2011 Dodge Caliber Heat

A Monument To Mediocrity

Vital Stats

Engine:  2.0L I4

Power:  158 HP / 141 LB-FT

Transmission:  CVT

Drivetrain:  Front-Wheel Drive

Curb Weight:  3,012 LBS

Seating:  2+3

Cargo:  18.4 / 47.4 CU-FT

MPG:  23 City / 27 HWY

MSRP:  $21,105 as tested

We didn't exactly get off on the right foot with the Dodge Caliber. As the spiritual successor to the profitable and successful Dodge Neon, this boxy hatch had big expectations to meet when it touched down way back in 2006. Unfortunately, the Caliber never found itself in the same room as those expectations. But it was crafted during the dark days before Chrysler's fall, and the company has recently made great strides in shoring up its product line.

Nearly every vehicle in the Dodge and Chrysler stable, as well as few pieces from the houses of Ram and Jeep, have gone under the knife and come out all the better, but the lowly Caliber has largely escaped revision. Facing new competition from vehicles like the revised Honda Civic, all-new Hyundai Elantra, Chevrolet Cruze and fresh Ford Focus, the Caliber is awash in a sea of excellent options. We took to the wheel to find out if the compact from Dodge has enough life left to keep its head above water until a replacement arrives.

The Caliber hasn't received many updates in the five years it's been on the market, and so it brings a familiar face to the road. The handsome split-crosshair grille of the Durango and Charger hasn't trickled down to this five-door just yet, so buyers are left with the old single-crosshair design backed by a series of stacked vertical slats. Squared-off headlight housings and a bulky lower fascia cap off the nose, while wide fenders and a raised hood transition into the vehicle's flanks.



The Caliber has always had an odd stance thanks to its CUV ride height and minivan-inspired roof line. Those traits continue on for 2011, as do a set of exaggerated fender arches. Our Heat tester came equipped with some stylish standard 18-inch alloy wheels, which did much for the overall appearance. Unfortunately, an awkward C-pillar and the plastic roof rails that span the entire length of the cabin don't do the exterior any favors. Around back, the Caliber is a study in hard edges with protruding tail lamp housings, a recessed hatch and a squared rear valance. The view is certainly beginning to show its age.

Indoors, the cabin has held up well, mostly because it's newer than the rest of the car. While the dash is all hard plastic, the center stack is trimmed with a bias toward the driver's side and controls for the climate system and stereo are easy to access. On the whole, the package looks nice. Unfortunately, the cubby located just north of the shifter gate isn't as deep or large as we'd like. Storing a phone and a music player or a phone and sunglasses is an exercise in figuring out which accessory gets to ride in the cup holder. The small bin wouldn't confront us so much were it not for the unforgivable center arm rest. While the fact this piece can be adjusted front or back is nice, it's hewn from cheap and flimsy-feeling materials and lacks enough storage capacity to be of any use. With its painfully visible mold seems, we'd prefer the piece to be deleted all together.

The good news is that there's room for four adults inside the cabin. Up front, occupants enjoy up to 41.8 inches of leg room, which is comparable to the 42 inches served up by the 2012 Honda Civic, though falls well short of the 43 inches available in the 2011 Hyundai Elantra. Meanwhile, with 39.8 inches of front headroom, the Caliber beats out the Civic by 0.8 inches and the 2011 Chevrolet Cruze by half an inch. Things get a bit more cramped for rear riders. At 35.7 inches of rear legroom, the Caliber falls to the Civic but eclipses the Elantra by 2.6 inches and the Cruze by .3 inches. Unfortunately, getting out of the Caliber's rear seats requires ducking the roof rails.

