2008 Dodge Avenger Review

Specifications

Different strokes for different folks. This saying has been around for ages,and as it’s true with most of life’s realities it’s equally pertinent to the auto industry. Take for instance Chrysler’s new Sebring sedan. I don’t mind the daring, Crossfire-inspired, art-deco look of the car. Others would beg to differ, and probably very vocally as well. Luckily, Chrysler Group is aware of this, as it has already shown by offering multiple variations of its large, LX-chassis cars. The substitute for the midsize Sebring is th e Dodge Avenger, a new slightly more conservatively penned, not to mention sportier sedan from the world’s eighth largest automotive brand. I reference this last point because of the nameplate’s growth. Not three years ago, Dodge was more of an SUV and truck company. The only cars specific to the brand were at two extremes and something banal and another somewhat interesting in between, the bottom-feeder Neon, the (yawn) Stratus, the Intrepid and the utterly insane Viper. Though the Ram-brand continued its SUV expansion in 2007 with the Nitro, between the death of the old Stratus Coupe and birth of the new Avenger, Dodge padded its portfolio with the Caliber hatchback, and the two aforementioned rear-drive LX muscle machines, the Magnum wagon and Charger. Now it’s time for something entirely new.

But the name, Avenger… sound familiar? It’s been some time since it was lastused, a car with two fewer doors and underpinnings courtesy of the land of the rising sun. It was a part of the quirky midsize situation that saw Chrysler offering both the Sebring Coupe and Cirrus sedan from 1995 to 2000, despite the fact that the coupe and the sedan were technically unrelated. Dodge eventually switched to Stratus Coupe with the second coming of the vehicle. Now with the Avenger, Dodge seems to be getting much more serious about the rapidly growing midsize segment. It seems an appropriate name, delivering the aggressive and particularly masculine sound that typifies Dodge’s products.

Chrysler Group has slowly erased its badge engineering past,giving Dodge products like the Avenger a separate look and identity. What the Charger is to the 300, the Avenger is to the Sebring; meat and potatoes with a dash of Tabasco. It’s sinewy, yet the streamlined nose gives it a slightly European flair. That’s contrasted by clearly marked fender flares, while the window line and the rear haunches of a Charger, on the other hand, give the Avenger a purposeful appearance. It won’t turn heads in the way a Charger Daytona will, but the crosshair grille and broad front fascia let the world know that this indeed is a Dodge. As with almost all cars, the looker is the top model, and indeed the R/T is the most handsome of the bunch with its jutting chin spoiler, 18-inch wheels, and sinister, blacked-out headlamp bezels. Overall, it’s a good thing that the brand was able to get a mixture of American and European design wrapped into one since Dodge is hoping to shift quite a few of these D-segment sedans on the other side of the Atlantic as a part of its European offensive. In shape, the three-box design may hold with tradition, but the look is different. It’s muscle car lite.

The Avenger’s interior represents a big step forward for Dodge. It might beplainer and simpler than the Sebring, but as a standard issue family sedan it doesn’t have any preconceived “premium” notions to live up to. The Avenger feels less overdone. For instance, the center stack uses the same components - the knobs and buttons, etc. - but the straightforwardness of the console doesn’t make them look like round pegs in square holes. Still, there are things learned from the Sebring, such as the use of better materials, two-tone plastics and chrome door handle pulls, and the matte alloy trim brightens up the atmosphere significantly. With the exception of the chrome trim around the shifter base that reflected sun right into my eyes, I really don’t have any complaints. SXT models receive YES Essentials stain-proof, odour-proof, anti-static trim that has the look and feel of a running shoe (very cool). The biggest trim improvement is in the R/T, which has standard heated, leather-trimmed seats. Unlike the Sebring Limited’s frictionless buckets, the Avenger’s well-bolstered seats have good grain, contrasting stitching and perforated inserts.

