2009 Dodge Charger SRT8 Review - Fast and the Furious… American Style

Pros

• HEMI power and acceleration
• Navigation system accuracy and ease of use
• Autostick® 5-speed transmission that matches perfectly with the engine

Cons

• Thirst for gasoline
• “Am I speaking English?” voice command system
• Uncomfortable front seats

As one of most powerful cars I’ve ever tested, I was eager to see what an American car could do compared to the high-ticket, high-powered imports I’ve driven. Not nearly as refined as the hi-po imports, the fun-factor of the SRT8 kept me grinning while accelerating effortlessly mile after mile.

Driving Impressions

My tester was a Deep Water Blue Pearl Coat SRT8 RWD with the HEMI 6.1 liter V-8 (425hp/420 lb-ft torque) paired with a 5-speed AutoStick® automatic transmission. Loaded with SRT Option II and III groups, it included such things as a killer sound system (322-watts and 13 speakers) with in-trunk Kicker sub (200-watts), multimedia navigation with GPS, iPod interface, uconnect phone, and security system. A Video Entertainment System with Sirius Backseat TV service was also on the options list. Brembo brakes provide the stopping power and a free-flow cat-back dual exhaust system provide the bark for the engine’s bite. The rear has a color-matched spoiler and SRT8 chrome badge on the trunk lid below the Charger name. In addition to the high-oerfomance suspension and 4-wheel performance brakes, it had the special 20″x9.0″ SRT rims wrapped in 245 and 255/45ZR20 Eagle F1 rubber.

For a perfomance car, driving couldn’t have been easier. You can press the remote starter on the key fob to warm up the car, get in and drive off. Regardless of the hard acceleration or braking, the Charger came back for more and never winced. Forward visibility is excellent, but side and rear is a bit hampered due to the sheer size of the car. Still, driving around town and in traffic is quite easy. Going to work one morning, I floored it to merge with faster traffic, accelerating as if I was on a Yamaha R1 motorcycle. *GRIN* I did find myself driving faster than normal because 1) I could and 2) because of the car’s insulation: it feels like you’re driving slower. Kudos to Dodge. The 5-speed Autostick transmission is well designed and matched to the engine. The shifts are smooth no matter how hard I accelerated. The C-pillars are thick, and at night, I had to rely on the sideview mirror to see what was to my right.

Build

The interior is a virtual sea of plastic, save for the leather seats and leather trim around the door-mounted window controls. The bright red-stitching on the sides of the leather seats add a touch of flair to the interior as does the “SRT” monogram on the seatbacks. The seat stitching is uniform and tight. Passengers benefit from the suede inserts which helps keep your rear planted during spirited driving; Dodge’s suede is the poor man’s Alcantara. Doors close solidly, and switches are positive and tactile for feedback. The engine bay is surprisingly open and proudly displays the “HEMI 6.1L” label on both plastic rocker covers; all fluids are easy to check and clearly labeled. Surprisingly, I found a large piece of rusting steel wool under the intake runners. I’m not sure if this was left over from manufacturing (I hope not) or if someone was trying to clean the intake runner at some point. Very strange! Construction and materials are first rate, and driving over the speed bumps at my office failed to rattle any part of the car.

Interior Comfort and Ergonomics

The first thing I adjust when I get into a car is the driver’s seat. The Charger’s power front seats never quite felt “right” no matter what I did. I suspected it was in the angle of the seat cushion or possibly the thickness; ironically, I grew accustomed to them over the test drive. In front of the seat controls is a small rocker switch that moves the pedals fore and aft depending on leg length. The steering column tilts and telescopes.

Surprising for a muscle-car, the Charger’s HVAC system included both heated seats and dual-zone climate controls. The temperature controls for each zone were easily set with simple knobs, and the seats heat rapidly with a simple push on the toggles.

