Automotive Reviews
Posts tagged Dodge
2003 Dodge Neon SRT-4
Aug 12th
At the risk of offering too much personal information, I would like to announce that I once ate an entire bag of marshmallows for breakfast. The Dodge Neon SRT-4 feels like the morning that resulted. In a word, it’s frenetic. Not once during our test drive did this little red rocket even consider calming down. “Go!” it seemed to scream from the moment the key was turned. “Hurry, hurry, hurry, we have to go go go go go!”
That the SRT-4 is in serious need of a Valium should be obvious from the outset. More than just a collection of add-on spoilers and big wheels, this Neon (“SRT” stands for Street Race Technology) is actually packing a 215-horsepower, 2.4 liter turbocharged four-cylinder. Dodge says it’s the second-quickest car in its stable, with a 0-60 time bested only by the mighty Viper.
This is no “sleeper” performance sedan. Compared to a stock Neon, the SRT-4 looks aggressive and powerful–and maybe even slightly insane. A large Viper-style crosshair grille all but erases the front bumper, and a functional hood scoop has been added to the Neon’s usually cheerful face to feed air to the turbo. 17″ wheels with low-profile tires are standard. Nearly all of the trim is painted body color, for a menacing monochromatic look. Dual exhaust outlets jut from the rear bumper, and there’s a tall hoop spoiler on the trunklid. This is in no way a nondescript piece of machinery.
It’s the same story inside. An aftermarket-style turbo boost gauge complements the white-faced gauges, so you’ll never forget what’s under the hood. The dash, shift knob and pedals are accented with satiny silver trim. The racing-style seats are heavily bolstered for lateral grip, and seem to pull you in and hug you to the car. They’re comfortable, if a bit hard. The good things about the Neon’s ergonomics remain in place; visibility is great (despite the spoiler in the rear window) and all of the ancillary controls are within easy reach. Our only complaint was that the shifter seemed a bit too far down for even our long arms to reach comfortably. We expect lots of SRT-4 owners will opt for taller aftermarket shifters.
We also expect lots of SRT-4 owners to be buying new tires after melting the original ones. Turn the key and crank it to life, and the SRT-4 is ready to go, go go. The 2.4 liter’s responsive, thanks to 16-valve, DOHC construction, and it doesn’t take long for the turbo to spool up and those 215 horses to scream for release. Give it some gas and release they will, through whichever front tire has the least traction. The engine is a sweet one, but the SRT-4 needs a limited-slip differential, badly. Wheelspin frequently reduces this psychotic Neon to one-wheel drive, and while the single smoking wheel is amusing, it doesn’t do much good acceleration-wise. When it can find traction, the SRT-4 is fast, rowdy fun. A heavy-duty five-speed manual transmission is standard equipment. The SRT-4 will still return 30-mpg fuel economy on the freeway, too.
Handling has been upgraded with firmer struts and springs front and rear, and Dodge took the advice of Sports Car Club of America (SCCA) amateur racers among its engineers when developing the suspension. Body roll has been all but eliminated, and the SRT-4 handles as well as the track-only Neon American Club Racer (ACR) model of the mid-1990s. Big eleven-inch disc brakes live at all four corners, and anti-lock brakes are standard.
Best of all, the Neon SRT-4 leads the bang-for-the-buck pack with a sticker price below $20,000. It’s only a McDonald’s Extra Value Meal shy of twenty grand, but it’s still a bargain.
Specifications:
All specs are for the 2003 Dodge Neon SRT-4, which we tested.
Length: 174.4 in.
Width: 67.4 in.
Height: 56.0 in.
Wheelbase: 105.0 in.
Cargo space: 13.1 cu.ft.
Base price: $19,995
Price as tested: $19,995
Engine: 2.4 liter DOHC 16-valve turbocharged four-cylinder
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 215 @ 5400
Torque: 245 @ 3200-4200
Fuel capacity: 12.5 gal.
Est. mileage: 22/30
8/2009 update: Obviously, the SRT-4 got that much-needed LSD in 2004, which more than likely improved its manners tremendously. Unfortunately, I never got to drive one, so I can’t say for certain. Any owners out there want to confirm?
2004 Dodge Durango
Aug 7th
Considering the highly competitive nature of the mid-size sport-utility market, it’s amazing that the Dodge Durango soldiered on for as long as it did. The Durango has survived since its introduction in the mid-1990s with only detail changes thanks to its intermediate sizing and V8 power.
The aging Durango is completely revamped for 2004, and it’s a good time to take notice, because Dodge is applying the same boundary-breaking program to its smaller trucks as it did on the full-size, big-rig-styled Ram pickup. The ’04 Durango is bolder, more powerful, and a lot bigger than its mid-size ranking would have you think. The new truck is surprisingly close in size to the full-size SUVs from Chevrolet and Ford, and it’s refined without sacrificing Dodge’s noted ruggedness.
