1998 Dodge Intrepid Review

The first Dodge Intrepid sedan arrived as a sleek 1993 model that fairly shouted Chrysler Corp. no longer was making stodgy cars. The stunning, revamped 1998 model underscores that fact.
The first Intrepid--and nearly identical Chrysler Concorde and Eagle Vision--were radically styled front-drive models with a ``cab-forward'' design that resulted in tremendous interior space.

The design called for the base of the windshield to extend over the front wheels, allowing the interior to be moved forward for a huge passenger compartment. Ferrari offered a cab-forward design in 1975, but only car buffs remembered.

The Chrysler trio were called ``make-or-break'' cars in the industry because about all the automaker had going for it in the early 1990s were successful minivans.

Fortunately for Chrysler, the sedans were successful--although their engines were just average and their interiors let in too much road noise. Spotty quality also hurt sales.

Chrysler still makes most of its money with trucks, but its 1998 Intrepid should draw more car buyers to it. So should the similar new Chrysler Concorde, LHS and 300M models. For one thing, all have the most arresting 1998 sedan styling.

The front-drive Intrepid is slightly longer, lower and wider than its predecessor. The base model lists at $19,685, while the higher line ES model goes for $22,465.

These prices seem fair for a well-equipped, exceptionally roomy sedan with bold styling, strong acceleration and European-style road manners.

The heart of any car is its engine, and both models have new V-6 motors. They're more powerful, get better fuel economy and pollute less than their larger cast-iron predecessors.

The base 2.7-liter unit generates 200 horsepower, while the 3.2-liter motor produces 225 horsepower and more torque.

The engines are world-class, with aluminum construction, overhead camshafts and four valves per cylinder. The larger version is quieter and produces more low-end punch. It turns over at a lazy 2,700 r.p.m. at 70 m.p.h. But even the 2.7-liter unit delivers lively acceleration, although it must work harder because of its smaller size.

Electronic controls allow both engines to run on regular-grade 87-octane gasoline, which will save owners a fair amount of money in the long run. The 2.7 delivers an estimated 21 m.p.g. in the city and 30 on highways, while the figures for the 3.2 are 19 and 29.

The 2.7 is hooked to a smooth four-speed automatic transmission, and the 3.2 comes with an added Autostick feature, which allows the automatic to act like a clutchless manual transmission.

With or without Autostick, the new automatic is the best Chrysler ever has offered. It upshifts almost imperceptibly during normal driving and downshifts quickly. Autostick comes in handy while, say, driving in the mountains or when a driver wants to stay locked in a lower gear for quick moves in heavy traffic.

The Intrepid has a far more rigid body structure than the 1997 model--a fact that gives it a more solid feel and enables the all-independent suspension to provide a comfortable ride and surprisingly agile handling for such a large car. While not new, the suspension has been refined for the new model.

Enhancing handling are 16-inch wheels, standard for the ES and a $200 option for the base model. The quick power steering provides decent road feel, but feels vague near the on-center position at highway speeds. The brake pedal is easily modulated for quick stops, although braking distances are just average.

The interior has reduced-force air bags and is quieter, although road noise still is prominent with the radio switched off. Four tall adults easily fit, and rear occupants are treated to limousine-style room. However, the center of the rear seat is too firm to allow a third occupant to be comfortable on long trips.

Occupants should be careful when opening rear doors because the tops of those doors are shaped like a blade and easily can damage unprotected upper-body areas of nearby cars.

The big trunk has a rather high, somewhat narrow opening that doesn't facilitate quick loading and unloading of cargo--although the lid moves up and well out of the way when opened to prevent head-banging. The ES has a 60/40 split folding rear seat to enlarge the cargo area.

The big front seats are especially comfortable and supportive, and black-on-white gauges in the restyled dashboard are easy to read quickly. Dashboard vents are strategically located to provide good heating and cooling.

The turn signal stalk feels rather cheap, but large switches and oversized control knobs should be appreciated.

Climate controls are above the radio, although it would be handier for most drivers if climate and radio control locations were switched.

Power window controls are within easy reach on the driver's door for quick operation. The center console contains fold-out cupholders that look hefty enough to carry bulky beverage containers.

The Intrepid's interior is functional, but the $1,000 leather upholstery is recommended to give the cockpit the brighter, upscale look this car deserves.

The old Intrepid didn't have enough headlight power for fast highway cruising at night, but the new model has low beams that are 50 percent brighter and high beams 100 percent brighter.

While rakish, the Intrepid is highly practical and fun to drive. And it keeps Chrysler on the leading edge of sedan design.