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    Quick Drive: 2013 Kia Sorento SX V6


    By William Maley

    Staff Writer - CheersandGears.com

    February 5, 2013

    This is how I think a conversation would go with someone about the 2013 Kia Sorento SX V6 I had in for review.

    “Hey William.”

    “Hey.”

    “So what are you reviewing this week?”

    “The 2013 Kia Sorento SX V6.”

    “Didn’t Kia introduce a refreshed Sorento?”

    “Yes at the LA Auto Show. It will be a 2014 model coming out sometime in the first quarter of 2013.”

    “Why are you reviewing the 2013 model if the 2014 model is coming soon?”

    gallery_10485_566_676089.png

    “Well for two reasons. One: I have a point of comparison when I get the chance to check out the 2014 model. Two: I want to see if a person should wait to get the 2014 model or go ahead with the 2013 model.”

    “Ahh.”

    Shall we dive in?

    Since its introduction in 2009 as a 2011 model, the second-generation Kia Sorento’s design really hasn’t changed much. The front end features Kia’s signature grille and a set of unique headlights. The side profile has deeply chiseled door panels and windows that are pushed somewhat into the body. On the SX model you gain painted front and rear bumpers, a rear spoiler, and a set of eighteen-inch wheels to give it a very dramatic look.

    gallery_10485_566_800901.png

    Inside the Sorento feels older than it should. Blame the hard plastics and some of equipment used up front, most notably the climate control system. Aside from this, the interior features very good build quality. Front and second row passengers will feel very comfortable thanks to the very good amount of head and legroom, and adjustments provided. The third row is best left for small kids or folded flat since that expands cargo room from a meager 9.1 cubic feet to 37 cubic feet of space.

    Equipment is very generous on the Sorento SX. Starting at $33,400, the SX model includes leather seats for all three rows, heated front seats, push-button start, rear ventilation, an Infinity sound system, USB and Aux jack, and Bluetooth as standard equipment. My test Sorento SX also came equipped with the Premium package which adds such items as navigation, heated steering wheel, a memory function for the driver’s seat and mirrors, and a panoramic sunroof. For the extra $3,200 the package adds onto the Sorento SX’s price tag, I find it to be a very good value since models from competitors would cost somewhat more to come close to matching the SX’s equipment level.

    gallery_10485_566_468978.png

    The 2013 Sorento comes with three different engine choices. The base LX model gets a 2.4L four-cylinder engine. There is also a 2.4L four-cylinder with direct injection that is available on the LX and standard on the EX. Lastly, there is a 3.5L V6 that’s standard on the SX and optional on the LX and EX. The 3.5L V6 produces 276 horsepower and 248 pound-feet of torque. The power is fed through a six-speed automatic down to either the front wheels or optional all-wheel drive system.

    The V6 packs quite the punch for any situation you encounter. Whether its to merge onto a freeway or leaving a stop, the V6’s power is immediate and smooth. More surprisingly was how quiet the V6 engine was. The only way you knew the engine was doing anything besides dropping the hammer was watching the rev counter. The six-speed automatic was very smooth and quick to downshift at a moments notice. My only real disappointment with V6 was fuel economy. The EPA rates the Sorento SX V6 with AWD at 18 City/24 Highway/20 combined. During my week, I got an average of 20.5 MPG. However when I was driving the Sorento in the city, I saw my average MPG drop to around 15.8 MPG. If you’re planning to drive a lot in the city, you should consider the four-cylinder.

    gallery_10485_566_106872.png

    The Sorento’s AWD system is a full-time unit that features a locking center differential. I found the system to be very capable when driving through the aftermath of a snowstorm. The system provided enough traction to get and keep the vehicle on the move, even in some unplowed roads. One oddity in the Sorento SX was a hill descent control system. Hill descent control uses the ABS to control each wheel's speed to get down a hill in rough terrain at a very slow speed. I’m not quite sure how many Sorento owners will utilize this feature, but it's there if you need it.

    The Sorento SX’s ride and drive can be best explained in three (or four) words; quiet and mostly comfortable. The suspension is tuned for comfort which provides a very smooth and stable ride. Steering is perfectly weighted for the intended application and is surprisingly quick to respond. Driving on the highway, the Sorento exhibits barely any noise from the suspension or the road, making this a very relaxing highway cruiser.

