2009 Hyundai Genesis review

2009 Hyundai Genesis
All-new luxury car is super smooth.

By Kirk Bell

Overview

The 2009 Hyundai Genesis is a totally new luxury sport sedan. With its rear-wheel drive and available V8 power, the Genesis aspires to the BMW 5 Series, Lexus GS, Mercedes-Benz E-Class, and Infiniti M, but is priced more like American competitors such as the Chrysler 300 and Pontiac G8.

The Genesis seats five and is offered with V6 or V8 engines. Hyundai is best known here for the econoboxes it sold when it first came to America, but the Korean automaker has been moving upmarket for several years. The Genesis represents its biggest leap yet and is the company's most expensive and most luxurious car.

Inside, the Genesis is nicely appointed, with chrome accents, wood and aluminum trim, and soft-touch materials. Easy-to-read electroluminescent gauges greet the driver, and the available navigation system includes voice activation and a multimedia interface that is easier to use than those from most luxury manufacturers. An iPod interface is standard, and customers can choose a 17-speaker audio system that has 7.1 surround and sounds great. Room in the front and rear seats is excellent.

The Genesis marks the debut of Hyundai's first V8, a 4.6-liter dual overhead cam engine with 375 horsepower. The V8 provides plenty of smooth, willing power and gets decent fuel economy. Also available is a 290-hp 3.8-liter V6. The V6 offers enough pep for most needs and has the benefit of an extra couple mpg. Both engines run quietly and are mated to smooth-shifting six-speed automatic transmissions with manual shiftgates.

Hyundai touts the Genesis as a sport sedan, with a rigid rear-wheel-drive structure and advanced five-link front and rear suspensions. On twisty roads, it performs well, with a generally nimble feel and a fairly flat disposition through corners. Of the two models, the V6 rotates easier through turns, while the V8 is more prone to push. The V8 model, on the other hand benefits from electrohydraulic steering that keeps the boost up in the tightest slaloms, while the V6's hydraulic steering can bind in quick changes of direction.

The Genesis rides well, ironing out most bumps with little effect on passengers. It doesn't float or wallow like other Hyundais, but the ride can get bouncy over humps and ruts at highway speeds. On the whole, the Genesis is a legitimate sport sedan, but it's not as agile as top performers, such as the BMW 5 Series.

Both Genesis models are fine values that deliver fine handling, a smooth ride, and willing power. They also have plenty of interior room, with nicely appointed interiors. Though not quite up to the high standards of the European and Japanese luxury cars the Genesis aspires to, it is viable and cheaper alternative to those cars and a better appointed option versus large American sedans.

Model Lineup

The 2009 Hyundai Genesis is offered in two models. The 3.8 model has a 3.8-liter V6 that makes 290 horsepower and comes with a six-speed automatic transmission. The 4.6 model has Hyundai's new 4.6-liter Tau V8. It puts out 375 hp (with premium fuel, 368 with regular fuel) and also comes with a six-speed automatic. Both transmissions have a manual shiftgate.

Genesis 3.8 ($32,250) comes standard with leather upholstery; dual-zone automatic climate control; tilt/telescoping, leather-wrapped steering wheel with audio controls; cruise control; heated front seats; eight-way power-adjustable driver's seat with lumbar adjustment; four-way power-adjustable passenger seat; heated power mirrors; power windows and door locks; remote keyless access and starting; seven-speaker AM/FM/CD/MP3 stereo; XM satellite radio; auxiliary audio input jack; iPod interface; Bluetooth wireless cell phone link; auto-dimming rearview mirror; compass; universal garage door opener; automatic headlights; theft-deterrent system; fog lights; and P225/55R17 tires on alloy wheels.

Options for the 3.8 include a Premium Package ($2000) that adds a sunroof; leather-wrapped dash and door trim; power tilt/telescoping steering wheel; memory for the driver's seat, exterior mirrors and steering wheel; Lexicon 15-speaker audio system; six-disc CD changer; automatic windshield defogger; rain-sensing wipers; and a power rear sunshade. A Premium Plus Package ($3000) has the same equipment, plus P235/50R18 tires on alloy wheels with chrome inserts. The Technology Package ($4000) includes front- and rear park assist, navigation system, heated/cooled front seats, 17-speaker Lexicon audio system with 7.1 surround, HD radio, XM NavTraffic with one-year subscription, 40-gigabyte hard drive, rearview camera, and adaptive, auto-leveling xenon headlights.

Genesis 4.6 ($37,250) adds a power tilt/telescoping wood and leather-wrapped steering wheel; leather-wrapped dash and door trim; memory for the driver's seat, mirrors and steering wheel; sunroof; Lexicon 15-speaker audio system with six-disc CD changer; rain-sensing wipers; power rear sunshade; auto-dimming exterior mirrors; and P235/50R18 tires. The only option is the Technology Package ($4000).

Safety features include dual front airbags, front and rear side airbags, curtain side airbags, tire-pressure monitor, electronic active front head restraints, antilock brakes with brake assist and electronic brake-force distribution, traction control, and electronic stability control. Front and rear park assist and a rearview camera come with the Technology Package.

Walkaround

The Genesis is based on an all-new rear-wheel-drive architecture. (This same structure will host an upcoming two-door Genesis coupe.) The Genesis is sized similar to the Pontiac G8, both in length and wheelbase, and is about six inches shorter than the Chrysler 300.

On the outside, the Genesis looks like the lovechild of a BMW 5 Series and a Mercedes-Benz E Class. Hyundai says the design is "athletic, not so aggressive, assertive, but not polarizing." We agree, though, we feel a little more flavor might draw more customers.

Up front, the trapezoidal grille is reminiscent of a Mercedes design, but instead of rounded headlights, it's flanked by more modern eye-slit headlights. Fog lights are standard on the lower fascia, which also features a large lower air intake. Halogen headlights are standard, and the Technology Package includes auto-leveling high-intensity discharge adaptive headlights that point into turns to improve night-time vision on dark corners.

Character lines echoing the shape of the grille flow into the hood and resolve themselves at the front pillars. The rest of the car has more angular shapes like a BMW instead of the softer, rounder shapes of a Mercedes. The greenhouse is practically identical to that of the 5 Series, right down to the dogleg shape of the rear pillars. Ornamentation along the flanks is minimal, with only an upper beltline that flows from the front wheel openings to the taillights and a kickout at the bottom of the doors. Standard 17-inch wheels fill the wheelwells nicely, and the available 18s look even better.

At the rear, the Genesis has the high trunk line that was so controversial for BMW five years ago but has now come into use by several manufacturers. A lower fascia flanked by dual exhaust gives a hint to the Genesis's sporty character.

Interior Features

Nowhere are the Genesis's luxury intentions more clear than in the cockpit. From the driver's seat, customers are greeted with tight tolerances, chrome accents, and numerous soft-touch materials, including a leather-wrapped dash, a feature usually reserved for much more expensive vehicles. While the materials are certainly nice, the rounded shape of the dash isn't as appealing or modern as the best from Europe.

The driver is presented with electroluminescent gauges with white numbers on a black background and blue accents. The gauges are easy to see and read. There is a small, rectangular display between the two main gauges (speedo and tach) that shows trip computer information.

The base setup includes a small screen at the top of the center stack that shows radio and climate information. Below that are the radio controls and at the bottom of the rounded center stack are 10 buttons devoted to climate control. We would prefer the three easy-to-use knobs that many manufacturers are using these days. The CD slot sits below the center stack and below it is a small cubby to fit CDs and the like.

The center console has an ashtray-type bin below the center stack and behind that is an aluminum plate that houses the shift knob. Two cupholders sit behind the shifter, and the center console bin is big enough to carry most of the small bits we carry day to day, though a flat, rubberized tray in front of the shifter would help, too. More small items storage can be found in fold-out pockets on each door.

The navigation option features a central multimedia controller for the radio, navigation system, iPod interface, trip computer, Bluetooth phone, and settings in the Driver Information System. It uses a large rotating knob and six buttons. Compared to BMW's iDrive, the Hyundai system is simpler to use, but it still adds a couple steps to simple tasks like programming a radio station. The iPod interface works well, too, displaying songs, artists or playlists on the dashboard screen. However, returning to a previous menu always starts you over alphabetically. It would be nice if the system returned to the last spot you visited. Nonetheless, other manufacturers would do well to study the simplicity of Hyundai's multimedia interface.

The Technology Package includes a 40-gigabyte hard drive to hold music files and navigation map information. Songs can be loaded from CDs or through a USB interface.

Front and rear head and leg room are plentiful. Only tall rear passengers will have a complaint, and probably only with head room. The rear center passenger will also have to deal with the driveshaft hump as well as a seat hump, but four passengers should ride with ease. The front seats are comfortable, but sit up higher than we'd prefer and they don't have all that many adjustments for a car with this level of luxury. Getting in and out is easy.

The trunk is deep, with 15.9 cubic feet of cargo room, but it is a bit compromised by the lack of split folding rear seats. Hyundai opted against them for structural reasons. For some, this may be a deal breaker, but at least a rear pass-through is provided.

Driving Impressions

Hyundai says it benchmarked the BMW 5 Series, Infiniti M, Mercedes-Benz E-Class, and Lexus GS when developing the Genesis. Advanced five-link front and rear suspensions and a rigid rear-drive unibody structure give the Genesis the engineering to compete with those cars. But this is Hyundai's first sport sedan, so is it possible that the Genesis is a match for such lofty competition?

Hyundai gave journalists the opportunity to drive the Genesis on both twisty two-lane California roads and on a road course to test the handling. They were even kind enough to provide a Mercedes-Benz E Class for comparison. The Genesis proved to be a capable handler, a viable match for the Mercedes. By comparison, the Genesis feels a bit more numb and doesn't have as much steering feel, but it stays flatter through turns.

