• Sign in to follow this  
    Followers 0

    Review: 2013 Volvo S60 T6 AWD R-Design


    By William Maley

    Staff Writer - CheersandGears.com

    January 24, 2013

    The letter R in the automotive world means an automaker has added a bit of spice to one of their vehicles. Examples include Acura Integra Type R and Volkswagen Golf R32 and R. The best example of the letter R being used by an automaker is Volvo. A brand known for safety and button-down styling would surprise the world when it introduced the 850 T-5 R sedan and wagon in 1995. Draped in some very wild colors, the 850 T-5 R was for its time one of fastest vehicles on the planet thanks to some major tweaks to the powertrain and suspension. Volvo would follow up with the 1999 V70R and the 2003 - 2006 S60R and V70R models, all of them proving improved performance over the base models.

    But since the S60R and V70R models left the Volvo lineup, there hasn’t quite been the craziness the R models brought forth. Instead Volvo fell back into its safety ritual, but with more distinctive designs. Two key things would happen to Volvo within the past couple of years to bring them back into the crazy fold. First would be Volvo strengthening and expanding its partnership with its racing and performance partner Polestar. Second would be the introduction of the R-Design trim for the S60 and XC60. R-Design brings some tweaks to exterior, engine, and chassis.

    gallery_10485_560_1137986.png

    That brings us to the 2013 Volvo S60 T6 AWD R-Design. Does it show signs that craziness has entered Volvo once more?

    Subtlety? Where?!

    Volvo’s have been known to be very understated in their designs and the S60 R-Design is no exception to that rule, if you don’t decide to get your R-Design in what Volvo calls Rebel Blue. While I did like the bold color choice, some people weren’t so impressed with it. If you want to be fully understated with your S60 R-Design, go with another color.

    gallery_10485_560_220447.png

    Aside from the color, there’s a lot to appreciate about the S60’s design. The new S60 is an evolution of the first-generation model with some coupe cues in the form of a short rear overhang and sloping roof. Volvo has also fitted a unique set of headlights with LEDs sitting right beside it. The R-Design package layers on a lower front spoiler, eighteen-inch alloy wheels, rear spoiler, rear diffuser with dual-exhaust pipes, and a little R-Design badge on the front denoting its status.

    A Lesson in Simplicity

    The S60 R-Design’s interior is one of simplicity. The dashboard is very clean in its design with a mixture of a soft-touch materials, metal accents around the vents and door pulls, and a unique metal center stack. Its a very handsome and and well-built interior.

    The front seats, draped in black leather, were some of the most comfortable seats I have sat in all year. Providing eight-way adjustments, heat, and the right amount of bolstering, the seats had the right of comfort and support for enthusiastic or long drives. Backseat passengers will appreciate the amount of headroom. Legroom can vary from good to none depending on how far the front seat is set.

    gallery_10485_560_233808.png

    Simplicity is a good word to describe the infotainment system. Instead of going with a controller like BMW, Mercedes and Audi, or a touchscreen with capacitive touch buttons like Cadillac and Lincoln, Volvo went with using a center stack full of buttons and knobs for to move around and control the system which appears on a seven-inch non-touch color screen. Some will complain that the center stack has way too many buttons and is a distraction to see which button you need to press. I would agree that when you're first using it, but after a while, it becomes second nature. While its very easy to use the system, I found that doing certain functions like moving around the map was a pain in the butt. I hope Volvo keeps the idea of simplicity when working on the next generation of their infotainment system, but maybe adds a joystiq or something that makes certain functions easier to do.

    Those Crazy Swedes

    Under the S60 T6 AWD R-Design is Volvo’s T6 engine; a turbocharged straight-six. In the normal S60 T6, you’re looking at 300 horsepower and 325 lb-ft of torque. In the R-Design model, you’re looking at 325 horsepower (@ 5,400 RPM) and 354 lb-ft of torque (@ 3,200 - 3,600 RPM). This is in part due to Polestar which increased the boost of the turbocharger and installed a new module which changes ignition, fuel mapping and throttle response. Power is sent to a six-speed Geartronic automatic transmission down to a Haldex-built AWD system.