    The 2013 Kia Sorento SX with AWD starts $33,400.00. Add a few options and destination and you're looking at $37,575.00, the price of my tester. Now some people will argue that seems a bit much for a seven-seat crossover. However I would rebut that for price, the Sorento SX brings forth a number of features that the competition either doesn't have or you would need to tick a few more option boxes to come close.

    If you were to ask me before the showing of the 2014 Sorento would I recommend the current Sorento, the answer is yes. The 2013 Kia Sorento SX is a very capable and value oriented crossover; providing a good mix of looks, equipment, power, and comfort in one package. But with the 2014 Sorento around the corner, I would say wait and see. The 2014 model brings forth a number of improvements, including a new 3.3L V6 and a more modern interior.

    gallery_10485_566_965728.png

    Disclaimer: Kia provided the vehicle, insurance, and one tank of gasoline.

    2013 Kia Sorento SX V6 6
    Album: 2013 Kia Sorento SX
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    Year - 2013

    Make – Kia

    Model – Sorento

    Trim – SX AWD

    Engine – 3.5L DOHC CVVT V6

    Driveline – All-Wheel Drive with Locking Center Differential, Six-Speed Automatic Transmission

    Horsepower @ RPM – 276 (@ 6,300 RPM)

    Torque @ RPM – 248 (@ 5,000 RPM)

    Fuel Economy: City/Highway/Combined - 18/24/20

    Curb Weight – 3,935 lbs

    Location of Manufacture – West Point, Georgia

    Base Price - $33,400.00 (SX with AWD)

    As Tested Price - $37,575.00 (Includes $800.00 Destination Charge)

    Options:

    Premium Package 3 - $3,200.00

    Cargo Cover - $125.00

    Cargo Net - $50.00

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

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    Good lord! $37k?! Would you buy one of these over a Terrain Denali or even a nicely equipped Traverse or Acadia? Heck, $37k gets you in the 2WD door at Benz, BMW, Cadillac, Audi, Land Rover, all of the Japanese Lux brands, and nicely equipped Hemi AWD models from Jeep and Dodge.



    Unless Kia was severely discounting these things, I would look just about everywhere else.

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    Holy Toledo! 37 large for a mid size Kia Cute Ute! Boy things have sure changed from 5 short years ago when you could land a pretty loaded up Kia for a little over 20K. I can load up an Equinox 2LT 3.6 in red jewel paint with fancier chrome wheels, the trick rear seat, leather/roof and most every option for several grand less than this.

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    The Sorento is a little larger inside, plus for some the third row. It has more girth inside and more trunk than the Equinox.

    I wouldn't pay 36k for an Equinox either. IMO anything more than 33k for just about any Equinox or Escape for that matter is treason.

    I'd probably get a basic explorer or traverse for this much coin.

    Kia is sort of a friendly brand. Those who want a Toyota but can't afford what Toyota is offering would see Kia as Asia lite.

    Even the four popper Sorentos get bad mileage.........Kia is not good on real world mpg......

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    WOW, Old School looking but nice. Too many better options out there that I would take in place.

    Good write up, will be interesting to compare this to the new 2014 model.

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    • By William Maley
      It has been over six years since Kia revealed to the world the fantastic looking GT concept at the Frankfurt Motor Show. Now fast forward to today and Kia has unveiled the production version known as the 2018 Stinger GT.
      Yes, it may not be as striking at the GT concept. But let's be honest for a moment, have most production vehicles ever lived up in terms of design when compared to the concept? Not really. The Stinger GT retains the overall sportback profile of the GT concept, but adds a bit more sharpness. The front gets dual grilles, cooling ducts for the brakes, and hood vents.
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      We'll have more details later tonight as Kia will debut the Stinger GT at an event tonight in Detroit.
      UPDATE: As promised, we have more details on the Stinger GT along with pictures!
      Let's begin with the interior which appears to take some ideas from Mercedes-Benz with the circular air vents and some material choices. A large amount of technology such as wireless device charging, 7-inch touchscreen for the infotainment system, navigation, and a small color screen in the instrument cluster. An optional Harman/Kardon audio system packs 15 speakers.
      Size-wise, the Stinger GT is bigger than many of it competitors (Audi A4 and Mercedes-Benz C-Class to name a couple). Overall length is 190.2-inch, while width comes in at 73.6 inches. The model rides on a 114.4 inch wheelbase.
      No matter which engine you pick, it will feature a set of performance tires as standard. The turbo-four rides on 18-inch wheels, while the twin-turbo V6 gets 19-inch wheels along with Brembo brakes.
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      Source: Kia
      Press Release is on Page 2


