Meet The Modern Muscle Sedan
"Did you know that it was never supposed to be called a Charger?"
The man posing the question is Ralph Gilles, President and CEO of Chrysler's SRT group. According to Gilles, the modern Charger was styled to have been branded differently, but the suits wanted a sporty full-size four-door. The design team delivered what was asked and the marketers went ahead and applied the name. Much to the chagrin of many a Mopar fanboy on the planet.
Thankfully, our time with the the affable Mr. Gilles wasn't spent pondering the last generation LX's branding issues. Or refinement issues. Or interior gaffes. Instead, Chrysler rounded up its newest factory-fettled performance superstars in Southern California so we could get some quality time with the latest generation of SRT machines, including the 2012 Dodge Charger SRT8.
This updated model provides a welcome change compared to its predecessor. Some may still feel that the last-gen Charger may not have deserved to wear the badge, but Chrysler's latest is clearly closer to its B-Body brethren. To find out just how close, we strapped in and ran down some of California's finest roads on our way out to Willow Springs for some track time.
If the previous model's looks didn't hang enough of its hat on the Charger's stylistic trademarks, this updated version is out to rectify that. Deep side scallops run down the sides of the sedan and their connection to the past is instantly recognizable. We could argue back and forth about the number of doors present, but that discrepancy doesn't hamper the rest of the design.
Up front, the blacked-out cross hair grille is all Dodge, and with the SRT plaque fitted to the Charger, it's evident that is is more than an average sedan. That grille stood out nicely against our test car's Tungsten paintwork, but if that's not your favorite hue, Dodge will spray the SRT8 in Black, Bright Silver, Bright White or Redline Red.
From nose to tail, the SRT8 runs 200.3 inches, and if you pace off that distance, you'll arrive around back to find more classic Charger DNA. The lengthy taillamp array spreads across the rump like a wildfire burning with a total of 164 LEDs. Just above the flames sits a rear spoiler that's functional, just like every other vent or angle on the Charger's exterior. Aero engineers have worked hard to make sure the sedan stays stable at speed, all the way up to a 175 mph top end, but they still managed make a sinister-looking sedan.
Inside, however, is a bit of a different story. There's nothing evil about 12-way power-adjustable front seats that are both heated and ventilated. The front passenger space is downright pleasing to the back and bottom, and these aren't sloppy slip-and-slide thrones of yesteryear. Both front buckets are pleasantly bolstered and boast suede inserts that keep us in place during more than few backroad adventures. With our rear gripping the seats, our hands are free wrap around the large, meaty steering wheel, which features a design unique to the SRT family of vehicles.
Equally appealing was our view out over the hood, which was crystal clear, as was the rear three-quarter view. Looking directly rearward, however, was a bit trickier. The rear seats, while plenty cushy for passengers, seem to step upward like stadium seating, placing the headrests in front of the traffic that lays behind. The sharply angled rear glass, while cool from the outside, further cut down on the ability to see what's going on near the Charger's tail.
All of the appointments and features inside the cabin are supportive and comforting. One feature, however, literally shines brightly above the rest. Sitting in the center square position is a brand-new 8.4-inch touchscreen display that's home to a handful of beautifully displayed audio, climate, navigation, phone and driving options. We realize none of that sounds terribly exciting, but the audio system transforms cabin into an aural odyssey.
Dodge has partnered up with Harman Kardon, and their sound engineers have created an audio system that will have you contemplating ditching your home theater setup and lug your flatscreen TV out to the garage. The interior plays host to 900 watts, 19 speakers and a 12-channel amplifier. Harman Kardon has called its GreenEdge speakers into service for this application, which are tuned for maximum efficiency with minimum energy consumption. Working together, the seven 3.5-inch mid-range, seven integrated tweeters, four 6x9-inch subwoofers and one 10-inch subwoofer produce a completely balanced and crisp sound that fills the cabin floor to headliner. It's perfectly balanced whether you're running the stereo in "mother mode" or "private Metallica concert." It's the cleanest sounding stock audio system we've heard in some time, and it's just one item that SRT8 owners can boast over standard Charger owners.
But another item is even louder than the stereo.
