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2012 Dodge Charger

Vehicle: 2012 Dodge Charger SXT Plus RWD with sunroof, adaptive cruise control and back-up camera
Price as tested: CDN$41335

Performance: Other than those 2 performance highlighting Hemi engine technologies in R/T and SRT-8, the biggest difference make between the new versus outgoing Charger has to be the availability of the sweet Pantastar V6. With the old Chrysler V6, its never known for being refined and smooth operator. It was as rough as a rock but certainly not as tough as one. With the Pentastar, Charger finally receives a world-class V6 powerplant that is able to match the like of Nissan VQ. This thing is not only a smooth operator at any rpm, its also willing and able without any hestiation at any given speed. The amount of refinement and engineering attention Chrysler has given to this Pentastar is as much as they were with the Hemi. In case of performance, it has a good 292hp and 260 lb/ft of torque mated to, yet another, 8-speed automatic gearbox. The combination as a whole is a harmony, which is rarely find in Chrysler products of yesteryears. It exceeds the expectation when it comes to responsiveness and trackability, through light throttle response. Although the 8-speed automatic’s gearlever isn’t exactly as initutive as I originally thought, its shifts are crisp and smooth, while willing to both up and downshifts have pretty much wrapped up Charger’s delightful peformance package. And we have to remember this full-size sedan is costing at nearly 4000 lb, which is whopping even for its sheer size.

Handling: The Charger begins with a rock-solid structure with suspension components to hang its hats. In terms of suspension, Chrysler engineers have done a nice enough job on dialling up proper calibrations. That, in turn, provide a firm and reassurring feel when pushed Charger through its paces even for its sheer size and weight. In the past, you won’t expect a Charger to be a capable handler. The new one, however, delivers dynamic capabilities as good as anything else on the market. Along with the near-perfect weight distribution through rear-drive dynamics, Charger is able to scoop through corners and twisites you won’t expect. On the other hand, its a very delightful surprise especially when our SXT tester comes with optional sports suspension. Its firm enough without beating passengers up, in terms of ride quality. The sports suspension is able to dial out most body rolls. Its both supple and cushioned when going through its paces. Electro-mechanical steering provides progressive feel and feedback, with plenty of precision and responsiveness through the system. The ESP has acted exceptionally on controlling understeer and oversteer. But for our harsh Canadian winter, having winter tires on optional AWD is better than RWD. That’s why the optional AWD, which is a proactive variety, is worth the extra 2 grand with extra sense of security.

Brakes: With 4-wheel discs and standard ABS, Charger’s braking system provides confidence-inspiring set-up. The stopping distance is short while pedal feels crisp and linear. All have done with an ABS which doesn’t intervene unnecessarily.

Interior: At the back of the Charger, there is enough legroom. However, there are much head and legroom due to its sloppy C-pillars. The stepped-up center tunnel doesn’t give much legroom to center passenger neither.

The cheap and crappy Dodge interior has gone for classy and sophiscation with the new Charger. The materials are classy while instrumentation gauges are clear and analog. Both auto climate control and U-connect touch-screen infotainment center are initutive to use.

Conclusion: Along with other Dodge products, Charger represents a giant leap forward over previous car. Both the interior, drivability and powertrain have taken a huge step forward over its predecessor. Although the exterior styling is more evoultionary than revolutionary, its what underneath the skin that counts.

Competitions:
Chevrolet Impala
Nissan Maxima
Ford Taurus
Honda Accord
Toyota Avalon

OVERALL VERDICT FOR 2012 Dodge Charger
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4/5

2011 Dodge Journey R/T

Vehicle: 2011 Dodge Journey R/T with Driver Convenience Group and Flexible Seating Group
Price as tested: CDN$33670

Performance: If there is one powertrain that is similar to Nissan’s hugely successful VQ, in terms of application, Chrysler’s latest Pentastar series certainly up with it. Just like Nissan which has been successfully used across its model range, Chrysler will use this powerplant across the entire range. Our latest Chrysler tester, the revised Journey, has joined the ranking.

