Chrysler single-handedly brought the convertible back to the automotive scene in
the mid-'80s, when Lido Iacocca realized he had a really good thing in the K-car, and
could use its basic bones to make just about anything, short of a school bus. He had
noticed a tiny little blip on the automotive continuum caused by a couple of shops in
California that were turning out more and more convertible conversions on such
cars as the Celica. Ever the shrewd marketer, Iacocca sensed a niche emerging and
jumped in. Since then, Chrysler has been the leading seller of convertibles in a
slowly expanding market.
The LeBaron convertible, the last survivor from Chrysler's K-car era, led the
segment for a decade, an astonishing record.
We think the all new Sebring convertible could very well match that record, and
perhaps even beat it.
Chrysler design has turned out an unbroken string of stunners in recent years, and
this new ragtop may be the greatest-looking of them all. The Sebring convertible is the
most obvious example of the benefits of cab-forward yet. That new design school puts
the wheels out at each corner, with the base of the windshield extended almost over
the front wheels.
The hood has a dramatic slope, ending in a slanted grille flanked by thin, flush
headlights and turn signal/side marker lights that wrap around into the fenders. Large
driving lights flank a chin spoiler and air scoop. With the rear wheels positioned so
far aft, the rear deck is a bit, uh, truncated, and There is not a lot of space under
the lid. But the design is so compelling it's hard to care about practical things like
trunk volume.
Long nose, short rear deck and a wide stance give the Sebring a masculine, almost
aggressive look, softened by elegant sculpting and smooth, flowing lines.
The Sebring Convertible is available in two models, JX and JXi. The difference
between the two lies in equipment and an optional V6 for the JXi, which was our choice
for this test.
The standard engine for the JX is a 2.4-liter double overhead cam 4-cyl. that
produces 150 hp. The JXi comes with a Mitsubishi-supplied 2.5-liter single overhead
cam V6 of the same displacement, rated at 168 hp. Both engines are also used in the
Chrysler Cirrus and Dodge Stratus Sedans. Unlike Cirrrus and Stratus, the only
transmission offered with either engine is a 4-speed automatic.
Chrysler wanted a replacement for the LeBaron, but didn't want to go to the
expense of creating an all-new chassis for it. Surprisingly, the Sebring Coupe
platform, derived from the Mitsubishi Galant sedan, wasn't selected. Its technology,
Chrysler explains, wasn't easily transported to the convertible's assembly plant in
Mexico.
So the Cirrus/Stratus sedan platform was chosen as the basis for the convertible.
However, Chrysler made enough modifications to this chassis for
convertibilization--including extensive measures aimed at restoring the chassis
rigidity that goes away with the loss of the steel roof structure--to give the all new car
a separate platform designation of its own: JX.
The independent suspension system is double wishbone, front and rear. In front,
there are shock absorbers, coil springs and a stabilizer bar. It uses rubber isolators
for mounting points to help keep road shocks from reaching the passenger compartment.
At the rear, upper A-arms and transverse links attach to a cross member for
precise alignment. Like the front underpinnings, the rear assembly also uses soft
rubber bushings to smooth the reduce noise and vibration that can find its way through
suspension components.
