2012 Dodge Charger SRT8 Super Bee Review Notes

EXECUTIVE EDITOR BOB GRITZINGER: You get all the great Charger SRT8 stuff in this car—engine, suspension, brakes, steering, seats—along with a bright yellow Super Bee wrapper bound to attract welcome (and unwelcome) attention. My kid even shot a photo and put it on her Facebook page, and she's become fairly immune to hot cars showing up in the driveway, so that's saying something.
Pricing is about $7,000 lower than the last Charger SRT8 we had in the fleet, but that one featured the full navigation system, automatic climate control, blind-spot detection and active cruise control, among other features. I'd still prefer that car over this one, maybe with fewer bells and whistles, if for no other reason than I'd rather not drive around on a regular basis in this bright yellow skin. But if you've got it, flaunt it, I guess—and some people might prefer that.
To me, there's very little to not like about this or any Charger SRT8. The car is big, bad and beautiful, driving in a way that both throws back to the muscle cars of yore while planting its fat rubber tires firmly in the technology of the 21st century.
EDITOR WES RAYNAL: I have such great Super Bee memories as a kid, when my grandfather and his brothers had a large Dodge-Plymouth dealership on Detroit's east side. Those were great muscle cars, along with Cudas, Road Runners and the like. It's cool that Chrysler Corp. brought it back.
Anyway, the car: Hell of a buy for what you get in terms of performance. Hemi fun for less money you say? It's hard to argue with that. In fact, this is about the least-expensive way to an SRT product, or close to it.
It's fast and fun, and the Hemi growls beautifully. It's also comfortable for a car with this much motor. Also this large(ish) sedan offers quick steering and stout brakes. I would like to spend more time in one.
NEWS EDITOR GREG MIGLIORE: The latest generation of Chargers feels like they've hit the gym and come back toned and built. This 2012 Dodge Charger SRT Super Bee model has an excellent chassis, solid steering with appropriate response and is surprisingly good in corners for a car this size. Really, it's a joy to drive a large, well-calibrated muscle car.
The real story is the monster 470-hp V8, which sounds great and growls but isn't obnoxious. It's strong, pulls you back in your seat during hard launches, and it's potent in cruising states on the expressway. The pedals have excellent feel, with the brakes providing nice feedback right away, complemented by smart throttle response.
The materials and layout of the cabin are first-class, with nicely done leather and accents in all the right places. Crack the windows and the Charger lets in a pleasing, billowing wind through the spacious cabin, which offers a large, old-school feel. It's like being in a big old-school car, and that's a good thing. Also, the sedan is surprisingly quiet, filtering out road and wind noise at an almost luxury level. You can hear then engine when you jab the throttle, which means they didn't go to far in refining this beast.
I like the Super Bee appearance, and these are the muscle cars people think romantically about. My choice, however, if I won the Mega Millions, would have been the blacked-out SRT machine. That would be a quiet assassin.
2012 Dodge Charger SRT8 Super Bee
Base Price: $43,420
As-Tested Price: $43,570
Drivetrain: 6.4-liter V8; RWD, five-speed automatic
Output: 470 hp @ 6,000 rpm, 470 lb-ft @ 4,300 rpm
Curb Weight: 4,365 lb
Fuel Economy (EPA/AW): 17/16.4 mpg
Options: 245/45 R20 BSW three-season tires ($150)

