2007 Dodge Magnum SRT-8
I had just traversed the lush Imperial Valley in southeastern California and to the west could see the first jagged escarpments of the Vallecito Mountains looming ahead. After enduring hundreds of miles of mind-numbing desert through Arizona, it was a relief to know the road would soon offer the opportunity to learn if the Dodge Magnum SRT8 test car had the handling to match its substantial straight-line performance. In a few miles I-8 would begin the long climb up from sea level as it snaked through arid canyons and over a 4,100-foot summit before dropping down to the coastal plains and into San Diego.
I came up behind a dozing driver who was blocking the left lane in his new BMW 760i, apparently oblivious to the fact that anyone could possibly wish to exceed his substantial cruising speed. After an interminable delay, just as I'd reconciled myself to going around him on the right, the somnolent Bimmer pilot abruptly snapped to attention and accelerated away sharply. With thoroughbred V-12 power at his disposal, it was an impressive display of performance, particularly given his car's nearly 4800-pound curb weight.
I upped my speed to match his but stayed well back, content to observe his level of skill. Warning signs flashed past; we were approaching an uphill sweeper and about to enter the mountains, the highway disappearing behind a rock wall to the left. Nearing the decision point, his reaction would tell me if I was following a driver or a poseur. The flash of brake lights and his rapid deceleration gave me the answer. Now as I filled his mirrors, he still refused to yield.
No worries, I tapped the auto-stick to grab fourth gear, changed lanes and went around the Ultimate Driving Machine in mid-curve, accelerating back to my previous cruising speed while negotiating the next series of steep uphill S-curves. Continuing on without slackening pace, a glance in the mirrors confirmed that he'd already disappeared from view. The SRT8's Hemi was barely breathing hard.
Our chance encounter was ironic. The BMW engine has a 6.0-liter displacement; the Dodge has 6.1-liters. The 760i's all-alloy, four-cam V-12 produces 438 hp at 6000 rpm and 444 lb-ft at 3950, routed through a six-speed automatic. The SRT-8 two-valve pushrod V-8 generates 425 hp at the same 6000 rpm and 420 lb-ft at 4800 rpm. EPA-rated fuel economy is 15/22 for the BMW, 14/20 for the Dodge. Base prices, including shipping are $112,195, BMW, versus $37,995, Magnum SRT8.
To be fair, in the hands of a skilled driver the 760i could easily have kept pace. But the Dodge is faster. Acceleration to 130 mph is roughly equal, but the 760i is all through at 150 mph, hobbled by its electronic limiter. I saw 166 mph in the Magnum SRT8 before running out of real estate. Given room, it should easily reach 170 mph, probably more. With its longer roof, the Magnum is likely a bit faster than its SRT8 platform mates, the Dodge Charger and Chrysler 300C. Although they may be identical mechanically, most station wagons are faster than their sedan counterparts, the result of smoother airflow along that extended roof and lower drag.
From outside there are only subtle clues to differentiate the SRT8 factory hotrod from the standard Magnum. Handsome nine-inch-wide five-spoke 20-inch alloys are shod with 245/45 front and 255/45 rear summer performance tires. All-season 245/45s all around are a no-cost option. A rear roof spoiler and deeper front air dam help smooth airflow. The latter also has integral ducts to direct cooling air to the front brakes. The red Brembo calipers clamp massive rotors - 14 inches in front - and provide excellent pedal feel. They're easy to modulate and haul the car down from speed at a terrific rate.
The interior receives a pair of sport seats that are supportive and comfortable enough for all-day trips. Pedals are power-adjustable and the steering wheel adjusts for reach and rake. The optional sat/nav system is easy to operate and secondary controls are well positioned. Combined with its good overall control layout, the cockpit's an inviting place to do business. The only negative is visibility, particularly to the rear quarters, compromised by the high beltline and thick D-pillars. Parallel parking demands absolute faith in the outside mirrors and plenty of drivers will get it wrong, judging from the multiple gouges in our nearly new test car's curb-side wheels.
Although my car had the standard all-season tires (summer performance tires are optional), grip was substantial and handling benign. Even at top whack, it tracks laser-straight, asking for only the smallest of steering corrections in reaction to major pavement irregularities. Roll stiffness is quite high but without a big penalty in comfort. On wavy pavement the multi-link, E-class-derived suspension filters out harshness while delivering a taut, well-damped ride. Mercedes' superb Electronic Stability Program is standard and it can save the unlucky or unwary should things go wrong. Unlike in most Mercedes products, in the SRT8 its threshold is high enough that you have to be in serious trouble before it steps in to help sort things out.
The Magnum is a big car and not a vehicle that can be flicked about like a Miata; it's better suited to the role of fast interstate grand tourer. Thus employed, it offers comfortable seating for four plus their luggage. Clothes queens will find favor with the standard roof luggage rack whose adjustable, sliding crossbars can accommodate an additional 150 pounds of overflow. Whether it'll all remain in place at 170 mph remains open question.
Truth is, with the hassles endured by today's air travelers, a car like the Dodge Magnum SRT8 makes sense as a practical transportation device on trips shorter than 500 miles. I proved it by driving from Phoenix to downtown San Diego in the Magnum rather than flying, now a four-plus-hour marathon when you factor in waits at security checkpoints, delayed flights and ground transportation. Elapsed time for the 380-mile trip was 4.5 hours and despite being flogged hard, the Magnum SRT8 averaged a remarkable 16.6 mpg, a number undoubtedly enhanced by the Hemi's seamless cylinder-deactivation system and volumetric efficiency.
I spent less than seventy-five bucks on fuel and had the use of a fine car - with its excellent satnav system - at my destination, rather than the usual rental penalty box. Unlike air travel, trips like this in the Dodge make getting there all the fun.
