2001 Dodge Stratus

I've always been a big fan of the styling of the original 1995 Chrysler JA cars, the Dodge Stratus and Chrysler Cirrus (let's forget about the wheezy Breeze, OK?). With these cars, Chrysler's stylists integrated a very low cowl and short overhangs into a unique, flowing shape that somehow managed to contain a lot of space for passengers. But styling isn't everything, and I never really enjoyed driving these cars. The Mitsubishi six, the most powerful engine available, always felt much weaker than its 168 horsepower rating. It was also quite buzzy for a six. Probably for these reasons, Mitsubishi never put this engine in its own Galant, though it originally planned to. There were rumors that a more powerful Chrysler 2.7 liter would soon replace the Mitsubishi lump, but this didn't happen. The driving position also didn't do much for me. Though I liked the low cowl, the dash was just way too deep, an artifact of the "cab-forward" design. Though the perfect size for most sedan buyers (the Neon is too small and the LHs way too big), these cars never really caught on with the public. Most began their lives as rental cars.

New for 2001

For 2001, Chrysler has redesigned the JAs. In an effort to minimize confusion, they now share names with otherwise unrelated coupes based on the Mitsubishi Eclipse (itself based on the Galant sedan). Both Dodge models (coupe and sedan) are now named "Stratus" ("Avenger" is gone). All three Chrysler models (coupe, convertible, and sedan) are now named "Sebring" ("Cirrus" is gone). These redesigns are little more than reskins. The underlying chassis remain fundamentally the same. For the sedans, the major change has been in length, which it up nearly five inches. This seems to have no impact on passenger and cargo volume, which remains nearly the same as what it was before.

In terms of uplevel engines, the coupes get a Mitsubishi 3.0 liter SOHC 24v V6, while the sedan and convertible get that long-promised Chrysler 2.7 liter DOHC V6 out of the Intrepid and Concorde. The six is available with a manual in the sedan, which I would have liked. The output of both sixes peaks at an even 200 horsepower, but the Chrysler six makes a bit less power through the midrange. The Chrysler ads have been keying on this number, but 200 horsepower isn't what it used to be. Honda, Toyota, and Ford all sell mid-sized sedans that weigh the same or less with 200 horse sixes. So the new engines merely make these cars competitive, they don't give them an edge. Still, the engine was a weak in the old cars, so I was eager to try the new ones out.

Unfortunately, I did not get to test the Stratus in the form I would have preferred. I wanted to look at the uplevel ES sedan, which has standard 16" alloys, an overall sportier demeanor, and available leather. For reasons that are beyond me, the only Stratus sedans the Dodge dealer had in stock were stripped SEs (the base trim). At least these had as their only option the V6. $800 does seem a bit pricey for the six, at least until you consider the alternative. The new cars are substantially more expensive than the old ones. The car I drove stickered for $19,200. An ES optioned the way I'd personally want one (if I wanted one), with sunroof, leather, and CD changer, would sticker for $23,500, fully $2,000 more than the same car last year.

Though the 2001 price remains $2,000 less than a comparable Accord, $2,000 is a serious jump upward. Are the improvements for 2001 worth it? Do they move the Stratus beyond being just a half-decent rental? Now that it is available with a 200 horsepower DOHC V6, can it finally deliver the performance promised by the sporty styling?

Styling and accommodations

The new sheetmetal is not a beautiful as the old. It's more trendy and busy, less classic and restrained. That said, its newfound edges together with its larger size do lend the car a more substantial, more sophisticated appearance, one more likely to command respect in the mid-sized marketplace. Though I liked the look of the old car, the average buyer thought it looked small and plain and was just flat-out unimpressed. The new front end incorporates substantially larger headlamps, which should improve on the very weak units in the old car. The rear is styled to look like the larger Intrepid, not a bad way to go.

There is little styling to be found in the interior. As in '80s Chryslers, the dash moves in a straight line from one door to the other, with nary a curve or interesting detail to please the eye. To accentuate this lack of style, a large plank of plastic wood extends just about the whole way across. The gauges even in the base car have white faces, but they only manage to further cheapen the appearance of the interior as a whole, for they look out of place here. The climate controls, three knobs resting on a piece of recessed black plastic in the center of the dash, look and feel extremely cheap. Overall, the new interior looks dated, boring, and cheap.

The driving position is a bit better than before. The new interior styling does make the dash look less deep. On the downside, the new dash is much taller and more massively styled than the old, making the driver feel a touch buried in the car. I suspect they overreacted to complaints about the old interior.

Seats front and rear are roomy and average in comfort. Adults should have plenty of legroom in the rear, but taller riders will wish for more thigh support. Plenty of storage is available inside the car. The trunk has an average amount of space for this class, but could have a more regular shape. The trunk hinges do not intrude into the cargo area when the lid is closed.

On the road

The best thing about the performance of the new Stratus is the new six. Though this engine doesn't push you back in the seat, it's plenty powerful for this car. Though the Accord and Camry V6s are quicker, few people will feel the V6 in the Stratus is too weak, unlike the old one. It makes a good deal of noise. This six sounds like those in most of the competition, with a note neither nasty nor inspiring. If anything the throttle and transmission are tuned to exercise the engine too much. Just half throttle seemed to call forth full-throttle performance. The transmission downshifts very readily and holds gears for far longer than I expected in normal driving. As welcome as this performance is, a more linear throttle and a less aggressive transmission would be nice.

The chassis is very disappointing. Despite a double wishbone configuration cribbed from Honda, it manages to neither handle nor ride well. The Stratus leans considerably in turns and easily becomes unsettled when driven aggressively or when traversing broken pavement. Numb, rubbery steering exacerbates this problem. Though the steering is high in effort, it's nearly devoid of feel. For some reason, the wheel must be turned a great deal more than in most cars to make a normal turn. At the same time, the suspension feels quite stiff, transmitting even moderate flaws in the road surface. The ride is quieter than before, but still not as quiet as the best in this class. Overall, the Stratus is neither fun to drive nor comfortable to ride in. Most of the competition is far superior in these areas.

It is possible that the ES, with its slightly lower profile tires (60 vs. 65 aspect ration, both 205mm section), handles better. But since the suspension otherwise remains the same, I would not expect such a slight change to have much of an impact on handling. And the ride would only worsen. Just to make sure, I hope to test a loaded Stratus or Sebring sedan in the future.

Last words

The original Stratus was not much of a performer, but it was a way to get a nice-looking car with tons of stuff for a lot less money than elsewhere. Though the new engine is nice, the 2001's interior styling and chassis are very disappointing. Once the substantially higher price is figured in, I cannot see why anyone would buy this car. In some ways I suspect this car is like those movies that are filmed with the intent to go straight to video. Coming soon to a rental car fleet near you…

Reliability

People often email me asking about the reliability of the cars and trucks they are considering. Existing sources of reliability information just aren't helpful enough.

In response, my website, truedelta.com, will more clearly identify what difference it will make if you buy a Stratus rather than something else by providing "times in the shop" and "days in the shop" stats (among others). Those who help provide the data--which will require just a few minutes a year--will earn free access to the site's reliability information. To encourage participation, this access will otherwise cost $24.95.

For the details, and to sign up, visit www.truedelta.com.