The Genesis 3.8 V6 is lighter and has a 52/48 weight balance (compared to 53/47 for the 4.6 V8), making it easier to rotate through high-speed corners than the Genesis 4.6 or the Mercedes.

That's all pretty darn good news, but the Genesis lacks the balance, agility, and direct steering of the BMW 5 Series. Hyundai shouldn't be ashamed, though. BMW builds the finest handling sport sedans in the world.

The Genesis is equipped with Amplitude Selective Dampers, which are basically two shocks in one. These multi-vein shocks have one mode for small, high-frequency bumps and ripples and another mode for the larger motions shocks usually deal with. Hyundai says they improve ride comfort, optimize road surface contact, and increase body and wheel control. On the road, they help the Genesis provide a smooth, quiet ride. We detected no float or wallow, though we did find that the ride got too bouncy over humps and ruts at highway speeds.

Steering is direct but not overly quick. The 4.6 model has electrohydraulic steering, while the 3.8 is hydraulic. A few turns through a slalom revealed that the hydraulic steering can't keep up with quick changes of direction, resulting in some binding, a phenomenon we've observed in many fine automobiles. The 4.6 model had no such issue, so it was better in the slalom despite the 3.8 model's better overall balance. (You do run your car through slaloms, don't you?)

The Genesis 3.8 model is powered by Hyundai's Lambda 3.8-liter DOHC V6, which produces 290 hp at 6200 rpm and 264 lb.-ft. of torque at 4500 rpm. The V6 is EPA-rated City/Highway at 18/27 mpg.

On the road, we found that the V6 had plenty of zip for most every need. Hyundai quotes a 6.2-second 0-60 mph time, but it didn't feel that quick so we tried an unofficial 0-60 mph run and found that the time was more like 7.5 seconds. That's still pretty fast and competitive with most other cars in the class, but not as spritely as we were told. No worries, though, because the Genesis gets up to speed quickly and highway passing is a breeze.

The V8 model offers Hyundai's new Tau 4.6-liter DOHC V8. This engine has continuously variable valve timing for both the intake and exhaust, and also comes with a Variable Intake System designed to allow the engine to breathe more efficiently at both low and high speeds. The result is 375 hp at 6500 rpm and 333 lb.-ft. of torque at 3500 rpm with premium fuel. Save some cash and choose regular fuel and those numbers drop slightly to 368 hp and 324 lb.-ft. of torque.

The V8 is substantially quicker than the V6. It has plenty of power from a stop, in the midrange, and at highway speeds for passing. Hyundai quotes a 5.7-second 0-60 mph time, and we believe it. The V8 is EPA-rated at 17/25 mpg City/Highway, which isn't much of a fuel economy penalty given the extra power.

Each engine is mated to a different six-speed automatic transmission. Both are responsive, shifting quickly and smoothly. Both also have Hyundai's Shiftronic manual shift gate. However, it does not have shift paddles on the steering wheel.

Summary

The 2009 Hyundai Genesis luxury sedan offers lots of features for the dollar. When it comes to sport sedan credentials, the Genesis is surprisingly capable, though not a match for the best in the class. With a smooth ride, lots of interior room, and willing power, the Genesis is a viable choice that fits between established luxury brands and the less-expensive but capable Chrysler 300 and Pontiac G8. Genesis customers can choose between the capable 3.8 model that provides better handling and fuel economy or a quicker 4.6 model that has better steering but pushes a little more in fast turns.

NewCarTestDrive.com correspondent Kirk Bell filed this report from Santa Barbara, California.

Source by : http://www.nctd.com

2009 Lincoln MKS review

2009 Lincoln MKS
New luxury car offers the latest in connectivity.

By Ted West

Overview

The all-new 2009 Lincoln MKS is something different for this proud luxury marquee: a full-size sedan with its sights set on the young (by Lincoln standards). As such, the MKS is a lavishly equipped full-size luxury sedan, both grand and, in its way, grandiose. It combines an elegant new look for Lincoln, combining elements of the marque's long, impressive history with technology that, by Lincoln's lights, points the way to the luxury-car future.

From the first glance, this MKS is nothing if not a serious entry. It has dignity and clout that is likely to win over Lincoln's traditional older clientele. Its muscular, long body is trimmed plenteously with gleaming chrome highlights, giving it the flash of a thoroughbred American sedan.

The MKS interior seconds the motion; this is a sedan with class-leading roominess in the rear compartment. The styling and materials throughout, typified by elegant standard-equipment leather upholstery, confirm that this is an automobile for those accustomed to fine surroundings.

But it is in technology, more specifically, in comprehensive connectivity, that the MKS will make its bid. The MKS offers unprecedented real-time, real-world onboard communications. Lincoln marketing executives said time is the ultimate luxury and therefore the electronics systems in the MKS were designed to save the owner time. Following on Ford's successful Sync voice-activated audio systems, the MKS goes one long step further. Its Next-Generation Navigation System with Sirius Travel Link allows the switched-on owner to control vast audio programming resources, follow threatening regional weather patterns in real-time, stay informed about traffic jams ahead, keep up on the latest sports scores and find movie listings and start times.

We found its big eight-inch display easy to read and its systems easy to operate, something that can't be said of some much more expensive German cars. You can load personal CD photos on your in-dash monitor. You can find all local gas stations, listed either by nearness or in order of price per gallon. We followed the progress of a violent storm on an in-dash Doppler radar monitor, a new kind of automotive thrill. Pressing a couple of buttons displayed the five-day forecast. The system will play DVD movies with incredibly rich surround sound, and the touch-screen monitor takes running your iPod to new levels. Its voice command system indicates this technology has moved beyond the gimmick stage.

But the MKS is more than an electronics base; it must meet the standards of the contemporary automobile, somewhat as its superb forebear, the Lincoln LS, did so successfully. As a dynamic platform for freeway motoring, the MKS is first-rate, stable, steady, confidence-inspiring. It would be entirely at home driving coast to coast, and delivering an impressive 24-mpg EPA highway rating, this seems an enticing mission.

The MKS comes standard with front-wheel drive, but all-wheel drive is available for improved capability in foul-weather. A 3.7-liter dohc 24-valve V6 engine powers the MKS, delivering 273 horsepower. It works with a six-speed automatic transmission to post an EPA-rated City/Highway 17/24 mpg.

We found it cruises very nicely, smooth and quiet. It isn't a sport sedan along the lines of a BMW, however, and doesn't respond well to hard driving.

Model Lineup

The Lincoln MKS ($38,465) is available in only one model. All-wheel drive ($1890) is optional. Four option packages are available:

The Navigation Package ($2995) adds voice-activated DVD navigation system, THX II w. 5.1 premium surround-sound audio, and a rearview camera. The Technology Package ($1115) upgrades with adaptive headlamps with auto high beam, rain-sensing wipers, forward sensing parking-aid system, rear-window power sunshade, intelligent access with push-button start. The Ultimate Package ($5715) includes the Technology package, Navigation package, dual-panel moonroof, 19-inch premium painted wheels, Ultimate seating trim with seat color-keyed suede strip in the center of the seatbacks and an embroidered Lincoln Star logo on the front headrests. The Aluminum Applique Package ($195) features aluminum instrument panel applique, leather shift knob, leather-wrapped steering wheel.

Safety features include dual-stage front airbags plus seat-mounted side airbags for head and torso protection, as well as safety-belt pretensioners and load-limiting retractors. The Occupant Classification System's sensor automatically determines by weight whether the front passenger seat is empty, occupied by a child seat or by a small, medium or large occupant and deploys the airbag accordingly. Active safety features include anti-lock brakes and electronic stability control, standard. Optional safety features include all-wheel drive and a rearview camera that can help the driver spot a child behind the car when backing up.

Walkaround

The Lincoln MKS is built on a reengineered and improved version of the chassis used in the discontinued Ford Taurus. However, the MKS's styling and presence are pure Lincoln, bold, sturdy, impressive. This luxury marque has been busily searching its past design DNA for usable yesteryear styling symbols that will play well in the present. The aggressive boat prow-like grille of the MKS recalls the classic pre-war Lincoln Continental; yet in the same gesture, this stands as a symbol of the new Lincoln's aggressive thrust into the 21st century.

While appearing rock steady in profile, the MKS has a dynamic stance that seems ready to pounce. And viewed from the rear on the interstate, this car has the self-confident presence, in scaled-down form, of an ultra-luxury sedan.

As befits a full-size American luxury sedan, the MKS makes generous use of chrome highlighting, supported by understated side sculpting in profile view. In addition to the usual variety of paint colors, the MKS is available in a new paint finish called Tuxedo Black Metallic. This black is similar to a metallic finish, except that in place of metallic flecks in the paint, it features brilliant, tiny flecks of glass. The result is a highly reflective finish that will wow some buyers. To others, however, Tuxedo Black will look like an extraordinarily coarse metallic blend more suited to bass boats, especially when illuminated under bright spotlights.

The MKS, with its overall length of 204.1 inches and dignified height of 61.6 inches, is a fully found luxury sedan that will surely earn its place in valet parking. However, as with many luxury sedans that aspire to sleekness (Jaguar sedans come to mind) its handsomely rounded forms leave it the impression of being smaller than it really is.

On the plus side of this undersizing, the air passing over the MKS at 70 mph flows smoothly and silently, yielding both a peaceful commute and startlingly efficient EPA Highway mileage of 24 mpg, impressive for this full-size entry. When it's time to refuel, the MKS features a refueling receptacle that eliminates the messiness of a gas cap.

Interior Features

Climbing into the cockpit of the MKS, its wide expanse of dashboard receding toward the windshield creates a sensation of lavish roominess. Our test car had a gleaming swath of dark wood running from one end of the dash to the other, its finish so bright indeed that we weren't sure whether to believe it was real wood. It was.