      2018 Kia Stinger Makes World Debut At North American International Auto Show
      Powerful all-new Fastback Sport Sedan Redefines the Kia Brand  Kia Motors follows through on the promise of a production model of the GT concept Designed in Frankfurt, developed on the Nurburgring, industry-leading quality by Kia DETROIT, January 8, 2017 – At an event typically dominated by introductions from American auto companies, Kia Motors America (KMA) today stole the spotlight with the world debut of the all-new 2018 Kia Stinger (hereafter Stinger) at the North American International Auto Show.  A five-passenger fastback sports sedan poised to redefine a segment currently populated by European automakers, the Stinger promises to be the highest-performance production vehicle in the company’s history and is backed by Kia Motors’ industry-leading quality and reliability.  Offered with multiple engine and drivetrain configurations and luxurious accommodations, the Stinger is planned to go on sale in the U.S. late this year.  Pricing will be announced closer to the vehicle’s launch date.
      “Unlike any Kia that has come before it, the Stinger really is a dream car for us, and here today in Detroit, that dream is now a reality after years of commitment and hard work from a passionate group of designers, engineers and executives around the world,” said Orth Hedrick, vice president, product planning, Kia Motors America. “From its GT concept-car origins to the years of tuning and refining on the legendary Nurburgring circuit, no detail was too small to be obsessed over, and the result is simply stunning.”
      Instantly recognizable as a direct evolution of the concept that preceded it, the all-new 2018 Kia Stinger design was overseen by Peter Schreyer, Kia Motors’ chief design officer, and his talented team of designers in Frankfurt.  Ride and handling development was looked after by Albert Biermann, head of Kia’s Vehicle Test and High Performance Development and his group of engineers in Korea and on the grueling Nurburgring racing circuit.  
      But what makes a true gran turismo?  This question was the foundation for a years-long journey that began when the GT concept was first unveiled at the 2011 Frankfurt Motor Show.  Although every Kia design study has a purpose, the GT concept was something considered by many outside the company as little more than a dream for a brand known for producing mass-market transportation rooted in value.  But the GT ignited embers of passion that sparked a fire within the organization and over the next five years that fire would grow beyond fantasy and morph into reality.
      Once the Stinger was green lighted, that gran turismo question became a mantra as development commenced.  Coming from Kia, the design had to be bold.  And it was.  But it also had to be nimble and fast while also luxurious and quiet.  It had to achieve the perfect balance of ride and handling and seat five comfortably with room for luggage. It had to be a lot of things, but most of all, it had to be an authentic gran turismo.  And it is.
      Design
      Turning a concept into a production car is no small task and Schreyer looked no further than Kia’s Frankfurt studio – the birthplace of the GT concept – to bring the Stinger to life.  “A true gran turismo, a car for spirited long-distance driving, is not about outright power, hard-edged dynamics and brutal styling, all at the expense of luxury, comfort and grace,” notes Gregory Guillaume, chief designer, Kia Motors Europe.  “The Stinger has nothing to do with being the first to arrive at the destination – this car is all about the journey.  It’s about passion.”
      From its sleek front clip through its svelte flanks, and up to its powerful haunches, the Stinger exudes a muscular confidence.  Key to its road presence are the rear-wheel-drive proportions; a long hood and short front overhang, an extended wheelbase to deliver a spacious cabin, and a long rear overhang with strong shoulders.  The Stinger’s stance and visual balance are designed to lend the car an air of elegance and athleticism, rather than boy-racer aggression.
      The wide front and rear track, along with the recessed contours along the doors, enhance the visual power of the Stinger’s shoulder line as well as its fastback silhouette.  Other purely functional elements of the exterior design – the front air curtains, wheel arch gills, smooth underbody, and integrated rear diffuser – aid its aerodynamic efficiency.  The rear valance houses four oval exhaust pipes. Kia’s signature ‘tiger-nose’ grille sits proudly between complex LED headlamps.
