2009 Dodge Caliber SXT

Compact crossover vehicle with big functionality

By Nina Russin

2009 Dodge Caliber

Rising fuel costs and tightening pursestrings may be the Dodge Caliber’s ticket to fame. The compact crossover vehicle combines many interior features found in larger trucks with better fuel economy and value pricing.

The Caliber is available in three grades, and a choice of three four-cylinder engines with either a five-speed manual or automatic transmission.

Rear seats are easy to fold flat and extend the cargo floor, making the Caliber bicycle friendly. An optional MusicGate feature adds an extra set of speakers in back: the speakers flip down from the liftgate, providing open-air music for a tailgate party. An optional flashlight that stows in the headliner comes in handy during a roadside emergency.

Designers culled features from Dodge minivans to transform the Caliber’s interior into a mobile recreation room: chilled cupholders, a 115-volt inverter, 12-volt powerpoints, a two-part glove box, satellite radio and a MP3 plug-in.

This year Dodge adds an available hard drive for downloading music and photos, as well as navigation with real-time traffic updates.

Car-like ride and handling

The test car is the SXT grade with a continuously variable automatic transmission and four-wheel independent suspension. Average fuel economy is twenty-four miles-per gallon. Four-wheel disc brakes and four-channel antilock braking, previously part of an option package, are now standard equipment.

The two-liter engine has plenty of power for the average commuter’s needs. It won’t race down the dragstrip in under twelve seconds, but there’s enough low-end torque for merging onto the highway, and adequate power on the top end to pass cars on the highway.

A standard timing chain doesn’t produce any noticeable noise. Chains or more durable than timing belts: they don’t require replacement during the average lifespan of the vehicle, saving the owner a big chunk of money.

The fully independent suspension provides a car-like ride, yet keeps the chassis remarkably flat in the corners. I was pleasantly surprised by how well the Caliber handled a decreasing radius cloverleaf ramp at speed.

On-center feel is adequate, though not exceptional. Engineers kept steering wheel play to a minimum, even at low speeds. A thirty-five foot turning radius makes it easy to do the occasional U-turn.

The front pillar is rather thick, and protrudes out into the driver’s line of vision: it’s quite noticeable when cornering to the left, or watching for oncoming traffic. Visibility to the sides and rear is good, despite the car’s thick rear pillar.

A standard rear wiper keeps the back glass clear in rain and snow.

Brakes are firm and linear without being grabby. The upgrade to four-wheel discs will help drivers in wet weather climates: they work better in rain and snow than drums, and are easier to service.

Well-equipped interior

Chrysler designers excel at interior packaging. The Caliber’s high roofline makes it feel like a bigger car than it actually is.

Up front, standard cloth seats have manual adjustments. The seats are firm enough to provide adequate lower lumbar support. Standard heated seats make travel more comfortable for people who live in cold climates. A sliding armrest allows drivers of all sizes to find a comfortable position.

White face gauges are easy to read. An ambient temperature display in the odometer is handy for drivers who like to play outdoors. Standard stain-repellent fabric appeals parents with small children, or athletes coming home from the trails.

Temperature and audio controls on the center stack are reachable from either front seating position. The standard audio system is MP3 compatible. The standard audio system comes pre-wired for satellite radio: Chrysler throws in a year of free service to Sirius/XM.

A premium sound package on the test car upgrades the audio to a Boston nine-speaker system with steering wheel mounted audio controls. It also adds the MusicGate: two speakers that flip down from the liftgate to broadcast music outside the car.

A chilled cupholder in the center console keeps drinks cold. All of the cupholders in the car are big enough for water bottles.

The center console bin is large enough to hold a stack of compact disks. A 115-volt inverter on the front of the bin allows the front passenger to plug in a computer or video games.

A two-piece glovebox  has a huge lower bin: big enough to hold a small purse. A shelf inside stows the owner’s manual and other important paperwork. The upper bin is smaller, but has enough room for small books, maps, or electronic devices.

Legroom in the second row outboard seats should be adequate for the average adult, although taller men may feel cramped. Cupholders behind the center console and a floor tunnel eliminate all legroom in the middle. There is plenty of head and shoulder room.

Configurable cargo area

A strap on the outside of seat cushions releases the seatbacks and folds them flat to extend the cargo floor. With the second-row seats folded down, the Caliber easily meets our bicycle-friendly standards.

A standard tonneau cover hides items in back from prying eyes. The cover is removable for larger cargo. The Caliber’s undersize spare tire is located under the cargo floor.

Standard safety

Standard safety features on the SXT grade include antilock brakes, front and side curtain airbags.

Electronic stability program and daytime running lamps are part of a security package that also adds a trailer wiring harness and engine oil cooler.

Chrysler builds the Caliber at its Belvidere, Illinois assembly plant.

Likes: The front-wheel drive Caliber is a versatile, fuel-efficient crossover vehicle with a well-designed interior and configurable cargo area that easily meets our bicycle friendly standards.

Dislike: Electronic stability program is only available as part of an option package.

Quick facts:

Make: Dodge
Model: Caliber SXT
Year: 2009
Base price: $17,600
As tested: $21,465
Horsepower: 158 Hp @ 6400 rpm
Torque: 141 lbs.-ft. @ 5000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 23/27 mpg city/highway
Comments: Base price does not include a $630 destination charge.

2009 Dodge Ram 1500 Sport Quad Cab 4X2

Full-sized pickup has a new hemi engine and enhanced cargo capability.
By Nina Russin

Rising fuel prices and the downturn in the economy are creating rough

2009 Dodge Ram 1500

waters in the light-duty truck market. Dodge execs hope a new hemi engine and innovative cargo solutions on the 2009 Ram will convince buyers that full-sized trucks are the right fit for active lifestyles.

The mid-sized Honda Ridgeline made design history by offering dry lockable storage under the cargo bed. The new RamBox uses a similar concept, creating dry lockable storage in the dead space around the Ram’s rear wheel wells.

The bins, with drain plugs in the floors are big enough to store tools, kayak paddles, and golf clubs. The ignition key unlocks the bins, and the truck tailgate.

The stand-alone factory option also includes a cargo divider and bed extender. Dodge plans to announce pricing next month: the Ram box will be available on all ’09 Ram crew cab models, beginning in October.

V8 power meets V6 fuel economy

The Ram’s new 5.7-liter hemi V8 will eventually be part of a hybrid model that rolls out next year. A multiple displacement system shuts off half the engine cylinders when power demands are low to save gas.

A light on the dash tells the driver when the truck is in four-cylinder mode. Variable valve timing and an active intake manifold help to minimize emissions while maintaining excellent acceleration.

The 390-horsepower hemi is one of three engine options on the new Ram: buyers can also opt for the base V6, or 4.7-liter V8. Hemi buyers enjoy similar fuel economy to the V6. On the 4X2 model, both engines get 14 miles-per-gallon in the city. The V6 gets 21 mpg on the highway, versus 20 for the hemi V8.

Aggressive styling and refined aerodynamics

Dodge got high approval ratings from current truck owners for the outgoing model’s aggressive exterior. The new Ram carries the theme of the current truck further, with bigger badging, and a slanted front grille based on the Dodge Charger design.