The instruments were laid out handsomely, with softly cushioned surfaces and hand-stitched leather seams everywhere on the dashboard, as befits a luxury car. The steering wheel was wrapped in leather, with wood highlights, and its girth and grip felt perfect.

Big buttons on the center stack made operating the HVAC (heating/air conditioning) and audio systems easy. What felt less perfect was the switchgear, which lacked the tactile elegance and reassuring sturdiness one might have hoped for in this car. Instead, the buttons and switches and A/C ducting adjusters felt generic, as if they might be found on any Ford product, high or low. Otherwise, the appearance and materials in the MKS cabin were fittingly swank.

The MKS profits from the sporting feeling of fine leather seating. The front seat cushion and particularly the backrest provide steadying lateral support. Long-range driving comfort is good and the fit and quality of the leather is excellent. Visibility is similarly excellent from the driving position. The proximity of the headrest to the back of the head was a minor annoyance for some of us; it's placed there for improved safety and cannot be adjusted.

The stepped gearshift controlling the six-speed automatic is simple and straightforward, though we were rarely moved to use it. Just ahead of the shifter is a panel on the center console with word Lincoln written bold. It looks for all the world like the cover of a stowage compartment, and its slightly misaligned cut lines encouraged the suspicion. In many another deluxe entry, this panel would've popped open to offer handy storage. In the MKS, no such luck.

The HVAC system provided generous torrents of cooling air.

The navigation system features a bright, eight-inch screen. We found the navigation system a good companion to our test drive, winding through the tortuous, ever-changing two-lane blacktop of the Virginia backcountry. The industry-leading Lincoln connectivity allowed us to monitor the local weather in real time, locate gas stations and otherwise stay in touch with the outside world. Returning to the traffic-challenged environment of Washington, D.C., furthermore, we were easily able to sort out the traffic jams ahead in real time and find the least annoying route to our final destination. Excellent. Touching the screen on a traffic jam revealed the cause. The navigation system operated in both three-dimensional mode and map view. The three-dimensional view is fun for impressing friends (and prospective buyers), but not particularly useful and somewhat confusing to interpret.

The premium-quality THX II sound system and satellite-radio accessibility of our Ultimate Package-equipped MKS furnished our deep-country drive with superb concert surround-sound. And using Ford's voice-activated Sync system, we were able to order changes in programming without ever moving our hands from the wheel. While parked, we watched clips from "Star Wars" crisply displayed on the screen and the fly-bys of the small, fighter ships were incredible over the 5.1 surround sound with crisp base and crystal highs. Likewise, the acoustical guitar and percussion on a live recording of the Eagles playing "Hotel California" was amazingly crisp and clear. These are benefits of the quality of the system and the quality of the sound-deadening of the cabin.

Second-row riders will enjoy the MKS as much as those in the front row. The rear seats offer capacious ease of entry and segment-leading spaciousness. The rear-seat cushions, while soft and comfortable, are not terribly supportive, but the rear seatbacks more than make up for this

Driving Impressions

With the notable exception of the spirited, agile Lincoln LS, which the present MKS replaces, Lincolns have never been valued for the sporting character of their driving temperament. Classically, a Lincoln is just about the last candidate one would choose for a race through the darting and veering linked corners of canyon country. The MKS is no exception to this pattern. A sport sedan it is not.

The MKS is an excellent turnpike cruiser, but away from the interstate on a winding country two-lane, this large, heavy car feels less at home. Its moderately high steering effort inspires confidence on the highway, but rewards the driver with little information when driving in the backcountry. Rather, it eschews the virtues of the prior LS and reverts to being a somewhat stodgy Lincoln in the grand old mode.

However, this same time-honored Lincoln character has significant pluses. Primary among these is first-rate comfort and composure during long cruises on the interstate.

The MKS is confident at interstate speeds, and its four-valve 3.7-liter V6 produces an ample 273 horsepower and 270 lb-ft of torque, more than enough to deliver long, effortless service life at highway speeds. It boasts an exemplary 24-mpg EPA Highway rating. Accelerating from a standing start, the package is above average, which is to say, neither a tire-burner nor in any way slow. Given the MKS's stand-up character, the choice of engine and performance seems just right.

It is in the area of chassis dynamics that the MKS comes up short. Veering off the interstate onto lesser, winding country roads, this Lincoln is decidedly un-entertaining. Driving over undulations at speed, the ride control was generally good, though occasionally the MKS exhibited the barest beginnings of floatiness.

When navigating bends in the road, the MKS seems to caution the driver to slow down. It is out of its element. The steering effort of the MKS is remarkably firm, which in most sport-sedan cases implies an enthusiast character. With the MKS, however, road feel communicated through this firm steering in curving terrain is muted, almost non-existent. And the ride motions of the car are stubborn and somewhat lurching, yielding little road information or driving pleasure. This is not to say that the MKS is in any way hazardous. On a curvy road, its chassis is simply not much fun to drive.

The brakes worked very well. Like many another car in its class, at 4127 pounds (with front-wheel drive) the MKS is a heavy car, but the big four-wheel disc brakes, augmented with ABS, traction control and electronic stability control, are more than up to the task. The problem is that, unlike many in its class, the MKS really feels heavy. Comparing its chassis dynamics to the Cadillac STS, no lightweight itself, the Cadillac feels like a Porsche.

Summary

The MKS was never intended to be a sport sedan, rightly so. And venturing as it does deep into the realm of onboard connectivity, this car makes an extremely interesting entry. But after producing the enticing, discontinued LS, Lincoln seems to have ignored the idea that putting more athleticism in its cars and a smile of pleasure on the driver's face is never a bad thing.

NewCarTestDrive.com correspondent Ted West filed this report from Washington, D.C. Mitch McCullough contributed to this report.

Source by : http://www.nctd.com

2008 Buick Lucerne review

008 Buick Lucerne
Smooth, spirited, well-engineered luxury sedans.

By New Car Test Drive

Overview

The Buick Lucerne is an attractive car, with clean lines suggestive of a fine European import while maintaining Buick traditions. Inside, the Lucerne is elegant, comfortable and easy. Underway, it's smooth and quiet, but with precise steering and a chassis that handles winding roads with aplomb. We find the Lucerne to be a plush, highly competent full-size sedan at a compelling price. It's Buick's flagship sedan and we recommend it.

The Buick Lucerne is a full-size, front-wheel-drive, four-door luxury sedan, and it comes in several models. The Lucerne CX is tuned as a traditional Buick, with the Premium Ride Suspension. The Lucerne CXL comes with a firmer Ride and Handling Suspension, and is positioned to compete with the Toyota Avalon and Lexus ES 350. It's a very enjoyable car to drive, with agile handling and plenty of performance. The CXL Special Edition is even quicker with its optional V8.

The Super is a new model with an old Buick name, dating back to 1940 and last seen in 1958. The V8-powered Super, which replaces last year's CXS, delivers even more horsepower and features Magnetic Ride Control, an adaptive sports suspension developed for the Corvette.

New for 2008 are two safety systems, Side Blind Zone Alert and Lane Departure Warning, available on all models. Side Blind Zone Alert uses radar to provide drivers with more information about vehicles in hard-to-see areas around the car. Lane Departure Warning uses a camera to warn drivers of inadvertent lane changes. StabiliTrak with Brake Assist is now available on CX and CXL. Also for 2008, XM Satellite Radio is standard equipment in all models, and some options and equipment packages have been revised.

Launched as a 2006 model to replace the LeSabre and Park Avenue, the Lucerne benefits from the structure and chassis hardware it shares with the Cadillac DTS. In this, Lucerne is not breaking tradition but confirming it. The biggest Buicks have shared body structure with Cadillacs since the 1930s, if not before; and they have shared significant chassis pieces since 1965.

Buick has a long history of innovative engineering, handsomely conservative styling, and premium luxury at below-premium prices. Lucerne follows these Buick traditions.

Model Lineup

The 2008 Buick Lucerne comes in four trim levels with three engines available.

Lucerne CX ($27,275) is motivated by a 197-horsepower 3.8-liter V6. Standard equipment includes cloth upholstery; air conditioning; seats for five people with a power driver's seat; power windows; power door locks; leather-wrapped tilt steering wheel; AM/FM/CD/MP3 audio with six speakers and steering wheel audio controls; XM Satellite Radio; cruise control; electrochromic rearview mirror; remote keyless entry; and 16-inch aluminum wheels. A Comfort and Convenience package ($950) adds heated outside mirrors, dual-zone automatic climate control, a universal remote, a trunk cargo net, and a six-way power-adjustable passenger seat.

Lucerne CXL ($29,920) upgrades with leather seats, all items from the Comfort and Convenience package, and 17-inch bright aluminum wheels. The suspension is tuned a little tighter and includes Airlift rear shocks for automatic level control.

The CXL Special Edition is available with the V6 ($31,735) or with a 275-hp 4.6-liter V8 ($33,435). Special Edition adds perforated leather seat inserts with contrasting stitching on the seats, console, armrest and door trim. Outside, the Special Edition is distinguished by a chrome grille, unique rear fascia, and chrome-clad wheels.

A Luxury Package ($995) for the CXL and Special Edition adds eight-way power driver and front passenger seats, four-way power lumbar support, heated front outboard seats, and memory for driver seat and outside mirrors. A heated wood steering wheel ($100-$150) and heated and cooled seats ($895) are options with the package.

Lucerne Super ($38,980) is powered by a 292-hp 4.6-liter V8 and comes with Magnasteer power steering, Magnetic Ride Control adaptive suspension, StabiliTrak stability control with Brake Assist, and P245/50R18 all-season radials on 18-inch bright-silver-painted aluminum wheels. Inside, Super features a leather-wrapped upper instrument panel with French-seam stitching; leather seats with suede fabric inserts; Harman-Kardon audio; heated, wood-accented steering wheel on a power tilt-and-telescope steering column; wood shift knob; and other upgraded finishes and trims. The Driver Confidence, Luxury, and Comfort and Convenience packages are standard. Outside, front and rear fascias, extended rocker panels, and integrated dual exhaust tips are unique to the Super. Chrome wheels are optional ($750).

