Dodge Charger



So, I picked up the Hertz Regional Manager from the airport. He just got back from a vacation golfing in Phoenix and "meetings" in Las Vegas. He was beat. We got to talking about future cars. I asked him when the new "Adrenaline Collection" cars (namely the Challenger R/T) are coming in. He estimated by the end of June. I helped him get his clubs into the trunk of a Camaro SS sitting in front of the Gold Board. It was no easy task, but the rear seats folded down and everything fit. He said "whenever the Challenger comes in, just give me a call and I'll set it up for you. I waited and waited, but no Challengers. I needed to rent a car for a day and decided to try the Charger. I picked a white one with the 17" five spoke wheels. I parked it where nobody would get it and picked it up at the end of my shift.

The first thing I noticed about the Charger was how angry the car looked. It's furrowed brow, broad muscular side lines, and aggressive stance made the Charger a car that you wouldn't want to mess with. The entire car seemed to be longer and wider than last year's Charger. Dodge finally made the Charger appear to be a full-size sedan. They alongated the trunk and cleaned up the overall profile of the car. This year's Charger has a more slick-backed windshield and added C pillar sails around the rear window (a throwback to the late 60's Charger). I love the taillight assembly. Dodge revived the "racetrack" shape taillights from the '69-'70 Charger but lined the assembly with 164 LEDs, providing an impressive lightshow at night. The big beef with the previous Chargers were always the high window sills. This year, Dodge downplayed the "urban tank" and lowered the window sills slightly. The window frames were blacked out and reminded me a lot of a Nissan Altima. All the Chargers get dual exhaust tips, which is pretty cool. As I mentioned before, my car was equipped with 17" five spoke alloy wheels with 215/65R17 Michelin radials. Other trim levels can come with 18" split-spoke wheels with P235/55R18 Michelin Touring tires and 20" wheels with different tire choices, including Goodyear Eagle F1 "Supercar" tires.

 My manager tried to get me in a Charger with the bigger center screen with navigation, but I figured that I wouldn't need it. I didn't like the 18" split spoke wheels, either. So, I sat in the white Charger and set all the seats and settings and whatnot. Right off the bat, I noticed a couple of things I didn't like. First, when both front seats are pushed all the way back, they don't line up. The Challenger is also this way. I still don't know why they did that. Secondly, my Charger didn't have Sirius or XM radio. As far as Hertz is concerned, only the Chargers with the bigger 8.6" center screen get Nav and Sirius. That brings me to another point. The center screen itself (mine was a 4.3" screen) is somewhat complicated to use. Dodge provides actual buttons below the screen, but they can only perform basic functions for the climate and radio. You can turn both systems off and on and adjust volume and tune (or hot and cold), but doing anything else would require using the mindless screen. I did enjoy the "vehicle settings" on the center screen. You can change stuff like daytime running lights and whether or not the horn should sound when you lock it. The dash was adorned with nice materials, compared to last year's model which was slathered in knurled plastic. The dash bezel is made of aluminum (the SRT8 has carbon fiber) and houses retro-styled gauges. I wasn't pleased with the little screen in between the gauges. You can select it to show either vehicle speed, fuel economy, trip or vehicle diagnostics. I wanted a screen where it would show vehicle speed, direction, time, temp, trip/odometer AND either instant or average fuel economy. Unfortunately, I could not get all of that. If I wanted to check my fuel economy, I had to change screens. Luckily, there are buttons on the front and back of the steering wheel spokes to prevent taking your hands off the wheel. The steering wheel is the standard three-spoke wheel seen in almost all Dodge cars and vans. The R/T gets a leather wrapped wheel. The seats were wrapped in a nice suede-ish cloth. Front and rear legroom was ample as well as cupholder and storage space. The trunk was big enough for the double stroller and groceries. I liked the USB and IPod plugs in the center console. Road noise was almost non-existent due to a laminated, noise-reducing windshield and dual-paned front side glass. The windowsills and armrests were sitting up a little higher than I like as was the hood. I feel comfortable seeing a hood in front of me, so it wasn't so bad. I felt like I was sitting behind the wheel of a '75 Electra 225, all sunk in and everything. The Charger has a push-button start. In the Challenger, one can remove the start button and use the "key" to turn the ignition. I didn't get a chance to find out if the Charger also does that.

