1996 Dodge Stratus ES vs. 1996 Ford Contour SE Comparison

From weakness to strength: Just last year, two of the major domestic manufacturers, Ford and Dodge, had nothing of interest to offer the enthusiast-minded small-sedan buyer. Do the names Tempo and Spirit ring an off-key bell? Detroit touted both as great values-simple, inexpensive transportation with all the raw excitement of canned tuna. Both these cars performed the dutiful job of commuter motivation, but without a scrap of driving enjoyment.

This year brings us a pair of new small sedans from Ford and Dodge that further the notion (only recently realized by most domestic manufacturers) that simple family cars can actually be fun. The Ford Contour and the Dodge Stratus are both all-new cars, delightfully unrelated to the humble sedans that preceded them. Both display their makers' latest technical advances, along with a refreshing influx of style. Suddenly, the small-sedan class seems a lot more appealing.

Though a quick glance at the spec sheet reveals striking similarities between these two front-drive cars, they were developed in markedly different ways. Chrysler created the Dodge Stratus/Chrysler Cirrus platform as another step in a total overhaul of the company's products and image. Spawned by Chrysler's newly revamped development structure, the Stratus and the Cirrus both come with the same premium powertrain setup: a peppy Mitsubishi-built V-6 coupled with a four-speed automatic transmission. However, only the Stratus can also be had with either a 2.0- or 2.4-liter inline-four. The slightly more upscale Cirrus went on sale first, with the Stratus hitting dealer's showrooms early this year. We liked the Cirrus so much we named it Motor Trend's 1995 Car of the Year. (The Stratus' later intro made it ineligible for the '95 award.) So consider the pair twins, except for styling adjustments and some minor equipment and finish details.

Ford Motor Company looked to its European branch for help with the more ambitious Ford Tempo/Mercury Topaz replacement. Three variations on the same basic model were developed simultaneously: the Mondeo for the European market, and the Ford Contour/Mercury Mystique for the U.S. market. Typical of the usual model split, the Ford version is the "entry-level" offering, while the Mercury covers the high-image market. Power comes from an inline-four or a V-6, and manual and automatic transmissions are offered.

For this comparison, we paired the uplevel Stratus ES with the top-of-the-line, somewhat sport-oriented Contour SE. Options and features are similar, and with comparable equipment, the two cars match fairly closely in price.

Similarities between the Dodge and the Ford are found throughout. Both V-6 engines displace 2.5 liters and have their cylinder banks splayed at 60-degree angles, the best choice for V-6 smoothness. Both are four-valve-per-cylinder engines, though the Contour's Duratec pops 'em open with dual overhead camshafts, while the Dodge has just one cam per bank.

Strapped to a dynamometer, the Contour's engine makes the bigger numbers. Power peaks at 170 horses at 6250 rpm, compared with the Stratus' best of 164 horses at a lower 5900 rpm. Torque is almost a dead heat: Contour, 165 pound-feet; Stratus, 163 pound-feet-and those readings hit within a hundred rpm of each other. One drive on the highway, however, reveals that the Contour's engine is better behaved. It's remarkably well isolated from the passenger cabin, and even at high rpm it sounds subdued and silken. At cruising speeds, the Stratus' V-6 makes little noise, but it kicks up a minor ruckus at high rpm.

The Ford's powertrain edge extends onto the test track. The Contour wins the race to 60 mph, taking 9.0 seconds to make the sprint, compared with the Stratus' 9.4-second best. The Contour holds a similar edge in the quarter mile, running 16.7 seconds at 83.6 mph, up against the Stratus' 17.0-second, 82.8-mph clocking. In real-world driving, however, that's close enough to be considered a tie.

In terms of driveability, the Ford wins votes, especially for the sophistication of its transmission. Although both four-speed automatics are electronically controlled, the Contour's cog box seems to come up with the proper gear a hair more readily. Additionally, the Contour has all-speed traction control (part of the $800 abs option). Skirmish by skirmish, the Contour wins the engine and powertrain war. The Dodge's powertrain is perfectly good, but the Ford's is simply a bit more refined.

Measures of handling capability aren't so clear-cut. The Contour holds a tiny edge in braking, and a more significant advantage in lateral grip. Circling our 200-foot-diameter skidpad at the adhesion limit, the Contour generated 0.86 lateral g, compared with the Stratus' 0.83g best. Both numbers are better than expected of family haulers, and the Contour's figure aligns well with many genuine sport sedans. Our final test-track measure of handling, the 600-foot slalom, highlighted the Dodge's superior behavior in brutal transient maneuvers.

On-road impressions were colored by the Contour's sportier feel. Surprisingly, with its slightly firmer, more-controlled suspension action, the Ford actually feels tighter and more composed on mountain swervery, and the high level of grip provided by its Firestone Firehawk GTA tires makes elevated cornering speeds feel unintimidating. The Stratus, on the other hand, has the demeanor of a conventional modern sedan, which is to say, it's quite good. The ride is comfortable (softer than the Ford's) and the steering, though secure and linear, lacks the Ford's nimble feel. The other main connection to the machinery, the driver's seat, is superior in the Ford camp. The Contour's front buckets are firm and supportive (like the better import seats), while the Stratus' seats are softer and, most notably, lumpier.

The shortcomings of the Stratus front buckets are the first, last, and only complaints that can be levied against its interior. This commodious chamber, more than any other factor, defines the Stratus, and makes it the clear choice for buyers who truly need a full-fledged four- or five-passenger sedan. Whereas the EPA classifies the Contour as a compact car (with 89.4 cubic feet of interior space), the Stratus, with its 95.9-cubic-foot interior volume, qualifies as a midsize car. Its wheelbase is 1.5 inches longer than the Contour's, and its track is 1.0 inch wider in front and 1.7 inches wider in back. The low beltline and huge greenhouse make the already large interior seem even more spacious.

But the Stratus' roominess is more than just an optical illusion. Even tall drivers (well over 6 feet) fit comfortably in the front (they do in the Contour, too) and in the back (they definitely don't in the Contour). In terms of passenger comfort, there's simply no contest-the Stratus is king of the inner sanctum.

Look closely and Dodge's people-oriented approach to ergonomics pays further dividends. Switches are located in intuitive locales, operate with ergonomic smartness, and have a quality feel to their action. The Contour is no slouch in this regard either, but its control layout isn't as well organized.

Other people factors-or should we say cargo factors-fall in favor of the Stratus. It possesses a 15.7-cubic-foot trunk with articulated hinges that don't intrude on cargo when the lid is closed. The Contour packs in a reasonable 13.9 cubic feet, but has conventional hinges that can gaff your case of Ultra SlimFast when the valet thoughtlessly slams the lid.

Such practical concerns come up a little short on romance, it's true, but these cars, above all, have a job to do. Working-class sedans like these need the comfort and roominess to accommodate a full load of people and all their trimmings. Practical conveniences and versatility are paramount. That's why in this match-up, the Stratus ES prevails. True, from the driver's seat, the Ford Contour SE is the superior sport sedan, but from the rest of the seats, the roomy Stratus is a better overall car. The Dodge Stratus ES demonstrably delivers more-much more-of what today's family sedan should.

Tech Data