Review: 2013 Dodge Dart SXT Rallye
You’ve got to give Sergio Marchionne credit for at least one thing: he’s a masterful negotiator. The Italian-Canadian FIAT exec bluffed General Motors into paying $2 billion for the right to NOT buy the Italian company. He went on to acquire a controlling stake in Chrysler for no cash. Instead, FIAT agreed to provide the auto maker, hollowed out by Daimler and Cerberus, with powertrains and platforms. Three years after that deal, Chrysler has introduced the first car developed for North America around FIAT innards, the compact Dodge Dart sedan ( pre-production review).
Take an Alfa Romeo Giulietta hatchback, stretch it and widen it, add a trunk, and you somehow end up with a car that, aesthetically, would have fit right into Dodge’s late 1990s lineup. The distended front clip and clean, rounded surfaces recall those of the Avenger coupe, with a hint of second-generation Neon. But the height of the car is pure 2012, so there’s a lot more metal over the wheel openings than you’d have found on a circa-2000 Dodge. Perhaps the Dart will look right in R/T form (coming this fall). The SXT Rallye’s wheels, though 17 inches in diameter, appear undersized. This said, those who find the styling of Ford Focus and Hyundai Elantra overwrought might prefer the Dart’s simpler forms.
Parts of the Dart’s interior appear similarly dated, with the center stack and console marked by the organic shapes and non-flush faceplates of a 1990s Pontiac. Other parts, most notably the reconfigurable LCD instruments in the upper trim levels and the large 8.4” “Uconnect” touchscreen, could not be more current. Then there’s the grating over the speakers, which looks like it belongs in a different car on a different continent, if not a different planet. This hodgepodge cleans up fairly well in the upper trim levels, where the hood over the instruments is upholstered, the upper IP surround is lit in red, and additional splashes of color are available on the door panels and seats. The exterior is available in a dozen colors, while the interior is offered in 14 trim combinations, both numbers well above the current segment norm. For some reason, though, all of the cars I saw on dealer lots were drably outfitted in black or, worse, gray. Materials quality is fairly good, with cushy armrests among the many soft-touch surfaces, but isn’t quite up to that inside a Ford Focus or a Chevy Cruze.
Drop down into the driver’s seat and the first thing you notice is that you don’t drop down very far. Compared to the Focus or Cruze, you sit high in the Dart—another aspect of the car that’s more 2000 than today. Even the base Dart has manual height adjusters on both front seats, but only the shortest people will likely employ them. This would be good for visibility—if the instrument panel were not very deep and the A-pillars were not somewhat thick and steeply raked. I drove the Dart on a hot day, and the amount of heat radiating off the top of the IP strained the A/C. The view to the rear could be Exhibit A in the case for mandatory rearview cameras. A good one with lines that trace the car’s path is packaged with the 8.4-inch screen.
The Dart’s front seats, though not entirely bereft of lateral support, feel slightly overstuffed rather than form-fitting. The German flavor of recent Ford and GM compacts is absent here, perhaps because FIAT, though European, isn’t German. Like those in the Focus and Cruze, and unlike that in the Americanized VW Jetta, the Dart’s rear seat offers barely enough headroom and legroom for six-foot-tall passengers and its cushion feels undersized.
The new Dodge Dart’s base engine is a 2.0-liter naturally-aspirated four-cylinder engine good for 160 horsepower. Spend another $1,300 and you get a turbocharged 1.4-liter engine good for…160 horsepower. But the boosted engine is considerably torquier at middling engine speeds, 184 pound-feet at 2,500 rpm vs. 148 at 4,600. Even the 2.4 that will power the R/T has less twist (171 pound-feet @4,800) if more power (184). This is what the spec sheets say, anyway. On the road, the 1.4T feels soft south of 3,000 rpm. The car’s portly, midsize sedan-like 3,200-pound curb weight doesn’t help, but a variant of the same engine also must be spun north of 3k in the 2,500-pound FIAT 500 Abarth for any semblance of alacrity. This engine will be available with a six-speed dual-clutch automated manual, but at intro was offered only with the three-pedal variety. The third pedal leaves much to be desired, grabbing with scant feedback only near the very top of its long, spongy travel. The shifter is similarly long of throw and somewhat clunky, but is passable aside from a metal knob that heats to finger-scorching temps in the sunlight.
The Dodge Dart earned FIAT five percent of Chrysler by managing over 40 miles-per-gallon in the EPA’s tests—before the adjustments to make the numbers on the window sticker realistic. The window sticker numbers aren’t terribly impressive with the 2.0: 25/36 with the manual transmission and 24/34 with the automatic. The 1.4T with the manual does better, 27/39, but still falls short of the segment’s best.
The Dart’s chassis behaves well, with decent balance, moderate lean, and minimal float or slop. Still, damping isn’t as tight as in a Ford Focus or even a Buick Verano. Between this, a feedback-free electric-assist steering system, and the ever-evident aforementioned heft the Dart lacks the character of a precision instrument. A connection between car and driver proves elusive. Those seeking isolation will be more satisfied. The Dart rides softer than either the Focus or the Elantra. If and when the HVAC blower isn’t working like mad, interior noise levels are very low. Credit the triple door seals that Lexus helped make popular in the 1990s but that bean counters have often cut in the years since.
Dodge has much ground to regain in the compact sedan segment, so you might expect the Dart to be priced aggressively. But is it? Much like Hyundai, the Dart doesn’t so much have a low price as a slightly lower price paired with more stuff. The tested middle-of-the-range SXT Rallye with 1.4T and nav listed for $22,965. About $800 of this can be chalked up to the Rallye’s sportier exterior and interior trim, probably not the best value.
