Plymouth Prowler. Plymouth Prowler. Plymouth Prowler. Say that three times real fast, and the name doesn't exactly roll off the tongue. Spend any time behind the wheel of this production hotrod, however, and that's the most common phrase you'll use in answer to the oft-asked question: "What is that?"
Plymouth: seller of cars such as the Neon, Breeze, and Voyager. (Often and rightly confused with cars such as the Dodge Neon, Dodge Stratus, and Dodge Caravan.) These are not exactly cars that elicit an emotional response. So what is Plymouth doing building the most attention-getting hunk of metal on four wheels? I believe we've just answered that. Chrysler has given Plymouth its first stand-alone vehicle since the 1969 Barracuda and they couldn't have asked for a bigger billboard.
In January of 1993, Chrysler took the automotive world by pleasant surprise when it showed the Plymouth Prowler concept car in Detroit. Could it be? Could this faltering carmaker come back from the brink of extinction and actually turn two concept cars into reality? (The other dream car being, of course, the Dodge Viper.) The hotrodding public would have to wait three more years to have their prayers answered at the 1996 North American International Auto Show, which featured a "Soon-to-Come" Plymouth Prowler. It was indeed happening again.
The 1997 Plymouth Prowler, which started its production run in June of that year, was a car based on the hotrod concept car of 1993. To make it ready for production, however, engineers had to spend an enormous amount of time on what would amount to a production run of barely 300 cars (of which only 120 were sold in the U.S. in 1997). For the 1999 model, Chrysler hopes to manufacture 5,000 Prowlers at their Conner Avenue Assembly Plant in Detroit, which is also the birthplace of all Dodge Viper coupes and roadsters.
Much of the time readying the car for production was spent engineering ways to pass government-regulated safety tests. Front bumpers were installed in front of the mobile "motorcycle" fenders, which serve to protect both the front fascia as well as the passengers. And the concept car's flush headlights were replaced with bulging elliptical lights that give it a more muscular appearance. The entire development of the Prowler was a learning experience for Chrysler, teaching the company valuable lessons in the use of aluminum alloys (frame and body components), durable plastics (grille, fascia, and bumpers), and sheet molding compound (quarter panels and fenders).
Aluminum makes up roughly one-third (800 lbs.) of the Prowler's 2,838 lb. curb weight, and the lightweight material costs nearly four times as much as steel, pound for pound. But the savings in weight (estimated at 600 lbs.) conspire with the increased engine power to provide a car that performs as a real sports car should.
Skipping model years, the new Prowler is dated 1999. In addition to one extra color choice, the Prowler's less-conspicuous changes are more than skin deep. Starting with the engine, Chrysler's new 3.5-liter V6 rests beneath the hood, and is shared with the new Chrysler 300M and LHS sedans. Performance adjustments allow for quicker throttle response, and the Prowler's engine is tuned for 93 octane unleaded fuel. Rated at 253 horsepower @ 6,400 rpm and 255 foot-pounds of torque @ 3,950 rpm, the Prowler moves up to speed in a hurry. As a result, the first-generation car's 0-60 speed, a somewhat sluggish eight seconds, has been reduced to seven seconds flat.
The exhaust note has also been retuned this year, but it's not a ferocious enough sound to match the Prowler name. Instead, stepping on the throttle provides a sort of tenor blaaat that we associate more with sport bikes than hotrods. Still, the sound is in keeping with the rest of the car: it's not a wheel-spinning V8 power monger; it's a cruiser.
The black interior contrasts well with the magnesium-framed yellow instrument panel, making the gauges seem to jump out. This effect is exaggerated at night, due to the variety of colors that light up the panel; it's like looking at a neon jukebox. Night was also the only time we were forced to pull the top up, and the experience was chilling enough that we never want to repeat it. With the top in place, visibility is nil. That's due to the high door sills, which rise to chin level, combined with a windshield which is positioned just below eye level. These are the shortest side windows we know of, and they serve as blinders, preventing the driver from changing lanes.
A standard steering wheel-mounted tachometer seems, well, tacked on, but that's how it's supposed to look. Designers wanted that retro hotrod look, so they even left the AutoMeter tachometer's wires exposed. Disappointment came when we discovered that the black dots on the tach represent rev limiters. Forget about winding the engine above 5,500 rpm, though the redline is 6,800 rpm.
Top-down, as it should be, the Prowler defines fun. The wind whips through your hair so violently that you'd swear you were skydiving. Those 20 x 10-inch rear tires grip the road closer than road kill, and watching the front fenders turn with the wheels is more exciting than riding a motorcycle, because cars just aren't supposed to do that.
Thanks to good ol' American design, the 320-watt stereo speakers can be heard clearly at any speed (take that, German roadsters!). Another nifty feature: steering wheel-mounted stereo controls. Located behind the right and left spokes, these controls provide a slick way to search the dial and adjust the volume.
Yes, the windshield is a bit too small. No, the AutoStick transmission does not make driving exciting. Sure, the cowl shudders a little. Yes, laying rubber takes more effort than it should. No, there's not enough legroom, not by a long shot. And no, it's not available with antilock brakes. But who said anything about practicality? Who cares? If you're looking for a practical sports car (read: practical by comparison), buy a Mustang, a Camaro, or a Z3.
For one glorious week, we owned the road in a vehicle that cries, "Look at me! I'm buck naked!" The Prowler aggressively shows itself off, forcing people to stare. And how the people did stare. Strangers asked questions, took pictures, screamed, honked, waved, cheered, and generally embarrassed the hell out of yours truly. Nevertheless, every minute spent driving the yellow beast is pure entertainment. In fact, much of our time with the Prowler was spent cruising up and down Sunset and Hollywood boulevards in Hollywood, Calif., savoring the attention and basking in sudden, unearned stardom. Now we know how Tori Spelling must feel.
The ride is not as harsh as one would expect of a hotrod, but it's jarring when compared to most current production cars. The seats are plush, and even the black leather didn't heat up to unbearable temperatures under direct sunlight, as we had expected. Still, this thing rides like a logging truck over uneven pavement, and after any time on a freeway, expect to feel some lower-back discomfort.
We racked up some highway miles driving between Los Angeles and San Diego, which was the birthplace of the Prowler concept six years ago. Of course, everyone who saw it loved the Prowler. They also loved the New Beetle we brought along for the ride (see our long-term test), and we were happy not to have caused any accidents in this parade of yellow iron (or aluminum, as the case may be).
In fact, the only vehicle that can compete with the Prowler for attention is the New Beetle, but that will change as the roads become gridlocked with 150,000 New Beetles this year. Admittedly, admiration shown for the Prowler was much more standoffish than that shown for the New Beetle. People eagerly approach the New Beetle, asking a million questions and smiling like total fools. With the Prowler, we detected a hesitation to approach, as if we might be gangsters from some '50's movie.
One fellow who did not hesitate to approach, however, was the "big-name" Hollywood actor Dennis Woodruff. You've never heard of him. That's because Dennis Woodruff is actually a struggling actor. He owns five cars, all of which have been modified to include his likeness in as many places as possible. This car-painting fetish began twelve years ago, when Woodruff asked a producer why he was turned down for a part. "Because you're not a big name in Hollywood," was the reply. So Woodruff became a self-made big-name actor by painting "DENNIS WOODRUFF" in huge white letters on the sides of his cars.
Clever guy. He introduced himself to us as the owner of the Chevy Sprint with the huge head on the roof. Yet another moving billboard, the little car is hand-painted and covered with bolted-on Oscar statues, film reels, "Cast Me" and "Born to Act" bumper stickers, a television set, and one enormous head made of Styrofoam. "The head was actually Lenin, but I reshaped it to look like me." The Woodruff car is the only vehicle that could possibly attract more attention than the yellow Prowler, so we had to mention it. What would our friend Dennis do if he owned a Prowler? "I'd paint my name all over it, man."
One night, we were fortunate enough to discover another Plymouth Prowler parked along Sunset Blvd. Spend enough time in Hollywood, and you'll see all sorts of odd things. The other car was purple, and it had dealer plates. Side by side, the yellow Prowler easily steals the show. This brings up an interesting dilemma: why buy a car like this, when thousands of other people can do the same thing? Since when was hotrod ownership something for the masses? And how would it feel to be sitting at a stoplight when another identical Prowler pulls up in the next lane? God forbid.
So what do we make of this strange car, in fifty words or less? The Prowler has no real competition. It's an icon; a handmade, obtainable concept car. It's an original idea, mass-marketed. It's a contradiction in terms. It's impractical, affordable, and amazing. It's an extrovert. And most of all, it's proof that someone in the auto industry truly loves cars.
Plymouth: seller of cars such as the Neon, Breeze, and Voyager. (Often and rightly confused with cars such as the Dodge Neon, Dodge Stratus, and Dodge Caravan.) These are not exactly cars that elicit an emotional response. So what is Plymouth doing building the most attention-getting hunk of metal on four wheels? I believe we've just answered that. Chrysler has given Plymouth its first stand-alone vehicle since the 1969 Barracuda and they couldn't have asked for a bigger billboard.
In January of 1993, Chrysler took the automotive world by pleasant surprise when it showed the Plymouth Prowler concept car in Detroit. Could it be? Could this faltering carmaker come back from the brink of extinction and actually turn two concept cars into reality? (The other dream car being, of course, the Dodge Viper.) The hotrodding public would have to wait three more years to have their prayers answered at the 1996 North American International Auto Show, which featured a "Soon-to-Come" Plymouth Prowler. It was indeed happening again.
The 1997 Plymouth Prowler, which started its production run in June of that year, was a car based on the hotrod concept car of 1993. To make it ready for production, however, engineers had to spend an enormous amount of time on what would amount to a production run of barely 300 cars (of which only 120 were sold in the U.S. in 1997). For the 1999 model, Chrysler hopes to manufacture 5,000 Prowlers at their Conner Avenue Assembly Plant in Detroit, which is also the birthplace of all Dodge Viper coupes and roadsters.
Much of the time readying the car for production was spent engineering ways to pass government-regulated safety tests. Front bumpers were installed in front of the mobile "motorcycle" fenders, which serve to protect both the front fascia as well as the passengers. And the concept car's flush headlights were replaced with bulging elliptical lights that give it a more muscular appearance. The entire development of the Prowler was a learning experience for Chrysler, teaching the company valuable lessons in the use of aluminum alloys (frame and body components), durable plastics (grille, fascia, and bumpers), and sheet molding compound (quarter panels and fenders).
Aluminum makes up roughly one-third (800 lbs.) of the Prowler's 2,838 lb. curb weight, and the lightweight material costs nearly four times as much as steel, pound for pound. But the savings in weight (estimated at 600 lbs.) conspire with the increased engine power to provide a car that performs as a real sports car should.
Skipping model years, the new Prowler is dated 1999. In addition to one extra color choice, the Prowler's less-conspicuous changes are more than skin deep. Starting with the engine, Chrysler's new 3.5-liter V6 rests beneath the hood, and is shared with the new Chrysler 300M and LHS sedans. Performance adjustments allow for quicker throttle response, and the Prowler's engine is tuned for 93 octane unleaded fuel. Rated at 253 horsepower @ 6,400 rpm and 255 foot-pounds of torque @ 3,950 rpm, the Prowler moves up to speed in a hurry. As a result, the first-generation car's 0-60 speed, a somewhat sluggish eight seconds, has been reduced to seven seconds flat.
The exhaust note has also been retuned this year, but it's not a ferocious enough sound to match the Prowler name. Instead, stepping on the throttle provides a sort of tenor blaaat that we associate more with sport bikes than hotrods. Still, the sound is in keeping with the rest of the car: it's not a wheel-spinning V8 power monger; it's a cruiser.
The black interior contrasts well with the magnesium-framed yellow instrument panel, making the gauges seem to jump out. This effect is exaggerated at night, due to the variety of colors that light up the panel; it's like looking at a neon jukebox. Night was also the only time we were forced to pull the top up, and the experience was chilling enough that we never want to repeat it. With the top in place, visibility is nil. That's due to the high door sills, which rise to chin level, combined with a windshield which is positioned just below eye level. These are the shortest side windows we know of, and they serve as blinders, preventing the driver from changing lanes.
A standard steering wheel-mounted tachometer seems, well, tacked on, but that's how it's supposed to look. Designers wanted that retro hotrod look, so they even left the AutoMeter tachometer's wires exposed. Disappointment came when we discovered that the black dots on the tach represent rev limiters. Forget about winding the engine above 5,500 rpm, though the redline is 6,800 rpm.
Top-down, as it should be, the Prowler defines fun. The wind whips through your hair so violently that you'd swear you were skydiving. Those 20 x 10-inch rear tires grip the road closer than road kill, and watching the front fenders turn with the wheels is more exciting than riding a motorcycle, because cars just aren't supposed to do that.
Thanks to good ol' American design, the 320-watt stereo speakers can be heard clearly at any speed (take that, German roadsters!). Another nifty feature: steering wheel-mounted stereo controls. Located behind the right and left spokes, these controls provide a slick way to search the dial and adjust the volume.
Yes, the windshield is a bit too small. No, the AutoStick transmission does not make driving exciting. Sure, the cowl shudders a little. Yes, laying rubber takes more effort than it should. No, there's not enough legroom, not by a long shot. And no, it's not available with antilock brakes. But who said anything about practicality? Who cares? If you're looking for a practical sports car (read: practical by comparison), buy a Mustang, a Camaro, or a Z3.
For one glorious week, we owned the road in a vehicle that cries, "Look at me! I'm buck naked!" The Prowler aggressively shows itself off, forcing people to stare. And how the people did stare. Strangers asked questions, took pictures, screamed, honked, waved, cheered, and generally embarrassed the hell out of yours truly. Nevertheless, every minute spent driving the yellow beast is pure entertainment. In fact, much of our time with the Prowler was spent cruising up and down Sunset and Hollywood boulevards in Hollywood, Calif., savoring the attention and basking in sudden, unearned stardom. Now we know how Tori Spelling must feel.
The ride is not as harsh as one would expect of a hotrod, but it's jarring when compared to most current production cars. The seats are plush, and even the black leather didn't heat up to unbearable temperatures under direct sunlight, as we had expected. Still, this thing rides like a logging truck over uneven pavement, and after any time on a freeway, expect to feel some lower-back discomfort.
We racked up some highway miles driving between Los Angeles and San Diego, which was the birthplace of the Prowler concept six years ago. Of course, everyone who saw it loved the Prowler. They also loved the New Beetle we brought along for the ride (see our long-term test), and we were happy not to have caused any accidents in this parade of yellow iron (or aluminum, as the case may be).
In fact, the only vehicle that can compete with the Prowler for attention is the New Beetle, but that will change as the roads become gridlocked with 150,000 New Beetles this year. Admittedly, admiration shown for the Prowler was much more standoffish than that shown for the New Beetle. People eagerly approach the New Beetle, asking a million questions and smiling like total fools. With the Prowler, we detected a hesitation to approach, as if we might be gangsters from some '50's movie.
One fellow who did not hesitate to approach, however, was the "big-name" Hollywood actor Dennis Woodruff. You've never heard of him. That's because Dennis Woodruff is actually a struggling actor. He owns five cars, all of which have been modified to include his likeness in as many places as possible. This car-painting fetish began twelve years ago, when Woodruff asked a producer why he was turned down for a part. "Because you're not a big name in Hollywood," was the reply. So Woodruff became a self-made big-name actor by painting "DENNIS WOODRUFF" in huge white letters on the sides of his cars.
Clever guy. He introduced himself to us as the owner of the Chevy Sprint with the huge head on the roof. Yet another moving billboard, the little car is hand-painted and covered with bolted-on Oscar statues, film reels, "Cast Me" and "Born to Act" bumper stickers, a television set, and one enormous head made of Styrofoam. "The head was actually Lenin, but I reshaped it to look like me." The Woodruff car is the only vehicle that could possibly attract more attention than the yellow Prowler, so we had to mention it. What would our friend Dennis do if he owned a Prowler? "I'd paint my name all over it, man."
One night, we were fortunate enough to discover another Plymouth Prowler parked along Sunset Blvd. Spend enough time in Hollywood, and you'll see all sorts of odd things. The other car was purple, and it had dealer plates. Side by side, the yellow Prowler easily steals the show. This brings up an interesting dilemma: why buy a car like this, when thousands of other people can do the same thing? Since when was hotrod ownership something for the masses? And how would it feel to be sitting at a stoplight when another identical Prowler pulls up in the next lane? God forbid.
So what do we make of this strange car, in fifty words or less? The Prowler has no real competition. It's an icon; a handmade, obtainable concept car. It's an original idea, mass-marketed. It's a contradiction in terms. It's impractical, affordable, and amazing. It's an extrovert. And most of all, it's proof that someone in the auto industry truly loves cars.
Add A Comment »