device, reveals a nice neutral feel. The suspension, fully independent in a short- and long-arm arrangement up front and a multi-link rear arrangement with stabilizer bar attached fore and aft, fashions smooth ride sensations. The Sebring remains composed even when dropping the right wheels off the pavement to feel an irregular shoulder. Trim choices of LX and LXi employ the same suspension components, but wheel sizes and tires differ: LX has 15-inch wheels, but LXi bumps up an inch larger and rolls on more aggressive Michelin all-season tires.

Anti-lock brakes are an option. The Sebring's anti-lock brakes, called ABS Plus, include a software extension that senses when you're braking and turning at the same time, a tricky situation from a car control standpoint. Chrysler's system aids the driver in this situation by controlling the vehicle's yaw for improved stability. This is particularly useful on varying road surfaces, when the right side of the car is on a different type of surface than the left side. Other brake improvements include electronic brake distribution, which balances the brakes front to rear for improved stability and shorter stopping distances. Larger brake rotors and thicker linings are designed to increase durability. Brighter headlamps with an improved light pattern help visibility on stormy nights.

Summary

Chrysler Sebring Sedan's sleek skin hints at the sporty lines of a coupe, but inside is a spacious and comfortable passenger compartment. With V6 power and precise road manners, it compares in behavior to mid-size imports yet beats them considerably in pricing. The top edition, Sebring LXi, loads luxury gear aboard but still holds the bottom line to a reasonable number.

Source By : http://www.nctd.com

2001 Dodge Stratus Sedan review

2001 Dodge Stratus Sedan
Sporty coupe-like styling with four-door practicality.

By Bob Plunkett

Overview

Dodge has totally redesigned the mid-size Stratus sedan for 2001. With its sleek new shell and all-new interior, this four-door sedan shares only its name with last year's Stratus. It rolls on a stiff new platform and is powered by stronger engines, including a 200-horsepower V6.

This new mid-size sedan acts as sporty as a coupe. Better handling and improved road manners put the Stratus in the same league as the best-selling mid-size cars from Japan, the Toyota Camry and the Honda Accord. In spite of the sleek styling, there's plenty of room inside for four people. And the bottom line is attractive.

Model Lineup

Dodge splits the Stratus four-door sedan into two models: SE and ES.

Stratus SE ($17,830) is powered by a 2.4-liter four-cylinder engine with dual overhead cams that generates 150 horsepower. SE Sedan comes standard with a four-speed automatic transaxle.

Stratus ES ($20,465), the luxury version, provides a 2.7-liter dual-cam V6 rated at 200 horsepower. It comes standard with a four-speed automatic with AutoStick.

Several safety systems show up as optional gear for both models, such as ABS ($565) and side-curtain airbags ($390). The V6 may be added to the base Stratus SE for $850.

Appointments for Stratus SE include gear usually seen on the list of options, such as air conditioning, and power windows, mirrors and door locks. The V6-powered ES adds a leather-wrapped steering wheel, a premium sound system with CD player and other features.

(The Stratus label also applies to a new two-door Dodge Stratus coupe. Despite their shared name and styling, the coupe should not be confused with the sedan, as they do not share chassis, powertrains, or components. Instead, the Dodge Stratus sedan shares components with the new Chrysler Sebring sedan.)

Walkaround

Dodge's treatment for the four-door Stratus stretches long and wide over a taut package with fluid lines patterned after the slick two-door coupe.

The windshield initiates a graceful arch in profile that extends over sensuously shaped doors to merge thin rear roof pillars in a swoop to the high deck of a tail. That arching profile repeats design cues of other sedans in the Dodge fleet, while the stubby prow with body-colored grille in cross-hair pattern conveys an image of the racy Viper sports car. Flanking the grille, front corners carry multi-lens headlamps set above round fog lights.

Rolled side panels flare in rings around the wheelwells to draw attention to the large wheels. Above the beltline, blackened center roof pillars diminish definitions for doors and mimic the look of a pillar-less coupe.

Shapely back pillars slide down into the sedan's rear flanks to form shoulders of the high tail. At the rear a spoiler lip arches over large corner lamps and the thick mass of a monotone bumper.

Interior Features

The architectural design of the four-door Stratus carves out generous space for riders by extending the windshield forward to the firewall, increasing the length and width of the cabin, and abbreviating space for the engine.

Up front is a pair of high-back bucket seats clad in cloth fabric or optional leather. The rear bench seats three, with folding seatbacks split 60/40 for access to the trunk.

A dashboard collection of round analog instruments, tucked beneath an arched cowl and rimmed with black bezels, employs bold black-on-white graphics. Although the dashboard is flat and linear, there's a wrap-around feel to the cockpit.

