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    William Maley

    Quick Drive: 2014 Mercedes-Benz S63 AMG 4Matic

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      When Power Corrupts

    I will admit that I have a thing for high-performance luxury flagships because of the sheer contradiction of them. Here is a type of vehicle whose main purpose is to coddle their passengers and provide smooth ride, and then drop in a bunch of performance goodies to make it into something completely different. But I never had the chance to drive one of these vehicles. That changed at the MAMA Spring Rally back in May where Mercedes-Benz had a 2014 S63 AMG 4Matic available for drives.

    Lets begin with the S-Class itself. The new model I think is one of the best looking S-Classes in quite a while. It takes the last-generation model and refines it. The front end is more imposing with the large grille and headlights, while the three-pointed star takes its requisite spot on top the hood. The back end gets a new trunk lid and revised styling for the tailights. AMG adds some subtle changes such as front bumper with larger air vents, larger matte-finish wheels, different finishes for the trim, and the endless amount of AMG badges. The only thing I would change is the black wheels as it ruins the look of the S63.

    Inside, the S63 AMG is pure class. Mercedes still knows how build a well-crafted interior in their higher-end models with high-quality wood, leather, plastic, and metal everywhere. The seats could rival a laz-a-boy recliner for how comfortable they are. The wide number of adjustments, heat, ventilation, and massaging function are the icing on top. Technology is everywhere with two massive screens stretching across the driver's field of vision. One screen features gauges and trip computer functions, while the other handles infotainment needs.

    Power comes from a twin-turbo 5.5L V8 engine with 577 horsepower and 664 pound-feet of torque. This comes paired up to a seven-speed automatic and Mercedes' 4Matic all-wheel drive system. Sorry, no rear-wheel drive is available for this model. Step on the throttle and the S63 moves at rate that only performance sports cars can achieve. 60 MPH is reached in a scant 3.9 seconds and can hit a top speed of 186 MPH. Driving on the back roads in Elkhart Lake, Wisconsin, it shocked me how quick the S63 can get up to speed.

    But more shocking is how the model rides and handles. The S63 is fitted with an air suspension that adjusted from comfort to sport, larger anti-roll bar, and a stiffer subframe carrier. These changes make S63 handle surprisingly well with no feeling of body lean and feeling very planted. It cannot fully mask the size of S63 though, which is ok. Put the suspension in comfort and it becomes a normal S-Class with a smooth ride and no hint of wind/road noise. Steering has good feel and weight no matter if you decide to drive around town or a back road.

    The S63 AMG 4Matic shows that Mercedes can make their top-of-line luxury sedan become a really enjoyable driver's sedan. You'll just have to pay a very pretty penny for the chance.

    Disclaimer: Mercedes-Benz Provided the S63 AMG 4Matic For The MAMA Spring Rally

    Year: 2014

    Make: Mercedes-Benz

    Model: S-Class

    Trim: S63 AMG 4Matic

    Engine: 5.5L Twin-Turbo V8

    Driveline: Seven-Speed Automatic, All-Wheel Drive

    Horsepower @ RPM: 577 @ 5,500

    Torque @ RPM: 664 @ 2,250 - 3,750

    Fuel Economy: City/Highway/Combined - 15/23/18

    Curb Weight: N/A

    Location of Manufacture: Sindelfingen, Germany

    Base Price: $139,500

    As Tested Price: $164,535 (Includes $995.00 Destination Charge)

    Options:

    Burmester High-End 3D Sound System - $6,400

    Black/Black Exclusive Napa Leather - $4,450

    Driver Assistance Package - $2,800

    Warmth and Comfort Package - $2,600

    Night View Plus - $2,260

    Twenty-Inch AMG 10-Spoke Forged Wheels - Black - $2,200

    Surround View Camera - $900

    Red Brake Calipers - $700

    AMG Performance Steering Wheel with Dinamica Side Grips - $500

    Air Balance Package - $350

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    15 MPG is pretty awful, but mercedes has over a dozen cars getting in the mid teens in the city.

