2008 Dodge Magnum Review

Specifications

The Dodge Magnum is quite possibly the coolest family vehicle currently on sale in North America. It’s cooler than just about any other American station wagon that I can think of, and is, to the best of my knowledge, the only rear wheel drive station wagon around (all the luxury Europeans have switched to all wheel drive). And, with the discontinuation of Mercedes-Benz’s maniacal AMG-tuned E-Class station wagon, the Magnum also is the last standing V8-powered wagon. But, of course, like all good things, it’s departing all too soon.

In case you haven’t already heard, the Magnum was one of many vehicles that were canceled back on November 1st, when parent company Chrysler announced its dramatic restructuring plan. What space was freed by the wagon at the LX assembly plant in Brampton will instead be used to produce the new Challenger coupe. Personally, I can’t help but question the whole idea behind the automaker’s restructuring plans - Chrysler said that its reasoning was to reduce redundancies in the product lineup; if that was really the case, shouldn’t the Charger be disappearing?

I guess what’s really bothersome about the Magnum’s demise is that the car has just been updated this year, resolving a number of stylistic and quality complaints. The new Magnum, in my opinion, looks better with a new face that includes a new hood, fenders, lights, front bumper and grille. It’s less pudgy looking, and more linear, straight cut and muscular. The headlamps too are nicer, with available HID lenses that feature projector beams for a cleaner, more sophisticated look. And yet, it has lost none of its aggressiveness; the billet-effect chrome grille and cowled hood still look as mean as ever.

One of the big gripes about the Magnum was its dour interior, which it eventually shared with the Charger. Compared to its luxury-minded platform mate, the 300, the Magnum looked like it was crafted with the remaining budget. The dash was uninspiring to look at, and while a lot of it was trimmed in softer plastics, it lacked any sort of pizzaz or visual spark. There was no doubt that the Magnum was the cheaper of the two. All of this has been rectified with a new dash that’s completely soft-touch, which also happens to extend down the side of the center console, giving your leg something more comfortable to brace against. Also new is the transmission tunnel, which features a less brash-looking gearshift base and better cupholders, while the door panels look to be a grade higher. And with matte silver trim across the revised door panels, the surrounding center console and across the front dash, the Magnum not only looks better, it feels better too.

A couple of other little additions have been made. The old Chrysler navigation system has been replaced with the vastly improved MyGig system that’s easier to use, and it also contains an internal hard drive for music storage. Buyers who don’t want to splurge (or those who don’t need nav) can have iPod integration with the standard stereo when the UConnect Bluetooth package is offered. And if the Magnum didn’t already feel like an executive car, Chrysler has upgraded the key - it’s now a Mercedes-style keyless fob.

By fixing the visuals and raising perceived quality, the Magnum really brings on a strong game in terms of practicality. With its ingenious rear hatch that is hinged well into the roof, it’s easy to load big items into the cargo bay, which is long and wide, but not particularly deep. 27.2 cubic feet’s worth of engine parts and power tools (or kid’s toys…) is what the Magnum can handle, until you drop the rear seats. That’s when you can take advantage of the Magnum’s overall length and wheelbase; volume nearly triples to 71.6 cubic feet. And not that I’ve seen a Magnum tow anything, but with an appropriately equipped R/T you can bring along up to 3,800 lbs of additional gear. which is a full 1,800 lbs more than what a Ford Edge can haul. I am a bit surprised that as Dodge’s flagship model, the Magnum doesn’t feature standard seat side or curtain airbags; they’re optional, and thankfully don’t cost a lot of money (they are, however grouped in with the R order package - more on that later). On the other hand ESP stability control and traction control are standard.

