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In the C&G garage for the week is the 2020 Hyundai Palisade Limited AWD with a sticker price of $47,605. This is Hyundai's newest SUV, at least until the diminutive Hyundai Venue takes its place at the other end of the size spectrum. The first impression I got from the Palisade was how big it is. Even though it is around 7 inches shorter than a Buick Enclave, it looks bigger and beefier. Being a Limited means that it is in top trim with only carpeted floor mats as an additional option. It's powered by a 3.8 liter naturally aspirated V6 producing 291 HP and 262 lb-ft of torque and equipped with start/stop. On my quick initial test drive I found the start/stop function to be unobtrusive and quick to restart the vehicle when I was ready to roll. Another immediate impression was with the sound quality of the Harmon Kardon sound system. I hooked my phone up via USB and Android Auto took over, playing my favorite Pandora station loud and clear. Another feature I like is the video display in the dash when using the turn signal. It helps clear any blind spots one might have in this big SUV. So while you're stuffing your faces with turkey this Thursday, think of questions you have about the 2020 Hyundai Palisade and post them below. View full article
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Reader Reviews are submitted by our readers of vehicles they test drive or rent. If you would like to submit a Reader Review, e-mail [email protected] I recently had a current-gen Nissan Sentra as a weekly rental. I had driven one before, but it was the last-gen model, and I’ve reviewed it on this forum. This rental unit had slightly over 30,000 miles on it. I gave the last-gen model a mostly positive review for its “can do” aspects and excellent fuel mileage. Now, looking at this new one, it almost makes the last-gen model look a little dowdy. You’ll notice a couple of things with the new model rather quickly in addition to its more aesthetically pleasing exterior. First, as you drive off, this Sentra handles more nimbly and corners more flatly. The ride is also controlled, and, for the price point, road and tire noise isn’t too intrusive. The interior is nicer in a lot of small ways. My rental had the leather option in the SR trim with contrast stitching in the seats. However, the seat shape is very comfortable, and so are the adjustments, which are electric for the driver. That said, the fit and finish throughout are nicely done for the price point. The Sentra’s dashboard is also an exercise in logic and simplicity. It is very symmetrical. The toggles for instrument panel functions take some exploration, but the settings are easy to work with once you figure it out. Settings on the steering wheel-mounted controls are also easy to decipher but could be inverted from the car you may be used to driving. The connection of a phone is much easier than on many other vehicles and having the Bluetooth eagerly reconnect upon returning to the car seems better than in other cars of different sizes I’ve driven. My only complaint would be the climate control panel. It may look simple, but I could never quite get the air conditioning right. Again, this new Sentra’s hallmark features are its connected handling, a decent enough ride, good fuel economy, and generous room for its size, including the trunk’s capacity. I especially liked the excellent visibility all the way around. Gone is the “opera window” in the sail panel of the last model. Rather, the division of the rear door is done with vertical trim, and the views out back are excellent with a pillar that doesn’t intrude much and a backlight that curves subtly rather than too flatly. In the engine bay is a 2.0-liter 4-cylinder engine that is normally aspirated. In both this Sentra and in the Altima, Nissan is going with familiar normally aspirated 4-cylinder engines and CVTs, the latter of which they’ve commonly offered for at least a decade. Hopefully, their CVTs’ service life and sturdiness have improved. Mostly, the CVT behaved well with some quirky and episodic subtle lags picking up speed from a stop, especially when cold. The engine is up to the task of everyday driving, but it gets rowdy when pushed. For the money, the Sentra offers a lot of features, and that’s a good thing. Safety features such as numerous alerts and emergency braking are included. The rear-view camera goes without saying and it’s a decent one, save some murky views when it’s too moist outside. They also have releases