     

    Should really have at least a 9-speed trans if not a 10, this is seriously behind the times. I'd like to see a 12-spd box for ultimate bragging rights... because you know this segment of car buyers like to get together, pull out their owner's manuals and talk about how many gears they have. :rolleyes:  

     

    Let's see, with a sticker of $164K, one can probably grab one new off the lot for $130K or so. Or wait 12 months and get one for the average sticker price of a new S470.

    It's pretty tough to kiss more dollars goodbye due to depreciation on any other car.

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    I agree that this is one of the better looking S-classes in a while probably since the W126 model. The previous one had sort of an imposing look, but the wheel fenders were a bit tacky as time went on.   I'm not a fan of black wheels or red brake calipers, those are options I'd leave behind for sure.  I have wondered how much better Active Body Control makes it, and I've read and seen reviews that with the road scanning suspension that the car basically glides over anything without feeling it.  My car has Airmatic which is great for ride quality but I can see how ABC would help take out any body roll or lean.

     

    I myself thought they would have used the 9-speed, but perhaps they didn't want to risk a new model with a new transmission, but 2015 S-classes still have the 7-speed.  The 2015 CLS will be the first to get the 9-speed, then it will spread to other models, that should help fuel efficiency.  But the S63 still gets better mileage than a CTS-V or BMW M5 despite being larger and more powerful than both of them, and having AWD which hurts fuel economy.

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    I agree that this is one of the better looking S-classes in a while probably since the W126 model. The previous one had sort of an imposing look, but the wheel fenders were a bit tacky as time went on.   I'm not a fan of black wheels or red brake calipers, those are options I'd leave behind for sure.  I have wondered how much better Active Body Control makes it, and I've read and seen reviews that with the road scanning suspension that the car basically glides over anything without feeling it.  My car has Airmatic which is great for ride quality but I can see how ABC would help take out any body roll or lean.

     

    I myself thought they would have used the 9-speed, but perhaps they didn't want to risk a new model with a new transmission, but 2015 S-classes still have the 7-speed.  The 2015 CLS will be the first to get the 9-speed, then it will spread to other models, that should help fuel efficiency.  But the S63 still gets better mileage than a CTS-V or BMW M5 despite being larger and more powerful than both of them, and having AWD which hurts fuel economy.

    Me thinks you have been hitting the Giggle Weed a bit too much. The CTS-V does much better on MPG than this over rated S.

     

    For what is being asked here dollar wise, you get better value and I feel a better over all auto than this S63.

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    Well the EPA rates the CTS-V lower than the S63 so I was going off that.  But Car and Driver in 2 different comparison tests with a CTS-V, one in 2009 and one in 2011 got 11 mpg each time.  So if they got 16 mpg on an S63, that is pretty good.

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    I'd imagine most that can afford this can afford and S65, even though the S63 is quicker 0-60, I'd want an S65 to have the V12.  Once you get into this price strata, why wouldn't you get the V12.

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    Interestingly I read a book about actual millionaires. It suggested people with real wealth often live modestly. I could afford to drive a much more expensive car and choose not to.

    Actually, were I a multi millionaire the Impala is as expensive a car as I would want. And I would prefer a VW GTI to an S class, personally.

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    ...and it is hard for me to like most modern luxury cars. Nothing Infinity builds comes close to a 72 Olds Cutlass visually. Why would I spend 60 grand on a car that looks worse than a car I lusted after in high school?

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    Even greater landslide depreciation??

    Luxury cars and McMansions are keeping the upper middle class broke and in debt. Don't want to get political, but the USA is a debtor nation to Mexico for Christ sake. We need to invest/save more as a society and spend less on frivolous crap (s class perhaps?). IMHO.

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    A friend & client of mine is a multi-millionaire. He once had a 1916 Case steam traction engine, just because. 
    He had a new S430, traded it in on a loaded Tahoe LTZ (had 2 in a row). Currently, he has a hyundai sante fe.

