As our testers were equipped, price between them is about as close as can be. The Bonneville lists a base of $23,800. Chrysler had yet to finalize Concorde prices by our deadline-our tester was a "C1" prototype, two stages away from a ready-for-sale example-but after playing guessing games with Chrysler representatives, we estimate the Concorde will enjoy a slightly lower starting price than the Bonneville of about $22,500. Our Pontiac tester boasted a California value package that included a compact disc player, variable-effort power steering, remote keyless entry system, leather trimmed seats, and 16-inch aluminum wheels. Residents of the People's Republic of California can purchase this Bonneville for $24,595, but it's $26,400 elsewhere in the United States. Our guesstimate for a Concorde LXi outfitted the same as our tester was $26,000.
Rather than the jalapeo-hot Bonneville SSE, with its 240-horsepower supercharged V-6, we chose the merely spicy SE and the naturally aspirated version of the same 3.8-liter OHV Series II V-6, which reaches a still lofty peak of 205 horses at 4000 rpm. It's newly mated to the high-torque-capacity 4T65-E four-speed automatic transmission, which features both normal and performance modes. Select "performance" and the computer carries the engine higher in the rev band before shifting, and more eagerly downshifts in off-throttle situations.
While General Motors continues to make excellent use of veteran pushrod designs, Chrysler has joined most other manufacturers in the rush to overhead cam, multi-valve engines, a stampede partially prompted by OHC's ability to more precisely control the combustion process and, thus, reduce emissions. For Chrysler, this means its aluminum-block V-6s-the all-new 2.7-liter/200-horse SOHC and the unrelated 3.2-liter/225-horse SOHC-now meet California's Transitional Low Emissions Vehicle specifications and, after a few upgrades planned for 2000, will be clean enough to achieve Low Emissions Vehicle standards. The 3.2 is a radically revised version of the cast-iron-block 3.5-liter/214-horse SOHC that debuted along with the LHs in '93. Compared to the 3.5, Chrysler says the 3.2 is 10 percent more fuel efficient and produces 20 percent fewer emissions. Certainly the 3.2 is quieter and smoother than the powerplant it replaces. The 3.2 is mated to the silky 42LE four-speed electronically controlled automatic.
A question that must have the wielders of computerized performance predictors in a tizzy: Why is the 225-horse Concorde significantly slower than the 205-pony Bonneville? Neither was traction-limited on the start line, gear ratios imply Chrysler benefit, and the Bonneville's fractionally lighter weight shouldn't account for 0.8-second 0-60 mph. Pontiac claims an advantage of about 10 pound-feet of torque at 2000 rpm, but that edge is virtually nil at 3000 rpm. Both engines' peaks-which occur at the same 4000 rpm-are separated by but 5 pound-feet (230 for the Bonneville 225 for the Concorde). Perhaps there's a break in the Concorde's corral somewhere between the flywheel and the tires or a difference in dyno calibrations.
Both cars employ MacPherson struts in front and Chapman struts (which is what MacPherson struts are called when they're the rear suspension) in back. Both had 7.0-inch-wide, 16-inch-tall wheels fitted with P225/60 Goodyears-S-rated Eagle LSs on the Pontiac, T-spec Eagle GAs on the Chrysler. But the news is on the Concorde's new chassis, which is significantly stiffer thanks to features like new cross-car beams that connect reinforced front suspension towers. The Concorde also gets revised suspension geometry and larger strut pistons. To reduce unwelcome noise and vibration, there's a new steel cradle for engine and front suspension and, in back, a newly isolated aluminum suspension cross-member.
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