Designers reduced the new Ram’s aerodynamic drag by eliminating unneccessary gaps in the body, refining the hood’s profile, redesigning side mirrors, and adding a spoiler at the top of the tailgate.

Inside, the new Ram is more passenger car than truck, with a leather stitched captain’s chairs, a versatile center console, dual gloveboxes, multiple power points, and cupholders.

For the first time, Dodge is offering a crew cab: appealing to families who use their pickup as a primary vehicle. Two under-floor storage bins in front of the second-row seats hold cold beverages: the liners are removable for cleaning.

Storage bins under the second-row seats hold groceries and other small items in the secure cabin, without impinging on legroom in back.

Sport grade focuses on on-road performance

I drove the Sport Quad Cab at a recent press event in Santa Barbara. The Sport is one of five available grades, including a base model priced from $22,170. The Sport comes with twenty-inch wheels and dual exhausts: a hemi engine on the test truck adds about $1000 to its $29,475 base sticker price.

The new engine makes the Ram handle like a much smaller car: zero-to-sixty acceleration is under six seconds. Throttle response is incredibly good: it simply doesn’t feel like a 5200-pound truck.

A five-speed automatic transmission is well-matched to the engine. There is no noticeable shift shock during normal driving. Even during hard acceleration, the gearbox doesn’t shift hard. The driver can manually select gears using a gate shifter on the floor console.

Our drive route took us inland on two-lane roads towards Santa Ynez and Solvang. I had the opportunity to pass a slow-moving construction truck on an uphill. I was able to complete the pass in a relatively short window between switchbacks.

Four-wheel disc brakes with standard antilock braking stop the truck in firm linear fashion without being grabby. The steering has a light touch closer to passenger cars than full-sized trucks. But it’s responsive at any speed, with an adequate on-center feel on the highway.

Dodge bucked the traditional practice of using leaf springs in the rear suspension: a solid axle coil suspension provides a more compliant ride. A track bar in back enhances lateral stiffness to keep the wheels planted, and eliminates wheel skate.

Designers lowered the side mirrors to enhance aerodynamics: the measure also improves the driver’s forward vision merging onto the freeway.

Our truck came equipped with an audible rear back-up warning system. As a buyer, I’d opt for the rear camera backup. A camera mounted in the tailgate displays a wide-angle view to the rear in the navigation screen. The Ram is a big vehicle to park: the rearview system makes it much easier to back into the average space.

Upscale interior

Inside, the truck has optional leather trim, with heated and cooled front captain’s chairs, a heated steering wheel, and the MyGig downloadable hard drive that stores tunes and photos.

The captain’s chairs are extremely comfortable, with enough power adjustments to meet the needs of various sized drivers. A standard tilt steering wheel is easy to adjust for optimal forward vision.

Redundant steering wheel controls on the test truck adjust volume and scroll through a digital information display on the gauge cluster. Designers pushed the center stack out from the instrument panel, making audio and climate control knobs easier for the driver and front passenger to reach.

The center console is well-suited for a person who uses his truck as a mobile office. A flat surface under the console lid is large enough for a computer. The center stack includes both a 115-volt inverter and a 12-volt power point. A second 12-volt power point in the floor console allows both front-row passengers to recharge electronic devices on the go.

Both front doors have dual bottle holders and map pockets. The bottle holders are too low for a small person to reach while driving, but they come in handy for stashing extra beverages. Cupholders in the floor console are large enough for water bottles.

An optional power sunroof brings extra ambient light inside. Dual front reading lamps and a single overhead lamp in back illuminate the interior at night.

The rear seats don’t have the legroom of the crew cab model, but average-sized adults should be comfortable enough on short trips. Two cupholders in the floor hold beverages for second-row passengers, while a 12-volt power point in back of the center console allows them to plug in electronic devices.

The floor console has a couple of small bins for holding cell phones and PDAs. A large bin under the center console armrest is big enough for a purse or small pack.

Cargo bed is easy to load

Designers added a rubber step pad in back to make it easier to load up the cargo bed. Standard tie-down cleats help to secure larger items.

The cargo bed on the quad and crew cab models is relatively short, to minimize overall length. Those who plan to carry long items such as bikes and kayaks should either purchase the RamBox with the bed extender, or plan to add a separate rack.

The Ram comes standard with a tow hitch rated up to five thousand pounds. An option upgrade increases towing capacity up to 8800 pounds.

The new Dodge Ram is rolling into dealerships nationwide.

Likes: New hemi engine is an exceptional performer. Dodge has vastly improved fit and finish inside and out, while adding additional storage space inside the passenger cabin and the cargo bed.

Dislikes: Side airbags are not available, which makes passengers vulnerable to lower torso injuries in some side-impact collisions.

Quick facts:

Make: Dodge
Model: Ram 1500 Sport Quad Cab 4X2
Year: 2009
Base price: $29,475
As tested: $40,065
Horsepower: 390 Hp @ 5600 rpm
Torque: 407 lbs.-ft @ 4000 rpm
Zero-to-sixty: 6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off road: Yes, on 4X4 models
Comments: Base price does not include a $900 destination charge.

2008 Dodge Challenger SRT8

Iconic muscle car goes modern
By Nina Russin

2008 Dodge Challenger SRT8

The new Dodge Challenger isn’t a car for everyone, nor is it meant to be. The high-performance coupe, based on the 1970 muscle car, is a tribute to the era when a car was only as good as its last quarter mile time.

SRT is Dodge’s street legal racing team: the group produces halo cars like the Viper and performance versions of high-volume production cars. SRT also oversees Dodge’s motorsports program.

Typically, SRT models roll out after the base production car, but not so with the Challenger. Introducing the SRT grade first speaks to the Challenger’s performance heritage. The Challenger SRT8 is a 2008 model, followed by the high-volume grades in 2009.

Dodge received four thousand orders for the SRT Challenger on the first day of availability: over eleven thousand to date. A few cars will be available at dealerships for walk-in sales.

Big engine, big wheels, big brakes

The SRT Challenger comes as a monospec package with three options: a power sunroof, MyGIG downloadable hard drive with navigation software, and Goodyear F1 performance tires.

The engine is a 6.1-liter hemi V8 rated at 425 horsepower with 420 foot-pounds of torque. The Challenger rides on twenty inch wheels, with Brembo four-piston brakes. Bilstein monotube shocks keep the car flat in the corners. There is one transmission: a five-speed automatic transmission with autostick.

Zero-to-sixty is 4.9 second; zero-to- a hundred, 11.5. The Challenger stops in 110 feet, and pulls .88 g on the skid pad. Top speed is 170 miles-per-hour.

Fuel economy is crap: about fifteen miles-per-gallon. The high-compression engine runs best on premium fuel, making the Challenger an expensive car to drive.

Retro exterior

The Challenger chassis is based on the current Charger, but with a shortened wheelbase.
The test car is bright silver: one of three available exteriors. All come with bumble bee stripes: a tribute to the car’s namesake.

The front of the car looks very much like the 1970 model, but with a body color bumper in place of chrome. Head designer, Jeff Gale, maintained the wide grille with set-in headlamps. The front air dam and side bevels are products of wind tunnel tests: they enhance the car’s aerodynamics.