The powerplant under the hood was a 3.6L Pentastar V6 with variable valve timing mated to a five speed automatic transmission that pumped out 292 horsepower. It had a lot of guts and was an exhilarating ride. I averaged 24 mpg for the day, but I wailed on the car, so I probably could have gotten better. Dodge also offers a 5.7L Hemi V8 engine that produces 370 horsepower and get 16 city/25 highway. The V8 incorporates FuelSaver Technology which shuts off four cylinders when not needed. The much anticipated Charger SRT8 will offer a 6.4L Hemi V8 producing 465 hp and 465 lb-ft of torque. The five-speed tranmission shifted on time and with confidence. The 3.5L V6 (250 hp) and 2.7L V6 (178 hp) from last year were dropped, saving price-minded buyers from having a car that seemed like it had hamsters under the hood.

My BIGGEST issue with the Charger is it's handling. Let's clear the air, first. The car can carve out a road like a Christmas turkey with almost no body roll or tire squeal. Cruising down the freeway at 110 is nothing. You feel like you're on the living room couch. You are in control the ENTIRE time... just as long as you don't do anything stupid. Granted, the Charger has outgrown it's hammerhead, teenage-punk adolescent stage and has become more like your dad riding shotgun. For example, the first time I tried to drift the car around a turn (and I had the traction control off), I floored the gas from a dead standstill. The tires lit up and protested all the way to the apex of the turn. The back end was trying to come around for an awesome power slide, but just after the apex, there was a loud CLUNK from the front right corner and the car magically righted itself, as though nothing had happened. I brought the car to the threshold of irresponsibility and the "Dad" persona of the Charger slammed the door in my face. The only other time I tried doing that was when I was returning the Dodge. I tried to powerslide around a couple of taxicabs and the car acted totally different. It just pushed right into the curb. I felt like I was driving a front-wheel drive Impala or something. I have never, in all my years of driving big rear-wheel drive sedans, encountered understeer on dry pavement. I slammed that curb with the front right wheel, scratching the rim, bending a tire rod, and denting my ego all at the same time. I drove the car down Bessie Coleman drive and let the wheel go. The car started a long arcing pull to the right. I sighed in relief since I had the insurance.

The kids seemed to enjoy the Charger. My wife drove it a couple of times and her complaint was that the car felt like it was doing 30 when she was doing 55. Also, she complained of the window sill, hood and armrest height. Her final complaint was the center screen, so I didn't feel so stupid that I had a hard time operating it.

It filled the vacuum that the Crown Victoria and Grand Marquis are leaving behind. I used to rent them all the time but was frustrated with the lack of Sirius radio, performance and efficiency. The Charger is just as big, rear wheel drive, has more power and gets better fuel economy than the Crown Victoria and has two less cylinders. The Ford Taurus  doesn't have anything on the Charger. The Taurus is front-wheel drive, ugly, and I think it's costlier. Compared to the Chevy Impala, the Charger is roomier, classier, and handles much better than the Chevy. Toyota doesn't have a comparable mode. The Charger would fall in between the outdated Camry and the expensive and boaty Avalon, both front drivers. A Nissan Maxima, VW Phaeton or a BMW 5 or 7 series would give the Charger a run for it's money, but are all more expensive.

With all that being said, I would not be suprised if the police agencies of the US, Canada and Mexico (if they can afford them) will turn to the Charger once the Crown Victorias get sold off as taxicabs. Dodge makes a couple of police packages, the "Pursuit" and "Enforcer" package. Let's put it this way, cars will pull over for the Charger even if the red and blues aren't on, solely because the Charger is such an intimidating vehicle.

To sum up the Charger, think of it like this. When it came out, it was skinny, ugly, angry, and unrefined. The 2012 Charger went to the gym, cleaned itself up, trained countless hours honing it's skills and road manners and went to anger management. It's ready to settle the score.