    The engine has a Jekyll and Hyde personality. If you go about and drive the S60 R-Design normally, the engine is able to keep up with traffic very well with nary a hint of its performance cred. However if you decide to slam the pedal to the floor or throw the transmission into either sport or manual mode, the engine will throw you back into your seat and climb in speed at a very alarming rate. Plus, you get this amazing growl from the exhaust. The six-speed automatic does an amazing job of proving smooth and unobtrusive shifts whether I had my foot to the floor or moving along at a normal pace. I did wish the R-Design came with some paddles to have more fun with the engine.

    gallery_10485_560_376089.png

    I did have an odd problem with this S60 R-Design’s gas pedal. If I put my foot on the pedal normally, about a quarter-way down, I found that I would going into hyperspace speed. But if maybe go an eighth of the way down on the pedal, the car accelerates normally. I’m not whether this is a programming issue or not, but reading through some other reviews of this car don’t mention this problem, so its just an issue with this particular vehicle.

    The Haldex-built AWD system was non-intrusive and provided a feeling of sure-footedness no matter the conditions outside. Combined with Volvo’s Corner Traction Control system, the AWD system made the vehicle feel small and nimble when going through corners.

    Fuel economy wise, S60 T6 R-Design is right in the middle of the pack in the compact luxury car class with the EPA rating it 18 City/25 Highway/21 Combined. For the week, I averaged 21.2 MPG with mostly suburban driving. A word of warning though; if you decide to stick your foot in the S60 T6 R-Design more often than not, be prepared to see your average MPG drop into the mid-teens.

    The R-Design’s suspension is mostly the same as the normal S60. There are MacPherson struts up front and a independent rear suspension setup with stabilizer bars at either end. For the R-Design model, Volvo adds a 15 millimeter drop to the suspension, stiffer springs and bushings, strut tower brace, and Mono-tube shocks in the rear. These changes give the S60 R-Design almost the same handling characteristics as those from Germany. As for driving on a day to day basis, the R-Design suspension was able to cope with road imperfections very well.

    The steering comes in the form of a rack and pinion setup with variable power assist. The steering hits the right balance of weight and feel whether you're attacking your favorite road or doing the daily drive. It gives the Germans and even the Cadillac ATS a run for their money.

    It's A Volvo After All

    Being a Volvo of course, the S60 R-Design is filled to the brim with safety technologies. Along with the AWD system and Corner Traction Control, the R-Design is fitted airbags all around the vehicle, Volvo’s Side Impact Protection System (SIPS) and Whiplash Protection System (WHIPS), a rearview camera, and City Safety which uses a sensor mounted at the top of the windshield to monitor traffic ahead of you and put the brakes on if the vehicle senses an impending collision.

    One feature I wished was standard on the S60 R-Design was Volvo’s BLIS (Blind Spot Information System) which can tell you if a vehicle is in your blind spot. This would be really helpful since rear visibility is terrible thanks to some thick C-Pillars. BLIS is a $700 option on the R-Design, but I do hope Volvo makes it standard sometime in the S60’s lifecycle.

    Welcome To Crazy Town

    The 2013 Volvo S60 T6 AWD R-Design shows signs of craziness returning to Volvo. The evidence for this includes the wild blue paint, body modifications that are subtle, the two-sidedness of the powertrain, and a very impressive chassis setup.

    While Volvo might not have the same cachet as a BMW or an Audi, the S60 R-Design can match them in other areas. If you’re the person who doesn't like to follow the leader, the S60 R-Design is worth a look.

    gallery_10485_560_789262.png

    Disclaimer: Volvo Cars of North America provided the S60 R-Design, Insurance, and one tank of gas.

    tn_gallery_10485_560_1137986.png

    Album: 2013 Volvo S60 T6 AWD R-Design

    Year - 2013

    Make – Volvo

    Model – S60

    Trim – T6 AWD R-Design

    Engine – 3.0L Turbocharged Inline-Six

    Driveline – All-Wheel Drive, Six-Speed Automatic

    Horsepower @ RPM – 325 @ 5400 RPM

    Torque @ RPM – 354 @ 3000 RPM

    Fuel Economy: City/Highway/Combined - 18/25/21

    Curb Weight – 3,835 lbs

    Location of Manufacture – Ghent, Belgum

    Base Price - $43,900.00

    As Tested Price - $48,195.00 (Includes $895.00 destination charge)

    Options:

    S60 Platinum Package - $2,700.00

    Climate Package - $700.00

    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.