for things grouped on the driver’s side of the dashboard and going toward the floor –trunk release, hood release, and fuel door release. The gap cap was a conventional pressurized one. I really like having a secured fuel filler door. One “neat” feature is the lane departure and traffic sensing side sensors. Rather than being on the exterior mirrors, they are now inside and just inboard from the exterior mirrors, and, if things get too close or you get too close to things, they will chime. That means they are work beautifully with one’s peripheral vision and this was much appreciated. There are more pluses than minuses here. This new Sentra has more “personality” than before. I think that the current Nissan Sentra has improved quite a bit. Its competitors would be the Toyota Corolla, the Hyundai Elantra, the Kia Forte, and the Honda Civic. These would be in the same category if being rented. Since its most lauded competitors would be the Corolla and the Civic, I’ll address those. First, I have not driven a Honda Civic, which has gotten more attractive and more like the Accord over the years. However, compared to the Toyota Corolla, in my opinion, the gap narrows. The interior is more appealing than that of the Corolla. In terms of styling, its exterior side view and rear view are sportier and more attractive, but less so up front, where the overused Nissan design vocabulary is up against the overused Toyota design vocabulary. Where the Toyota might shine brighter is in its legendary reliability and longevity. However, if a person foresees a shorter holding period or plans to keep it no more than 100,000 - or 150,000 - miles, this distinction may become moot. I enjoyed spending a week and several hundred miles in this compact and practical mid-sized sedan. -
From the album: 2023 Nissan Sentra - Reader Review
The trunk room of the 2023 Nissan is generous for a compact -
From the album: 2023 Nissan Sentra - Reader Review
It's all here and convenient for the driver: trunk release, fuel door release, and hood latch release -
From the album: 2023 Nissan Sentra - Reader Review
This is what direct injection/ignition looks like and there are the manifolds at the right, the kind (the material!) of which we would not see in yesteryear's muscle cars -
From the album: 2023 Nissan Sentra - Reader Review
A standard Nissan normally aspirated 4-cylinder engine is under the hood and most service points are easy to see and identify -
From the album: 2023 Nissan Sentra - Reader Review
They come on while starting the car, but these blind spot indicators are great and they readily light up when necessary and are also very easy to pick up with one's peripheral vision -
From the album: 2023 Nissan Sentra - Reader Review
For how much car they have to work with, the rear seat legroom should be acceptable for average sized adults -
From the album: 2023 Nissan Sentra - Reader Review
I was very pleased with the visibility and this is a big improvement over the last-gen model -
From the album: 2023 Nissan Sentra - Reader Review
Push button start right above the gear selector and you can see some of the stitching on the trim here -
From the album: 2023 Nissan Sentra - Reader Review
Pluses: the infotainment screen is easy to work with and the power connections give you all the choices - Minuses: I don't like the cheaper circular vents and I had a hard time calibrating the air conditioning since it was a little humid -
From the album: 2023 Nissan Sentra - Reader Review
This is how things should be laid out ... except for the message, which I told them about upon returning it, that's where the digital speed readout would be -
From the album: 2023 Nissan Sentra - Reader Review
Actually, it's more fun to use a sunroof, even if not pulled back, when it's scenic and cool outside -
From the album: 2023 Nissan Sentra - Reader Review
Comfortable and supportive bucket seats ... I believe the same seat is used if outfitted in cloth -
From the album: 2023 Nissan Sentra - Reader Review
With a few minor exceptions, a symmetrical and appealing dashboard is in front of you -
From the album: 2023 Nissan Sentra - Reader Review
An overall view of the interior upon opening the passenger door. -
From the album: 2023 Nissan Sentra - Reader Review
More jellybean-like side view showing sunroof and the stranger applique Nissan is using these days between the C-pillar and the rest of the body; again, visibility was excellent -
From the album: 2023 Nissan Sentra - Reader Review
Angled rear view: better than in the last-gen Nissan Sentra -
