The R/T suspension is tuned stiffer still, and rides on wider tires. The SE has 16-inch wheels with P205/60HR16 tires; R/T uses 17-inch wheels with P215/50HR17 rubber. The larger tires feel more aggressive when turning, and ultimately improve the coupe's agility.

Still, the basic suspension layout is same for both models, and includes MacPherson struts up front with lower A-arms. Shock tower bracing increases chassis rigidity. In back, upper A-arms combine with lower lateral and semi-trailing links and coil springs. Anti-roll bars, which reduce body lean in corners, are standard. Straight-line stability and highway ride are particularly good, although we think the old Avenger might have felt a little more confident when charging hard through a turn. The tires offer good grip, but generate a hissing sound at highway speeds.

Stratus SE is powered by a 2.4-liter four-cylinder engine with a single overhead camshaft, four valves per cylinder and sequential multi-point fuel injection. Output reaches 147 horsepower with a manual transmission, and 142 with an automatic. That's good enough to beat the base engine in the Toyota Solara, and comes close to matching the power of Honda's Accord. The four-cylinder engine feels energetic through all the gears, but it also works pretty hard. To maximize the power you must run the revs high, and it gets a bit noisy in the upper-rpm range.

On the other hand, the 3.0-liter single-cam V6 (standard in R/T, and part of a $1710 package in SE) delivers brisk acceleration. It develops 200 horsepower at 5500 rpm and 205 foot-pounds of torque at just 4500 rpm. That's as much or more power than other V6 competitors. Nail the throttle and the R/T goes, whether starting from the gate or overtaking a slower car. When cruising, the V6 produces a sporty exhaust note pleasing to enthusiasts. Overall, the character of the Stratus R/T lies somewhere between that of a pony car (Camaro, Mustang) and a more refined Japanese coupe.

The standard five-speed manual is a short-throw stick that moves effortlessly fore and aft, with smooth clutch engagement and easy up-shifts. The optional four-speed automatic contains an adaptive controller tied to a computer that quickly learns a driver's habits and manipulates shift patterns to suit their driving style. Take it easy, and the transmission shifts gently at relatively low engine speed. Stomp it and it stays in gear longer for better acceleration. Tackle a long downhill descent and it drops down a gear to add engine braking. With the AutoStick, you can slide the automatic shift lever into manual mode for shift-it-yourself entertainment without having to pump a clutch pedal.

The R/T and 3.0-liter SE both come with four-wheel disc brakes that bring them to a quick stop. Slam on the brakes and optional ABS steps in to prevent wheel lockup, helping you maintain steering control in an emergency braking maneuver. The four-cylinder SE coupe comes with rear drum brakes, and ABS is not an option. Traction control, available on R/T automatics, is useful to reduce front wheel spin when accelerating on wet pavement.