Stuff I submitted for an automotive journalist site

Dodge Charger

                If an extremely powerful muscle-clad assassin could be embodied in automotive form, he would be a 2012 Dodge Charger. The anger is almost palpable when one gazes upon its furrowed front end, muscular bodylines and aggressive stance. Even though it looks like a cage fighter on the outside, the Charger’s ninja-like powertrain, enables it to direct that anger and rage towards providing an exhilarating driving experience. It’s a Muscle car on the outside and a touring sedan on the inside. Imagine “The Hulk” but with the skills of James Bond.

Interior

                The interior of this year’s Charger is a marked improvement from last year’s model. Dodge replaced a lot of the plastic interior parts from the previous Charger with finer materials. The dashboard has an aluminum bezel and is adorned with retro styled gauges. In between the gauges lies a small screen that can display vehicle speed and fuel economy, among other things. The interior pillar trim is upholstered instead of plastic. The seats are slightly cushier and wrapped in a suede-like microfiber fabric . The front seats are a perfect middle ground between an unsupportive bench seat and a constricting racing seat. I found that the Charger provided plenty of leg room for all passengers, but the passenger front seat doesn’t slide back as far as the driver’s seat. The rear seat has token adjustable headrests and a folding center armrest. The rear seats fold down to allow for more trunk space. The center console is large and has IPod and USB ports as well as a 12 volt power port. Cupholders are in the perfect place and can be hidden by a sliding cover. The center stack contains either a 4.3” or an optional 8.6” touch screen that controls vehicle settings, radio, and climate. The 8.6“ screen has navigation and Sirius radio. For those who are partial to physical buttons, there are some under the screen for basic climate and radio functions. I liked the tilt and telescopic steering wheel which housed controls for the screen between the gauges, volume and tuning, and cruise control. The windows are bigger than last year’s Charger and the window sills are lower, providing better visibility. Some interesting features that come standard on the Charger are front side dual-paned glass and a laminated noise-absorbing windshield. The trunk was very spacious and easy to load and unload. Overall, the interior is spacious, comfortable, quiet, and felt like it was of better quality.

Exterior

                The Charger’s biggest improvement from last year and the most notable aspect is the exterior styling. It’s obvious that Dodge pulled a lot of styling cues from the second generation (late 60’s and early 70’s) Chargers. You won’t feel like the Duke Boys driving the General Lee, but the car gives off a heavy “muscle car” persona. The front end looks very similar to last year’s Charger, but the grille has been elongated, resembling a Shelby Cobra or a ’70 GTO. The headlight assemblies have been furrowed in to provide an angry expression to the front fascia. The Charger has broader shoulders and more muscular sidelines. The overall profile of the car has been improved from last year.  The window frames on the doors are set into the body and blacked out, mimicking a Nissan Altima. The rear window has developed the side sails that were common on the ’68-’70 Chargers. The trunk has been turned up slightly to complete the profile. By adjusting a few things from last year, the car appears long and sleek. The most recognizable feature, hands down, is the taillight assembly. The shape of the housing has been pulled directly from a ’69 Charger, but Dodge adorned the outer rim of the taillights with LEDs to bring it into the 21^st Century. If one ever had any doubts about whether it’s a 2012 Charger or not, just check the taillights. 

Engine

                The Charger’s engine is definitely the highlight of the driving experience. I was thoroughly impressed with my tester’s 3.6L V6 Pentastar engine, pumping out 292 horsepower. Dodge states that the V6 gets 18 mpg in the city and 26 on the highway. I averaged 24 mpg for the day. Dodge also offers a 5.7L Hemi V8 engine that produces 370 horsepower and get 16 city/25 highway. The V8 incorporates FuelSaver Technology which shuts off four cylinders when not needed. The much anticipated Charger SRT8 will offer a 6.4L Hemi V8 producing 465 hp and 465 lb-ft of torque. All the engines are mated to a five-speed automatic transmission. The transmission shifts smoothly and on time. The 3.5L V6 (250 hp) and 2.7L V6 (178 hp) from last year were dropped, saving price-minded buyers from having to endure a four thousand pound car with an inadequate powerplant.

