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The summary of the
last-place V6 Charger’s review said that the car’s flaws “would be easier to
accept if it also included some measure of driving enjoyment.” As the R/T
version of that car comes out here four slots higher, that prognostication
proved accurate. That car has seen the addition of an extra two cylinders, 2.2
liters of displacement (more than some entire engines), and ninety horsepower,
enough to get the vehicle from 0 to 60 mph close to three seconds quicker, by
manufacturer estimation. However, more would be needed than the engine to
consider the Charger fun to drive. It still feels its size in cornering, and
the steering is still uninvolving. Until the car can do more than go through
the motions of handling poise, there isn’t enough reason to forgive the flaws
that left its lesser version at the back of this group: the stiff ride, the
lack of rear headroom, and the poor visibility. And this version also has a
high price and poor fuel economy to deal with. For true driving enjoyment
under the Charger name, the only option is to spend the extra $7,000 for a
comparable SRT-8 model. In this price range however, you’re better off in a
competing sedan for more practicality or a competing coupe for more fun.
The
Charger has a well-controlled, though very stiff ride, with little noticeable
penalty over the SE/SXT V6 versions. There are no high-speed floaty motions,
few jittery motions, and quick recovery from bumps, but any road imperfections
register prominently, sometimes jarringly. Body roll is minimal, but the
Charger never feels nimble, a side effect of its size and weight. The steering
is quick to respond, but is almost disconcertingly light. In general, the car
isn’t any more fun to drive even than most other similarly-sized cars despite
its ride-comfort tradeoff, again even with the base versions despite its
“Touring Suspension.” The 5.7-liter Hemi V8, at least, lives up to the hype
surrounding the car. It provides rapid and rich-sounding acceleration. Despite
a cylinder-deactivation system that unobtrusively switches the car to running
only on four cylinders at cruise, the Charger ties for the lowest gas mileage
in this group.
Inside, the roomy front seats have flat cushions and little lateral support,
but are otherwise comfortable. Better-bolstered sport seats are part of a
$1,600 package. The large rear seat is well-padded but flat, and could use a
little more foot space and a good deal more headroom. The high beltline and
the shape of the rear windows limit passenger visibility as well.
 The somewhat austere interior uses
a few cheap plastics, but all trim pieces fit together well. The recessed
gauges are large enough and clear, but the automatic climate control
adjustments are too low. The multiple seat, steering wheel, and pedal
adjustments help drivers get comfortable, but visibility is poor in all
directions, a side effect of the styling. Front-seat entry/exit is easy
enough, but the rather low seats, low, sloped roof, and smallish footwell hurt
rear access. The back doors are large, but extend further than they need to,
another complication in tight quarters. The trunk is sufficiently roomy, but
has a small opening.
The Charger itself has
not been crash-tested, but its Chrysler 300 platform-mate has done very well.
It earned a Good in its IIHS offset crash test, and its head restraints were
rated Acceptable. The IIHS has not subjected either the 300 or the Charger to
its side-impact crash test. The 300 earned five stars for both the driver and
for the front passenger in its NHTSA frontal crash test, as well as four stars
for the driver and five for the rear passenger in its NHTSA side crash test,
even without the side airbags that are optional on both the 300 and Charger.
The Charger R/T reviewed
here came well-equipped at $32,772, almost $4,000 more than the V6 version
(though the R/T does have the additional feature of automatic climate
control). That price includes the standard traction and stability control and
tire-pressure monitor, as well as the optional front-seat torso-protecting
side airbags, curtain-style head-protecting side airbags for front and rear
occupants, dual heated power front seats, 6-disc CD changer, satellite radio,
power-adjustable pedals, and UConnect hands-free cellular telephone linkup.
Overall, this Charger
comes much closer to being fun to drive than the V6 version. But until drivers
can feel more after turning the steering wheel than a change in direction, it
is worth neither the tradeoffs in comfort and refinement nor the $33,000.
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