Options include the Driver Confidence Package ($995) with remote start, Ultrasonic Rear Park Assist, a theft-deterrent system, heated washer fluid, RainSense automatic windshield wipers and StabiliTrak electronic stability control. The new Side Blind Zone Alert ($395) and Lane Departure Warning ($295) systems are optional. The Ultra Confidence Package ($1,185) combines all of these features. Touch-screen navigation ($1,945) is optional on Super, CXL, and the Special Edition. The Harman Kardon stereo is available ($495) on the Special Edition. A 6CD changer is optional ($300) on all models. So is a power tilt-and-slide sunroof ($900), and an engine block heater ($75). Six-passenger seating is available on CX and CXL by ordering front bench seats ($295). Some paint colors are extra-cost options.

Safety features on all models include six airbags: a dual-stage driver's front airbag and a dual-depth front passenger bag, front-seat side-impact airbags, and full-coverage side-impact curtain airbags. The front seatbelts come with pretensioners, so be sure to wear them. Traction control, anti-lock brakes, and a tire pressure monitor are standard on all models. OnStar comes standard and includes the first year of Safe and Sound service; OnStar operators will dispatch rescue crews if your airbag deploys and you don't respond to calls, a great feature for you and the rest of your family. The first-ever application of a dual-depth passenger airbag has two sections; a smaller section deploys in a less severe crash or if the passenger is small or seated nearer the dashboard. In a bad crash or if the passenger is not wearing their seat belt the full bag deploys for maximum effect.

Walkaround

There is no mistaking the Lucerne for anything but a Buick. The Lucerne has a handsome appearance with a good stance thanks to its long wheelbase and wide track. The classic, Buick waterfall grill blends in well with the large integrated headlamps. The side profile, with its steeply raked windshield, is reminiscent of several recently introduced European sedans such as the VW Passat and Audi A6. The rear of the Lucerne features a high trunk line with nicely integrated tail lamps.

Chrome trim is kept to a minimum. The only stylistic link to Buicks of old is the row of small portholes on each of the front fenders. They are also the only clue to what's under the hood: the V6-powered Lucerne gets three portholes on each side while V8-powered models get four on each side. Flashback to the Fifties, when more powerful Buicks had more holes. They didn't serve any real function then and do not today, but we still like them.

The Lucerne Super is distinguished by a larger grille that cuts deeper into the front bumper and features fewer, thicker vertical bars. These grille bars turn sharply inward at the top, giving more definition to the waterfall effect. Below the new grille, the look is more familiar, with twin lower air intakes accentuated by chrome slashes that seem to point to the outboard foglights, very much like last year's CXS.

The smaller main grille of the CX and CXL is finer in texture, and the twin lower air intakes on these models hide behind horizontal grillwork cut into the lower bumper.

The Buick Lucerne is built on the same platform as the Cadillac DTS and benefits from modern build techniques for a quiet luxury car. These include hydroformed frame rails for a stiffer body, and use of laminated steel with plenty of sound deadening material placed in strategic locations. Buick engineers shaped the outside of the door mirrors to lessen wind noise. These quiet-tuning efforts were evident in our test drives.

Interior Features

Lucerne's cabin is cleanly designed with just enough touches of wood and chrome trim to make it luxurious without being opulent. The dashboard is fairly traditional in design with a smallish instrument pod containing three round gauges in front of the steering wheel.

The center stack is located high for easy access, and contains large knobs for operating the climate control and audio system. OnStar with Turn-by-Turn service comes standard and allows customers to talk to a live advisor who downloads complete step-by-step directions to the vehicle through the OnStar system. Audio directions are then automatically played through the vehicle's stereo as they are needed, triggered by the OnStar system's GPS capabilities. Drivers can be directed to their destinations without having to take their hands from the wheel or eyes from the road.

A touch-screen navigation system is also available, giving the Lucerne driver the best of both worlds.

Bucket seats are standard, but buyers who want seating for six can order a traditional front bench seat. We found the bucket seats provide a good level of comfort and come with an armrest in the center console.

Rear-seat passengers are well taken care of with good headroom and excellent leg room. Lucerne's long wheelbase allows for a wider-opening rear door with almost no intrusion from the wheel well, making it easy to get in and out of the car.

Driving Impressions

The Buick Lucerne is a smooth but spirited car. The ride quality is excellent, thanks to its long wheelbase and stiff body structure. In back-to-back driving along a stretch of less-than-perfect road, we found the Lucerne's ride quality comparable to that of the benchmark Toyota Avalon. Lucerne rides a bit firmer than past Buicks, but it's still plenty smooth.

The steering is precise and responsive, and the suspension is well controlled, even at high speeds along not always smooth roads. After driving several different Lucerne models over the course of several hours, winding among the vineyards in the Santa Ynez Valley just north of Santa Barbara, California, we found that all handled with aplomb, exhibiting no wallowing or causing any untoward moments. A rigid chassis is the key to balancing sharp handling with a smooth ride, and Lucerne really delivers.

The high-powered Super comes with Magnetic Ride Control, which we've found improved handling a bit, though the differences were not dramatic. Magnetic Ride Control is an adaptive damping system designed to enhance overall ride performance. With Magnetic Ride Control, the shock absorbers are filled with a synthetic fluid in which magnetically charged particles are suspended. By applying electric current to the particles, a computer continuously adjusts the fluid's viscosity according to varying road surfaces and driving styles. The system, which first appeared on the sporty Cadillac XLR, and then the Corvette, delivers a quicker response than earlier adaptive-damping setups that continuously adjusted the shock absorbers' main valves.

Powering the new Super is a unique version of the 4.6-liter Northstar V8, rated 292 horsepower at 6300 rpm, and 288 pound-feet of torque at 4500 rpm. The Lucerne Super V8 is EPA-rated at 15/22 mpg City/Highway.

The CXL Special Edition offers a slightly less tuned version of the same engine, developing 275 horsepower at 6000 rpm, but 295 pound-feet of torque at 4400. Torque is the force you feel when accelerating from an intersection or up a hill. So even though it has less horsepower, the higher torque of the CXL Special Edition with the V8 might be more responsive in everyday driving. We've found the Lucerne performs well with this engine. The CXL Special Edition with the V8 is rated 15/23 mpg.

The V6 performed well in the CXL. With the lighter V6, the Lucerne seemed more agile on twisty roads. The front end felt a bit lighter. The V6 models also suffer less from torque steer, a slight tugging felt through the steering wheel when turning and accelerating at the same time. The V6 costs less and gets better fuel economy. The Lucerne CXL with its V6 is rated as a Super Ultra Low Emissions Vehicle (SULEV). The V6 is EPA-rated at 16/25 mpg City/Highway.

Both V8 engines come with GM's electronically controlled Hydra-Matic 4T80 four-speed automatic transaxle, where the V6s use the lighter-duty 4T65 four-speed. All Lucerne engines feature electronic throttle control.

The new Side Blind Zone Alert system uses radar sensors on both sides of the vehicle (mounted behind the rear fascia) to scan a 150-degree field of view within a 3.5-meter range. Alternating radar beams sweep the adjacent traffic lanes to detect approaching cars. Vehicles entering one of seven zones identified by the system will illuminate an LED symbol in the outside rearview mirror. The system ignores stationary objects, such as fire hydrants or parked cars.

The Lane Departure Warning uses a camera, mounted near the inside rearview mirror, to identify traffic lane markings and provide audible alerts if the Lucerne should appear to be wandering from its appointed path.

Summary

The Buick Lucerne is an attractive near-luxury car offering looks, features, quality and value. If you like a modern, comfortable ride with competent road manners, the Lucerne, with either a V6 or V8 engine, is well worth consideration. It comes with a longer warranty (4 years/50,000 miles) than Buick has offered in the past, and Buick has been doing quite nicely in recent J.D. Power and Associates surveys on product quality.

NewCarTestDrive.com correspondent John Rettie reported from Santa Barbara, California, with editor Mitch McCullough reporting from Los Angeles.

Source by : http://www.nctd.com

2008 Chevrolet Impala review

2008 Chevrolet Impala
Big, roomy and practical.

By New Car Test Drive

Overview

The Chevrolet Impala is a big, roomy sedan. While classified as a midsize sedan, it's large for that class. Close in size to the Toyota Avalon, competes with mid-size and full-size cars. Among them: the Ford Taurus, Chrysler 300, Dodge Charger, as well as the Honda Accord, Toyota Camry, and Nissan Altima.

We find the Impala's neat, clean lines pleasing to the eye. Its styling looks fresh, and it is, having been sharpened when the Impala was last redesigned for 2006. Other people think so: the Impala is among the top-10 best-selling cars in the U.S.

This is a roomy car, in the front as well as the back seats, and getting in and out is easy. The Impala has a big trunk with a big trunk lid that makes loading cargo easy, and it has a healthy cargo capacity. Optional flip-and-fold rear seats are exclusive in its class, and provide not only holding wells for groceries but a flat cargo floor that expands the trunk for long items.

On the road, the Impala is very stable, a nice cruiser. There's lots of low-end torque from the larger of the two available V6 engines, a 3.9-liter V6 with advanced technologies. Step on the gas and it goes. Given its size, the Impala handles well, and surprisingly so.

Several models are available, ranging from strong, reliable, fuel-efficient family sedan to sleek and powerful performance car. The mid-level Impala LT probably best exemplifies the model line. We like the LT with the optional 3.9-liter V6, which features GM's Active Fuel Management to improve real-world fuel economy. The LTZ adds a heavy-duty suspension, leather interior and convenience features. The SS comes with a small-block 5.3-liter V8 engine that sounds great and delivers strong acceleration performance.