Handling

                The Charger is definitely more refined than last year’s model when it comes to its road manners. At 110 mph, the car is straight and true. Cornering is crisp and precise. The body roll is non-existent when slicing around turns. Although it is rear wheel drive, it’s a far cry from the late 60’s Chargers. The car will not allow for any oversteer. The Charger is very confident at all speeds and conditions. Tire and wheel combinations come in 17”, 18” or 20” sizes. My tester had 17” 5-spoke alloy wheels with 215/65R17 Michelin tires. A couple of 20” wheel styles are offered in the “Performance Package”. The “Super Track Package” offers 20” Eagle F1 Supercar tires for superb grip. Up front, the Charger has a double-wishbone suspension with coil-over shocks and a multi-link independent rear suspension. All wheel drive comes optional, but without the extra ride height from last year’s model. The steering is quicker and more responsive. Dodge reduced the turns lock to lock from 2.8 to 2.5. The wheelbase stayed at 120”. The V6 Charger weighs in at 4150 lbs and the V8 adds 100 lbs. Overall, despite the Charger’s muscle car appearance, it handled like a European touring sedan.

Overview

                I was impressed with the Charger on multiple levels. It’s an extremely attractive car recalling its muscle car heritage. The fit and finish, both inside and out, are impeccable. Although my tester had only a V6, it provided plenty of horsepower and crisp acceleration. Handling is concise and exhilarating. I was upset that my tester didn’t have Sirius radio. Apparently, when one has the 4.3” screen, Sirius isn’t included. I should have gone with the Charger with the 18” wheels and 8.6” screen. The screen is complicated to use. Dodge gives token buttons that can control basic audio and climate functions, but you NEED the screen to run most functions. Also, I’m sure Dodge had a good reason for not letting the passenger seat slide back as far as the driver’s seat. The window sills still seem to be too high, although they are lower than last year’s model. Understeer was a problem when you power into the turns too hard.

The Charger has no real “natural predators” in the American market. The Crown Victoria, Grand Marquis, and Town Car the only other cars that fall into the rear-wheel drive, full-size, American sedan market. None of those vehicles can match the Charger in any aspect except interior and trunk space. I was pleased to see that Dodge is offering a couple of police package models. The “Enforcer” and “Pursuit” package cars look like they will be V8s with all the performance options and no luxury frills. I expect that once the Crown Victoria is gone and police agencies start looking for replacements, the Charger will be the weapon of choice. The Charger is offered in three trim levels, the SE, R/T and SRT8 (not yet available) and ranges in prices from $25K to $55K. Overall, it’s a very capable sedan. It has impressive acceleration, crisp handling, a spacious and quiet interior, and a refined muscle car exterior. It has successfully passed its anger management courses and has matured from its rage-filled, teenage punk predecessor.

Cadillac DTS

                Cadillac. The mere utterance of the name invokes visions of Elvis Presley, Frank Sinatra, and Johnny Cash. Cadillac was the biggest brand name that could be directly associated with the height of American technology and the epitome of pure pomp and decadence. You could take your ’59 Eldorado and drive it ANYWHERE in the world and it would be instantly recognizable as a Cadillac. They were highly sought after by executives, royalty, and celebrities. Flash forward forty years and you will find an entirely different story. One hardly hears the word “Cadillac” anymore. Now, the Escalade is the new term. The car that symbolized the pinnacle of American success has been replaced with a truck.  Mercedes, BMW, Lexus, Infiniti and even Hyundai are replacing the “Cadillac Car” as the big, decadent luxury sedan. The difference is that those companies let their customers have their cake and eat it too, by adding superb handling to the “American Luxury Car Formula.” The result is a fast, big sedan with all the bells and whistles but with the ability to handle corners at high speeds. Basically, the luxury car has evolved and Cadillac has not received the evolutionary memo.