From the album: 2023 Nissan Sentra - Reader Review
Side view of the 2023 Nissan Sentra -
From the album: 2023 Nissan Sentra - Reader Review
Angled front view: the conventional Nissan grille lives on -
Reader Reviews are submitted by our readers of vehicles they test drive or rent. If you would like to submit a Reader Review, e-mail [email protected] I recently had a current-gen Nissan Sentra as a weekly rental. I had driven one before, but it was the last-gen model, and I’ve reviewed it on this forum. This rental unit had slightly over 30,000 miles on it. I gave the last-gen model a mostly positive review for its “can do” aspects and excellent fuel mileage. Now, looking at this new one, it almost makes the last-gen model look a little dowdy. You’ll notice a couple of things with the new model rather quickly in addition to its more aesthetically pleasing exterior. First, as you drive off, this Sentra handles more nimbly and corners more flatly. The ride is also controlled, and, for the price point, road and tire noise isn’t too intrusive. The interior is nicer in a lot of small ways. My rental had the leather option in the SR trim with contrast stitching in the seats. However, the seat shape is very comfortable, and so are the adjustments, which are electric for the driver. That said, the fit and finish throughout are nicely done for the price point. The Sentra’s dashboard is also an exercise in logic and simplicity. It is very symmetrical. The toggles for instrument panel functions take some exploration, but the settings are easy to work with once you figure it out. Settings on the steering wheel-mounted controls are also easy to decipher but could be inverted from the car you may be used to driving. The connection of a phone is much easier than on many other vehicles and having the Bluetooth eagerly reconnect upon returning to the car seems better than in other cars of different sizes I’ve driven. My only complaint would be the climate control panel. It may look simple, but I could never quite get the air conditioning right. Again, this new Sentra’s hallmark features are its connected handling, a decent enough ride, good fuel economy, and generous room for its size, including the trunk’s capacity. I especially liked the excellent visibility all the way around. Gone is the “opera window” in the sail panel of the last model. Rather, the division of the rear door is done with vertical trim, and the views out back are excellent with a pillar that doesn’t intrude much and a backlight that curves subtly rather than too flatly. In the engine bay is a 2.0-liter 4-cylinder engine that is normally aspirated. In both this Sentra and in the Altima, Nissan is going with familiar normally aspirated 4-cylinder engines and CVTs, the latter of which they’ve commonly offered for at least a decade. Hopefully, their CVTs’ service life and sturdiness have improved. Mostly, the CVT behaved well with some quirky and episodic subtle lags picking up speed from a stop, especially when cold. The engine is up to the task of everyday driving, but it gets rowdy when pushed. For the money, the Sentra offers a lot of features, and that’s a good thing. Safety features such as numerous alerts and emergency braking are included. The rear-view camera goes without saying and it’s a decent one, save some murky views when it’s too moist outside. They also have releases for things grouped on the driver’s side of the dashboard and going toward the floor –trunk release, hood release, and fuel door release. The gap cap was a conventional pressurized one. I really like having a secured fuel filler door. One “neat” feature is the lane departure and traffic sensing side sensors. Rather than being on the exterior mirrors, they are now inside and just inboard from the exterior mirrors, and, if things get too close or you get too close to things, they will chime. That means they are work beautifully with one’s peripheral vision and this was much appreciated. There are more pluses than minuses here. This new Sentra has more “personality” than before. I think that the current Nissan Sentra has improved quite a bit. Its competitors would be the Toyota Corolla, the Hyundai Elantra, the Kia Forte, and the Honda Civic. These would be in the same category if being rented. Since its most lauded competitors would be the Corolla and the Civic, I’ll address those. First, I have not driven a Honda Civic, which has gotten more attractive and more like the Accord over the years. However, compared to the Toyota Corolla, in my opinion, the gap narrows. The interior is more appealing than that of the Corolla. In terms of styling, its exterior side view and rear view are sportier and more attractive, but less so up front, where the overused Nissan design vocabulary is up against the overused Toyota design vocabulary. Where the Toyota might shine brighter is in its legendary reliability and longevity. However, if a person foresees a shorter holding period or plans to keep it no more than 100,000 - or 150,000 - miles, this distinction may become moot. I enjoyed spending a week and several hundred miles in this compact and practical mid-sized sedan. View full article