The 6.1-liter Hemi has been pulled to make way for a larger version that's both more powerful and more efficient. Dodge has fitted the updated sedan with a 6.4-liter Hemi V8, which produces 470 horsepower at 6,000 rpm and 470 pound-feet of torque at 4,300 rpm. That's 45 more horses and 50 more pound-feet of twist than the last SRT8. Still, the engineers at SRT have figured out ways to make the new thoroughbred a bit less thirsty at the pump. Fuel economy has been raised by around 25 percent, which means this new-and-improved muscle sedan should approach 24 miles per gallon on the highway and 19 mpg in combined driving.
The brainy crew at Chrysler employed a variety of tricks to achieve the efficiency and power upgrades. Larger ports have been used on both the intake and exhaust sides of the combustion equation, while a composite intake replaces an aluminum piece. Variable valve timing is in full effect, which means the cams operate independently under different throttle loads and can adjust as necessary for economy or power. Additionally, Chrysler's Fuel Saver Technology can turn the V8 into a four-cylinder when the need for power is low. That miserly tech pairs perfectly with the all-new active valve exhaust system to help allow the Charger SRT8 run on four cylinders over a greater range of engine speeds. When not trying to save the planet, however, the exhaust belches out beautiful noises that help remind you of the badge on the back.
As great as the 392 cubic-inch engine can be, it still has to work with a partner, and in this cop drama, the transmission plays the Bad Lieutenant. There's nothing inherently wrong with the five-speed automatic. The gearbox works just fine on its own, and it allows you the option to change gears as you see fit. Still, it's sluggish to shift, and the delays felt like a century regardless of whether the shift was performed by the auto stick or steering-wheel mounted paddles. This isn't glaring on the road, but when coming out of Turn One at Willow Springs we would've liked a bit more urgency from the cogswapper. After a few laps, we found it less frustrating to simply let the car figure it out on its own.
We know that Chrysler is hard at work on its next generation of transmissions. An eight-speed ZF unit is scheduled to arrive sometime in the very near future, and it's presently slated for duty in the lower-spec Charger models. Will it wind up in the SRT8 king of the hill? Like us, you'll have to stay tuned for more on that one.
It wasn't all bad news for the transmission, however, as Dodge offers drivers the chance to change the way it behaves with the push of a button. Buried next to the climate controls, beneath the touchscreen (a rather confusing decision that will most likely be rectified before launch), you'll find a button labeled "SPORT." Press it, grab a gear and the transmission will now hold that position until you tell it otherwise. In sport mode, the Charger SRT8 also firms up the suspension damping.
But the minor transmission woes weren't enough to sully our time with the car. The 2012 Charger SRT8 is equally happy to blast down canyon roads as it is to chuck its oversize body into Willow's high-speed bends. Out on the street, the stiff chassis made the Los Angeles-area backroads a joy, yet the active damping suspension allowed for comfortable cruising when back on the highway or at slower around-town speeds. We were shocked that the 4,336-pound porker possessed this level of agility. It's one of those rare occasions where the chiseled shotputter also happens to be a lightning quick member of the 4x100 relay team.
Curious to know how well you're running? Click on the touchscreen and head over to the SRT Performance Pages. Besides displaying a variety of digital gauges and fore, aft and lateral handling figures, the system also displays a time slip for 0-60 runs, along with eight-mile, quarter-mile and 60-0 mph braking distance. Once you make a few runs, the system will store your best, current and last time slips (which are displayed as actual time slips). That might get boring after awhile, but the SRT8 isn't just about straight-line blasts.
The SRT8's invisible musculature and bone work keeps it stable and safe, which also helps keep us flat (and mentally calm) pushing through both slow speed switchbacks and the high-speed bends. Composure at that far end of the speedo is a result of the well thought-out aerodynamic enhancements, SRT-tuned independent front and rear suspension with active damping and rolling stock comprised of 20x9-inch forged aluminum wheels.
Those rollers come wrapped with 245/45R20 Goodyear Eagle RS-A 2 all-season rubber. Our test car was wearing optional three-season Goodyear F1 Supercar tires, and we highly recommend checking that box while ordering. After a full day of running down Willow Springs, the tires proved no worse for the wear. We expected to be dancing around Turn Nine taillamps-first on bald tires, but the rubber held up and we avoided the rapidly approaching green wall.
If things really start to get out of hand, however, you're armed and ready. Slotted behind the aluminum wheels is a set of Brembo brakes, with four piston calipers squeezing 14.2-inch slotted and vented front rotors in front and joining forces with 13.8-inch, four-piston rears to haul in the any unwanted speed.