    0


      Report Article
    Sign in to follow this  
    Followers 0


    User Feedback


    Love the quality presentation of the article - nice to see things stepped up a notch.

    I can't say that the car does all that much for me, especially considering the price tag. But, I too like the simplicity of the interior - though I would forego the easter-egg blue exterior.

    Is a manual offered?

    Edited by Camino LS6
    0

    Share this comment


    Link to comment
    Share on other sites

    WOW, I like the racer Blue color, wish more car companies would give a bigger pallet of color selection. The interior is nice and I do like the simplistic approach. Yet I do agree with Drew, what is up with the center vent setup. Those two vents seem to be an after thought or maybe all the vents were up on top and the radio was where the vent is on the center stack and they decided to go with an updated touch screen and move things around as a cheap quick fix.

    0

    Share this comment


    Link to comment
    Share on other sites
    I really like the interior... but what is with those center vents?

    LOVE the color!

    I have no idea with that..

    Love the quality presentation of the article - nice to see things stepped up a notch.

    Is a manual offered?

    Thanks. I'm working on improving my reviews.

    No manual is offered.

    0

    Share this comment


    Link to comment
    Share on other sites

    Possibly.

    For fun, though, I checked one of the international sites (Spain) to see which S60 models offer a manual. I learned two things:

    1) The R-Design is US-only; everyone else tops out with the regular T6 with its paltry 300 hp.

    2) None of the AWD versions get a manual, be they gasoline or diesel.

    0

    Share this comment


    Link to comment
    Share on other sites

    Transverse Audis use the Haldex system but re-brand it. Notably, the TTS and TTRS use that system but come with a 6MT.

    Perhaps Volvo didn't figure it was worth the time to make it work.

    0

    Share this comment


    Link to comment
    Share on other sites

    Good question, Drew.

    I don't see why not, but it could be.



    Transverse Audis use the Haldex system but re-brand it. Notably, the TTS and TTRS use that system but come with a 6MT.

    Perhaps Volvo didn't figure it was worth the time to make it work.

    That seems more likely, especially since the R design is US only.

    0

    Share this comment


    Link to comment
    Share on other sites

    ADDENDUM per Camino's question earlier:

    The S60 Polestar concept DOES have a manual. If it makes it to production, then there's hope for the row-your-own crew.

    0

    Share this comment


    Link to comment
    Share on other sites

    dislike the color.

    the interiors on these most recent volvos have too sparse a look to me.

    overall, i do like this car... wouldn't buy one but its a nice choice in the market and it is distinctive.

    0

    Share this comment


    Link to comment
    Share on other sites

    The side view of this car needs to be tarted up. It looks too much like a 20K Chevy Cruze and that interior is so spartan also looking like a 20K vehicle. As with so many cars today the only real interesting and distinct view is from the front or back. Obviously the goods lie underneath and under hood but I would have a real difficult time paying nearly 50 large for something this plain and small and thirsty.

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

    ×   Your link has been automatically embedded.   Display as a link instead

    Loading...



  • Popular Stories

  • Today's Birthdays

    1. BowTieFarmer
      BowTieFarmer
      (57 years old)
    2. will75
      will75
      (41 years old)
  • Similar Content