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At an event in May, I got to spend some time with the 2020 Kia Telluride. The Telluride is an all-new model for Kia, though it is based on the Kia Sorento’s platform. Being a good bit longer than the 7-passenger Sorento, it is substantially roomier inside, allowing for 7 or 8 passenger configurations depending on trim level. The version I tested was the top of the line SX package with all-wheel drive and an additional Prestige Package. Kia makes standard a whole host of active safety equipment. Thankfully, I didn’t get to test any of the more important ones. One important safety feature on my shopping list is Smart Cruise Control with Stop and Go, and the Kia has it standard. On appearance alone, Kia is going to have a hit on their hands. Though on the same platform as the Kia Sorento, the Telluride strikes a handsome square and almost truck-like silhouette. The overall look is of a vehicle even bigger than it is. Up front are an attractive set of headlight clusters with yellow surround daytime running lamps. As this is a new entry to the segment, Kia spells out the model name across the front of the hood making sure you know what model vehicle it is. It still manages to look classy. My tester had the black 20-inch wheels, LED headlamps, and rear fix-glass sunroof that comes with the SX trim level. Because this was the top of the line SX with Prestige Package, it came with beautiful Napa leather chairs, second-row captain chairs, heads up display, and premium cloth headliner and sun visors. The overall fit and finish of my tester was excellent. Switchgear is nicely weighted and has a premium, if not luxury, feel to it. The styling inside is handsome if conservative, and passengers could be fooled into thinking they were in a vehicle of higher pedigree. While it is roomier than the Sorento, is it still smaller than some of its primary competition. The Honda Pilot, Chevrolet Traverse, and Buick Enclave all boast roomier interiors. Still, second-row comfort was good and third-row accessibility is acceptable, though best left to the kids. My experience with the Telluride’s 10-inch infotainment system was limited, however, it is based on the same UVO system found in their other vehicles. Even in its native modes, I find Kia UVO to be one of the easier systems to use, but if you use the included Android Auto and Apple Car Play most often, you won’t be in the native system much anyway. The only engine option on the Kia Telluride is a 291 horsepower 3.8 liter direct-injected V6. Torque comes in at 261 lb-ft, about average for this segment. Coupled to the engine is an 8-speed automatic, and if you check the box for an additional $2,000, you get an active AWD system. The system constantly monitors traction and via a controller in the cabin, the driver can select between 80/20 (Comfort and Snow), 65/35 (Sport), and 50/50 (Lock, best used for off-roading). If you do care to do off-roading, you have 8-inches of ground clearance to play with. Towing capacity is 5,000 pounds which again is pretty much the expected capacity for the segment. EPA fuel economy is rated at 19 city / 24 highway / 21 combined. The 2020 Telluride has not yet received a crash test rating. Though the engine only puts out 261 lb-ft of torque, the 8-speed automatic makes quick work of it and acceleration is sufficient at a reported 7.1 seconds. Engine noise is hushed and refined. One of my favorite things about the Kia Telluride is its ride. The suspension is soft and comfortable. The big 20-inch wheels can slam hard if one hits some more serious potholes, but overall this is one of the nicest riding big SUVs. That soft suspension does have a downside; body roll and handling are not what you would call sporting. Though the steering is precise and well weighted, the big Kia hefts and leans through corners. Take it slow with grandma