From the driver's seat you can easily reach window and lock switches mounted on the door, or the center console housing the transmission shift lever and a padded armrest.

Above the console, stacked controls for audio and climate systems include large rotary dials in a simple scheme.

Due to the broad and tall expanses of window glass and relatively narrow windshield pillars, Stratus provides excellent outward visibility for the driver, which becomes a factor for safety.

Safety features begin with the rigid structure that encases the passenger compartment. Active devices include four-wheel disc brakes with optional ABS; passive measures include three-point seatbelts for all five seat positions and dual-stage frontal airbags. Also, the headliner has been engineered to accommodate curtain-style side airbags that are available as an option ($390).

Driving Impressions

The Stratus sedan surprised us with its competent road manners and the tight and precise way it functioned. We really liked the stiff yet smooth ride characteristics and discovered it could be downright nimble when steered through a set of curves, or quick to respond when prodded in the passing lane.

Our tests of a Stratus ES edition included a day of driving around Seattle through diverse urban and suburban venues, freeways, downtown streets with stop-and-go traffic, and residential roads winding along the shoreline of Lake Washington.

The V6 engine in the Stratus ES delivered spirited acceleration. Punch it and it goes, whether starting from the gate or overtaking a slower car. This engine, displacing 2.7 liters out of an aluminum block with dual overhead cams and multi-valve technology, delivers 200 horsepower but still earns respectable fuel economy figures. As a bonus, it runs on regular-grade gasoline.

The ES model's electronically controlled automatic four-speed transmission is quiet and efficient. It comes with AutoStick, allowing semi-automatic shifting for better control on winding roads and heavy traffic. Gear ratios for the transmission have been calibrated to produce quick getaways in stoplight derbies and typical stop-and-start in-town driving situations. It makes the Stratus feel more responsive for better freeway on-ramp merging.

We also drove the Stratus SE, which gets the Chrysler 2.4-liter four-cylinder engine carried forward from the predecessor Stratus sedan. Although this 147-horsepower engine musters less power than the V6, it still feels energetic through all the gears. But it's noisy, and to maximize the power you must run the revs high. Still, if the bottom line is a primary concern, this engine might be the best choice.

However, Dodge offers the V6 upgrade on Stratus SE for only $850, which pitches a comfortable mid-size sedan with V6 power for less than $20,000. With fuel economy numbers differing by only a single point per gallon between the two engines, that makes the V6 hard to resist.

Power steering for the Stratus uses a rack-and-pinion device, and it makes the car feel crisp and easy to control.

The Stratus rides smoothly. Its suspension is independent at all corners, with a short and long arm design in front and a multi-link setup in the rear. It feels stable even when dropping the right wheels off the pavement to feel an irregular shoulder. Anti-roll bars come standard to reduce body lean in corners.

Both trim levels use the same suspension components, but wheels and tires differ. The SE has 15-inch wheels, but the ES gets 16-inch wheels and rolls on more aggressive tires. The larger tires feel more stable when turning, and ultimately improve the car's agility.

Summary

The Dodge Stratus Sedan dresses a spacious and comfortable passenger compartment in sleek skin that hints at the sporty lines of a coupe. With V6 power and precise road manners, it compares in behavior to mid-size imports yet beats them in price. The top edition, Stratus ES, loads luxury gear aboard but still keeps a rein on the bottom line.

Source By : http://www.nctd.com

2001 Ford Taurus review

2001 Ford Taurus
All this practicality, and excitement, too.

By Ted West

Overview

While not as overtly outre as the previous generation, the current Taurus remains a styling leader, sleek, fresh and contemporary, confidently leading the way to Ford's future.

But like every previous Taurus, this one grabs attention with its styling and then keeps it with its engaging combination of everyday practicality and enthusiast flair. Both of its powertrains deliver vigorous response. Its handling, while suitably smooth and comfortable, delivers a sporting crispness that will satisfy even the aspiring Formula 1 driver in the family.

The cabin is functional and attractive, with controls that are straightforward and easy to use. The materials, switchgear and interior textures have a high-quality look and feel.

Model Lineup

For 2001, Ford offers the Taurus sedan in four trim levels. LX is now the standard level, although at $18,260 it offers a reasonable list of standard equipment, including second-generation, dual-stage airbags; air conditioning; power windows, mirrors and door locks; speed-sensitive power steering with tilt steering wheel; and tachometer.

The lower-mid-range SE ($19,035) adds cruise control, remote keyless entry, color-keyed mirrors, a cassette player, and five-spoke aluminum wheels. Next up is SES ($20,050), with ABS, six-way power seats, CD player, and "aerodynamic" bumpers, among other luxuries.

