Dodge

Today's UCOTD is a 1978 Dodge Ram Charger that runs, has some rust, needs to be restored, and will set you back $7,000.

We haven't featured too many Dodge Challengers -- if we've featured any at all -- in this slot. So, today, we've got a nice 2010 Dodge Challenger R/T for you.

Today's UCOTD is clearly a project car -- but it runs.

This 1988 Dodge Daytona Shelby Z needs a lot of work, which is why the price is low, but it's not up on blocks.

After a long period of hiring and widespread labor shortages, some companies are looking to cut back on staff to prepare for uncertain economic times ahead. Earlier this month, we learned that thousands of GM employees took the company’s offer for a buyout, which helped it avoid mass layoffs. Now it’s Stellantis’ turn, as the automaker is offering money to lure around 3,500 hourly workers out of their jobs.

Today's UCOTD is a hot-rod wagon for a reasonable price.

We haven't featured Dodge Vipers in the space often, for a variety of reasons, but it's always cool when one comes up for sale.

This 2005 Dodge Viper is Race Yellow and it's on its second owner.

Today's video of the week is an easy one.

If you missed the livestream of Dodge's Last Call, or want to see it again, here you go.

You may have already seen the first ad for the 2023 Dodge Hornet – it’s a spoof of disaster-movie trailers and it includes a man standing in a city, arms wide open, shouting “let me feel your sting!”

I felt the Hornet’s sting during a day of driving through North Carolina. And I didn’t even need an EpiPen.

You may have noticed one of the pictures I added to Mr. Guy's Dodge Challenger 170 story after the car's unveiling was of the vehicle being airlifted onto the Las Vegas Motor Speedway dragstrip via helicopter.

You'd have seen the whole production if you watched the Roadkill livestream.

Sometimes, when a long-serving person with a great record retires from a company, the place will throw one helluva party. Dodge has been doing the same for its Charger and Challenger, the aggro cousins that are departing at the end of this calendar year.

The final iteration of this beast? The outrageous Challenger SRT Demon 170 will be one for the history books – and we won’t even make ya click the jump to find out why. Here’s the key stat: 1,025 horsepower and 945 lb-ft of torque.

I am once again working from a hotel room -- this time in Las Vegas -- in advance of attending a press event.

This time, I am here to see what Dodge has on hand to send off its muscle cars in style.

When the 2021 Dodge Durango Hellcat launched, Dodge told the world that production would be limited.

Well, in a wanton act of capitalism, the brand has backpedaled on that and chosen to build more.

One owner is so incensed about the potential hit to resale value that he's planning to file suit over it.

I am sitting in a hotel in Asheville, North Carolina, wondering why the cold weather followed me from Chicago.

I'm here to drive the Dodge Hornet.

Car enthusiasts love a hot-rod wagon, and this 2006 Dodge Magnum SRT8, available for $27,000, might just fit the bill for you.

We had a project-ready Ford Thunderbird last week, and today we're featuring a 1982 Dodge Rampage that needs some work. Actually, two of them.

The Takata airbag problem was one of the most publicized automotive catastrophes ever. Major automakers issued massive recalls to replace the dangerous airbag units, which could rupture and send shrapnel into the passenger cabin. Anyone alive in 2015 would’ve been unable to ignore the constant drumbeat of press around the recalls, so it’s surprising to hear that we’re still trying to round up owners of affected vehicles.

I almost didn't pick this car because the ad copy is thinner than a sliced piece of deli meat, but I couldn't resist because seeing a slightly-used car priced under MSRP at just a year old is pretty rare right now.

If you’re looking at the state of the auto industry and thinking that the days to buy a rowdy sports car with a manual transmission are numbered, you’re correct. It’s exceedingly difficult to find a new car with a manual option, let alone a supercharged V8-powered sports car with one. Dodge is here to save the day, at least for a year, with a manual transmission option for the Challenger SRT Hellcat. 

If you like old-school large SUVs, this Ramcharger might catch your eye.

And if you have a gun, that might be all you need to make it yours.

Earlier this year, the speed freaks at Dodge rolled out their Charger Daytona SRT Concept car, an all-electric glimpse into the brand’s future. At the time much noise (literal and figurative) was made about its style and so-called Fratzonic chambered exhaust – the latter remains the source of much debate.

What they didn’t tell us were power numbers – until now.