In back, tail lamps run the width of the car, with the reverse lamp in the middle. The spoiler is a Trans Am design from the 1970s.

The car’s profile is very similar to the original Challenger, down to the chrome gas cap on the driver’s side.

High-tech amenities

Inside, the Challenger is more modern than retro, with all the high-tech gizmos twenty-first century buyers look for. Perforated ultra-suede seats with large side bolsters keep the driver and front passenger in place on the track. The driver’s seat has power adjustments: the front passenger seat is manual.

A performance page feature in the gauge cluster lets the driver record and store stats from the track. The MyGIG multimedia system on the test car downloads tunes and photos into a hard drive: it also adds a GPS navigation system.

There are plenty of bins and cubbies around the first row for storing small electronic devices and CDs. The glovebox is big enough to hold more than standard car documents. The floor console has two large cupholders in back of the gate shifter, but there are no bottle holders in the doors.

The optional power moonroof is almost a necessity in the Challenger as a source of ambient light. Proud as the designers are of the dark interior, it feels very claustrophobic without the moonroof open.

Though the Challenger is sold as a five passenger car, I had difficulty climbing in back. Kids might be comfortable in the second-row seats, but most adults will feel cramped. Rear passengers get a couple amenities: separate air vents, and a fold-down armrest in the center position with cupholders.

The best use of the rear seats is to fold them flat, to extend the cargo floor. Straps on the seatbacks make that easy to do. There is enough room with the rear seats folded flat to put a bike in back, though the lift-over height makes it rather difficult.

The simple joy of wide open throttle

Driving fast is highly underrated. Going fast is something that the Challenger SRT8  is very good at. Engine power finds its way to the wheels in a linear fashion. In other words, what the engine puts out, the tires hook up.

The classic muscle cars were good at one thing: they could go very fast in a straight line and, given enough distance, stop. Four decades of steering, suspension and tire technology have taken the muscle car concept to a whole new level.

My husband and I took the Challenger on a short road trip, from Phoenix to Tucson at the end of June. The drive down the ten freeway is normally as interesting as watching paint dry, but not so this time. The Challenger’s throaty exhaust and flashy exterior attracted plenty of attention: most of it positive.

Standard electronic stability program manages the car’s power on uneven and wet roads. The original Challenger would have shimmied all over the road in a construction zone north of Tucson: the new model handled the bumpy, unpaved surfaces with aplomb. The Challenger SRT8 stops on a dime, has excellent steering response, and stays flat as a level pancake in the corners.

Visibility is good to the front, but there are large blind spots in the rear of the car due to the thick back pillar. The idea behind the rear pillar is to make the new car look like the ’70 Challenger hard top. Personally, I’d rather be able to see what’s coming when I back out of a parking space.

Like its namesake, the Challenger is strictly a road car. Its low ground clearance, large wheels and low profile tires make it a poor candidate for off-roading. Towing is not recommended.

As toys go, the Challenger SRT8 is a fairly expensive one. Base price is $37,320. Options and delivery charges on the test car bring the MSRP to just under $40,000.

Dodge produces the Challenger at its assembly plant in Brampton, Ontario, Canada.

Likes: A tribute to the classic muscle car that takes power and performance to a whole new level. The Challenger SRT8 looks fast, is fast, and is tremendously fun to drive.

Dislikes: Second-row seats are extremely difficult to enter and exit. Black headliner makes the interior very dark, especially without the moonroof.

Quick facts:

Make: Dodge
Model: Challenger SRT8
Year: 2008
Base price: $37,320
As tested: $39,885
Horsepower: 425 Hp @ 6200 rpm
Torque: 420 lbs.-ft. @ 4800 rpm
Zero-to-sixty: 4.9 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Not available
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 13/18 mpg city/highway

2008 Dodge Avenger SXT

Mid-sized sedan with flex-fuel capability
By Nina Russin

2008 Dodge Avenger

The mid-sized Dodge Avenger rolled out last year, replacing the outgoing Stratus sedan. In order to make it competitive, engineers equipped the Avenger with some appealing powertrain options: three engines including one that is flex fuel capable, an available six-speed automatic transmission, and available all-wheel drive.

The name, “Avenger,” conjures up images of edgy styling and muscle car performance: two attributes the new Dodge sadly falls short of. This isn’t to say that the Avenger is a bad car; rather that it feels a bit anemic when its designers intended it to be anything but.

The test car is the SXT grade with the 2.7 liter, flex fuel engine. The engine and sport suspension are an option, adding $1350 to the car’s $19,520 base sticker price. A four-speed automatic transmission is standard on all but the 3.5-liter V-6, which gets a six-speed automatic. A gate shifter on the four-speed gearbox lets the driver downshift to third or low gear range, versus manual gear selection on the six-speed.

The E85 designation means that the car can run on gas containing up to eighty-five percent ethanol. Ethanol, made largely from corn, is a sustainable alternative to conventional gas. The problem with E85 is that it’s not widely available outside the Midwest, it’s more expensive than conventional gas, and produces poorer fuel economy. The recent floods that wiped out most of the nation’s corn crops probably won’t help matters.

The 186 horsepower engine has adequate power: just not an overabundance of it. Acceleration is a plain vanilla experience. Average fuel economy using conventional gasoline is 22 miles per gallon: about 27 miles per gallon on the highway.

A rack-and-pinion steering system provides good feedback at a variety of speeds, though response is rather soft. Optional 18-inch wheels give the Avenger a large footprint, keeping it flatter in the corners. The option package ($550) also upgrades the brakes from front discs and rear drums to four-wheel discs with four-channel antilock braking.

Visibility to the front of the car is limited, due to a tall instrument panel that obstructs forward vision. I had to raise the driver’s seat up several inches to get a clear view of the road ahead. Side mirrors do a pretty good job of compensating for blind spots created by thick rear pillars, though the pillars make it harder to back in and out of parking spots.

Well-configured interior

The Avenger’s biggest asset is its interior. It’s spacious, comfortable, and remarkably versatile for a mid-sized sedan. Standard stain resistant fabric makes life a lot easier for parents and active adults.

Both front seats have plenty of head, leg and shoulder room. A standard tilt and telescoping steering wheel allows smaller drivers to maintain a safe distance from the front airbag. Front seat heaters, heated side mirrors and remote start are part of a convenience option package ($550).

The back seats are also surprisingly roomy. The tunnel through the floor limits legroom in the middle position, but two average adults should be pretty comfortable in the outboard positions.

I was pleasantly surprised to find LED reading lamps for both rows of passengers. The lamps are part of a option package that also adds a power sunroof and illuminated vanity mirrors ($935).

Two cupholders in the floor console are big enough for water bottles. The front cupholder can heat beverages up to 140 degrees Fahrenheit, or cool them down to 35 degrees. The rear doors have molded bottle holders as well as map pockets.

A spacious glovebox can easily hold a purse or small pack. There is no bin beneath the center console armrest, but a large bin at the base of the center stack will hold a bunch of compact discs. A smaller cubby to the left of the gauge cluster is perfect for cell phones or PDAs. A 12-volt power point at the base of the center stack recharges electronic devices on the go.

