About to go into its fifth year without any serious updates, it might be easy to say that the Dodge Charger is getting a bit long in the tooth – but the best four-door Dodge in ages still impresses for the most part, as we learned during our recent evaluation of a Charger SXT AWD.

The short-lived tie-up with Daimler didn’t prove very fruitful for the Americans, but it did give Chrysler a nicely-sorted rear-wheel-drive platform. Shared with the Chrysler 300 and the Dodge Challenger, the LX platform utilizes the front suspension from the 1999 Mercedes-Benz S-Class and the rear suspension from the 1996 E-Class. It might not be high-tech, but it’s hard to beat the Mercedes-Benz parts bin when it comes to cast-off suspension parts.

What is it?
It’s a traditional rear-wheel-drive middle class American sedan aimed at anyone and everyone with the space to park a 200-inch-long four-door. The aggressively-styled Charger was the “in” thing at its late-2005 introduction and, over the years, it has gained the favor of many of North America’s police departments. More maneuverable and fuel efficient than the default Crown Victoria, the snarling Charger also provides a more sinister take on the traditional police cruiser look. Of course, those sold to police fleets have got a cop motor (not a 440), cop tires, cop suspension, cop shocks. Cigarette lighters work, too.

Our test example, a mid-level Charger SXT AWD, came with all-wheel-drive and a few luxury goods. It’s one step above the base SE, still powered by the middling 178-pony 2.7-liter V6, and it’s one step below the 370-horse Charger R/T, which is the only other model offered with all-wheel-drive. Topping the lineup is the 425-horsepower Charger SRT8, a true fire-breathing sedan in every sense of the phrase.

What’s it up against?
The Charger outlived its only domestic rival, the Pontiac G8, and it now plays in a field with few rivals. Its most obvious remaining competitor is the platform-mate Chrysler 300, which offers a few more upscale features and a different style altogether.

Japan comes to bat with three similarly-sized competitors, but they’re only available with front-wheel drive: The Honda Accord, Nissan Maxima and, if you stretch out the playing field enough, Toyota’s Novocaine-induced Avalon.

The only other rear-wheel-drive V8 sedan with a similar price tag is the Mercury Grand Marquis; don’t expect to see much cross-shopping.

Any breakthroughs?
Although pricey, the all-wheel-drive feature – which is configured as a separate model rather than a stand-alone option – is unique to the segment. Only smaller or more premium rivals offer the all-season traction of four-wheel motivation.

How does it look?
Cash-strapped Chrysler hasn’t done much to the Charger since its introduction, but a new set of tail lamps arrived for 2009 and the grille was ever-so-slightly modified. Fortunately, the look that was trend-setting back in the Charger’s freshman year is still clean and tasteful as the sedan prepares to enter graduate school.

Dodge’s crosshair grille is stronger here than on any model aside from the Ram pickup. Canted at a negative angle, it creates the same sense of performance as this styling element did on BMWs 25 years ago. The tall fenders and intricate headlamps help out, too.

Though suffering from a stretched look when viewed side-on, the Charger is otherwise nicely-balanced for such a large sedan. It doesn’t suffer much from the too-long look of some big cars and a unique c-pillar curve gives it some unique design language.

Out back, the new tail lamps do freshen things a little, even if they’ll only really be noticeable to those in the know.

Our all-wheel-drive tester sat up higher than standard rear-wheel-drive models. The overall shape lends itself well to the lifted suspension, but the extra space created in the wheel wells borders on goofy.

And on the inside?
Though the materials have been thoroughly upgraded since the 2006 launch, the Charger’s basic design remains the same. A dull combination of gray leather, silver trim and black dashboard and door-toppers doesn’t help. The appearance isn’t nearly as upscale as the mid-30s pricing would imply.

The dashboard and center console were plainly styled, with little hint of the emotion that obviously drove the Charger’s exterior appearance. An almost complete lack decoration gives the impression that you’re in a base model – but our decently-loaded SXT model’s list price was the equivalent a PT Cruiser higher than the standard Charger’s base price.