     

    Of course, the iffy reliability, poor dealer service and 8-months long wait for parts on the mercedes might have had something to do with the initial move to Chevy.

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    Also just plain simple and much lower maintenance on American built auto's. While not rich, I consider myself middle income class and saved up 3yrs to buy my Escalade.

     

    Biggest problem is those that want instant gratification without working hard, saving and then buying it. So many people are going in debt without really being ready.

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    A friend & client of mine is a multi-millionaire. He once had a 1916 Case steam traction engine, just because. 

    He had a new S430, traded it in on a loaded Tahoe LTZ (had 2 in a row). Currently, he has a hyundai sante fe.

     

    Of course, the iffy reliability, poor dealer service and 8-months long wait for parts on the mercedes might have had something to do with the initial move to Chevy.

     

     

    MB profoundly has its head up its ass when it comes to taking care of customers.

    Also just plain simple and much lower maintenance on American built auto's. While not rich, I consider myself middle income class and saved up 3yrs to buy my Escalade.

     

    Biggest problem is those that want instant gratification without working hard, saving and then buying it. So many people are going in debt without really being ready.

     

     

    Absolutely.  And if you had it....wouldn't you really rather have a Buick and money in mutual funds or real estate.  I mean....seriously?

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    A friend & client of mine is a multi-millionaire. He once had a 1916 Case steam traction engine, just because. 

    He had a new S430, traded it in on a loaded Tahoe LTZ (had 2 in a row). Currently, he has a hyundai sante fe.

     

    Of course, the iffy reliability, poor dealer service and 8-months long wait for parts on the mercedes might have had something to do with the initial move to Chevy.

     

     

    MB profoundly has its head up its ass when it comes to taking care of customers.

     

    Also just plain simple and much lower maintenance on American built auto's. While not rich, I consider myself middle income class and saved up 3yrs to buy my Escalade.

     

    Biggest problem is those that want instant gratification without working hard, saving and then buying it. So many people are going in debt without really being ready.

     

     

    Absolutely.  And if you had it....wouldn't you really rather have a Buick and money in mutual funds or real estate.  I mean....seriously?

     

    Buick has some great auto's, just have not found one that really fits my Shrek size. One reason I still only drive Full Size SUV's.

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    ...and it is hard for me to like most modern luxury cars. Nothing Infinity builds comes close to a 72 Olds Cutlass visually. Why would I spend 60 grand on a car that looks worse than a car I lusted after in high school?

     

    That was the exact reasoning behind my buying my '81 Oldsmobile instead of making payments on a new car.

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    As much as I make fun of MB as Chevroletdes Benz - my problem with these cars is the economics and longevity. MB for a long time has been bulwark of reliable machines while offering solid build after even 50 years of existence of those machines and there is no denying. I admired those qualities of MB. And given a choice I would like to own the old MB diesels, which I have respect for.

     

    MB has now become a consumer electronics builder with automobiles as secondary objective. And it reflects.

     

    While I was shopping for a car in 2012, the price of a CPO 2008 S600 with 29,000 miles custom Designo interior was $65,000. The car retailed brand new for $147,000. That is hell of a depreciation. A comparable mileage Escalade Platinum Edition or Z06 depreciated by only 35 - 40%.

     

    Besides that, if I buy a used S class, once the warranty runs out, the costs of fixing tech related stuff are astronomical. For e.g. LCD screen in the dashboard - $4,400. You now have a powertrain which is bulletproof saddled by shoddy electronics. Good luck keeping them on road for even 15 years like the past S classes did, because electronics will be outdated and once dead they are gone. MB is not going to supply those old parts as the technology would have advanced.

     

    The MB cars are thus becoming nothing more than glorified appliances. Unfortunately, trying to out-do the Germans the others are following this route. The automobile industry has reached its core-technological peak, now its grasping for crumbs through diversification of non-essential goals.

     

    Gone are the days when S class used to be easy to maintain and practically impossible to destroy. Judging by my BMW 330, great driving car with horrible electronics, my guess is S class will not be too different since it has hundreds of patents boasting how electronically advanced the car is.