Additionally, the functional hatchback design provides 18.4 cubic feet of cargo area with the seats up. While that handily beats the sedan competition, the five-door 2012 Ford Focus provides an impressive 23.4 cubes behind the second row. Drop the seats in both models, and the Dodge redeems itself with 47.4 cubic feet of space compared to the 44.8 cubic feet in the Ford. Unfortunately, owners are forced to lower the back seats by pulling on a tether at the bottom of the cushion instead of near the headrest, forcing you to walk around the vehicle to lower both seatbacks.



Even so, the Caliber remains fairly competitive on its interior numbers, despite serving five long years in the segment. Unfortunately, any competitive edge the vehicle earned indoors evaporates quickly once you take a peek under the hood. The 2011 Dodge Caliber is technically available with two engines and two transmissions: a 2.0- or 2.4-liter four-cylinder and manual or CVT transmission. Our tester came laden with the less powerful 2.0-liter four-cylinder that produces 158 horsepower at 6,400 rpm and 141 pound-feet of torque at 5,000 rpm. Those power figures turn up fairly high in the rev range given that the engine tops out at 6,750 rpm, and as a result, buyers can expect no more than 23 mpg city and 27 mpg highway. According to the Environmental Protection Agency, those estimates average out to a paltry 24 mpg combined. The CVT is the culprit here, as your efficiency improves to 24 mpg city and 32 mpg highway if you opt for the manual transmission.

In contrast, the 2012 Honda Civic delivers 140 horsepower and 128 lb-ft of torque while consuming 28 mpg city and 36 mpg highway in its least efficient form. If you're counting, that's a nine mpg advantage over the Caliber. Things look even worse when the Dodge is pitted against its only other hatchback rival, the Ford Focus five-door. That machine is good for 160 horsepower and 146 lb-ft of torque while sipping along at 26 mpg city and 36 mpg highway.



To make matters worse, the 2.0-liter four-cylinder in the Caliber is bolted to a miserable CVT. There are manufacturers who are capable of engineering an engaging continuously variable transmission. Chrysler is not among them. The gearbox results in uncertain and wavering engine speeds as well as a cabin that sounds more than a little like a Cessna in foul weather.

Still, 158 horsepower is nothing to sneeze at, or at least it shouldn't be. Unfortunately, the Caliber Heat lugs around 3,012 pounds worth of weight – nearly 400 lbs more than the Civic, 300 more than the Elantra and 100 more than the Focus. As a result, acceleration is more feeble than spritely. Check out the Short Cut below to see what we mean.

While achieving highway momentum takes a country mile, once you're at speed, the Caliber is acceptably comfortable. The thick-foam cushions of the front buckets are supportive and adjustable enough, even though the high seating position made us feel like we were riding on a milk crate. Back seat passengers are treated to reclining backs – a nice touch in this segment. Plenty of engine and road noise makes its way indoors, though wind noise is fairly scant. Thanks to a ride height that results in 7.67 inches of ground clearance, there's plenty of body roll should you grow a wild hair and start attacking apexes. For comparison, the Jeep Liberty only offers 7.8 inches of ground clearance at its front axle. This machine is needlessly high off of the ground.

The brakes on the Caliber Heat leave little to be desired, however. With 11.5 inch ventilated discs up front and 10.3-inch solid discs out back mashed by single-piston calipers, the vehicle has no problem shrugging speed, though we would appreciate a slightly firmer pedal feel.



If you're still with us, you may have noticed that with the exception of its drivetrain, the Caliber is a fairly competitive vehicle. In fact, we could even tolerate its Lego-block styling and unacceptable fuel economy if the vehicle carried a low enough price tag. Our tester did not. With a manufacturer's suggested retail price of $21,105 including a $750 destination charge, you would have to be a few strokes short of a four-cycle to park this in your driveway. At that price, any of the Caliber's competitors would be exceedingly superior choices, even in base trim.

If you had your heart set on shelling out over $21,000, you could easily lay claim to a smartly-equipped Hyundai Sonata with a base price of $19,695, a Kia Optima at $19,200 or a Volkswagen Passat at $19,995. All of those vehicles are not only larger, more comfortable to drive and more stylish, but they're also more fuel efficient.