The level of equipment at this trim level is acceptable, if not inspiring. Having to pay extra for side airbags is somewhat of an insult, but at least the innovative uconnect audio system was present on our test car and the door map pockets featured nifty LED lamps. These little surprises almost compensated for the overall dour interior atmosphere. Almost.

We take particular issue with the rubbery leather that covers the very center of the seats and wraps the steering wheel, as well as the flimsy plastic that lines the center console. A dumpy-sounding audio system and the lack of secondary audio controls on the steering wheel would also be easy for Dodge to upgrade.

On the bright side, the front seats were comfortably supportive and the rear was downright commodious. The trunk, nicely finished with non-intrusive struts, could accommodate plenty of body bags. Er, golf bags.

But does it go?
The 5.7-liter and 6.1-liter “Hemi” V8s offered in the Charger R/T and Charger SRT8 are phenomenal powertrains only criticized by those who have yet to experience them.

But, uh, they weren’t present in our tester, which instead gets Chrysler’s 3.5-liter, single-overhead-cam V6. Its performance ratings of 250-horsepower (peaking at 6,400 rpm) and 250 lb-ft. of torque (at 3,500 rpm) are acceptable until you consider the next important number: The roughly 4,000 lb. curb weight.

That last figure helps explain the dismal 17 mpg city and 23 mpg highway fuel economy ratings, and it also rationalizes the mediocre performance of our tester. In basic urban and suburban slogging, the Charger SXT did not struggle to keep pace – in fact, it rather surprised us with the five-speed, Mercedes-Benz-sourced automatic’s smooth upshifts and its quiet operation. Yet when it came time to have fun – as our bright red Charger begged us to do from the moment we laid eyes on it – disappointment was the order of the day.

Though we’re not always accustomed to rapid downshifts from a Mercedes-Benz transmission, the Charger’s unit has been configured to jump down a gear or two with a minimum of fuss. Unfortunately, except at high-rpms, where the 3.5-liter V6 gets a little thrashy, there’s not much momentum accompanying that well-behaved tranny. Careful planning is a must, especially for those who live in areas with interesting topography.

Other than a bit of tire slap from the standard Continental 18-inch tires, the Charger otherwise performed admirably during any type of driving we threw at it. The suspension is sufficiently compliant over even the roughest terrain, but the Charger was tough to upset in aggressive track-style maneuvers. As we’ve said about the Challenger coupe, the Charger could use a little more feel dialed in to its tiller – although a sportier steering wheel wrapped in something other than the most rubbery leather we’ve ever encountered might help matters.

Our tester’s all-wheel-drive system was transparent in its operation; aside from plentiful grip in loose gravel and the inability to unseat the rear wheels, we never would have thought we were in an all-wheel-drive model.

We saw a 20 mpg average during our week of mixed driving. For what it’s worth, Dodge recommends 89-octane mid-grade fuel for the Charger’s 3.5-liter V6.

Why you would buy it:
You need a roomy four-door that can plow through snow when necessary.
 
Why you wouldn’t:
You equate all-wheel-drive with additional sport.

Leftlane’s bottom line
Identically equipped, the Charger R/T AWD adds about $2,500 to the price of a similar Charger SXT AWD – that’s a small price to pay for 120 more ponies and a nearly 40 percent increase in torque, not to mention a higher EPA highway fuel economy figure (though premium gas is recommended).

With the V8 especially, the Charger remains a slightly dated stand-out in this segment, especially after the G8’s demise. We’re anxious to see what Chrysler has in store for the next-generation Charger and 300C, both of which will retain the current platform – and that’s really not a bad thing.

2009 Dodge Charger SXT AWD base price, $29,490. As tested, $34,220.
Red exterior paint, $225; Protection group, $1,260; Leather interior group, $895; Power moonroof, $950; uconnect tunes audio system, $650; Destination, $750.

Words and photos by Andrew Ganz.

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