Introduction
You can't deny it, the Intrepid is a big car. It looks big, it seats five in relative comfort, yet surprisingly, it doesn't drive like a large car. Dodge has packed a host of standard features into the Intrepid, which adds to the value of the vehicle, but also to the $26,480 sticker. So how did this big boy do against the rest of the family-sedan clan?

Background and Our Test Vehicle
When Lee Iacocca introduced the LH series (the Dodge Intrepid, Eagle Vision and Chrysler Concorde) just before his retirement in 1992, the replacement for the aging K-Car platform boasted a revolutionary concept that would soon take America by storm – cab-forward design.

With its expansive interior, appreciable cargo-carrying capacity and cutting-edge styling, the LH-series soon brought about the second rebirth of Chrysler Corporation. Unfortunately, the cars were plagued by poor quality control and reliability problems, which resulted in a rash of lemon-lawsuits and lousy resale values.

Eight years and one major makeover later, the Intrepid still evokes a love/hate relationship. Seven of our nine editors loved the shape of the Intrepid, the other two wouldn't be caught driving it around town. Nearly all said they enjoyed the low rpm torque from the powertrain, and build issues have been solved (our long-term Intrepid has one of the thinnest service files we've ever seen), so the Intrepid ranked right in the middle of the pack.

Our ES test vehicle came loaded to the gills with automatic temperature control, HomeLink transmitter, nine-speaker Infinity sound system with in-dash CD changer, leather-trimmed upholstery, traction control and a full-sized spare tire. And while the ES will take a sizeable chunk out of your back pocket, our fifth-place finisher delivers a lot of bang for the buck.

Exterior Design
To say that the Intrepid is unique would be a gross understatement. With its cab-forward design and gracefully sweeping lines, the Intrepid is a combination of boldness and sexy good looks, an appearance which is emphasized by the large greenhouse and expansive windows. On the downside are the oversized B- and C-pillars, which cut into the rearward view, although the back window is huge compared to that of the Taurus or Intrigue.

The Intrepid continues with the previous model's theme of gently rounded bodylines, sloping front and high tail, and it is freshened with standard 16-inch wheels and five new colors for 2000.

Interior Features, Controls, Materials and Design
The sporty theme of the Intrepid's exterior is carried through to its interior with a clean cockpit-style layout and sweeping dash. Driver and passenger seats feature deep buckets with adjustable lumbar support and eight power adjustments, which makes finding a comfortable driving or riding position a breeze.

The seating surfaces were more like vinyl than leather, and we were disappointed to see that Chrysler still hasn't addressed the mismatched grain pattern on its plastic parts – an item on which our stripped Taurus earned high scores.

Controls fall within fingertip reach, with good soft-touch switchgear and decent labeling, although the cruise controls on the steering wheel weren't illuminated at night, making setting the cruise a difficult chore. We were disappointed with the small size of the stereo buttons and the climate controls, which forced us to take our eyes from the road to change radio stations or adjust HVAC venting.

Dual pop-out cup holders are housed in the shift console, which when extended, interfere with the operation of the AutoStick transmission and fully cover the traction control switch, making activation/deactivation impossible.

The cheapness flows into the back seat, with exposed headliner glue by the rear window and fixed rather than adjustable air vents in the rear console. The back seat gives good thigh support and leg- and foot room is abundant. Of the nine cars we tested, the Intrepid was the most comfortable for three adults, but we still wouldn't recommend putting that many fishing buddies back there for an extended period of time.

Two large cup holders are housed in the center pull-down armrest, and parents will appreciate the child safety seat anchor points.

Engine and Transmission
With the standard 3.2-liter, 24-valve V6 putting out 202 horsepower, but lugging 3489 pounds, the Intrepid was eighth fastest from zero to 60 at a still respectable 8.4 seconds.

During cold starts, we were a little concerned by the loud valve-knocking and excessive vibration, but after a few minutes the engine smoothed out. At freeway speeds, the engine was as slick as fine Persian silk. Nail the throttle and the electronically controlled four-speed transmission kicks down effortlessly, accompanied with an intrusive roar of engine noise.

Dodge includes the AutoStick transaxle on the ES, which we found to be a neat gimmick, but wholly lacking the true responsiveness of a manual transmission. In AutoStick mode, shifts were weak and subdued, with a significant amount of time between driver input and transmission reaction. During downshifts, the tranny had a tendency to "lurch" into gear, which threw occupants forward like rag dolls.

Suspension, Ride and Handling
We were pleasantly surprised by the Intrepid's four-wheel, independent suspension package, which hunkered down in the twisties without breaking a sweat, and cruised on the highway like an old Chrysler 300, floating over every bump in the road. Even in wet weather, the Intrepid was very confidence-inspiring to drive, moving one editor to say, "The Intrepid's suspension is firmer and more responsive to road conditions than I would have expected for such a large car."

Caught on a tight canyon road during a deluge of rain, the Intrepid remained a steady player on the slick pavement, transmitting the proper amount of road feel through the wheel and keeping the driver apprised of what was happening underfoot.

On the test track, the Intrepid's size came into play during slalom testing as our road test editor noted "The Intrepid feels big, but it doesn't throw its weight around like the Impala. As you progress down the course, the car becomes loose, but it remains very predictable."

Conclusion
The Intrepid is a full-size vehicle with a full-size interior and plenty of room to stretch out on a long trip. And while Dodge has addressed a plethora of quality control concerns over the years, overall execution still leaves something to be desired. If space is your primary concern, the Intrepid is the right car. If quality of workmanship is a priority, you would behoove yourself to look farther up the chain to the Passat or Accord.

Editors' Comments
The Intrepid is like L.A. Laker Shaquille O'Neal: A big body that can move just as fast as everybody else. The Taurus and Intrepid are similar in size, but the Intrepid felt much smaller when driving it. Visibility is poor, but I admire the way Dodge balanced ride quality and handling ability. Nice back seat too. Some people complained about the dark colored interior, but I feel it actually adds to the car's personality. – Brent Romans

Never would I have thought that a car with the body of a squished whale could be fun to drive. And the Intrepid really is. You'll easily and smoothly keep up with the Passats and Maximas. But the Intrepid does not offer a bit of the refinement of the Passat. Its engine is noisy, and its brakes work extremely well, but they'll never let you know about it. Although the Intrepid handles well and has relatively tight steering, I felt more confident driving any of the smaller, seemingly more maneuverable cars in the group. – Erin Riches

Stereo Evaluation - 2000 Dodge Intrepid ES