Read More

2013 Dodge Dart Review

By David Colman
For: Alfa Flair, Build Quality, $ Value
Against: Underpowered, R/T Not Immediately Available
Okay, let’s get the important stuff out of the way upfront. No, it doesn’t have a Slant Six under the hood, a push button automatic on the dash, or Tinker Bell script reading “Dart” on the rear fender. The new Dart is the first offspring of the US government-brokered shotgun marriage between Chrysler and Fiat. Fiat, which owns Alfa Romeo, supplies the Dart with a stretched Alfa Giulietta platform. Chrysler, which owns Dodge, supplies the USA build facility, heritage nameplate, and dealer network. The result is a marriage made in heaven – an Alfa Romeo for the price of a Dodge!
The first Darts go on sale in July, 2012. Eventually 5 different models will be available. The range begins with the SE, with disc brakes at all 4 corners, 10 air bags, and a base price of $15,995. One step higher in the pecking order is the $17,995 SXT model, with such upgrades as 17 inch wheels, power mirrors and door locks, and keyless entry. A sportier Rallye model, with dual exhausts and black chrome headlamps, retails for $18,995. The Limited version – which we drove – adds Garmin Navigation with a 7 inch dash-mounted touch screen, 10 way power seats, and rear view camera monitors, for $19,995. A 2.0 liter “Tigershark” motor producing 160hp and 148 lb.-ft. of torque powers all 4 models. A 1.4 liter, turbocharged, 168hp motor is optionally available for $1,300. Dodge will also introduce a more powerful R/T Dart later in the model year. The $22,495 R/T will benefit from a 2.4 liter “Tigershark” powerplant producing 184hp and 171 lb.-ft. of torque.

To convert an Alfa Giulietta platform to Dart duty, Dodge widened the tub 2 inches and added 10 inches in length. The chassis is constructed from 68 percent hi-strength steel, and the car is built in the United States. A series of baffles and underbody streamlining panels insure that the Dart’s coefficient of drag (Cd) is just 0.285. Body panel gaps are remarkably tight, and wind noise inside the cabin is nil.
The Dart feels spacious and airy. Everything about the interior seems to belie its sub-$20,000 base price. The instrument binnacle, for example, is double seam-stitched, and surrounded by an ethereal neon border that glows reassuringly at night. The backs of the seat belt receptacles are padded with felt to keep them from scratching the finish on the center console. The navigation system is a joy to use, with bold graphics, and navigational directions displayed on the instrument panel directly in front of the driver. The main video panel on the dash supplies such ancillary information as the posted speed limit of your current position next to your GPS-calculated current speed. In other words, you’ve got no excuses for fibbing to the officer about your lack of speed limit awareness. As soon as you pass a new speed limit sign, the system magically resets itself to the new reality. Watching it do so is uncanny.
The 160hp “Tigershark” is more of a minnow than predator when you step on the gas. Even rowing the 6-speed Powertech ATX automatic gearbox through the ratios won’t make up for a decided lack of grunt, with only 148 pound-feet of torque on tap. Order the $1,300 optional in-line turbo 4, with 168hp, or wait for the coming R/T package, because the base engine is a bit overstressed when brisk acceleration is required.

As you might expect from its Italian (Alfa) heredity, handling is a forte of the Dart. The Dodge chassis consists of McPherson strut front, and multi-link rear independent suspension, with flashy 17 x 7.5 inch alloys at each corner mounting Continental ContiProContact 225/45R17 radials. This refined chassis-tire combo generates surprisingly high levels of adhesion. In sweeping turns, the Dart takes a set which it holds resolutely throughout the corner. There is almost no sway, no lean, nor any ride discomfort. Simply put, the suspension calibrations are spot-on.
As a whole, the new Dart verges on sensational, with such unexpected value for price that you’ll have to drive one yourself to find out just how good this resuscitated new/old nameplate really is.
2013 Dodge Dart

• Engine: 2.0 liter in-line 4
• Horsepower: 160hp
• Torque: 148 lb.-ft.
• Fuel Consumption: 27 MPG City/39 MPG Highway
• Price as Tested: $22,780
• Star Rating: 9 out of 10 Stars

Read More

2012 Range Rover Sport Supercharged Review

 