What makes Chrysler so proud of their Pentastar V6? That’s because other than its usual DOHC 24-valve with variable valve timing. In Journey’s guise, it has 283 ponies and 260 lb/ft of torque mated with a smooth 6-speed manumatic. It ranks as one of the best V6s around town. When it comes to engine refinement, NVH and overall responsiveness; Pentastar takes no backseat to any of its Japanese and European counterparts. Most of all, its very compact underneath the bonnet. That means more space for mechanic to work underneath the hood, which means paying lesser labor along the way. The 6-speed Autostick has worked exceptionally well with Pentastar, as expected. The shifts are crisp while providing nice enough ratios. However, we prefer to leave it in “D” as its more suitable for Journey’s cruising character. The overall responsiveness through low-range is impressive, what its most impressive is how Pentastar works its way up middle and upper rev range when pushed to the max. It doesn’t have the noisy racket feel of Chrysler’s previous V6 engines. All have done while moving this 4239 lb of heavymetal effortlessly through the process.

Handling: Chrysler engineers have stiffened up Journey’s chassis during their latest revision. That means it feels stiffer and have much better bending rigidty. its equal to a better place for friends called suspension components to hangs their heads on top of the floorpan. The result is a people mover that is very capable through corners. Although you won’t have as much fun pressing Journey through twisties, as say our all-time favourite Mazda5, it does what its supposed to do extremely well. The steering provides decent feel and feedback, while returning enough precision through the process. There are terminal understeer and body rolls are more than acceptable. ESP has worked exceptionally well when pushed the Journey to the max. If you are going to consider the Journey R/T, make sure you take the optional AWD. As it stands, it works as a first line of defence before ESP steps in. It makes for a far more confidence-inspiring driving experience in our harsh Canadian winter.

Brakes: With 4-wheel discs and standard ABS, Journey has proved to be equally capable when it comes to braking front. The stopping distance is short, while pedal always feels reassuring and providing nice feedback. Most of all, ABS doesn’t step in unnecessarily is truly an added bonus.

Interior: As with most of these people movers, the 3rd row is either/or when it comes to passenger or luggage space. When its up, it has more than enough leg and headroom for 2 passengers. When its down, it provides plenty of luggage space for 5 passengers on a weekend getaway.

The 2nd row seat is equally spacious. In our R/T guise, it has seperate climate control for rear passengers for complete coziness.

Regardless of being in 1st or 2nd row, previous Journey has to suffered from cheesy plastic on door panels to dashboard. Chrysler has taken all the criticisms with all of their last generation of product. The new Journey has received an interior, which designed with much improved attention-to-details, right from the instrumentation gauges to auto climate control. The use of plastic and leather materials are finally up to class standard.

Conclusion: The Journey has proved to be a very successful people mover for Chrysler, as it combines with versatile interior with lots of feature amenities, if a bit lacking in refinement. The latest generation addressed those aplentry. It finally gets the interior that it has been crying out for, Pentastar V6 is sweet-as-a-nuts and continue to be feature-laden.

Sole competition:
Mazda5

OVERALL VERDICT FOR 2011 Dodge Journey R/T
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Dodge Challenger SRT8

