Technical
A selection of three motors presents itself when shopping for the Charger. The base SE model has a 2.7L V6 that develops 190 hp at 6 400 rpm and 190 lb/ft of torque at 4 000 rpm. It receives a standard 4-speed automatic transmission. Along with the Pacifica, under the SXT's bonnet will be a 3.5L V6 that puts out 250 hp at 6 400 rpm and 250 lb/ft of torque at 3 800 rpm. That is nice an all but the real power is found in the
form of the delightful 5.7L Hemi V8. It generates 340 hp at 5 000 rpm and 390 lb/ft of torque at 4 000 rpm. With the Road and Track or Daytona package, output is bumped up to 350 hp. The Hemi is equipped with a Multi Displacement System (MDS) that deactivates four of the eight cylinders when the engine is not under load. The 3.5L and V8s are mated to a 5-speed automatic transmission with the Auto/Stick manual mode. 4-wheel disc brakes and a fully independent suspension are standard.
On the road
Hemi, Hemi, Hemi... How do I love thee? Let thy count the ways: 340 hp, 390 lbs of torque. Logic and good sense dictates that it is all wrong. Yet, after spending a few days punching the car around town and watching the gas gauge drop dramatically (15.8L per 100 km by the way), I can not help but think that we only live once so why not... This is evidently very selfish of me to think this way although my job is to transmit my impressions of this car. I must also then add that the Hemi's soundtrack is music to all but the most refined ears.
The Mercedes sourced 5-speed autobox is swift and crisp. Instead of up-shifting after a brisk acceleration, it will hold the gear a little while longer just in case you want to put the hammer down again. The gearbox
always seems to be able to find the right ratio to make the most of the engine's power at any given time.
The brake pedal is firm but an enormous amount of pressure is required to get the callipers to crunch down hard on the big discs. Steering is mildly heavier than what I remember from the Magnum and 300. Other than a slight lack of on-center feel, it is properly weighted and precise. The Charger's ride is smooth and heavy, as it would be in a car that weighs about 1 800 kg. The suspension's relaxed state will cause the car to feel floaty over repeated bumps and undulations. The rear end can have a tendency to skip out to the side when negotiating a curve in the same state. Lateral grip is acceptable and the big 18" Continental tires will soon let you know that you have neared the limits of adhesion. The LX platform, shared with the Magnum and 300 is rigid enough to disallow rattles yet pliable to permit comfortable cruising.
Safety
The car has standard dual front air bags, optional side air bags. ABS
brakes with brake assist, traction and stability control and seatbelt pre-tensionners. The NHTSA (National Highway Traffic Safety Administration) awarded the car 5 out of 5 stars (a perfect result) in a frontal impact and 4 out of 5 stars (a good result) for the front passengers and 5 out of 5 stars for the rear passengers in lateral impacts. The IIHS (Insurance Institute for Highway Safety) has rated it a "Best Pick" in its category.
A selection of three motors presents itself when shopping for the Charger. The base SE model has a 2.7L V6 that develops 190 hp at 6 400 rpm and 190 lb/ft of torque at 4 000 rpm. It receives a standard 4-speed automatic transmission. Along with the Pacifica, under the SXT's bonnet will be a 3.5L V6 that puts out 250 hp at 6 400 rpm and 250 lb/ft of torque at 3 800 rpm. That is nice an all but the real power is found in the
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On the road
Hemi, Hemi, Hemi... How do I love thee? Let thy count the ways: 340 hp, 390 lbs of torque. Logic and good sense dictates that it is all wrong. Yet, after spending a few days punching the car around town and watching the gas gauge drop dramatically (15.8L per 100 km by the way), I can not help but think that we only live once so why not... This is evidently very selfish of me to think this way although my job is to transmit my impressions of this car. I must also then add that the Hemi's soundtrack is music to all but the most refined ears.
The Mercedes sourced 5-speed autobox is swift and crisp. Instead of up-shifting after a brisk acceleration, it will hold the gear a little while longer just in case you want to put the hammer down again. The gearbox
 |
The brake pedal is firm but an enormous amount of pressure is required to get the callipers to crunch down hard on the big discs. Steering is mildly heavier than what I remember from the Magnum and 300. Other than a slight lack of on-center feel, it is properly weighted and precise. The Charger's ride is smooth and heavy, as it would be in a car that weighs about 1 800 kg. The suspension's relaxed state will cause the car to feel floaty over repeated bumps and undulations. The rear end can have a tendency to skip out to the side when negotiating a curve in the same state. Lateral grip is acceptable and the big 18" Continental tires will soon let you know that you have neared the limits of adhesion. The LX platform, shared with the Magnum and 300 is rigid enough to disallow rattles yet pliable to permit comfortable cruising.
Safety
The car has standard dual front air bags, optional side air bags. ABS
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