TO motoring enthusiasts, the name Sebring conjures up Florida skies and a history of motorsport, especially sportscar racing. Back in 1994, Chrysler launched a coupé with the name, which ran through until 2000 when the second generation appeared, now complemented by a convertible, followed by a saloon version.
This year saw the introduction of the third generation, a CC and a saloon, the latter making its way across the waters to South Africa to take up position in a more mainstream market sector than its hiphop big-brother, the 300C. A Stateside challenger to the traditional German Big Three premium sporty saloons, then? No. And it was never intended to be…
Instead, what we have here is a car designed to offer value for money rather than soul-stirring performance. Released prior to the buy-out of Chrysler, the new Sebring was conceived at a time when America’s Big Three were in a serious slump. The mere fact that the new Sebring has gone global – including right-hand drive markets – suggests that Chrysler, for a long time the most freethinking of the home-based automakers, has come out of its corner fighting.
A look at the car’s specifications and then the price will make it clear that this is a lot of car for the money. Chrysler has followed the trend trumpeted by Lexus, in that with the Sebring it is practically a case of “what you see is what you get”. Two models are available, the base Touring at R219 900, plus the more luxuriously equipped, and R20 000 more expensive, Limited. The only options – current and soon-to-be-available – are metallic paint, a moonroof, a MyGIG Harmon/Kardon GPS and infotainment system, and rear seat video. Our test unit is the Touring. Inspired by the 2003 Airflite concept car, there is a very definite “Chrysler-ness” about the front-end styling, with the familiar grille, stylised headlamps, round foglamps, and (to some eyes) slightly over-the-top fluted bonnet.
The protruding front bumper contributes towards a relatively long front overhang, which does give the Sebring a slightly bulbous nose. Side-on, a crease rising from the front wheelarch to the wraparound tail-lamp, and a lower bodyside moulding, help prevent the car looking “heavy”, because the curvy glasshouse is fairly shallow and tapers noticeably towards the rear, which, in turn, creates a coupé-like profile. The huge taillamps dominate an attractive rear end. All in all, it looks sufficiently different from its rivals to be classified as distinctive.
Inside, the cabin is light and airy. The use of black trim is notable by its absence: the environment colours are either grey or beige/khaki, depending on which of eight colours the body is painted in. Touring models are upholstered in trademark Yes Essentials patterned-and-plain cloth. Electric adjustment is provided for the driver’s seat, with manual adjust for lumbar, which is hard even at the softest setting. The cushions are short, and bolstering is minimal, so not everyone will get comfy. The front passenger seat backrest folds flat to become a tray. Seat mountings are fairly high, but (without the moonroof) headroom is not a problem. In fact, cabin space is a Sebring highlight. The rear seat backrest is split 60:40 to increase the big, square boot’s 360 dm3 into a maximum of 1 048 dm3 utility space. Loading height is high, though. A compact spare wheel lies under the boot board.
The facia is two-tone, the interior multi-hued with a mix of alloy and vulnerable looking satin-silver plastic accents. Actually, it is trim that most reveals the Sebring’s “American-ness”: while everything looks fairly upmarket, and the fit is generally good, the quality and tactile nature of the furniture is not premium class, and certainly not to Teutonic levels. It is more on par with average European and Asian standards, which is to say functional without being classy. But keep bearing in mind the car’s asking price…
The features list is extensive, and includes a convenience “first” in the form of a drinkholder that can be both cooled and heated. Amongst other items are climate control, a six-speaker radio/CD/ MP3 player with remote controls behind the steering wheel’s spokes, and powered windows with one-touch up/down for the fronts. For the driver there are a rake- and reach-adjustable steering wheel, a large floor console equipped with a 12-volt power socket and a sliding-top armrest, powered, heated and folding exterior mirrors, a self-dimming interior mirror, cruise control, vehicle info readouts (including a compass), and headlamp beam height adjustment. “Olde worlde” graphics are used for the analogue clock and instruments, which have rather eerie mint coloured backlighting.
There has been no skimping on safety and security features. Apart from all the expected structural items, there are eight airbags, “intelligent” three-point seatbelts, and a child seat anchor system. A tyre pressure monitoring system is standard. Remote selective central locking, auto-lock, an alarm, and an engine immobiliser are also part of the package. Headlamps have a “delay off” function. “New era” American cars destined for other markets are no longer dynamically challenged. The Sebring’s power steering is light and accurate and no worse in feedback than many other rivals’, and the ride is, as expected, compliant, but without any sloppiness.
Relatively generous 215/60 tyres are fitted to 17-inch alloys, and they provide plenty of grip without creating much road noise. In fact, the whole car’s NVH (noise, vibration, harshness) control is excellent.
Handling is pleasantly benign and roll-free. An ESP system, which includes traction control, is standard. Ventilated front and solid rear discs do the stopping, controlled by ABS with BAS, and the test procedure’s 3,0-sec average stopping time rates the set-up as good.
OK, but what about the performance? Well, here the 1 565 kg Sebring is a bit under-whelming. Codeveloped with Hyundai, the fourcylinder, 2,4-litre World Engine is a bit asthmatic, despite boasting twincams, 16 valves, and continuously variable inlet and exhaust timing. The motor puts out 125 kW at 6 000 r/min, and 220 N.m of torque at 4 400. It is mated with a fourspeed (third is direct, top an overdrive ratio) autobox, which hints at cost cutting, because the combination struggles to keep the Sebring “on the boil”. Zero to 100 km/h takes a leisurely 10,64 secs, the standing kilometre sprint 31,81 secs at a terminal speed of 167 km/h, and patience will record a top speed of 199 km/h. Kick-down results in a 60-120 km/h time of 10,43 secs, but beyond that acceleration peters out. Put into perspective, the Sebring will cruise along comfortably enough once it is up and running, but overtaking, particularly from cruising speeds, does take some serious forethought. The gearshift has sideways-acting manual override, but this does not really help. We believe a five-speed ‘box would improve matters a little, but accept that this would add to the vehicle’s cost. A worthwhile sacrifice, perhaps? (A 2,7-litre V6 model will be added soon.) When revved, the counter-balanced motor roars, but it is never coarse. However… with the ever-rising cost of petrol, economy is an increasingly significant factor in choosing a new car, and the Sebring’s fuel index, ie overall consumption, of 9,54 litres/100 km is commendable, given the car’s specification. A 64-litre tank offers a useful range of 671 km.