Vehicle: 2009 Dodge Challenger SRT8
Price as tested: CDN$42845

Performance: We don’t expect anything less from Chrysler’s Sport and Racing Technology division, certainly not for this vehicle. This Challenger has an amazing 6.1 liter Hemi V8 massaged by guys at SRT division. The result is nothing short of amazing. It got no less than 425 horses and 420 lb/ft of torque. Power is definitely not an issue with this Challenger. The end result is a powertrain has the ability to smoke the asphalt through its astounishing 420 lb/ft of torque at 4800rpm. Although 4800rpm seems high on paper, it doesn’t really matter in SRT8′s real life performance thanks to that 420 lb/ft. On the other hand, its never feel breathless as 425hp scoots through the rev range. Its equally eager in the mid-range for highway passing. Even with all the performance gains, it doesn’t lost any of the composure and refinement one expects from Chrysler’s very best Hemi V8. You can either get a smooth shifting 6-speed manual or 5-speed Autostick in this Challenger. The Autostick is a willing gearbox to this excellent powertrain. While the 1st and 2nd gears are low enough for great acceleration, the top 5th gear is tall enough for relaxed highway cruising. Eager to up and downshifts when the driver needs is another area why this SRT8 is so entertaining. All have done with the entertaining rumble engine note that is so reminiscent of the classic American muscle car.

Handling: One area that doesn’t remind anyone of classic American muscle car is Challenger’s dynamic abilities. If the standard Challenger’s driving experience is good, this SRT8 is simply great. It all begins with a strong and solid chassis that is completely free of groans and rattles. It also holds a strong foundation for suspension components to hang its heads. Combined with reclibrated suspension and rebound damping for more aggressive manners, this SRT8 handles like its on rail. The steering, unlike many Chryslers in the past, actually is precise and provide plenty of feedback. It doesn’t feel twitchy on high-speed. On the othe hand, the recalibrated sports suspension doesn’t eat your joints out on rough pavements and patholes. It rides as civilized as any sports sedan does. The ESP isn’t exactly uninstrusive on SRT with so much power on its hands. Its level of instrusiveness is more than understandable given the function of an ESP as an active safety feature, which is able to save drivers from rearing its ugly heads. There are slight body rolls but the Challenger tends to give itself a set as it rolls. Both understeer and oversteer have caught to a minimal.

Brakes: With 4-wheel discs and standard ABS, Challenger possibly has the best pedal feel ever come from Chrysler. The stopping distance is short while pedal feel and modulation are excellent. An added bonus is ABS doesn’t have any unwanted intervention.

Interior: Other than the amount of hard plastic used in the cabin, the biggest criticisms of the Challenger are its lack of proper cargo and rear seat space. Given the size of the Challenger, it has far less interior space than many of the smaller sports coupe have left something to be desired.

The interior is surprisingly well layout for Chrysler products. Everything else is placed ergonomically. Those SRT sports seats are supportive and able to hug driver and passenger exceptionally well when pushing through twisties.

Conclusion: At the time of our writing, Chrysler is in the news of possibly purchase by General Motors. This Challenger could well be the best Chrysler I have ever tested in my recent memory. It got an excellent combination of performance, handling, style and value especially with the SRT8. If Chrysler’s previous products were every bit as good as this Challenger, its future would look amighty better than it is.

OVERALL VERDICT FOR 2009 Dodge Challenger SRT8
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Dodge Journey

Vehicle: 2009 Dodge Journey SXT AWD
Price as tested: CDN$27595

Performance: The Journey is powered by two different engines. In the base SE, its standard with the rough and noisy 2.4 liter DOHC 16-valve 4-cylinder world engine, which is a joint venture program between Chrysler, Mitsubishi and Hyundai. This 173 horses and 166 lb/ft of torque 4 banger is adequate for a crossover weighting in north of 3800 pounds. However, its the optional 3.5 liter V6, which is the High Output variety, according to Chrysler, that is the engine of choice. While 235hp and 232 lb/ft of torque are nothing spectacular consider the level of engine displacement, its the work ethics that really suitable to Journey’s status of life. With 232 lb/ft of torque arrives at 4 grand, its more than enough to motivate this 4229 lb pig of crossover. While the bottom end is more than enough, its the mid-range that is most impressive. With the maximum horsepower delivers at 6400rpm, it certainly has plenty to deliver even with 7 passengers on board. The throttle response is quick and smooth. Mated to this V6 is a 6-speed automatic with AutoStick. AutoStick to Chrysler is what manumatic means to the rest of the world. The shifts are smooth and coordinate, while the lower gears are low enough for peppy acceleration. That is certainly helps a whole lot with this heavy crossover during acceleration. On the top gears, it cruises comfortably especially the tall 6th gear. Unfortunately, if you are looking for something economical to run. You shouldn’t consider this powertrain at all. At the day of our testing, the test average of 13L/100km is thirsty. The fuel economy would only get worse with 7 passengers and their belongings on board.

