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Used Vehicle Review: Used Dodge Cars
Used Vehicle Review: Dodge Avenger, 1995-1998
Chrysler has to be applauded for bringing some extremely attractive cars to market in recent years and the Dodge Avenger certainly falls within that group. First introduced in 1995 the Avenger is a sporty two-door coupe with seating room for five.
The Avenger is also sold as the Chrysler Sebring and was originally conceived to compete against cars like the now departed Ford Probe and Nissan 240SX. Although designed by Chrysler and built in Illinois, the Diamond Star assembly plant where Avenger is put-together is owned by Mitsubishi and the bulk of its components are Mitsubishi. All of which is now academic, as both companies have since been joined within the DaimlerChrysler group.
The base Avenger trim came with a 2 litre 4-cylinder Chrysler engine (also used in the Neon) and either a 5-speed manual or 4-speed automatic transmission. The Avenger ES originally only came with a 2.5 litre V6 engine, made by Mitsubishi, and a 4-speed automatic transmission. Drive is to the front wheels and a double wishbone type fully independent suspension provides a nice ride and very stable handling characteristics.
A more powerful 4-cylinder engine with double overhead camshafts replaced the original in ‘96. Another change allowed buyers to order the ES trim version with the new 4-cylinder and a 5-speed manual transmission. The ‘97 model year brought changes to the front and rear to give Avenger a bolder look and a rear spoiler was added to the ES. Other than a new “Sport Package” option there were no other significant changes in’98.
The ‘95 Avenger may have trouble getting through a smog or emissions inspection due to a faulty aspirator system that increases the output of nitrous oxides. A new fuel pressure regulator and reprogramming the power control module (PCM) are included in the dealer fix (Chrysler campaign code # 767).
The passenger side headrest support bracket weld may fail on some ‘97 Avengers and dealers will replace seat back assembly on affected vehicles. A sagging dash panel can be another safety problem on some ‘98 Avengers as it may interfere with the accelerator pedal and cause the throttle to stick.
Neither engine choice churns out the sort of power that would put the Dodge Avenger into the high performance ranks. However, there’s still enough oomph there to satisfy the sporty urge in most drivers. When you add in its styling, ride and handling attributes and the sedan-like room for five passengers, the Dodge Avenger is an attractive package.
Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.
Bob McHugh is a British Columbia-based freelance automotive journalist. He is a member of the Automobile Journalists Association of Canada (AJAC).
Used Vehicle Review: Dodge Caliber, 2007-2009
By Chris Chase
Find this vehicle in CanadianDriver’s Classified Ads
Dodge and its Chrysler parent company haven’t had much trouble building popular small cars: its 1980s K-cars became household names, and the Neon that replaced them came pretty close to achieving the same level of notoriety. No doubt that both the K-car and Neon possessed many strong points, but what Dodge has had trouble doing is creating a compact vehicle to rival class benchmarks in terms of quality and refinement.
The Dodge Caliber was the car that should have achieved those goals, but this car, too, fell short. Too bad, because this one was unique in many ways: its mini-crossover looks – praised and panned in equal measure – stood out in a class of mostly me-too sedans, and it offered a number of nifty features that aimed to maximize the car’s appeal to young shoppers.
Specs-wise, the Caliber looked spot-on: it offered more choice than most in its class under the hood, with three available engines. A 1.8-litre (148 hp) was paired exclusively with a five-speed manual transmission, a 2.0-litre (158) was offered only with a continuously variable transmission (CVT), while a 2.4-litre (172) could be had with either. Initially, all 2.4-litre models with CVT were all-wheel drive, too. All three motors are the “World” engines co-developed by DaimlerChrysler (as it was known at the time), Hyundai and Mitsubishi.
2007 Dodge Caliber; photos courtesy Chrysler. Click image to enlarge |
The 2008 model year added the Caliber SRT4, which got a turbocharged 285-horsepower, 2.4-litre engine and six-speed manual transmission.
In 2009, the R/T model, along with its non-turbo 2.4-litre engine and all-wheel drive setup, were discontinued, and in 2010, the SRT4 was dropped, as was the 1.8-litre engine, leaving the 2.0-litre. (Note that the 2010 model has received a redesigned interior that does much to bring up the tone of this little car.)