At the top of the line is the $21,535 SEL, also with "aero" bumpers as well as a more powerful engine, automatic headlights, automatic climate control, heater mirrors, a perimeter anti-theft system, leather wrapped steering wheel, machined aluminum road wheels, and both cassette and CD capability.

A single wagon variant is offered. Although badged "SE," it is somewhat better equipped than the SE sedan, with four-wheel-disc brakes, power antenna, six-way power seats, luggage rack, rear-window wiper/washer; and a rear anti-roll bar. With its 60/40 split rear seats folded down, this roomy wagon has space for a maximum of 81.3 cu. ft. of cargo; or with six passengers aboard, there's still 38.8 cu. ft. behind them. The SE Wagon lists for $20,190. Adding option groups 96W ($300) and 85A ($1,040) upgrades the Wagon to the equivalent of an SES sedan.

Two engines power the Taurus. Standard in all but the SEL is a 3.0-liter ohv 12-valve V6 Ford calls the Vulcan, presumably after the god of ironworking, not Earth's staunchest interplanetary allies. It produces 155 horsepower and 185 pounds-feet of torque. Our past experience with this engine has been generally positive. Although not particularly quick from a standstill, once rolling it delivers more than adequate performance, along with a nicely rorty exhaust note.

Standard in the SEL is a more sophisticated 3.0-liter dohc 24-valve V6 Ford calls Duratec. This is a higher-revving power plant producing 200 horsepower and 200 pounds-feet of torque, and you can order it as a $695 option in the SES sedan or SE wagon. Good as the Vulcan engine is, one drive with the responsive Duratec V6, and you may never be satisfied with less.

Both engines come with a four-speed automatic transmission.

LX and SE sedans are set up to seat five, with bucket seats up front and a floor-mounted gear selector in a swoopy-looking center console. SE Wagon, SES, and SEL are all nominal six-seaters, equipped with a "seating console" between their front buckets, and a column-mounted gear lever. LX and SE buyers can switch up to six-seat capacity at no extra charge, but it costs SES and SEL buyers $105 to give up the seating console and have the floor-mounted shifter instead.

Walkaround

Approaching the new Taurus at curbside, you'll first notice the muscular, forceful appearance that sets it apart from its blander-looking competitors. The grille is broad, aggressive, and unmistakably Ford-oval, grinning between the large, cat's-eye headlights. Taurus's flanks have handsomely modeled character lines, and the rear bears a resemblance to the sexy stern of the Jaguar S-Type.

Interior Features

Primary controls and instrumentation are admirably simple, straightforward and easy to use. Ford's well-publicized adjustable pedals ($120) make a comfortable driving position possible for even very short-legged drivers. The small-diameter, leather-wrapped steering wheel has a pleasingly thick grip. Buttons for the cruise control are mounted on the steering wheel and are easy to operate. The highly legible gauges, which include an analog speedometer and tachometer, are white-on-black. A single stalk on the left of the steering column operates the washer and wipers and the bright/dim control for the headlights. The power-window automatic-down circuit operates on the driver's-side window only, and there is no automatic-up. On the dashboard just below the tachometer is an on/off switch for the optional traction control, useful when driving with chains and/or in snow.

On the other hand, the central console containing audio and heating, ventilation and air conditioning (HVAC) controls is an intimidating sea of similar-looking push-buttons and toggle switches. While elsewhere the Taurus is ergonomically first-rate, operating the controls on this panel requires very careful reading of the various closely spaced buttons. Among the audio controls, only the volume control is a rotary knob--it would be more convenient if the station-tuner were a twist-knob as well.

The removable six-CD changer/cassette is cleverly concealed in the center console at the driver's right elbow. This is far more convenient than the remote 12-CD changers commonly hidden in the trunk of other cars.

The center console is furnished with twin foldaway cupholders, though the swing arm meant to hold your cup in place is not as firm as it might've been. Overhead, our SE had a tilt/slide moonroof, with a difference. Opening the panel required only one touch of the button, whereupon it opened automatically. Very bright idea. But to close it required holding the button down.

Our test car had the optional five-seat layout, and the excellent front seats provided very good lateral support for a family sedan--without being too tight for the Big Guy driver. The cushions and seatbacks are more firm than cushy, but firm is usually best on long drives. Each of the lighted vanity mirrors in the two front visors features a rheostat for regulating their brightness, a novel touch.

