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    2013 Lexus GS 350 F-Sport


    • The German automakers' worst nightmare has come to fruition.


    William Maley

    Staff Writer - CheersandGears.com

    October 16, 2013

    Last year, I had the great fortune of going to the Midwest Automotive Media Association's Spring Rally. The rally brings automotive media and manufacturers together for a couple days of driving new vehicles. During my time there, I had the chance to slip behind the wheel of the recently launched Lexus GS 350. But this wasn't any ordinary GS 350. It happened to be the new GS 350 F-Sport model. When I wrote my wrap-up of the event, I said this about the GS:

    "Has Lexus created a vehicle that can give everyone in the midsize luxury sedan class something to worry about? Oh very much so."

    Bit of a bold proclamation. I wanted to find out if that would hold true after an extended stay on the roads I drive on and Lexus obliged by handing over a 2013 GS 350 F-Sport for a week's stay.

    gallery_10485_700_1469074.jpg

    Polarizing. That's the word I would use to describe the GS 350 F-Sport's exterior design. To start, there is Lexus' spindle grille in the front. This is either a love it or hate it relationship. Personally, I love the spindle grille on the GS, especially when it has the mesh-grille insert. There is also a set of LED daytime running lights running along the inner edge and a more aggressive front bumper with vents to feed air to the massive brakes. Along the sides are a high belt line, side skirts, and a set of nineteen-inch alloy wheels in a graphite finish. Towards the back, a rear lip spoiler and valance finish off the sporty touches. It's shock and awe in one complete package.

    Heading inside, the GS 350 F-Sport looks and feels like a sporty sedan. You have loads of black leather and soft-touch materials that contrast very well with the grey trim pieces used in the dash. The front seats are well-bolstered and provide a wide range of adjustments such as adjustable side bolsters and power thigh support for the driver. Heat and ventilation are included for both seats. The ventilation was much appreciated during the week as it was pretty warm.

    gallery_10485_700_79828.jpg

    The back seat isn't as big as you might think. A large transmission tunnel means it's only really comfortable for two passengers. Also headroom comes at a premium due to a sloping roofline.

    Techwise, the GS 350 comes with a large 12.3-inch screen that houses Lexus' Enform infotainment system. The screen is divided up into two parts. The majority of the screen is dedicated to navigation, media selection, climate and information. The remainder of the screen is used for telling you what's playing and a overview of the climate system. I like this layout since I can have the navigation and what's playing on my iPod at the same time. Well done, Lexus!

    To move around the system, there is Lexus Remote Touch. The system uses a joystick to navigate around the menus and select functions. I'm not a fan of Remote Touch since the system is a bit touchy and you have to take your eyes off the road to make sure you are going into the selection you want.

    Enough about the design and seating arrangements, lets dive into how it drives.


    Powering the GS 350 F-Sport is a 3.5L V6 with 306 horsepower and 274 pound-feet of torque. A six-speed automatic transmission is the sole choice. The 3.5L is very Lexus-like at the low end, quiet and smooth. Surprisingly, it also packs a bit of punch as well. Keep the revs climbing the 3.5L emits a very lovely engine note. The six-speed automatic never put a gear cog wrong. It somehow knew what gear the vehicle needed to be in.

    gallery_10485_700_1173403.jpg

    The GS also comes with Lexus Drive Mode Selector which offers four different configurations for the powertrain and suspension. The modes are as followed:

    • Normal: Standard throttle mapping and suspension tuning, gearshifts tuned for comfort.
    • Eco: Slower throttle mapping, reduced operation of the climate control
    • Sport: Quicker throttle mapping, stiffer suspension tuning
    • Sport+: Much quicker throttle mapping, even stiffer suspension tuning, heavier steering, number of powertrain enhancements

    During the week, I found myself cycling though all of the modes and using them for their respective needs. Normal worked very well in the city and in the suburbs. Eco did great on the freeway and the long rural roads of Northern Michigan. Sport and Sport+ were left to the curvy roads as the engine could be worked.

    The GS 350 F-Sport comes with Adaptable Variable Suspension (AVS). The suspension can be adjusted by a driver via the Drive Mode Selector to either be stiff or soft. The same is true for the steering as it can be adjusted to provide a heavier feel. Do they work? In short, yes.