Interior

                The DTS’ strongpoint is definitely its interior. The Cadillac engineers designed this interior to coddle the DTS’ occupants in every aspect. Leather power seats with power lumbar, heated and vented seats, and power massage are optional for front and rear seats as well as driver memory settings and a heated steering wheel. Triple climate control, sunroof, power tilt and telescopic steering wheel, navigation, and XM radio are all options that cater to the DTS occupant’s every whim. No expense was spared and it shows. The gauges and center stack were easy to read and use and were laid out in a smart fashion. Cadillac equips the DTS with a standard 40/20/40 split bench in front with a column shift, but my tester had buckets in front with a center console and shifter. I enjoyed the spacious console and cupholders. My tester did not have the large navigation screen found in higher trim levels. Front and rear seat room was more than ample. The trunk is fairly large for a sedan of this size. The cabin is smooth and quiet, separating the driver from the outside world. The windows are large and spacious to properly view the world that you are no longer a part of.

Exterior

                 The DTS is a sharp looking car. Straight, clean lines are the common theme on the big Cadillac. The big square front bumper gives the DTS a wide, prominent nose. The grille is slicked back from the bumper, just slightly to stay away from the straight up “Alcatraz” grilles found on the 70’s and 80’s Cadillacs. Gm brought a few styling cues from the 60’s, such as the stacked headlights and vertical taillights. There is a thin strip of chrome running along the beltline of the doors as well as around the side windows. Gm designers played it safe and downplayed the use of chrome. The trunk retains the familiar boxiness of the Cadillacs of yore. The vertical taillights are all LEDs and provide an impressive light show at night. There is a single strip of chrome on the trunk lip which seems to sit onto of an equally squarish rear bumper. Cadillac offers a slew of tacky options and add-ons after the car is purchased. Vinyl tops, fender spears, Continental kits, whitewall tires, fender skirts, and even a convertible kit can be installed on your DTS from a local body shop or coach builder. My tester was a mid-trim level car without any extra add-ons or dressing. Overall, the DTS can be described as being conservatively styled.

Engine

                I was impressed with the engine. The 4.6L V8 produced 275 horsepower and 295 lb-ft of torque. On the “Platinum” trim level, the engine is tuned to get 292 horsepower and 288 lb-ft of torque. The DTS can go from 0 to 60 in 7 seconds flat. The four-speed transmission shifted fine for me, but the standard for today’s luxury sedan is a five-speed or six-speed automatic transmission.

Handling

                Most of the DTS suspension parts are identical to the Chevrolet Impala. The suspension system in the current model DTS remained virtually unchained since the late 90’s. Up front the Cadillac sports Macpherson struts and an independent rear suspension in back. The Cadillac corners fairly well with help from Magnetic Stability Control. Tires and wheels come in 17” or 18” with a few selections for wheel design. The highway is where the Cadillac shines. Cruising is a smooth and relaxing experience, which is expected from a Cadillac.

Overview

                I was rather pleased with the DTS. Unfortunately, I keep comparing it to older Cadillac that I used to own. You can’t compare a ’11 DTS with a ’79 Fleetwood. Compared to a ’10 Town Car, the Cadillac out maneuvers and out accelerates the Lincoln. Surprisingly, the Lincoln has a better turning radius than the DTS, even though it’s the larger of the two vehicles. The Lincoln has a larger interior and trunkspace. When comparing it to any other luxury sedan, the DTS is outclassed. A four-speed automatic transmission is not enough to compete with cars that cruise the Autobahn on a day-to-day basis. Another thing I didn’t like about the DTS is the sloping, low-profile front end. It seems that, from the firewall forward, the front end doesn’t match the rest of the car. I did notice a lot of parts held over from the Impala and Lucerne as well as from previous DTS models. The steering column and radio are two prime examples. I would also like to have seen the DTS in rear wheel drive. Front wheel drive seems rather cheap and uncouth for a car as sophisticated as a Cadillac.

                The Cadillac comes in four trim levels Base, Luxury, Premium, and Platinum. Prices range from $41,335 to $59,875.