The combination of the chassis, suspension, engine, tires and braking systems are a perfect fit for the Charger SRT8. One more piece of the handling puzzle is still in the box, but thankfully, it fits like a glove. That thick-rimmed steering wheel looks tough, yet it's also a good communicator. Because this is no lightweight prizefighter, we we're worried that Dodge would employ an overboosted, artificial lightweight steering feel. However, the SRT crew has rewarded us with a wheel that provides adequate direct feedback while retaining enough heft to keep us happy. Mid-corner corrections could be applied with a gentle touch of the wheel, even though it was still more fun to do so with the throttle.
Automotive dexterity is something owners of the 2012 Dodge Charger SRT8 will be able to learn for themselves, and they can do so in a controlled environment. SRT doesn't want to send an army of 470-horsepower sedans out into the streets without providing a bit of training for the Hemi pilots. A one-day SRT Track Experience is included in the starting MSRP of $46,660 (including destination and handling). Here's your first lesson courtesy of Autoblog: Unless you're skilled and on a track, keep traction control set to "shiny side up." When set in Sport, the system is smart enough to allow for a bit of wheelspin during a hard launch, yet it'll help keep things moving safely forward instead of suicidally sideways.
That mid-$40,000 price point plants the 2012 Dodge Charger SRT8 in a rather unique section of the market. Powerful super sedans typically command serious coin. Forty-six large is no small sum, but if you consider the SRT8's high-end competition, the Charger is only marginally less powerful, yet in the right hands, it ought to do a remarkably good job of keeping up with pricier four-door rocketships.
In truth, it seems the closest competitor to the Charger lies right in the same SRT family. The 2012 Chrysler 300 SRT8 starts at $47,995, has the same power output and infotainment setup, yet wears a slightly softer suit. SRT has created two monsters here; one designed to scare your grandmother and another to drop her off when she's running late to the salon. These are two powerful sedans that offer customers the choice to show who they are. The 300 SRT8 is the slightly introverted yin to the Charger SRT8 and its extroverted yang. In this particular instance, you can't make a wrong choice, and the Charger SRT8 is proof that Chrysler can create a modern muscle sedan properly.
Ralph Gilles is now the man in charge of keeping Street and Racing Technology vehicles moving forward. He leads a team of self-described "well-intended enthusiast engineers" whose work is the "result of passion." Starting with the base models, the cars themselves have been improved, which makes the SRT transformation an easier feat. That's a good thing, because a healthy SRT lineup ought to keep the enthusiast crowd on its toes. The brand is stable with Gilles at the helm, and the president and CEO "vows to protect SRT."
He gets it. And that means enthusiasts will finally get a car that deserves to be called a Charger.
New Car Test Drive
An unequivocally American muscle car.
It's as if nobody told Dodge about American cars: that they are cheap, flimsy, incompetent. To the contrary, the Dodge Charger is a proudly American muscle sedan, pumped, powerful, and full of swagger. Furnished with either rear-wheel drive or all-wheel drive, and a Dodge Hemi V8 if that's your inclination, this is a roomy five-place hauler that takes you straight back to the wildly optimistic American sedans of the '60s, but with a difference.
This latest version of the American full-size sedan is engineered, styled, and manufactured to go toe to toe with the best competing models the world market has to offer. Without effort, it meets that challenge and welcomes the battle. The Charger is proof that American carmakers have learned that they can no longer market shoddy design and haphazard assembly. To that end, the Dodge Charger is a proud product of the new Detroit. It's handsomely designed and has world-class fit and finish. From crankshaft to door handles, everything operates with fine precision and the promise of long-lasting service.
The Dodge Charger was redesigned for the 2011 model year, and there are no significant changes for the 2012 Charger except that a new 2012 Dodge Charger SRT8 has been added to the model lineup. The 2012 Charger is the second year of the second generation of the modern Charger. The first generation ran 2006-2010. The original was launched as a '66. The General Lee Bo and Luke Duke drove was a '69.
From the outside, this second-generation Charger looks a lot like an older rendering of the American sedan, but that appearance is misleading. The retro look is a self-confident exercise in sinuous American styling.
