G8 vs Charger - Powertrain - Car and Driver
50–70
30–50
ROLLING 5–60 MPH
¼-MILE @ MPH
0–100
0–30
MPH/1000 RPM
AXLE RATIO:1
SOUND LEVEL (dBA)
2.1 5.5 13.5
14.1 @ 5.7 3.0 3.6 102
IDLE
EPA CITY EPA HWY
70-MPH CRUISE 350 MILES
139
yes
12.6-inch 12.8-inch vented disc vented disc
yes
yes
Goodyear Eagle RS-A, 245/45R-20 99V M+S Bridgestone Potenza RE050A, 245/40R-19 94W TEST AVERAGE
15 23 16 15 24 16
45
15
78
24
68
16 LANE CHANGE (mph)
yes
46 76 67 44 79 68
ROADHOLDING 300-FT-DIA SKIDPAD (g)
BRAKES
13.6-inch 12.6-inch vented disc vented disc
FUEL (mpg)
FULL THROTTLE
13.8 133 2.0 5.2 12.7 @ 5.4 3.0 3.7 (gov ltd) 104
STABILITY CONTROL
multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar
TOP SPEED (mph)
BRAKING 70–0 MPH (ft)
*Stability-control-inhibited.
multilink, coil springs, anti-roll bar struts, coil springs, anti-roll bar
TOP GEAR MPH
14.3 145 2.2 5.7 14.3 @ 5.9 3.0 3.5 (gov ltd) 100
ANTI-LOCK CONTROL
DODGE CHARGER R/T
REAR
CHASSIS
SUSPENSION FRONT
BEST IN TEST
TEST AVERAGE
MPH
TIRES
CHECK OUT BEHIND-THE-SCENES PICTURES WE DIDN’T HAVE ROOM FOR.
PONTIAC G8 GT
GEAR RATIOS:1
DRIVEN WHEELS
3.58 8.2 2.19 13.3 350 @ 5000 5-sp 1.41 20.7 5800 11.9 auto rear 1.00 2.82 29.2 0.83 35.2 390 @ 4000 – – 4.03 6.6 2.36 11.2 361 @ 5300 1.53 17.4 6000 11.1 6-sp auto rear 1.15 2.92 23.1 0.85 31.2 385 @ 4400 0.67 39.6
@CARANDDRIVER.COM
C/D RESULTS
ACCELERATION (seconds)
REAR
PONTIAC G8 GT pushrod 16-valve V-8 364 cu in (5967cc)
TORQUE LB-FT @ RPM
FRONT
DODGE CHARGER R/T pushrod 16-valve V-8 345 cu in (5654cc)
POWER BHP @ RPM
TRANSMISSION
C/D RESULTS
POWERTRAIN
tracted the most criticism was its hydraulic rack-and-pinion power steering, which was as numb as a phantom limb. Drivers found themselves interpreting responses by the car’s directional changes rather than anything the steering was telling them via their fingertips. But surely there was something to love in this package? Sure. For one, the snug bucket seats were far more supportive than the G8’s, as well as more comfortable and much easier to adjust. We grade the Charger’s ergonomics a shade ahead of the G8’s—controls easy to identify and operate, instruments clearly marked and readily legible. And we also give the styling nod to the Dodge. It exudes a macho menace that few other sedans can match. Still, the Charger is second in more scoring categories than it wins. That, plus ambitious pricing—a base of $31,455, $1460 more than the base price of the G8 GT— makes the Dodge a pretty tough sell.
DRIVELINE LB PER BHP
* C/D EST
the Charger in this regard and would improve braking performance. The Charger needed a dismal 187 feet to stop from 70 mph at the test track, although there was no hint of fade, and pedal feel was a bit better than the G8’s. With its big brake rotors, this car should be capable of much better stops. We made an oblique reference to the Charger’s stability-control system, and now that we’re straightening out some mountain roads, it’s time to elaborate. Stability systems are great, provided you can switch them off when you want to explore your car’s max capabilities on lesstraveled dry roads. The Charger’s system does have an on/off switch, but off doesn’t quite mean off—it means higher threshold of intervention. This accounts for the Charger’s mediocre skidpad showing and slower speed through the lane-change test (53.1 mph versus 57.3). The Charger’s dynamic trait that at-
ENGINE REDLINE (rpm)
BEST IN TEST
COMPARISON TEST
0–60
providing a more satisfying grip. Subjective dynamic distinctions were also generally subtle, and if you weren’t able to do a back-to-back comparison drive with the two cars, we have no doubt you’d find the Dodge fully satisfying. The Charger’s transient responses, for example, are reasonably prompt for a sedan in this size and weight class but not quite as prompt as the G8’s. The level of grip delivered by the Goodyear Eagle RS-A all-season performance tires wasn’t impressive on the skidpad at 0.77 g, but that forgettable number was mitigated by a stability-control system (on which more later), and on mountain roads at brisk speeds, the Charger felt reasonably sure-footed. And even though the Charger’s optional performance suspension kept cornering attitudes more level, the G8 could be hustled through the same turns faster, with more confidence and with slightly smoother ride quality. A more aggressive tire would help
AMERICAN BIG-INCH SEDANS
187
0.77*
53.1*
163
0.84
57.3
175
0.81
55.2 JUN 2008
69
30–50
ROLLING 5–60 MPH
¼-MILE @ MPH
0–100
0–30
MPH/1000 RPM
AXLE RATIO:1
SOUND LEVEL (dBA)
2.1 5.5 13.5
14.1 @ 5.7 3.0 3.6 102
IDLE
EPA CITY EPA HWY
70-MPH CRUISE 350 MILES
139
yes
12.6-inch 12.8-inch vented disc vented disc
yes
yes
Goodyear Eagle RS-A, 245/45R-20 99V M+S Bridgestone Potenza RE050A, 245/40R-19 94W TEST AVERAGE
15 23 16 15 24 16
45
15
78
24
68
16 LANE CHANGE (mph)
yes
46 76 67 44 79 68
ROADHOLDING 300-FT-DIA SKIDPAD (g)
BRAKES
13.6-inch 12.6-inch vented disc vented disc
FUEL (mpg)
FULL THROTTLE
13.8 133 2.0 5.2 12.7 @ 5.4 3.0 3.7 (gov ltd) 104
STABILITY CONTROL
multilink, coil springs, anti-roll bar multilink, coil springs, anti-roll bar
TOP SPEED (mph)
BRAKING 70–0 MPH (ft)
*Stability-control-inhibited.
