For the past eight years the Chrysler PT Cruiser has taught small car
I quite like the look of the PT's facelift. (Photo: Justin Couture, Canadian Auto Press)
buyers a lesson - space and room don't necessarily mean you have to conform; not to style and not to tradition. And while the PT is still viewed by some to be a retro statement or fashion accessory, beneath its skin it remains an impressive engineering feat of practicality which many have imitated but few have equaled. From this light, you can see why Chrysler is keeping the PT alive with a significant overhaul for next year, while its mechanical relative, the Dodge SX 2.0 (Neon) will pass into history. But in the face of a segment that's rapidly filling in, is Chrysler's update enough to lure in newcomers while pulling existing buyers back for more?

Like the concept the PT was based off, the '06 model gets scalloped headlamps. (Photo: Justin Couture, Canadian Auto Press)
To mark this major update, the styling of the PT 'sedan' has been doctored ever so slightly. Its nose now bears half the grille it once did, accented with chrome and cut off at the front bumper, while the headlamps are now scalloped like the concept car that preceded the original PT. Following the profile, we arrive at bulged fenders that have been sheared back with flat faces to yield a trimmer appearance. This minor nip and tuck surgery also includes new front and rear fascias with squared-off bumpers, and new clear turn signal indicators integrated into its teardrop shaped tail lamps. With multi-spoke alloy wheels, classic push-button door handles and a grille all plated in chrome, the PT goes from being a misfit to fitting in with the cool '40sFilm Noirestyle, like the 300C; a unique approach that is missing from the Pacifica and Sebring.

Earlier this year I drove a pre-facelift PT, in base, bare-bones form.
Believe it or not, this bodystyle was called a 'sedan' in the '40s. Nowadays, we're not quite sure. (Photo: Justin Couture, Canadian Auto Press)
Dynamically, the new PT is essentially unchanged as the update focuses more on aesthetics and quality than on dynamics. For those of you who haven't yet driven a PT, this means, unencumbered but slow-geared handling through the well-weighted helm-sized steering wheel. This time around, I tested a PT in Classic guise, which came equipped with the PT sports 'Touring' tweaked springs and dampers plus a set of multi-spoke alloy wheels wrapped in 55-series Goodyear Eagle LS tires. It cruises quite well, its soft, loping ride hushing the noise and impact of Toronto's weather-beaten city streets. But then again, I wouldn't expect anything less; after all, 'cruise' is an integral part of the badge on the fender.

The differences on the road in the new car are ones that you won't
Standing tall and proud... the PT continues, even though its relatives, the SX 2.0 and SRT-4 have passed on. (Photo: Justin Couture, Canadian Auto Press)
necessary feel through your fingertips, or by the seat of the pants. You hear them instead, though, to be more accurate, it's more likely what you don't hear that makes the difference. Chrysler claims that the new car is up to 5 percent quieter, in its press release, but quite frankly it feels even quieter than that. At highway speeds, and particularly in heavy crosswinds, wind noise is no longer as pronounced, even though its windscreen is upright and its body rivals the proverbial barn door for aerodynamics. Likewise, many other noises, such as those from its HVAC system, engine, and the road underneath, that otherwise plagued the old PT are now hushed significantly. These reductions are the result of improved seals and higher quality insulation in key areas.

Equally as pleasing is what Chrysler has done to the interior. If you come expecting the dated looking retro styling, questionable ergonomics and cheap feeling materials from the previous model, mildly reworked, you'll be greeted with a big surprise when you open the door. Chrysler has completely overhauled the entire interior, working to improve all of the aforementioned (major) criticisms about the PT's cabin. It's an improvement that you really have to see in person: not one square inch has gone without inspection, feeling fundamentally different, even though the foundations, such as the upright driving position, symmetrical dashboard and trucker-style gearshift leaver remain. The rear-seat power window switches, while still grouped on the back of the armrest, have thankfully been relocated to a higher position that's easier to reach.