The Caliber may have never been on the top of compact buyers' shopping lists, but the last five years haven't been even less kind to the vehicle. While its engine, transmission and exterior styling have all grown to show their age, the competition has risen to fighting form. With a new driveline, a little attention to the interior, a lower ride height and a more palatable MSRP, the Caliber could easily carve out a niche for itself in the compact food chain. Until a replacement arrives from Fiat, the Mopar hatch is just chum in the water.  

Source: autoblog.com  

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2011 Dodge Charger Rallye V6

Some Things Never Go Out Of Style

Vital Stats

Engine:  3.6L V6

Power:  292 HP / 260 LB-FT

Transmission:  5-Speed Auto

0-60 Time:  7.3 Seconds

Top Speed:  120 MPH (limited)

Drivetrain:  Rear-Wheel Drive

Curb Weight:  4,961 LBS

Seating:  2+3

Cargo:  15.4 CU. FT.

MPG:  18 City / 27 HWY

MSRP:  $27,645 base

The year was 1966. The muscle car era, which arguably began two years earlier with the introduction of the Pontiac GTO, was in full swing. In order to have a chance at attracting the young, affluent buyers so craved by American automakers of the day, a car needed to offer equal doses of style and horsepower. Dodge, with its brand new Charger fastback, offered plenty of both.

But it wasn't until 1968 that the Dodge Charger truly hit its stride, earning it legendary status in the annals of automotive history. Coke-bottle styling, a full suite of powerful V8 engines – including the 440 Six Pack and 426 Hemi – and plenty of success on the NASCAR circuit meant that the Dodge Boys had a winner on their hands.

Sadly, the heyday of American muscle was nearly over by the time Dodge figured out the formula, and the car was just a shell of its former muscular self by the end of 1974.

The rest of the 1970s were not kind to the Charger, and sales slowly faded away until the model name was canceled altogether after the 1978 model year. We'll gracefully skip over the front-wheel-drive years from 1983 through 1987 and move straight to the nameplate's reintroduction in 2006. The Hemi was back in action, the new car's styling was aggressive and generally well received and sales took off. But by 2010, yet again the reborn Charger was seriously showing its age, having received nothing in the way of significant interior or exterior updates during its five years back on the market and being saddled with a fully uncompetitive line of V6 engines and even an ancient four-speed automatic transmission in base models.

Dodge has finally given the "new" Charger some attention with an update for 2011 that includes new looks, new engines and the complete absence of a four-speed transmission. Does this mean that Dodge is done letting the Charger nameplate wither on the vine? Without spoiling the rest of the review, let's just say we have some good news to share.

The first bit of evidence that Dodge is serious about reinvigorating the Charger comes the first time you lay eyes on it. Sheetmetal is much more sculpted than before, with flowing, feminine lines that instantly recall those of the much-loved 1970 model. This is purely intentional. The large scallops that indent the front doors and aluminum hood, and the subtle double-diamond effect in profile (not nearly as pronounced a 'Coke-bottle' curve as the Chargers of yore, but still welcome in today's era of me-too organic wedge-shaped cars) are clearly meant to evoke warm and fuzzy memories of a bygone era. And for the most part, it works, even for those of us only old enough to witness such bold styling motifs while watching Barrett-Jackson on SPEED.

It's not until you begin to dissect the details that you remember this is a fully modern automobile. Panel gaps are tight and the wheels tuck up nicely into the wells cut out of the fenders. Nothing sticks outside the tight confines of the bodywork, an obvious concession to airflow management, resulting in as quiet a ride as possible and improved fuel efficiency at speed. Chrysler claims that, with a coefficient of drag that measures just 0.29, the 2011 Charger is eight-percent more aerodynamic than the car it replaces.