     

    How many of us are still using Iphone 1 or Galaxy S1?

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    While I was shopping for a car in 2012, the price of a CPO 2008 S600 with 29,000 miles custom Designo interior was $65,000. The car retailed brand new for $147,000. That is hell of a depreciation.

    4 years of ownership and the depreciation ALONE costs you $82,000 !!

    Nothing quite says 'I'm dumber than dirt" than buying a top-shelf mercedes.

    Continually striving for ever-increased production and heavy downmarket pushing is NOT going to help Mercedes in any other way than to thin out the top of the lineup.

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    While I was shopping for a car in 2012, the price of a CPO 2008 S600 with 29,000 miles custom Designo interior was $65,000. The car retailed brand new for $147,000. That is hell of a depreciation.

    4 years of ownership and the depreciation ALONE costs you $82,000 !!

    Nothing quite says 'I'm dumber than dirt" than buying a top-shelf mercedes.

    Continually striving for ever-increased production and heavy downmarket pushing is NOT going to help Mercedes in any other way than to thin out the top of the lineup.

     

     

    Not that I was interested in buying it, I wanted for $hits and Giggles see what was the cost of owning a V12. A 2007 CPO CL600 at the same dealership was $55,000.

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    A 2007 is a borderline 8 year old car now.  Most cars at 7 or 8 years old are only going to hold 1/3 of their original value.  I have seen 2008 CTS for $15k, so 1/3 what is what new.  An S600 has to depreciate because there aren't many people on the used market that can afford to run a V12.  Only crazy rich people can pay that kind of cost, and they can afford a new one.  The S-class is still the best car in this class, has the most engine options and they have a coupe and soon to have a convertible.

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    Continually striving for ever-increased production and heavy downmarket pushing is NOT going to help Mercedes in any other way than to thin out the top of the lineup.

     

    Cadillac is planning a car below the ATS to compete with the Audi A3 and Mercedes CLA.  If the ATS is $33k, then you gotta figure $28-29k for the new smaller Caddy.  They are copying the Germans at every turn, so GM must think the German strategy works.

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    A 2007 is a borderline 8 year old car now.  Most cars at 7 or 8 years old are only going to hold 1/3 of their original value.  I have seen 2008 CTS for $15k, so 1/3 what is what new.  An S600 has to depreciate because there aren't many people on the used market that can afford to run a V12.  Only crazy rich people can pay that kind of cost, and they can afford a new one.  The S-class is still the best car in this class, has the most engine options and they have a coupe and soon to have a convertible.

     

    Did you read my prior post? It was two years ago, specifically March 2012. In fact CL is one of the highest depreciating cars on the market. And why can't someone afford to own a CPO V12 instead of a V8? Let us hear your logical reasoning. Does it give like 2 mpg that people cannot afford to pay gas? Is it more expensive to maintain? Kinda confirms my notion of the S class being a outrageously priced appliance if you follow your own reasoning.

     

    First, 2008 CTS started at 32,000 and topped off at 45,000 and you are now talking about a seven year old model, which I will agree with the price you mention.

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    If the S-class was overpriced, it wouldn't be a market share god all over the world.  Every competitor undercuts the S-class by about $20,000 and it still outsells the BMW, Lexus, Audi and Jaguar combined.  If the S-class price was too high, buyers would go to cheaper alternatives.  The S-class is almost good value, it is a better car than what you get from a Flying Spur or a Ghost, and those cost over $200,000.