Conclusion

In a way, the DTS has lost some of its identity, sacrificing “American” luxury ideals for a more “European” luxury mindframe. As for being Cadillac’s flagship, I found it wanting. I kept expecting more but was always left disappointed, except in the horsepower department. The DTS’ strong suit, hands down, is catering to the passengers. Ride control, entertainment and sound dampening turn the DTS into an “Automotive Concierge”, making sure your pillow is fluffed, your butt is warm and you are separated from the rest of the outside world. 

Chevrolet Suburban

                Think fast!  Friday, you need to use a tow dolly to drag your big old Crown Victoria home. Saturday, you want to show your nephews, who just came in from Italy, “real” American cars at the Volo Auto museum. Sunday, tons of Indian food, baby equipment, party supplies and prizes have to be shipped down to a picnic area on the other side of town for your son’s first birthday party that starts in two hours. What vehicle do you chose? MY choice was a big white Chevrolet Suburban 1500 LT with 4x4. The Suburban and I were in for a LONG weekend.

Interior

                The interior was one of the things I enjoyed about the truck. My tester was an LT (Suburban came in three trim levels, the LS, LT, and LTZ), so it had leather bucket seats in front with a center console, power gas and brake pedals, rear audio and climate controls and a DVD player in back. The dashboard was trimmed out with simulated wood paneling and the gauge cluster was well thought out and easy to read. The center stack was a little harder to decipher, though. Once I familiarized myself with the controls, things were pretty easy. The radio is a typical GM radio, found in the Impalas, Lucernes and the like. Setting six pages of favorites to the radio was a task. The XM radio was the HIGHLIGHT of the entertainment center for me, considering my wife’s Corolla only has Am/FM and a CD player. I was also surprised, and extremely pleased to see auxiliary and USB IPod jacks in the center console. I could not decide whether to listen to Blue Collar Comedy on XM or all my favorite music on the IPod. Either way, when you have your IPod connected, it can be stowed in the console, out of sight and out of mind. One problem I came across with other Suburbans is that the USB port would fail on numerous models. One of the fellow mechanics that I used to work with at Hertz informed me that it is a VERY common problem and as far as rental cars go, even if somebody complains, the truck gets rented again.

                The kids loved the rear DVD player, but as a dad, I was hoping they would look out the windows for entertainment. At 2  and 3 years old, I do not want them hooked on TV everywhere they go. Regardless, they did enjoy it. They kept cool in the 2^nd row with their own climate control and audio controls. The 2^nd row was a bench seat, so I could keep my daughter behind the driver’s seat and my son in the center seat. This allowed the passenger side seat to be free so it can be flipped down for 3^rd row entry. This cannot be done in the LTZ Suburban, Escalade or Yukon which all have bucket seats in the 2^nd row. I found out recently that the Suburban does offer a front 40/20/40 split bench seat that I would’ve killed for. That would have increased the seating capacity to nine passengers instead of eight. There was one point where I needed that extra seat and did not have it in the Suburban LT. Since it was a rental truck, the bucket front seats were all I could choose from. I loved the sunroof, as well.

Exterior

                The Suburban’s most prominent feature is its size. When I first approached the truck, I was instantly impressed by its looming presence. There is not too much to say about the exterior of the SUV. It is exactly the same as last year’s model. The front end is very conservative compared to its Yukon, Yukon XL, Escalade and Escalade ESV brethren, which all sport a front end which resembles a cowcatcher on the front of a locomotive that is the awful signature of all the Cadillac models out there.  My tester was white with the 17” alloy wheels with 265/70R17 Goodyear Wrangler tires. Suburbans came with 17”, 18”, 20”, or 22” tire and wheel assemblies of various styles and finishes.