Natural Resources Canada fuel consumption figures for the Caliber ranged from 8.5/6.8 L/100 km (city/highway) for the 1.8-litre model, to 9.0/7.3 for a 2.0-litre model. The 2.4-litre engine with manual transmission nearly matched the 2.0-litre’s numbers, while adding the CVT to the largest motor boosted consumption to 9.8/7.9, and the all-wheel drive model was rated at 10.1/8.4; the 1.8-litre and 2.4-litre engine’s ratings improved slightly in subsequent years. The SRT4 model achieved surprisingly reasonable (considering its nearly 300-horsepower) ratings of 10.9/7.4 L/100 km.
The 2.0-litre-only 2010 models are rated at 9.1/6.3 with a manual transmission and 9.0/7.3 with the CVT.
2007 Dodge Caliber SXT; photo by Greg Wilson. Click image to enlarge |
In its first three years on the market, the Caliber has fared decently in the reliability department, seemingly avoiding any widespread mechanical problems. The jury is out on whether the continuously variable transmission is a safe choice for the long term, but this has been the case across the industry where this relatively new technology is concerned.
The Caliber uses a CVT built by JATCO (a subsidiary of Nissan) that is also used in the Caliber-based Jeep Compass and Patriot; the same transmission is also found in a number of Nissan vehicles sold overseas, while a similar unit is found in the Nissan Versa sold here. For the record, Consumer Reports notes no serious problems with the Caliber’s CVT, nor those used in many of Nissan’s own recent models (save for early Muranos, the first Nissan to use a CVT). Still, I’d approach with caution in owning a CVT-equipped Caliber that’s soon to be out of warranty coverage.
2007 Dodge Caliber SE; photo by Jil McIntosh. Click image to enlarge |
A popping, squeaking or crunching noise from the front end when the car goes over a bump is probably linked to worn lower control arm bushings and/or loose control arm-to-body bolts. The same noise could also be caused by bad tie rods.
Brakes that squeak, pulsate or wear prematurely are common, too.
Many owners complain of interior squeaks and rattles; the Caliber profile at AllPar.com quotes speculation that the rattles are caused by bad welds on the A-pillar, or the welds for the brackets that the instrument panel are bolted to.
Consumer Reports also notes a few problems with stereo systems and power equipment.
2007 Dodge Caliber SXT; photos by Greg Wilson. Click image to enlarge |
In Insurance Institute for Highway Safety (IIHS) crash tests, the Caliber earned a “good” rating in frontal offset impact protection, and a “marginal” rating in side impact testing. The poor showing in the second test was due to a high likelihood of internal organ injury for a front seat occupant; the 2007 Caliber came standard with head curtain airbags for front and rear, but front-seat torso side airbags weren’t available. They did become available, however, in 2008. Those optional side airbags are a good idea, if the National Highway Traffic Safety Administration’s test results are an indication. They tested a Caliber with front-seat side airbags and gave the car the NHTSA’s best rating: five stars all around – driver and front passenger protection in frontal impacts and for front and rear-seat occupants in side impacts.
Used Caliber values, according to Canadian Black Book, range from $10,175 for a 2007 base model to $14,725 for a 2009 SXT; SRT4 values are $17,850 for a 2008 and $20,050 for a 2009 version. A 2008 R/T AWD with optional leather and sunroof sounds like a decent package for a little less than $17,000, while the mid-range SXT – which came standard with stuff like air conditioning, power windows/locks/mirrors, a reclining rear seat and an upgraded suspension – is worth just over $13,000 including an optional sunroof. Not surprisingly, the Caliber’s resale value is weaker than that of its Japanese competitors, but is in line with that of Korean models like the Kia Spectra5, and depending on the model, is about equal to, or even a little stronger than the Hyundai Elantra’s. Values for used 2010 models aren’t available yet.
The Caliber is certainly one of the most distinctive compact cars in recent years, though not everyone will agree that it’s for the right reasons. The Caliber wouldn’t be my first choice for a used compact, but it seems to be holding up pretty well through its first few years on the market, and the availability of all-wheel drive is a bonus for a buyer looking for a crossover-type vehicle, sized small. If the Caliber looks like the car you want, the usual caveats apply: look for one that comes with full maintenance records (particularly those pertaining to the continuously variable transmission, if so-equipped) and checks out with a trusted mechanic. Also, look for one with some of the original warranty left, just in case.
