SEATTLE - In today's automotive world, half a dozen years on the market without major change is considered a relatively long run. Chrysler Corporation (as it was then called) launched the first- generation Chrysler Cirrus sedans and Sebring coupes - and their Dodge Avenger/Stratus counterparts - for the 1995 model year. Now, for 2001, the company - now half of DaimlerChrysler - has a new group of mid-size models on tap.

A couple of the model names have faded away, however. Instead of calling the sedan Cirrus and the coupe Sebring, Chrysler has adopted the latter badge for both two- and four-models. On the Dodge side of the equation, the Avenger name has bit the dust. All mid-size Dodges will now be known as Stratus models. Coupes and sedans will be on sale in October. Sebring convertibles are enjoying a similar redesign, but will not hit the market until several months after the coupes and sedans - just after the start of 2001.

Serious contenders: Sebring and Stratus sedans

Though highly competitive, this mid-size market is substantial in size: some 3.5 million units sold yearly. Chrysler needed to develop some strong competitors to attract buyers in this segment, in which practical virtues are essential - but not necessarily quite enough.

Quietness was one of the goals for the reworked sedans, which get thicker side glass, among other improvements. Door glass is 50 percent thicker. Wheel wells are lined with plastic liner, and pumpable body foam is injected in six places.

Silence is satisfying, but Chrysler designers and engineers also sought "to maintain the fun-to-drive element," according to large-car platform manager Marty Yagley. Engine output also gets a boost, from 168 to 200 horsepower in the new 2.7-liter V-6. At the same time, fuel economy is said to be 10 percent greater than before. Chrysler's 2.7-liter, dual-overhead-cam (24-valve) V-6 develops its 200 horsepower at 5900 rpm, and its 192 pound-foot peak torque output arrives at 4300 rpm. Sebring LX and Stratus LE sedans come with a standard 2.4-liter four-cylinder engine, rated at 150 horsepower.

Both sedan engines are mated to a four-speed automatic transmission. Chrysler's AutoStick unit, producing manual-style gearchanges, is standard on the Stratus ES and available for the Sebring LXi.

Though riding the same basic platform as before, Sebring/Stratus sedans wear all-new sheetmetal. "These cars really look great on the road," said design chief Jeffery Godshall, Stylists strove to "increase the drama of the wedge look," for one thing, by raising the beltline by 3 inches in back. There's a "very cleanly drawn rear door cut line," Godshall advised, as well as a "seamless look" to the roof/C-pillar juncture. Chamfered wheel lips are used front and rear, accompanied by a low crease between the flares, "to solidly plant the vehicle on the road."

Following a popular trend these days, instead of the former 14-inch standard tires, the new models get either 15- or 16-inch rubber, on brand-specific wheels. Basic Stratus sedans get wheel covers rather than styled wheels.

Not only do the two sedans differ up front, they feature "two different looks in the back," Godshall explained, "for brand identity." Headlamps are considerably bigger than before, "drawn back along the bodyside at an angle," and also 25 percent brighter. Hoods are higher; air intakes much lower. Because engineers had asked for a little more airflow, supplementary air intakes were installed below the wings in the Chrysler emblem.

Sebring, Godshall advised, suggests a "hint" of the full-size Concorde. Dodge models display a body-colored crossbar grille.

Inside is a new instrument panel, covered in soft-touch vinyl. Electro-luminescent lighting is available. Air-conditioner controls on the center stack moved above the radio, operated with large knobs. Doors have a particularly handy feature: finger grips and a thumb notch on the inner handle.

Seatbacks are two inches taller, and head restraints also are higher. Multi-stage front airbags (with three force levels) are installed, and side-curtain airbags for head protection are a $350 option. Vehicle development engineering manager Kipp Owen noted that body structures are 13 percent stiffer than their predecessors in twisting, and 33 percent stiffer in bending.

The standard 60/40 rear seat has a large pass-through. Trunk space amounts to 16 cubic feet, and the lid uses outer struts instead of a gooseneck that tends to cut into available volume. There's also a glow-in-the-dark trunk release, as a safety measure.

Suspension architecture is essentially the same as in prior models, Owen advised. Brake rotors are one inch bigger; calipers larger and pads thicker. Less pedal travel is needed to get the same force, in a linear manner. The result, according to Owen, is improved brake-pedal feel, fade, and durability. No less notable, and a rarity in this segment of the market, four-wheel disc brakes are standard on all models. ABS-Plus (anti-locking) is an option.

Foremost sedan rivals include the Honda Accord, Toyota Camry, and Ford Taurus. "In this class," said product planner John Tak, "value is very important." A V-6 sedan will start under $19,000; the four-cylinder model, below $18,000. Chrysler versions get a little softer suspension than Stratus sedans, carrying on the theme that Dodge models are a touch sportier while Chryslers occupy a slightly more luxury/comfort oriented portion of the mid-size spectrum.

"These cars don't beat you up," Tak explained. They're also well equipped. Base sedans have: power windows, power locks, power mirrors, and other conveniences. There is no true base-level car anymore.