in the back and all will be well. The towing package adds a hitch receiver and a load leveling suspension. Kia is not a brand known for luxury vehicles, but in SX Prestige trim, this Telluride can certainly count as one. That leads us to the price. At $46,860 after destination charges, the Telluride handily undercuts the competition, some of which don’t even offer the level of active safety technology the Kia offers as standard. If you’re shopping in the large SUV segment, the Kia Telluride is definitely one to add to your test drive list. Year: 2020 Make: Kia Model: Telluride Trim: SX Engine: 3.8L Gasoline Direct Injected V6 Driveline: All-Wheel Drive Horsepower @ RPM: 291 hp @ 6,000 rpm Torque @ RPM: 262 lb.-ft. @ 5,200 rpm Fuel Economy: City/Highway/Combined - 19/24/21 Curb Weight: 4482 lb. Location of Manufacture: West Point, GA Base Price: $31,690 As Tested Price: $45,815 Destination Charge: $1,045 Options: SX Prestige Package - $2,000 Carpeted Floor Mats - $210 Carpeted Cargo Mat w/ Seat Back Protection - $115 -
4Runner Venture Edition Not much has changed outside since we last checked out the 4Runner in 2016. It still has a blocky and chunky look that helps it stand apart from other SUVs. This Venture model adds several goodies such as TRD wheels, blacked-out trim pieces, and a Yakima roof rack; perfect if you decide to go adventuring. Inside, Toyota has made a massive update to the infotainment system. A larger eight-inch touchscreen running an updated version of Toyota’s Entune system is standard. This change makes it so much easier to operate the system either parked on while on the move. It doesn’t hurt that this system also brings forth Apple CarPlay and Android Auto. Aside from this, the interior hasn’t changed. There is plenty of space for those sitting in the front or back, and controls are well marked. Power comes from the old, but reliable 4.0L V6 with 270 horsepower and 278 pound-feet of torque. This is paired with a five-speed automatic transmission. The base SR5 can be equipped rear-wheel or four-wheel drive, while other trims only come with four-wheel drive. The 4Runner’s performance is adequate. Around town, the V6 can get up to speed quickly and smoothly. But it struggles when trying to get up to higher speeds. Adding an extra gear would allow for more flexibility in terms of performance. It would also help fuel economy as I saw 15.4 mpg for the week. EPA figures are 16 City/19 Highway/17 Combined. My average for the week landed at 15.4 mpg. The 4Runner’s roots of being an old-school SUV show up prominently when driving on pavement. It has noticeable body roll-around turns and the ride quality is rough. One area that I sadly did not get to test was the off-road capability. With such features as Multi-Terrain Select and Crawl Control, this helps make the 4Runner very capable off-road. The 4Runner should be considered by someone who wants to venture off-road. For those who are planning to commute or go on family trips while on pavement, Toyota has other models that should be considered first. Land Cruiser Heritage Edition The Heritage Edition adds some nice touches to the Land Cruiser’s exterior such as 18-inch BBS wheels with a bronze finish, black accents for the front grille, and vintage-style “Land Cruiser” badges on the rear pillars. The Heritage Edition does lose the entry steps found on the standard model, making it somewhat difficult to get in and out. The interior looks somewhat boring in terms of the design, but Toyota nails the materials. Wood trim, supple leather, and soft-touch materials make this a very pleasant place to be in. Despite having one of the larger screens in Toyota’s utility lineup, the Land Cruiser’s infotainment system leaves a lot to be desired. Using an older version of Entune, it feels sluggish and the graphics look somewhat dull. No Apple CarPlay or Android Auto to be found here as well. Anyone sitting in the front or second-row will have no complaints about space or comfort. No third-row is available on the Heritage Edition which helps boost cargo space from 41.3 cubic feet (with the third-row folded) to 53.5. Under the hood is a 5.7L V8 engine producing 381 horsepower and 401 pound-feet of torque. This is paired with an eight-speed automatic and a full-time four-wheel drive system. Performance from this engine is impressive considering the Land Cruiser’s curb weight of almost 6,000 lbs. It will move away from a stop much faster than you first think. The only place where the engine seems to run out of steam is on the