Flatter fenders and new wheels are amongst the updates on this Crusier. (Photo: Justin Couture, Canadian Auto Press)
The old PT's interior may have been retro, but the new PT's is retro done right, and not only from a visual or quality perspective. The new rectangular centre console, electroplated in satin-finish silver, is far better organized, placing the stereo above the new HVAC control system - the way it should have been in the first place! The window switches still reside at the top of the console, kept in company by an analogue clock borrowed from the 300 and a pair of '360 degree' ball-style air vents. Also new are the gauge pods, enlarged to fit exquisite looking white-faced instruments, and Chrysler's EVIC digital trip computer. From a practicality standpoint, the PT also sports revised cupholders, a new coin holder and two 12-volt DC outlets.

The armrest-style captain's chairs with Caravan-style fold-down armrests
My favourite bit: the interior. I can't stress how much of an improvement this is over the previous model. (Photo: Justin Couture, Canadian Auto Press)
have been exchanged for new low back buckets featuring open-style headrests, trimmed in trendy-looking 'Bauhaus' premium cloth; a great improvement over the previous car's static shock inducing trim. By opting for Classic trim, all the basic amenities are covered, like power mirrors, windows, keyless entry, and the new big corporate stereo with all-important MP3 input. You're not really missing out on any luxuries either from the more upscale Touring, as the only differences in trim are chrome splashes around the cupholder tray, the option of power leather and suede seats, satin-finish steering wheel spokes and, on the GT, carbon fibre effect trim on the dash.

Electroplated console, round vents and dash-top clock add a touch of elegance amidst seemingly endless practicality. (Photo: Justin Couture, Canadian Auto Press)
I can only really think of two cons with this interior, and they're quite minor. Those "tree branches" that are the indicator stalks look firm and hefty, but feel wobbly. I'm afraid to actuate them with any sort of conviction, as they seem as if they're about to snap loose in my hands. Much the same can be said about the cruise control stalk on the steering wheel, which wobbles about at the gentlest touch. Secondly, the armrest-storage bin, while useful with its 6-CD storage capacity and 12-volt charger, wiggles even under the weight of my rather light arm. While it doesn't feel like it's about to snap off, the storage bin's insides have sharp, untrimmed edges. It doesn't exude the solidity or refinement that the rest of the interior does.

If you can't fit it into the PT, then the purchase of a larger vehicle like a minivan or station wagon is justifiable. (Photo: Justin Couture, Canadian Auto Press)
Offsetting the all-new interior is a completely unchanged cargo area. That's good, considering it's the one area that doesn't get enough attention. Unlike the 'as-low-as-you-can-go' base model, the Classic gets the flat-folding front passenger seat that allows an eight-foot long ladder to be swallowed up. For shifting big, boxy items, a quick tug on a latch and the rear seats tumble forward to create a flat loading floor, and a much deeper trunk. If your cargo still doesn't fit, the rear 30/70 split bench can be removed, and rolled into storage via castors. For knick knacks and road-atlases, revised door pockets, a larger glovebox and a decent-sized dashboard cubby should help keep things organized, while the trunk itself has a 12-volt power outlet and a variable-position parcel shelf.

Not that quick, not that efficient: 2.4 Turbo is an option best left off the list. (Photo: Justin Couture, Canadian Auto Press)
Under the clamshell style hood, the PT can be had with one of three engines, a base 2.4-litre naturally aspirated motor that makes 150 horses and 165 lb-ft of torque. For $2,700 more you can upgrade to a turbocharged version that makes 180 horses and 210 lb-ft of torque. The unfortunate part of this upgrade combo is its compulsory mate, a four-speed automatic gearbox. Like any automatic, ease of operation is part of the package, but this particular transmission seems to have swallowed a good 20 percent of the engine's torque, making this steamer of a powerplant strangely lethargic. You really have to boot the throttle before the gearbox kicks down to get any remarkable forward progress, though rest assured, it's not turbo lag. Instead, the four-speed automatic also prefers that you 'cruise', encouraged with its tall ratios and decidedly mellow shift points. Chrysler's AutoStick manumatic would certainly help, but it's locked out to GT models only.

