In recent years, the auto market has moved from one retro-vehicle mania to another. In 1998 it was the VW New Beetle. Then in 2000 (2001 model year) it was the Chrysler PT Cruiser. Currently it’s the MINI. (The blue hyperlinks lead to my reviews of related vehicles.) This isn’t entirely a new phenomenon. Back in 1989 the Mazda Miata created as much excitement as any of these cars. What is new is the frequency of these manias, and their increasingly calculated nature. The Miata was something of a happy accident. Mazda wanted to revive the classic sports car genre for people who appreciated such cars, but found a much broader market. With the MINI every last detail of the car’s design and marketing has been designed (successfully it seems) to get the mass market hyped up.

Every car company knows that for any of these cars to turn a profit they must continue to sell after public attention has moved on to the next hot thing. The only way this happens is for the basic product to do what every product must do to be successful in the long haul: meet a specific set of customer needs well. The Miata did this by offering a very pure form of driving enjoyment. Many cars cost more, but few are more fun to drive when the air is warm and the sun is up. The New Beetle and MINI, they might have more trouble, as they excel in no particular area. Alternatives exist that are both more fun to drive and more functional. The PT Cruiser, on the other hand, differs from all of these cars in offering an exceptionally functional package. But will this be enough?

Somehow I never got around to driving a PT Cruiser while the car was still the in thing. For 2003 Chrysler has made a turbo engine available in an attempt to rectify the most common criticism of the basic car and to maintain public interest. As I’m mostly into cars for how they drive rather than how they look, it certainly got my interest. So I finally took the awkwardly named PT Cruiser GT Turbo for a test drive. The turbo is currently only available with an automatic. In December a manual transmission is supposed to become available with the turbo.

Chrysler PT Cruiser Reliability

Many people will feel inclined to defend the Toyota based on Toyota's superior reputation for reliability. However, the PT's quality record has been very good so far, according to the #1 consumer magazine.

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Styling

At this point everyone not only knows what the PT Cruiser looks like but has an opinion about its styling. Though the pre-war look doesn’t do much for me, my wife would still love to have one. The way I see it, this car meets a set of needs that continues to go unmet by any other vehicle. It has a “cute and friendly” look, like the New Beetle or original Neon. To many people, especially women, this suggests that the car and the person driving it has a lighter side and basically knows how to have fun. They’re not just some serious, no-nonsense adult totally weighed down by adult responsibilities. But because they really do have these responsibilities, the PT also offers a versatile interior capable of carrying four adults and/or quite a bit of stuff. Other vehicles with such a package are in appearance either boringly functional (many minivans), functional with a touch of elegance (luxury minivans), or macho tough (SUVs). Even the Pontiac Vibe and Toyota Matrix twins, similar in concept to the PT Cruiser, have a aggressive, techno streak running through their sheetmetal. While they’re likely to appeal mostly to women no matter what, the people in charge of marketing them want to maximize the chance of attracting a few men. Even for such niche vehicles those in charge lack the courage to go after just a piece of the market. So the PT Cruiser is out there alone among spacious vehicles with its smooth, totally not MTV curves.

The retro aspect might be harder to overcome than the curves in the long term. The curves will continue to suggest “cute and friendly,” but the retro will at some point, possibly soon, simply appear faddish and dated.

To this exterior the turbo model adds larger alloy wheels of a classic five-spoke design. They look nice, though no nicer than the stylish 16” alloys of past years.

Inside I was in for a revelation. I believe I’ve sat in a PT Cruiser before, but somehow the 2003 seemed richer. The turbo model replaces the body color trim on the dash with faux carbon fiber trim, but I’d be equally happy either way. The faux fiber looks sporty, but the body-color plastic lent the interior much of its character. The other change for 2003 had a larger effect. Previously two-tone taupe was the only interior color. For 2003 a solid slate interior is an option. The car I drove was so outfitted, in leather no less. Dark colors always make an interior look more expensive. The better bolstered, appropriately firm front seats that come with the turbo add to the impression that this is a substantial car. Finally, I’ve driven the Pontiac Vibe and Toyota Matrix recently, and their interiors suffer greatly in comparison. They might have lowered my expectations. Whatever the reason, I was impressed by the quality and style of the PT Cruiser Turbo’s interior. The door panels, with their textured inserts, were especially nice for an affordably priced car. I recall being similarly impressed by the style and materials of the Jeep Liberty’s interior. After years of low quality interiors, it seems Chrysler has turned a corner. I just wish their regular cars were as stylish and well-outfitted inside.

Accommodations

I’ve already mentioned the turbo-specific seats. Though not quite suited for a sports car, they’re easily bolstered enough for a relatively tall vehicle. They are firmer and better shaped than the seats in the Vibe and Matrix, and contribute to the overall impression that the PT Cruiser is a more substantial, higher quality vehicle.

Even with the power seat in its lowest position the driving position is still very high. I personally cannot imagine ever raising the seat. The height adjuster does not adjust the tilt of the seat, I suspect to keep the cost down (Chrysler charges only $100 for this feature as a separate option.) The view out is expansive in all directions, with thin pillars and plenty of glass.

The rear seat is very comfortable for two people. The PT’s high roof allows the seat cushion to be positioned well above the floor, so thigh support is quite good. Legroom is nearly as plentiful in the rear seat as it is up front—more than forty inches. This is the sort of statistic usually only seen in a large car. Everything is not large-car-like back there, though. The PT is a narrow vehicle, so three people shoulder to shoulder would be a squeeze.

Even with the rear seat up cargo volume is plentiful, over nineteen cubic feet. To carry huge quantities of stuff the rear seat and even front passenger seat can fold forward. For maximum cargo volume, the rear seat can be removed. With the rear seat out, the PT offers ten cubic feet more capacity than the Vibe/Matrix, despite being a few inches smaller in both length and width.