      The low-slung cabin with its steeply raked windshield and backlight, sits toward the rear of vehicle, creating a fast silhouette.  Inside is a space dedicated to the thrill of driving while cossetting the occupants in luxury.  Available ultra-soft Nappa leather covers the deeply contoured seats and the driver’s seat has available air-cell bladders in the seatback and bolsters for optimal support and comfort.  A confident dashboard creates a strong horizontal plane for the driver to work.  The center console is intuitively split into two specific areas: the infotainment controls sit neatly below a large color touchscreen, while the climate and ventilation controls nestle beneath.   Front and center of the driver is a thick, leather-wrapped steering wheel and a single instrument binnacle with a combination of analog and digital instrumentation.  The large gauges are ringed in metal and accentuated with sweeping red needles.  A color TFT screen between the gauges relays performance data such as cornering G-forces, lap times and engine-oil temperature, along with ancillary information such as the trip computer, driver settings, navigation and diagnostics.  Aeronautically-inspired spoked circular vents are found front and rear and a tasteful satin chrome trim piece encircles the cabin.  The effect is a feeling of cocooned intimacy.  But the long wheelbase allows for generous front and rear leg room and the low seating position provides ample head room front and back.
      Chassis
      Joining the company from BMW in December, 2014,  Albert Biermann’s first look at the Stinger signaled to him a car that had to live up to its stunning design from behind the wheel.  “I think for the Kia brand, the Stinger is like a special event,” notes Biermann.  “Because nobody expects such a car, not just the way it looks but also the way it drives. It's a whole different animal.”
      Setting the manufacturing hard-points of the body-in-white would define Stinger and the engineers looked carefully across a landscape dotted with contenders.  At 114.4 inches, the Stinger’s wheelbase is longer than the Audi A4, Infiniti Q50, Lexus IS, BMW 4 Gran Coupe and even the Lexus GS and Mercedes CLS1.  It’s also longer overall (190.2 inches) and wider (73.6 inches) than the others in the segment, allowing for spacious accommodations.  The Stinger’s cargo area is also larger than many in its class, with enough space for full-size luggage or golf bags and a power liftgate with Smart Trunk functionality is available.   
      Riding on a chassis comprised of 55 percent advanced high-strength steel, the Stinger provides an ultra-stiff foundation for the ride-and-handling engineers to work with.  This rigidity also contributes to reduced NVH and a quiet cabin.  The MacPherson front and multi-link rear suspension has been tuned to provide optimal feedback to the driver.  A Kia first, ride-damping and vehicle handling traits may be modified by the driver through an electronically adjustable suspension known as Dynamic Stability Damping Control.  While always reacting predictably to the driver’s inputs, depending on road conditions and driving style, the Stinger can be tuned to respond with more agility through corners as the system softens the front shocks and firms up the rear.  Conversely, improved high-speed stability is achieved when the system stiffens the front shocks and softens the rear.  The system is accessed through five drive modes (another Kia first): Personal, Eco, Sport, Comfort and Smart.  
      Standard variable ratio Rack-mounted Motor Driven Power Steering (R-MDPS) offers razor-sharp feedback through direct mounting of the electric motor on the steering rack, enhancing steering response and reducing unwanted vibration from transmitting through the column.  Steering boost is also adjustable through the five selectable drive modes.
      Powertrain
      If the chassis symbolizes the bones of a gran turismo, then surely the available powertrains represent its heart.  Oriented longitudinally and set rearward beneath the long, sculpted hood, a choice of two turbocharged engines are available.
      While both engines are still under development, the standard 2.0-liter turbocharged four-cylinder Theta II engine produces an estimated 255 horsepower at approximately 6,200 rpm.  Max torque of 260 lb.-ft. is available from 1,400 – 4,000 rpm.  Performance credentials are further enhanced through the available 3.3-liter twin-turbo V6 Lambda II engine, which is anticipated to produce 365 horsepower at an estimated 6,000 rpm and offer max torque of 376 lb.-ft. from 1,300 – 4,500 rpm.  Kia is targeting 5.1 seconds to 62 mph and a top speed of 167 mph with the twin turbocharged V6.
      The Stinger features a second-generation eight-speed rear-drive automatic transmission.  First offered in the K900 luxury sedan, the gearbox has been designed in-house and rewards drivers with crisp shifts and maximized fuel efficiency.  More typically found in aviation- and racing-engine applications, the transmission features Kia’s first use of a Centrifugal Pendulum Absorber (CPA) torque converter to help reduce torsional vibrations through the drivetrain.  Drivers can let the gearbox manage shifts on its own or may selectively run through the gears via paddle shifters mounted aft of the steering wheel.  As with the suspension and steering, up to five different shift patterns may be selected through the vehicle’s electronic drive-mode system.  Throttle mapping is also adjusted accordingly.
