Chrysler 200

	Chrysler 200
	Debut: 2014 Maker: Chrysler Predecessor: Sebring / 200 (2006)

Published on 3 Apr 2014

The last generation Sebring/200 was something Chrysler would rather forget. It was ugly, poorly made, slow, unrefined and by no means interesting to drive, no wonder it consistently sat at the bottom of the mid-size family car class. Because of such a bad impression, we were really shocked by the debut of the second generation 200 in this year’s Detroit auto show. It looks opposite to the old car in every way – beautiful, sporty, well-built and sophisticated. It also gets the class’ most powerful V6 engine (295 hp) and an automatic transmission with the most number of gears – nine! and there is a 4WD option, too. All these sound very promising. Now we are going to see if it delivers the promises on the road.

The new 200 was developed in a remarkably short time frame in Chrysler fashion. This was made possible by adopting the CUSW (Compact US Wide) platform of Fiat, which was originated from Alfa Romeo Giulietta and then applied to Dodge Dart. This platform offers many goodies, such as a highly rigid structure made of 60 percent of high-strength steel, aluminum engine cradle, subframe-mounted multi-link rear suspensions and dual-pinion electric power steering. On the downside, it is basically a small car platform, so there is not much potential for inflation. Chrysler can barely stretch its wheelbase to 2743 mm, just 40 mm longer than the compact class Dart. For comparison, most mid-size rivals have wheelbases spanning from 2775 to 2850 mm. To save the game, Chrysler adds extra length to front and rear overhangs, but that has more effect to styling than interior space.

Outside, the car does look head-turning. It is easily the sleekest shape of the class, one that rivals Audi A7 instead of Camry or Accord. It overshadows the best effort of Ford Fusion and recalls our memory of the 1996 Ford Taurus, though the organic shapes of its headlights and front grille are also a bit 1990s like the Taurus. Not only looking stylish and upmarket, the 200 has a remarkable drag coefficient of 0.27, benefiting cruising refinement and fuel economy. Unfortunately, the sleek profile hampers its already tight cabin space further. The tapered side windows might look sporty, but they eat into shoulder room and make the cabin feels small. Likewise, the fastback rear window robs headroom, making the rear bench challenging for 6-footers, who are also crying for more knee room. For a car measuring 4.9 meters long and 1.87 meters wide, this is a nightmare of packaging.

Fortunately, Chrysler compensates the lack of space with style, rich materials and plenty of gadgets. While it is no German premium quality, the 200’s cabin is styled and built with higher quality than its prices suggested. There is a blue-glowing reconfigurable TFT instrument, a touch screen with easy using Uconnect infotainment system and a Volvo-style floating console on which a Jaguar-style rotary gearbox control is mounted. Engine start button and keyless entry are standard while adaptive cruise control and robotic parking are optional. The steering wheel incorporates many controls for your easy access. Before it are shift paddles. Moreover, European-grade soft-touch plastics cover almost everywhere. Top model even has real wood trim.

The cabin is also a quiet place to travel along. Thanks to the stiff body and plenty of insulation materials, including laminated glass, you hear little wind, road or engine noise. That is an admirable achievement considering Chrysler’s engines are hardly the most refined. The base choice – to which majority sales will go – is the 2.4-liter Tigershark 4-cylinder engine of Dart. Even with the help of Fiat’s MultiAir 2 system it is barely good for 184 hp and 173 lbft of torque, so don’t expect Tigershark kind of response, especially when the car is on the heavy side of the class. Much better is the aforementioned 3.6-liter Pentastar V6, which should give the car a sporty edge against rivals. Unfortunately (again), their playmate is an ZF-designed, Chrysler-built 9-speed automatic, whose calibration is poor. Theoretically, its ultra-wide ratio spread of 9.8 should benefit performance as well as fuel efficiency. In reality, it is slow to downshift and not always obedient to your manual commands, leaving little driving fun to have. Lack of development is still the main problem of Chrysler.

The V6 car with sport trim (i.e. 200S) rides on stiffer suspension. Its body motion is well controlled for a family sedan. The ride quality is European-like, i.e. firm but very well damped. No doubt the tuning philosophy of Alfa Romeo helps. Its steering is also a bit Alfa-like – accurate and nicely weighted, if not very feelsome. That said, with the heavy V6 up front it feels quite nose-heavy, not exactly a sporty sedan. The 4-cylinder car is more willing to change direction. It also rides more supple without the S trim, though the engine leaves a lot to be desired. Overall, the 200 steers as good as a Honda Accord, which is to say it is more driver-delighted than Toyota Camry but not up to the level of Ford Fusion and Mazda 6.

The AWD option is applicable on V6. It is a part-time system. The rear axle engages only when the front is slipping. When it does, up to 60 percent power can be directed to the rear wheels. It does improve handling on slippery roads, though the weight penalty is not to be underestimated.

While the new Chrysler 200 has some striking points, such as the exterior styling and interior packaging, it has some serious flaws at the same time, most notably the lack of interior space and poor transmission tuning. It also weighs noticeably more than class norms, thus performance and fuel economy suffer a little. Still, we are glad to see Chrysler bringing something different to the class rather than just another Camry/Accord clone.

Verdict: