Brakes are excellent, offering quick, stable stopping power at the threshold of wheel lock. ABS is available (for $600 on SE and ES, standard on R/T)) and we recommend it as anti-lock brakes allow the driver to maintain steering control during emergency braking situations. On the M-Package ES only, ABS comes packaged with traction control (for $775, but also standard on R/T), which enhances driver control by reducing wheel spin under hard acceleration. The traction control system made the Intrepid easier to drive briskly on icy, snow-covered roads. Intrepid's quad-beam headlights provide brilliant illumination.

Dodge Intrepid is a great example of Chrysler's cab-forward design. The sloping cowl sweeps into a steeply raked windshield, over the curvaceous roof and down to a short deck lid reminiscent of past fastbacks. There is great nuance to the sheet metal, which rolls and undulates like a work of art. Intrepid boasts an aggressive, integrated bumper/grille borrowed from the racy Dodge Viper; and sleek, wrap-around cats-eye headlight lenses that flow into the sweeping hood line.

While the Intrepid shares its chassis and drive train with Chrysler's Concorde and 300M, these cars do not share sheet metal. Where the slightly longer Concorde accentuates elegance, and the trim 300M oozes Continental sophistication, the Intrepid reflects golden days of American muscle.

There's a cavernous 18 cubic-foot trunk, nearly 2 cubic feet more than the first- generation (1993-97) Intrepid. But the numbers don't tell the whole story. The trunk hinges fold cleanly out of the way, instead of crushing cargo when the trunk is stuffed. We do have one complaint about the trunk: Lift-over height is high, so you have to lift groceries and other cargo high over the rear bumper to get it into the trunk.

Despite its slick exterior shape, the Intrepid provides a roomy interior. The wheels reach out toward the corners, reducing the amount of front and rear overhang. This adds passenger and cargo space and improves the ride.

The quality of the interior materials is generally good. Colors match well, and gaps have been minimized. Nowhere is that more obvious than in the space where the doors and dashboard come together. Reversed, black-on-white gauges add to the sporty atmosphere. They may be a bit less legible than white-on-black, but they look neat.

The radio is now on top of the heater controls; most of us fiddle with the stereo more than the heater so the change makes sense. The buttons are small, which makes them difficult to operate with gloves on. I found myself frequently taking my eyes off the road to change stations, and you have to hit a separate ''set'' button to set station buttons instead of just holding them down. The good news is that Dodge offers an in-dash, four-disc CD changer, a brilliant design. You just shove the discs in, with no need to go to the trunk and mess around with CD magazines.

The Intrepid comes standard with front bucket seats. They provide good back and lateral support, and the detailing of the fabric is world-class.

I wasn't entirely happy with the automatic climate control system that came as part of the $1,870 M-Package on our Intrepid ES. I frequently found myself overriding the automatic settings so I could stay warm on a 26-degree day. Once I took control, though, the system did a good job of heating the cabin.

As an average-size driver, I found the Intrepid to be very comfortable. Tall drivers may run short on headroom and may be looking through the top part of the steeply raked windshield. Front and rear visibility isn't quite as good as it is in some of the more traditionally styled vehicles in this class.

A fresh interpretation of the Great American Full-Size Sedan.

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