CaliberForums.comCaliberSRT4.netSRTForums.comDodgeTalk.comAllPar.comDodgeForum.comEdmunds.com
Recalls
Transport Canada Recall Number: 2007139; Units affected: 89 (includes other models)
2007: On certain vehicles, the length of the rear wheel hub mounting bolts may prevent proper actuation of the park brake. This could allow unintended movement of the vehicle under certain conditions and cause a crash without warning. Correction: Dealers will replace the rear wheel hub mounting bolts and brake cable equalizer, and adjust the park brake system.
Transport Canada Recall Number: 2007358; Units affected: 1,343 (includes other models)
2008: Certain vehicles fail to comply with the requirements of CMVSS 208 – Occupant Restraint Systems. The bilingual airbag visor warning labels may not have been installed during vehicle assembly. Correction: Owners will be provided with labels and installation instructions.
Transport Canada Recall Number: 2008371; Units affected: 132 (includes other models)
2009: On certain vehicles, a broken solder joint on the printed circuit board of the Power Control Module (PCM) can affect the fuel pump relay performance and potentially result in an engine stall while driving and/or a no start of the engine. Engine stalling would result in lost propulsion which, in conjunction with traffic and road conditions, and the driver’s reactions, could increase the risk of a crash. Correction: Dealers will replace the PCM.
Crash test results
Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.
For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site,www.nhtsa.dot.gov.
For information on vehicle service bulletins issued by the manufacturer, visitwww.nhtsa.dot.gov.
For information on consumer complaints about specific models, seewww.lemonaidcars.com.
Used Vehicle Review: Dodge Magnum, 2005-2007
2006 Dodge Magnum SRT-8; photo by Peter Bleakney. Click image to enlarge |
By Chris Chase
Discuss this story in the forum at CarTalkCanada
Find this vehicle in CanadianDriver’s Classified Ads
Photo Gallery:
Dodge Magnum, 2005-2007
You could say 2005 was a “big” year for Chrysler. That was the model year that saw the return of rear-wheel drive to the automaker’s car line-up, in the form of the Dodge Magnum wagon and its sedan-bodied platform mates, the Chrysler 300 and Dodge Charger (the latter arriving later in 2005 as a 2006 model).
These cars were a big hit because of their rear-drive layout and available V8 power. Less-potent V6 models were offered too, as was all-wheel drive.
For the Magnum, the base SE model’s power came from a 2.7-litre V6 (190 hp). The mid-range SXT got a 3.5-litre V6 (250 hp) and the R/T used Chrysler’s ubiquitous 5.7-litre Hemi V8 motor (340 hp). In 2005, all six-cylinder cars got a four-speed automatic transmission, while V8 models featured a five-speed automatic. For 2006, 3.5-litre cars got the five-speed transmission, too. That year also brought the Magnum SRT8, which was powered by a monstrous 6.1-litre version of the Hemi V8 that made 425 horsepower.
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Verdict
Highs: Cool looks; wide range of available engines
Lows: Fairly thirsty; rear-wheel drive not ideal for a Canadian winter |
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You’d never guess it from the styling or the all-American powertrains, but these cars were based on a previous-generation Mercedes-Benz E-Class platform – one of the few good things Chrysler got out of its short-lived merger with Mercedes.
The Magnum’s wagon body style makes it the most practical of these so-called LX cars (Charger/Magnum/300), but the low roofline means that there’s less cargo space here with the rear seats in place than in many smaller wagons.
The Magnum’s fuel consumption numbers vary widely – not surprising, considering the vast array of engine options here. The smaller V6 got Natural Resources Canada ratings of 11.4 L/100 km (city) and 7.7 L/100 km (hwy), while opting for the 3.5-litre engine upped consumption to 12.2 and 8.1 L/100 km (city and hwy, respectively). The Hemi-powered version was rated at 13.9 and 8.8 L/100 km (city and hwy). Adding all-wheel drive to the 3.5-litre model had a significant impact, creating fuel consumption on par with the rear-drive Hemi car. Strangely, all-wheel drive Hemi models actually do slightly better in the city than the rear-drive version. Go for the SRT8 model, and the numbers rise dramatically, to 16.5 and 10.9 L/100 km (city and hwy); its 6.1-litre V8 is the only one that requires premium fuel.