Another welcome styling touch worth mentioning are the rear taillamps, which are made up of 164 individual LED lights. Dodge says the design is meant to mimic the look of a racetrack. If that's the case, it's sort of an oval track with one really long sweeping chicane. Whatever the case, we like the implementation and you certainly won't mistake the rear of a 2011 Charger for anything else on the road when the sun goes down.



Where we find chrome or other brightwork, it's strategically placed in areas like the grille (a refined version of the macho Ram-bred crosshair design), dual exhaust tips and jewel-like headlamps. Although the glass-to-sheetmetal ratio is similar to the Charger it replaces, the 2011 model's engineers went to great lengths to improve the sightlines from the driver's seat. Unlike the gangsta-style 2010 machine, this new Charger is blessed with actual airiness in the cabin, due mostly to a larger, more aggressively sloped windshield and thinner pillars all the way around.

Speaking of the cabin, this is where all memories of past Chrysler interior sins are banished for good. According to the men and women behind the transformation, Lexus was the benchmark that Chrysler set out to match in interior fit, finish and materials. The majority of the dash is made of one single piece of high-grade plastic with a rubbery finish, which helps banish the kinds of squeaks and rattles synonymous with haphazard assembly and bargain-bin materials.

The gauge cluster is rather shallowly inset into its own binnacle that brings to mind the design of the aforementioned taillamp treatment. Inside that cluster are two LCD screens, one of which is a monochrome affair situated between the two circular gauges. Plenty of useful information can be found here, directly in front of the driver's prying eyes; things like miles to empty, current and average fuel efficiency, distance traveled, compass and outside temperature.

And then there's the 8.4-inch high-resolution touchscreen that sits atop the center stack. This latest Uconnect infotainment system, which is appearing in all of the most recent models under the Chrysler umbrella, is a huge step forward from anything Dodge has offered in the past. There are the obvious things you've come to expect from modern technology packages, such as touch-sensitive dual-zone climate controls and the ability to control audio with MP3 player capabilities and satellite radio (complete with a hard drive so you can record and play back songs).

Buyers also control the optional integrated Garmin navigation system from this screen, and helpful bits of information like local gas prices, weather forecasts and traffic information are welcome additions.

If the system is paired with a capable Bluetooth phone, Uconnect can send and receive calls as well as read back text messages for you and respond with one of a slew of preset messages of your own. As you might expect, images from the available backup camera show up on this screen too. There's also technology packed in the Charger's infotainment system that you might not expect in a car in this class. Check out the Autoblog Short Cut below for a brief rundown of the customizable options available.

One last interior feature we'd like to zero in on are the good ol' fashioned buttons, dials and knobs that operate the climate control system and stereo. It may seem redundant to offer control over such features both from the touchscreen and the center stack, but in practice the two sets work in perfect harmony and are extremely simple to commit to memory. Much appreciated, Dodge.

We're happy to report that the Charger's newfound modernity is much more than skin deep. Every bit of the suspension has been reworked – from the stiffer suspension cradles, bushings and shocks to the revised geometry that specifies aggressive camber settings of -1.0 degrees up front and -1.75 degrees out back. All that results in a quick handling car that still manages to feel very refined from behind the wheel with a ride that is at the same time well-controlled and firm enough to inspire confidence.

Steering is precise and direct, a reminder that the front wheels of the Dodge Charger are left for directional guidance while the rears provide all your motive force... assuming you didn't opt for all-wheel drive, of course. But even then, Dodge has implemented a system that allows the front wheels to freewheel unless excessive slip is detected out back. Although many electronic power steering setups are plagued by vague or artificial feel, no such issues are found with the Charger. We felt plenty of feedback from the front tires, though at some speeds there may be a little more power assistance than we'd like.



Underhood is the buyer's choice of either the brand spankin' new Pentastar V6 engine or one of two Hemi V8s. Starting from the top, there's the incredible SRT8 monstrosity that kicks out 470 horsepower and a matching 470 pound-feet of torque. It's almost unbelievable how much power is available from that 392-cubic-inch powerplant, and it's certainly a massive case of overkill for... well, everyone.