    • By William Maley
      It has been about five years since a Cadillac V series model has graced either one the Cheers & Gears’ garages (if you’re wondering, that would be the 2011 CTS-V Coupe that our Managing Editor drove). It isn’t for our lack of trying. I can give you a stack of emails to the person who handles General Motors’ fleet in Detroit that list the ATS-V and CTS-V as a possible test vehicle. But if you keep bugging someone over time, something is bound to change. That is what happened this summer as a Cadillac ATS-V coupe rolled into the Cheers and Gears’ Detroit garage. Was it worth the wait? 
      The standard Cadillac ATS coupe is already a model that stands out in crowd thanks to an aggressive look. The V turns that aggressiveness up to eleven. The front features a dual mesh grille setup (a small one on top and a larger one below), a narrow slot between the grille and hood; and a new bulging hood with an air extractor. A set of optional eighteen-inch alloy wheels fill in the wheel wells nicely and show off the massive Brembo brakes. The back comes with a rear wing and diffuser with quad exhaust tips.
      Our ATS-V tester featured the optional Carbon Fiber package that adds an exposed carbon fiber weave for the front splitter, hood extractor, and rear diffuser. It also comes with a larger rear wing and extensions for the rocker panels. I’ll admit I found the carbon fiber package to be a bit much with our tester’s red paint at first. It’s like going into an important meeting wearing a zoot suit and alligator shoes. You’ll make an impression, but is it the one you want to put out into the world? I did grow to like this combination as the week went on. That said, I would skip the carbon fiber package. For one, you have to very careful not cause any damage to lower parts when driving over speed bumps and other road imperfections. For example, the low ride height makes it easy for the front splitter to be cracked. Second, this optional package is $5,000. There are better ways you can use that $5,000 such as getting a new set of tires or a plane ticket to get you over to Cadillac’s V driving school.
      Inside, the ATS-V is a bit of a disappointment. For the nearly $80,000 price tag of our tester, you would think that it would look and feel the part. In certain areas, the ATS-V does. Cadillac has appointed parts of the interior with carbon fiber and suede to give it a sporty feel. Our tester featured the optional Recaro seats which are the first set I actually liked sitting in. A lot of this is due to how you could adjust seat bolstering to make yourself actually fit into the seat, not sitting on top of it. 
      But this where the good points end with the ATS-V’s interior. Despite all of the premium touches Cadillac has added, it doesn’t feel like it is worth the price. Take for example the center stack with CUE. It is just a sheet of piano black trim and makes the interior feel somewhat cheap. You’ll find more piano black trim throughout the interior which reinforces this. The instrument cluster is the same that you’ll find in the standard ATS only with a different font. It would have been nice if Cadillac could have pulled the 12.3-inch screen setup they use on the CTS-V as it looks nicer and would provide the key details needed for a driver. CUE still hasn’t gotten any better in terms of performance and overall usability. Yes, Cadillac has added Apple CarPlay and Android Auto integration to CUE. But we had issues with CarPlay with the system not recognizing our phone and apps crashing. The back seat? Just use it for storage. Trying to fit someone back there could cause you to be accused of cruel and unusual punishment.
      Power for the ATS-V comes from a twin-turbo 3.6L V6 with 464 horsepower and 445 pound-feet of torque. This can be paired with either a six-speed manual or our tester’s eight-speed automatic. Start up the engine and it delivers a meaty, if somewhat muted growl. Don’t let that fool you, this engine will throw you in the back of your seat with no issue. Yes, the turbos do mean you’ll have a moment or two for that rush of power to arrive. But once the turbos spool, hold on. Power comes on at a linear rate and never lets up. The eight-speed automatic delivers crisp upshifts, but it does take a second or so for it to downshift. If you’re wondering about fuel economy, the EPA rates the ATS-V automatic at 16 City/24 Highway/19 Combined. Our average for the week landed around 18 mpg.
      Where the ATS-V truly shines is in the handling. The first time I took the ATS-V down a curvy road, I was gobsmacked at how well it hustled around the corners with no issues. Enter into a corner and ATS-V hunkers down thanks to sticky Michelin Pilot Sport. There is little body roll and the steering provides quick and precise turn-in. The ATS was already a pretty decent handling car, but Cadillac knew that it could be better. The stiffness of the chassis has been increased by 25 percent and there is the newest version of GM’s Magnetic Ride Control system that is faster when it comes adjusting the damping characteristics of the shocks. Three modes (Touring, Sport, and Track) can vary the stiffness of the shocks along with the behavior of the engine and steering. 
      When you decided that you had enough fun and it is time to go back to the daily grind, the ATS-V turns into a comfortable cruiser. With the vehicle in Touring mode, the ride is compliant with some bumps making their way inside. Road and wind noise is kept to very acceptable levels.
      One item that we were disappointed not to have on our test ATS-V was blind spot monitoring. This is part of a $1,500 Safety and Security package that also adds lane keep assist, forward collision alert, rear-cross traffic alert, and more. For a vehicle that begins that begins just a hair over $62,000, you think blind spot monitor would be standard. It should.
      Cadillac has been making great strides since the first-generation CTS-V and the ATS-V is the beneficiary of it. The powertrains will nail you to your seats and the handling can match or surpass the class leaders. But Cadillac is still stumbling over some simple things such as the interior materials and the infotainment system. It is an amazing driving vehicle, but it is let down by the interior.
      At the end of the week, I couldn’t deny this is an impressive vehicle even with the interior issues. It was very much worth the long wait.
      Cheers: Jaw-Dropping performance, Sharp handling, Looks that make it stand out from the crowd
      Jeers: Carbon Fiber package isn't worth the money or worry, Interior doesn't feel like it is worth the price, CUE
      Disclaimer: Cadillac Provided the ATS-V, Insurance, and One Tank of Gas
      Year: 2016
      Make: Cadillac
      Model: ATS-V Coupe
      Trim: N/A
      Engine: 3.6L SIDI DOHC Twin-Turbo V6
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 464 @ 5,850
      Torque @ RPM: 445 @ 3,500
      Fuel Economy: City/Highway/Combined - 16/24/19
      Curb Weight: 3,803 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $62,665
      As Tested Price: $79,205 (Includes $995.00 Destination Charge)
      Options:
      Carbon Fiber Package - $5,000.00
      Recaro Performance Seats - $2,300.00
      Luxury Package - $2,100.00
      8-Speed Automatic Transmission - $2,000.00
      Performance Data Recorder - $1,300.00
      Power Sunroof - $1,050.00
      18-inch Polished Wheels - $900.00
      Dark Gold Brembo Calipers - $595.00
      Sueded Microfiber Steering Wheels and Shifter - $300.00