2006 Dodge Magnum SRT-8; photo by Chris Chase. Click image to enlarge |
Common trouble spots include leaking transmissions (fluid leaks out around an electrical connector in the transmission case) and a shifter that won’t move out of park, caused by a broken plastic clip in the shifter assembly; click here for a DIY fix with photos
In cars with remote locks, the key fob transmits a signal to the car that the key is the right one. When the fob battery dies, the car won’t start, and the remote lock/unlock function won’t work.
In V8 cars, a noisy cooling fan is likely caused by a part of the fan housing touching the fan blades.
Some owners of cars with the optional power moonroof complain that it doesn’t close properly. This has been addressed in the U.S. by way of a few Technical Service Bulletins.
2006 Dodge Magnum SRT-8; photo by Chris Chase. Click image to enlarge |
Also, look out for power window problems, caused by faulty window regulators.
Interestingly, despite the Dodge Charger and Magnum being virtually the same car (with different bodies, obviously), the Magnum gets a “far worse than average” used car rating, while the Charger gets an average to above-average rating.
Crash safety is good: the National Highway Traffic Safety Administration (NHTSA) gave the Magnum five stars in frontal impact tests, and four and five stars (front and rear occupant protection) in side impact testing.
The Insurance Institute for Highway Safety (IIHS) doesn’t have test results for the Magnum, but the similar Charger sedan earned a “good” rating in that organization’s frontal offset crash test. In side impact tests, a Charger without the optional side airbags scored a “poor” rating, and upgrading to a car with side airbags only improved things to “marginal.”
2006 Dodge Magnum SRT-8; photo by Chris Chase. Click image to enlarge |
An interesting note is that the NHTSA and Natural Resources Canada both classify the Magnum as an SUV.
Between the Magnum’s launch in 2005 and now, cars from that year are worth about half of their original MSRPs. According to Canadian Red Book, that means you could get a Magnum SE for about $14,000, while a rear-wheel drive R/T model is worth about $19,000. For 2007 models, the SE carries a value of just under $20,000, while that rear-drive R/T version is worth just under $31,000; the SRT8’s value is around $36,000.
A 2006 Magnum SXT is quite attractive at less than $19,000, while the R/T seems like a decent value too, at $23,600.
Despite what I’d call a strictly average reliability history, this is one car I think is worth a look, particularly if you crave a practical, reasonably-priced car that doesn’t scream “soccer parent”. While the snorty Hemi V8 is a very nice engine, the Magnum does just fine in everyday use with the 3.5-litre engine. Get yourself familiar with the known issues (the forums listed below are good resources), have any prospective purchase checked out by a trusted mechanic and you should be set.
Online resources
For a start, check out LXForums.com. The general Magnum discussion section is busy, even if much of the talk is about performance and cosmetic modifications. Keep looking and you’ll find some more useful technical stuff. Then there’s the Knowledge Base, a dedicated section for Magnum how-tos and do-it-yourself fixes and maintenance stuff. Also, look up the Magnum section at DodgeTalk.com. There are pages upon pages of topics here, though they’re not organized in any discernable manner. The Magnum section in the Edmunds.com forums is pretty good, too. There’s a not-very-busy Magnum section at DodgeForum.com; CustomMagnums.com caters to the owners who are into modifying their cars; and the SRT8 Owners Club is for owners of Chrysler, Dodge and Jeep SRT models.
Related stories on CanadianDriver
First Drives:
Test Drives:
Recalls
Transport Canada Recall Number: 2005299; Units affected: 19,747 (includes other models)
2005: On certain vehicles, the cup plug which retains the park pawl anchor shaft in the 42RLE automatic transmission could be missing or not properly staked in its bore, potentially allowing the shaft to move out of position and preventing the transmission from being placed in the PARK position. If this occurs and the parking brake is not applied, the vehicle may roll away and cause an accident without warning. Correction: Dealers will install a bracket to ensure that the park pawl anchor shaft is retained in the proper position.