    Flicking the Drive Mode Selector into Sport and Sport+ transforms the GS into something of a road demon. Moving along on one of the test roads I use, the GS felt much more agile than I was expecting. Body lean was kept to a minimum. Steering was excellent with good feel and weight when it was being pushed.

    Switching back into Normal and Eco mode, the GS 350 F-Sport becomes a very sensible luxury sedan. The suspension softens up and provides a very smooth ride. Sound deadening is excellent with wind and road noise kept to a minimum.

    gallery_10485_700_1193579.jpg

    Fuel Economy for the GS 350 F-Sport is rated at 19 City/28 Highway/23 Combined. During the week, I got an average of 26 MPG.

    Going back to beginning of this review, I was wondering if I could stand behind the verdict I gave to GS 350 F-Sport when I briefly drove it last year. The answer is a resounding yes. I don't how Lexus was able to pull this off, but somehow it has created a midsize luxury sedan that is very much fun to drive and provides many luxuries for its occupants.

    The GS 350 F-Sport should make everyone in midsize luxury sedan class a bit nervous and worried. Especially if Lexus engineers take what they learned from the GS F-Sport and applies it onto a GS-F.

    gallery_10485_700_1573756.jpg

    Disclaimer: Lexus Provided The GS, Insurance, and One Tank of Gas.

    Year: 2013

    Make: Lexus

    Model: GS 350

    Trim: F-Sport

    Engine: 3.5L DOHC 24-valve VVT-i V6

    Driveline: Rear-Wheel Drive, Six-Speed Automatic Transmission

    Horsepower @ RPM: 306 @ 6,200

    Torque @ RPM: 274 @ 3,600

    Fuel Economy: City/Highway/Combined - 19/28/23

    Curb Weight: 3,795 lbs

    Location of Manufacture: Tahara, Aichi, Japan

    Base Price: $46,900.00

    As Tested Price: $55,869.00* (Includes $875.00 destination charge)

    Options:

    F-Sport Package - $5,690.00

    Navigation Package - $1,735.00

    Blind Spot Monitor System - $500.00

    Trunk Mat - $105.00

    Cargo Net - $64.00

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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    excellent article again!

    this car deserves props and Lexus is improving a lot. But I can't help but think I would pick the new CTS over this car 99 times out of 100, even as good as it may be.

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    The Toyota Camry of Mid-Size Luxury Cars..... It has everything it needs to have on paper, but fails to excite me in any way.

    At $55k, I would pick any of the Germans, the 2014 CTS or even XTS, the Infiniti Q70 (M45), the Jaguar XF 3.0 AWD.... or if I was feeling particularly American that day, the 300C John Varvatos and still have change in my pocket for another classic Oldsmobile.

    The only cars I can think of that the GS would beat on my "buy" list would be the Genesis, MKS and the RLX.

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    WOW, this was a great write up but the car leaves me dead on arrival. Just a rebadge of the Toyota and non inspiring. So many other auto's that are far more inspiring than this is.

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    The Toyota Camry of Mid-Size Luxury Cars..... It has everything it needs to have on paper, but fails to excite me in any way.

    At $55k, I would pick any of the Germans, the 2014 CTS or even XTS, the Infiniti Q70 (M45), the Jaguar XF 3.0 AWD.... or if I was feeling particularly American that day, the 300C John Varvatos and still have change in my pocket for another classic Oldsmobile.

    The only cars I can think of that the GS would beat on my "buy" list would be the Genesis, MKS and the RLX.

    I would be with you before I drove the GS. But after driving it, I would be my top pick. The XTS is too soft (although I do love it), Q70 is getting up there age, XF gets pricy (though that would be my alternate), 5-Series has gotten dull, E-Class has gotten ugly, and the A6 looks like a stretched A4.

    300 and Genesis are in a different category for me. Also, I need to get my hands on a CTS for review (still not sold on the styling though).