The Chrysler 300 was the first production car to use the LX platform and was arguably the most important as well. We discussed the debut and styling of the exciting new 300 in our last LX platform installment. When it debuted in 2005 with retro-inspired muscle car styling and a good deal of Mercedes-Benz componentry, it garnered an immediate and positive impression from the buying public with its looks. But did it fare as well on its interior? Let’s find out.

Thus far in our Chrysler LX platform coverage, we’ve discussed two designs that never made it past the working concept stage. The first of those was the Airflite, a Crossfire-styled hardtop hatchback, while the second was the larger Nassau which was also a hardtop hatchback. Neither of them had pillars, and both focused on the future of car design. 

Journalists made incorrect predictions at the debut of both concepts and stated that the Airflite (in 2003) previewed the upcoming 300’s styling, while the Nassau (in 2007) was a sneak peek at a new styling direction for the 2008-ish revamp of the then-current 300. While those assumptions were wrong, a never-debuted Nassau design from 2000 was the actual genesis of the 300’s styling. And it appeared on the new LX platform in 2005. 

As the Chrysler LX platform heads toward its demise after the 2023 model year, Rare Rides Icons is making its way through the various large-ish vehicles that used the platform these past two decades. The starting point for this series are the original LX concepts that never made production. We covered the Airflite (basically a Crossfire hardtop hatchback) last week. And today we’ll take a look at the larger, more luxurious, and more obscure Nassau concept (of which there were two).

The sixth of seven Last Call editions crafted by the speed freaks at Dodge has been unveiled, showing up for duty as one which makes reference to a muscle car that haunted Woodward Avenue in the 1970s. And, yes, it even has a vinyl roof – kind of.

In the long parade that is the series of Dodge ‘Last Call’ special edition cars celebrating, we find the 2023 Charger King Daytona as the second-to-last entrant in their big send-off party. For the occasion, gearheads at Dodge have cranked the wick on a Hellcat Redeye engine to an eye-popping 807 horsepower.

Big change is in the air at Chrysler and company these days, as the rear-drive LX platform heads off into the sunset. With a longevity of two decades - far beyond the reach of the majority of current platforms - it seems fitting to eulogize the LX at this juncture. The end of the LX represents more than just the end of the rear-drive internal combustion vehicle at Chrysler.

It’s also the end of two gasoline-powered Dodge muscle cars, the Charger and Challenger (only the Charger returns as an EV). The LX is also the basis of the last two remaining full-size American sedans: Charger and 300C. In 2023 all the last LX-based vehicles will roll off the line, wearing their various gaudy special edition gingerbread. Before that time comes, we should consider all the cars that brought us to this point.

The speed freaks at Dodge pulled a two-fer yesterday with what are technically the third and fourth of seven Dodge special-edition "Last Call" models. Called the Swinger, they’re based on the R/T Scat Pack trim and are both Widebody models – but no word if there’s a pineapple included to display in the windshield when parked.

Dodge recently announced that the iconic Charger and Challenger models would be sacrificed in the name of electrification next year — releasing the battery-powered, two-door Dodge Charger Daytona SRT Concept to show the public what might be on offer in the near future. But the language used felt somewhat noncommittal, as if the company was really just testing the waters to see what V8-obsessed Mopar fans were willing to tolerate. Meanwhile, Stellantis has opted to eliminate the brand’s high-performance SRT (Street and Racing Technology) division. 

Executives have attempted to spin this as good for the company, suggesting that integrating Dodge’s performance-focused engineering team into the broader pool will mean better cars across the board. But I’m worried about my favorite American brand and am wondering if anyone else on the road feels similarly. 

Dodge just pulled back the curtain on its newest vehicle, the Hornet crossover, but there are already rumblings of discontent from other brands within the Stellantis family. Dodge based much of the Hornet’s underpinnings on the Alfa Romeo Tonale, a move many within the Italian brand are unhappy with.

Who else but Dodge could be trusted to design and patent an honest-to-Mopar exhaust system for an electric car? Hell-bent on the concept that their customers are intent on continuing their raucous ways long after the last internal combustion engine has gone silent, Dodge figures their target market wants to announce their presence instead of gliding silently into the room.

As someone smack in the middle of this demographic and holding the keys to a V8-powered Challenger,  I feel compelled to say they may have a point.