Both second-row seats fold flat, extending the trunk floor for large cargo. With the seats folded flat, the Avenger meets our bicycle friendly standards. I was able to fit my mountain bike in back with the front wheel removed. Moving the stubby tires over the threshold between the trunk and pass-though was a two-person job: a lighter road bike would be less of a challenge. 

The front passenger seat folds flat to further extend the cargo floor. A hard surface on the seatback can also function as a work station.  

The MyGIG multimedia system is a hard disc drive that allows drivers to download tunes and photos. Play lists and photos are displayed on a screen in the center stack. A discount on the $850 option brings the price down to $200. The standard audio system includes an AM/FM radio, CD player and MP3 jack, with a year of free Sirius satellite radio service.

Coming in August: Mobile WiFi

Chrysler just announced a new wireless internet service that will turn the car into a portable hot spot. The dealer-installed option costs $449 plus installation, with availability beginning in August.

The router box is a secure WiFi and 3G connection, with a range of about 100 feet. It is compatible with all current Chrysler, Jeep and Dodge vehicles. There is a $35 service activation fee as well as a $29/month service fee.

Standard safety

The Avenger comes standard with front, side and side curtain airbags, and a tire pressure monitoring system. Antilock brakes and electronic stability program are available as options.

New Dodge Avengers are rolling off the line at Chrysler’s Sterling, Michigan assembly plant.

Likes: Spacious, versatile interior with stain-resistant upholstery, a tilt-and-telescoping steering wheel, heated and chilled cupholder, and a rear seat pass-though that makes the sedan bicycle friendly.

Dislikes: Lackluster performance. Wide rear pillar obstructs visibility pulling in and out of parking spots.

Quick facts:

Make: Dodge
Model: Avenger SXT
Year: 2008
Base price: $23,820 
As tested: $23,820
Horsepower: 186 Hp @ 5500 rpm
Torque: 192 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Optional
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: No
Off-road: No
Fuel economy: 19/29 mpg city/highway
Comments: Base sticker price does not include a $690 delivery charge.

2009 Dodge Journey R/T FWD

Dodge’s first crossover is a toolbox on wheels.
By Nina Russin

Dodge, a brand best known for high-performance cars and trucks, enters the crossover segment with the mid-sized Journey. Based on the Avenger

2009 Dodge Journey

platform, it combines minivan versatility with sport-utility styling: i.e. a fuel efficient, seven-passenger car that doesn’t scream “soccer mom.”

Two rows of seating come standard on all three trim levels. The upscale SXT and R/T models have optional third-row seats. A variety of cleverly concealed bins and cubbies stowe everything from soup to nuts. For example, the front passenger seat has a storage bin under the seat cushion with enough room for a small pack or purse.  A chill zone on one side of the glovebox keeps drinks cold. An optional iPod port on the other side interfaces with the center stack screen: the screen displays the iPod menu.

Two storage bins under the floor are big enough to hold drink chests: removable liners make them easy to clean. Both two and three-row models have storage areas under the cargo floor. The spare tire and jack are underneath the car. A trap door at the bottom of the under-floor compartment makes them easier to reach.

Car-like ride and handling

Engineers modified the Avenger chassis to make room for three rows of seating. The wheelbase is almost five inches longer, although the difference in overall length is only 1.7-inches. Engineers moved the front wheels forward two inches, and raised the vehicle just over two inches so that it has more ground clearance for traveling through snow.

There are two available engines: a 2.4-liter four cylinder engine on the base SE model that comes with a four-speed automatic transmission, and a 3.5-liter V6 with a six-speed automatic on the SXT and R/T. While the four-cylinder engine averages about 22 miles-per-gallon as opposed to 19 for the V-6, it’s pretty anemic. Anybody planning to haul loads or drive in mountainous areas would be better served by choosing the larger engine.

Those who want to venture off road or travel in inclement weather can add all-wheel drive: a $1750 stand-alone option. It requires upgrading all but the R/T model to nineteen-inch wheels. The wheels come as part of two option packages that also add touring tires, performance steeering and suspension.

Test drive across southern Nevada

Chrysler invited a group of journalists to test drive the new Journey on a route beginning in Las Vegas, that included some two-lane roads around Lake Mead. My partner and I had the front-wheel drive R/T that comes standard with the nineteen-inch rims and V6 engine.

Leather trim is also standard on the upscale model, though I’d prefer the Yes essentials fabric on the mid-grade SXT. The fabric is stain and odor resistant. Not only does it stay cooler in the summer, but it eliminates the need for people like myself to use seat covers, in order to avoid staining the seats after tough workouts.

The seats are pretty comfortable, though lumbar support isn’t exceptional. The power six-way driver’s seat is easy to adjust, and a standard tilt and telescoping steering wheel makes it easier for smaller drivers to maintain a safe distance from the front airbag.

The test car has available Bluetooth connectivity and a rear back-up camera. Visibility around the car is good enough to park without the backup camera, but it’s a useful safety feature for parents with small kids who might run behind the car below the driver’s sight-line.

Quiet, smooth ride

Engineers spent a lot of time reducing noise intrusion into the passenger cabin by moving the engine forward and using a new mounting system, injecting polyurethane into cavities to deaden sound, and improving door seals. As a result, the interior of the car is extremely quiet. My partner and I had no problem communicating with a Dodge exec riding in the second-row seats.

The fully independent suspension yields a buttery smooth ride on a variety of surfaces. Some of the roads around Lake Mead have rough patches that come close to older concrete roads in the Midwest. The car was able to travel over those surfaces at speed without beating up the passengers.

The nineteen-inch wheels improve the car’s cornering capabilities. They are a worthwhile upgrade on the SXT model that comes with seventeen-inch rims. Steering is responsive at all speeds, and the four-wheel discs with standard ABS do a good job of stopping the car without being grabby. The six-speed automatic transmission comes with autostick, that allows the driver to manually select gears.

Everything within reach.

The Journey’s instrument panel controls are easy to find and reach from both front seating positions. The R/T grade comes with standard automatic climate control, that includes separate settings for the driver, front and rear passengers. The driver gets redundant steering wheel mounted audio controls.

The center console is adjustable to move fore or aft so that the armrest is in the right place for the driver. There is a large bin under the armrest for storage, and two large cupholders forward of that. An open storage area between the console and center stack holds cell phones, PDAs and other small electronic devices.

All three rows of passengers get their own twelve-volt power points, and there’s a 115-volt inverter for plugging in computers.

Legroom in the second row is limited unless front-row passengers keep their seats forward, but head and shoulder room are not a problem. The Journey has theater-style seating, elevating second and third-row passengers for a better forward view. Second-row doors open up to ninety degrees, easing access and egress, especially for parents installing child seats.

The sixty-percent second-row seat slides further forward than the other half: it allows parents to move a child in the center position closer to the front row. An optional tilt and slide feature makes it easier to access the third row by using a single lever to tilt the seatback and slide the seat bottom forward.

Configurable seating

Both second and third-row seats fold completely flat. The front passenger seat also folds flat, creating a nine foot-long load floor. Not only can the Journey hold bicycles inside, it can also hold surfboards.