Chevrolet continues to improve and upgrade the Impala. We highly recommend the StabiliTrak electronic stability control. The audio system has been upgraded for 2008, and XM Satellite Radio is standard on all models. OnStar is standard, and in its latest version it will automatically communicate the nature and severity of a crash as well as its location to the 911 centers.

Overall, the Chevrolet Impala is a comfortable and convenient car, practical and enjoyable to drive. It also offers low prices.

Model Lineup

The 2008 Chevrolet Impala spans a broad model range that includes the base LS, the mid-range LT, the loaded LTZ, and the high-performance SS.

Impala LS ($21,255) comes with a 211-hp 3.5-liter V6, a four-speed automatic transmission, cloth upholstery, a 40/20/40 front bench seat with six-way power for the driver, air conditioning, power windows, programmable power locks, AM/FM/CD/MP3 audio with six speakers, XM Satellite Radio, OnStar, cruise control with buttons on the tilting steering wheel, 16-inch steel wheels, and a tire-pressure monitor. Four-wheel-disc brakes are standard, also; anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD) and traction control are optional ($600). The clever flip-and-fold rear seats are available ($295); so is an engine block heater ($75). A flex-fuel version of the V6 can burn E85 ethanol; it's standard in most states, optional in others.

LT ($21,865) upgrades to dual-zone air conditioning, eight-way power adjustable driver's seat, dual exhausts, fog lights, 16-inch aluminum wheels, a compass, and more interior conveniences. The standard engine is still the 3.5-liter V6. Options include the complete LS list plus leather upholstery ($1125) on bench or bucket seats, a premium audio system ($295), eight-speaker Bose system ($495), sunroof ($900), universal garage door opener ($100), and rear spoiler ($275).

The LT Luxury Edition package ($2,070) includes leather trim, an upgraded OnStar with Directions and Connections and Turn-By-Turn Navigation, leather-wrapped steering wheel with audio and cruise controls, flip-and-fold rear seat, ABS/EBD with traction control, and a rear spoiler. The 2LT package ($2675) includes the 3.9-liter V6 with Active Fuel Management (formerly called Displacement on Demand) and 233 horsepower; as well as the premium audio system, leather-wrapped steering wheel with audio and cruise controls, flip-and-fold rear seat, ABS/EBD with traction control, rear spoiler, and 17-inch vented steel wheels with chrome wheel covers.

LTZ ($26,830) comes standard with the 3.9-liter V6 and, for 2008, the same FE3 performance suspension as the SS model (see below). ABS/EBD and traction control are also standard. Inside you'll find leather upholstery, heated seats with eight-way power, upgraded audio with eight speakers, and a leather-wrapped steering wheel with audio and cruise controls. Standard wheels are now 18-inch five-spoke machined alloys wearing W-rated P235/50R18 performance tires.

The SS ($28,235) boasts a 303-hp all-aluminum 5.3-liter V8 designed specifically for front-wheel-drive applications. It also features Active Fuel Management and drives through a heavy-duty four-speed automatic. The SS comes with 18-inch chromed aluminum wheels, P235/50 W-rated performance tires, FE3 performance suspension, and leather-appointed bucket seats, although cloth-upholstered buckets are available for a credit ($1125).

Safety features that come standard on all Impalas include dual front smart air bags and side-curtain roof-mounted air bags for front- and rear-seat passengers. Anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD) and traction control are standard on 2LT, LTZ and SS, optional on LS and LT. StabiliTrak is offered for the first time on an Impala and is standard on 2LT, LTZ, and SS. A tire-pressure monitor is standard.

Walkaround

The 2008 Chevrolet Impala presents a clean, neat, pleasing design that's not so homogenized as to be boring. It's an attractive car.

Most recently re-styled for 2006, the current Impala features smooth lines. The big headlamps have a premium, jeweled appearance with three independent lighting units and are smoothly integrated into the front end. The tail lights are nicely integrated as well. These details complement other quality attributes, such as tight tolerances of 3.5 mm or less between body panels and substantial grab-style door handles that won't pinch your fingers or snap away from your hand on a cold morning. Flat-blade windshield wipers provide consistent pressure on the glass, which helps eliminate streaking and wind noise.

The LS, LT and LTZ are distinguished by exterior trim but share one front end design, while the SS sports a unique grille with SS-signature black-diamond crosshatch pattern. The Impala SS also features Corvette-inspired bright exhaust tips. A rear spoiler is standard on LTZ and SS models, and is available on LT.

Interior Features

The 2008 Impala has a lot going for it inside as well. Like the exterior, the cabin was completely redesigned for 2006, and has remained comfortably the same since then.

The standard seats have firmer cushions and increased lumbar support compared to previous models. We didn't find the SS seats particularly comfortable or supportive. Lumbar support is too aggressive, while there's not enough side bolstering to retain the upper body in corners.

A twin-brow instrument panel wraps around into the doors. Impala LS, LT and LTZ models have wood trim, with brushed silver trim a no-cost option on LT and LTZ. The SS comes standard with unique metallic trim panels, with wood as an option. We found the instrument panel pleasing to the eye, colorful, entertaining and easy to use, with a nice all-of-a-piece unity and style to it. Interior materials are a grade above average.

The dual-zone climate control system that comes on all but the base LS model is a snap to use, with large, round control knobs and good markings. It can support up to a 12-degree temperature difference side-to-side. The optional remote engine start system comes with a 200-foot operating range and automatic climate pre-conditioning to warm or cool the interior. The driver information center offers more than 50 different alerts, depending on the vehicle's equipment. The glovebox is large enough to actually hold stuff.

For 2008, a new family of audio systems features radios compatible with Generation 7.0 OnStar. The base audio system comes with six speakers, AM/FM/CD/MP3 capability, and XM Satellite Radio. It features speed-sensing volume control and a two-line, 32-character display and the capability to select freely between AM, FM and XM. We really liked this system because we could set up all of our favorite stations in one row, for example, allowing us to quickly switch between AM news, XM news, FM music stations, and CDs. Setting these presets is as easy as holding the button down. A big round knob in the center allows quick volume adjustments. Presets for the equalizer let you quickly switch settings from rock to country & western to talk radio. Too many radios nowadays are too complex or have tiny buttons difficult to operate underway. Not so with GM's radios. The Impala sound system is sophisticated yet easy to operate. The optional system adds an in-dash six-CD changer. The premium system is Bose. All radios include a standard auxiliary input jack for external devices such as an iPod or remote cassette player.

The new Generation 7.0 OnStar offers Turn-by-Turn navigation with the optional Directions and Connections service. Turn-by-Turn navigation directs the driver through the route by using the digital readout lines in the radio head. Directions are downloaded by the OnStar advisor to the vehicle and can be played back or paused anywhere from start to destination. Besides being easy to use (all directions are downloaded to the car by an advisor) Turn-by-Turn is less expensive than a GPS navigation system.

The back seat is roomy and comfortable for two adults or three kids, but not three adults. The forward-flipping rear seat cushions reveal a storage tub underneath that can contain spills or transport a variety of items. The tub also serves as a covered storage area beneath the seat with cushions down; and exposes convenient grocery bag hooks when the cushions are flipped forward. A generous pass-through from the trunk can be created by flipping the seat bottoms forward and the seat backs flat.

The trunk is larger than that of most mid-size cars, at 18.6 cubic feet, and a huge trunk opening makes loading easier.

Driving Impressions

The Chevrolet Impala features a new generation of V6 engines. We found them to be smooth and quiet if not bristling with power. They feature variable valve timing, which changes the orientation of the camshaft automatically, adjusting the timing of the intake and exhaust valves for better performance, economy, and emissions.

The 3.5-liter V6 that comes standard on LS and LT generates 211 horsepower and 214 pound-feet of torque. It gets an EPA-rated 18/29 mpg City/Highway. The FlexFuel version gets the same 18/29 mpg rating on gasoline or 14/21 mpg with E85 ethanol, useful in areas that sell ethanol.

The 3.9-liter V6 (optional on LT, standard on LTZ) produces 233 horsepower and 240 pound-feet of torque. It features a variable-length intake system and variable valve timing. It also features Active Fuel Management, electronic software that shuts off three cylinders when full power is not needed. Chevrolet says Active Fuel Management improves fuel economy by up to 12 percent in certain driving situations. Chevy has applied this technology before to V8s (where it was called Displacement on Demand), but this is its first appearance on a V6. The 3.9-liter V6 gets and EPA-rated 18/28 mpg, and it's FlexFuel capable and rated 13/20 mpg on E85.

The four-speed automatic transmission is responsive and was never an issue, though some of the competition now offers more flexible five-speed automatics.

The V8 that comes on the SS delivers 303 horsepower and 323 pound-feet of torque. That's more power than any other entry in the class. To sample that, we slammed the throttle open at a stop in first gear. The traction control system let the left front tire spin wildly for a few seconds before it caught up. We appreciated the extra power and torque available in a kickdown or passing situation, and we loved the brawny, muscular sound of this engine at full throttle. It's a challenge to launch quickly and cleanly at the same time, however. Besides wheelspin, there's a lot of torque steer: Slam down the throttle and you'll feel a significant tug on the steering wheel. The V8 features Active Fuel Management, which shifts between eight-cylinder and four-cylinder operation, depending on speed and load. The V8 is EPA-rated at 16/24 mpg using the more stringent 2008 test procedures.

All Impalas come with a MacPherson-strut coil-over-spring independent front suspension, with gas-charged struts and a stabilizer bar. The rear suspension uses a trailing tri-link setup with gas-charged struts and coil springs. A rear stabilizer bar is standard on all models. LS and LT models come with the softer FE1 suspension, while LTZ and SS come with the performance-tuned FE3 setup. We found a lot of pitch, dive, and roll in the chassis, plus a lot of uncertain driving moments with the added power of the SS. The SS, particularly, drives as though its chassis needed more development time before production. Steering on all models is over-assisted, fairly numb and uncommunicative.