The self-proclaimed muscle car brand is finally dipping a toe into the ultra-hot (and ultra-competitive) compact crossover market. It will launch as a 2023 model – the first new Dodge in recent memory, it should be noted – with the choice of a gasoline powerplant or a plug-in hybrid. 

And as part of the festivities, Dodge is bringing back a trio of consonants from their history books: GLH.

In the face of an inevitable EV onslaught, Dodge is determined not to go quietly into that good night. Yesterday, they showed plans for a half-dozen Charger/Challenger special editions for its final model year in 2023, tag-teamed a shop in Florida to make Chally convertibles, and heralded the return of the Durango Hellcat.

Recently, Dodge made news by saying its beloved V8 performance cars are going full EV in the not-too-distant future. BMW is talking about a similar transition.

A few days ago, MotorTrend reported that even as the overall market makes a shift towards electrification, the big fuel-sucking V8s that supply so many grins in the Challenger and Charger weren't going anywhere.

A story in MotorAuthority begs to differ.

Unless you’ve been living under a rock since 2019, you’ve probably realized that just about every major carmaker has plans to go “fully electric” at some point in the rapidly approaching future. That’s going to mean big changes in the way we buy and use cars, obviously— but change is hard, and not every company is going to be willing or able to make those changes.

That equally obvious fact begs the question: who’s not gonna make it?

In a captive import enterprise that began in 1979, Dodge sold Mitsubishi’s compact pickup (aka Mighty Max in North America) to compete with the likes of the Ford (Mazda) Courier and the Chevrolet (Isuzu) LUV. Badged as the Ram 50, the truck was sold through two generations, 1979-1986 and 1987-1994. By the Nineties, the second-gen was showing its age, and Dodge decided it would rather focus on its own midsize truck, the Dakota.

But there was another captive import that arrived at the very same time as the second edition of the Ram 50. Say hello to the Raider.

Dodge CEO Tim Kuniskis has effectively indicated that the brand will be rebadging Alfa Romeo Tonale to better tackle the subcompact crossover segment. Called the Hornet, the vehicle harkens back to the miniature MPV (pictured) that debuted back in 2006 of the same name. At the time, the plan was for Dodge to release the model in Europe in 2010. However, the financial crisis forced Fiat Chrysler Automobiles to restructure, with the boxy hornet Hornet being one of several casualties.

The concept has since been revised, with Kuniskis confirming the vehicle’s summer debut with The Detroit News. While the CEO said the company would like to introduce the model in August between the Dodge-sponsored Roadkill Nights and Michigan’s annual Woodward Dream Cruise, he noted that supply chain disruptions could force a revised timeline.

“This gray hair that I’m getting? It’s not COVID, it’s not lockdowns, it’s supply chain, man,” Kuniskis said during a virtual news conference. “But every single thing we’re doing is like in Jell-O right now, because it’s so hard to plan anything.” At this point, it’s getting hard to drum up sympathy for the industry. People are paying out the nose for vehicles because of the automotive sector’s collective inability to manufacture at scale. Granted, not every setback can be pinned on the manufacturer. But we’re over two years deep into constant disruptions, relentless product delays, and dealerships robbing people blind with very few tangible solutions being offered. Though even if Dodge continues having problems, you may still be able to nab something closely related to the Hornet. Alfa Romeo has already revealed the Tonale and it looks as though Stellantis plans on using it as the template for the similarly small Dodge. From The Detroit News:

He declined to confirm where the vehicle will be built, but it’s set to be assembled alongside the Alfa Romeo Tonale at Stellantis’ plant in Pomigliano, Italy, according to AutoForecast Solutions LLC. In February, Alfa revealed the four-door Tonale, its first subcompact SUV that launches in June with deliveries to the United States expected to arrive before the end of the year. It comes standard with a gas-powered 2.0-liter turbo-4 engine, but also is available as a plug-in hybrid (PHEV) with 272 horsepower from twin electric motors mated to a 1.3-liter turbocharged engine.

Previously, the Hornet was a concept, two-door small SUV that Dodge revealed in 2006 at the Geneva Motor Show. The brand at the time said it combined American attitude with European function. Dodge trademarked the name for passenger vehicles in March 2020.

The upcoming Hornet is also said to come with a PHEV option, which Kuniskis suggested could launch in 2023. Expect it to be more-or-less identical to Alfa’s crossover with fewer creature comforts and a slightly lower price tag.