On a scale of 10, the touch screen rates a 7 as it took me a bit of trial-and-error to figure out how to access some of the controls. For example, as received, the volume for the navigation was a bit low. I searched for the setting in a menu I thought it would be under, but didn’t find it. After consulting the owner’s manual, I was able to adjust the nav volume so I could actually hear the instructions. On the flip side, the navigation provided one of the most accurate and functional instructions of any GPS system I’ve used (whether in-dash or portable). Some provide too much information or they are not very accurate (in specifying you have arrived), but like Goldilocks, I found the system to be “just right”. It was easy to find the location of our favorite coffee shop using the POI’s. Using it for other features such as the cd/radio/satellite/other controls was straightforward. I tried using the voice commands to control some of the features, but never got it to work on my own (without aid from the owner’s manual).

My niece and nephew found the satellite TV useful in the back seat as I “chauffeured” them around from Jamba Juice and other stores so they could watch their Disney programs on the wireless headsets. Channel selection was limited, but it was sufficient to keep them occupied.

Performance

I think I regressed a few years driving this car as I often found myself grinning and flooring the gas pedal whenever the road opened. Acceleration is strong and effortless, even though the 425-hp is pushing over 2 tons of weight. Step on the gas and the Charger accelerates linearly with no flat spots. I drove it to our favorite coffee shop in Capitola and the engine thrived in the uphill sweepers of Hwy 17. The Brembo brakes work exceptionally well. While “testing” out the handling of the car on Hwy 17 at speed, an older Honda Accord decided to maliciously cut in front of me in the fast lane. A slight tap on my brakes arrested my speed and prevented me from hitting the Honda. Under less cardiac stress and off public streets, our brake tests showed that the Brembos halted the Charger faster than a fly caught in a spider’s web. Using maximum brake force at high speed did not upset the dynamics of the Charger, nor did the brakes lock up.

Handling

The handling of the SRT8 is definitely tuned to high speed driving. Around town, the power steering feels over-boosted and the car lacks transitional response to inputs. The ambiguity is due, probably, to a combination of suspension/frame rigidity/frame mounting - all created a seemingly disconnected feel from the road. However, at speed the car seems to hunker down and inputs to steering seem just right. It’s a night and day difference. Personally, I would trade a bit of the high-speed feel for more at lower speeds since that’s where I spend most of my driving time. Around town, the “soft” suspension did a great job at absorbing bumps and road irregularities. The Charger is even suitable for long trips due to its comfortable ride, but its poor gas mileage isn’t very friendly to the wallet. At high or low speeds, the car remains flat around turns. The Eagle F1’s performed incredibly as the car would not step out no matter what I did.

Styling

The front of the Charger is dominated by the cross-hair grill that is large enough to suck in anything in its path. Simple SRT badging within the grill identify this as not your ordinary Charger. The aggressive stance of the car immediately catches your eye along with the bright red Brembo’s staring out from behind the 5-spoke rims. The functional hood scoop leads a modest hood bump, but from above, it looks like the open mouth of a whale shark. There’s no mistaking that this is a large vehicle, but the low roofline makes it look smaller from the side. The Deep Blue color belies its “deep” name as its not a dark blue, but rather an attractive royal blue.

Value

The trunk doesn’t hold much. The Kicker sub envelopes the left wall of the trunk, and with a vacuum cleaner, a large canvas bag, and soft brief case, little room remained. Luckily, if you have longer items, the 60/40 split rear seats fold forward for added usability. I averaged about 14 mpg during my test drive and had to stop at gas stations several times. The sticker price that came with the tester was $44.2k. I priced the vehicle online during my test drive and the price was about $36k with dealer incentives. Now, with the state of the American car industry, the sticker price may be even less with larger incentives.

Conclusion

For the mid-$30’s, you can own a neo-classic American muscle car devoid of the required adjustments and vehicle/engine knowledge needed to support the originals. You can use the Charger for your daily commute to work, whip the SRT8 hard at the drag strip for Wednesday night timeslips, or leisurely cruise with your friends to the wine country for a weekend of wine tasting. Whichever you choose, this car is a great bargain. And if you’ve always wanted an American muscle car, you can’t go wrong with the Charger. With its spacious interior and seating, it easily holds four adults. The body is beautifully sculpted (though large), and its lowered stance precludes the aggressive nature of the SRT8. Open the windows and rev the engine. The sound of the exhaust note will be music to your ears!