Given the image it exudes, the Magnum is best had as an R/T which means 5.7-liter Hemi power, and it’s even better if you select the “R” order package, or more precisely the Road & Track package. Then the Magnum R/T becomes essentially an SRT8 in all but engine. It gains the heavy-duty front and rear discs to cope with speed, plus a revised suspension and steering components with SRT-style chromed 20-inch alloy wheels, plus the SRT8’s impressively bolstered (red-stitched) leather and suede seats, and a carbon fiber effect braided leather pattern applied to the steering wheel. In the engine department, you also get 10 extra horsepower for a total of 350.

In this guise, the Magnum isn’t just great at tearing up and down highways and pulling away from stop lights, not to mention allowing you to indulge in the rich, throaty sounds of the exhaust as it floats through an open sunroof or windows, but it’s an impressive handler too. It doesn’t disguise its weight as other large driver-oriented cars do; instead it uses its mass as an asset. This two-ton wagon feels nothing less than planted, its grip from the giant 245-width Goodyear Eagle tires securing it to the road, coping impressively with high-speed sweepers. At the same time, even with the flat-riding, performance-tuned suspension and 20-inch rims, the Magnum is never anything but comfortable, even on unsettled surfaces. And just like all other LX cars (except the Challenger), you can get the Magnum with all wheel drive, with either the 5.7-liter Hemi V8 or the 3.5-liter V6. The only exception is the base SE, which comes standard with a 2.7-liter V6 and is not available with AWD. If you want more, there’s always the Magnum SRT8 which includes the 425-hp 6.1-liter V8, but the 5.7’s punch is borderline overkill for day to day driving, not to mention the fact that you don’t get MDS cylinder deactivation with the SRT. MDS is vital in the case of the Magnum R/T, and helps to keep refueling costs realistic in this day and age. By the way, as an R/T, expect 15 mpg in the city and 23 on the highway, which is only a mild commitment over the 3.5’s estimated rating of 17 and 24 (the SE achieves 18 and 26).

If there is one downside to the Magnum, it’s the same problem that foils all LX cars: visibility and maneuverability. This thing is wide, long, low and has the about the same visibility as you’d expect if trying to peer out from inside a letter box. Even at the highest seating position I found it difficult to see the corners of the hood and out the back with the wide pillars. Parking sensors aren’t available on the Magnum, despite the fact that it could use them out back and in front, or alternatively a reverse camera. Surprisingly, you’d think that this last item might be available on cars equipped with the MyGig system, but strangely this isn’t the case.

For a little while, it looked as if the Magnum’s modern muscle wagon qualities would be carried on in spirit, if not in branding by General Motors, through the Pontiac G8 Wagon, a rebadged version of the 362-horsepower Commodore Sportwagon SS-V. But for all those who had their hopes up, I hate to be the bearer of bad news, but, according to an announcement not too long ago, it wouldn’t be making the voyage from Australia. After the Magnum goes, it’s curtains for this cool-looking, cool-sounding, cool-driving hotrod hauler. Somehow, dropping off the kids to school in a minivan or crossover just isn’t going to create the same reaction.

If there is one thing that the Magnum shows is that the “new” Chrysler is onto something, and knows what it needs to do in order to keep its vehicles pertinent with the times. This Magnum update shows that the little details, like keys, accent finishes and soft-touch grips for closing the hatch are being paid attention to. It’s a shame then that this, the finest Magnum to date, will only be around for a single year. And since the Magnum has really only been in production since model year ‘05, you can expect it to be a bit of a cult car, decades down the road. It’s the only North American muscle wagon to be produced since the days of the Chevelle SS wagon, and with these updated 2008 models, this particular vintage could be worth some big bucks at Barrett-Jackson in future years.

And while the first units of Challenger are starting to hit dealers, there’s still time to get into a Magnum. Chrysler’s pricing, combined with dealer rebates make it more affordable than you’d think. Actual list price is just a little over $30,000, but with the discounts, you can shave an easy $3k off the asking price, giving this car a value rating that’s quite literally through the roof. But, for what it’s worth, the Magnum will be cherished amongst Mopar enthusiasts and missed dearly - it’s unlikely that we’ll ever see another car like this again.