“The Dodge brand needs something,” said Sam Fiorani, vice president of global forecasting for AutoForecast Solutions. “They can’t survive the brand on muscle cars. Making a fun-to-drive compact crossover fits into the Dodge brand.”

“You kind of have to move up a price class to get to the real fun-to-drive ones,” he continued. “If it’s under $30,000, it’s usually packaged and sold as transportation, lifestyle vehicles with price being key and fun-to-drive being secondary. It could potentially break open a market for Dodge, especially if they can keep the price low enough.”

Dodge is also supposed to be launching an all-electric performance car the company has cringingly dubbed “eMuscle” in 2024 with its planned debut preceding the Hornet introduction. Mr. Kuniskis suggested this could also be delayed, however. Apparently, the manufacturer is waiting on an important piece he said was “outside of my control, it’s outside our industry, quite frankly” before the car should be shown.

“I’m pushing to get it in the public view and show you what we’re doing and how we’re doing it different as fast as I can,” he said. “Because it drives me crazy that other people are way out in front of their headlights, and I’m not.”

Kuniskis also issued an ominous warning to dealerships and the aftermarket community after musing about electrification and evolving business models.

“There’s a change going on in the industry that’s going to affect our retail partners, our dealers, our partners in this business, and when we go to full electrification across the industry, they’re going to lose a revenue stream that they have today,” he elaborated. “They’re going to see a decrease in revenue and parts and service and maintenance. That’s just a fact.”

The Detroit News also made mention of the stage kits from the Direct Connection performance parts program Dodge had relaunched to sell certified, factory warranty-backed modifications to boost the power on Dodge vehicles when installed by a dealership. Guess what? They’re delayed, too. Though this was a combination of the absent semiconductors and approval by the California Air Resources Board so they can be sold in all 50 states.

[Image: Dodge]

Dodge’s import truck story began in 1979, when the Mitsubishi Forte (or L200) arrived on North American shores, rebadged as the Dodge D-50 and Plymouth Arrow. A captive import like the Colt, the durable Dodge D-50 (later Ram 50) proved itself a solid entrant into the compact pickup truck market. What proved unpopular was the Plymouth Arrow, which did not make it past its initial 1979-1982 outing. The Ram 50 was refreshed in 1982 but was certainly due for replacement in 1987 when the second generation arrived.

Once the Dodge Omni/ Plymouth Horizon, front-wheel-drive econoboxes that began life as Chrysler Europe designs, proved to be strong sellers in North America, Lee Iacocca and his poker buddies decided that a pickup based on the Omnirizon platform would be a fine idea. The result was the Dodge Rampage and its Plymouth-badged sibling, the Scamp. I found one of those cartrucks in a Denver-area wrecking yard a while back.

We finish up our Abandoned History coverage of the long-lived UltraDrive transmission today. The pursuit of simplification, modernization, less weight, and better fuel economy lead to the creation of the electronically controlled four-speed A604 marketed as UltraDrive. The idea floated around at Chrysler in the Seventies and then was greenlit and put into production (before it was ready) by an eager Lee Iacocca. A case of unfortunate timing, the new transmission arrived in 1989 at a time when there was almost no exciting news in Chrysler’s product portfolio. Thus the UltraDrive name was coined by marketing, and the new and advanced transmission was featured heavily in the company’s PR materials in 1989 and 1990.

The UltraDrive’s debut version was prone to numerous types of failures because of fluids and sensors, build quality, parts, really everything. But engineers at Chrysler quickly massaged the A604 into the improved 41TE that was ready for use midway through the 1990 build year. UltraDrive was up and running within acceptable reliability standards per Chrysler. Clearly, it was time to create more UltraDrive variations!

Recently on Abandoned History, we learned about the Colt, a captive import Dodge/Plymouth/Eagle/AMC/Renault sold courtesy of a badge swap on some compact cars from Mitsubishi. During that series’ tenure, one of our readers had a great idea: A separate Abandoned History discussion of the captive import trucks and SUVs in the Dodge portfolio. The time has come!

The recent Rare Rides Icons post on the 1990 Chrysler Imperial Super-K Gingerbread Cookie Edition generated a few comments not only about the subject in question but its four-speed UltraDrive transmission. It seems more than one of you wants a discussion – no – an essay on the UltraDrive. Wish granted! Here we go.