The interior, however, is anything but old style. It's richly furnished with cutting-edge conveniences, advanced technology and the no-nonsense functionalism buyers demand. A first-rate, 8.4-inch touch-screen navigation system is coupled with a rearview camera and ancillary controls for climate and audio. The latest navigation system is sensationally intuitive, transparent, and pleasing to use, among the best we've seen. It's very easy to read and very easy to understand. Underscoring this user-friendliness, the Charger's audio controls for volume and tuning are accomplished with old-fashioned, practical radial knobs: What a concept! And following through, each of these knobs is furnished with a nice rubber feel as you make your one-touch adjustments. Brilliant. German luxury brands costing vastly more could learn from the Charger's straightforward controls.
Nothing else is more happily apparent in the new Dodge Charger than that Chrysler has enthusiastically embraced the new design and quality standards dictated by Detroit's recent, painful bailouts. To do well against foreign automakers today, American carmakers cannot be satisfied with building cars that are as good as the competition. They must build better cars at lower prices than the competition. Dodge has gone about this in a bracingly built-in-America way.
Even with a Hemi V8 and optional all-wheel drive, as our test car was furnished, the new Charger's efficient engineering produces a full-size family sedan with both strong performance and surprisingly thrifty EPA fuel economy. Our Hemi-powered test car delivered an EPA-estimated 15 mpg City and 23 mpg Highway. V6 Chargers earn a stellar 31 mpg Highway.
The 2012 Dodge Charger is the classic combination: a full-size Detroit sedan with strong performance and unmistakable American looks, selling at a surprisingly attractive price. Compared with the full-size Dodge sedan of 20 or 30 years ago, a 2012 Charger will reward the owner with exciting styling, world-class engineering and impressive value. You no longer have to buy American because it's patriotic. With cars like this, you buy American because it's smart.
The 2012 Dodge Charger lineup is composed of the Charger SE, Charger SXT, Charger R/T, and Charger SRT8.
Charger SE ($25,495) comes standard with a 3.6-liter 292-hp V6, rear-wheel drive, 5-speed automatic transmission with manual selection, cloth upholstery, 6-way power driver's seat, 60/40 split rear seat, cruise control, manual tilt-telescopic steering column, power windows with express front up/down, rear window defroster, 4.3-inch touch-screen audio and media center, six audio speakers, USB port with iPod control, auxiliary input jack, power door locks, keyless remote, push-button start, power trunk-lid release, two 12-volt outlets, intelligent battery sensor, LED-illuminated front cup holders, rear seat armrest with cup holders, map pockets front and rear, illuminated sun visor vanity mirrors, front overhead console, LED-illuminated rear handles and reading lamps, electronic color vehicle information center, urethane shift knob and steering wheel, trunk cargo net and full trunk liner with emergency deck-lid release, dual deck-lid lamps.
Charger SXT ($28,495) upgrades with halogen fog lamps, heated power mirrors, dual-zone front climate controls, humidity sensor, LED-illuminated front/rear map pockets, front overhead console with dome lamp and universal HomeLink, LED front-row illumination, 8.4-inch touch-screen display with voice command, premium Alpine 8-speaker audio, 12-way power driver's seat, heated front seats, 180-amp alternator, automatic defog, remote start. Connectivity Group for SXT ($395) includes voice command with Bluetooth, auto-dimming rearview mirror, leather-wrapped steering wheel with audio controls and leather-wrapped shift knob. Charger R/T ($29,995) features the 5.7-liter 370-bhp Hemi V8 with Decel Fuel Shut Off (DFSO). The optional R/T Driver Confidence Group ($995) adds blind-spot monitoring, rear cross path detection, parking view rear backup camera, high-intensity headlamps, exterior mirrors with courtesy lamps, rain-sensing wipers and smart-beam headlamps.
Charger SRT8 ($45,795) boasts a 6.4-liter Hemi V8 with 470 hp plus a special SRT heated steering wheel with paddle shifters for manual shifting, a two-mode adaptive damping suspension, and a 19-speaker Harman Kardon 900-watt audio system.
Options include the Driver Convenience Group for SXT Plus and R/T Plus ($575) includes heated and ventilated front seats with driver memory, power-adjustable heated mirrors with memory, power-adjustable pedals with memory, power tilt/telescoping steering column with memory. Adaptive Cruise Control Group for SXT Plus, R/T Plus, and R/T Road & Track ($925) adds forward collision warning with adaptive cruise control and heated steering wheel. Navigation Group ($795) includes voice command with Garmin navi, SIRIUS Traffic, SIRIUS Travel Link, and parking view rear backup camera.