      View full article
    • By William Maley
      It has been about five years since a Cadillac V series model has graced either one the Cheers & Gears’ garages (if you’re wondering, that would be the 2011 CTS-V Coupe that our Managing Editor drove). It isn’t for our lack of trying. I can give you a stack of emails to the person who handles General Motors’ fleet in Detroit that list the ATS-V and CTS-V as a possible test vehicle. But if you keep bugging someone over time, something is bound to change. That is what happened this summer as a Cadillac ATS-V coupe rolled into the Cheers and Gears’ Detroit garage. Was it worth the wait? 
      The standard Cadillac ATS coupe is already a model that stands out in crowd thanks to an aggressive look. The V turns that aggressiveness up to eleven. The front features a dual mesh grille setup (a small one on top and a larger one below), a narrow slot between the grille and hood; and a new bulging hood with an air extractor. A set of optional eighteen-inch alloy wheels fill in the wheel wells nicely and show off the massive Brembo brakes. The back comes with a rear wing and diffuser with quad exhaust tips.
      Our ATS-V tester featured the optional Carbon Fiber package that adds an exposed carbon fiber weave for the front splitter, hood extractor, and rear diffuser. It also comes with a larger rear wing and extensions for the rocker panels. I’ll admit I found the carbon fiber package to be a bit much with our tester’s red paint at first. It’s like going into an important meeting wearing a zoot suit and alligator shoes. You’ll make an impression, but is it the one you want to put out into the world? I did grow to like this combination as the week went on. That said, I would skip the carbon fiber package. For one, you have to very careful not cause any damage to lower parts when driving over speed bumps and other road imperfections. For example, the low ride height makes it easy for the front splitter to be cracked. Second, this optional package is $5,000. There are better ways you can use that $5,000 such as getting a new set of tires or a plane ticket to get you over to Cadillac’s V driving school.
      Inside, the ATS-V is a bit of a disappointment. For the nearly $80,000 price tag of our tester, you would think that it would look and feel the part. In certain areas, the ATS-V does. Cadillac has appointed parts of the interior with carbon fiber and suede to give it a sporty feel. Our tester featured the optional Recaro seats which are the first set I actually liked sitting in. A lot of this is due to how you could adjust seat bolstering to make yourself actually fit into the seat, not sitting on top of it. 
      But this where the good points end with the ATS-V’s interior. Despite all of the premium touches Cadillac has added, it doesn’t feel like it is worth the price. Take for example the center stack with CUE. It is just a sheet of piano black trim and makes the interior feel somewhat cheap. You’ll find more piano black trim throughout the interior which reinforces this. The instrument cluster is the same that you’ll find in the standard ATS only with a different font. It would have been nice if Cadillac could have pulled the 12.3-inch screen setup they use on the CTS-V as it looks nicer and would provide the key details needed for a driver. CUE still hasn’t gotten any better in terms of performance and overall usability. Yes, Cadillac has added Apple CarPlay and Android Auto integration to CUE. But we had issues with CarPlay with the system not recognizing our phone and apps crashing. The back seat? Just use it for storage. Trying to fit someone back there could cause you to be accused of cruel and unusual punishment.