We arrive at the end of our Dodge Colt journey today. Colt started in 1971 as a cooperative program to provide Mitsubishi with a sales outlet in North America, and Chrysler with a compact and fuel-efficient car it didn’t have to design or build. Over the years the Colt evolved with the needs of the consumer and branched out into several different body styles.

Eventually, the tides shifted. Mitsubishi established their own dealerships in the United States (but not Canada) and started selling identical cars as were on Dodge/Plymouth dealer lots. Then, as Eagle came into being it also needed product to sell. Chrysler turned Eagle into its de facto outlet for imports and Mitsubishi cooperative products: Colts of regular and wagon persuasion became Eagles called Vista and Summit, in addition to their Dodge and Plymouth twins.

Last time we left our tale it was the dawn of 1993, and Colts were badged at Eagle dealers as a new generation of Summit. The Vista Wagon name was dead, now called Summit Wagon. Dodge, Plymouth, and Eagle dealers had an exciting new Colt as well! But it didn’t last long.

We rejoin the world of the Colt today, specifically the lineup on sale at various Dodge, Plymouth, and now Eagle dealers in the United States and Canada in the early Nineties. The addition of Eagle to Chrysler’s brand portfolio for the 1988 model year had a direct effect on the future of Colt: Almost immediately the Colt sedan was drafted onto the Eagle team, where it became the more expensive Summit.

Remaining as Colts in the US in 1990 were the hatchback and the dated Colt Vista and wagon. Canadians were offered the contemporary Colt sedan and hatchback, while the Colt Vista was sold over the border as the Eagle Vista Wagon. The Vista Wagon was accompanied in Canada by the old Colt sedan from the mid-Eighties, branded as Eagle Vista sedan and offered only as a very basic vehicle. We pick up at the beginning of the 1991 model year.

When we last left off in the tale of Dodge, Plymouth, and Eagle’s various Colt branding adventures, it was the late Eighties. After a wave of modernization in 1984-1985 where the first Colt sedan appeared and the range extended into the larger and very forward-thinking Colt Vista, Mitsubishi got in on the Colt action and sold a hatchback with its OEM diamond star up front and Mirage lettering on the back. As the Nineties approached, it was time for a new generation of Colts, and more options from a hot new brand: Eagle.

By the early Eighties Chrysler was deep into its product partnership with Mitsubishi, which in North America was most visible via the mutually beneficial Colt. A lineup of rebadged Mitsubishis, the Colt expanded from its rear-drive beginnings in 1971, morphing into a rear- and front-drive mix by the end of the Seventies. In the earliest part of the Eighties, the line was consolidated into a single front-drive hatchback model. Around the middle of the decade, it was time for a fifth-generation Colt and some more lineup expansion. But this time, Dodge and Plymouth dealers wouldn’t be the only ones selling a Colt.

After Mitsubishi vehicles made their way to Dodge and Plymouth dealerships as the Colt in 1971, Chrysler expanded the fledgling model’s lineup quickly. Nine years after its introduction, the third generation Colt offerings (two different Mitsubishi models) were being discontinued. Accompanying the old Colts on the lot were all-new ones, though old and new alike were sold as ’79 model year cars. It’s Twin Stick time.

For the first time since American muscle returned to the assembly line in earnest, Dodge’s Challenger has managed to outsell both the Ford Mustang and Chevrolet Camaro inside the United States. Though Mopar fans might point out that Dodge would win every year if we bothered to include Charger sales in the headcount or were more precise when making determinations about what constitutes a muscle vs pony car.

Regardless of semantics, the Big Three have their performance icons and the Challenger has taken the two-door sales crown for the first time in modern history. Sadly, it was less about Dodge making inroads with new customers than it was about the other brands flubbing things. Performance vehicles aimed at the middle class are presently experiencing a rough patch, with the Challenger having lost the least amount of ground in the last decade.

Chrysler had its first involvement with Mitsubishi Motors Corporation in 1971. With a considerable stock purchase by Chrysler, the two companies’ long-lived captive import cooperation began. Introduced immediately to Americans in 1971 as the Dodge Colt, the nameplate was on its second generation by 1977. We pick up in the middle of that year, as third-gen Colts started to arrive from Japan. In the unusual arrangement, brand new (and differently sized) Colts were sold alongside second-gen Colts during the same model year.