"We've basically eliminated the rental car syndrome," Tak added. By the end of their model run, the prior models had 40-50 percent fleet sales at end, whereas the new one is expected to sell only 10-20 percent to fleet buyers. Tak also noted that the new models will be better choices for leasing, because the Automobile Lease Guide (ALG) has raised their residual value estimates, now said to be at Camry levels.

Sedans - and the coming-later convertibles - will be produced in Sterling Heights, Michigan, whereas coupes are built in Normal, Illinois.

Two-door coupes - similar yet different

It's not exactly hot news that coupes haven't been selling as well as sedans. Even so, quite a few automakers continue to turn out two-door models, so Chrysler elected to keep its coupes in the lineup when the time came for a mid-size redesign. During 1999, the U.S. auto industry as a whole produced about a million coupes, and Chrysler expects that figure to "remain at least the same" for the next five years.

Likely prospects for two-door models come in two basic groups:
1. Baby boomers (naturally).
2. "Cutting edge" young people.

Especially in Chrysler Sebring form, the 2001 coupes look luscious. Seen in 3/4 front view, the Sebring coupes look almost like little Jaguars. As described by John Mrozowski of the design department, Chrysler Sebrings boast an "athletic, elegant, refined" appearance. Dodge Stratus two-doors are considered "bold"in their design themes. Basic dimensions are little-changed. Chrysler uses a "signature eggcrate or waterfall grille," while Dodge coupes wear a "signature crosshair grille."

In the prior generation, people were thought to have two dislikes about the car: its powertrain, and excessive noise. Naturally, then, engineers have taken steps toward improvements in both areas. Both the four-cylinder engine and the V-6 are bigger in displacement and yield greater power than their predecessors. Different from the engine used in sedans, these two are Mitsubishi designs. The 2.4-liter four-cylinder develops 147 horsepower and 158 pound-feet of torque, while the 3.0-liter V-6 is rated 200 horsepower (at 5500 rpm) and produced 205 pound-feet of torque. Previous engines were 2.0 and 2.5 liters in displacement.

Five-speed manual shift now is available with the V-6 engine as well as the four-cylinder. Chrysler also offers a revised AutoStick transmission (Chrysler semi-automatic unit), which operates with fore/aft motion to produce manual-type gearchanges. "We won't upshift for you," said Andre Amyot from small-car platform vehicle development. The AutoStick unit can even shift at wide-open throttle.

Unlike the sedans, Chrysler/Dodge coupes lack the markedly chamfered fenders seen on the new sedans. Bodyside sculpting has been cleaned up, now devoid of door cladding. The rear end is said to be evocative of the Intrepid and ESX show car, with a neatly integrated center high-mounted stoplight. All front crossmembers are isolated, and more glass seals have rubber lips. Dodge offers an enthusiast-oriented R/T coupe with 17-inch wheels (painted or chrome), a performance suspension, and tuned exhaust, billed as "affordable performance."

On the road with coupes and sedans: In and around Seattle

Though attractive inside, our test Sebring LX coupe was not exactly plush - somewhat ordinary, in fact, despite its woodgrain trim. The V-6 engine (with conventional automatic transmission) performed well, but not exactly in an exceptional manner. Very quiet overall, the coupe was not wholly silent - yielding significant tire noise on certain surfaces, for one thing. A four-cylinder coupe with automatic proved to be sufficiently peppy, at least in town, though it was noticeably noisier than the V-6. Not noisy enough to be bothersome, but perhaps enough to make a shopper a bit more tempted by the more powerful V-6.

A Stratus SE with the V-6 and automatic definitely grabbed the pavement better in curves than a similar Sebring (which squealed its tires twice in swift curves). Even so, the Dodge's taut suspension was by no means harsh at all. A satisfying steering feel and response helped enhance the experience, and the car proved to be nicely stable on straightaways, and also in curves.

Somewhat surprisingly, a Sebring LX sedan with the V-6 and automatic felt noticeably more civilized and refined than a comparable coupe. Led by enjoyable ride comfort, this sedan yielded a pleasant experience overall, whereas the coupe seemed just a bit crude, in comparison. We'll have to wait for longer test drives in familiar territory to make a full appraisal of the differences - but the two body styles, after all, are produced in two different places, with different designs. So, they need not be expected to behave identically.

No less curious was the fact that a Sebring LXi coupe with the V-6 - but manual shift - came across as more refined than an LX coupe with automatic. In fact, the five-speed ranked as utterly suave, working with an adroitly matched clutch. The clutch/gearshift combination was a dream to operate - one of the best we've tried lately; and better than some in models that are well known for a V-6 with five-speed. You can expect easy, positive shifts up or down. The lovely clutch has a slightly heavy feel but, with a bit of effort, yields masterful engagement. Strange, in a way, that in this early portion of the 21st century, the best feature of Chrysler's latest mid-size model (beyond its delicious shape) is its manual transmission.

Follow-up note: Subsequent longer trials of a Dodge Stratus R/T and a Chrysler Sebring coupe produced vastly different impressions of the manual transmission. In the Stratus R/T, the five-speed performed beautifully - just like the one in our Preview Drive. The gearbox in the Sebring, however, turned out to be astoundingly stiff and resistant - reluctant to move between any gears and nearly impossible to get into reverse. Obviously, something was seriously wrong with the latter car's unit.