By David Colman
For: Alfa Flair, Build Quality, $ Value
Against: Underpowered, R/T Not Immediately Available
Okay, let’s get the important stuff out of the way upfront. No, it doesn’t have a Slant Six under the hood, a push button automatic on the dash, or Tinker Bell script reading “Dart” on the rear fender. The new Dart is the first offspring of the US government-brokered shotgun marriage between Chrysler and Fiat. Fiat, which owns Alfa Romeo, supplies the Dart with a stretched Alfa Giulietta platform. Chrysler, which owns Dodge, supplies the USA build facility, heritage nameplate, and dealer network. The result is a marriage made in heaven – an Alfa Romeo for the price of a Dodge!
The first Darts go on sale in July, 2012. Eventually 5 different models will be available. The range begins with the SE, with disc brakes at all 4 corners, 10 air bags, and a base price of $15,995. One step higher in the pecking order is the $17,995 SXT model, with such upgrades as 17 inch wheels, power mirrors and door locks, and keyless entry. A sportier Rallye model, with dual exhausts and black chrome headlamps, retails for $18,995. The Limited version – which we drove – adds Garmin Navigation with a 7 inch dash-mounted touch screen, 10 way power seats, and rear view camera monitors, for $19,995. A 2.0 liter “Tigershark” motor producing 160hp and 148 lb.-ft. of torque powers all 4 models. A 1.4 liter, turbocharged, 168hp motor is optionally available for $1,300. Dodge will also introduce a more powerful R/T Dart later in the model year. The $22,495 R/T will benefit from a 2.4 liter “Tigershark” powerplant producing 184hp and 171 lb.-ft. of torque.

To convert an Alfa Giulietta platform to Dart duty, Dodge widened the tub 2 inches and added 10 inches in length. The chassis is constructed from 68 percent hi-strength steel, and the car is built in the United States. A series of baffles and underbody streamlining panels insure that the Dart’s coefficient of drag (Cd) is just 0.285. Body panel gaps are remarkably tight, and wind noise inside the cabin is nil.
The Dart feels spacious and airy. Everything about the interior seems to belie its sub-$20,000 base price. The instrument binnacle, for example, is double seam-stitched, and surrounded by an ethereal neon border that glows reassuringly at night. The backs of the seat belt receptacles are padded with felt to keep them from scratching the finish on the center console. The navigation system is a joy to use, with bold graphics, and navigational directions displayed on the instrument panel directly in front of the driver. The main video panel on the dash supplies such ancillary information as the posted speed limit of your current position next to your GPS-calculated current speed. In other words, you’ve got no excuses for fibbing to the officer about your lack of speed limit awareness. As soon as you pass a new speed limit sign, the system magically resets itself to the new reality. Watching it do so is uncanny.
The 160hp “Tigershark” is more of a minnow than predator when you step on the gas. Even rowing the 6-speed Powertech ATX automatic gearbox through the ratios won’t make up for a decided lack of grunt, with only 148 pound-feet of torque on tap. Order the $1,300 optional in-line turbo 4, with 168hp, or wait for the coming R/T package, because the base engine is a bit overstressed when brisk acceleration is required.

 

As you might expect from its Italian (Alfa) heredity, handling is a forte of the Dart. The Dodge chassis consists of McPherson strut front, and multi-link rear independent suspension, with flashy 17 x 7.5 inch alloys at each corner mounting Continental ContiProContact 225/45R17 radials. This refined chassis-tire combo generates surprisingly high levels of adhesion. In sweeping turns, the Dart takes a set which it holds resolutely throughout the corner. There is almost no sway, no lean, nor any ride discomfort. Simply put, the suspension calibrations are spot-on.
As a whole, the new Dart verges on sensational, with such unexpected value for price that you’ll have to drive one yourself to find out just how good this resuscitated new/old nameplate really is.
2013 Dodge Dart

• Engine: 2.0 liter in-line 4
• Horsepower: 160hp
• Torque: 148 lb.-ft.
• Fuel Consumption: 27 MPG City/39 MPG Highway
• Price as Tested: $22,780
• Star Rating: 9 out of 10 Stars

Read More

Dodge Viper Review

The Dodge Viper was conceived as a modern interpretation of the classic muscular American sports car. Debuting as a concept in 1989 to huge consumer enthusiasm, everything about the production Dodge Viper was perfectly over the top, including its cartoonish styling, giant 335/35-series rear tires and thumping 400-horsepower V10 engine.

2008 Dodge Viper SRT-10 Convertible

With lots of tail-wagging power and no face-saving electronic driving aids, the original RT/10 Viper roadster was certainly a supercar that didn't suffer fools graciously. Eventually, however, minor concessions to "luxury" appeared in the second-generation Viper roadster, such as real windows that replaced the clear vinyl side curtains.