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    The XTS V-Sport would be my first choice, but that is over $55k and without the turbos, I would default back to a V6 CTS or even just save a bunch of money and go with the 300c Hemi

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    • By William Maley
      Almost three decades ago at the Detroit Auto Show, Toyota shocked the establishment with the introduction of Lexus and LS 400 flagship. Lexus hopes with the 2018 LS introduced this morning in Detroit is able to recapture some of that shock.
      The look of the 2018 LS is familiar and somehow different. The profile is the similar to the current LS, but Lexus made a number of changes to make it stand out. There is a more aggressive take on the spindle grille, a crease running along the doors, lower ride height, and larger wheels. The new GA-L platform that made it's debut last year on the LC coupe underpins the LS. It has been stretched and widened to provide measurements of 206.1-inches long 74.8-inches wide, and 57.1-inches tall. This makes it about the same size as a BMW 7-Series long-wheelbase.
      Power comes from an all-new 3.5L twin-turbo V6 engine with 415 horsepower and 442 pound-feet of torque. This comes paired with a new ten-speed automatic. Lexus says the LS with this engine will hit 60 mph in 4.5 seconds. It is unknown whether or not a V8 or hybrid option will be introduced down the road. The front and rear multilink suspension setup from the LC is employed on the LS. An air suspension system is optional.
      The interior takes some ideas from the LC with a similar instrument cluster with traction control and drive mode selectors sitting on either side. The seats have been redesigned and now feature 28-way power adjustments for those sitting up front. Rear seat passengers can get reclining seats, an ottoman, and Shiatsu massage functionality. Tech-wise, there is a new version of Lexus' remote touch system with a 12.3-inch infotainment system and optional 24" color heads-up display which the automaker claims is the largest in the world.
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      Press Release is on Page 2


      With the All-New 2018 LS, Lexus Reimagines Global Flagship Sedan
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      “We set previously unheard of targets and resolutely pushed ahead towards these ambitious goals,” said LS chief engineer, Asahi. “The customers who are going to want to own a Lexus flagship are already surrounded by luxury on a daily basis, people who have a sharp eye for authenticity to begin with. We wouldn’t turn their heads with a conventional premium product.”
       
      A Flagship Reborn
       
      Just as the original LS launched the Lexus brand, the all-new 2018 LS continues the brand’s more dynamic direction. Each generation of LS sedans leading up to this iteration advanced luxury, craftsmanship, performance and safety in their own way, with the most recent also introducing a far more emotional design and engaging on-road performance.
       
      To create the all-new LS, Lexus took the approach of starting from new, reimagining what a flagship sedan should be, as if launching the brand all over again. The goal was not to improve on what Lexus has done, but to exceed expectations of global luxury customers.
       
      A common thread going through all LS models remains: Omotenashi, the concept of Japanese hospitality. Applied to a luxury automobile, it means taking care of the driver and passengers, anticipating their needs, attending to their comfort and helping to protect them from hazards.
       
      Vehicle Dynamics
       
      More than ever before, luxury sedan drivers demand greater handling agility and performance feel without sacrificing comfort. It’s one of the most difficult balances to achieve in a vehicle, yet the new Lexus global architecture for luxury vehicles (GA–L) meets the challenge. The new platform debuted in the LC 500 coupe and now, with a longer wheelbase, underpins the new LS. To enhance center of gravity height and weight distribution, the new LS has a wide and low design.
       
      The GA-L platform is the stiffest in Lexus history, setting the stage for enhanced handling, ride smoothness and cabin quietness. The 123-inch wheelbase is 1.3-inch longer than the current LS long-wheelbase model.
       
      Helping to provide the uncanny ride and handling balance in the new LS is the latest generation of a chassis control technology known as Vehicle Dynamics Integrated Management (VDIM). This system implements cooperative control of all vehicle subsystems – braking, steering, powertrain, and suspension – to control basic longitudinal, lateral and vertical motion as well as yaw, roll and pitch. Optimal control of these motions helps to enable exceptional ride comfort, enhanced traction and safety and handling agility. Handling can be further enhanced by active stabilizer bars and the Lexus Dynamic Handling (LDH) System with independent front and rear steering. VDIM is capable of aiding stability when the car is traversing split-friction surfaces, such as dry pavement and ice.
       
      In creating the new LS, engineers used lightweight materials including ultra-high tensile steel sheet and aluminum to carve over 200 pounds from the current LS platform and body. These savings, along with the implementation of the new V6 engine and enhanced body rigidity, allow for a more dynamic driving experience. 
       
      Critical to its driving performance, the new platform lowers the car’s center of gravity by placing most of the mass, including the engine and the occupants, in a position more centralized and lower in the chassis. Special braces in the engine compartment, stiff aluminum front and rear suspension towers, and other features help bolster the strength of key chassis structures.
       