Safety features on all Dodge Chargers includes electronic traction control (TCS), electronic stability control (ESC), anti-lock brakes (ABS), electronic brake distribution (EBD), brake assist, rain brake support, hill-start assist, automatic headlamps, active front head restraints, all federally mandated airbags (seven), front seatbelt pretensioners, lower anchors and tethers for children (LATCH), occupant restraint controller. Available all-wheel drive can improve handling stability in adverse conditions, and the available rearview camera can help the driver spot a child behind the car when backing up.
This latest-generation Dodge Charger is immediately recognizable. The front says it's a Dodge, a design theme that began life on, of all things, the upright first-generation Dodge Ram pickup truck. The two vehicles could not be more different, yet the aggressive, muscular cruciform grille suits both perfectly. Achieving that kind of unmistakable model-line identity is no small achievement.
In like manner, the tail of the Charger uses the same array of full-width taillamps made famous on the Charger in the '60s. It's a handsome look that is instantly recognizable to anyone familiar with historic Dodge styling cues. The Charger expresses pride in where Dodge, Chrysler Corporation, and for that matter, all American cars have been during the last few turbulent decades.
The body of the second-generation modern Charger is crisply styled throughout. It is considerably edgier and more muscular than its immediate predecessor, which had great promise but was, by comparison, a bit of a lump. Along the sides of the car are slanting, angular indentations that echo the racy rear-facing engine-room vents made so famous on the all-conquering Dodge Viper supercar. In the Charger, these are unmistakably bad looking in all of the right street-savvy ways.
Continuing this street look, in profile, the car's dramatically low roofline tapers downward rapidly at the car's mid-point. In combination with its high waistline and compressed greenhouse, the car expresses a secretive, almost hot-rod chopped appearance. Occupants seem to peer outward from sinister gun slit-like windows. Yet for all of its hunched-over appearance, the occupants' outward visibility is quite good enough.
When the Charger's dynamic outward appearance is combined with its strong performance, this is an American muscle sedan with the credentials to appeal to a broad range of tastes.
Examining the Charger's interior, we started in the back seat to investigate just how limited seating room might be underneath this low roofline. Inevitably, tall backseat passengers will have to scrunch down a little, though moderately tall riders will be just fine. The rear cabin is comfortable and roomy without being huge. The top of the backlight has multi-linear applique black stripes, providing a bit of shade from the sun and simultaneously creating the impression from outside that the rear window is even lower and more hooded.
The rear seat is firm and supportive, with a fairly hard back-cushion. A central pull-down elbow rest contains two cup holders and a stowage compartment. Dual rear-seat climate vents are provided, together with a 12-volt outlet and rear seat heaters. Deluxe.
Beautiful plum-shaded Nappa leather upholstery is furnished throughout. The front-seat display is mildly spartan, but not in the sense of being cold or under-supplied. Rather, the instrumentation has attractive, classy white-on-black dials. The display, uncomplicated and straightforward, is simple modern. The dashboard has a sleek, scooped-out titanium-look central motif. Below the tachometer (which no longer has a redline because automatic shifting prevents over-revving) and speedometer are a water temperature gauge and a fuel gauge. Also included in the instrumentation is a compass and an exterior temperature readout. Between these instruments, an Info board delivers a list of performance parameters, including coolant temperature, oil temperature, oil pressure, transmission temperature, engine hours, tire pressure and several measures of instant and trip fuel mileage. Our one complaint here was that gaining access to this Info board's numerous categories of data was confusing and took some non-intuitive hunting around.
The navi screen, by contrast, was excellent, intuitive, and immediately accessible. Navigation is by simple plan view. The screen is bright, easily read and devoid of complex graphics. Its touch-screen offers Radio, Controls, Climate, Navigation, Phone and More, the latter signifying Sirius Travel Link and a Settings inventory. New for 2012, the system has been upgraded, with hands-free texting, voice commands for Garmin navigation, Sirius Traffic, and full iPod control features. Suddenly, Chrysler and Dodge have one of the best navigation systems available today.
On the steering wheel are controls for the Info board, voice activation and cruise control. On the rear of the steering wheel, where the paddle shifters would be on the R/T Road & Track model, we found a complex set of six different touch buttons. These were designed for manipulating radio volume, selecting stations, bands and pre-selects, but they were a classic instance of too much of a good thing. Mastering which of these buttons controlled what functions, and using the buttons efficiently for their intended purpose would take some serious concentration.
