Memory lane
Dodge sedan has expanded its horizons
That said, the $45,490 tester, aided by a pricey ($5,295) yet comprehensive AWD Premium package, was not lacking for either creature comforts or a semi-upscale vibe. Plus, even so equipped, said tester was $20,000 to $25,000 less expensive than any of the Teutonic trio.
Interestingly, it’s Chrysler’s 3.6-litre Pentastar V6 that powers civilian AWD versions of the Charger. No 370-horsepower Hemis here. Yet the Pursuit cop version is available in V8/AWD form. The motor head in me is righteously indignant!
No matter, the Pentastar is not exactly a 98-pound weakling in the engine department, pushing out 292 horsepower and 260 pound-feet of torque in standard form. For Charger SXT customers craving a bit more power, Chrysler throws them a bone in the form of the Rallye Group, which bumps up the V6 to 300 hp and 264 lb-ft of torque, thanks to a cold-air induction system, sport-tuned exhaust and engine re-calibration. This puts the Charger on par with the 535i and within spitting distance of the other two Germans (329 hp for the E 400 and 333 for the A6).
Mated to a slick-shifting eightspeed manumatic, complete with paddle shifters, the big Dodge moves with a confidence that belies its size, even more so when the console-mounted Sport mode button (part of the Rallye Group) is given a push. And though I’m not the biggest fan of paddle shifters, shifting is crisp and clean when they’re used (no rev matching, though).
Fuel economy wasn’t outstanding — 15 litres per 100 kilometres during my week with the tester, a mix of highway and in-town usage, with a little more emphasis on the latter. However, on a pure highway run of 200-plus km, the car averaged a much more palatable 9.4 L/100 km. A bonus is that the V6 runs on 87 octane.
As for the “intelligent” AWD system, it features an active transfer case and front-axle-disconnect system to improve fuel economy. There’s no noticeable transition or driver intervention between rear drive and AWD. When it’s not required, the AWD system automatically disconnects the front axle, enhancing the performance and handling inherent in a reardrive car.
The SXT’s ride and handling are definitely skewed toward the sportier side of things, with a solid weight to the steering wheel — which can be a little slow to selfcentre, especially in sport mode — and a firm suspension with minimal roll when cornering.
Inside, the Charger SXT’s cabin is nicely laid out with a sporting driver-focused interior — the black/Ruby Red colour combo especially bright and cheerful — that includes greater use of softtouch materials, a new full-colour seven-inch customizable gauge cluster and a new instrument panel centre stack with the Uconnect system and 8.4-inch touchscreen display. The touch screen has easily decipherable icons for the various menus (radio, navigation, climate, audio, etc.) and the graphics are excellent.
As a proper five-metre-long full-sized car, there’s beaucoup head- and legroom for the frontseat occupants. It’s a bit more of a compromise for rear-seat passengers, though. There’s enough legroom for six-footers — albeit not acres of stretch-out room — while the fastback styling of the roofline can cut into headroom for those of taller dimensions.
I doubt those thinking about upscale mid- and full-sized European or (rarer) Japanese AWD sedans are suddenly going to add the Charger to their shopping list — though they would certainly be in for a surprise. More realistically, Ford’s AWD Taurus is the Dodge’s main competition; possibly even the Buick Regal AWD. Against those two upright citizens, there’s definitely a younger, sportier air to the Charger, with a whiff of street hooligan, even in the SXT.
Still, with the 2015 model’s makeover and upgrades, the Charger has expanded its horizons — and my perceptions — of what a big four-door car can and should be.