There's more pleasure to be found from behind the wheel of the new 2007 Chrysler Sebring than first impressions might suggest. Yes, it's primarily a mainstream, middle-of-the-road commuter, but even in its most basic form, it's almost fun, nearly as competent as some others that are generally perceived (or at least marketed) as sports sedans.

For commuting, the ride is smooth, with good balance between front and rear suspensions over uneven pavement.

All three Sebring engines respond promptly to throttle inputs, although obviously, the V6s a bit more willingly and more energetically than the four-cylinder. Gear changes in the Accord and Camry are less noticeable, those in the Aura and Ford Fusion about the same.

Attention was paid to the driver's needs and desires, with commendable results. Steering feel is confident, both on and off center, with good directional stability. Cornering is surprisingly well mannered, allowing minimal body roll, although at elevated speeds, there's a touch of wallow before the suspension takes a set. Once that happens, though, when cornering loads have compressed the suspension, it tracks cleanly through fast corners. There's some float at speed on an interstate, but not to an unsettling extent.

Keeping with the flow on interstates is easiest with the larger V6, which cruises comfortably at 90 miles per hour with enough still on the table for overtaking or tackling moderate grades. The smaller V6 holds its own in the heart of the flow, although the four-speed automatic is a bit of a drag when quick spurts are needed. If commuting is the sole, or primary, duty, the four cylinder is adequate, as it starts breathing hard at 80 mph. The Sebring accounts well for itself even at the moderately elevated speeds sometimes dialed up over long distances, feeling solidly planted at a constant 105 mph.

While not quite as at home in non-commute environs, the new Sebring is not all that flustered by a twisty, two-lane country road. Granted, the more-plush-than-sporty front seats don't do a wonderful job of restraining the driver, but there's still a proper dead pedal for the driver's left leg, the available low profile tires' sizeable footprint delivers precise turn-in and above-average grip through tight turns and there's good torque on tap when the driver mashes the gas to power out of a corner.

The four-wheel disc brake system in the V6-powered models returns a firm pedal feel, while the disc/drum combo that comes with the four-cylinder could use a stouter pedal.

Against the competition, the new Sebring rates, well, about middle of the road. Ride quality, while markedly improved, isn't as sophisticated, as refined and polished, as the Accord's and Camry's. Gone is the booming resonance and clunking often heard emanating from earlier Sebrings' front foot wells, although work remains to be done on suppressing road, tire and wind noise. The Fusion offers all-wheel drive, generally the better setup for responsive handling in both good weather and bad. None offer a wider range of powertrains, although the Accord and Camry include a hybrid. Fuel economy in the Sebring's base four cylinder is competitive, while the Accord achieves two more miles-per-gallon in both city and highway EPA estimates; likewise, the EPA says the Hyundai Sonata's equally powerful V6 beats the Sebring's by a mile or two per gallon.