Equipment levels on all models are generous, with the ChillZone dashboarddrink cooler, MP3 input jack, power windows, mirrors and keyless entry; SXT models get a power driver’s seat, 17-inch alloy wheels, two extra speakers, and a wider array of options like heated cloth seats, the heated and cooled cupholder, upgraded sound system, LED overhead lighting, remote starter, the MyGig infotainment touchscreen nav system, and a rear-seat DVD player. R/T models up the ante with standard leather heated seats, climate control, deeper skirts, a rear spoiler, and a host of performance enhancing modifications.

Working with a platform that started out life as a compact car (it is related to the Caliber and Lancer, you know), and the shared hardpoints with the Sebring means that there are tradeoffs. Though the wheelbase, width and track are all larger than other FF/Platform America cars, rear legroom is a touch tight for bigger passengers. Truly, it’s a squeeze to fit in three large adults. Trunk room also suffers, although there’s a sizable aperture, it’s only 13 cubic feet large, even smaller than the Sebring and just 0.1 measly cubic feet larger than the trunk of a subcompact Toyota Yaris Sedan. The VW Passat’s toosh may be the size of Russia, but it can haul 20 cubic feet by comparison, making it much more commodious for cross-country journeys. At least long items can be carried with ease as a 60/40 split folding rear seat is standard, and on the SXT and up the front passenger’s seat folds down, allowing 8-foot long items to be taken on board.

The Avenger comes in three different strengths, mild, regular and semi-strong.To say mild with reference to the 2.4-liter inline-four “World Engine” that’s found its way under Mitsubishis, Hyundais, Kias and other Chrysler products would be a bit unfair as it yields decent numbers; 173 horsepower at 6,000 rpm and 166 lb-ft of torque at 4,400 rpm. Those are figures that place it at the top end of the four-cylinder midsizers but some of it gets lost in translation. Like the Caliber, the torque it serves up is spread over a wide range and its delivery is smooth, but this particular motor seems to have issues with acoustical harshness at the upper end of the rev range. For its aluminum block, variable valve timing, variable intake manifold and balancer shafts - all things worthy of praise - it’s topped off with a thermoplastic intake manifold, something I suspect is the source. Likewise the engine sounds strained under higher loads and if you’re standing within earshot at idle, it audibly putts away.

Somewhere between the wheels and the flywheel,some of the Avenger’s would-be muscles fail to show. Some of that has to do with the extra weight that the car carries, and some to do with the transmission that only has four forward gears. Forward progress is more or less languid. If you’re in no hurry, it does put forth a convincing proposition in terms of fuel consumption. Unlike the Sebring, which is expected to have a high take rate with the four-banger, Dodge expects more people to upgrade to the 2.7-liter V6. This engine is of an older design, serving duty in the previous generation car, but it’s been overhauled to deliver its torque at lower engine speeds, as well as accept E85 fuel. It makes 189 horsepower and 191 lb-ft of torque. The two extra cylinders improve both refinement and performance to acceptable degrees, and make it an option worth considering on the SXT trim level, especially considering the upgrade is particularly affordable. Like the inline-four, the 2.7-liter V6 is only available with a four-speed automatic. If there’s any real improvement to be made for the Avenger’s powertrain department, it would be adding an extra gear (or two, if possible) to these engines; not only would it improve real-world fuel economy, but also performance.

Another downside is the brakes. In order to give the best possible price at thebottom end of the scale, SE models get rear drum brakes and furthermore, ABS brakes are optional. It takes moving up to the SXT to get standard ABS, and the V6 model before rear discs become standard fit. Ford, Chevrolet, Saturn, Honda and Toyota all offer ABS as standard. Only Nissan and the Koreans feel the deep-down urge to nickel and dime buyers to death. Even Honda’s subcompact Fit gets ABS as standard! Besides this glaring oversight, the rest of the safety equipment isn’t bad, with a high airbag count and an extra-rigid structure.