The Impala's four-wheel disc brake system (vented in front, solid in rear) represents an improvement over previous generations. Comprising new front brakes, improved rear brakes, and a new brake booster, the system is designed for quieter operation, longer pad life, and more resistance to brake pulsation. ABS, when ordered, includes Electronic Brake-force Distribution and traction control. On the road we found the Impala's brakes very much to our liking: powerful, direct, and linear, with a nice, progressive ratio of pedal travel to stopping progression.

Summary

The Chevrolet Impala LS, LT, and LTZ models are pleasing to drive, whether equipped with the 3.5-liter or 3.9-liter V6 engines. The SS cuts a conservative but dashing figure, with its quiet badging and giant five-spoke, 18-inch wheels.

NewCarTestDrive.com correspondent Jim McCraw filed this report from Dearborn, Michigan.

Source by : http://www.nctd.com

2008 Chrysler 300 review

2008 Chrysler 300
Bold, handsome, roomy and satisfying.

By New Car Test Drive

Overview

Smooth, quiet operation, tight handling, space, luxury: The Chrysler 300 sedan has it all, at attractive prices. Yet what the 300 has more than anything is bold, appealing styling.

The Chrysler 300 nameplate includes a wide range of engines and amenities, from a frugal V6 to the powerful SRT8. The base model comes well-equipped for less than $25,000 MSRP. The Touring model adds leather, amenities and a more powerful V6 for about $28,000. The 300C offers a truly powerful Hemi V8, with Chrysler's fuel-saving Multi-Displacement System, and it can be equipped with most of the gizmos and luxury features available today.

Long-wheelbase models are also available that some families may find appealing. Aimed primarily at the chauffeur-driven executive class, the long-wheelbase version offer a cavernous back seat, th more leg room than just about anything on the road. It's great for tall folks or anyone who likes space and convenience and can be equipped with custom features such as writing tables and foot rests.

The Chrysler 300 is rear-wheel drive, and we consider that a benefit. Rear-wheel drive adds to the pleasure and excitement of driving this big sedan, and that's partly why luxury sedans and sports cars continue to use it. The 300's traction and stability electronics are well sorted and effective, delivering good all-season performance, and all-wheel drive is an option for those who live in the snow belt. With the big-torque V8, the 300 also offers something buyers that has had buyers turning to SUVs: enough towing capacity to pull a lightweight trailer.

The Chrysler 300 models are comfortable. They're also responsive for large cars. The 300C delivers thrilling acceleration, while the SRT8 offers true high performance in civilized fashion.

Then there's the styling. Inside and out, this car makes no apologies. It won't be mistaken for any other sedan the road. It can be trimmed with chrome, mono-chrome and various wheels to look stately and elegant or downright mean.

The Chrysler 300 delivers impressive value, but emphasizing the cost/benefit ratio may minimize its other strengths. The 300s are good, appealing cars, and they've set the benchmark for Detroit's car builders.

For 2008, Chrysler added several features and tweaked the interior and exterior design. New features include adaptive cruise control, Sirius Backseat TV and Chrysler's MyGig, a 20-gigabyte hard drive that holds songs, pictures, and navigation system map information. Chrysler's UConnect hands-free cell-phone link has been upgraded with an integrated iPod interface. The interior has a new instrument panel and center console, and the arm rests, center console and door trim benefit from soft-touch surfaces. Outside, the front and rear fascia, grille, decklid, and side moldings are updated. Base models are now called LX.

Model Lineup

The 2008 Chrysler 300 lineup includes seven models: two V6 engines, two V8s, all-wheel drive, and two long-wheelbase models.

The Chrysler 300 LX ($24,595) has a 2.7-liter dual-overhead-cam V6 generating 178 horsepower and 190 pound-feet of torque and matched to a four-speed automatic transmission. It's equipped with cloth upholstery, power driver's seat, cruise control, solar-control glass and 17-inch steel wheels with hub caps.

The 300 Touring ($28,590) upgrades to a 3.5-liter single-overhead-cam V6 making 250 horsepower and 250 pound-feet of torque. It has a five-speed automatic transmission with Chrysler's AutoStick manual-shift feature. The Touring comes with leather seating, 17-inch aluminum wheels and fog lamps. The all-wheel-drive Touring AWD ($31,445) is identically equipped.

The 300 Limited ($31,620) adds 18-inch chrome wheels, a slightly firmer Touring suspension, heated front seats, a power passenger seat, automatic headlamps, automatic climate control, power-adjustable pedals, an electronic vehicle information center, and one year of Sirius satellite radio. The Limited AWD ($33,815) is identically equipped.

The 300C ($35,395) features a 5.7-liter overhead-valve V8 (Hemi), delivering 340 horsepower and a substantial 390 pound-feet of torque. It also has a power tilt/telescoping steering column, leather-trimmed steering wheel and shift knob, remote starting, and rain-sensing wipers. The 300C AWD ($37,495) is equipped the same. An SRT Design Group option ($1,495) for the 300C adds many of the SRT design cues, 20-inch wheels, and more significantly, engine tweaks and special exhaust that raise the output to 350 horsepower.

The SRT8 ($41,385) features a 425-hp, 6.1-liter Hemi V8 with loads of performance tweaks, 20-inch wheels, and unique design features.

Options are plentiful with many available packages that require research. One of the most popular is Protection Group II ($890), which adds curtain-style head-protection airbags, torso-protecting front side airbags, rear park assist, self-sealing tires and cabin air filtration. Stand alone options include rear-seat DVD entertainment with a seven-inch LCD screen, a sunroof ($950), UConnect hands-free communication with iPod interface ($250), and a Boston Acoustics audio upgrade with six-CD changer, subwoofer and 368 watts of output. Also available for 2008 are Sirius Backseat TV, with three channels of children's programming, and Chrysler's MyGig. MyGig comes in two versions: the MyGig Entertainment System, which has a 6.5-inch touchscreen and a 20-gigabyte hard drive to hold songs and pictures, and the MyGig Multimedia Infotainment System, which adds a navigation system with voice control and real-time traffic information.

Safety features include multi-stage front airbags. Curtain-style head protection airbags for outboard passengers and torso-protecting front side-impact airbags are optional. An Electronic Stability Program (ESP), Traction Control System (TCS) and anti-lock brakes (ABS) with Brake Assist are standard on all but the LX model, where they are optional. Other safety-related options include rear obstacle detection, high-intensity discharge headlamps, a tire-pressure monitor, and all-wheel drive. The Chrysler 300 has earned a five-star rating from the National Highway Traffic Safety Administration (NHTSA) for front-impact crash protection.

The W.P. Chrysler Executive Series, or long-wheelbase option ($10,600), is offered on the 300 Touring and 300C with rear-wheel drive. This package must be ordered from a dealership through the Acubuilt coachworks, which finishes the cars in partnership with Chrysler.

Walkaround

The Chrysler 300 has collected a host of design awards around the world, and we'd call them well-earned. A handful of detractors claim the 300's styling, particularly its Bentley-esque front end, is derivative, but we think that's a superficial view. Certainly the 300 respects tradition and draws inspiration from the past, as many beautiful designs do. But it has also redefined what a Detroit sedan can be, more clearly and thoroughly than any automobile in recent years.

With its rear-wheel-drive architecture, the Chrysler 300 might be a case of back to the future. Yet there's little about it that's retro, except maybe the giant grille, which clearly draws on 300s from the past. The first Chrysler 300 was introduced in 1955. It was called the C300 and its engine had hemispherical combustion chambers earning the Hemi nickname. It had two four-barrel carburetors, and it achieved fame as the most powerful engine of the day, winning the NASCAR championship in the C300's first year and setting top speed records on the beach at Daytona.

The current Chrysler 300 is just as bold. Its styling makes no apologies. It has a look that appeals to young and old alike.

The Chrysler 300 looks dramatic in profile because its rear-wheel-drive layout allows a distinctive shape. The wheelwell cutouts, wrapping around rims up to 20 inches in diameter, are striking. The wheelbase is long but the overhangs are short, offering a visual sense of power. The roofline, a sort of '30s gangster tease, beautifully complements the long, low lines, which appear to be carved from a big horizontal block of metal. The roof rakes thickly down to a short deck, and the sides are like large slabs.

For 2008, the decklid was redesigned to include an integrated spoiler-like kickup, as well as the center, high-mounted stop light, which moves down from the rear package area. The long hood glides forward and drops off a cliff whose face is the massive grille, framed by wing-like double-beam headlights.

Outside mirrors with supplemental turn signals and courtesy puddle lamps are optional. These cast a useful halo of light on the ground beneath the doors when the 300 is unlocked with the remote key fob. This feature adds some security in dark garages and is very useful if you happen to drop something as you're getting into the car.

The high-performance SRT8 may be the coolest-looking 300 of all. Its unique features include body-color front and rear bumper inserts, mirrors and door handles. The modifications are more than aesthetic: The front and rear ends direct air flow through unique ducts that cool the brakes, while a specially designed rear spoiler increases rear downforce by 39 percent, helping keep the rear tires firmly planted at high speed without increasing drag. Yet the coolest thing about the SRT8 might be its 20-inch forged aluminum wheels and asymmetrical high-performance tires. These maximize that visual power, and they're staggered in the classic track-performance tradition, with the rear tires slightly wider than the fronts.

The Executive Series package, or long-wheelbase version, adds six inches to the standard wheelbase, all behind the front doors, and provides more than 46 inches of rear legroom inside. That's more rear-seat leg room than executive-class stalwarts such as the Audi A8L, BMW 750Li and Jaguar XJ-8L, at a substantially lower price. Outside, it gives the 300 a stately, limo-like look.

