1996 Chrysler Concorde

It used to be that no automaker would dream of offering a family sedan with candy apple red metallic paint, which was strictly reserved for zoomy autos such as custom hot rods.

But a new item for the 1996 Chrysler Concorde sedan is--you guessed it!--``Candy Apple Red Metallic Tinted Clear-Coat paint,'' as Chrysler calls it.

This paint looks good on the $19,445-to-$24,100 Concorde because the car is plenty zoomy looking--although it's a big four-door that easily seats five tall adults.

One also can thank modern paint technology, which allows fancy paint to withstand the weather because it's protected by a clear-coat covering. Years ago, a top-notch candy apple red paint job didn't last long if a car with it was driven much.

No matter what the color, the Concorde is an above-average performer. It's virtually the same as the Dodge Intrepid and Eagle Vision. All are Chrysler Corp.'s front-wheel-drive ``LH'' sedans, with cab-forward styling that puts the wheels as close to the body ends as possible for the best interior roominess.

Actually, Italian stylist Bertone used a cab-forward design 20 years ago for the Ferrari 308GT4 model--but then, as now, few could afford a Ferrari.

Many, however, should be able to afford the $19,445 Concorde LX model, which I tested. And they shouldn't feel deprived because the LX is well-equipped. Standard items include a 3.3-liter, 161-horsepower V-6, air conditioning, dual air bags, anti-lock brakes, heated power outside mirrors, AM/FM cassette and power locks, windows and trunk-lid release.

You even get sports sedan instrumentation in a dashboard whose only flaw is the too-low positioning of climate controls. Also, a fair amount of road noise infiltrates the interior and wind noise is evident on windy days despite the Concorde's highly aerodynamic design.

A 3.5-liter, 214-horsepower, overhead-camshaft Concorde V-6 is smoother and provides faster acceleration. But this engine only is offered for the upscale, $24,100 LXi model.

Still, the base Concorde's V-6 offers decent acceleration and provides slightly better economy than the 3.5 V-6: an EPA-estimated 19 m.p.g. in the city and 27 on highways for the 3.3, vs. 18 and 26 for the 3.5.

The four-speed automatic overdrive transmission, which helps provide the good highway economy figure for both the 3.3 and 3.5 V-6s, shifts smoothly--although reverse gear didn't engage quickly in my test car.

Another glitch was a balky automatic transmission shift lever. It felt out of place in a car that otherwise had pretty good quality.

With much recent publicity about Chrysler quality control problems, the automaker should work on eliminating such glitches.

Braking is good, with nice, progressive pedal feel. And the quick power rack-and-pinion steering is accurate and offers decent road feedback. The all-independent suspension helps provide a firm-but-supple ride and excellent handling for a 3,492-pound car with a 113-inch wheelbase and nose-heavy front-drive design.

You might never suspect that 65 percent of the weight is up front if you don't push the Concorde too hard. It feels more like a good European sedan than a big Detroit four-door.

The front seats are generally comfortable, but you'll find that they should offer more side support if you drive hard around curves. The big back seat also is pretty good.

Large doors allow easy entry and exit at both front and rear, and the spacious, flat-floor trunk's low opening should help prevent strain when loading or unloading cargo.

A large glass area contributes to an airy interior feeling. But backing up is tricky because the sloped rear window and high tail make the rear fenders invisible to a driver.

Of course, Concorde drivers will spend most of their time moving forward in the car, which gobbles up roads in fine style.