The middle engine is the familiar 5.7-liter Hemi V8 with 370 hp at 5,250 rpm and 395 lb-ft torque at 4,200 rpm. All but the maddest of power junkies will find plenty of horses to satiate their need for highway dominance from the regular-grade Hemi, and, with an EPA estimated 16 city and 25 highway, at least somewhat passable fuel economy. Plus, your wallet will thank you for not needing new tires every thousand miles.

As much as we love ludicrous amounts of horsepower, we have absolutely no qualms in recommending the standard 3.6-liter Pentastar V6 engine of our tester. Its 292 horsepower and 260 lb-ft of torque leave little to be desired when the right foot hits the floor, plus it's commendably quiet and smooth from idle to redline.



Sadly, there is one major fly in the 2011 Charger's ointment: the age-old five-speed automatic transmission. Though it shifts through its gears without complaint and offers manual gearchanges via the lever poking through the console, it's a few ratios short of a full deck in today's marketplace. The good news is that Chrysler is just now getting around to bolting a new eight-speed automatic behind its Pentastar V6, which will undoubtedly eke a few more miles from each gallon of gasoline pumped into the Charger's 19.1-gallon tank. As it is, the EPA rates the six-cylinder 2011 Charger at 18 mpg city and 27 highway.

Our observed fuel economy fluctuated quite a bit during the car's week-long stint in our garage. The first tank of gas, which was consumed almost entirely on surface streets with plenty of stops and starts, netted us just over 19 miles per gallon. On the flipside, a several-hundred-mile roundtrip journey from Phoenix to the Grand Canyon with four passengers, luggage and the air conditioning on full blast yielded a surprising and highly respectable 30.1 miles per gallon. We're eager to see what kind of efficiency improvement the 2012 model's three extra gears will provide.

Whether or not you should pass on the 2011 model year and go straight for a 2012 Charger is a matter of dollars and sense. Considering how good the rest of the package is, we doubt buyers of the five-speed-equipped version will regret their purchase. That said, we'd be hard pressed to plunk down our own money now that the eight-speed gearbox is right around the corner.



While on the subject of money, the 2011 Charger starts at $25,395 in the SE trim, while the Charger Rallye, which includes the beautiful 8.4-inch touchscreen, begins at $27,645. Hemi-powered R/T models start at $30,395.

Our tester, a Pentastar-equipped Rallye Plus optioned to the hilt with such luxuries as heated and cooled front leather seats, heated rear seats, heated and cooled cupholders, adaptive cruise control, power-everything (including the gas and brake pedals), blind spot monitoring and just about anything else you could imagine tallied a still reasonable $35,585.

Is the 2011 Dodge Charger a good deal? That's a surprisingly difficult question to answer. Considering how well the car drives and the massive amount of room for passengers and luggage, the performance-per-dollar equation is rather favorable. Trouble is, the Charger doesn't really have any obviously direct competitors in today's marketplace.



There are other full-size sedans that would seemingly stack up against Dodge's latest sedan, but we have a hard time putting machines like the Buick LaCrosse, Ford Taurus, Honda Accord, Hyundai Azera or Toyota Avalon in the same class as the Charger. It's not that any of those options are worse choices, it's that none of them are geared towards the enthusiast driver in quite the same way, and, for better or for worse, none of them are rear-wheel drive. The last truly direct competitor of the Charger's was the much-missed Pontiac G8, and while the Taurus SHO is certainly sport-oriented, its AWD configuration makes it more an executive missile than modern muscle sedan.

The 2011 Dodge Charger clearly isn't for everyone, and for that, we're thankful. It is unabashedly American and offers a unique blend of style, comfort, practicality and performance in this segment of big, boring sedans. Let's hope this latest iteration continues to get the attention it deserves; we'd hate to see the big American sedan become irrelevant as it already has several times since the original Charger hit the ground running way back in 1966.    