Powertrain

                The 5.3L V8 was very impressive. It provided a lot of power and also sounded really cool. The Suburban did not feel as big as it appeared. The 5.3L V8 produced 320 horsepower and 335 lb-ft of torque. Hertz doesn’t have the optional 6.0L V8 which would produce 352 hp and 382 lb-ft of torque. My tester DID have four wheel drive, which I did not use, but I figured it would come in handy during a hard Chicago winter. The engine does have a Flex-Fuel option and I should have used it when I returned the truck. E85 is cheaper around the O’Hare airport and it would have made the refueling process less painful. I used a half of a tank of gas and refilling it at $3.50 per gallon (at the time) cost me more than $50. I could have saved $5 or $10 if I had filled up with E85.

                That brings me to the one bad thing about the Suburban. I calculated my average fuel economy as 16 mpg. This is not too bad compared to an ’81 or ’91 Suburban. Compared to other full-size SUVs on the market today, it is fairly average. GM states that a two wheel drive Suburban gets 15 in the city and 21 on the highway. All engines come with GMs Active fuel Management System which shuts off four cylinders when the power is not required, on the highway, for instance. A six-speed automatic transmission is standard on all models. I used the Suburban for towing a tow dolly and my 1990 Ford LTD Crown Victoria (the car weighs in at 3800 lbs). The Suburban can tow 7500 lbs comfortably, but anything more will require the 2500 series with the 6 liter. The 2500 can tow 9600 lbs without disgracing itself.

Handling

                The truck handled like a Suburban. The large truck was smooth as silk at all speeds. Unloaded, it was fairly nimble for a full-size, long-body SUV. When you load up the 137 cubic feet of storage with people or cargo, the handling suffers slightly. The truck never had any REAL handling problems when loaded, but it can hardly be called “nimble.” At 5797 lbs (about the same as a ’68 Chrysler Imperial or Lincoln Continental) curb weight and 7400 lbs gross vehicle weight, it is a wonder that the truck does not handle like a bread truck. The suspension was pretty much the same as an '80s GM station wagon, four coils springs all around and double wishbone suspension up front. The turning radius is average size for a 224” long truck.

Comparisons

                Compared to the Ford Expedition (its only REAL competitor), the Suburban comes out on top in my opinion. The Suburban outperforms, handles better and looks better than the Expedition. The Lincoln Navigator is a more stylish than the Expedition and Suburban, but the Navigator is in a separate class and is equivalent to the Cadillac Escalade, which outperforms the Navigator. The one thing that Ford has that is superior to the GM crowd is the folding 2^nd and 3^rd seats. The Expedition and Navigator have folding rear seats that when folded, lay flat and provide a flat loading surface. The Navigator and some Expeditions have power folding 3^rd row seats. The GM, on the other hand has seats that fold down, but are still standing above the floor. You can further fold the seats up and provide more of a floor space, but if you needed to match the Ford’s floor space, you would have to fold down and up both 2^nd and 3^rd row seats and remove the seats, themselves. This is a long and annoying process. Even after all the seats are removed, the seat tracks still protrude from the floor by a fraction of an inch. I find it humorous that GM, the leader in stowage in the 70’s and 80’s, could settle for such a system. Take the ’71 to ’76 full-size GM station wagons for example. They devised a system where both 2^nd and 3^rd row seat folds down to provide a flat surface and furthermore, they set it up so that the tailgate slides under the floor and window glass slides into the ceiling. The owner gets a flat loading surface and no protruding liftgate, liftglass, or tailgate.  When comparing the Suburban to its GM counterparts, it comes out on top, in my opinion due to its exterior styling, second and third row bench seat and its larger wheelbase.

Conclusion

                Starting at $41000 and topping out at $53000 for the LTZ Suburban, the truck is reasonably priced. My Suburban 1500 LT 4x4 cost about $45000. For its 7500 lbs towing capacity and 137 cubic feet of cargo, the truck is worth the sticker price. The interior is well built, comfortable and has a lot of entertaining gadgets. The exterior is very conservative, but it is an attractive truck. The engine is powerful for the size and weight of the vehicle. Finally, the handling is slightly above average for a full-size SUV. If you find yourself in frequent situations requiring the transportation of lots of cargo, people, or any kind of towing application, then a Suburban would be a smart buy.