multilink, coil springs, anti-roll bar struts, coil springs, anti-roll bar
TOP GEAR MPH
14.3 145 2.2 5.7 14.3 @ 5.9 3.0 3.5 (gov ltd) 100
ANTI-LOCK CONTROL
DODGE CHARGER R/T
REAR
CHASSIS
SUSPENSION FRONT
BEST IN TEST
TEST AVERAGE
MPH
TIRES
CHECK OUT BEHIND-THE-SCENES PICTURES WE DIDN’T HAVE ROOM FOR.
PONTIAC G8 GT
GEAR RATIOS:1
DRIVEN WHEELS
3.58 8.2 2.19 13.3 350 @ 5000 5-sp 1.41 20.7 5800 11.9 auto rear 1.00 2.82 29.2 0.83 35.2 390 @ 4000 – – 4.03 6.6 2.36 11.2 361 @ 5300 1.53 17.4 6000 11.1 6-sp auto rear 1.15 2.92 23.1 0.85 31.2 385 @ 4400 0.67 39.6
@CARANDDRIVER.COM
C/D RESULTS
ACCELERATION (seconds)
REAR
PONTIAC G8 GT pushrod 16-valve V-8 364 cu in (5967cc)
TORQUE LB-FT @ RPM
FRONT
DODGE CHARGER R/T pushrod 16-valve V-8 345 cu in (5654cc)
POWER BHP @ RPM
TRANSMISSION
C/D RESULTS
POWERTRAIN
tracted the most criticism was its hydraulic rack-and-pinion power steering, which was as numb as a phantom limb. Drivers found themselves interpreting responses by the car’s directional changes rather than anything the steering was telling them via their fingertips. But surely there was something to love in this package? Sure. For one, the snug bucket seats were far more supportive than the G8’s, as well as more comfortable and much easier to adjust. We grade the Charger’s ergonomics a shade ahead of the G8’s—controls easy to identify and operate, instruments clearly marked and readily legible. And we also give the styling nod to the Dodge. It exudes a macho menace that few other sedans can match. Still, the Charger is second in more scoring categories than it wins. That, plus ambitious pricing—a base of $31,455, $1460 more than the base price of the G8 GT— makes the Dodge a pretty tough sell.
DRIVELINE LB PER BHP
* C/D EST
the Charger in this regard and would improve braking performance. The Charger needed a dismal 187 feet to stop from 70 mph at the test track, although there was no hint of fade, and pedal feel was a bit better than the G8’s. With its big brake rotors, this car should be capable of much better stops. We made an oblique reference to the Charger’s stability-control system, and now that we’re straightening out some mountain roads, it’s time to elaborate. Stability systems are great, provided you can switch them off when you want to explore your car’s max capabilities on lesstraveled dry roads. The Charger’s system does have an on/off switch, but off doesn’t quite mean off—it means higher threshold of intervention. This accounts for the Charger’s mediocre skidpad showing and slower speed through the lane-change test (53.1 mph versus 57.3). The Charger’s dynamic trait that at-
ENGINE REDLINE (rpm)
BEST IN TEST
COMPARISON TEST
0–60
providing a more satisfying grip. Subjective dynamic distinctions were also generally subtle, and if you weren’t able to do a back-to-back comparison drive with the two cars, we have no doubt you’d find the Dodge fully satisfying. The Charger’s transient responses, for example, are reasonably prompt for a sedan in this size and weight class but not quite as prompt as the G8’s. The level of grip delivered by the Goodyear Eagle RS-A all-season performance tires wasn’t impressive on the skidpad at 0.77 g, but that forgettable number was mitigated by a stability-control system (on which more later), and on mountain roads at brisk speeds, the Charger felt reasonably sure-footed. And even though the Charger’s optional performance suspension kept cornering attitudes more level, the G8 could be hustled through the same turns faster, with more confidence and with slightly smoother ride quality. A more aggressive tire would help
AMERICAN BIG-INCH SEDANS
187
0.77*
53.1*
163
0.84
57.3
175
0.81
55.2 JUN 2008
69