Source: autoblog.com

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2012 Dodge Charger SRT8

Meet The Modern Muscle Sedan


"Did you know that it was never supposed to be called a Charger?"

The man posing the question is Ralph Gilles, President and CEO of Chrysler's SRT group. According to Gilles, the modern Charger was styled to have been branded differently, but the suits wanted a sporty full-size four-door. The design team delivered what was asked and the marketers went ahead and applied the name. Much to the chagrin of many a Mopar fanboy on the planet.

Thankfully, our time with the the affable Mr. Gilles wasn't spent pondering the last generation LX's branding issues. Or refinement issues. Or interior gaffes. Instead, Chrysler rounded up its newest factory-fettled performance superstars in Southern California so we could get some quality time with the latest generation of SRT machines, including the 2012 Dodge Charger SRT8.

This updated model provides a welcome change compared to its predecessor. Some may still feel that the last-gen Charger may not have deserved to wear the badge, but Chrysler's latest is clearly closer to its B-Body brethren. To find out just how close, we strapped in and ran down some of California's finest roads on our way out to Willow Springs for some track time.

If the previous model's looks didn't hang enough of its hat on the Charger's stylistic trademarks, this updated version is out to rectify that. Deep side scallops run down the sides of the sedan and their connection to the past is instantly recognizable. We could argue back and forth about the number of doors present, but that discrepancy doesn't hamper the rest of the design.

Up front, the blacked-out cross hair grille is all Dodge, and with the SRT plaque fitted to the Charger, it's evident that is is more than an average sedan. That grille stood out nicely against our test car's Tungsten paintwork, but if that's not your favorite hue, Dodge will spray the SRT8 in Black, Bright Silver, Bright White or Redline Red.

From nose to tail, the SRT8 runs 200.3 inches, and if you pace off that distance, you'll arrive around back to find more classic Charger DNA. The lengthy taillamp array spreads across the rump like a wildfire burning with a total of 164 LEDs. Just above the flames sits a rear spoiler that's functional, just like every other vent or angle on the Charger's exterior. Aero engineers have worked hard to make sure the sedan stays stable at speed, all the way up to a 175 mph top end, but they still managed make a sinister-looking sedan.



Inside, however, is a bit of a different story. There's nothing evil about 12-way power-adjustable front seats that are both heated and ventilated. The front passenger space is downright pleasing to the back and bottom, and these aren't sloppy slip-and-slide thrones of yesteryear. Both front buckets are pleasantly bolstered and boast suede inserts that keep us in place during more than few backroad adventures. With our rear gripping the seats, our hands are free wrap around the large, meaty steering wheel, which features a design unique to the SRT family of vehicles.

Equally appealing was our view out over the hood, which was crystal clear, as was the rear three-quarter view. Looking directly rearward, however, was a bit trickier. The rear seats, while plenty cushy for passengers, seem to step upward like stadium seating, placing the headrests in front of the traffic that lays behind. The sharply angled rear glass, while cool from the outside, further cut down on the ability to see what's going on near the Charger's tail.

All of the appointments and features inside the cabin are supportive and comforting. One feature, however, literally shines brightly above the rest. Sitting in the center square position is a brand-new 8.4-inch touchscreen display that's home to a handful of beautifully displayed audio, climate, navigation, phone and driving options. We realize none of that sounds terribly exciting, but the audio system transforms cabin into an aural odyssey.

