Review: 2012 Dodge Charger SXT Plus
By Michael Karesh on April 1, 2012
A month ago, I reviewed the 470-horsepower, 470-pound-feet Chrysler 300C SRT8. Today, we have a much milder 2012 Dodge Charger SXT Plus with the 292-horsepower, 260-pound-feet V6 and Rallye Appearance Group. I enjoyed driving the weaker car more. This is where you note the date of publication. But I’m not foolin.
Chrysler’s new corporate V6 is “best in class” in some segments, but “worst in class” among V6-powered rear-wheel-drive sedans, where Hyundai’s revised 3.8 leads the pack. Blame the lack of direct injection. Better yet, forget the numbers. The V6 might give up 31 foot-pounds of torque to the Genesis and over 200 to the SRT mill, but it still feels plenty torquey in typical driving. No, it can’t break the rear tires loose at 35 miles-per-hour, but it can and will shove you into the seat when called upon to do so. In this application, the new corporate engine also sounds more like a good ol’ American V8 than any DOHC six has a right to, fitting the character of this 21st-century muscle car. Throttle-induced oversteer remains a very real possibility, and with fewer pound-feet in play it’s easier to modulate. In default mode the stability control, though better than most, kills the joy. Hit a button on the center console to raise its threshold to a more appropriate level.
The V6’s low-rpm grunt came as a surprise, as the same engine feels soft at low rpm in the Dodge Durango and Jeep Grand Cherokee. Credit two substantial differences. First, the Charger, at 3,996 pounds, checks in nearly a half-ton below the all-wheel-drive SUVs.
Second, the Charger is the first corporate application of a new eight-speed ZF automatic transmission. Compared to the old five-speed automatic (which remains standard in the base Charger), the new one’s ratios start lower (12.48 vs. 10.99 overall) and top out higher (1.78 vs. 2.54), enabling both better performance and better fuel economy. Anyone who’s been thinking that five or six ratios is plenty—this transmission will change your mind. BMW uses a related transmission in its cars, but the Dodge variant actually shifts more smoothly. Compared to the old five-speed, the new transmission is much smoother, much more responsive, and smarter. It’s quick to upshift, but also quick to downshift when summoned by your right foot.
Want to select and hold a specific gear? We’ve debated whether, with a manumatic, it makes more sense to push forward or pull backward for a downshift. Chrysler, the first automaker to offer a manually-shiftable automatic in a mainstream car, went the road less traveled: side-to-side. With the new transmission, they’ve eliminated the ability to shift via the shifter altogether. Instead, the Rallye Appearance Group includes well-designed die-cast magnesium paddle shifters. Jaguars should (but don’t) come with paddles as nice as these.
A monostatic shifter (which, like a computer joystick, returns to center each time after being pushed or pulled) attends the new transmission. You’ll find these in nearly all current two-pedal BMWs, but the Chrysler/Dodge implementation is different. The Pentastar bunch (like the Audi A8 team) must have decided that BMW’s system–pushing a button to engage Park and pushing forward for Reverse—strays too far from long-established convention. So P-R-N-D remain in their usual order. The downside of this arrangement: the system must intuit from the distance of your pull whether you’re seeking Reverse or Drive, and the detents are nearly imperceptible. Too often the system, uncertain of your request, decides that the best action is no action at all. It sometimes took me three or four attempts to engage Drive—usually when I was most in a hurry to do so. Calmly and firmly pull back on the T-handle WHILE depressing the button on top of it, and you’ll get Drive (nearly) every time. Chrysler has done such a good job with the touch and voice controls of the car’s uconnect infotainment system, how could they botch something as simple as a shifter?
Fuel economy? The new transmission bumps the Charger’s EPA ratings from 18 city, 27 highway to 19/31. The trip computer reported averages between 19 and 25 in typical suburban driving, dependent on the number of red lights and the aggressiveness of my right foot, with the average usually in the low 20s. On a 78-mph light-footed cruise to the airport it reported 31.5.
In any iteration the Dodge Charger and the closely related Chrysler 300 feel like the big, heavy cars they are. But the V6-powered car feels significantly lighter and better balanced than the SRT. Perhaps because it is. Three-quarters of the SRT8’s 369 additional pounds sit over the front wheels. Even 100 extra pounds in the nose can affect a car’s handling. Nearly three times this amount can be counted on to substantially change the character of a car. Where the SRT’s responses to steering inputs are deliberate, the V6 car feels almost chuckable. If the lighter car still isn’t rotating quickly enough for you, dip into the throttle to nudge the rear end around. Not looking to drive a big sedan like you stole it? Even in casual driving the lighter car simply feels better. The V6’s electro-hydraulic steering is at least as direct and communicative as the (not exactly chatty) belt-driven system in the SRT8. The weak link lies elsewhere: the 245/45VR20 Firestone Firehawk GTV tires lack grip despite their large contact patches and squeal loudly the moment they start to slip.
With the Rallye Appearance Group’s “performance suspension” (similar in tuning to the V8-powered R/T), the Charger sometimes rides a little lumpy and thumpy. Some will prefer the more relaxed tuning of the standard suspension. But the car glides down most roads smoothly and quietly. Add in the large, comfortable sport bucket seats, and the Charger proves exceedingly pleasant both around town and on the highway.
Luxury cues are mixed. The warmly hued Nappa leather upholstery looks and feels upscale, but the coarse texture of the black instrument panel and upper doors successfully disguises their soft-touch composition. Not that the Charger’s “modern day muscle car” exterior promises any luxury within. For those seeking more upscale styling (but the same texture to the black interior bits) Chrysler offers the 300.
The tested car (with most but not all options—no nav or adaptive cruise present) listed for $35,510. But the new powertrain can be had for much less if you’re willing to do without leather, sunroof, dubs, and such. A Charger SE with the optional ($1,000 well spent) 8-speed automatic lists for $27,420. A strongly recommended deletion even for those who like their cars loaded: do without the rear spoiler and save $225. Dropping the red tri-coat paint can save another $500, bringing the price to $34,785.