Interior Features

The stylish theme set by the 2008 Chrysler 300 body carries through inside, though the style in the cabin is even more clearly defined by purpose. There's a definite form-follows-function approach, with little superfluous decoration. In this interior, you'll also find the roots of a trend among sedans.

The Chrysler 300 was among the first to adapt an increasingly popular high seating position, with seats that rise several inches above those in the typical sedan. This blueprint was no doubt a response to the booming popularity of sport-utility vehicles. It's probably the thing to do nowadays because buyers like to sit high, and because the high door sills add a feeling of security. The windshield rake is relatively modest, so visibility forward is enhanced over the 300's long hood. However, the roofline stretches out fairly far in front of the driver's seat, making stoplights hard to see if you get too close. Visibility is also blocked to the right rear by a large rear pillar.

Still, those who prefer a lower, leaned-back seating position can find it inside the 300. The up-down travel of the driver's seat bottom is significant, and the driving position easily adjusts for all sizes and tastes. Our loaded 300C featured power-adjustable pedals, which move back and forth with a button on the dash. The adjustable pedals are welcome in this car, because the steering wheel also telescopes. The pedals add another tailoring tool to the mix, rather than simply replacing the telescoping wheel as they do in some vehicles so equipped. The seats themselves are on the firm side, but comfortable. They could use more side bolstering in the 300C, which has the engine and tires to corner harder than the seats might like.

The dash and instruments are both very clean. Our 300C had a satin silver center stack, elegantly functional with almost nothing decorative about it. It was a pleasant surprise not to have to play games with the controls and switchgear to get them to work. There are two horizontal rectangular climate vents on either side of an analog clock, above the sound system and a climate system controlled by four simple knobs. The four gauges are round, clear and pleasing to the eye in a balanced layout with black numbers and needles on a white background. From the driver's perspective, it's all good.

The newly available MyGig radio is available in two iterations: the MyGig Entertainment System and the MyGig Multimedia Infotainment System. Both have 20 gigabytes of hard drive space, but the Multimedia option includes a navigation system with real-time traffic and voice activation.

Overall finish and material quality don't quite live up to the standards set by the design, but they're not bad, either. The 2008 update adds some better padding to contact points on the door panels, armrests and center console. There is nothing so cheap or crude inside the 300 that it would keep us from enjoying the car. The 300C steering wheel is a nice four-spoke design with tortoise shell wood trim making a gradual arc along the top, like a Mercedes wheel. California walnut trim is an option. Our leather interior was a subtle gray-beige two-tone, and again, Mercedes-like. Suede inserts on the SRT8 seats raise the richness meter a notch, and the side bolstering is more prominent, but again, could be moreso.

In general, the 300 interior is marked by spacious silence. Chrysler engineers have made noticeable progress toward reducing interior and wind noise in all their recent vehicles, and the flagship sedan leads the way.

The space comes courtesy of the efficient exterior shape. The wheels are pushed to the corners, and the long wheelbase leaves 106.6 cubic feet inside. The door openings are extra large, making climbing in and out easy.

The Chrysler 300 models offer a relaxing 40 inches of rear legroom and outboard passengers will find plenty to like, including a folding center armrest with integrated

Driving Impressions

From the driver's seat, the Chrysler 300 is one of the better big American sedans we've tested, and certainly the most interesting. To be sure, that view is colored by a preference for rear-wheel drive. Yet more than that, the 300 has created a new definition for the Detroit sedan. With its size, styling and design features, it retains characteristics that might be described as uniquely American. But it also has an international quality, measured by its responsiveness and efficiency.

We tested a 300C in typical Detroit winter slop, and found it worked well in most situations. Chrysler has done a fine job of tuning the traction and stability electronics. With all-season tires, the 300C got through typical snow and slush just fine, but an unplowed alley proved to be a problem. We'd recommend either an all-wheel drive model or a good set of snow tires for drivers that often encounter snow.

The Chrysler 300 LX base model drives nice. The dual-overhead cam 2.7-liter V6 engine delivers 178 horsepower, enough to handle big-city rush-hour traffic. It's a frugal choice, both in terms of fuel cost and the purchase price. Some drivers may find themselves working this engine hard, however, and wishing for a little more power. Also, the four-speed automatic transmission lacks the responsiveness and flexibility of a five-speed automatic.

The 3.5-liter V6 in the 300 Touring and 300 Limited will work better for most buyers. We found the power better than adequate, even after driving the powerful 300C. We also liked the smooth and quick-shifting five-speed automatic, which is based on a Mercedes design, though it's built in Kokomo, Indiana. At idle, we could feel the pulse of the engine.

On the road, the Chrysler 300 feels as solid as it looks, having inherited significant mechanicals from Chrysler's former parent company, Mercedes-Benz. From a handling standpoint, the 300 is heavily and positively influenced by a design borrowed from the Mercedes E-Class: five-link rear suspension mounted to a subframe, and the short-arm/long-arm front suspension, modified for the 300's longer wheelbase, wider track and bigger wheels.

The ride is smooth, but solid enough to prevent wallowing. We wouldn't change much. This is a large car, to be sure. It has a longer wheelbase (120 inches) than the Chrysler 300s from the 1950s, yet its overall length is shorter, and it doesn't feel balky or cumbersome. In short, it doesn't drive big. It feels a bit heavy, but also very secure, confident and responsive. It rides well, even the sportier 300C.

The 300 is reasonably easy to park despite its size. However, only the upper models have rear obstacle detection, which beeps an audible tone, increasing the frequency as you back toward an object.

The 300C handles well for a car its size. We found it maintained a fairly even keel when driven hard through switchback turns. Body lean was well-checked. The weight of the car became apparent in transient maneuvers, as it could be felt transitioning from one side to the other. The cornering is good enough that the all-season tires don't really do it justice. We think the 300 would respond very well to a set of summer performance tires, with a set of winter tires on a second set of wheels.

Chrysler has gotten the rack-and-pinion steering right. It has just the right amount of weight, and it delivers a secure feeling. We like its accuracy.

The brakes are excellent. Driving a 300C hard over some twisty mountain roads, the big Bosch-built brakes really did the job, inspiring surprising confidence in a car that weighs over 4000 pounds. The front brakes on the 300C are bigger and better than those on the V6 models; antilock brakes with brake assist and electronic brake distribution, which balances brake force front and rear, are standard on all but the base 300 LX.

Summary

The Chrysler 300 delivers bold styling. It's smooth and quiet, with a great ride and tight handling. Getting in and out is easy, and it's roomy inside. Models are available for all tastes and budgets. Its traction and stability electronics work well, but buyers who want to be prepared for bad weather should opt for all-wheel drive. The base 300 is a lot of car for the money, with a proven V6 that has adequate power for many drivers. We prefer the Touring and Limited models, with their more powerful V6 and higher levels of features. The 300C comes with a Hemi V8 that can dust expensive luxury cars in performance and value. The SRT8 delivers outstanding performance in civilized style at a price that's hard to beat.

NewCarTestDrive.com correspondent Kirk Bell reported from Detroit, with Tom Lankard in Northern California.

Source by : http://www.nctd.com

2008 Dodge Charger review

2008 Dodge Charger
Pony car performance in a full-size package.

By New Car Test Drive

Overview

The Dodge Charger is a full-size, four-door sedan that makes a bold design statement and backs it up with serious horsepower. A wide range of models is available, but all are comfortable cruisers, offering drivers a friendly haven from traffic and bumpy freeways.

The model line ranges from the sporty and entertaining 2.7-liter Charger SE to the 425-hp SRT8. Between them are 3.5-liter V6 and 5.7-liter V8 models. The 3.5-liter V6 delivers entirely adequate performance for the mid-grade SXT model, while the V8s generate thrilling acceleration performance and make all the right noises.

All-wheel drive is available for all-weather capability.

The Charger illustrates just how multi-talented and accomplished today's high-performance cars are compared to the unidimensional hot rods of yesteryear. The Charger has all the pavement-ripping, gut-thumping power of the old muscle cars, but it's packaged with modern creature comforts and tempered by handling competency. Put another way, it rides, turns and stops as well as it goes.

The Charger is fun to drive and enjoyable for just cruising along. It's perfectly in its element when making time on a freeway. It is a big, heavy, full-size sedan measuring more than 16 feet in length and tipping the scales near two tons, but it's responsive and entertaining.

For 2008, the Charger gets minor interior design changes and two new entertainment options. Newly available are Sirius Backseat TV for the rear entertainment system, and Dodge's MyGig, a 20 gigabyte hard drive that holds songs, pictures, and navigation system map information. The interior changes include a new instrument panel and center console, as well as upgraded soft-touch surfaces on the arm rests, center console and door trim. Dodge's UConnect hands-free cell-phone link is also upgraded with integrated iPod interface.

The Dodge Charger was launched as a 2006 model in the spring of 2005.

Model Lineup

The base Dodge Charger SE has a 178-hp 2.7-liter V6 and a four-speed automatic transmission. SXT comes with a 250-hp 3.5-liter V6 and a five-speed automatic transmission with Dodge's AutoStick manual shift gate. R/T models have a 340-hp 5.7-liter V8 and the five-speed AutoStick automatic. The R/T can be upgraded to 350 horsepower by ordering the Road/Track or Daytona packages. SRT8 models have a 425-hp 6.1-liter V8 and the AutoStick.

The SE ($21,675) comes with cloth upholstery, air conditioning, cruise control, tilt/telescope steering wheel, driver and passenger lumbar adjustment, remote keyless entry, and AM/FM/CD stereo with auxiliary input jack. Steel wheels with bolt-on covers wear all-season P215/65R17 tires, and all Chargers have a Touring suspension. Available options include an engine block heater ($40), a Smoker's Group ($30) that adds a lighter and ashtray, and the SE Convenience Group 1 that adds an eight-way power driver's seat and adjustable pedals ($505).