In place of paddle shifters, our test car had a sequential 5-speed manu-matic shifter: It operated independently or could be manually selected. The system had a nice provision whereby if you wanted to cancel manual shifting and return to automatic, you simply push the lever to the right for about one second. Immediately, the transmission returns to selecting its own gears. The manual selector delivered fast, positive manual shifts. Excellent.
In the center console, our test car had two heated-or-cooled cupholders, a deluxe touch.
The stark four-letter badges on the car's sides say, Hemi. Not a lot more need be said. This is a serious American V8, with torque and horsepower enough to pin you back in your seat or, just as surely, enough poise to potter along as complacently as you like. And because this is a fully self-confident powerplant, Dodge sees no need to hype it with a sudden, falsely energetic throttle pedal. Throttle response is immediate and proportional, allowing smooth, forceful acceleration.
Dodge's Fuel-Saver Technology cancels four cylinders when they aren't needed, also eliminating needless fuel flow when decelerating. In our test car, EPA-rated City fuel mileage, at 15 mpg, is as meager as would be expected in a big V8. But the Charger's 23 mpg Highway fuel consumption is good, considering that this is nearly six liter's worth of Hemi.
All-wheel drive is always a useful thing to have aboard, delivering massively better traction and dynamic balance in almost any driving. And the minute you begin driving the Charger R/T Plus AWD, it's clear that this car is a complete break from the Dodges of decades ago.
Yet despite our R/T Plus AWD having only Normal Duty suspension, the car proved a remarkably stable, grippy driver. There was only moderate lean, squat or dive during cornering, acceleration or braking. Pushed hard on dry pavement, the all-wheel drive always gives you just a little more cornering grip than you expect.
Ride quality is very good, and the car's solid structure soaks up road surface irregularities with ease. Yet as relatively compliant as the ride is, steering is lively and communicative, keeping you in direct touch with the road. The thick, sturdy leather-wrapped steering wheel underscores the well-developed solidity of the car. With its variable-assist electronic steering, the driver is encouraged to think of this Charger as not nearly as large and cumbersome as outward appearances may suggest. Despite its dimensions, this is a crisp, sporty muscle sedan. It incites confidence and enjoyable driving.
Braking performance is exemplary. The R/T Road & Track model boasts bigger, more forceful Brembo disc brakes, good for reducing fade when driving on a race track and repeatedly hammering the brakes. The R/T Plus AWD Package includes 13.6-inch vented front discs and 12.6-inch vented rear discs. (In non-AWD R/T Plus models, the front and rear brake rotors are both 12.6 inches.) The 13.6-inch brakes provided massive, balanced non-skid stopping power, especially in combination with the multiple electronic brake-assist technologies of rain brake support, ready alert braking, electronic stability control, all-speed traction control and hill-start assist.
The Charger SRT8 can accelerate from 0-60 mph in the high 4-second range and can cover the standing quarter-mile in the high 12-second range. Top speed is 175 mph, according to Dodge. The SRT8 can brake from 60-0 mph in 120 feet.
The 2012 Dodge Charger is a dynamic, forceful road car that starts, stops and corners with poise. If Dodge had come anywhere near to this kind of Charger years ago, the company would have been every buyer's hero. This is an American sedan to be proud of.
Ted West filed this NewCarTestDrive.com report.
Dodge Charger SE; Charger SXT; Charger R/T; Charger SRT8.
Brampton, Ontario, Canada.
Options As Tested
29P Charger R/T Plus Group ($2000), security alarm, Nappa leather seats, heated second-row seats, 8-way power driver and passenger seats, driver/passenger 4-way power lumbar support, heated/cooled front seats, front overhead LED lighting, driver and passenger lower LED lamps, 180-amp alternator; Driver Confidence Group ($995), blind-spot monitoring, rear cross path detection, high-intensity headlamps, exterior mirrors with courtesy lamps, rain-sensing wipers and smart-beam headlamps; Driver Convenience Group ($575), heated and ventilated front seats with driver memory, power-adjustable heated mirrors with memory, power-adjustable pedals with memory, power tilt/telescoping steering column with memory; Navigation/Rear Back-Up Camera Group ($795), 8.4-in. touch-screen audio and media center, Garmin navigation.
Dodge Charger R/T Plus AWD ($37,335).