The rear cargo floor is reversible: carpeting on one side looks stylish, while vinyl on the flip side is stain and scratch resistant. Slots to the sides of the cargo floor keep it partially folded: it can hold grocery bags in place without additional hooks or nets. An optional LED flashlight in back makes it easier to load up after dark, or light the side of the road in case of an emergency.

Entertainment options

Audio upgrades allow buyers to add MyGIG multimedia entertainment systems to the standard audio, and upgrade the standard speakers to Infiniti, with a 368-watt amplifier. A rear seat DVD system, available on all models, upgrades the standard audio system, and adds an eight inch screen visible from the second and third rows, with wireless headphones. Sirius satellite television, currently available on Chrysler minivans, comes on board this fall.

Standard safety

All models come with standard antilock brakes, side curtain airbags that protect all three rows of seating, electronic stability program and electronic roll mitigation. The roll mitigation also limits trailer sway on uneven roads. The Journey can tow up to 3500 pounds with the optional towing prep package.

Pricing begins at $19,985 for the SE, $22,985 for the volume-leading SXT, and $26,545 for the upscale R/T. All prices include a $625 destination charge.

North American models roll out in April. European models include right-hand drive and diesel models, arrive mid-year.

Likes: An extremely versatile crossover vehicle with available all-wheel drive. The Journey incorporates a lot of interior features currently found on Dodge minivans and trucks. All three rows of seats on the passenger side fold flat, creating an extremely long load floor.

Dislikes: Uninteresting exterior styling. The Journey doesn’t look like a minivan, but it won’t exactly turn heads either.

Quick facts:
Make: Dodge
Model: Journey R/T FWD
Year: 2009
Base Price: $26,545
As tested: N/A
Horsepower: 235 Hp @ 6400 rpm
Torque: 232 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
ABS: Standard
Side curtain airbags: Standard
First aid kit: N/A
Towing: Yes*
Bicycle friendly: Yes
Off-road: No
Fuel economy: 16/23 mpg city/highway
Comments: 3500 pound towing capacity requires optional towing prep package.

2008 Dodge Dakota Extended Cab SLT 4×4

Large-scale utility in a mid-sized truck
By Nina Russin

2008 Dodge Dakota Extended Cab SLT 4X4

The Dodge Dakota is no poseur: it’s a workhorse, inside and out. The mid-sized pickup truck has an extended cargo bed with adjustable tie-downs, designed to secure oversized cargo. Stain resistant upholstery, a two-speed transfer case for off-road driving, and trail rated tires will appeal to people who work hard, play hard, and get dirty in the process.

The test truck is the SLT grade, one of six available trim levels, with a 3.7-liter V6 engine and six-speed manual transmission. The V6 is the smaller of two available powerplants: Dodge also offers a 4.7-liter V8 that’s flex fuel compatible. While its no hot rod, the 210-horsepower V6 has enough torque (235 foot-pounds) to haul or tow big loads. A two-speed transfer case and special off-road tires make the Dakota capable of crawling over extremely uneven terrain.

The overdrive gears in the manual transmission give the Dakota pretty good fuel economy considering its size: about 17 miles-per-gallon for combined highway and city driving. But buyers considering the manual transmission should remember that truck clutches are not like car clutches. Be prepared for a fairly stiff pedal and long throw, with a long shift column on the center console. Commuters should think seriously about upgrading to the optional four-speed automatic transmission.

Power rack-and-pinion steering makes the Dakota easy to maneuver, despite its relatively large footprint. There are some slight blind spots to the rear caused by wide C pillars in the extended cab: it took some getting used to backing into parking spots. I didn’t have problems with visibility while maneuvering through traffic.

Eighteen-inch wheels are standard on the test truck: an upgrade from sixteen-inch rims on the base model. The Dakota comes with a full-sized spare tire: a must for people who plan to use the truck off road.

The gearbox works well for those who don’t mind standing on the clutch in traffic. There is no obvious gear lash, and all of the gears are easy to find. I didn’t use sixth gear much around town, but it helped stretch the fuel economy on a longer highway trips. Redundant cruise control buttons on the steering wheel are easy to engage and disengage.

Four channel antilock brakes coupled with an anti-spin rear axle differential prevent the back end from breaking loose on wet roads. The chassis feel well balanced, even when the cargo bed is empty. The brakes are firm and linear without being grabby.
Low-maintenance interior

Yes essentials stain resistant fabric is standard on the SLT grade. Not only does it stay clean, but it’s odor resistant as well. If you’re the type who plays hard and sweats a lot, the benefits of that are huge. A six-way power driver’s seat and tilt steering column make it easy for drivers of all sizes to find a comfortable position. Heated front seats are standard on the test truck.

Dodge designers do a great job of placing user-friendly storage compartments around the cabin. Both of the front doors have deep map pockets. There are two large cupholders in the center console, as well as a deep bin with a small removable shelf for electronic devices. A storage shelf above the glove box is segmented as well, so cell phones and PDAs won’t slide around.

All of the controls on the center stack are easy to reach and figure out. There’s a 12-volt power point for plugging in a phone recharger just to the right of the temperature controls. Audiophiles will appreciate standard Sirius satellite radio: the sound system is MP3 compatible.

An overhead console incorporates a temperature display, compass and trip meter. Audio information is displayed on a small screen in the center stack.

While the rear doors swing open to 170-degrees, they’re not very practical. Since both front and rear doors open at the B pillar, the front doors must be completely open to reach the rear door latches. It’s hard to find that kind of space between two tightly parked cars.

The extended cab has second-row seating for two, but I wouldn’t want to ride back there for more than a short drive. The straight seatbacks feel unnatural, and there’s almost no leg and hip room. The seat cushions flip up and out of the way to create some valuable interior storage space. The space isn’t large enough to put a bicycle in, but it works well for groceries and luggage. There are also six grocery bag hooks across the back of the passenger cabin.

Enormous cargo bed

The Dakota’s biggest asset is its cargo bed: six and a half feet in length. Available utility rails and tie-downs (not on the test car) make it possible to secure items so they don’t shift around. Another great feature is the standard two-position tailgate. It can move to the middle of the cargo bed to support extra wide or long cargo laid on top of the wheel wells.

Standard safety

Antilock brakes, front air bags, knee bolsters and a tire pressure monitoring system are standard equipment on all Dakota trucks. A security package on the test car adds side curtain airbags, and upgrades the antilock brakes to a four-channel system.

Base price on the four-wheel drive Dakota SLT is $26,900, putting it well within the limits of our best value category. As pickup truck prices climb well over the $30,000 mark, the Dakota is a good option for value-conscious shoppers. While it may not have the payload capacity of a full-sized truck, it 1530 pound rating should accommodate most weekend warriors.

Buyers with active lifestyles will appreciate the versatile interior and off-road capability. Those who want a less expensive option should consider the base ST grade extended cab, that starts at $20,080 for the 4×2 model. There is also a crew cab for those who want true five-passenger capability.

Likes: A practical interior with stain and odor resistant upholstery, power heated seats and satellite radio. Dodge does a great job of incorporating useful storage bins on the inside, and a larger-than-life cargo bed in back.

Dislikes: Standard manual transmission will not be practical for most urban commuters.