The new design is heavily influenced by the Ram. There’s a bit of a retro touch to it too, thanks to the aggressive fender flares and separate hood which recall the Dodge Power Wagons of yore. The stacked round taillamps are reminiscent of the Jeep Liberty, but Dodge’s design folks didn’t like having this pointed out. The Durango is tall and wide—over half a foot longer and three inches wider than the old Durango, to be specific. The Durango looks tall and narrow, and the short overhangs front and rear improve off-road handling as well as making this truck easier to pilot around town.
Just as impressive as the new exterior is the new interior. The radically sloped windshield and slick, Euro-inspired control stack are what you’d expect in a nice sedan, not a truck. It’s a far cry from the cheap plastic of the previous Durango. In addition to the nicely modernized dash, Durango offers three-row seating with more room for passengers in the back. Designers added headroom, leg room and hip room, and the second row seats flip and fold easily. Interestingly, we found the cloth seats in the base models to be more comfortable than the leather in the more expensive Durangos. Rear-seat climate controls, thumping subwoofer-equipped sound systems, Sirius satellite radio and a DVD entertainment system are also available. In some configurations the interior is more spacious than that of some full-size SUVs. Knock all of the seats flat and the new Durango will carry 102.4 cubic feet of cargo. The cargo floor is wide and flat enough for the Durango to carry a 48″ sheet of plywood.
V8 power has always been one of the Durango’s selling points. For 2004, the new 5.7 liter HEMI engine is offered in this SUV for the first time. Borrowed from the Ram, the HEMI puts out 330 horsepower, and this grunt raises the Durango’s towing capacity to a pickup-truck-humbling 8950 pounds. It’s an 85-horse boost over the 5.9 V8 that was previously the big gun in the Durango lineup. Our test truck was a Hemi, of course, and it had more than enough grunt to move out with authority. Dodge also offers the Durango in 3.7 liter V6 and 4.7-liter V8 flavors. The V6 is a powerful 210-horse unit, and is the standard engine on two-wheel drive Durangos. It’s the first time a V6 has been offered in Dodge’s mid-size SUV, actually. The 230-hp 4.7 V8 is a carryover from last year. Dodge says that fuel economy has been improved in both V8s as well. All Durangos are offered with a five-speed automatic transmission. For the truck folks, the available four-wheel drive system is equipped for off-roading, with a low range. Also of note is a larger, 27-gallon gas tank, which increases the V6-equipped Durango’s range to 400 miles or so.
Like those of the toughest trucks, the new Durango’s frame is a hydroformed unit, with strong, water-pressure construction. The front frame rails are a patented octagonal design that provides excellent impact absorption in spite of the Durango’s short nose. They’re also replaceable to facilitate quick repairs should the worst happen. The Durango rides on a separate frame and has carlike rack and pinion steering. Traction control and full-time four-wheel drive are available. There’s a solid axle in the back, but Dodge uses a Watt linkage system to reduce axle hop and skate, and coil springs smooth the ride out. Healthy skid plates are included for off-pavement adventures. On the safety front, anti-lock brakes are standard equipment and side-curtain airbags are available.
The new Durango is available in three trim levels: ST, SLT and Limited, with a choice of two- or four-wheel drive across the board. Pricing starts at $26,565 for a two-wheel drive ST, and climbs up to over $35,000 for a well-equipped Limited. Our test truck was an SLT model, which was nicely equipped for a bit under $32,000.
Specifications:
All specs are for the 2004 Dodge Durango SLT, which we tested.
Length: 200.8 in.
Width: 76.0 in.
Height: 74.3 in.
Wheelbase: 119.2 in.
Curb weight: 5076 lb.
Cargo space: 20.1 cu.ft. (all seats up); 102.4 cu.ft. (all seats folded)
Towing capacity: 8700 lb. (4×4)
Base price: $31,590
Engine: 5.7 liter OHV Hemi V8
Drivetrain: five-speed automatic, four-wheel drive
Horsepower: 335 @ 5400
Torque: 370 @ 4200
Fuel capacity: 27 gal.
Est. mileage: 14/19 (est.)
2003 Dodge Ram 3500HD
Jul 21st
No way was Dodge going to stay out of the heavy-duty pickup truck market. When the all-new Ram pickup debuted last year, it was only as a half-ton truck. Dodge chose to wait a year before unveiling its updated and upgraded heavy-duty truck. Now it’s time to go toe-to-toe with Ford’s Super Duty and General Motors’ HD Sierra and Silverado pickups.
Heavy-duty trucks are the body-builders of the automotive world. Style doesn’t matter much with them. Smoothness doesn’t either. These trucks are born to tow and haul huge loads, and anything else they manage to do in the meantime is just icing. With available gross combined vehicle weight ratings (GCWR) of 20,000 pounds from Ford and 22,000 from Chevy indicating massive trailer-towing capability, it’s certainly not a ring to jump into unprepared. That’s why Dodge is introducing the Ram 3500 with two new engines in addition to the updated body and frame that graced the Ram 1500 last year.