Transport Canada Recall Number: 2006102; Units affected: 654 (includes other models)
2006: On certain vehicles equipped with a 2.7-litre engine, the exhaust gas recirculation (EGR) tube may contact the brake tubes, which may result in a brake fluid leak and potential engine compartment fire. A brake fluid leak may also result in extended stopping distances. Correction: Dealers will inspect the brake tubes for damage and replace if necessary. A clip will also be installed to secure the brake tubes to the right front shock tower in order to maintain proper clearance to the EGR tube.
Transport Canada Recall Number: 2006373; Units affected: 5,886 (includes other models)
2007: On certain vehicles, the Anti-lock Brake System (ABS) control module software may cause the rear brakes to lock up during certain braking conditions. This could result in a loss of vehicle control and cause a crash without warning. Correction: Dealers will reprogram the ABS electronic control unit.
Transport Canada Recall Number: 2006218; Units affected: 345 (includes other models)
2007: On certain vehicles equipped with the 42RLE automatic transmission, the Powertrain Control Module (PCM) may cause a momentary lockup of the drive wheels if the vehicle is traveling over 65 km/h and the operator shifts from drive to neutral and back to drive. Correction: Dealers will reprogram the PCM.
Transport Canada Recall Number: 2004227; Units affected: 1,452 (includes other models)
2005: On certain vehicles, the bolt that secures the front shoulder belt Adjustable Turning Loop (ATL) D-ring to the ATL bracket may not be tightened to the appropriate torque level. This may result in the front seat occupants being improperly restrained in the event of a vehicle crash. Correction: Dealers will inspect the ATL bolt, and tighten as necessary to the specified torque level.
Transport Canada Recall Number: 2004226; Units affected: 2,539 (includes other models)
2005: On certain vehicles, the fasteners that secure the battery positive cable to the bulkhead pass-through stud may be missing or not tightened to the appropriate specifications. This could result in a potential instrument panel fire. Correction: Dealers will visually inspect and re-torque the fastener on both sides of the bulkhead pass-through stud. Any fasteners found to be missing or damaged will be replaced.
Manufacturer’s Website
Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.
For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.
For information on vehicle service bulletins issued by the manufacturer, visitwww.nhtsa.dot.gov.
For information on consumer complaints about specific models, seewww.lemonaidcars.com.
Chris Chase is an Ottawa-based automotive journalist. He is a member of the Automobile Journalists Association of Canada (AJAC).
Used Vehicle Review: Dodge Spirit, 1990-1995
By Jeremy Cato
No one, I hope, will argue that the Dodge Spirit (and it’s Plymouth twin, the Acclaim) is a pretty car, but that was never the point of this four-door family cruiser with the spacious interior and affordable price.
The front-wheel-drive Spirit represents a true, living definition of “transportation appliance.” Boxy, bland, with a pretty soft ride that’s okay on flat highways but bit bouncy on bad roads, the Spirit had a six-year run (1990-95) as a replacement for the Dodge Aries. By the middle of the ’90s, the Spirit was on the way out, itself replaced by the so-called Chrysler “cloud” cars: the Dodge Cirrus, Plymouth Stratus and Plymouth Breeze.
Is it a good used car? The final answer for that depends on the particular used car you’ve got in your sights. Every used car is a product of its owner’s use and abuse. As a general rule, though, an older Spirit is an affordable four-door that operates best with the V6 engine choice mated to the three-speed automatic transmission.
Also as a general rule, be alert to transmission issues, know that the four-cylinder versions (non-turbocharged) were underpowered and the four-speed automatic had a reputation for shifting too quickly going up and too slowly going down. If you’re looking at a Spirit R/T or any other turbocharged Spirit, be aware that aging turbos often need to be replaced due to wear and tear.
Overall, though, the Spirit has a roomy cabin with decent front seats, a usable and readable dashboard layout and a big trunk with a flat load floor. There’s adequate room in the back seat, but the cushions are too low and too short to be comfortable. Outward visibility from all seating positions, however, is pretty good.
The Spirit was initially sold with three engine choices: 2.5-litre four-cylinder (100-101 horsepower), a turbocharged 2.5-litre four (150-152 hp.), a 3.0-litre V6 (141-142 hp.). The limited edition Spirit R/T arrived in 1991 with a potent 224-hp. turbocharged four-banger, firmer suspension and beefier tires; that model was phased out in 1993.