But Viper fans had nothing to fear, for the Dodge sports car remained obnoxiously loud and fast. And despite the release of a GTS coupe and simultaneous upgrades for the entire line, the first two Viper generations represented much the same car for an entire decade.

The Dodge Viper's next era kicked off in 2003 with a third-generation redesign of Chrysler's icon -- the SRT-10 roadster became a true convertible with a top that folded down all the way versus the soft targa panel of the previous RT/10, and the Viper SRT-10 coupe returned a few years later featuring the previous coupe's "double bubble" roof and dramatic rear styling. An astounding amount of power is delivered over a broad range; to handle it the Viper uses a beefed-up transmission and massive brakes. Compared to the original, newer Vipers have a longer wheelbase, a stiffer chassis and revised suspension tuning, which give the car greater dynamic precision.

A new SRT-10 Viper is on the way for 2008 with, of course, even more power -- 600 hp and 560 lb-ft of torque to be exact -- from a fully revised engine displacing 8.4 liters. The new engine and additional hardware updates are meant to counter the Viper's nemesis, the Corvette Z06, which undercuts the Viper on price and beats it in terms of versatility. But the charm of the Viper is its raw edge and lack of polish. For the Viper enthusiast, there's no other way it should be.

Current Dodge Viper model

Recently updated, the Dodge Viper sports car is offered as a two-seat coupe or roadster. Standard equipment includes racing-style seats, power-adjustable pedals, keyless entry and a 300-watt audio system with in-dash CD changer. An 8.4-liter V10 engine delivers 600 hp and 560 lb-ft of torque. Power is sent to the rear wheels through a Tremec six-speed manual transmission and a standard limited-slip differential. Performance numbers are quite impressive, as the Viper can reach 60 mph in less than 4 seconds. Containing all this power are massive Brembo brakes and 18-inch front- and 19-inch rear forged-alloy wheels.

Though modern cars are increasingly equipped with the latest safety features, the Viper remains true to its visceral roots. There are neither side-impact airbags nor traction or stability control. Inside, the cabin is a collection of hard plastic panels and parts pin switches. Seat comfort is surprisingly good, but entry and exit, particularly on the coupe, is tricky.

Fresh off the showroom floor, the Dodge Viper is one of the fastest production cars in the world. Its mammoth V10 pushes it to triple-digit speeds in the blink of an eye, and it keeps right on going. Pushing this Dodge to the limit still requires the skill of a seasoned driver, but even rookies will admire the car's unbelievable racecar-like capabilities. While not comfortable and well-rounded enough to be an everyday driver, the Dodge Viper remains a no-nonsense supercar for those who can afford to add one to their stable.


Past Dodge Viper models

The original Dodge Viper debuted for the 1992 model year. At its heart was a 400-hp, truck-based engine with lighter-weight aluminum substituting for cast iron. Inspiringly one-dimensional, the first Viper continued on with only minor power tweaks and an optional hardtop with sliding side curtains until the second-generation Viper debuted as a more powerful GTS coupe in 1996 -- now a bit more civilized, with dual airbags and air-conditioning.

As the Viper matured into its second generation, paint schemes were shuffled and the RT/10 roadster received much of the updates applied to the GTS coupe. Also crossing in 1997 were the coupe's adjustable pedals and revised exhaust system, which changed from side- to rear-exit. In 1999 the Viper received bigger wheels, optional Connolly leather inside, power mirrors and a remote release for the coupe's glass hatch. A track-biased Viper ACR trim level also became available that year. Used Viper shoppers might also want to note that a fairly significant feature -- antilock brakes -- did not become available until 2001.

The third-generation Dodge Viper, the SRT-10, has been available since 2003. At its debut, the V10 was 8.3 liters in size and generated 500 hp and 525 lb-ft of torque. At the start, only the roadster was available. Detail changes only to colors and trim for the next couple years -- including a special "Mamba" package in 2004 for only 200 vehicles -- were followed by a return of the SRT-10 coupe in 2006 and a 10-hp increase. There was no '07 model, as Dodge was preparing for the '08 model's changes.

Read More