The roomy rear compartment seats three, although the seat forms two semi-buckets and has a pull-down central armrest containing two cupholders. An HVAC duct at the rear of the center console provides climate control for rear passengers. Dual baby-seat anchors are provided on each side of the rear seat. In the SES and SEL, the rear seatback is split 60/40 and folds down, providing an enormous pass-through luggage capability for skis and other long items. The trunk is of generous size and contains the Taurus' mini-spare tire.

Driving Impressions

While the 2001 Taurus is rich with interesting features, no list of hardware can sum up this car's greatest strength--its behavior on the road. Its Duratec V6 is as responsive as a finger snap, delivering crisp acceleration from low revs straight through to the glass-smooth full-throttle shift point. This engine not only provides good thrust, it makes an understated but nicely throaty declaration that it means business. In the tradition of the high-performance Taurus SHO, the current SEL is a genuinely satisfying car to drive.

Automatic transmissions have been improving by leaps and bounds in the past five years, and the Taurus four-speed is no exception. Its shifts are positive, authoritative, and at the same time, almost impossible to feel. The kickdown response is not quite as quick as with some of the best European automatics, but it's still very, very good.

If you ever wonder just how important modern electronics have become, the Taurus with its powerful Duratec engine can quickly demonstrate the benefits of traction control: Simply switch off the traction control, nail the throttle, and the front tires will shriek as they claw for traction. With a powerful modern front-wheel drive package like the SEL's Duratec engine, traction control works very well, reducing wheel spin to help you better control the car.

The Taurus chassis proves an uncommonly successful home for this forceful Duratec drivetrain. Its all-independent suspension provides a smooth, impact-free ride. Unusual in a family sedan, however, Taurus uses gas-pressurized shock absorbers, so that when it is pushed in the corners, it proves stable, nimble and ready for more. Cornered hard, its body roll is moderate, and the nicely tuned variable-ratio power rack-and-pinion steering delivers a steady stream of road information. And when the turning is done, this steering system provides improved on-center response, guiding you straight down the center of your course once more.

As we learned in an emergency lane-change demonstration set up in a parking lot, the brakes bring the Taurus to a smooth stop and the ABS allows you to maintain steering control during hard braking. Braking performance was much smoother than that of the Dodge Intrepid.

With its excellent chassis and Duratec power, Taurus comes very close to being a very good sports sedan for the price of a family mid-size.

Summary

Vastly improved last year, the Ford Taurus remains more than just competent: It is a genuinely exciting family sedan. It offers little to complain about, combined with many reasons to nod and smile appreciatively. The Taurus offers very good mid-market value with excellent drivetrains, good looks, plenty of creature comforts, and the added bonus of a surprising level of driving pleasure.

Source By : http://www.nctd.com

2001 Honda Accord review

2001 Honda Accord
The reliability of sunrise - and more.

By Mitch McCullough, Editor-in-Chief

Overview

Even though it was already arguably the best mid-size sedan you could buy, the Honda Accord enters 2001 with a longer list of standard equipment, plus improvements in safety and appearance.

What hasn't changed is Accord's fundamental character: It is still one car that does everything well. The interior is roomy and comfortable, the chassis is responsive and well damped, the brakes are excellent, and both of its VTEC engines-a 3.0-liter V6 and a 2.3-liter four-cylinder-are incredibly smooth. It is a remarkably easy car to drive and every aspect of it is user friendly. Not surprisingly, Accord has been one of America's best-selling cars for the past 10 years.

But we suspect that most people buy Accords for their legendary reliability. An entire generation has grown up with Hondas, and 26 years of Accords have proven the model to be a safe choice, a car that a family can buy and more or less forget, turning their attention back to the other concerns of a daily life.

For 2001, all Accords feature Honda's patented dual-stage inflator airbag technology, which automatically adjusts the deployment of the front passenger airbag based on the severity of the crash and whether seatbelts are being worn. A side airbag system is standard on EX models or with the V6, and optional on four-cylinder DX and LX models. The system is capable of deactivating the passenger's side-airbag if a matrix of seven sensors determines the passenger is too small or out of position.

Model Lineup

Two body styles are available, a four-door sedan and a sporty coupe. They are nearly identical from an engineering standpoint, though the Coupe features some performance tweaks designed to make it more fun to drive

Trim levels and pricing for Sedan and Coupe are nearly identical. Each comes in LX ($18,540) and EX ($21,050) trim levels. Only the sedan is available as a DX base model ($15,350). Last year's Special Edition seems to have vanished from Honda's 2001 literature, but its key features-anti-lock brakes (ABS) and alloy wheels-remain available as an option package for the four-cylinder LX. ABS is standard on EX and the LX V6.

