Dodge Avenger SXT (November 2007)

Launched: Dodge Avenger SXT

Wheels Magazine
October, 2007

Isn't Dodge tough and kinda blokey? Certainly the hard-drinking, carousing Dodge brothers who created the company nearly 100 years ago were, and many of the cars that have flowed from the assembly lines since have been.

But the medium-sized Avenger sedan isn't one of them. Oh sure, it looks the part with that big crosshair grille, arrowed C-pillar, heavily sculpted lines and alloy wheels. The launch line-up, however, includes only two variable-valve timed four-cylinder engines, starting with the combination of a 115kW/190Nm 2.0-litre and five-speed manual exclusive to the base model SX. A 125kW/220Nm 2.4-litre mated to four-speed auto is optional for SX and standard with the up-spec SXT.

The Avenger's not bad, in the same way a Camry is not bad. But nor is it good in the way the Mazda6, Honda Accord Euro and Subaru Liberty can be inspiring.

Piloting the SXT down a challenging road is an opportunity missed. The 2.4-litre - part of a family developed jointly by the now-defunct DaimlerChrysler, Mitsubishi and Hyundai - is keen, but not burly enough to combat the Avenger's 1560kg kerb weight. The four-speed auto is likeable, but lacks a ratio when pressed.

Dodge claims an 11.0sec 0-100km/h acceleration time for the SXT and that sounds just about right. The 2.0's is a stultifying 12.1 seconds. Fuel consumption makes better reading; the 2.0 officially clocks 7.8L/100km, the 2.4 8.8L/100km. We managed 10.3L/100km.

Dynamically the SXT displays some interest without getting too involved. Utilising what's described as a European tune of its strut front and multi-link rear suspension, the Avenger feels like it has fat stabiliser bars and watered-down rear dampers. In other words, there's not so much bodyroll; more tilt, while big lumps like humpback bridges tend to have the rear-end oscillating.

In typical front-wheel-drive fashion there is a lack of steering communication. But kickback and rattle are also contained to an acceptable level while torque steer and wheelspin are non-existent. Grip is better than expected.

In an urban environment Avenger has its issues. The high window sill lines and fat pillars hurt visibility. Little people are going to complain about not being able to see out of the rear.

It's also noticeable that the ride is lumpier at town speeds, while the seats in our test car were super-hard, something attributed to a new more durable foam. Conversely, there's a flimsiness and brittleness to the dash plastics that's familiar Chrysler Group.

Likes? Well, it's quiet enough on all but coarse surfaces, has plenty of rear seat and boot space (including a 60:40 split-fold). Pricing is competitive, starting at $28,290 for the SX manual, climbing to $34,990 for the SXT auto. Both models come with switchable ESP and seven airbags, but the SXT gets the juicy stuff like six-CD audio and leather trim.

However, as important as a long equipment list is, it does not compensate for the fact that Avenger is fundamentally forgettable. And whatever it should be, surely Dodge should not be that.

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