DRIVEN: Dodge Magnum RT - Off With a Bang

Story by Mark Atkinson
Photos by Ed Gatner
While Canadians have traditionally been better able to deal with the dreaded hatchback, Americans can’t stand them. When the Ford Explorer offered a butch, high-riding, relatively spacious option for mainstream consumers, the SUV boom was born, and wagons faded into obscurity.

Now, after 15 years, all of a sudden, station wagons are cool again. Manufacturers are scrambling to offer something to their customers who are coming down off their SUV ‘high’, and those of us who couldn’t care less are reaping the benefits. Witness the reviews we did two issues ago of the Mazda6 Sport Wagon and Subaru Legacy Wagon for further proof.

Well, Dodge is aiming to get back into the game as well, and its betting that it can be the coolest kid on the block by offering the driving public what it really, truly desires.

DaimlerChrysler is getting back to its (North) American roots with the new 2005 Dodge Magnum RT – a powerful, rear-wheel-drive V8-engined full-size wagon with room for five and lots of luggage. While the hugely popular Chrysler 300 shares the same LX platform and engine options, the Magnum turns out to be the more satisfying driving experience for those who prefer back-roads to boulevards, which fits in more with Streetwise’s enthusiast mantra.



In perhaps the bravest decision DC has made since introducing the K-car, it’s replacing the front-wheel-drive Intrepid/Concorde/LHS/300M with the rear-wheel-drive 300C/Magnum/Charger (in 2006). Breaking 30 years of ‘front-wheel-drive’ bias in the mainstream car market is no easy task, and DC has gone to great lengths in an effort to educate the buying public about just how safe and predictable rear-wheel-drive is in wet and snowy condition with the proper electronic safety net.

Every Magnum and 300 gets Electronic Stability Program, Emergency Brake Assist, All-Speed Traction Control, ABS, and a glut of airbags, while the Magnum was just awarded a five-star safety rating from the NHTSA. In other words, all those features provide ammunition to help get drivers out of Accords, Camrys, Tauruses and Altimas and into DC’s new lineup.

The Brampton, ON-built Dodge Magnum comes with a trio of engine choices. There are two V6 options – 2.7L (190bhp) and 3.5L (250bhp) – which are in the SE and SXT models respectively, while the top-of-the-line RT model like our tester features DC’s 5.7L HEMI V8. Despite some claiming it’s a ‘low-tech’ engine thanks to its pushrod design, the HEMI delivers 340bhp @ 5,000 rpm and a monstrous 390 lb-ft @ 4,000 rpm, and features Displacement On Demand, which deactivates one cylinder bank at cruising speed for better fuel economy. Chrysler-built four-speed automatic transmissions are featured on the V6’s, while the RT gets a five-speed Mercedes-Benz automatic with AutoStick.

Confusingly, the SXT and RT models are now available with all-wheel-drive, which considering who DC is trying to attract probably makes sense somewhere and will garner them some extra sales in snowy climates, but with a set of snow tires and common sense, the regular rear-wheel-drive versions are a smarter – and lighter – option.



Depending on who you listen to, the LX platform itself is either a re-bodied previous-generation Mercedes-Benz E-Class sedan, or a clean-sheet project that happens to use said older Benz’ rear suspension design. Either way, it works, and those who turn frothy at the thought of using Mercedes-Benz parts as ‘the cheap way out’ should get their head examined…

At any rate, the front system is an independent short/long-arm (SLA) with high upper “A” arms, coil springs over gas-charged shock absorbers and a stabilizer bar. The much-talked-about rear five-link independent with coil springs, link-type stabilizer bar, gas charged shock absorbers and an isolated suspension cradle. Essentially it endows the Magnum with a feel more like a much lighter car than a vehicle that tips the scales at a very hefty 4,179 lbs.

Push the loud pedal to the floor, and the Magnum just jumps like a scared rabbit, charging ahead and shoving the air aside on its quest for speed. The V8 that rumbles quietly at idle, roars like an old Challenger at full throttle. It’s quite the visceral experience both from a dead stop or at cruise. Using the manual feature on the AutoStick seems redundant thanks to huge torque and good shift programs – you truly don’t need many revs to get power from the engine. Just keep your hands on the wheel and let the computer do its job.

With the traction control on, a small chirp from the tires is all you’ll get. With it off, well… we’ll leave that to the imagination.




Thankfully, the Magnum doesn’t corner like those old muscle cars. The suspension is set firm but not rough, and the steering feel is pretty good thanks to the rack and pinion setup. While the RT does feature 18-inch wheels, the tires are P225/60R18-sized all-season touring rubber. The high profile boots aren’t the last word in performance, but they do the job adequately enough. Once the hotted-up 420-plus-horsepower SRT-8 version hits the streets sometime in 2005, you can expect a more aggressive wheel and tire package to follow.

The RT’s brakes are upgraded from the two V6 versions, and feature an easy to modulate pedal with good feel. Panic stops are relatively short and drama free, and the ABS and EBD kick in at the right time to bring the Magnum down to a halt.

Now, if the Magnum was a great car in an ugly body, we’d still recommend it because of how well it drives. Thankfully, DC’s stylists have done a wonderful job at designing a very aggressive, square-shouldered and sleek wagon body. A high rising beltline and dropping roofline give the Magnum a streamlined feel, while resisting the traditional ‘square-back’ wagon look. The front end follows Dodge’s current crosshair grill in its largest form yet - on a car, anyway.



The rear end is clean and uncluttered; dual chrome exhaust tips are the only brightwork besides the Dodge badge and lettering. The 18-inch chromed split-five-spoke wheels are attractive as well, although larger diameters could be accommodated easily.

One really trick exterior feature is the rear hatch – it hinges farther forward than you would expect, meaning you don’t have to crouch under the open door to load or unload cargo, and you can lean in farther without bonking your head on the roof itself. Very neat, and something that should be incorporated into other vehicles in this segment.

The cargo space itself may be a little shallow, but it is fairly long, and the 60/40-split rear seats do fold down to create extra room. It’s not an old Country Squire by any stretch, but makes a good alternative to most small to mid-size SUVs.



Inside, the Magnum isn’t anywhere near as jaw-dropping as the 300C, but it’s a good, modern design that still has a Dodge feel to it. Our tester was well equipped with leather-surfaced eight-way power seats, while a six-speaker Boston Acoustics AM/FM/CD stereo made for great sounds. Also, power-adjustable pedals and a tilt/telescoping steering wheel made it easy to find a comfortable driving position.

Magnum pricing, including destination and A/C tax, starts at $29,195 for a base-level SE. Moving up to the SXT will cost you $32,095 ($36,105 for AWD), while the big-daddy HEMI-equipped RT starts at $38,195 ($41,560 for AWD).

We made some interesting discoveries, though, when we drove the 300C and Magnum back to back for a week at a time. For instance, the 300C features one-touch up and down for the power windows, while the Magnum only has one-touch for down. It’s just one of those instances where you think, “How much money could they actually save by doing that?” Pennies, if anything. Again, a minor gripe, but one nonetheless.

However, the entire package is a sure homerun for Dodge – the Magnum will be an absolute hit for those who are either resisting moving up to a traditional SUV for more space, or for those who’ve already been there and want something closer to earth.