Handling: Journey is based on the same platform as Avenger. While we were underwhelmed by Avenger’s dynamic abilities, we have a delightful surprise with the Journey. Even though the chassis isn’t of anything spectacular, it serves this crossover pretty damn well. Chrysler engineers have done a great job of balancing the ride and handling. It rides as good as any crossovers we have ever driven. Both the suspension and springs absorb bumps and roughness with ease. The AWD system works accordingly. The steering provides decent feedback and response, its even more surprising that it is damn precise. There are certain amount of body rolls and understeer. Its understandable that ESP is an instrusive type, as it really needs to step in accordingly in a crossover. There is safe understeer, as we all expect from a crossover, with safety and comfort in mind.

Brakes: With 4-wheel discs and standard ABS, Journey has a commandable braking performance even with its heavyweight. The stopping distance is acceptable while pedal feels solid. This is a break from the usual numb braking feel norm once associates with Chrysler products.

Interior: When it comes the ergonomics, the Journey scores well. The stereo is smart enough to place above the climate control. There are plenty of storage spaces on the center console, underneath the front passenger seat and behind the 2nd row floors. Another bonus is the ease to get into the 3rd row seat, which can’t said about the same thing regarding Chrysler’s previous attempt on crossover, the flopped Pacifica. The Yes! Essential seating materials look durable even though its roughness is questionable. However, its firm enough to haul everyone comfortably on both long and short journeys.

Having said that, the disasterous use of rock-solid, cheap plastic materials remain thoroughout the cabin. Another drawback is the location of the shifter, which placed way too forward on the sloppy center console.

With the 3rd row seat in place, you don’t get much cargo space. With them fold down, it got 120 more liters of space for all the belongings. It also got a neat LED flashlight standard across the board.

Conclusion: Chrysler’s first attempt to crossover was an unsuccessful one. The Pacifica was underpowered, handles like a boat and not versatile enough. With the introduction of the Journey, Chrysler has learned the mistakes of the Pacifica by adding more power and give it better driving dynamics. When it comes to versatility, its unbeatable in its price range. The low admission price is an added bonus. The bottom line? Journey has to be considered as one of the best efforts from Chrysler today.

OVERALL VERDICT FOR 2009 Dodge Journey
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4/5

2008 Dodge Avenger

Vehicle: 2008 Dodge Avenger R/T with Premium Convenience Pkg and ESP
Price as tested: CDN$32525

Performance: The Avenger, just like its Sebring silibing, are powered for 3 engines. The legthegic 172 hp 2.4L 4-cylinder 16-valve DOHC that is a collaboration between Chrysler, Mitsubishi and Hyundai standard on SE. A slightly better performing 186hp 2.7L 24-valve DOHC V6 in SXT and the highlight of our tester, a 3.5L V6 SOHC in our R/T. We found it weird that Chrysler decided to put SOHC in its top-of-the-range 3.5L, especially in a supposedly performance-oriented R/T trim level. On the other hand, the lower end of the spectum got the DOHC treatment. Either way, the base powerplant is simply legthegic. It just doesn’t feel like 172hp at all. 186hp 2.7L is a more refined unit compares to the lowly 4, however, its refinement and smoothness still have nothing to write home about. As for 3.5L V6. It got 235 horses and 232 lb/ft of torque. If you have to get an Avenger, this is the engine to get because it finally got the performance it needed. Although its 235 ponies look good on paper, it doesn’t feel as responsive as many of its peers. 232 lb/ft is enough, however, it creates an undesirable effect to its front driver. The engine feels rough and noisy in today’s world. In the higher rpm, its level of noise and vibration are unacceptable consider its an over 30 grand family sedan. The 6-speed Autostick’s gear ratios are tuned more for cruising than acceleration, that explains why they are rather tall. Shift quality is rough and unrefined.