If you’re in a hurry, the base four-banger will be a disappointment in this relatively large sedan (1,299 kilograms/(2,863 pounds). Fuel economy, however, will be better than with any other engine choice. Speaking of choices, the recommended engine is the 3.0-litre V6. It offers the best balance of power, fuel economy and reliability. Turbocharged cars all suffered from noticeable turbo lag — the delayed power boost supplied by a turbo spooling up as its driven by exhaust gases. Overall, the four-banger is a rather loud and unsophisticated powerplant.
On the road, the Spirit is not the most quiet car. Road and wind noise intrude into the cabin and the decibels really rise with the windows rolled down. Be sure to test the shocks in older cars to be sure they are damping the ride adequately for safety and comfort.
Speaking of safety, the Spirit was available with four-wheel disc brakes from 1990 onward and anti-lock braking became optional in 1991. Early on the Spirit was available with a driver’s side aribag, but no passenger airbag was ever featured. Interestingly, towards the end of its run the Spirit was no longer sold with ABS.
If I were looking for a no-nonsense second car for family chores, I would put an older Spirit on my shopping list. But before I’d write a cheque, I’d also look hard at the buyer’s alerts and recalls, and I’d be sure to put the car through a thorough once-over by a qualified auto technician.
Jeremy Cato is an award-winning print and broadcast journalist. He is a columnist and feature writer for the Globe & Mail newspaper and his articles are syndicated to a variety of other publications. Jeremy is also a member of the Automobile Journalists Association of Canada (AJAC).
Used Vehicle Review: Dodge SRT-4, 2004-2005
Story by Chris Chase, photos Laurance Yap
Discuss this story in the forum at CarTalkCanada
Find this vehicle in CanadianDriver’s Classified Ads
In 1995, the then-Chrysler Corporation introduced the Neon as a replacement for the Dodge Shadow and Plymouth Sundance twins, two of the last examples of the many K-Car derivatives that helped saved the automaker from financial ruin.
That original Neon, backed up by spry handling and a cheeky ad campaign, was a sales success even if lacklustre reliability hurt its reputation as a long-term investment. A 2000 redesign aimed to move the Neon upmarket, as did a new marketing plan to badge all Neons as well-equipped Chryslers. Budget conscious Canadian shoppers shunned this newest iteration of the Neon, and in 2003 DaimlerChrysler re-badged the Neon as the Dodge SX 2.0.
A year later, D-C delivered the first true high-performance car based on the Neon platform to Canadian dealerships. That car was the Dodge SRT-4, the subject of this week’s used car review.
Despite a reputation in some enthusiast’s circles as “just another Neon,” the SRT-4 shared little with the low-rent Neon and SX 2.0 other than its basic shape and some interior fittings. In place of the 2.0-litre four-cylinder that powered the SX 2.0, the SRT-4 got a turbocharged 2.4-litre four-banger that was originally rated at 215 horsepower, a number that was soon upgraded to 230.
As mentioned, the Neon and SX 2.0 have never enjoyed a terrific reputation for reliability, and one might surmise that cramming a boosted engine and stiff suspension into the car would do nothing to help. Generally-speaking, though, it appears that D-C’s SRT (short for Street and Racing Technology) skunkworks did its homework with this little monster of a car. One sports car enthusiast magazine literally took apart an SRT-4 engine and discovered that D-C fitted a raft of reinforcements to the motor’s dirty bits to help it hold up to the rigours of turbocharging.
While the SRT-4 appears to be quite solid mechanically, owners have reported some smaller issues. The sunroof, which is a sliding affair that slides back, up and over the roof when opened, can be bent and damaged by winds at high speeds when it’s open. The result is a leaky roof. Also, hard running (particularly in cars with aftermarket engine modifications) can cause vacuum hoses in the engine compartment to come loose. While this will rarely cause damage to the car, it’s more than a little inconvenient. Related to this, several owners have reported difficult-to-trace leaks in the turbocharger plumbing that can prevent the car from performing to its full potential.
The soft rubber bushings that isolate the car body from the rear suspension can cause unsettled high-speed handling; owners report that replacing the bushings with stiffer aftermarket pieces helps dramatically. Interior squeaks and rattles are fairly common, thanks to so-so interior build quality combined with a stiff suspension.
An SRT-4 owner at SRTforums.com discovered that the brake light wiring harness is routed directly behind the clutch pedal arm, causing damage to the wi
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