Quick Facts:

Make: Dodge
Model: Dakota Extended Cab SLT 4×4
Year: 2008
Base price: $26,900
As tested: $30,500
Horsepower: 210 Hp @ 5200 rpm
Torque: 235 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Antilock brakes: Standard
Side curtain airbags: Optional
First aid kit: N/A
Fuel economy: 15/19 mpg city/highway
Comments: Base price does not include a $645 destination charge.

2007 Dodge Nitro

A mid-sized sport-utility vehicle with stand-out styling
By Nina Russin

2007 Dodge Nitro

The folks at Chrysler have a reputation for introducing products that are as exciting to look at as they are to drive. The Nitro mid-sized sport-utility vehicle, turned heads at the 2005 Chicago Auto show, where the concept car was first unveiled. The production car that followed has the same distinctive front end and clever cargo features. One of this year’s finalists in the Active Lifestyle Vehicle Best Value On-Road, the mid-sized Nitro is a firecracker on wheels.

Easy on the Wallet; Easy on Gas

I tested the Nitro SLT four-by-four, that retails for just under $25,000. While four-wheel drive vehicles generally fall short on fuel economy, the Nitro averages a respectable 17 miles-per-gallon in the city, and 23 on the highway. The standard 3.7-liter V-6 engine (tested) is no barn-burner, but it has plenty of power for merging into and maneuvering through urban freeway traffic. Buyers who want more power can opt for the optional 4.0-liter V-6, that adds another 40 horsepower to the mix.

The four-speed automatic transmission on the test car shifted seamlessly: there was relatively little shift shock when the transmission downshifted for power. The part-time four-wheel drive system was easy to use. The driver engages four-wheel drive by using a switch on the center console. There is no need to lock or unlock the axles.

The standard suspension is an independent coil-spring setup in front, and solid axle in the rear. The solid-axle set-up enhances the Nitro’s towing capability, but unlike some cars, it doesn’t translate to wheel chatter on the highway.

The test car came with 17-inch wheels: an upgrade from the standard 16-inch rims. Power rack-and-pinion steering makes it easy to maneuver the Nitro in tight spaces, without being overly loose at high speeds. The car has a good on-center feel, which is important if one has to avoid a dicey situation on the highway. The wheels feel like a natural extension of the steering wheel, and there is good visibility all the way around the car. A standard tire pressure monitoring system alerts the driver if air pressure drops at any of the wheels. That’s a useful feature here in the southwest where ambient temperatures vary up to 30 degrees, with corresponding changes in tire pressure.

The standard cloth upholstery is comfortable and attractive. In hot climates, cloth can be a more practical alternative, because it doesn’t retain heat. The Nitro upholstery fabric is treated to be stain and odor-resistant. The seat controls allow drivers of most sizes to make themselves comfortable, as does the tilt steering column. The seats provide plenty of lower lumbar support, and the controls for the HVAC and audio systems are easy to reach.  All models are MP3 compatible. Instrument panel controls are easy to reach from both front seating positions, and there are redundant audio controls on the steering wheel.

Styling Sets Nitro Apart from the Crowd

Given the option, it’s more fun to have a cool looking car than a boring one. While there are many well-built, functional entries in the mid-sized sport-utility segment, Nitro’s styling is way ahead of the competition. From its distinctive front end with a bright chrome cross-hair grille, to the sculpted wheel wells and strong beltline, the Nitro doesn’t get lost in a parking lot full of cars. It looks fun and youthful: ready for the daily commute or weekend adventures. A standard roof rack with side rails makes it easy to load large cargo up top.

But some of the Nitro’s best attributes are hidden inside: especially the cleverly configured rear cargo area. A sliding cargo floor holds up to 400 pounds. Slide the floor out and sit on it for a tailgate party (the cooler sits in a well underneath the floor), or to load large cargo. There are plenty of tie-down hooks to secure larger items, while the storage area under the sliding floor secures smaller items, and keeps them out of sight. The rear gate opens easily, with a wide access that makes it easy to load from a variety of angles.

Both the second-row seats and front passenger seat fold flat to extend the cargo floor. It’s an easy operation for those who want to load a bike or two in the back, and the cargo floor material makes it easy to slide items forward, without hanging up. A compact spare tire isn’t my first choice for a four-wheel drive truck, but it does keep weight out of the car and maximize room in the rear.

Dodge designers did a great job of surrounding the driver and front passenger with plenty of bins and cubbies for smaller items, and cupholders that hold bottles of water. A 115-volt power point up front and 12-volt power point in the rear come standard. The SLT grade comes with power folding heated side mirrors: a useful feature for drivers who live in cold climates, and who need to pull their vehicles in and out of the garage.

Well-equipped with safety features.

Traction control and electronic stability program come standard on all Nitro models, as well as antilock brakes. All models also come with front, side, and side curtain airbags that protect both rows of passengers.

The Nitro comes with a 3-year, 36,000 miles bumper-to-bumper warranty that includes warranty assistance. It’s a great value for customers that want a reasonably priced sport-utility vehicle that looks sharp and has one of the most functional cargo areas of any vehicle in its competitive segment. The Nitro is currently available for test drives at Dodge dealerships nationwide.

Likes: Sporty styling, inside and out, with an exceptionally practical cargo bay. The sliding rear cargo floor is a feature that most buyers will find many uses for. The Nitro is a fun car to drive, with lots of standard comfort, convenience and safety features.

Dislikes: The undersized spare could be a problem for drivers who use the Nitro to do serious off-road driving.

Quick facts:

Price as Tested: $24,905
Horsepower: 210 Hp @ 5,200 r.p.m.
Torque: 235 lbs-ft. @ 4,000 r.p.m.
0 to 60:  N/A
ABS Brakes: Standard
Side Curtain Airbags: Standard
First-Aid Kit: No 
Towing: Yes
Off-Road: Yes
Bicycle friendly: Yes
Fuel economy: 17/23 m.p.g. city/highway 
Comments: A full-time four-wheel drive system will be available later this year. At this point, Chrysler does not plan to bring a diesel version of the Nitro to the States.

2008 Dodge Grand Caravan SXT

by Jim Woodman

Road trip. It’s funny how, depending on your perspective, those two words can conjure up entirely different images. For college students, it’s all about the fun and adventure. Who can say no to a road trip?

Yet, as parents, we tend to shudder at the very thought of driving more than a couple hours with any child under six. So when my wife and I came up with this crazy idea to drive to Seattle, from San Diego, and back with our eight, six and two-year-old sons, we wondered whether we should check ourselves in for counseling.

2008 Dodge Grand Caravan SXT

“Are you nuts?” or “Wow, that’s really brave of you guys” are some of the typical comments we’d get when sharing our road trip idea.

Fortunately, auto manufacturers have been listening to lamenting parents and, when you factor in the startling array of onboard entertainment in today’s vehicles, especially the family minivan, a road trip can be – dare I say it – a lot of fun.

2008 Dodge Grand Caravan SXT

Since Chrysler and Dodge recently introduced their fifth generation of minivans, with the Town and Country and Grand Caravan respectively, it made even more sense to take one of these all-purpose family vehicles and put it to the road trip test.

Remember, Chrysler launched the whole minivan revolution and had the market to itself back in 1984.