Accord LX, SE and EX come with Honda's 2.3-liter four-cylinder engine rated at 150 horsepower. DX comes with a 135-horsepower version (lower compression ratio and sans-VTEC) of the same engine. A five-speed manual gearbox is standard on all four-cylinder models; an automatic transmission adds $800. EX models come standard with four-wheel anti-lock disc brakes and offer leather seating surfaces for $1250. For 2001, the leather package also includes steering-wheel-mounted audio controls.

LX V-6 ($21,950) and EX V-6 ($24,550) are powered by a 200-horsepower V6; both come standard with a four-speed automatic transmission and ABS. EX V-6 comes loaded with leather seating surfaces, woodgrain trim, automatic climate control and a programmable HomeLink universal remote control. For 2001, a 4-way power passenger seat joins the 8-way power driver's seat.

Walkaround

Accord was completely redesigned for 1998, and the 2001 sedan is significantly freshened, with a new engine hood and fascia up front and a new deck lid and tail lights in the rear. The overall effect is even more sharply chiseled than before. Accord still features an understated, refined appearance, but with an aggressive stance that gives it the air of a European sedan. The nose is short, and the hood and cowl are low, which complement the glassy cabin to provide excellent visibility from inside.

Honda designed the Coupe to have its own identity, enhanced for 2001 by a more aggressive look to the bumpers, a body-colored front grille, and new alloy wheel designs. As before, only its headlights and door handles are shared with the sedan. The Coupe is a handsome car, and a good choice for busy executives who want a car that is both sporty and practical.

Interior Features

Honda used airline business-class seating as a model for the Accord interior, which is a marvel of space efficiency. The front seats are wide and comfortable and there's a surprising amount of room for rear seat passengers. While pre-1998 Accords were considered big compacts, the current-generation Accord is a true midsize sedan. Generous front and rear door openings make it easy to get in and out of the car. It's also easy to load cargo because the trunk opening is large and offers real luggage capacity.

The instrument panel features a two-tone finish with big gauges that are highly legible. Features associated with luxury cars abound, particularly on the high-level models. Leather interiors are available in light tones that are warm and inviting. Sun visors offer sliding extensions. A HomeLink remote control system can be programmed to open garage doors, turn on house lights and turn off security systems. The air conditioning system, designed to quickly cool the car down after getting in on a hot day, uses an air filtration system to keep pollen out and reduce diesel fumes from buses and trucks.

Driving Impressions

Accord is an easy car to drive. It corners well, with steering that's light and precise. Handling on bumpy roads is incredibly good; a series of big bumps in the middle of a turn hardly affects the Accord's direction at all. The suspension damps out the bumps and keeps the tires planted on the road. This handling balance is a benefit of the Accord's strong chassis and double-wishbone front and rear suspensions. At the handling limit, it tends toward understeer - the front tires lose grip before the rear tires. The Michelin tires on our test car were quiet, and their ride quality flawless.

Accord EX V-6 feels lighter on its feet than the Toyota Camry or Chevrolet Malibu. Blasting up and down a rough, twisting back road, we explored the limits of handling, power and braking. The Camry offered superb damping over the rippled pavement and the Malibu surprised us with its handling prowess. The Accord provided the sharpest transient response - turning left, then right, then left again. The Accord also had the best brakes.

In cruise mode, the 3.0-liter V6 engine just purrs along, barely audible. It's so smooth and so quiet that sometimes a glance at the tachometer is required to confirm that it's running. Stomp on the throttle and it growls with the authority of a free-breathing cylinder head. This engine delivers lots of power for merging into traffic or entertaining its driver. A single-overhead-cam V6 , it is equipped with Honda's VTEC (Variable valve Timing and valve lift Electronic Control) system, and tuned to deliver optimum torque over a broad rev range. For 2001, all V6 Accords come with Honda's TCS traction control.

While the V6 provides lots of gusto, most people order the 2.3-liter VTEC four-cylinder engine. It's smooth, powerful and efficient, generating 150 horsepower at 5700 rpm. An Accord equipped with this engine is a great package that deserves consideration by anyone shopping for a roomy mid-size car that excels in quality, durability, reliability, smoothness, ride quality, practicality and fuel efficiency.

All 2001 Accords sold nationwide meet or exceed California's Low Emissions Vehicle (LEV) standard, regardless of engine. Honda also sells an Accord EX ($23,100) that meets California's demanding Super Ultra Low Emissions Vehicle (SULEV) standard, the most stringent in the world. SULEV represents an 86 percent reduction in hydrocarbons over LEV; the California Air Resources Board says a SULEV engine emits only 2.3 pounds of ozone-forming hydrocarbons during 100,000 miles of driving - about the same as spilling a quart of gasoline.

