Road Test: 2013 Chrysler 200 S V6 Sedan

Story and photos by John LeBlanc I don’t watch a lot of television but one of my recent favourite shows was Survivor Man, which starred Canada’s own Les Stroud. In each episode, survival expert Stroud would be dropped into some remote area of the planet, with little or no food and no production crew to bail him out. Despite whatever challenges Stroud faced, he “survived” against all odds. Just like my 2013 Chrysler 200 S sedan tester, a vehicle that has few new resources to survive in the ultra-competitive, entry-level luxury sedan segment. Today’s Chrysler 200 is a direct descendant of the Chrysler Sebring, first seen in 1994. Through two generations, the Sebring was one of the more competitive Chryslers in its day. But when it came time for the third-generation model for 2007, Chrysler’s new German owners at Daimler (who also own Mercedes-Benz and Smart) based the so-called “entry-level luxury” Sebring on the same platform as the decidedly downmarket Dodge Caliber hatchback. Weak powertrains, questionable ride and handling characteristics and Lego-like plastic interiors had reviewers — like yours truly — putting the Sebring at the bottom of their lists when compared to rivals like the Cadillac CTS, not to mention class-leaders like the BMW 3 Series or Lexus ES 350. Over the years, the competition in this class kept getting tougher, yet the Sebring trudged along, surviving mainly as a rental car favourite. Even after a major refresh and a name change to “Chrysler 200” in 2011, of the 13,419 200s sold last year in Canada, 5,029 were fleet sales. An all-new 200 (based on the same Fiat-derived chassis on which the new 2013 Dodge Dart sedan resides) is expected sooner rather than later. But if you’re looking for a commitment longer than renting one for a few weeks when visiting the folks in Florida, should you consider the 2013 Chrysler 200 S? Those not drinking the Kool-Aid at Chrysler’s marketing offices don’t consider the 200 an “entry-level luxury sedan.” In the real world, it’s better to compare the front-wheel-drive Chrysler four-door to other domestic-brand sedans you can also rent at the airport, like the 2013 versions of the Chevrolet Malibu and Ford Fusion. From that perspective, my 2013 Chrysler 200 S lives up to its maker’s “attainable luxury” claims. Base 2013 Chrysler 200 models start with the LX for just $16,395. With its compact car pricing, you get a 173-horsepower 2.4-litre four-cylinder and an automatic transmission with only four gears. Standard kit includes illuminated keyless entry, cruise control, power locks and windows, heated foldaway mirrors and other features that are becoming commonplace in subcompacts. Now, you can’t get six cylinders in a Malibu or a Fusion, but for $24,390, the 200 Touring sports a V6, mated to an automatic with six gears. My $29,180 200 S was powered by that V6/auto combo, and ladled with enough styling tricks and interior features to at least look like a luxury sedan on paper. Moving up to the “S” trim level adds special 18-inch wheels, smoked headlight surrounds, and a black-chrome grille on the outside of the 200. Inside, there’s black leather throughout, a black headliner, heated front seats with suede inserts and embroidered S badges on the headrests and suede door trim. The only option on my vehicle was a $1,795 package that added a 276-watt Boston Acoustic stereo with Chrysler’s hands-free Uconnect, navigation system and power sunroof. A comparably equipped Fusion SE costs $33,477, and a Malibu LTZ costs $35,090. With all of its rivals offering newer, larger and more space-efficient platforms, it’s no surprise the 200 S falls to the back of the pack when it comes to interior space. Up front, occupants will have few complaints but to gain some added legroom, Chrysler designers have passengers sitting tall in the 200’s driver’s seat. Rear passengers will be less happy. While the Malibu and Fusion are not class leaders when it comes to rear-seat room, the Chrysler feels tighter. None of these American-brand sedans offer big trunk space, but the Chrysler’s is smallest at only 450 litres. At least the interior makeover the 200 received when it lost its Sebring name for 2011 has improved a bit. There’s a one-piece, soft-tough dash that’s complemented with low-gloss plastics and fine chrome details. Overall, fit and finish are much better — now on par with the Chevy if not as well executed as the Ford. Yet, while my 200 S tester had all the latest infotainment gear, the centre dash screen has a low-res, old-tech feel, and the buttons feel dated. Just as the Chrysler 200 S shows its age inside, the car also goes “old school” when it comes to its powertrain. While the Fusion and Malibu offer smaller, 2.0-litre four-cylinders as top-line motors, the 200 S counters with more displacement. The Chrysler’s 3.6-litre, naturally aspirated six-cylinder makes a robust 283 hp and 260 lb.-ft. of torque — or 52 and 24 hp more, respectively, than the Ford and Chevy. (The Chrysler matches the Malibu in torque, and loses out to the Fusion by 10 lb.-ft.) Even though it offers less overall interior room than its Ford and Chevy sedan rivals, the Chrysler’s 1,814-kg curb weight is considerably more. So despite having two more cylinders under its fluted hood, all three domestic sedans go from zero to 100 km/h in about seven seconds. If you’re following the physics here, the 200 S’s added weight also hurts at the pumps. Rated at 11.0 L/100 in the city and 6.8 on the highway, the 200 S is less frugal than the more modern Malibu and Fusion. I saw a less impressive 11.8 L/100 km during my week with the Chrysler sedan. Television’s Survivor Man always impressed me with his bag of tricks he pulled out to stay alive. No matter how remote his location or severe the weather, Stroud was able to come up with some solution to stay alive. Unfortunately for Chrysler’s engineers, their bag of tricks to keep the old Sebring alive as the new 200 has come up empty. As much exterior trim and interior tid-bits as my 2013 200 S tester wore, the four-door can’t overcome its dated economy car chassis. In context, the 200 S does drives with more composure than the previous Sebring — but only by a bit. The 2013 model’s steering is still as lifeless as a 10-year-old corpse. And its suspension bangs and crashes over anything other than billiard table-smooth pavement. Turn the 200 S’s wheel quickly, and the car leans like a catamaran dealing with a crosswind at sea. I was hoping the V6 would give the Chrysler entry-level sedan some sort of refinement, but the transmission the mill is attached to shifts up too quickly, all for the sake of scoring better fuel economy stats. If you intend driving your car at more than 80 km/h, the European-designed Fusion beats the 200 S in all of the above-mentioned areas. We already know the 2013 model year will be one the last for the Chrysler 200 in its current state. In S trim, it offers a relatively low price, an engine with six cylinders and plenty of optional features. If you can put up with its relatively cramped cabin and unrefined driving characteristics, the Chrysler is a “value.” But there are so many better alternatives in this class (like the 2013 Kia Optima, for instance), limiting your exposure to the Chrysler sedan for short periods only (i.e. as a rental), is the better way to survive this car.

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