Handling: While Sebring serves as a comfortable cruiser, Avenger is marketed toward a more sporty crowd. Chrysler engineers have given Avenger a sports suspension to match its sporting intentions. The suspension does handle twisties and corners more capably than the Sebring. However, its rough riding quality on low speed and still have some floaty feel on high speed. Steering feel has improved over its Sebring silibing, although that doesn’t mean much. There are plenty of understeer even if the optional ESP kicks in abruptly.

Brakes: R/T is standard with 4-wheel discs and ABS. In this regard, Avenger has done its job acceptably. Both pedal feel and stopping distance are what they should be.

Interior: If you are looking for an interior with soft-touch, high-quality plastic materials; look elsewhere. As one expects from Chrysler, cheap plastic abound. There are tons of hard and cheap-looking/feeling plastic everywhere from dashboard to door panels. Instead of making all black cheap plastic this time. Chrysler designers have made the glovebox and lower door panels grey in our teste; while using thin painted “aluminum trim” to break off the center console. This painted trim feels cheesy on top of the whole lego quality dashboard. Leather materials are equally thin on those seats. The remaining merits are clear analog gauges and large knobs for HVAC control.

Conclusion: After driven a couple of Chrysler products at their annual driving event lately, it doesn’t come as a surprise this company has been rated as “junk”. Except for 300/Magnum/Charger which are really good cars, the rest of the product range are all overpromised and underdelivered. This Avenger is no exception.

OVERALL VERDICT FOR 2008 DODGE AVENGER
==================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2/5

2007 Dodge Caliber SXT

Vehicle: 2007 Dodge Caliber SXT with CVT, ABS, 9-speaker premium sound group and driver convenience package
Price as tested: CDN$20190

Performance: Caliber is powered by 3 engines. A sluggish 1.8L with 148hp and 152 lb/ft of torque in base model. A barely adequate 2.0L with 158hp and 141 lb/ft of torque in our SXT tester and somewhat adequate but still not enough 2.4L with 172hp and 165 lb/ft of torque in R/T version. All these engines are DaimlerChrysler co-developed with Mitsubishi and Hyundai for its small car program. In terms of refinement and NVH, all of these engines are notches above those rough units previously resided in Neon and SX 2.0, however, they are still not there with the best from Honda and Toyota. With the base 1.8L, one better opt for 5-speed stick because CVT won’t do much for its sluggishness. This engine is simply a dog, only a stick shift only be able to squeeze the most out of its lackluster package. The 2.0L, however, gives it a more responsive feel with CVT. You would likely use Dodge’s all-new CVT until’s “L” gear because its like a sports mode in other CVTs. It encourages more aggressive shifting point. This is important for an engine that is barely adequate when more sporting feel. As for the 2.4L, its the best out of the trio due to extra ponies and torque. Unfortunately, it comes with the burden of optional AWD which still makes it feels a little better than 2.0L due to extra weight. Without using CVT, all these engines are going to be a snake when matching with those torque-converter slushmatics. The throttle response is acceptable. All of these engines’ maximum torque available above 4400 rpm also make them torqueless. One only feel its torquery enough for daily driving thanks to the CVT. Although this CVT is far from Audi Multitronic, even Nissan Xtronic’s efficiency, it has done a great enough job to move these motors. The biggest surprise of the 2.0L motor is it revs low even its adequately powered. Just revved at 2500 rpm @ 120 km/h is impressive. As far as engine quietness goes, all of them are noisy above 4000 rpm. Which means before one reached maximum torque, this engine remains in quiet zone until its torque starts to appear. The funniest thing is Caliber got torque steer when it doesn’t have any torque!! One only wish Chrysler’s SRT department will come out with an SRT-4 version sooner better than latter.