2009 Nissan Maxima 3.5 SV Review - the 4DSC returns

Pros

• Power
• Lots of amenities and luxury features
• Roominess
• Weird styling

Cons

• Weak MPG
• Complex navigation system
• Light steering
• Weird styling

Introduction

I was curious to see how the new seventh generation Maxima drove compared to my ’05 G35, since they pretty much have the same engine but the Maxima has FWD. When Derek asked me if I wanted to test one I jumped on it. The timing was perfect, I had planned a weekend trip to Monterey for my friend’s wedding and the winding Highway 17 that flows through the Santa Cruz Mountains called out to me.

Driving Impressions

The test period with the ‘09 Maxima included typical week day commuter traffic and a weekend driving out to the Monterey coast, so I had a chance to test drive it with my regular commute to the office and with a weekend get-away setting.

Two trims are available for the new 2009 Maxima — the S and SV. The Manufacturer’s Suggested Retail Prices (MSRP) for the Maxima 3.5 S and Maxima 3.5 SV are $30,160 and of $32,860 respectively. Both models are equipped with an advanced 3.5-liter V6 and Xtronic CVT transmission. It features all-new sports styling, a driver-oriented interior and an enhanced 290-horsepower 3.5-liter DOHC V6 engine – offering 35 more horsepower than the previous generation Maxima and fuel economy (EPA estimates) of 19 mpg City/26 mpg Highway.

The test car was a 3.5 SV with the Sport Package, the Sport Technology Package, plus the interface system for iPod. This means the car had pretty much all the bells and whistles that Nissan can throw at their flagship sedan, a.k.a. the Four Door Sports Car. There’s the hard drive navigation system with voice recognition with a 7” touch screen with Bluetooth® cellphone connection, a 9.3 GB hard drive for music, 6-CD in-dash changer, XM® Satellite Radio, interface system for iPod, AV input jacks, etc. — basically a wet dream for a techie auto enthusiast.

The Sport Package has 19 inch alloys instead of the standard 18s, sports a spoiler round the back, comes with paddle shifters and a sports-tuned suspension. The base level Maxima 3.5 S is no joke either – it comes with 18” aluminum alloy wheels, power sliding moonroof, the Intelligent Key with push button ignition, traction control and dual zone climate control. So basically my test car looked exactly like what Nissan calls it, a 4 Door Sports Car.

Driving the Maxima to work and back on my short 30-minute commute from Palo Alto to San Jose was fairly enjoyable. Plenty of power to get on the freeway and make my way to the fast lane. The wife complained a bit about the harsh suspension, which is part of the Sports package, but it was fine with me. The car has an abnormally high hood, which made me feel like a kid sitting in an adult car. I averaged 20-21 MPG in the Maxima, which for a CVT car, is not great. Other than that, the car was a great commuter.

Taking the car to the wedding in Monterey was a pleasurable experience. The car handled relatively well on the curves of Highway 17 from San Jose to Santa Cruz, the Sports Package did its job well. Steering feels really light on this car, though, I found myself correcting from oversteering at times. On the long, straight sections of Highway 1, the light steering also meant I had to keep both hands on the wheel almost the entire time.

Build

The Maxima was very rock solid in terms of build quality. The doors shut with a very solid “thud”, like that on a Bimmer. The panels fit really well, I didn’t notice any inconsistent gaps. I know this is a relatively new car with a little more than 10,000 miles, but there were zero squeaks and nary a rattle in this car, both on the freeway and on the winding road to Pacific Grove. I liked the details in the headlamps and the LEDs in the taillights, they looked high tech and expensive. The door handles look nice and felt good. The button for wireless entry is well integrated into the handle and looks very much a part of it. The steering wheel felt thick and sturdy and the car seats were extremely snug. The quality of the interior was Infiniti-level and looked and felt expensive. If you took the Nissan logo off the steering wheel, you would think it’s an Infiniti.