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      The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE.
      The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s  known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid.  The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas
      Year: 2020
      Make: Toyota
      Model: Corolla
      Trim: XSE
      Engine: 2.0L DOHC 16-Valve, Dual VVT-i
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,400
      Fuel Economy: City/Highway/Combined - 31/38/34
      Curb Weight: 3,150 lbs
      Location of Manufacture: Toyota, Aichi, Japan
      Base Price: $25,450
      As Tested Price: $28,794 (Includes $930.00 Destination Charge)
      Options:
      Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00
      Adaptive Front Lighting System - $450.00
      Cargo Mat Package - $249.00

      View full article
    • By William Maley
      The redesigned Corolla Hatchback brought back something that was missing in the Corolla for a number of years; being somewhat interesting. With more expressive styling and a new platform that improves driving dynamics, the model has started to shed its image of being bland. But would this continue with the redesigned Corolla sedan? To find out, I spent a week in the top-line Corolla XSE.
      The basic profile is unchanged from the previous Corolla sedan, but Toyota has done their best to make look a bit more exciting. On the XSE, this means a different front clip from other Corollas with the emblem moved to towards the cutline of the hood, a larger lower grille, and deep cuts for the bumper. The distinctive fang headlights are carried over from other Corollas. Around back, not much has changed aside from a new rear diffuser. The updated look does make the Corolla sedan have presence, but I prefer the hatchback in terms of overall looks. One item that is shared between the sedan and hatchback is the dashboard. As I noted in my Corolla Hatchback review, the dash features a layered design, faux stitching, and infotainment screen mounted on top - measuring either seven or eight inches depending on the trim. I like that Toyota is taking chances with the design, but also retaining the excellent ergonomics it’s  known for. My particular tester came with the larger eight-inch featuring the newest version of Entune. While I wish Toyota had done more to make the interface look more modern and feature colors that weren’t various shades of grey. But I cannot deny Toyota builds a system that anyone can quickly grasp thanks to the simple interface design, physical shortcut buttons to various features, and Apple CarPlay compatibility. Those with Android smartphones are left out in the cold. Those sitting up front will have no complaints about space, seat adjustment, or comfort. In the back, legroom is about average for the class. But headroom for taller passengers comes up a bit short, especially when you have the optional moonroof. Three powertrains are available in the Corolla; a 1.8L four in the L, LE, and XLE; 2.0L four for the SE and XSE; and a hybrid for the LE Hybrid.  The 2.0L produces 169 horsepower and 151 pound-feet. The XSE only gets a CVT transmission, while the SE has the choice between the CVT and a six-speed manual. Performance is the same as with the Corolla SE I drove last year; decent around town and leaving stoplights, but really struggles when trying to get to higher speeds. A fair amount of engine noise does make it way inside when driving on the highway. EPA fuel economy figures for the Corolla XSE are 31 City/38 City/34 Highway - lower than the Corolla SE hatchback (32/41/35). My average for the week landed around 33.4 mpg on a 60/40 mix of highway and city driving. Handling is an improvement over the old Corolla as it feels slightly more lively with better control of body motions. But it cannot match the nimbleness of the hatchback. This likely comes down to the Corolla Hatchback being sold in the European market where a sportier ride is desired. The sedan sold in the U.S. is more attuned to providing a smooth ride. The Corolla XSE for the most part is able to smooth over most bumps and imperfections, but the 18-inch wheels does mean some bumps do make their way inside. Road and wind noise is kept to acceptable levels. There is one area that the Corolla XSE falters, value for money. With an as-tested price of $28,794, that puts you in the range of a well-equipped Mazda3 that not only offers more power, but has an interior that the Corolla cannot match. For only a couple grand less, a Kia Forte EX offers more equipment and a slightly larger back seat. Toyota has improved the Corolla sedan to a point where most of the blandness doesn’t exist. I would have liked to seen Toyota take some of the handling magic used on the hatchback and place it into the sedan. But Toyota knows most buyers don’t really care about this. By taking the strengths and wrapping it up in a package that stands out, it will mean more people may check out the Corolla. But I would recommend sticking with one of the lower trims as they offer a slightly better bang your for your buck. Disclaimer: Toyota Provided the Corolla, Insurance, and One Tank of Gas
