Dodge Charger reviews

2011 Dodge Charger Driving Impressions

We've driven all the Charger models. The 2.7-liter V6 engine is barely adequate, but all agree it's the most frugal choice, with an EPA-estimated 18/26 mpg City/Highway.

The 3.5-liter V6 produces 250 horsepower and is EPA rated at 17/24 mpg City/Highway with rear-wheel drive and 16/23 mpg with all-wheel drive. When pushed, the big V6 breathes a bit harder than the V8 and requires more room when passing on crowded two-lanes.

The 5.7-liter V8, updated for 2009, makes the Charger R/T a muscle car. Horsepower is up from the previous 340 to 368 hp, while torque increases from 390 to 395 pound-feet. These figures add up to robust straight-line performance. The 0-60 mph acceleration test drops from about 6 seconds to the mid-5-second range, a significant increase. The 5.7-liter V8 features Dodge's Multi-Displacement System that conserves fuel by shutting down four cylinders when they're not needed to maintain the car's momentum. The system cannot be felt through the seat of the pants, at least not easily, but it can be monitored. For 2009, Dodge has added an ECO light in the electronic vehicle information center to indicate when four cylinders have been shut down.

The 6.1-liter V8 in the SRT8 cuts the 0-60 time to right around 5.0 seconds and provides thrilling passing punch and throttle response. Rated at 14/20 mpg, the Hemi is saddled with a $1700 Gas Guzzler Tax.

2009 all-wheel-drive models come with Active Transfer Case and Front-axle Disconnect. When all-wheel drive isn't needed, the system automatically disconnects the front axle and opens the transfer case to reduce friction and rotational mass. The system reconnects the axle whenever AWD is needed, and drivers can opt to stay in AWD by shifting to AutoStick mode. Another light in the electronic vehicle information center indicates when the system switches modes. Dodge says Active Transfer Case and Front-axle Disconnect improves fuel economy by up to 1 mpg on the highway. AWD allows use of the Charger in winter weather and makes it more stable in heavy rain.

The five-speed AutoStick transmission works equally well in either Automatic or Manual mode. In Automatic mode, full-throttle upshifts wait until redline, and downshifts for passing are executed with minimal delay. In Manual mode, the transmission holds a gear to red line before shifting (unless you shift sooner manually, of course). By tromping the gas in manual mode you can force a downshift and it holds as long as the pedal is held to the floor; ease up ever so slightly, and the higher gear takes back over, and somewhat abruptly.

The Charger's brake hardware is shared with Mercedes-Benz, but the software code for the stability program, brake assist and traction control is written by and for Dodge. Mercedes engineers could learn something from Dodge. Pedal feel is firm, braking is reassuringly linear, and there's no perceived interference from the electronic watchdogs, yielding smooth, controlled stops. We haven't always been able to say the same about the braking characteristics on some of the Mercedes models (but they've improved also).

All of the Chargers are good cruisers, comfortably motoring along at 70-80 mph. The Charger is quiet at that speed, with little wind buffeting or road noise from the SE, SXT, and R/T, which come with 17- and 18-inch wheels. The 3.5-liter SXT model felt perfectly in its element on the bumpy highways between Detroit and Michigan International Raceway. Steering in the SE and SXT models we drove seemed a bit over-assisted at times, and could have used more on-center feel.

We drove a Charger along winding, two-lane back roads in southern Virginia then at Virginia International Raceway near Danville. The Charger is moderately nose-heavy and understeers when turning into corners before the electronic stability program steps in; the program's threshold seems set high enough to allow altering the line through a corner with deft throttle application. Given its size, it is slow to react to quick changes of direction, and the driver can really feel the car shift its weight from side to side.

The R/T Road/Track package comes with fatter, stickier tires (P235/55R18 Michelin MXM4s), recalibrated steering with better feel across the speed range, and suspension tweaks that combine to reduce body lean in corners and quicken turn-in response. A price is paid, however, as the sportier suspension and tire combination resonates more over broken pavement, not harshly, but noticeably. Some drivers may also find the rumbling exhaust note of the Road/Track tiresome over long distances.

The Super Track Pack makes the Charger even sportier. Thanks to a higher numerical axle, Dodge says 0-60 time is as low as 5.3 seconds. Handling is a bit sharper, approaching SRT8 levels of performance, though the suspension is not quite as firm as the SRT8 suspension.

The SRT8 is the sportiest and fastest Charger. It handles better than a big car should, but it still feels big. While there is a ride penalty, we found the SRT8 easy to live with, even on pockmarked Midwestern streets. Be aware, however, that the lowered ride height calls for care when parking the SRT8 to avoid scraping the front fascia. That's not much price to pay for a true muscle car that you can drive every day.