Although that extra inch or so counts for a lot, it does take a little more to give a new sport coupe some visibility in a market that's already overflowing with sexy and sinuous shapes.
One glance tells you this newcomer measures up well in exterior styling. Echoing the design theme established by the Chrysler Cirrus/Dodge Stratus sedans, the Avenger looks like it's ready to rumble, an appearance that's reinforced by its Viperish nose.
Some of the smaller 2+2 coupes - such as the Talon/Mitsubishi Eclipse, Honda Prelude VTEC and Ford Probe GT - exude a little more racetrack-readiness. But in a week of cruising, our Avenger ES drew more freeway attention and parking-lot inquiries than any new car we've driven since the Oldsmobile Aurora.
The Avenger utilizes the same basic chassis as the Talon/Eclipse, although its wheelbase is 4.9 in. longer. This chassis was the foundation for the Mitsubishi Galant sedan, and it's a good one - plenty of rigidity and excellent suspension design, which are the wellsprings of crisp response.
A 140-hp DOHC version of chrysler's spirited 2.0-liter Neon engine is standard, matched with a 5-speed manual transmission. A 155-hp 2.5-liter V6 engine matched to a 4-speed automatic transmission - basically the same combination provided in the new Cirrus sedan - is standard on the Avenger ES.
Inside, the Avenger has the same collection of soft curves and flowing lines that help distinguish the Cirrus/Stratus, although the grade of interior plastics used in this car isn't quite as classy as in the former. We expect to see slightly better materials when chrysler's version of this car, the Sebring, comes along this spring.
Materials aside, though, our test car's fit-and-finish looked good, with seams uniform and properly aligned.
Instrumentation is the same as in the Cirrus/Stratus: straightforward black-on-white analog dials that light up with a warm red and gold glow at night.
We have only one small reservation concerning the avenger's interior comfort quotient. That has to do with the front bucket seats, which were cloth-upholstered in our test car. Although they're nicely bolstered, which is consistent with this car's sporty image, they weren't particularly comfortable. The padding seemed a little on the thin side and the shape of the seatback didn't offer very good lower back support, even when adjusted.
Safety features are up to current standards, with dual airbags and side-impact protection. ABS, however, is standard only on the ES model.
We think this car's handling will make a favorable impression when a showroom look-see leads to a test drive.
Although we wouldn't rank the avenger's athleticism with cars such as the Prelude, Probe GT or Talon, and though its steering could benefit from a little more road feel, the Avenger inspires driver confidence the first time it bites into a hard turn - and this partnership escalates from there.
It looks like it's fun to drive, and in the area of handling confidence, the looks reflect the soul of the machine.
However, the avenger's exterior suggests something else about its performance that isn't quite true. The machine may have soul, but it isn't very long on heart.
In a car that weighs between 2800 lb. and 3000 lb., depending on equipment, there's not enough power to raise your pulse rate much, regardless of your engine choice - although the basic 4-cylinder at least allows the fun of a 5-speed manual transmission.
A manual transmission isn't available with the V6, and our response to the performance that goes with the V6/automatic combination is about the same as it was for the slightly heavier Cirrus: Is that all there is?
The Mitsubishi-built V6 is smooth and reasonably quiet in normal operation, but it begins sounding distinctly busy when you go for the gusto. And, after all, there's nothing like the kind of punch available in the premium models of most other sport coupes, great and small.
Like the in the Cirrus, the automatic transmission's gearing doesn't seem well-conceived for passing. If you're in a real hurry and mash the throttle right against the fire wall, the transmission kicks down to second gear, which sends the tachometer needle and decibel levels soaring without adding much additional acceleration.