Summary

Honda's Accord sets the standard for mid-size sedans. It is a great family car, at or near the top of its class in every measure. Accord offers a smooth, quiet ride, and an attractive interior with front and rear seats that are roomy and comfortable. Its handling inspires confidence and its VTEC engines are smooth, powerful and efficient. To those ingredients are added Honda's reputation for quality, durability and reliability.

For these reasons, the Accord is extremely popular. Don't expect to own the only one in your neighborhood: Honda sold more than 400,000 of them in 1999. And don't expect bargain prices, because this vote of confidence puts dealers in the driver's seat. Even so, those who buy a Honda Accord should enjoy many years of pleasant, trouble-free motoring - an important quality for a great family sedan.

Source By : http://www.nctd.com

2001 Hyundai Sonata review

2001 Hyundai Sonata
Why pay more?

By Ron Moorhead

Overview

Can a Hyundai turn heads? Well, the current-generation Sonata certainly turned ours. Neatly handsome, with crisply tailored proportions, Sonata looks solid and expensive. It sounds that way too when you close the doors, or when you fire up the top model's smooth V6 engine.

Sonata offers the safety, comfort, and performance of other mid-size cars costing $5,000 more. That's value that's hard to beat.

And, oh yes, here's one more head-turner. Check out Hyundai's warranty: Called Hyundai Advantage, it extends basic protection to five years or 60,000 miles and includes 24-hour roadside assistance. Sonata's 10-year/100,000-mile powertrain warranty is among the longest available.

Model Lineup

Sonata prices start at $14,999 for the base-level version, which is powered by a 2.4-liter inline-4 producing 149 horsepower and 156 pounds-feet of torque. Even at this level Sonata's list of standard equipment is impressively comprehensive, and includes air conditioning, dual front and side-impact air bags, speed-sensitive power steering, cruise control and AM/FM/Cassette stereo.

Next up is the GLS, at $16,999, which is powered by an all-aluminum 2.5-liter V6, with 170 horsepower and 166 pounds-feet of torque. GLS also upgrades the rear drum brakes to disc brakes. Of course, GLS also includes some additional trim and amenities.

New for 2001 is the GLS Leather, which Hyundai bills as a separate model, priced at $18,324. In addition to leather upholstery and a leather-wrapped steering wheel, this model also adds a power driver's seat and an upgraded stereo with both cassette and CD capability.

All three Sonata models offer a choice of standard five-speed manual transmission or electronically controlled four-speed automatic ($500). Add a tilt-and-slide moonroof, traction control, and ABS to the GLS Leather, and your new Sonata barely cracks the $20,000 barrier.

Walkaround

With its sloping hood, pronounced grille and large greenhouse, the Sonata doesn't fit the typical mid-size sedan mold, and in our view that's a bonus. The Sonata's styling may not make you weak in the knees, but it certainly sets the car apart from the crowd.

Interior Features

Given its attractive price, the Sonata's cabin is surprisingly well finished. The leather upholstery gets high marks, and the dash, instrument panel and door panels are nicely trimmed and precisely fit. Each interior scheme has a different simulated wood trim. Our GLS had a gray wood tone that grew on us with time.

It's easy to get comfortable behind the Sonata's wheel. The front bucket seats are supportive but not overly constrictive, making them quite comfortable even during long trips. There is plenty of legroom in the rear seat. The tallest of our testers had no problem sitting behind the driver's seat.

Safety equipment includes side-impact airbags for the front passengers, and Hyundai's Passenger Presence Detection system, which automatically disables the front passenger airbags if a child is poorly positioned or too small in stature (under 66 pounds) for safe deployment. That's a feature usually reserved for expensive luxury sedans. Seatbelt pretensioners are also standard.

We have only a few things to gripe about inside. The instruments and control labels are easy to read during daylight, but as the sun fades away and the lights come on, they get more difficult to see. And the cupholders in the center console are too shallow to hold anything larger then a small cup of coffee.

Driving Impressions

Seat time in the Sonata proves what the walkaround suggests: This Hyundai is far better equipped than its predecessors to compete with more established brands from Japan, the United States and Europe.

Increased structural rigidity has given Hyundai engineers a solid platform for developing the suspension. The suspension itself is reasonably sophisticated, with double wishbones in front and a multilink arrangement in the rear; shock absorbers are gas-filled all around and there are stabilizer bars at both ends. The result is a chassis that is both compliant and responsive.