      Power for the ATS-V comes from a twin-turbo 3.6L V6 with 464 horsepower and 445 pound-feet of torque. This can be paired with either a six-speed manual or our tester’s eight-speed automatic. Start up the engine and it delivers a meaty, if somewhat muted growl. Don’t let that fool you, this engine will throw you in the back of your seat with no issue. Yes, the turbos do mean you’ll have a moment or two for that rush of power to arrive. But once the turbos spool, hold on. Power comes on at a linear rate and never lets up. The eight-speed automatic delivers crisp upshifts, but it does take a second or so for it to downshift. If you’re wondering about fuel economy, the EPA rates the ATS-V automatic at 16 City/24 Highway/19 Combined. Our average for the week landed around 18 mpg.
      Where the ATS-V truly shines is in the handling. The first time I took the ATS-V down a curvy road, I was gobsmacked at how well it hustled around the corners with no issues. Enter into a corner and ATS-V hunkers down thanks to sticky Michelin Pilot Sport. There is little body roll and the steering provides quick and precise turn-in. The ATS was already a pretty decent handling car, but Cadillac knew that it could be better. The stiffness of the chassis has been increased by 25 percent and there is the newest version of GM’s Magnetic Ride Control system that is faster when it comes adjusting the damping characteristics of the shocks. Three modes (Touring, Sport, and Track) can vary the stiffness of the shocks along with the behavior of the engine and steering. 
      When you decided that you had enough fun and it is time to go back to the daily grind, the ATS-V turns into a comfortable cruiser. With the vehicle in Touring mode, the ride is compliant with some bumps making their way inside. Road and wind noise is kept to very acceptable levels.
      One item that we were disappointed not to have on our test ATS-V was blind spot monitoring. This is part of a $1,500 Safety and Security package that also adds lane keep assist, forward collision alert, rear-cross traffic alert, and more. For a vehicle that begins that begins just a hair over $62,000, you think blind spot monitor would be standard. It should.
      Cadillac has been making great strides since the first-generation CTS-V and the ATS-V is the beneficiary of it. The powertrains will nail you to your seats and the handling can match or surpass the class leaders. But Cadillac is still stumbling over some simple things such as the interior materials and the infotainment system. It is an amazing driving vehicle, but it is let down by the interior.
      At the end of the week, I couldn’t deny this is an impressive vehicle even with the interior issues. It was very much worth the long wait.
      Cheers: Jaw-Dropping performance, Sharp handling, Looks that make it stand out from the crowd
      Jeers: Carbon Fiber package isn't worth the money or worry, Interior doesn't feel like it is worth the price, CUE
      Disclaimer: Cadillac Provided the ATS-V, Insurance, and One Tank of Gas
      Year: 2016
      Make: Cadillac
      Model: ATS-V Coupe
      Trim: N/A
      Engine: 3.6L SIDI DOHC Twin-Turbo V6
      Driveline: Eight-Speed Automatic, Rear-Wheel Drive
      Horsepower @ RPM: 464 @ 5,850
      Torque @ RPM: 445 @ 3,500
      Fuel Economy: City/Highway/Combined - 16/24/19
      Curb Weight: 3,803 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $62,665
      As Tested Price: $79,205 (Includes $995.00 Destination Charge)
      Options:
      Carbon Fiber Package - $5,000.00
      Recaro Performance Seats - $2,300.00
      Luxury Package - $2,100.00
      8-Speed Automatic Transmission - $2,000.00
      Performance Data Recorder - $1,300.00
      Power Sunroof - $1,050.00
      18-inch Polished Wheels - $900.00
      Dark Gold Brembo Calipers - $595.00
      Sueded Microfiber Steering Wheels and Shifter - $300.00
    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00