Today, choosing a minivan is not so easy. Just about everybody’s got stow-able rear seats, DVD players, satellite radios and options in just about every size and shape. Consumers end up choosing based on styling preferences, safety features, available accessories and, most importantly, price.

I had heard that Dodge and Chrysler had done some very cool things with their redesigned fifth generation minivans. Word was out that the bar had been seriously raised for their Japanese and Korean counterparts.

So we started thinking about how great it would be if we could score a new Dodge Grand Caravan SXT for our road trip? Since one of the things I do for a living is review new vehicles, I pitched the idea to the folks at Chrysler and Dodge. Fortunately, they liked my idea of testing their latest and greatest up the California and Oregon coasts with a car full of kids.

Our Grand Caravan arrived a couple days before our journey and we quickly realized – much to our pleasure – that the Caravan is all about onboard entertainment.

20 Gigabyte Hard Drive

Being a technology geek at heart, I have to admit that one of the coolest features – and something I had not yet seen in a car – was the 20 gigabyte hard drive built into the Grand Caravan’s entertainment system. Yes, I said 20 gigabytes! I remember the day I heard you could get a one gigabyte hard drive in a computer. I thought that was outrageous. Now, twenty times that is built into your car!

So what’s the purpose of a hard drive in your car, you ask? To load music and personal photos. Dodge has essentially allowed you to turn your car’s stereo into an iPod-like entertainment system. I had my choice of loading music through a USB port, or music CDs. Once loaded, just like on an iPod, I could sort by artist, song, genre, etc. Very, very cool. One thing missing, however, was the ability to create a custom playlist.

I chose to load music through a USB thumb drive, and while it was very simple to do, I would’ve liked to see some sort of progress bar to let me know how much had been loaded. It’s always a little disconcerting to not know how much time it’s going to take to transfer files and, more importantly, not be sure if everything’s loading correctly. That said, it takes about a minute and a half to load a typical album.

The photo feature allows you to put only 10 images on the hard drive and then choose a default image to display on your dashboard. With today’s digital cameras, real geeks can literally add photos of their vacation – while on vacation – to their car’s dashboard. Yes, admittedly, I went the real geek route myself. Just thought you’d want to know.

My test vehicle also had an outstanding Sirius satellite radio which, in my humble opinion, is one of the best entertainment values you can sort yourself out with – especially if you take a lot of road trips. No matter how remote your location, you’ve always got a myriad choice of music, talk radio, news and sports.

DVD Entertainment

Staying on the entertainment theme, there’s no question that a built-in DVD entertainment system is the single most important item a parent can install for their children – if they want some peace on the road.

Now, don’t take this the wrong way. I’m not advocating placing your children in front of a TV or video screen all day. But when you’re on the road for six or more hours a day, there’s only so many are-we-there-yet or how-much-longer comments you can take before you want to scream and kill your children or yourself – neither of which is a very good idea.

Our Grand Caravan had two overhead LCD screens that allowed our boys in the second and third row seats to get a very clear view of their movie. And by giving each child their own wireless headphones, my wife and I were free to listen to satellite radio or any of the music we’d loaded onto the hard drive.

If you’re not a parent, you won’t know what I’m talking about. But for those with children, you can certainly appreciate the fact you don’t hear a peep out of the kids when they’re watching a movie. Is the DVD entertainment system worth it? You betcha. Are we horrible parents for letting the movies entertain the kids? Hmmm. That’s material for another story, another day.

It’s funny when you look at things from a child’s perspective. I asked my six-year-old if he liked road trips. “Yes … because you get to watch movies,” was his immediate response. As much as we’d like to believe our kids can appreciate any of the scenic beauty we experience along the coastline, it’s just not going to happen – especially under the age of 10.

While our vehicle wasn’t so equipped, an optional dual DVD system can play two different DVDs on the two separate LCD screens. Or one row can watch a DVD while the other row plugs in a gaming console (there’s a power outlet built right into the C-pillar). Or, get this, thanks to Sirius Backseat TV, either or both rows can watch live television from three channels: Disney, Cartoon Network and Nickelodeon. Once they add ESPN to that offering, there’s no question my wife will be doing most of the driving.

Another very cool option that Dodge offers is their “Swivel ‘n Go” second-row chairs that literally flip around 180 degrees so that the second row passengers now face the third row occupants. A removable table, that’s centered between both rows, makes card games and eating drive-thru fast food a pleasure. Essentially, your minivan is getting to be more and more like an RV.

Convenient LED reading lamps highlight the cabin and an overhead “halo” light bathes the interior in a soft blue. These cool blue lights, believe it or not, were a big hit with the kids.

Our vehicle also featured second row “stow and go” seats that easily fold into the floor. If you get the “Swivel and Go” seats for the second row, they won’t stow away like the third row seats.

Cupholders, as in all American vehicles, were everywhere. I especially liked the center console where I was able to easily store a quart-size water drinking bottle in addition to a few cokes. If you need your coke, coffee or beverage fix on a road trip, the center console on the Grand Caravan will store everything you need and then some.

Driving Impressions

As mentioned up front, the new Grand Caravan is completely redesigned. You’ll notice the rear is a little more squared-off which allows you to carry more luggage and gear and have greater visibility out the back. The roof is six inches wider than its predecessor. We loaded all our luggage into the rear compartment, behind the third row, which allowed the kids to have plenty of room inside.

There’s nearly two more inches added to wheelbase and overall length. Standard tires are now 16-inches and suspension is thoroughly revised with struts up front, a rear twist beam with coil springs, and a larger front stabilizer bar for improved control. That said, it’s still a minivan and rounding corners on tight, windy roads up the California and Oregon coasts made me realize it’s impossible to get great handling characteristics in a vehicle with this high center of gravity. In other words, you don’t buy a minivan to zip around tight corners.

Dodge no longer offers the previous four-cylinder base engine – which is a smart move. Who wants to chug up a hill, or accelerate to freeway speed, in a four-cylinder minivan? The new Grand Caravan lets you choose between three V-6s: a flex-fuel 3.3-liter (175 hp), a 3.8 (197 hp), and a new, 24-valve 4.0-liter unit that delivers 251 horses and 259 pound-feet of torque. The 3.3 is coupled with a standard four-speed automatic, while the two larger engines dial you into six-speed automatic transmissions – the first offered in a minivan.

Our vehicle was equipped with the 3.8 liter engine and was very adequately powered. Interestingly enough, there were no Low or Second Gear transmission options. The idea here is that the six-speed automatic transmission has low enough gear ratios to get you up those steep hills. I had a couple instances where we’d driven down to some coastal beaches and, during the steep, dirt-road drive back up the hill, the transmission performed flawlessly. Since most people rarely shift into anything other than “Drive” on their automatic transmissions, this is probably another wise move.

And with two less gear options to worry about, the shift lever is now mounted on the dash, just to the right of the steering wheel, and doesn’t take up very much room. EPA Fuel economy is rated at 16/23 city/highway respectively. I found, however, I was getting just over 20 miles to the gallon with a predominance of highway driving. We drove north up the coast, which involved a lot more stop-and-go driving, and returned via Interstate 5. In California, where much of the highway speed limit is 70 mph, I found that cruising between 75 mph and 80 mph was very easy on the engine. You don’t really want to drive a minivan faster than 75 anyway, as highway crosswinds in a higher-profile vehicle will make handling a little squirrelly.