      The LS has a history of outstanding suspension compliance, yet Lexus saw opportunity for new gains in this realm as well. For example, the multilink suspension employs double ball joints on the upper and lower control arms to help allow for control of the smallest movements from the driver inputs and road conditions. Beyond sharing workload, a dual ball joint arrangement helps optimize suspension geometry to increase wheel control and yield more precise steering response with better initial effort. To reduce unsprung weight and therefore aid agility and comfort, aluminum is used extensively in the suspension.
       
      LS Performance and Smoothness Redefined: Twin-Turbo V6 and 10-Speed Transmission
       
      For both high power and excellent fuel efficiency, Lexus designed an all-new 3.5-liter V6 engine specifically for the new LS with all-new twin turbos developed through the company’s F1 technology. This new engine in the LS is indicative of the more dynamic approach being taken by Lexus, offering V8-level power without sacrificing fuel economy—all while minimizing noise and vibration. The new LS engine offers the output one would expect in a flagship sedan: 415 horsepower and 442 lb-ft of torque, sizeable gains over the current LS model’s V8. The long stroke and optimized stroke-to-bore ratio contribute to high-speed combustion and the efficiency of the twin turbos, which assist the LS with a projected 0-60 time of 4.5 seconds (RWD).     
       
      Perhaps more critical is how Lexus tuned the engine and transmission to deliver instant acceleration and a constant buildup of torque toward the engine’s redline.
       
      A ladder frame structure in the cylinder block, redesigned engine mounts, electric wastegates and numerous other features help ensure the remarkable powertrain smoothness, a Lexus hallmark. The driver will be able to tailor powertrain response and feel by choosing from Normal to Sport to Sport+ modes, and just enough of the exhaust note can be heard to enhance the sporty feel.
       
      The first-ever 10-speed automatic transmission for a premium passenger car, having already debuted in the Lexus LC 500, is also used in the new LS flagship sedan. It is a torque-converter automatic, yet with shift times that rival those of dual-clutch transmissions. The wide bandwidth afforded by ten closely spaced ratios is ideal for all forms of driving, helping to provide an optimal gear for all conditions.
       
      Shifting via paddles is available, yet many will prefer the advanced electronic control system, which anticipates the driver’s input. The system chooses the ideal ratio by monitoring the acceleration, braking and lateral-g forces.
       
      For starting acceleration, the close ratios of the low gears and the shortened shift time enable a rhythmical and exhilarating acceleration feel. The high torque of the twin-turbo engine matches ideally with the higher gear ratios for effortless, serene highway cruising, yet very quick downshifts yield direct acceleration with no lag in G response.
       
      Torque converter lock-up activates in all ranges except when starting off to provide a direct feel, while also supporting fuel efficiency.
       
      Crafting a Unique Identity
       
      “The LS is the flagship of the Lexus brand,” said chief designer, Koichi Suga. “More than any other model, it embodies the history and image of Lexus and serves as a symbol for everything the brand stands for.”
       
      Following the “Yet” philosophy that has been passed on since the first-generation LS, Lexus created a design offering the room and comfort of a prestige “three-box” sedan, yet with the stylish silhouette of a four-door coupe that holds stronger appeal for younger luxury customers.
       
      Lexus designers took full advantage of the new platform, with its lower profile and length on par with that of a prestige long-wheelbase sedan, to give the new LS a stretched, ground-hugging appearance. Compared to the current LS, the new model is about .6 inches lower, while the hood and trunk are approximately 1.2 inches and 1.6 inches lower, respectively. The new LS is the first Lexus sedan with a six- side window design. Also a first for a Lexus sedan, the flush-surface windows smoothly integrate with the side pillar.
       
      To preserve headroom with the lower profile, the new LS features an outer slide-type moonroof. The unique rendition of the spindle grille mesh, with a texture that seemingly changes in different light, is the result of both intense CAD development and hand-adjusting thousands of individual surfaces.
       
      The LS debuts five wheel designs, including two new 19- and three 20-inch wheel designs. The 20-inch premium wheels employ a brilliant appearance created using an electroplating technique known as sputtering. All but one of the wheel designs feature a hollow rim structure that helps reduce the resonance sound generated by the tires.
       
      Progressive Comfort with Traditional Inspiration
       
      Creating a new standard of flagship luxury is not simply a matter of adding more features. Inspired by the omotenashi principle, Lexus sought to instill the new LS cabin with luxury that welcomes and envelops the occupants while treating the driver like a partner.
       
