FIRST DRIVES

Given that the Charger driven here is the top-of-the-line ‘R/T’, it would probably be wise to briefly brush aside the new styling

and other worthwhile improvements – of which there are a few – and first focus on what’s likely to be of more interest: the performance.

So let’s begin at the heart, where the 5.7-litre V8 under the bonnet is almost identical to the previous model’s, and is the same unit that’s found on a host of Chrysler Group’s other vehicles. It gains a scant 3bhp over the old car and has no change in torque. While that doesn’t sound like huge

progress, there’s better news in store for potential buyers of the entry-level Charger, as it’s propelled by the new 3.6-litre Pentastar V6, providing 42 more horsepower and 15Nm of added twist over the old 3.5-litre unit.

But it’s the R/T that is the more charismatic offering. The V8 Hemi retains is soulful character, producing a beefy burble on idle, and rising to a roaring crescendo when you open the taps. It’s subtle when you feel like cruising and having a casual chat with your passenger, but it permeates the cabin when you choose to get on with the business of serious driving. The meat of the power is, as always, set in the middle of the rev range (perfect for

QUICK FACTSPrice From $26,430-$33,515On sale April

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REFRESHED AND RECHARGED

DODGE HAS MADE A NUMBER OF SMALL BUT SIGNIFICANT CHANGES TO THE POPULAR CHARGER. DIMITRI PESIN DRIVES THE V8-POWERED R/T TO FIND OUT IF THEY’VE MADE A WORTHWHILE DIFFERENCE

New Charger R/T brings greater levels of comfort and refinement

Dodge Charger R/T | First Drive

FACTFILE

DODGE CHARGER R/T

VIT

ALS

MAN

UFA

CTU

RER’

S CL

AIM

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IGU

RES

EnginePowerTorqueTransmissionKerb weightLengthWidthHeightWheelbase0-100km/hTop speedOn salePrice

5.7-litre V8370bhp at 5250rpm536Nm at 4200rpmFive-speed automatic1929kg5077mm1905mm1482mm3052mm5.5sec (est)250km/h (limited)AprilFrom $26,430-$33,515

overtaking), and it provides a strong shove in the spine during in-gear acceleration.

Unfortunately, while focus on refinement and safety has produced a quieter, more crash-worthy cruiser in the Charger, it’s also added a sizeable 72kg. The unflattering label of ‘Yank Tank’ would have applied here, had it not been for the chassis changes.

The Charger’s structure – once again shared with the 300 – is now stiffer, cleaves through the air better, has new spring rates, an increased front and rear track (+11mm/+16mm respectively) hardened suspension, new bushings, and more aggressive wheel camber angles. Combined, that

adds up to less understeer without an increase in wear on the 19-inch Michelins – an important aspect for Middle East drivers, where tyre temperatures (and wear) are higher than elsewhere. More poignantly, it should make the R/T handle.

Sliding into the 2011 Charger, the first thing you become aware of is just how easy it is to find a comfortable driving position. The multiple electric adjustments available in the seat and rake/reach-adjustable wheel allow you to sit low, with plenty of room for your knees and the wheel directly at your chest. The steering wheel is a new, three-spoke item with grippy leather ◊

Revisions aren’t drastic, but they are noticeable

Five-speed auto is carried over unchanged Seats are trimmed in better quality material

Satnav is among the available features

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First Drive | Dodge Charger R/T

5.7-litre Hemi offers ample mid-range grunt and rewards the ears with a rich soundtrack

applications in terms of providing honest handling lies in the agile Mercedes E63 AMG.)

However, it’s not all good news. The Charger’s steering system is now electro-hydraulic and, despite being direct and suitably weighty, provides little feel. The throttle is similarly unresponsive and needs to be buried far into the foot-well to translate into meaningful forward momentum. The promised new eight-speed auto can’t come soon enough (the five-speed auto is now showing its age), and neither can a decent pair of seats; curiously, the rear seats provide more hip support than those at the front.

Taken as a whole though, this is a harder-riding, flatter, keener version of its Chrysler 300 cousin, and considering the Charger is conceptually more sporting, this is how it should be. Dynamically speaking, it’s now on a loftier plane than the car it replaces.

In terms of visual impact, the new car is a sharper and more aggressive proposition. At the business end, the signature split-crosshair remains, Crosshair grille and scalloped flanks help the Charger stand out

∆ surround, and is of ideal size and thickness.

When pressing on in the Charger R/T, there’s no getting away from the basic physics; you have to make allowances for the added weight in terms of braking distances and when throwing it into corners. Despite that, the Charger can be hustled down a winding stretch of tarmac with enthusiasm, controlled in its body movement, neutral in handling and acceptably quick in its reactions, thanks to a 25 per cent quicker steering rack. The ride never seems too plush nor too harsh. It still bottomed out on the dips of the sinuous mountain passes of east California (where the media launch was held), but that required more speed than usual to achieve.

During the car’s development, Chrysler engineers considered using air suspension but, in the end, the more straightforward springs were used. In the opinion of this tester, it was the right decision. (Existing proof that the simpler setup is often superior for large saloon car

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‘Taken as a whole, the Charger R/T is a

harder-riding, flatter-cornering version

of its Chrysler 300C stablemate’

Comparison | Jag XKR v BMW M6

Latest revamp endows the Charger with a more menacing stance

now sitting on a more prominent nose that sticks out like a bodybuilder’s chest. The headlights have also been raked and indented ‘scallops’ on the bonnet and along the front doors give an impression of power, harking back to the original 1968 Charger.

Further back, there’s the narrowing lines at the C-pillar that’s been carried over from the 1999 Charger concept (attractive, but limits rear headroom) and at the back end, there’s a new diffuser and geometric exhaust ends. To give the Charger a tighter stance, the space between the tyres and wheelarches has also been decreased. But the neatest touch of all is the slick one-piece Challenger-esque tail light made up of 164 LEDs. It’s

attractive during the day, but looks best at night.

On the inside, the hard, cheap plastics of the old car have been largely banished – now replaced by higher quality materials, a softer instrument panel and aluminium detailing. The dials have a clear design, with a sporty red-on-black scheme, and the large, driver-focused fascia feels solid, the leather feeling a grade up, too.

The large, 8.4-inch touchscreen infotainment system in the middle of the dash is the same intuitive Garmin-ready item found in the new 300. It’s by no means as upmarket as other cars in this class, yet the Charger’s interior is pleasant. ◊

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It’s the rear end that’s the biggest beneficiary, thanks to

eye-catching LED taillight cluster

First Drive | Dodge Charger R/T

32 WWW.AUTOCAR.AE MARCH 2011

The Charger is the Chrysler Group’s best-seller in the ME. New model should help maintain popularity

∆ In terms of tech, it now comes with a rear parking camera, adaptive cruise control, a host of airbags, a forward collision warning, reactive front head restraints and a blind spot monitor that keeps track of cars at your rear three-quarters and beeps when it’s unsafe to change lanes.

So finally, to the overriding question: should you buy one? Well,

the Charger R/T isn’t a bad car on its own merit. Though it’s a little heavy and crude at times, it does offer affordable and usable power for anyone looking to tag friends or family along.

It bodes well for the just-announced SRT8, which – with 465bhp from a 6.4-litre Hemi – might be the one worth holding out for. L

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