What's in a name? Apparently with the new Dodge Charger, everything.

The new Charger is the third in a trio of breathtaking new vehicles from Chrysler Corporation. Along with the Chrysler 300 and Dodge Magnum, Charger replaces the once-vaunted LH cars as the company's entries into the full-size passenger-car market.

The 1993 Dodge Intrepid stunned the automotive world and revitalized the full-size car market.

The LH cars were introduced in 1993 and quickly grabbed the industry by storm. They included the Chrysler Concorde, Chrysler New Yorker/300/LHS, and Dodge Intrepid. Their cab-forward styling, roomy interiors, and sporty moves resonated with buyers. At their sales peak, production for all three totaled 300,000 units per year.

But that was then and this is now. The full-size market isn't what it used to be. Gone are the glory days of the Chevy Caprice and Ford Crown Victoria, and Chrysler thought it was again time to shake up the industry.

That's literally what they did with the radically retro Chrysler 300 and Dodge Magnum, which blend exterior styling cues of mid- to late-fifties hot rods with a drivetrain switched from front to rear. Completing the retro turnaround was the introduction of the Charger this spring--a storied name from Dodge's performance past.

The 300 (top), Magnum (middle), and Charger (bottom) all ride the same basic chassis. The Magnum is a 4-door wagon while the 300 and Charger are 4-door sedans.

The new trio, dubbed internally LX, gave Chrysler Corp. a formidable presence in the full-size marketplace, and makes a statement that Chrysler will continue to think outside the box when bringing forth new products.

According to Joe Grace, Program Manager for 300, Charger, Magnum, "the styling and technology of the new LX combined to create an exciting exterior and thoroughly modern chassis."

Early on in the design process, Chrysler decided that its powerful Hemi V8 would be the top engine in the LX cars. This dictated a switch from front- to rear-drive, accommodating the added power and torque of the Hemi. The switch of drive wheels allowed for shorter front and rear overhangs, stretched wheelbase, and a longer hood--creating a new look without sacrificing interior room.

Gone was the cab-forward design of the LH cars, and in was the chopped greenhouse and high beltline of the LX. But before the rear-drive LX platform would get the go-ahead, Chrysler had to be sure that the technology to make a safe handling and high-horsepower rear-drive car existed.

Conveniently, Chrysler and Mercedes-Benz had just completed a merger (or takeover, depending on who you believe). Mercedes, longtime rear-drive stalwart, had advanced stability- and traction-control systems that could be adapted into the LX cars with little trouble. This new technology can give a rear-drive car the ability to perform on par with a front-drive car in the snow and rain.

In addition, Mercedes had a wonderful and elegant independent rear-suspension design from the E-Class that, when adapted to the LX, made for a car that rode like a full-size sedan from Europe. Finally, Mercedes also had extensive experience with all-wheel-drive systems, and adding AWD to the LX platform would help lure buyers who were leery of rear-drive after decades of driving front-drive sedans.

At the 2005 Detroit Auto Show, ASC showed a 4-door ragtop concept of the 300 that garnered rave reviews.

What does the future hold for the LX platform? Grace could not comment on future product, but given the trend toward crossover vehicles it would be shocking if Chrysler didn't do something more SUV-like with the LX chassis. And, when pressed about the lovely convertible 300 showcased by aftermarket supplier ASC at the 2005 Detroit Auto Show, Chrysler officials commented, "There are no plans at this time to move forward on that type of design."

Another concept that is being bandied about is a 2-door version of the Charger. Nicknamed by automotive scribes the Challenger, this new coupe would fight the Ford Mustang in a revival of the "ponycar" wars of the 1960s. Chrysler hasn't confirmed or denied rumors of the Challenger, but it would be shorter and lighter than the Charger, and hopefully offer a manual-transmission option.

Regardless of what Chrysler Corp. has in store, the new LX cars are a hit in the marketplace. Chrysler is on pace to sell 150,000 300s this year. Combined hopes for the Charger and Magnum exceed that number. Only time will tell if the market will continue to accept the upstarts from Chrysler. One thing is sure, you can bet that this automaker will continue to push the envelope with new and innovative designs at each model introduction.

Charger on the Track



Charles Giametta, Executive Editor: "While Ford and GM seem to be dancing around America's sedan sweet spot, Dodge appears to have nailed it. Charger is roomy, solid, and stylish. It handles well and is right in step with the trend to rear-wheel drive. With 250 hp for around $24,000, or with Hemi muscle for under $30,000, its price/power equation is hard to beat. By comparison, GM's front-drive competitors feel cramped and out of date. And Ford's roomy, brilliantly packaged Five Hundred has unfortunately been tarred as underpowered and uninspired. Don't compare Charger with any of the Asian sedans in its price range. Those are different designs for a different buyer mindset. Dodge recognizes a particular American appetite, and satisfies it with this tasty new sedan."

John Biel, Editor-in-Chief, Collectible Automobile: "The new Dodge Charger doesn't pack the visual punch of its long, low, wide muscle-era namesake, which, in its wide-mouth 1968-70 version, reminds me of a shark on the prowl for its next victim. But times change, needs change, and cars change. The new Charger's platform is totally unlike that of any car that previously bore the name, but its looks still give off masculine pheromones. Meanwhile, the appearances are backed up by real muscle, especially with the Hemi V8. When the Charger starts coming out in a few old-school Mopar colors like Plum Crazy and Sub Lime, a touch of the old car's swagger will be injected into the '06 model."

Mark Bilek, Editorial Director: "On the track, the Charger makes no apologies for its size. Though the vehicle demonstrated the tendency to understeer when pushed into fast corners, subtle applications of power could help bring the rear of the vehicle around. Handling and braking ability progressed with trim level. By far the best performer was the R/T with the Road/Track Performance Group."

"But the track isn't the Charger's element. The Charger feels at home on the road where the torque of the Hemi V8 can easily out-muscle its rivals."

Richard Cotta, Automotive Editor: "Racetrack driving revealed neutral handling characteristics, at least at the 9/10 speeds that limited talent and fear of embarrassment allowed. But antiskid control needs to be deactivated for best entertainment; otherwise, it cuts power the moment it detects any wheelslip (and what fun is racing without some?), which makes powering out of a corner an exercise in futility."

"Though it lacks the Hemi engine this car screams for, the base Charger SE strikes me as the bargain of the bunch--mostly because it includes the adequate 3.5-liter V6 as standard, whereas upgrading a Magnum SE to that engine from its lowly 2.7 V6 costs about $3500. Charger also includes ABS, traction control, and antiskid system, all of which are optional on the Magnum SE."