      “I suggest that you simply open the door and experience that immediate, intuitive sense that you’re looking at an interior that is unlike any luxury car before,” said chief designer Suga.
       
      New seating designs, including available 28-way power front seats that feature heating, cooling and massage, exemplify this approach. The organically shaped dash design clusters information displays at uniform height to support the “seat-in-control” layout that emphasizes the driver’s ability to operate all systems without the need to change posture.
       
      While making the new LS even more of a driver’s car, Lexus also lavished attention to the rear seat, developing a design that creates seamless, enveloping continuity between the trim and seatbacks for passenger egress.
       
      Options for heating, cooling and massage make the rear seat a welcoming environment. The available power front and rear seat with Shiatsu massage and a raised ottoman, part of a wider rear seat luxury package, offers the most legroom of any previous-generation LS. In addition, the seat behind the front passenger in this optional package can be reclined up to 48 degrees, and can be raised up to 24 degrees to help assist the rear-seat passenger in exiting the vehicle.
       
      Because the new LS is lower than previous versions, Lexus, for the first time, equipped the available air suspension with an access function. Activated by unlocking the car with the smart key, access mode automatically raises the vehicle and opens the seat bolsters to welcome drivers behind the wheel.
       
      The Intersection of Tradition and Technology
       
      Lighting and attention to detail express a unique aesthetic in the LS. A new approach to creating trim elements again turned to Japanese culture, combining traditional Japanese aesthetic with advanced manufacturing techniques. This is reflected in signature touches, such as beautiful interior ambient lighting inspired by Japanese lanterns and armrests that appear to float next to the door panel.
       
      Inspired by Shimamoku wood patterns, the new forms that combine the artistic combination of natural woodwork and application of Japan’s sophisticated sliced wood and laser cutting manufacturing technologies can be seen in the new LS. New patterns include Art Wood Organic, Art Wood Herringbone, and Gray Sapele Wood with Aluminum. Compared to the straight-grain Shimamoku pattern, the new LS cross-grain is a larger pattern featuring bolder contrasts between light and dark, giving the wood a more vibrant appearance.
       
      The Sounds of Near Silence – or Great Music
       
      Lexus tuned the LS exhaust to convey a more authoritative tone, yet also designed the cabin to ensure utterly quiet cruising. New sound suppression methods further hush the environment compared to previous LS models. Active Noise Control quiets the cabin even more by detecting the sound of the engine coming into the vehicle and cancelling certain frequencies using antiphase sound from the audio speakers.
       
      The serenity of the LS cabin provides an ideal stage for the standard premium audio system or the audiophile-worthy available 3D surround Mark Levinson audio package with in-ceiling array speakers. The package features a more inviting graphic user interface. Its next-generation remote touch is designed to mimic smartphone operation, also supporting handwritten input. In addition to its 12.3-inch wide navigation display, the LS can incorporate an optional 24-inch color heads-up display (HUD)—the largest in the world—that projects a variety of information onto the driver’s forward view.
       
      Advanced Safety Features and Driver Support
       
      Structurally, the all-new Lexus LS offers a high degree of passive safety for occupant protection in collisions. Lexus has also equipped the LS with technologies that can possibly help prevent crashes from occurring or mitigate their effects.
       