For over 20 years Chrysler offered various Mitsubishi offerings as rebadged captive import vehicles in the North American market. For a handful of years, a Colt at your Chrysler-Dodge-Plymouth-Jeep-Eagle-DeSoto-AMC dealer was the exact same one you’d buy at the Mitsubishi dealer across the street. Let’s take some time and sort out the badge swapping history of Colt.

Today’s Seventies captive imports trio comes to us via suggestion by commenter MRF 95 T-Bird. He wants to see which of the Manta, Capri, and Arrow warrants a malaise era Buy. We’ll straddle two model years today, 1975 and 1976.

“You don’t need it, but you’ll want it.”

It’s a common refrain when discussing bonkers performance vehicles, particularly ones that are based on family haulers. I’ve said a version of that a time or two in reviews I’ve written here and elsewhere. But some cliches are cliches because they’re true.

On the other hand, sometimes just because you want something cool, it’s not the practical choice.

Enter the 2021 Dodge Durango SRT Hellcat.

If you want a large SUV and want performance, Dodge is happy to oblige. I mean, the brand even built a Hellcat Durango, fer chrissake.

Of course, not everyone wants the insanity that is a Hellcat, yet some buyers still want performance that goes above and beyond the norm.

Enter the 2021 Dodge Durango SRT 392.

Our recent Rare Rides coverage of the Chevrolet Citation made one thing very clear: We need more Citation content. Today’s 1982 Buy/Drive/Burn lineup was suggested by commenter eng_alvarado90, who would like to see all of you struggle. Citation, Aries, Escort, all in their most utilitarian formats. Let’s go.

When it launched in 1994, the original Dodge Neon was a different kind of car – and not just because it looked fun and friendly while the outgoing Shadow it replaced was trying very hard to look sporty by the end.

It was different because of its ads, which were simple and non-threatening. The car was kept simple inside, too. A 2.0-liter engine was standard (available in 132 horsepower with a SOHC head or 150 hp with DOHC), and could be had with a 5-speed manual or 3-speed automatic transmission. You could get power front windows, but rear windows were crank-only. What’s more, the cars were genuinely fun to drive in almost any trim level, leading our very own Matthew Guy to label it as one of the best, unheralded performance cars of its day.

Which, I mean, that’s great and all. But what if Chrysler had made a different call with the Neon powertrain? What if we could go back in time again, Sam Beckett-style, and fill the space under the Neon’s hood with the 175 hp turbocharged engine from the Dodge Omni GLH-S, would that car have ended up as an “unheralded” performance car, or one of the all-time classic sport compacts?

Let’s talk it through.

In Part V of the Rare Rides series on the Eagle Premier, I mentioned an abandoned project at Chrysler called Liberty. Announced in 1985, Liberty was supposed to be a direct challenge to GM’s recently announced Saturn brand. Or it wasn’t, depending on what day of the week Liberty was addressed.

Chrysler’s PR department and CEO Lee Iacocca seemed at odds on what the Liberty project was, but they were both sure it was very important and it would build something, probably.

Following the PSA-FCA merger that resulted in Stellantis, Dodge has been promising that it would reinvent muscle cars to become all-electric vehicles. This rattled many Mopar fans, with the hardest day being when the automaker teased what was undoubtedly an EV concept inspired by the original Dodge Charger in July. In an act of true sacrilege, it even carried the Fratzog logo worn by many Chrysler products from the era.

This week, Dodge CEO Tim Kuniskis provided a loose timeline for the company’s planned EV offensive and what we might expect. He also acknowledged that the company knows that some fans of the brand are filled to the brim with trepidation at the prospect of an electric muscle car.

We continue our 1990s-then-2000s series today, following up the last post that featured compact American two-doors from 1998. By the late 2000s, the Escort, Neon, and Cavalier were all dead. In their place were the Focus, Caliber, and Cobalt, and not all of those had a two-door variant. That means we focus on four-doors today. Let’s go.

The Buy/Drive/Burn series has taken on a late Nineties theme lately: Our last two entries represented midsize sedans from 1997. Based upon a suggestion in the comments, we return once more to the period. On offer today are three very basic American compact coupes from 1998.

We continue our 2007 and 1997 sedan series with its fourth installment. We’ve covered V6 Japanese sedans from two different decades, as well as American-branded entries from 2007. Today we step back to the midsize V6 sedan class of 1997. The Big Three beckon you with medium build quality, equipment, and value for money in a midsize sedan; a segment in which only GM deigns to participate in 2020. Let’s go.