Handling: Caliber’s dynamics is surprise given its part crossover, part CUV and part hatchback. The steering is precise and track on the right path despite the lack of on-center feel. The off-center feel is equally lacking. The body rolls and understeer are acceptable given its status in life. Thankfully the chassis is stiff and solid without any flex when pushed. Our SXT’s 17″ wheels also hang on decently around corners.

Brakes: The brake pedal feels decently with good braking distance in the Caliber. However, ABS is a $600 option even on the top-of-the-line R/T model. That’s totally unacceptable in 21st century when Honda will offer standard ABS even in the $15k Fit DX hatchback.

Interior: Caliber’s interior is a huge mixbag. When it comes to versatility, its a wonderful package. It got a huge cargo space with its handy 40/60 fold down rear seats and low liftover hatch. There are more cargo space than Matrix and PT Cruiser when all seats folded down. Due to Caliber’s somewhat boxy roofline, there are plenty of head and legrooms aboard. The interior storage space is another nice touch of this Neon replacement.

But when it comes to interior materials and build quality, Caliber’s execution has left a lot to be desired. Everywhere from door panels to dashboard all covered in low-rent cheap grey plastic in our tester. Even the velour covered the seats feel very rental-car like. The best quality of the interior are knobs for HVAC. You also feel like driving on top instead of in a car in the Caliber.

Conclusion: Consider how poorly executed its Neon predecessor was, Caliber already a huge step forward in most areas. However, it still has a very long way to go before it can catch up with its competitors. One only wish SRT will be coming out with a performance version soon, or Caliber will be just remain a lame duck.

OVERALL VERDICT FOR 2006 DODGE CALIBER SXT
====================================
Performance: 1/5
Handling and ride/fun-to-drive: 1.5/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 1/5
Cargo/accessibility/layout: 4/5
Value-for-money: 2/5

Overall rating: 2/5

2006 Dodge Charger R/T

Vehicle: 2006 Dodge Charger R/T
Price as tested: CDN$37550

Performance: Our Charger R/T is powered by Chrysler’s proven Hemi V8. With 340 horses and 390 lb/ft of torque, the performance is simply amazing for what you get in this price range. Its fast, its responsive and its surprisingly refined. Not to mentioned its flexible and willing to rev at high rpm. The biggest highlight to this Hemi compares to ones I drove last year is the transmission. Chrysler has upped one gear to a 5-speed manumatic tranny. The shifts are crisp, smooth and willing to both up and downshifts. Its also got nice ratios to matched the engine’s powerband.

Handling: The R/T package comes with performance suspensions and 18″ wheels. These 2 additions really have a desired effects as it provides taut control through twisties. Along with the already stiff chassis for suspensions to hang its heads, the overall dynamic package is impressive. The steering provides decent feedback and response. The sports suspension provides enough stiffness when pushed without all the harshness when driving through washboard pavements and expansion joints. This suspension setting is really able to absorb all the worse pavements with ease. On the other hand, ESP is the uninstrusive variety. That means it won’t kicked in until the driver got out of hand when pushing into a corner.

Brakes: With 4-wheel discs and standard ABS, Charger’s pedal feel has to be considered one of the best in American auto industry. The pedal is firm and easily modulated. Thanks to the Electronic Braking Force Distribution, there aren’t many fore and aft during hard braking. The ABS also kicks in when necessary.

Interior: Inside the Charger, everything is very well layout. The instrumentation gauges are clear and analog. The stereo placed higher than automatic climate control for excellent ergonomics. Speaking of auto climate control, its a very logica system that uses knobs for temperature while the buttons are for positions and fan speed. Its air conditioning is also cold enough for Westcoast’s 30 degree weather. The leather seats are comfortable with decent back and side supports. Its driving position is easily found. There are couple of drawbacks, however. The use of materials remain cheap considered its close to 40 grand. The same goes for use of leather which feels more vinyl than many leatherette seating surfaces.