      The LS will feature the brand’s Lexus Safety System + and offer the Advanced Safety Package, which features the world’s first system with Intuitive Pedestrian Detection with Active Steering within the lane. With this system, if a pedestrian is detected in the lane ahead and a collision is imminent, the LS is designed to automatically brake and potentially steer around the person while staying in the lane. The available color HUD is utilized in alerting the driver.
    • By William Maley
      Last fall, I had the chance to drive a Dodge Charger R/T Scat Pack for a week and fell in love. It was basically an SRT Charger, minus a few items for just under $40,000. This fall, another high-performance Charger came in a week’s stay and it was packing more heat. 707 horsepower to be exact. Yes, I finally got my hands on a Hellcat. What was it like? It was fast, but you want more information than that.
      That 707 horsepower figure comes courtesy from a 6.2L supercharged HEMI V8. Torque is rated at 650 pound-feet.This is backed up by an eight-speed automatic only. If you want a manual, then you’ll need to get the Challenger Hellcat. Trying to explain just how fast the Charger Hellcat is difficult. This is a car that you need to drive or sit in to experience the ferocity of the V8 engine. The best way I can use to describe the Hellcat’s power delivery is engaging warp drive. Step on the accelerator and the supercharger whirrs into life and the V8 produces a roar very few vehicles can dream. Blink and you’ll be at an illegal speed before you know it. Taking turns in the Hellcat is somewhat difficult because of the accelerator. You need to roll on it if you want to do it smoothly. If you step on the accelerator pedal like you would on a standard vehicle, the back will become very loose and the stability control will kick on to get the vehicle straightened out. This is especially important due to the tires fitted to Hellcat, a set of Pirelli P-Zeros. These tires need to be warmed up before they begin to bite the road. The Hellcat will be a regular at the fuel pump with fuel economy figures of 13 City/22 Highway/16 Combined. I got about 14.3 mpg during my week in mostly city driving. Handling? That’s the surprising part as the Charger Hellcat doesn’t embarrass itself. Fitted with an adaptive suspension system, the Charger Hellcat shows little body roll when put into Sport and provides a smooth ride when in comfort. The steering system provides the right amount of feel and heft you want in a performance vehicle.  Bringing a 707 horsepower vehicle to a stop is no easy task, but a set of massive Brembo brakes is up to the task. It brings the Charger Hellcat to a quick halt. The Charger Hellcat looks like your standard SRT Charger with a new front clip and lowered stance. There are some slight differences such as a new hood, 20-inch wheels finished in a dark bronze color, and the requisite Hellcat emblems on the front fenders. Inside, the Hellcat isn’t that much different from the standard Charger aside from the speedometer going 200 mph. It would have been nice if Dodge could have done some sprucing of the interior to not make it feel so dank and dark. A little bit more color on the dash would not be a bad thing. The front seats have extra bolstering to hold you in when you decide to let loose all 707 horsepower or take a turn a bit too fast. As I mentioned in my Ram 1500 Quick Drive last week, the Charger’s UConnect system is beginning to show its age. The interface is still easy to use but is beginning to show signs of aging. Performance isn’t as snappy either as in previous FCA models. Hopefully, the 2017 model is able to get the updated UConnect system that debuted in the Pacifica. The UConnect system in the Charger Hellcat does come with SRT Pages. This allows you to record 0-60, quarter-mile, and reaction times. It also allows you to change various performance settings such as gear changes, suspension, and whether you want the full 707 horsepower or 500. The last one pertains if you happen to have the red key. In terms of pricing, the Charger Hellcat kicks off at $65,495. With options and a $1,700 gas guzzler tax, our tester came to $72,820. Compared to other high-performance sedans, the Hellcat is quite the steal. If it was my money on the line, I would go for the Charger R/T Scat Pack. I get most of the enjoyment of the Hellcat, minus the supercharger whine. But I would have a fair chunk of change that I could spend on hopping it up. But I understand why someone would go for the Charger Hellcat. It is a four-door sedan that provides explosive acceleration and engine note that no other vehicle can dare match. There’s something magical about stepping on the accelerator, being flung back into the seat due to power on tap, and then laughing like a four-year old after what happened. Disclaimer: Dodge Provided the Charger Hellcat, Insurance, and One Tank of Gas
      (Author’s Note: That’s a wrap for the 2016 review season. We’ll be back with the first batch of 2017 model year vehicles after New Years. But I will be picking my favorite vehicles I drove this year. Expect to see that before the year comes to a close.)
      Year: 2016
      Make: Dodge
      Model: Charger
      Trim: SRT Hellcat
      Engine: Supercharged 6.2L HEMI V8
      Driveline: Eight-speed automatic, Rear-wheel drive
      Horsepower @ RPM: 707 @ 6,000
      Torque @ RPM: 650 @ 4,800
      Fuel Economy: City/Highway/Combined - 13/22/16
      Curb Weight: 4,570 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $65,945
      As Tested Price: $72,820 (Includes $995 Destination Charge and $1,700 Gas Guzzler Tax)
      Options:
      Customer Preferred Package 23T - $1,995.00
      20-inch x 9.5-inch Brass Monkey SRT Forged Wheels - $995.00
      275/40ZR20 P Zero Summer Tires - $595.00
      Redline Red Tri-coat Pearl Exterior Paint - $595.00

      View full article
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