Dodge has partnered up with Harman Kardon, and their sound engineers have created an audio system that will have you contemplating ditching your home theater setup and lug your flatscreen TV out to the garage. The interior plays host to 900 watts, 19 speakers and a 12-channel amplifier. Harman Kardon has called its GreenEdge speakers into service for this application, which are tuned for maximum efficiency with minimum energy consumption. Working together, the seven 3.5-inch mid-range, seven integrated tweeters, four 6x9-inch subwoofers and one 10-inch subwoofer produce a completely balanced and crisp sound that fills the cabin floor to headliner. It's perfectly balanced whether you're running the stereo in "mother mode" or "private Metallica concert." It's the cleanest sounding stock audio system we've heard in some time, and it's just one item that SRT8 owners can boast over standard Charger owners.



But another item is even louder than the stereo.

The 6.1-liter Hemi has been pulled to make way for a larger version that's both more powerful and more efficient. Dodge has fitted the updated sedan with a 6.4-liter Hemi V8, which produces 470 horsepower at 6,000 rpm and 470 pound-feet of torque at 4,300 rpm. That's 45 more horses and 50 more pound-feet of twist than the last SRT8. Still, the engineers at SRT have figured out ways to make the new thoroughbred a bit less thirsty at the pump. Fuel economy has been raised by around 25 percent, which means this new-and-improved muscle sedan should approach 24 miles per gallon on the highway and 19 mpg in combined driving.

The brainy crew at Chrysler employed a variety of tricks to achieve the efficiency and power upgrades. Larger ports have been used on both the intake and exhaust sides of the combustion equation, while a composite intake replaces an aluminum piece. Variable valve timing is in full effect, which means the cams operate independently under different throttle loads and can adjust as necessary for economy or power. Additionally, Chrysler's Fuel Saver Technology can turn the V8 into a four-cylinder when the need for power is low. That miserly tech pairs perfectly with the all-new active valve exhaust system to help allow the Charger SRT8 run on four cylinders over a greater range of engine speeds. When not trying to save the planet, however, the exhaust belches out beautiful noises that help remind you of the badge on the back.



As great as the 392 cubic-inch engine can be, it still has to work with a partner, and in this cop drama, the transmission plays the Bad Lieutenant. There's nothing inherently wrong with the five-speed automatic. The gearbox works just fine on its own, and it allows you the option to change gears as you see fit. Still, it's sluggish to shift, and the delays felt like a century regardless of whether the shift was performed by the auto stick or steering-wheel mounted paddles. This isn't glaring on the road, but when coming out of Turn One at Willow Springs we would've liked a bit more urgency from the cogswapper. After a few laps, we found it less frustrating to simply let the car figure it out on its own.

We know that Chrysler is hard at work on its next generation of transmissions. An eight-speed ZF unit is scheduled to arrive sometime in the very near future, and it's presently slated for duty in the lower-spec Charger models. Will it wind up in the SRT8 king of the hill? Like us, you'll have to stay tuned for more on that one.



It wasn't all bad news for the transmission, however, as Dodge offers drivers the chance to change the way it behaves with the push of a button. Buried next to the climate controls, beneath the touchscreen (a rather confusing decision that will most likely be rectified before launch), you'll find a button labeled "SPORT." Press it, grab a gear and the transmission will now hold that position until you tell it otherwise. In sport mode, the Charger SRT8 also firms up the suspension damping.

But the minor transmission woes weren't enough to sully our time with the car. The 2012 Charger SRT8 is equally happy to blast down canyon roads as it is to chuck its oversize body into Willow's high-speed bends. Out on the street, the stiff chassis made the Los Angeles-area backroads a joy, yet the active damping suspension allowed for comfortable cruising when back on the highway or at slower around-town speeds. We were shocked that the 4,336-pound porker possessed this level of agility. It's one of those rare occasions where the chiseled shotputter also happens to be a lightning quick member of the 4x100 relay team.

Curious to know how well you're running? Click on the touchscreen and head over to the SRT Performance Pages. Besides displaying a variety of digital gauges and fore, aft and lateral handling figures, the system also displays a time slip for 0-60 runs, along with eight-mile, quarter-mile and 60-0 mph braking distance. Once you make a few runs, the system will store your best, current and last time slips (which are displayed as actual time slips). That might get boring after awhile, but the SRT8 isn't just about straight-line blasts.