Our test ranged from wet conditions to dry, from 70-plus-mph Interstates to two-lane country roads. The Sonata soaked up the expansion joints and undulations as well as some larger, more expensive luxury sedans. Its ride is supple yet controlled, and it turns into corners well. We wouldn't compare its road-holding capabilities to a sport coupe, but the Sonata is up to whatever a family sedan owner is likely to dish out. And it's never boring to drive.

The drivetrain is as pleasantly surprising as the suspension. Considering the engine's small displacement and the car's price, the 2.5-liter V6 is both smooth and powerful. The manual transmission delivers the best acceleration, but the automatic doesn't give up much. It shifts up smoothly and shifts down reasonably quickly when the driver jabs the gas pedal. Steep grades and passes on two-lane roads are no sweat.

The Sonata's brakes are adequate, not remarkable. We'd prefer to see optional ABS on the standard feature list, but given Sonata's value pricing, it's not too egregious an oversight. Hyundai expects that most of the Sonatas that roll from its dealerships will have most of the options.

Summary

If a manufacturer is committed to building consumer confidence in its products, its starts by improving quality and backing it up with a good warranty. That's what Hyundai has done with the Sonata.

Yet quality and confidence don't mean much if the product falls short in other respects. The Sonata brings stand-apart styling, a comfortable cabin and decent performance. It's enjoyable to drive and even easier to live with, at a price that sets it apart from other mid-size sedans.

If value is a priority, the Hyundai Sonata is absolutely worth a look.

Source By : http://www.nctd.com

2001 Hyundai XG300 review

2001 Hyundai XG300
Hyundai moves into the big league.

By Tom Lankard

Overview

As you look at the 2001 Hyundai XG300, the newest and most extravagantly expensive Hyundai, think Infiniti Q45 crossed with Mitsubishi Diamante. As you drive it, think Nissan Maxima crossed with Toyota Camry. As you sit in it, think Ford Taurus crossed with Lexus ES300.

And as you check the window sticker, please, Hyundai begs, don't think of a pauper posturing in a prince's clothes.

Hyundai has come to the rescue for those of us who have been working hard, minding the bucks, but have, by necessity, had to settle for less when it came time to signing up for monthly car payments. This new XG300 brings the style, luxury and roominess of a well-equipped mid-size near-luxury car without the high cost. Hyundai’s warranty reassures us that we’re making a responsible decision with five-year/60,000-mile bumper to bumper, and 10-year/100,000-mile powertrain coverage.

This is a cool car. It's not especially original. It's not unique. It is a decent and affordable mid-size sedan. It's also another indication that Hyundai has abandoned the bad old days of poor-quality, boring econoboxes to become a serious contender among $25,000 mid-size cars.

Model Lineup

Two models are available, the XG300 ($23,499) and the XG300L ($24,999).

The base model isn't really all that base. The only, truly aspirational feature it doesn't include is automatic air conditioning. Otherwise, you get power-everything and leather-faced seating surfaces. The one option is a power moonroof ($750).

The XG300L adds the power moonroof, automatic air conditioning, auto-dimming rear-view mirror, front seat heaters, leather-and-woodgrain steering wheel, rear-seat reading lamps, and a CD-capable AM/FM/cassette six-speaker stereo.

In the spring, Hyundai plans an upgrade to a 16-inch tire, likely a speed-rated Michelin.

2001 Hyundai XG300 (continued)

Walkaround

The XG300 manages to blend the familiar and the fresh.

A softly sculpted front end sports modern, clear-lensed, multi-component headlights, an upright grill, and a smoothly integrated, monochromatic bumper with nicely frenched foglamps. The side view offers a modestly crisp belt line blending into a rear deck bookmarked by gently rounded shoulders. The boot proffers the only clear Hyundai indicia: taillights reminiscent of the Sonata and a bold, almost-assertive, horizontal chrome strip beneath the trademark Hyundai logo. The XG300 emblem on the rear and XG logos on the wheels are the only other markings, further adding to the car's elegance.

The glass house balances openness with structure. Triangulated A-pillars adequately support the roof but avoid blinding a driver to vehicles turning left at an intersection. High-ceilinged side and rear windows facilitate assessing surrounding traffic flows with an eye for the occasional, but psychically essential, darting lane change. Outside door handles are very well-designed: attractive, comfortable, and easy to grab.

A close and careful visual examination unearths hints of the Infiniti Q45, the Lincoln LS and even the Jaguar S-Type. There's a bit more shoulder in the rear quarters than on any of those. The front end, though, could fool all but the most discerning viewer. That there's no obvious Hyundai logo helps.