      Recognizing that passionate drivers may not always reside in optimal climes, the Stinger is Kia’s first sedan available with rear- or all-wheel drive.  Rear-wheel biased for optimal control in the wet or dry, the AWD system features a new Dynamic Torque Vectoring Control system which monitors driver inputs and road conditions and automatically applies power and braking force to the appropriate wheels to maintain course in adverse conditions.  Rear-drive vehicles get the benefit of a mechanical limited slip differential to help evenly distribute power through the rear wheels.
      A choice of alloy wheels and tires are also offered.  The 2.0-liter turbocharged 4-cylinder models ride on 225/45R-18 performance tires while the 3.3-liter V6 is shod with staggered ultra-high performance rubber; 225/40R-19 in front and 255/35R-19 at the rear. Vented Brembo®2 disc brakes are standard on the 3.3-liter twin turbo and feature quad-piston front calipers and dual-piston rear calipers.
      Advanced Technology & Convenience
      Offering luxurious amenities and unexpected features have become part of Kia’s DNA and the Stinger continues that tradition.  Multiple Advanced Driver Assistance Systems (ADAS) seamlessly work together to enhance the driving experience.
      In the United States, The National Highway Traffic Safety Administration conservatively estimates that 100,000 police-reported crashes are the direct result of driver fatigue each year3.  This results in an estimated 1,550 deaths, and 71,000 injuries annually.  A Kia first is the new Driver Attention Alert (DAA)4 system to help combat distracted or drowsy driving.  The system monitors a number of inputs from the vehicle and the driver and will sound a warning chime and display a graphic in the instrument binnacle that it’s time to take a break from driving if it senses the driver’s attention level has been significantly reduced.
      Forward Collision Assistance (FCA)3 with integrated Autonomous Emergency Braking (AEB)3 with pedestrian detection can detect a potential collision with another vehicle or pedestrian and help bring the car to a halt.  Advanced Smart Cruise Control (ASCC)3 maintains a pre-set distance between the Stinger and the vehicle in front and can bring the car to a full stop in congested traffic.  Lane Keep Assist (LKA)3 actively monitors the vehicle’s intended lane and will alert the driver with an audible warning along with providing steering input to help maintain the vehicle’s position.  Rear Cross Traffic Alert (RCTA)3 scans the area behind the vehicle when backing from a parking space and will alert the driver with an audible warning if cross traffic is detected.
      Connectivity, entertainment and vehicle information can be as important as a dynamic driving experience and the Stinger comes to market with the latest infotainment systems.  The height-adjustable color Head-Up Display (HUD)5 display enables the driver to see key driving information reflected on the windshield glass, including speed, turn-by-turn navigation, audio and cruise control settings and Blind Spot Detection information.  Resting within the center console is a wireless Smartphone charging pad and Bluetooth®6 hands-free operation is standard while many of the vehicle’s subsystems may be accessed through the steering-wheel-mounted controls.
      Long-distance travel is a hallmark of the gran turismo ownership experience and there is a trio of high-performance audio systems designed to turn the interior into a dynamic concert hall as the miles blur by.  The base audio system for the 2.0-liter turbo features six-speakers and a seven-inch haptic touchscreen with the latest version of UVO, Kia’s award-winning telematics systems.  The standard system found in the 3.3-liter twin turbo ups the speaker count to nine and includes an external amplifier.  The available premium Harman/Kardon®7 audio system pumps out 720 watts through an external amplifier to provide crystal-clear music.  With 15 speakers and Kia’s first under-seat mounted subwoofers tucked beneath the driver and passenger seats, the system features Clari-Fi™8, a patented music restoration technology that rebuilds audio signals that are lost in the digital compression process.  This technology returns a high-fidelity listening experience to any compressed digital source.  The system also comes equipped with next-generation QuantumLogic™9 Surround Sound technology, which extracts signals from the original recording and redistributes them into an authentic, multidimensional soundstage for playback that is clear, refined and full of detail.        
    • 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
    • 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
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