The SRT8's invisible musculature and bone work keeps it stable and safe, which also helps keep us flat (and mentally calm) pushing through both slow speed switchbacks and the high-speed bends. Composure at that far end of the speedo is a result of the well thought-out aerodynamic enhancements, SRT-tuned independent front and rear suspension with active damping and rolling stock comprised of 20x9-inch forged aluminum wheels.

Those rollers come wrapped with 245/45R20 Goodyear Eagle RS-A 2 all-season rubber. Our test car was wearing optional three-season Goodyear F1 Supercar tires, and we highly recommend checking that box while ordering. After a full day of running down Willow Springs, the tires proved no worse for the wear. We expected to be dancing around Turn Nine taillamps-first on bald tires, but the rubber held up and we avoided the rapidly approaching green wall.

If things really start to get out of hand, however, you're armed and ready. Slotted behind the aluminum wheels is a set of Brembo brakes, with four piston calipers squeezing 14.2-inch slotted and vented front rotors in front and joining forces with 13.8-inch, four-piston rears to haul in the any unwanted speed.

The combination of the chassis, suspension, engine, tires and braking systems are a perfect fit for the Charger SRT8. One more piece of the handling puzzle is still in the box, but thankfully, it fits like a glove. That thick-rimmed steering wheel looks tough, yet it's also a good communicator. Because this is no lightweight prizefighter, we we're worried that Dodge would employ an overboosted, artificial lightweight steering feel. However, the SRT crew has rewarded us with a wheel that provides adequate direct feedback while retaining enough heft to keep us happy. Mid-corner corrections could be applied with a gentle touch of the wheel, even though it was still more fun to do so with the throttle.

Automotive dexterity is something owners of the 2012 Dodge Charger SRT8 will be able to learn for themselves, and they can do so in a controlled environment. SRT doesn't want to send an army of 470-horsepower sedans out into the streets without providing a bit of training for the Hemi pilots. A one-day SRT Track Experience is included in the starting MSRP of $46,660 (including destination and handling). Here's your first lesson courtesy of Autoblog: Unless you're skilled and on a track, keep traction control set to "shiny side up." When set in Sport, the system is smart enough to allow for a bit of wheelspin during a hard launch, yet it'll help keep things moving safely forward instead of suicidally sideways.

That mid-$40,000 price point plants the 2012 Dodge Charger SRT8 in a rather unique section of the market. Powerful super sedans typically command serious coin. Forty-six large is no small sum, but if you consider the SRT8's high-end competition, the Charger is only marginally less powerful, yet in the right hands, it ought to do a remarkably good job of keeping up with pricier four-door rocketships.



In truth, it seems the closest competitor to the Charger lies right in the same SRT family. The 2012 Chrysler 300 SRT8 starts at $47,995, has the same power output and infotainment setup, yet wears a slightly softer suit. SRT has created two monsters here; one designed to scare your grandmother and another to drop her off when she's running late to the salon. These are two powerful sedans that offer customers the choice to show who they are. The 300 SRT8 is the slightly introverted yin to the Charger SRT8 and its extroverted yang. In this particular instance, you can't make a wrong choice, and the Charger SRT8 is proof that Chrysler can create a modern muscle sedan properly.

Ralph Gilles is now the man in charge of keeping Street and Racing Technology vehicles moving forward. He leads a team of self-described "well-intended enthusiast engineers" whose work is the "result of passion." Starting with the base models, the cars themselves have been improved, which makes the SRT transformation an easier feat. That's a good thing, because a healthy SRT lineup ought to keep the enthusiast crowd on its toes. The brand is stable with Gilles at the helm, and the president and CEO "vows to protect SRT."

He gets it. And that means enthusiasts will finally get a car that deserves to be called a Charger.

Source: autoblog.com

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