Despite Charger has uninstrusive trunk hinges, its liftover remains too big. The cargo space also seems to be swallow for a car of this size.

Conclusion: Charger is a welcome addition to Chrysler’s LX family of RWD cars. Its not only have the same merits as its 300/Magnum silibings, which are powerful engines, comfortable interior, confident handling dynamics and great value. It also provides a much sportier driving feel than its sedan silibing, while you can treat it as a “4-door Magnum”. In a nutshell, if you are shopping for a sports sedan for somewhere around 40k, you must put Charger into your shopping list.

OVERALL VERDICT FOR 2006 DODGE CHARGER R/T
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4/5

2005 Dodge Magnum RT

Vehicle: 2005 Dodge Magnum RT with N pkg
Price as tested: CDN$38195

Performance: The RT Magnum is motivated by a highly refined 5.7L Hemi V8 that has 340hp and 390 lb/ft of torque. The torquery nature of this V8 really feels like an American V8 which is extremely responsive in the bottom end while pushing right through into the rev range without feeling any sign of breathless. Flexible, smooth, refined, torquery and quick are just some of the words best describe the Hemi. Matched with this motor is Chrysler’s 5-speed manumatic called Autostick. While its a good system that works decently with quick up and downshifts, the left and right movement are not ergonomic to my liking.

Handling: Given Magnum uses Mercedes’s previous E-Class platform, the chassis stiffness and rigidty are top-notch. There are no chassis flex and rattles while the whole vehicle feels very solidly made. With its FR configuration and near-ideal 50/50 balance, Magnum handles surprisingly nimble for its size. The steering feels responsive and direct, although it still can be sharper when pushed. The body rolls are controllable. On the other hand, the instrusiveness of ESP is a bit too much for my liking when I wanted to oversteer a bit. When I pushed through the slalom, Magunm shows its true color of confidence-inspiring handling while absorbing all the bumps and roughness on the pavement.

Brakes: Its brakes are also work surprisingly well for its size and weight. Given today’s rainy weather, the ABS won’t kick in until absolutely necessary while the pedal feel is excellent. Stopping effort is short and linear without any drama.

Interior: Magnum got excellent instrumentation gauges that are clear and easy-to-read. The center console’s stereo and auto climate control knobs are large and ergonomically sensible. The auto climate control is effective and defrost quickly in a rainy day. The leather seats are comfortable with plenty of support. However, there are a couple of drawbacks. Firstly, the tiny rear wiper/washer and hazard light buttons on the center are really mickey mouse. The rear wiper/washer should find a home somewhere in the wiper stark instead of on the control panel. As for hazard light, it should be 2 times bigger than the current size. Secondly, there are tons of cheap plastic abound, many of them are hard, brittle and really low-rent. I expect a lot more for a car costing nearly 40 grand. Thirdly. While the cargo space has plenty of space, its high liftover and low window sill limit the use of space efficiency. Lastly, its high window sill has given the rear passengers a crumsy feel because lack of visibility. Speaking of visibility, the rear wiper only covers 20% of the center of the rear window which is a nightmare during heavier rainfalls; good luck when there are rain and snowstorms.

Conclusion: Thanks to Mercedes’s chassis and Chrysler’s own Hemi, Magnum RT is really a delightful sportswagon to drive. Its comfortable, handles well, powerful, looks great and it represents a lot of value for money. Its a pity it doesn’t receive the interior quality that it deserves to be.

OVERALL VERDICT FOR 2005 DODGE MAGNUM RT
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Performance: 4.75/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessbility/layout: 3.75/5
Value-for-money: 5/5

Overall rating: 4.5/5