highway. The eight-speed automatic does an excellent job of providing smooth and quick shifts. I do wish it wasn’t giddy with trying to shift into top gear quickly. Fuel economy isn’t great with EPA figures of 13 City/17 Highway/14 Combined. I only got 13 mpg during my week. I was surprised at how well the Land Cruiser drove on pavement. It felt stable and provided a ride that made even some of the roughest roads feel smooth. There is a fair amount of body roll when cornering, but that is to be expected considering the size and intended purpose of this vehicle. I am bummed that I didn’t get the chance to take the Land Cruiser off-road during my week. But from reading other reviews, very few vehicles can match what is on offer. How to sum up the Land Cruiser Heritage Edition? This is a vehicle that will not impress most due to the poor fuel economy and aging infotainment system. But for a small group who are wanting something that can take them anywhere and back, and do it in comfort, the Land Cruiser is the right vehicle. (Addendum: As I post this review a few months late, I have some news on the Land Cruiser. Earlier this month, Toyota unveiled the next-generation model with a new twin-turbo V6 replacing the V8. The outside doesn't look that much different from the current model, but the interior has underwent some major changes. It is unclear whether or not we'll see this model arrive in the U.S. The best chance we possibly have is next-generation LX. Stay tuned. -WM) Disclaimer: Toyota Provided the SUVs, Insurance, and One Tank of Gas Year: 2020 Make: Toyota Model: 4Runner Trim: Venture Engine: 4.0L DOHC 24-Valve V6 Driveline: Five-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 270 @ 5,600 Torque @ RPM: 278 @ 4,400 Fuel Economy: City/Highway/Combined - 16/19/17 Curb Weight: N/A Location of Manufacture: Tahara, Aichi, Japan Base Price: $44,285 As Tested Price: $48,877 (Includes $1,120.00 Destination Charge and $730.00 Keep It Wild discount) Options: Kinentic Dynamic Suspension Suspension System (KDSS) - $1,750.00 TRD Pro Exhaust - $799.00 Power Tilt/Slide Moonroof - $730.00 Running Boards - $345.00 Cargo Floor Mats & Cargo Mat - $269.00 Door Edge Guard - $79.00 Year: 2020 Make: Toyota Model: Land Cruiser Trim: Heritage Edition Engine: 5.7L DOHC 32-Valve VVT-i V8 Driveline: Eight-Speed Automatic, Four-Wheel Drive Horsepower @ RPM: 381 @ 5,600 Torque @ RPM: 401 @ 3,600 Fuel Economy: City/Highway/Combined - 13/17/14 Curb Weight: 5,715 lbs Location of Manufacture: Toyota, Aichi, Japan Base Price: $87,645 As Tested Price: $89,239 (Includes $1,295.00 Destination Charge) Options: Glass Breakage Sensor - $299.00 -
I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family? The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8. The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas Year: 2019 Make: Dodge Model: Challenger Trim: R/T Engine: 5.7 HEMI VVT V8 Engine Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 372 @ 5,200 Torque @ RPM: 400 @ 4,400 Fuel Economy: City/Highway/Combined - 16/25/19 Curb Weight: 4,158 lbs Location of Manufacture: Brampton, Ontario Base Price: $34,295 As Tested Price: $46,555 (Includes $1,495.00 Destination Charge) Options: "Shaker" Package - $2,500.00 TorqueFlite Eight-Speed Automatic Transmission - $1,595.00 Performance Handling Group - $1,495.00 Driver Convenience Group - $1,295.00 Power Sunroof - $1,295.00 UConnect 4C Nav with 8.4-inch Display - $1,095.00 Alpine Sound Group with Subwoofer - $995.00 Shakedown Graphics - $495.00 View full article
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I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family? The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8. The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas Year: 2019 Make: Dodge Model: Challenger Trim: R/T Engine: 5.7 HEMI VVT V8 Engine Driveline: Eight-Speed Automatic, Rear-Wheel Drive Horsepower @ RPM: 372 @ 5,200 Torque @ RPM: 400 @ 4,400 Fuel Economy: City/Highway/Combined - 16/25/19 Curb Weight: 4,158 lbs Location of Manufacture: Brampton, Ontario Base Price: $34,295 As Tested Price: $46,555 (Includes $1,495.00 Destination Charge) Options: "Shaker" Package - $2,500.00 TorqueFlite Eight-Speed Automatic Transmission - $1,595.00 Performance Handling Group - $1,495.00 Driver Convenience Group - $1,295.00 Power Sunroof - $1,295.00 UConnect 4C Nav with 8.4-inch Display - $1,095.00 Alpine Sound Group with Subwoofer - $995.00 Shakedown Graphics - $495.00- 5 comments
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