Interior Comfort and Ergonomics

First, the good. The instrument panel was pretty straight forward and functional. I like the white backlighting at night, and the dials have white lines that work well during the day. I dig the starter button, it’s amazing how quickly you get used to it. Nissan provides a place to insert the keyless fob just to the left of the steering column if you don’t have a convenient pocket. I have the same keyless fob in my G35 and when I wear shorts and sometimes the fob falls out and gets into the crack between the center console and seat. That’s right, major pain in the you-know-what. The stereo controls were fairly easy to learn and use. The controls for temperature and air were good and easy to use. The seats were extremely snug and comfortable. The driver’s seat kept me in place on turns and I was really surprised at how sturdy it felt. There’s also plenty of head room and rear leg room for tall people. The paddle shifts were pretty good, felt solid enough when I used them to pass up those trucks on the 17.

Now the not so good. Oh where do I start? There are too many buttons on the steering wheel! The volume controls are hard to find and feel without looking down. The controls on the old G35 steering wheel were better designed. GM also has good steering wheel controls on the backside, they work well when driving. I kept hitting the left lever for volume and it keeps changing the navi options on screen. I also fail to understand the rationale behind the ugly Compact Flash jack on the center console. Who the heck uses Compact Flash any more? If anything, put in a SD slot, they’re much more common and take up hardly any space at all.

Finally, the ugly. The Maxima has the iPod connect option with a cable in the armrest and supposedly iPod controls through the stereo and touch screen. I tried hooking up my iPhone but the stereo could not read the songs on it. Then I connected my wife’s iPod Touch since a lot of accessories don’t work with iPhones. However, the Maxima could not read the songs on the iPod Touch either! This was most disappointing on our drive down to Monterey for the weekend. We listened to “80s 0n 8″ channel in Sirius all weekend. All weekend. The worst part about the Maxima’s features and usability was the navigation system. It took me 10 minutes to pair my phone with the system, this may be due to an issue with Bluetooth on the iPhone, however, but the screen just froze. The worst part is the navigation itself. The screens were confusing and the menus and options were as easy to decipher and rationalize as my wife, hahaha. Seriously, we got a little lost in Monterey one night because the system kept routing us in circles, so there’s some accuracy concerns. To be fair, it was very cloudy and rainy that weekend, so that may have caused some navigation issues, perhaps.

Performance

Back to the good. Acceleration is fantastic in this Maxima. You feel the 261 lb-ft of torque propel the car quickly off the line and the transmission is very smooth. The 290 horses are also great at passing cars on the freeway. You can knock the gear shift left from Drive to the manual slot when you’re driving and it automatically downshifts for you, which is awesome as you’re passing up that unsuspecting 3-Series doing 70 on the 280 freeway. Then you start using the paddle shifts and the car really responds right away. You can definitely tell that the car is front wheel drive, though, when you try to accelerate on a turn. Especially in the rain. You’d also know that this car has a LOT of power. The Maxima is a big car and pretty hefty at 3,579 lbs., but the 3.5 V6 had no problems pulling this car around. You certainly do not get the sense that the engine is struggling at all, there’s always this feeling that there’s an overflowing power source as you step on the gas. Braking was good and the car stayed very straight. I was able to stop behind the line every single time the red light sneaked up on me on Central Expressway. As I mentioned, the car is not light and the brakes were perfectly proficient.

Handling

The suspension is tight on this sport Package-equipped Maxima, you definitely feel the bumps in the road but it also handles well on curves. The Maxima negotiated turns and curves on Highway 17 pretty well despite the light steering feel. The suspension was stiff and handled curves at high speeds very well. There’s very little body roll and I felt very comfortable at swerving quickly in traffic (not that I pulled any dangerous maneuvers in the test car). The biggest issue I have is with the steering feel. It feels very light and has too much give. This is fine at slow speeds or in the parking lot (I love the rear back-up camera by the way) but at highway speeds it becomes a little twitchy. I had to keep both hands on the wheel at all times. It almost felt like driving a Pontiac Grand Prix, which is extremely horrible at steering feel.

