2008 Dodge Avenger

Dodge Avenger closer to Charger than Sebring sister

May 12, 2007

Following last year's introduction of the all-new Chrysler Sebring, Dodge comes on board with its own version, the 2008 Avenger.

It may seem like overkill for a manufacturer to put two similar models on the same showroom floor, but there's a method to the madness: unlike in Canada, U.S. retailers don't always sell both brands, and Dodge Avenger replaces Dodge Stratus – a nameplate discontinued here in 2000 – for Dodge dealers there.

Here in Canada, where you'll find both on the same lot, the choice will probably be determined more by its looks; the budget-minded will also note that Avenger costs less, with the base models separated by $1,000 – although you can chalk much of that up to the anti-lock brakes that are standard on all Sebring models but must be added to the entry-level Avenger SE.

At the moment, it's only available as a four-door sedan, but don't be surprised to see a convertible version follow on the heels of Sebring's recent drop-top debut.

Avenger comes with three engines, starting with a 2.4-litre four-cylinder and four-speed automatic transmission in the SE and SXT. The SXT can also be optioned with a 2.7-litre V6 that's flexible-fuel ready, even if its specialized juice isn't; it'll take E85 ethanol-enhanced gasoline (which you can't use in engines that aren't equipped for it, as it can damage the seals) should it ever become available at our pumps.

My R/T tester, which starts at $28,760, uses a 3.5-litre V6 with six-speed autobox. An all-wheel-drive version of the R/T will also be available, but mine was front-wheel only.

While the Sebring and Avenger drivelines are similar, the two share almost no visual cues. The aggressively styled Avenger, the far more attractive model to my eye, looks more like a scaled-down Charger. If the Sebring is tea and cucumber sandwiches, Avenger is beer and red meat.

The company's making an effort to market Avenger to male buyers, and overall the look succeeds, save for the tacky black plastic wings that square off the rear-door windows.

The interior also resembles that of the Charger, and although it's plain, I prefer it to Sebring's curve-and-angle design. Panel fit could be more precise in places, though; this is still an issue for most of the company's offerings, and it needs to pay more attention in an area where it's falling behind its domestic competitors.

That said, the dash layout is good, with big buttons and dials that fall easily to hand and are fully backlit at night.

Avenger includes the "Chill Zone" beverage cooler introduced on the Caliber, a dash-mounted covered cubby that holds four cans and blows cold air on them when the air conditioning's on. It only keeps pre-chilled drinks cool, but my tester was optioned with a $770 "Premium Convenience Group" that included, among other things, a console-mounted cupholder with a ceramic element that actually heats up or chills out – but only on one of the two holders – up to 60C or down to 2C.

The seats are firm, but they remain supportive on long treks; larger drivers may find that the bolstered seats are a bit tight. All models come with six airbags, but as mentioned, the anti-lock brakes that are standard on SXT and R/T are an extra $600 on the SE, and the electronic stability control that costs $500 on the SXT and R/T can't be added to the base model at all.

The rear seats are surprisingly roomy, with a great deal of space for stretching out no matter how far back the front seats are placed (I rode in the rear of the Sebring for three hours with no discomfort whatsoever); there's a centre armrest, but it needs a strap for pulling it down, as you must wedge your fingers under it to force it open.

The trunk has a fairly low lift-over, and is 106 cm deep; fold the rear seats, and it stretches to 170 cm. But wait, there's more: the front passenger seat also bends in half, allowing up to 275 cm.

Having driven all three engines in the Sebring, I find the 2.4-litre to be fine for most applications, and a good economical choice if a little noisy under load; still, the bigger V6 is great fun, with hearty acceleration and quiet performance.

The six-speed works smoothly, but the gears are short and it sometimes feels like it's shifting more than is necessary when left to its own devices; this transmission also includes a manual shift mode.

The ride belongs to a much bigger vehicle: it soaks up bumps and is very smooth, even with the R/T's sport-tuned suspension, which gives more precision in handling over the lower-priced versions. The tighter-tuned greasy-bits also reduce a tendency to body-roll, and it takes corners very well; it's also the only one of the three trim lines with four disc brakes.

The company expects the SXT to be its volume seller – the SE, with its limited features, seems too much like an airport rental unit – and is a fine commuter vehicle.

But if you're more into the driving experience, and the wallet permits, I find the R/T is worth the step up. With its snappier handling, it's also the model I'd compare to competitors such as Camry and Accord, where it has a price advantage over those V6 models.

Among domestics, though, Avenger faces serious opposition from the Chevrolet Impala and Ford Fusion and should be cross-shopped against them. And if you really want a Charger on a budget, think of the Avenger as its "Mini-Me."

Toronto Star