The styling hasn’t been changed, as it was plenty tough enough. Last year’s redesign took the Dodge Ram’s big-rig resemblance and amplified it, with larger proportions all around, a taller grille, and larger headlamps. The new Ram stands tall and proud, but the design remains relatively clean and simple. Subtle car-like touches like a deeply sloped windshield and bubble-style headlights make the Ram the most modern-looking of the heavy-duty full-size pickups compared to the boxy Ford Super Duty and Chevrolet-GMC twins. The Ram 3500 is available in regular two-door and Quad Cab cab configurations, with a choice of six-foot three-inch or eight-foot beds on Quad Cab models. Dodge is notable for not including a four-door “extended cab” model with reverse-opening doors like Ford and Chevrolet do; all Quad Cab Rams have proper full-size doors all around.
The interior is spacious, and designed for work. The upright dashboard keeps well away from work-tired knees and elbows. The black-on-white gauges aren’t as straightforward as Ford or Chevy, with a bit too much Intrepid in them, but at least the Ram 3500 is fully instrumented. On manual transmission-equipped trucks, the baseball bat-sized shifter leaves no doubt as to what you’re driving. You might need the reminder, as the Ram is impressively quiet inside. That sloped windshield and aerodynamic design do wonders for reducing wind noise. The tall cab offers generous headroom, and the rear seats fold up and out of the way to reveal a carpet-free storage shelf for tools or other gear. Adjustable pedals? Got ‘em. Center shoulder belt in two-door models? Got it. The Ram 3500 is also the first heavy-duty pickup to offer side-curtain airbags.
The heart of the new Ram 3500 is its choice of new powerplants. Lift the hood and you’ll find Dodge’s tried and true 8.0 liter V-10, the all-new 5.7 liter HEMI V8, or a 5.9 liter Cummins turbodiesel. We drove both the HEMI and the Cummins High Output Turbo Diesel, and were impressed with both, for different reasons. The 345-horsepower HEMI is a massively powerful motor, and it wants to lay rubber like a muscle car. Thanks to the Ram 3500′s weight and trucky suspension, it’s not the equal of Ford’s hot-rod pickup the Lightning, but the HEMI’s distinctive roar is definitely a reason to tromp on the gas. It’s not much of a work engine, however; even with 365 ft-lb of torque on tap, it’s more suited to impressing onlookers than with hauling. When it comes to serious work, the 5.9-liter Cummins High Output Turbo Diesel is the better choice. 305 horsepower may not sound like much, but 555 ft-lb of torque will not be argued with–and it’s available at only 1400 rpm, which is practically idle speed. “Unstoppable” is the first word that pops to mind when driving a Cummins-equipped Ram. The Cummins is a common rail fuel-injected diesel with a pilot injection system. A smaller preliminary fuel charge begins the combustion early, which helps to keep the familiar diesel “clatter” to a minimum. This also improves cold starts. The big diesel can tow to the tune of 23,000 pounds GCWR. If you’re not towing anything and you’ve got the standard six-speed manual transmission, you can amuse yourself by putting it in fourth gear and letting it idle up to speed, without any throttle.
The Ram 3500 isn’t rough or violent over the road, but the ride is definitively trucky. We drove the biggest Ram 3500 available–a Quad Cab four-wheel drive with dual rear wheels. Unladen, the rear end will wiggle around a bit on wet or uneven pavement, even with the additional weight of the dual rear wheels. The ride isn’t harsh, though, and a quick recirculating ball steering rack (4×4 only) makes even the biggest version of the Ram 3500 easy to pilot around town–although it doesn’t reduce the turning circle by much. The four-wheel drive Ram 3500 features live axles front and rear, with helper springs at the rear. Two-wheel drive Rams get independent front suspensions and more carlike rack and pinion steering.
No matter how you look at it, the Ram 3500 is not a truck to be trifled with. Our test truck, a Quad Cab, four-wheel drive Ram 3500 dually with the powerful High Output Cummins Turbo Diesel, stickered for $44,635. Ram 3500 pricing starts at $31,970. Oh, and be sure you bring something for it to haul: a boat, a 35′ fifth wheel trailer, a ton of bricks…
Specifications:
All specs are for the 2003 Ram 3500 HD, which we tested.
Length: 249.7 in.
Width: 96.0 in.
Height: 79.0 in.
Wheelbase: 160.5 in.
Towing capacity: 23,000 lb (GCWR)
Base price: $31,970
Price as tested: $44,635
Engine: 5.9 liter inline six cylinder turbo diesel
Drivetrain: six-speed manual, four-wheel drive
Horsepower: 305 @ 2900
Torque: 555 @ 1400
Fuel capacity: 35 gal