On the Road

I have not driven a PT Cruiser equipped with the standard 150 horsepower 2.4 liter engine. From what I’ve read many people find it a bit weak. With the automatic, 0-60 is somewhere on the wrong side of ten seconds. These people will have no such problems with the turbocharged version of this engine, as horsepower jumps to 215 (at a fairly low 5000 RPM) and torque jumps even more, to 245 ft-lbs. (at 3600 RPM). These stats suggest a healthy dose of midrange power, and driving the car provides confirmation. Floor the accelerator, and speed builds quickly, with the transmission snapping off firm shifts near the redline. According to Car and Driver, sixty is reached in well under eight seconds. In my mind, this is as quick as this sort of vehicle needs to be.

Better than these full throttle stats, the turbo’s midrange power largely removes any need to floor the throttle and/or go anywhere near the redline. In most driving situations just a few inches of throttle will do. Though some turbo lag is perceptible from time to time, generally the car feels very responsive. Since the PT remains much more a cruiser than a sports car even in GT form, this satisfying punch through the midrange at considerably less than full throttle fits well with the character of the vehicle. (In contrast to the fit between Vibe GT and its high strung powerplant, for example.)

The PT Turbo suffers are a surprisingly small amount of torque steer given the huge amount of torque for a vehicle of this size. I don’t know how Chrysler managed this, but many other automakers could learn something here. Especially Nissan.

The only issue I have with the PT Turbo’s powertrain involves slight surges and lulls as the engine gains speed at part throttle. Most people won’t even notice these. I generally don’t care for the noises made by four cylinder engines, and this one is no exception, but in this instance I’d rather have the torque of this engine than the smoothness of a less powerful six (such as Chrysler’s 2.7 liter unit).

Handling is good for such a tall vehicle. The steering is quick, nicely weighted, and provides good feedback. Lean in turns is definitely present, but not excessive. I am used to driving with my rear much closer to the road, so the PT felt a bit tippy in fast turns at first, but I soon became acclimated. Though the PT Turbo is certainly no sports car—the height of the driving position alone precludes this—it is very enjoyable to drive around town.

Even with the turbo’s stiffened suspension ride quality remains good. The ride can be a touch jittery at times, but is rarely rough. Road noise is present on most surfaces, but it rarely becomes intrusive. Wind noise is low. Compared to the Vibe/Matrix twins, the PT feels like a much more solid, more substantial vehicle. From the driver’s seat it is hard to believe that the Vibe/Matrix is actually a bit larger.

The PT Cruiser’s substantial feel does come at some cost. It weighs about four hundred pounds more than the similarly-sized Pontiac Vibe and Toyota Matrix, and this takes its toll on fuel economy. Compared to the 180-horsepower Matrix, the PT turbo’s EPA ratings are four to five miles per gallon lower. In regular driving I suspect this equates to low twenties vs. high twenties. All of these cars require premium gas with their performance engines.

Pricing

The 2003 PT Cruiser GT Turbo starts at $22,955. The automatic adds only $290, much less than with non-turbo PT Cruisers. It is not clear why this is. An option package including side airbags, leather, sunroof, power driver’s seat height adjuster, and chrome wheels adds another $2,280. The last I personally don’t care for, but this package is the only way to get leather. Seat heaters and a six-disc in-dash CD changer add a final $400, bringing the total to $25,925. The $1,500 rebate currently available brings this down to $24,425, and the dealer discounts available now that “PT mania” has passed should bring the price to under $24,000. (Edmunds doesn’t list this car yet, so I’m guessing on the discount.)

The turbo adds $3,000 to the price ($2,600 automatic to automatic). So if you are satisfied with the base engine there is money to be saved. Of course, another route is to do without the option package. Even the base turbo model is well equipped, and costs $21,895 with automatic after rebate with the mandatory $150 “Autostick” option. Figure $21,500 or less after the dealer discount. Because some competitors are not available with leather, I’ll use this base GT Turbo as the basis for price comparisons.

The only automatic transmission vehicle with similar dimensions and acceleration is the Toyota Matrix XRS. (An automatic is not available with the Vibe GT.) With 17” wheels, the Matrix costs $19,965. Edmunds suggests that dealers do not discount these. Although the Chrysler costs about $1,500 more even after rebate and dealer discount, I feel it is worth the extra cash. The Toyota feels flimsy in comparison, and lacks the midrange grunt of the Chrysler.

A closer match in refinement, ride quality, and midrange power is the VW Jetta wagon with the 180-horsepower 1.8-liter turbo four. (My review of the Jetta sedan can be found here.) VW claims that the Jetta wagon offers even more cargo volume than the Chrysler, though I find this hard to believe. (Methods of measurement do legitimately vary a little from manufacturer to manufacturer.) The Jetta with 17” wheels lists for $23,690, and dealers discount this car about $300 according to Edmunds. Add leather, sunroof, and upgraded stereo and the sticker jumps to $25,980. After discounts the VW is roughly two thousand dollars more than the PT Cruiser. How much is German engineering worth to you? Are you willing to drive a conventional wagon?

Last Words

I was more impressed with the PT Cruiser GT Turbo than I expected to be. Though definitely better suited for cruising than hurtling along a curvy road, it’s quite fun to drive. Most unexpected was the quality of the interior and the impression of substance compared to the Pontiac Vibe and Toyota Matrix. Add in a surprisingly roomy interior, and the PT Cruiser in turbo form comprises a very well-rounded product. I’m still not sure the styling will age well, but the rest of the vehicle certainly has what it takes to go the distance.

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Amount Paid (US$): 25,925
Model and Options: Automatic, heated leather, sunroof, CD changer