In fact, when shown to focus groups prior to its public introduction, the XG300 bested the Oldsmobile Intrigue and the Nissan Maxima and gave the upscale Acura TL a run for the money on the appeal scale, until, that is, the Hyundai logo was affixed. When that happened, the focus groups deep-sixed the XG300. The only reason for this is Hyundai's reputation as the maker of the first disposable car. The Excel is ancient history, but perceptions aren't changed as quickly as quality controls, and improvements in engineering and design. The XG300 is the future, and the future looks bright for Hyundai, at least in terms of product.

Interior Features

Sitting in the driver's seat, almost everything is friendly and familiar. A smooth, quiet dash houses easy-to-read gauges in a well-shaded recess. All the necessary controls for the sound system and air conditioning fall readily to hand, with the stereo properly positioned above the ventilation panel. Audiophiles will likely find the stereo lacks dynamic range.

Faux-wood trim accents suggest luxury. Trimmed in light-colored leather, it is an attractive interior. Seats, front and rear, are comfortable, walking that fine line between aggressive and soft; they are flat like a Mercedes seat, but lack support in the seat bottom. A center head restraint in the rear seat would reassure the rare fifth passenger, but the XG300 does have the new, ISO-specification anchors for child safety seats across the rear bench. Rear head restraints lock into their selected positions for improved safety, ratcheting forward for comfortable adjustment. When in position, they block rearward vision somewhat, but can be removed (with a struggle) when not being used.

Tested by the tape measure, the XG300's interior is more than merely competitive. Only the Ford Taurus and Nissan Maxima offer more front seat head room, and by less than an inch. Only the Maxima has more front seat leg room, with the XG300 besting the rest by more than an inch.

Rear-seat passengers can wear taller hats than friends and neighbors riding in the Taurus, Maxima, Chevrolet Impala, Dodge Intrepid or Toyota Avalon.

One place the XG300 brings up the rear is in trunk space, giving up more than one half a cubic foot to the next smallest trunk, the Maxima's. The XG300's has an inside release in deference to growing concerns about children unwittingly locking themselves in car trunks; a nice plus is the release doubles as a pull-down for closing the trunk, sparing hands the road grime that commonly attaches itself to a car's back end.

Garment hooks inside reflect thoughtfulness. Instead of being suspended from roof-mounted, rear-seat assist grips, they fold out from the headliner, making them much more user-friendly -- and less likely to dump the week's dry cleaning onto the floor.

Driving Impressions

This is a card-carrying, not especially light, midsize sedan, but the all-coil spring suspension smoothes out sharp pavement ridges and coddles the XG300 through abrupt directional changes. It doesn't have quite the chassis sophistication on bumpy roads of a $30,000 Infiniti I30. Road and tire noise seemed a bit loud for the class but not enough to lighten the right foot's pressure on the go-fast pedal.

That go-fast pedal delivers less horsepower and torque than the competition, down 8 horsepower and 22 pound-feet of torque from the Taurus, the next-lowest on the power scale. But the XG300's engine revs freely and pulls decently. It won't win the stoplight grand prix, but what it promises it delivers. Just as important for a luxury car, it's smooth and quiet, adding to the pleasant ambience of the interior and providing a comfortable place for conversation or quiet reflection.

Shifts, whether relegated to the automatic or selected through the do-it-yourself gate, are very smooth. One complaint about the Shiftronic is it doesn't hold a lower gear but upshifts at a programmed engine speed; that's unfortunate because the XG is enough fun to drive there are times when you want to push the engine to redline and stay in the lower gear. When left in the auto mode, the transmission is slow to downshift; and the upshifts are on the long side. None of this is an issue when cruising at normal speeds.

A hefty steering wheel and strong hood profile invite spirited directional inputs; it's nice to know where the front of the car is pointed. The placement of the Shiftronic gate to the right side of the shift lever away from the driver seems counterintuitive, though. A more natural reflex would be to tug the lever toward the driver to activate the Shiftronic function, as then the shifts up and down a gear could be executed mostly intuitively without worrying about inadvertently slipping the lever back to the left into the straight, automatic mode.

All other inputs to the driver are positive. Braking is reassuringly linear. The variable power assist to the steering is mostly invisible, materializing only when the transmission upshifts before you expect it to, as in exiting a turn, at which point the assist increases when the engine speed drops.

Summary

This is a remarkable car, especially for a Hyundai. At the launch, a Hyundai spokesman posed the expected conundrum: Why would anybody pay $24,000 for a Hyundai? While it's true you may not be able impress people by telling them you drive a Hyundai, when you're behind the wheel of the new XG300, you'll feel like you're driving an elegant luxury sedan. And, each month, when you're sitting in front of your desk, writing a check for that car loan, you'll feel like a smart shopper.

Source By : http://www.nctd.com