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Monday, August 4, 2008

Dodge Charger Review Performance and Handling.


Dodge hid kits charger dash kits.  The new Dodge Charger retains its predecessor’s “all business” aggressive looks and muscle power. However, in this new incarnation of an American classic, it incorporates many creature comforts and technological advancements as well. At its core the Charger still offers over 425 horsepower at 6,200 rpm from the top of the line 6.1L SRT HEMI V8 engine and to control this power Dodge provides unobtrusive driving assists that allow skilled drivers freedom and regular drivers excellent safety nets. The Charger truly embodies how far muscle cars of yesterday have improved for today’s uni-dimensional consumers. Performance and Handling
Dodge's 5.7L HEMI V8 engine

The 3.5-liter V6 produces 250 horsepower and is EPA rated 19/27 mpg City/Highway. When pushed, the V6 breathes a bit harder than the V8 and requires a little more room when passing on crowded two-lanes.

The V8s feature a multi-displacement system that conserves fuel by shutting down four cylinders when they're not needed to maintain the car's momentum, is invisible; we knew it was there and were looking for it, and we never felt the slightest trace. The 5.7-liter Hemi V8 that comes in the R/T is rated at 340 horsepower.

All of the Chargers are good cruisers, comfortable motoring along at 70-80 mph. The Charger is quiet at that speed, with little wind or road noise. Steering in the SE and SXT models seems a bit over-assisted at times, and could use more on-center feel. The re-geared setup that comes with the Road/Track Performance Group delivers better steering feel across the speed range.

Around town, the SRT8 scrapes like a Corvette in deep gutters and other sharp transitions. Extra care has to be taken when parking not to scrape on those concrete stops they put out to keep people from pulling over the sidewalk; this is exacerbated by the significant length of the Charger because you're trying to get the rear of the car out of the traffic. The front spoiler is high enough that it's usually not a problem but beware high curbs. The Charger handles well along the winding, two-lane back roads even when carrying speeds substantially in excess of the posted limits. The Charger is moderately nose-heavy and will plow, or understeer, momentarily before the electronic stability program steps in; this means the program's threshold is set high enough that better drivers can alter their line through a corner with deft throttle application; drive too hard and you'll become aware you're pushing the envelope.

The Performance Group comes with fatter, stickier tires (P235/55R18 Michelin MXM4s) 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. The tires that come standard on the R/T and optional on the SXT are neither as wide nor as grippy, but offer a quieter ride.

The 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 up a gear (unless you shift sooner, of course), which then becomes the selected gear. Only by tromping the gas in manual mode can you force a downshift, and then only for 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 systems 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.
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