      View full article
    • By William Maley
      For a time, the V6 was looked down upon in the likes of the Chevrolet Camaro, Dodge Challenger, and Ford Mustang because they were seen as lackluster. The engines didn’t match aggression that was being expressed by the exterior of the coupes. But rising gas prices and increasing regulations on fuel economy and emissions has the likes of GM, Ford, and FCA revisiting the idea of a V6 muscle car. We recently spent some time in a 2016 Dodge Challenger V6 to see if it is worth it.
      I will argue that the Challenger is still the meanest looking out of the three muscle cars on sale. Dodge’s designers were able to bring the design of the original Challenger into the modern era without making it look like a complete mess. The little details such as the narrow grille, quad headlights, fuel filler cap, and rectangular taillights are here and help it stand out. Our tester featured the optional Blacktop package that adds a blacked-out grille, black stripes, and a set of 20-inch wheels. The downside to bringing the original Challenger design into the modern era is poor visibility. Large rear pillars and a small glass area make it somewhat difficult to backup or making a pass. The good news is that a number of Challenger models like our SXT Plus come with a backup camera as standard and blind spot monitoring is available as an option. The Challenger’s interior hasn’t changed much since we last reviewed it back in 2014 with the SRT 392. It is still a comfortable place to sit in and controls are in easy reach for the driver thanks to the center stack being slightly angled. Still, the limited glass area does mean you will feel somewhat confined. Power for the SXT is Chrysler’s 3.6L Pentastar V6 with 305 horsepower and 268 pound-feet of torque. This is paired with an eight-speed automatic only. If you want a manual, you need to step to one of the V8 engines. The V6 is quite surprising with how much performance is on offer. Step on the accelerator and the V6 moves the Challenger with surprising authority. Power comes on a smooth rate no matter what gear you find yourself in. The eight-speed automatic is one of best in the business with smart shifts. Only disappointment is the V6 doesn’t sound like it belongs in the Challenger. There isn’t that muscular roar when step on the accelerator. A new exhaust and some tweaking in the engine could fix this issue.  As for fuel economy, we got an average of 23.4 mpg. Not bad for a coupe that is rated at 19 City/30 Highway/23 Combined. One item that the Challenger is known for is its ride comfort and this hasn’t changed. Even with the optional Super Track Pak fitted to our tester, the Challenger was able to provide a cushy ride over some of Michigan’s terrible roads. Road and wind noise are kept at very low levels. Speaking of the Super Track Pak, this should be mandatory equipment on the V6 model. With firmer suspension bits, it makes the Challenger feel slightly smaller and reduces body roll around corners. However, it cannot mask the Challenger’s weight. Pushing it around a corner, the Challenger feels quite big and not as nimble the as the Chevrolet Camaro I drove afterward. The Challenger SXT Plus starts at $29,995. Add on a few options such as the Blacktop package and you’ll came to an as-tested price of $34,965, pretty good value for a muscle car. Going with the V6 option in the Challenger isn’t bad a choice. You get the looks of a muscle car and some decent performance. But as I drove the Challenger during the week, I couldn’t help but think about what if I had the V8. Six is good, but eight is even better. Disclaimer: Dodge Provided the Challenger, Insurance, and One Tank of Gas
      Year: 2016
      Make: Dodge
      Model: Challenger
      Trim: SXT Plus
      Engine: 3.6L 24-Valve VVT V6
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 305 @ 6,350
      Torque @ RPM: 268 @ 4,800
      Fuel Economy: City/Highway/Combined - 19/30/23
      Curb Weight: 3,885.2 lbs
      Location of Manufacture: Brampton, Ontario
      Base Price: $26,995
      As Tested Price: $34,965 (Includes $995.00 Destination Charge)
      Options:
      SXT Plus 3.6L V6 Package 21V - $3,000.00
      Driver Convenience Group - $1,095.00
      Sound Group II - $795.00
      Blacktop Package - $695.00
      Super Track Pak - $695.00
      UConnect 8.4 NAV - $695.00
    • By dfelt
      G. David Felt
      Staff Writer Alternative Energy - www.CheersandGears.com
       
      2016 J.D. Powers VDS SUVs

      JD powers has their 2016 vehicle dependability study out. VDS Study
       You can review it for all other segments, but being a dedicated SUV / CUV buyer, I was curious to know after 3 years who was top dog.
      Small SUV - Buick Encore Compact SUV - Chevrolet Equinox Compact Premium SUV - Mercedes-Benz GLK Midsize SUV - Nissan Murano Midsize Premium SUV - Lexus GX Large SUV - GMC Yukon I have to say that having 3 of the 6 segments covered by a GM product is pretty damn impressive!
  • Recent Status Updates

  • Who's Online (See full list)