Low boost on turbo'd motor means no lag. (Photo: Justin Couture, Canadian Auto Press)
Though the 180-hp engine shares its speedy genes with the rapid SRT-4, the progress of this particular model isn't very wooshy; it just doesn't seem much quicker than the naturally aspirated PT I drove last time around. Instead its strength becomes apparent during passing maneuvers and at higher speeds, where its broad torque curve makes itself present. But to make front-seat passengers grab hold of that new roller-coaster style handlebar, you'll need to dip into your savings for the GT Cruiser which pairs the high-output 220 hp version to a manual gearbox. GT aside, the cost of the lower output turbo upgrade also comes at the pumps: in a week of light 'cruising' I only managed 12.5 L/100 km - yes, that's SUV mileage. It's probably worth keeping in mind that my tester was a just-delivered car, within its break-in period, its motor still tightly wound. On the plus side, it runs on regular - rather than premium unleaded - something worth measuring.

With an as-tested price of $30,045, nearly all corners of the options list
While luxuries like a one-touch sunroof and high-quality stereo are nice, PT is best sampled in base-spec. (Photo: Justin Couture, Canadian Auto Press)
have been explored, including a power one-touch sunroof, surprisingly good 368-watt Boston Acoustics upgraded stereo and subwoofer, fancy wheels, everything that is, except ABS brakes. Yes, that's right, at that price (nearly double the MSRP of last year's value-leader special) youstilldon't get ABS brakes as standard, one of the best accident-preventing features available, in my opinion, and something that should be standard over $30K. But the PT is best sampled in value maximizing 'base' trim, a bit more than half the asking price. You get all of the facelift's interior improvements, as well as power locks, the MP3 stereo head unit and convenience lighting. Add ABS brakes, air conditioning and perhaps keyless entry, and you're set to go for under twenty five grand, MSRP.

Revised PT shows that even after all these years, the competition still has much to learn. (Photo: Justin Couture, Canadian Auto Press)
For 2006, Chrysler has cleaned up the PT range, slashing off the Limited trim line and removing the Classic from the convertible model. You're left with only the base PT Cruiser, the as-pictured Classic, and the upscale Touring and performance GT. On the plus side, despite the considerable upgrades, the PT won't cost much more than before, starting at $21,675, a reasonable value considering the sheer amount of metal for the money, though this value-leading position may be handed over to Dodge's Caliber, which will be coming onto the market midway through next year. For the time being, the PT is well-prepared to soldier on against the copycat HHR and the recent spring up of tall wagons and MPVs, which should buy Chrysler enough time to come up with an idea as clever and as useful as the PT for future consideration.

Specifications (Chrysler PT Cruiser Classic)
  • Price Range: $22,370 - $30,710
  • Price as Tested (MSRP): $30,045
  • Body Type: 5-door hatchback
  • Layout: front engine, FWD
  • Engine: 180 hp, 210 lb-ft, 2.4L, DOHC, 16-valve I-4, turbocharged
  • Transmission: 4-spd auto
  • Brakes (front/rear): disc/drum
  • Dimensions (L/W/H/WB): 4,288/1,704/1,600/2,616 mm (168.8/67.1/63.0/103.0 in)
  • Tires: 205/55R16
  • Cargo Volume (seat up/seat down): 538 / 1,818 L (19 / 64 cu ft)
  • Fuel Economy (city/hwy): 11.4 / 8.1 L/100 km
  • Observed Fuel Economy: 12.5 L/100 km
  • Warranty (mo/km): 36/60,000 comprehensive; 60/100,000 powertrain
  • Competitors: Chevrolet Optra Wagon, Dodge Caravan, Ford Focus ZTW, Honda CR-V/Element, Kia Spectra5, Mazda 3 Sport, Pontiac Vibe, Subaru Impreza Wagon/Forester, Suzuki Aerio, Toyota RAV-4/Matrix, Volkswagen Jetta Wagon
  • Website: www.chrysler.ca