Dodge has reserved the best engine that it offers Avenger customers for the top ofthe line R/T. The 3.5-liter powerplant makes 235 horsepower and 232 lb-ft of torque, and it gets a brand new six-speed automatic transmission. Technically speaking it’s a seven-speed unit, as at wide-open throttle there’s a separate “kick down” gear with a different ratio (upshift: 1.452; kickdown: 1.570). It’s not parent company M-B’s 7G-Tronic by any means of the imagination, but the gearbox is smooth and quick shifting. It’s also the only transmission in the Avenger lineup to offer manual-mode shifting, which aside from making things more fun, lets you set up the car for passing. The 3.5 is quick enough to sling the Avenger to highway legal speeds in the mid to high seven second range; not slow, but at the same time, it’s not exactly fast. The majority of the Avenger’s competitors will leave its masculine nose staring at their rumps. Chrysler offers a 250-horsepower version of this engine in the 300/Charger/Magnum; the difference, plus the six-speed auto would more than give the Avenger a fighting chance at showing the world its dual chromed exhaust tips and wind tunnel-tuned spoiler.

The Avenger SE and SXT provide a similar driving experience to the new Sebringas they share the same suspension tuning. That means it’s a smooth ride that generally floats along. For the sales rep or vacationer who’s faced with long distances, this is a great highway companion, taking the stress out of the drive with comfortable seats, low road and wind noise, a fine sound system and cupholders that actually work to keep beverages chilled, but for me who’s a little more inclined to take the twisty route home, no thanks. If it were my money, I’ll be taking the R/T model. It’s the only FF-JS platform vehicle that has discernible tweaking to deliver different ride and handling characteristics. Dave Lauzun, Avenger’s senior project manager said that during the fine-tuning stage, Avengers bound for Europe were fitted with springs and dampers that deal better with high speed freeway driving, tighter corners and generally more demanding drivers. Once Dodge’s U.S. team sampled the R/T, they found that the balance between firmness and comfort not only provided a great drive, but a compromise that wouldn’t leave the buyer with a ride bone-jarringly stiff. That’s when they decided to give it the green light for North America.

What a difference the suspension’s tuning makes. The firmer springs anddampers take up the roly-poly slack in lesser models, keeping the car impressively flat in the bends. The R/T’s changes didn’t quite stop there, mind you, as Dodge also used the European-market tuning for the hydraulic steering system which delivers crisper turn-in. Compared to other versions of the Avenger, the difference is felt at the first corner, but the real test is how it stands up to its competitors. On a winding stretch, the R/T makes Toyota’s Camry feel like a foam-filled couch, and provides better body control than the Honda Accord. With its standard 18-inch wheels and low profile tires, there’s hardly any compromise on the part of ride quality; it still irons over bumps big and small with no fuss at all. Like Europe, all Avenger models ought to adopt this suspension system.

But things are going to get even better for the Avenger come second quarter of this year, when Dodge introduces the all-wheel drive version of the R/T. Between itself and Chrysler, Dodge is taking the leadership role for all-wheel drive; it’ll be available on just about every single car except the Viper. Yep, if you haven’t heard, that tire-shredding muscle sedan, the Charger, is now available with AWD. The system in the Avenger is a mix between that in the Caliber and (surprise) the Pacifica. It’s an electronically controlled setup that uses electromagnetic clutches instead of a viscous coupling, or some other AWD system that requires slippage before actuation. Dodge claims that the system can act as a sort of sixth sense, using various sensors that monitor inputs like throttle and steering, and can prep the car for potential wheel slip, acting on it before it ever arises. In the dry, the car has a 95-percent front power bias, but at any point in time as much as 60-percent of the power can head to either axle as the car needs it. Because of this, Dodge claims that some of the understeer will be reduced, as the front wheels can focus more on steering, and less on fighting with the car.

On the bottom side of the AWD Avenger there are a few changes made. The prop shaft required the car to have saddle fuel tanks, which net the car a little more fuel space. The R/T AWD is also the only Avenger to have ESP as standard equipment. So far, the AWD model is exclusive to the Avenger nameplate and the R/T model, but it’s heading the way of the Sebring too, if you’re more partial to its ritzy demeanor. We’ll have to see if it’s worth the weight penalty, but judging from the performance of the standard R/T, I’ve got good vibes from this sedan, and it’s a solid move on the part of Dodge.

As a no-fuss family car, the Avenger does a decent job. But if you really want to know what Dodge is about, try the R/T. You’ll be impressed how far the brand has come in the midsize segment.