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Magnum is more than an edgy face, and the Hemi helps

published September 12, 2005

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( 20 votes, average: 4.7 out of 5)
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In an unofficial survey of three out of four couples I observed looking at the Magnum RT test car, it was the man who was caught midstep and the woman who was tugging at his arm to finish crossing the street.

As for the fourth couple, the woman wasn't looking at the man or the Magnum.


Fortunately for Magnum, it's more than just an edgy face.
Sharing a platform with the Chrysler 300 and the soon-to-arrive Dodge Charger sedan, the wagon version is sold in rear- or all-wheel drive with a choice of three engines and one transmission.

It is a comfortable, big car with a satisfying 40 inches of back seat leg room. Trouble is, this so-called Sport Tourer has such chopped side glass that views from the back seat are lean. But Magnum is more about being seen than about someone's - adult or kid - views from the back seat.

A wagon with this much attitude in the body work needs power to match the image.

The topline Magnum RT nails it with the 340-horsepower, 5.7-liter Hemi V-8. The base model with a 190-hp, 2.7-liter double overhead cam V-6 might wear out its welcome before the glow of its fuel economy - 21/28 - wears off. After all, Magnum weighs just over two tons.

A midrange 3.5-liter V-6 offers a balance of 250 hp and fuel economy of 19 mpg around town and 27 on the highway. The Hemi gets 17/25, which is still better than most midsize SUVs.

And the engine works at saving fuel.

The Hemi is a non-state-of-the art pushrod valve design, but with state-of-the-art multiple cylinder displacement that alternates between four-cylinder mode when less power is needed and eight-cylinder mode when the pedal goes down firmly.

Fuel efficiency improves by up to 20 percent, and if Chrysler can do that, why can't every carmaker that mass-produces a V-8 do the same?

Maybe it was the Magnum's shape and mass, but it was just an OK car to drive, even with the Hemi. The suspension can feel trucky at times, but the ride is fairly quiet at highway speeds - almost as quiet as the new Jeep Grand Cherokee, which says a lot about the new Grand Cherokee.

Full-on acceleration is righteous - zero-to-60 mph in 6.3 seconds - but the response between steering, throttle and braking seemed a little coarse and not quite direct. The 5-speed AutoStick is a handy tool, sourced from the Mercedes parts bin.

Inside, simplicity with style succeeds. There's lots of plastic and some with a soft-touch surface where it matters and some with a brittle, hollow sound to it. Overall, there is quality to the materials and how the pieces fit.

The back seat is comfortable, but the center seat's foot room is compromised by the big exhaust tunnel. Instead of seatback pockets, there are more usable and big door storage pockets.

Passengers also have the use of grab handles, coat hooks, reading lights, and cup holders in the pull-down armrest.

The cargo area is a clever three-level arrangement. The basement holds the spare and ignition battery. The main floor has a clever trifold design that easily folds back to reach the second level, which would be handy for emergency materials.

The main floor is secured with a cargo net and side bins and covered by a roller shade. It's good use of space, but the tailgate's a little awkward to close.

Compared to most SUVs that are high on image and low on usability, Magnum has the best of both and better fuel economy.

SPECS BOX

2005 Dodge Magnum RT
Body style: 5-passenger wagon in rear- or all-wheel drive
Engine: 5.7 liter, pushrod Hemi V-8
Horsepower: 340 hp at 5,000 rpm
Torque: 390 foot-pounds at 4,000 rpm
Transmission: Driver-adaptive 5-speed AutoStick
Acceleration: 0 to 60 mph, 6.3 seconds
EPA fuel economy estimates: 17 mpg city, 25 highway (AWD, 17/23)
Fuel capacity: 19 gallons; 89 octane recommended

DIMENSIONS

Cargo space: 27.2 cubic feet, behind back seat; 71.6, seats folded
Front head/leg/shoulder room: 38.4/41.8/58.7 inches
Rear head/leg/shoulder room: 38.1/40.2/57.6 inches
Length: 197.7 inches
Wheelbase: 120 inches
Curb weight: 4,179 pounds (AWD, 4,393)

FEATURES

Standard equipment: Remote locking, air conditioning, tilt-telescopic steering wheel, power windows and locks, power heated and folding mirrors, tinted glass, rear window wiper-washer, cruise control, 8-way power-adjusted driver's seat, AM-FM-CD with 6 Boston Acoustic speakers, full-length floor console, front-rear reading lights, floor mats, fog lights and liftgate light
Safety equipment includes: Multistage front air bags with occupant classification system, height-adjustable front belts, Brake Assist, electronic stability control, 4-wheel ABS

CHASSIS

Brakes: 4-wheel discs with 4-wheel ABS, electronic stability control and Brake Assist; 13.6-inch vented front rotors, 12.6-inch vented rear
Steering: power rack and pinion; 38.9-foot turning circle
Suspension: 4-wheel independent with gas-charged struts and stabilizer bar; optional Nivomat self-leveling shock absorbers
Tires and wheels: Continental P225/60R 18-inch all-season touring on polished aluminum wheels

PRICING

Base: $30,810, including $675 destination charge; price as tested, $34,075
Options on test car: Inferno Red paint ($225); Protection Group ($590) includes side curtain air bags, air filtration system and 18-inch self-sealing tires; navigation system ($1,895); Sirius satellite radio ($195) includes 1-year subscription; hands-free phone connection ($360) includes auto dimming rearview mirror
The competition: Midsize SUVs and large, image-rich sedans.
Where assembled: Brampton, Ontario, Canada

PLUSES: Edgy styling looks like it could compromise driver's visibility but doesn't; clever three-level cargo area; big back seat area with leg room; Hemi V-8 with Multiple Cylinder Displacement.

MINUSES: Response between steering, throttle and brakes feels a little coarse and less than direct.

Mark Maynard is driving in cyberspace at mark.maynard@uniontrib.com

published September 12, 2005

( 20 votes, average: 4.7 out of 5)
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