The SXT ($25,685) upgrades with an eight-way adjustable power driver's seat, leather-wrapped steering wheel and shift knob, 60/40 split folding rear seat with fold-down center armrest, Boston Acoustics stereo with six speakers and 276-watt amplifier, interior air filter, power-adjustable pedals, Sirius satellite radio with one year subscription, fog lamps and cast aluminum wheels. The SXT is available with all-wheel drive ($28,035). Options include leather-trimmed seats ($640), sunroof ($950), and Dodge's UConnect hands-free cell phone link now with iPod interface. Also available are 18-inch aluminum wheels with P225/60R all-season tires coupled with a rear spoiler. In addition to the Protection Group and Smokers Group, there's a Comfort Seating Group with heated front seats, leather-trimmed bucket seats, power adjustable pedals and an eight-way power front passenger seat ($1395).

The R/T ($31,780) is a V8-powered, high-performance model also available with all-wheel drive ($33,880). The R/T adds to the SXT with folding heated mirrors, 160-mph speedometer, upgraded brakes, polished aluminum 18-inch wheels, larger fuel tank, dual exhaust, automatic headlamps, dual-zone automatic climate control, heated front seats, and power eight-way front passenger seat. Among the options are a seven-speaker Boston Acoustic stereo with a 368-watt amplifier and subwoofer ($535) and remote starting. The Electronics Convenience Group ($630) adds a security alarm, programmable universal garage door opener, trip computer, selectable vehicle information display, compass and steering wheel-mounted audio controls.

The Road/Track Performance Group ($3,350) for the R/T features unique aluminum wheels with black accents, sportier steering, self-leveling shocks, sport seats, performance suspension, a tweaked V8 making 350 horsepower, front and rear spoilers, and 20-inch wheels. The Daytona R/T package adds to the Road/Track Performance Group assorted aero add-ons, flat black graphics front and rear, and interior trim that includes a numbered plate on the instrument panel.

The SRT8 ($36,155) comes with a 6.1-liter V8 generating 425 horsepower and 420 pound-feet of torque, a performance-tuned suspension, a reprogrammed electronic stability control, Brembo brakes, Goodyear Supercar F1 tires on 20-inch forged aluminum wheels, and a 180-mph speedometer.

The Super Bee package for the SRT8 comes in Surf Blue for 2008 with black graphics on the hood, trunk and flanks, along with the V8/bumblebee logo.

For 2008, two new entertainment options are available for all but SE models: Sirius Backseat TV and Chrysler's MyGig entertainment system. The rear-seat DVD entertainment system is now offered with Sirius Backseat TV with three channels. MyGig is available in two versions. The MyGig Entertainment System has 6.5-inch touchscreen and a 20-gigabyte hard drive to hold music and pictures. The MyGig Multimedia Infotainment System adds a navigation system

Walkaround

The Charger recalls the 1966 Dodge Coronet. Despite its fastback, two-door hardtop styling, the old Charger was somewhat blocky, with a squared-off front end, superficially sculpted slab sides and an equally vertical backside. There was the barest hint of a so-called Coke bottle look, with the body sides slightly pinched in about where there would have been a B-pillar. Not until the 1968 model year was any attention paid to moving the car rapidly through the air with minimal disturbance. The 2008 Charger starts at much the same place on the automotive styling evolutionary curve.

The same design team that parented the Chrysler 300 and Dodge Magnum birthed the Charger. The Charger is built on the same platform as those two, but is three inches longer overall.

With this legacy, the upright silhouette comes as no surprise. The front end tilts forward as if it's leaning into the wind, specifically to recall the brutish, pre-aero-age styling of its muscle car era namesake.

Dominating the front of the car are the trademark Dodge crosshairs, chromed on the SXT and R/T, body-color in the SE and SRT8, and flat black on the Daytona. Compound halogen headlights peer out under hooded, almost scowling brows. A thin, trifurcated air intake slices across the lower portion of the front bumper. The Daytona and SRT8 wear a flat-black chin spoiler. Fog lamps on the SXT and higher models fill small, sculpted insets at the lower corners.

From the side, the demi-fastback roofline and glasshouse look more grafted onto the somewhat fulsome body than a natural extension of the overall styling theme, as if the designer were trying to make a sedan look like a coupe. The beltline arcs softly back from the headlights, where it droops slightly, to about the midpoint of the rear side window, then kicks up over the rear quarter panel, visually bulking up the car's already hefty haunches.

The rear perspective shows a tall, almost vertical backside, with large taillights draped over the upper corners. A modest, Kamm-like lip stretches across the trailing edge of an expansive trunk lid, atop which sits a lift-suppressing spoiler on the Daytona and SRT8. A recess in the bumper holds the license plate. On the SE and SXT a single exhaust tip exits beneath the right-hand side, while the V8-powered models sport chrome-tipped, muscle car-idiom, dual exhausts.

Interior Features

Inside, the Dodge Charger has much in common with the Magnum, which is essentially the wagon version of this car.

The instrument cluster arrangement, which is slightly redesigned for 2008, is pleasantly informative. The big round speedometer and tachometer share the top half of the steering wheel opening, with fuel and coolant temperature gauges down in the left and right corners. The climate controls are conveniently positioned beneath the radio and are easy to operate.

The cruise control stalk has been moved from the 10 o'clock to the 4 o'clock position for 2008, making it more intuitive to use and eliminating the annoying tendency to hit the cruise stalk when signaling a turn.

The standard fabric-covered seats are comfortable, with adequate thigh support and side bolstering. Stepping up to the performance seats in the option packages gets more pronounced bolsters, which is good for those rare times when a twisty two-lane beckons, but not as good for climbing in and out of the car every day. And, of course, the top grade, suede-trimmed and embroidered seats in the Daytona nicely complement the boy-racer graphics of the exterior. Thanks to the sedan-spec wheelbase, there's plenty of rear seat room, too, even with the front seats at their rearmost positions. No head restraint for the rear center seat is provided, however, making this car better for four adults than five.

Visibility from the driver's seat is a bit compromised by safety measures and styling dictates. The thick front pillars are designed to meet roll-over standards, which makes checking for pedestrians and crossing traffic difficult at times. The view through the inside rearview mirror quickly puts to rest any lingering illusions about the Charger being a coupe; the rear window is a long way back. The rear pillars are also fat, and require careful checking during lane changes; they also provide great hiding places for pacing patrol cars. In addition, the front of the roof juts out far in front of the seating position, so it can block your view of stoplights if you get too close. The rear entertainment system installation takes a novel, but extremely well-integrated approach. The screen hides beneath a cover on the front center console when not in use, then pivots up between the front seats for viewing. The interface, for DVD and input and output jacks, is incorporated into the rear of the console beneath the screen and above the rear seat ventilation registers. Without the entertainment system, the center console functions as a traditional storage bin. For 2008, the system adds available Sirius Backseat TV with three child-oriented channels, Cartoon Network, Disney Channel and Nickelodeon. Two headsets are provided, so children in the back can watch the screen, while front occupants can listen to the radio.

Also available for 2008 is Dodge's MyGig radio in two iterations: the MyGig Entertainment System and the MyGig Multimedia Infotainment System. Both have 20 gigabytes of hard drive space, but the Multimedia option includes a navigation system with real-time traffic and voice activation.

A small, horizontal storage bin occupies the lower portion of the center stack, and there's a similar, longitudinal slot in the console to the right of the shift gate. A bin in the forward-most part of the front center console is large enough for coins and the like. Above it is a small, fold-down drawer where the Smokers Group ashtray would be, and next to that is a power point that would hold the lighter. Two cup holders sit in front of the console bin, and another pair can be found in the forward end of the rear seat center armrest. All four doors have good-sized map pockets, though the front seatbacks lack pouches for reading materials and headsets. The glove box is roomier than many.

The trunk is large. Loading items into the trunk is aided by a comfortably low lift-over height, at 30 inches.

Driving Impressions

On the road, the 2.7-liter V6 is less than adequate for this full-size car, but it's the most frugal choice, with an EPA-estimated 18 mpg City, 26 Highway. The 3.5-liter V6 produces 250 horsepower and is EPA rated at 17/24 mpg City/Highway. When pushed, the V6 breathes a bit harder than the V8 and requires more room when passing on crowded two-lanes. The 5.7-liter V8 makes the Charger R/T a muscle car, with a 0-60 mph time in the neighborhood of 6.0 seconds. The SRT8's 6.1-liter Hemi cuts that time by almost a second and provides thrilling passing punch and throttle response. Rated at only 14/20 mpg, the SRT8 is saddled with a $2100 Gas Guzzler Tax.

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 is can't be felt, but it can be monitored. For 2008, Dodge has added a Fuel Saver Mode display that indicates when four cylinders have been shut down.

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. 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.

The recalibrated steering that comes with the Road/Track package offers better steering feel across the speed range. Some drivers may find the rumbling exhaust note of the Road/Track tiresome over long distances, though. The SRT8's lowered ride height calls for care when parking to avoid scraping the front fascia scrape; it can drag on sharp pavement transitions.

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 will understeer a bit 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.

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 they 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 (unless you shift sooner, of course). 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 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.

Summary

The Dodge Charger delivers pony car excitement and style and recalls a bygone era, all while providing the roomy accommodations of a full-size car. The availability of all-wheel drive is a bonus for customers in the north, and the range of engines and suspension setups allows buyers to choose between fast and comfortable models.

NewCarTestDrive.com correspondent Tom Lankard filed this report from North Carolina and southern Virginia; with Mitch McCullough reporting from Michigan, and correspondent Kirk Bell reporting from Chicago.

Source by : http://www.nctd.com