Powerful remote keyless entry

I was also very impressed with the remote keyless entry. The range on this thing was the best I’ve ever seen. I could literally open and close the sliding power side doors or power liftgate with a touch of the button from about 75 yards away. No kidding. At one point, I was inside my brother-in-law’s house in Seattle, which sits on top of a hill, and I opened the car doors at the bottom of the hill, much to the surprise of a friend who was walking toward the car.

The Grand Caravan is loaded with safety features, including standard all-row side-curtain airbags, standard electronic stability and traction control, tire-pressure monitoring and optional rear park assist and backup camera.

Our vehicle was equipped with the “Customer Preferred Package 25K” at an additional $2,395, that included all the entertainment goodies I mentioned plus the rear back up camera. The only thing I didn’t have, which would have made the Grand Caravan the ultimate road trip vehicle was the integrated navigation system.

Here’s the real kicker. Everything, including all the power options and entertainment toys stickers out at only $30,330. Yes, the new Dodge Grand Caravan comes in at a lower sticker price than previous models. When you consider a fully-loaded Honda Odyssey or Toyota Sienna can quickly get you to $40k, I have no doubt a lot of folks are going to be rethinking Dodge and Chrysler.

For the record, if you have to do a road trip, and I don’t care if you’re a college student or parent of screaming quadruplets, the Dodge Grand Caravan is an outstanding option to get you there in style, comfort and safety.

Yes, I would do that road trip in the Grand Caravan again without hesitation. It was truly a lot of fun.

Quick facts:

Make: Dodge
Model: Grand Caravan SXT
Year: 2008
Base price: $ 26,805
As tested: $30,330
Horsepower: 197 Hp @ 5200 rpm
Torque: 230 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: No
Fuel economy: 16/23 mpg, city/highway

2008 Dodge Caliber SRT4

Lean mean five-door machine
By Nina Russin

2008 Dodge Caliber SRT4

In a perfect world, everybody would be able to drive a car with two seats, abundant horsepower, and a perfect front-to-rear weight ratio. Packs of elves would ferry cargo and children under the age of sixteen to their destinations. Mortgage payments, power and cable bills would not exist. Nothing would ever break down, and college tuition would be free.

In the real world, people with families want affordable cars that don’t feel like appliances. While a high-performance family wagon may seem like an oxymoron, such an animal exists. The Dodge Caliber SRT4 holds five people, averages 24 miles-per-gallon, and comes with standard antilock brakes, electronic stability program and side curtain airbags.

The standard 285-horsepower engine accelerates from zero-to-sixty in just over six seconds. Top speed is 155 miles-per-hour.

Twin turbochargers and a free-flow stainless exhaust make the car breathe like a sprinter. It also stops on a dime, thanks to twin-piston front brakes with massive rotors. A race-inspired clutch gives the six-speed transmission an extra kick in the pants.

The hot-rod Caliber comes in four colors: none of them are boring. Base price, including destination charges, is $23,000.

Giddy up

The new Caliber SRT4 was the second half of a recent Chrysler program in southern Indiana that also included the all-new Jeep Liberty. While the Liberty appeals to drivers who seek their thrills off-road, the Caliber is a street-legal machine that loves to go trackside. But unlike some street machines, the Caliber is practical enough to be a family’s only car.

Except for a stiffer-than-average clutch, it’s quite drivable. Gauges are easy to read without obstructing the forward view: the electronic boost gauge is to the left of the steering wheel, below the dash. Visibility to the rear is also good, despite the car’s rather wide D-pillars.

The short-throw shift lever is easy to use. Braking is firm but not grabby. Sixty-to-zero braking distance is 125 feet.

A single large exhaust pipe emits a throaty purr during acceleration. The SRT4 has more road noise than the standard Caliber, but that’s something the intended audience will probably appreciate. There is no noticeable wind noise around the mirrors or windshield, and the sound from the tires isn’t so loud that it drowns out conversation inside.

Hood scoops and brake ducts prevent the car from overheating when idling in hot weather. My test drive included ten miles through Indianapolis during rush hour. Despite record heat and high humidity, there was no change in performance, and engine temperatures remained normal.

Four-wheel independent suspension gives the SRT4 a comfortable ride on the average pothole-ridden freeway. Large front and rear stabilizer bars keep the chassis flat in the corners, and resist the tendency of the front-wheel drive car to understeer. Engineers also made the rear spoiler larger to increase down-force. I pushed the car hard into a couple of turns, and never lost control of the front end.

In the interest of performance, engineers lowered car’s ride height, which puts the front fascia pretty close to the road. Ground clearance is just under seven inches: enough to clear the average driveway, but a potential problem driving through deep snow. The standard R-rated tires provide excellent traction in warm weather, but cold-climate denizens should probably count on a separate set of treads for the winter.

Hot rod interior

Designers spiced up the interior with high-performance seats and a carbon leather steering wheel. Side bolsters on the front bucket seats are aggressive enough to hold passengers in place without limiting access and egress. The white-faced gauges are easy to read. Buyers can opt to add “performance pages:” a display that records acceleration times, speed, braking distance and G-forces.

Pedal covers give drivers extra grip at the track. The shift lever is an inch shorter than the standard Caliber for faster, cleaner gear changes. The Getrag gearbox includes a standard reverse lockout ring.

Buyers can upgrade the standard audio system to a 322-watt Kicker sound system with thirteen speakers. The rear speakers flip down from the tailgate, for an open-air party.

Caliber’s rear seats fold flat to extend the rear cargo area, making the car bicycle friendly. A vinyl load floor in the cargo area is removable and washable.

Up front, a chill zone provides cold storage for up to four 20-ounce cans or bottles. A flip pocket in the center armrest holds a cell phone or MP3 player.

Map pockets in the doors add additional storage, as does a small shelf in the center stack underneath the audio system. Audio and temperature controls are easy to reach from either front seating position.

High level of standard safety

The Caliber has received five-star crash ratings for both frontal and side impacts. In addition to standard front and side-curtain airbags, the SRT4 also has an inflatable knee blocker that protects the driver in the event of a crash. Antilock braking, traction control, and electronic stability program are standard equipment, as is a tire pressure monitoring system.

The Caliber SRT4 rolls into dealerships the fourth quarter of this year.

Likes: The Caliber SRT4 is a great package for drivers who want performance but need the practicality of a five-seat passenger car. The 285-horsepower engine and six-speed manual gearbox deliver plenty of low-end power for launching off the line. The suspension is compliant enough for daily driving, but stiff enough to handle autocross on the weekends. Steering feedback is excellent.

Dislikes: The stiff racing clutch may be a problem for urban commuters who spend a lot of time in gridlocked traffic.

Quick facts:

Base price: $22,995*
Price as tested: N/A
Horsepower: 285 Hp @ 5700 r.p.m.
Torque: 265 lbs.-ft. @ 2000 r.p.m.
0 to 60: 6 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: No
Off-road: No
Bicycle friendly: Yes
Fuel economy: 21/26 m.p.g. city/highway
Comments: * Base price includes the destination charge.