Styling

OK, this latest generation of Maxima is not without controversy in the styling department, but it is miles ahead when compared to the previous two generations. This one is a leap forward just like the third generation Maxima that broke from the pack back in 1989, the first 4DSC. The rectangular grille is very distinctive and I like how it protrudes from the rest of the car. The car looks very striking from the front. The swoosh headlights are weird. They’re just plain weird. I thought they were weird when I saw the 370Z at the L.A. Auto Show, and I think they look weird on the Maxima. I also like the front wheel flare outs. These are matched by the prominent flare outs above the rear wheels, which give the Maxima a very wide stance and add visual interest to the side of the car. I like the chiseled edges all around this car, they break up the otherwise flat expanses on many surfaces of the new Maxima.

The profile looks very sleek, much like the new Altima and the G35. The proportions are a little off, however. I’m guessing it’s because it’s front wheel drive and Nissan designers did this to add more interior room, but the front wheels are way too close to the windshield and way too far from the front corners of the car. This gives the car profile the same proportions that you might find on any GM vehicle from the 1990s. The proportions on the G35/37 sedans are much better, with the long elegant hood and the front wheels pushed to the corners.

The designers also ran a little wild with the chrome around the rear door, a little overkill in my opinion. The taillights look good, the designers actually used a 3D software this time around. Maximas have struggled with good tail light designs for quite a few generations now. But where’s the corresponding swoosh to the one in the headlights like on the 370Z?

Value

Overall the Maxima delivered more than what I expected. The performance was stunning and the handling confident. Plenty of interior space for the driver and passengers. The seats were extremely comfortable and snug. The build quality was fantastic, on par with luxury brands. In many ways it IS a four door sports car. I could do without the rear spoiler, though. Its many amenities like integrated navigation, voice recognition, Bluetooth phone connectivity, back-up camera and steering wheel-mounted controls all make the Maxima on par with the best luxury cars out there. I found myself using the navi system all the time, even when I was heading home. I know my way home, but liked the reassurance, I suppose. I did not use the voice recognition functions as much as I would have liked, because it requires that I either import the phonebook from my phone or programming things. I did not bother with that since I my time with the Maxima was limited. Interior quality has vastly improved and in many ways rival that of the best from Europe. Styling is bold and different, and definitely a good step forward for the Maxima line. The MSRP for the 3.5 SV with the Sport Tech and Sport Package was $37,380, however, which overlaps with that of the Infiniti G35/37. This begs the question as to how much the Nissan badge is worth.

Who should buy it?

Since you can buy an Infiniti G35/37 for pretty much the same money, why would anyone go with the Maxima? The G has more power even though it’s the same engine, and more brand cachet. I think there are two types of people. The first type is people looking for a bigger car and more interior space. My head hits the ceiling in my G35, but there’s at least 2 inches of space between my head and the Maxima ceiling. The Maxima is also a lot wider than the G, and the rear legroom is actually usable on the Maxima. The other type of buyers who should consider the Maxima is not concerned with brand or the perception it rubs off on the driver. The Nissan badge tells people that you don’t care for such trivial things and that you’re perfectly happy driving a regular people’s car that’s front wheel drive. You should not buy the Maxima if you want a true, rear-wheel drive sports sedan. The Maxima will feel too big for you and you won’t be happy with the steering.

Conclusion

So in summary, the Maxima is a very good and solid sedan. It is plenty powerful, handles relatively well, and has lots of room and a plethora of high tech amenities. Styling is controversial but at least you won’t lose it in the parking lot, and people will stare for good and bad. The navigation system was too complex even for me, and I’m usually pretty good at figuring this kind of stuff out, I never read owner’s manuals. I would not buy the Maxima although I am biased since I own a G35. I’m one of those people who do care about the brand and what it represents, plus I care about RWD and the styling, which is far superior on the Infiniti.