      Year: 2020
      Make: Toyota
      Model: Corolla
      Trim: XSE
      Engine: 2.0L DOHC 16-Valve, Dual VVT-i
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 169 @ 6,600
      Torque @ RPM: 151 @ 4,400
      Fuel Economy: City/Highway/Combined - 31/38/34
      Curb Weight: 3,150 lbs
      Location of Manufacture: Toyota, Aichi, Japan
      Base Price: $25,450
      As Tested Price: $28,794 (Includes $930.00 Destination Charge)
      Options:
      Premium Audio with Dynamic Navigation and JBL w/Clari-Fi - $1,715.00
      Adaptive Front Lighting System - $450.00
      Cargo Mat Package - $249.00
    • By William Maley
      I’ve driven my fair share of Challengers on both extremes - from the standard V6 to the high-performance SRT and Hellcat models. But I never had any time behind the wheel of the R/T with its 5.7 V8. That changed in the summer when a bright orange Charger R/T Shaker was dropped off for a week. This allowed me to ask a question that has been sitting in my head for some time: Is the R/T the best bang for your buck in the Challenger family?
      The Shaker sets itself apart from other Challenger models with the use of a ‘Shaker’ scoop that prominently pops up from the hood. There is also a blackout treatment on several trim pieces and wheels that make it look even more imposing on the road. Along with the scoop, the Shaker package does add a new cold-air intake seated right in front of the driver’s side corner. This addition should boost the output of the 5.7L HEMI V8 (372 horsepower and 400 pound-feet of torque when paired with the eight-speed automatic. But FCA’s spec sheet doesn’t say anything about the Shaker Package adding more oomph or not. When you first start up the R/T Shaker, it makes presence known with a deep and loud exhaust note. I had to do a double-take the first time as I was wondering if I was given either an R/T Scat Pack or a Hellcat by mistake. While it may lack the high power numbers of the 6.4 and supercharged 6.2 V8s, the 5.7 is no slouch. 60 mph comes in at just over five seconds and power is seemingly available at any speed. My tester came with the optional Performance Handling Group that adds upgraded springs, sway bars, and a set of Bilstein shocks. This does improve the handling by a fair amount with less body roll. But it doesn’t feel nimble due to a curb weight of around 4,158 pounds. The steering has a quick response, but there is a noticeable lack of road feedback. If you want your muscle car to have some handling, consider the Camaro or Mustang. Nothing new to report on the Challenger’s interior. It still has the angled center stack, retro-inspired gauges, and easy to use UConnect infotainment system. The seats are where the Challenger loses some points as it feels like you’re sitting on top of cinderblocks. The Shaker package is surprisingly good value, adding $2,500 to the base price of the R/T which begins at $34,295. But you’ll need to be careful on the option sheet, or you’ll end up with something quite expensive. My tester came with an as-tested price of $46,555, which is $300 more than an R/T Scat Pack Widebody with the 6.4 HEMI V8.  The Dodge Challenger is getting up there in age and sadly cannot compete with the likes of the Camaro and Mustang in terms of handling. But Dodge is still able to offer a lot of performance in the form of the R/T. With a potent V8 engine, old school styling, and different packages like the Shaker to make your Challenger stand out, the R/T is possibly the best value and well-rounded model in the lineup. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2019
      Make: Dodge
      Model: Challenger
      Trim: R/T
      Engine: 5.7 HEMI VVT V8 Engine
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 372 @ 5,200
      Torque @ RPM: 400 @ 4,400
      Fuel Economy: City/Highway/Combined - 16/25/19
      Curb Weight: 4,158 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $34,295
      As Tested Price: $46,555 (Includes $1,495.00 Destination Charge)
      Options:
      "Shaker" Package - $2,500.00
      TorqueFlite Eight-Speed Automatic Transmission - $1,595.00
      Performance Handling Group - $1,495.00
      Driver Convenience Group - $1,295.00
      Power Sunroof - $1,295.00
      UConnect 4C Nav with 8.4-inch Display - $1,095.00
      Alpine Sound Group with Subwoofer - $995.00
      Shakedown Graphics - $495.00

      View full article
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