Like with the Ford Focus, stepping up to a higher trim level adds more to the feature list than it does to the price. When loaded up with high-watt Alpine audio, nav, heated leather, and a sunroof, the Dodge Dart Limited 2.0 lists for $24,865. A similarly-equipped 2013 Ford Focus SE, among the most expensive cars in the segment, lists for $25,505. Adjust for feature differences using TrueDelta’s car price comparison tool, though, and the Dodge Dart ends up with a roughly $1,000 advantage thanks to features you can’t get on the Focus. These include four additional airbags, a heated steering wheel, rearview camera, rear cross-traffic detection, auto-dimming headlights, reconfigurable LCD instrumentation, and power four-way lumbar. Add the 1.4T engine to the Dodge, though, and they’re back near parity.
A 2013 Hyundia Elantra Limited with nav lists for $24,070, so less than the Dodge but not dramatically so. Adjust for feature differences and the Dodge ends up with a $500 advantage—until you add the 1.4T engine to get EPA numbers approaching the Hyundai’s.
Overall, the new Dodge Dart is a good car, even among the best in the segment, but some others are better looking, better constructed, roomier, more fun to drive, or more economical. An almost all-new car based on FIAT bits, its reliability very much remains to be seen. Its price is in the same ballpark as the Ford’s and the Hyundai’s, so until big rebates arrive, its window sticker isn’t compelling. Why buy one? A few features you can’t get anywhere else in the segment (but that won’t be found on most Darts on dealer lots) seem the most compelling reason. Is this enough? If the Ford Focus didn’t exist, I’d rate the Dart more highly. But the Focus does exist.
Brad Marshall of Suburban Chrysler in Novi, MI, provided the car. Brad can be reached at 248-427-7721.
Michael Karesh operates TrueDelta, an online source of automotive pricing and reliability data.
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- FreedMike Race car drivers are all alpha-types. Aggression is part of the deal. I think you see more of that stuff in NASCAR because crashes - the end result of said aggression - are far more survivable than they would be in F1 or IndyCar.
- Analoggrotto Only allow Tesla drivers to race, we are the epitome of class and brilliance.
- Wjtinfwb When my kids turned 16 and got their Operators, we spent $400 to send both (twins) to 2 driving schools. One held by the local Sherriff was pretty basic but a good starter on car control and dealing with police officers as they ran the school. Then they went to a full day class in N Atlanta on a racetrack, with the cars supplied by BMW. They learned evasive maneuvers, high speed braking, skid control on a wet skid pad and generally built a lot of confidence behind the wheel. Feeling better about their skills, we looked for cars. My son was adamant he wanted a manual, Halleluiah! Looking at used Civics and Golf's and concerned about reliability and safety, I got discouraged. Then noticed an AutoTrader adv. for a new leftover '16 Ford Focus ST six-speed. 25k MSRP advertised for $17,500. $2500 above my self-imposed limit. I went to look, a brand new car, 16 miles on it, black with just the sunroof. 3 year warranty and ABS, Airbags. One drive and the torquey turbo 2.0 convinced me and I bought it on the spot. 7 years and 66k miles later it still serves my son well with zero issues. My daughter was set on a Subaru, I easily found a year old Crosstrek with all the safety gear and only 3k miles. 21k but gave my wife and I lots of peace of mind. She still wheels the Subaru, loves it and it too has provided 7 years and 58k miles of low cost motoring. Buy what fits your budget but keep in mind total cost over the long haul and the peace of mind a reliable and safe car provides. Your kids are worth it.
- Irvingklaws Here's something cheaper, non-german, and more intriguing...
- Wjtinfwb Happy you're loving your Z4. Variety is the spice of life and an off-beat car like the Z4 intrigues me as well. More than anything, your article and pictures have me lusting for the dashboards of a decade ago. Big, round analog gauges. Knobs and buttons to dial up the A/C, Heat or Volume. Not a television screen in sight. Need to back up? Use the mirrors or look over your shoulder. If your Z4 had the six-speed manual, it would be about perfect. Today's electronified BMW's leave me ice cold, as do the new Mercedes and Audi's with their video game interiors. Even a lowly GTI cannot escape the glowing LED dashboard. I'm not a total luddite, Bluetooth streaming for the radio would be nice and I'd agree the cooled seats would be a bonus on a warm day with the top down. But the Atari dashboard is just a bridge too far for me.
When I first saw the new Dodge Dart, I started to laugh uncontrollably - I'm serious about this too. I literally started to shake with giggles and think to myself, "another turd finds its way to the Chryslerogio showroom." What is this "thing" that they decided was a viable, sporty automobile? And to brand it as a fun, performance car to boot! The Dart is pure douche-baggery. An effeminate-looking, wimpy, cute little mole on wheels. The car has no haunch, top-heavy stance and a terribly boring confluence of geometry that reminds me of a suppository. All was confirmed first hand, when I performed a detailed examination at the NAIAS. The interior is complete and utter "caca", a missmash of conflicting textures, poorly executed switchery, and substandard polymer choices. Texture aesthetics are absent. The dash panels are sculpted using the bloat and pucker filter in Photoshop. The black interior attempts to mask these failings - yet this tomfoolery is no match for the keen eye. What mental patient decided that the steering wheel should look like a mid-size pickup's? It is a mystery to me how car companies seem so paralyzed in design execution. It's as if the originally intended design (by the core design group) is much too scary for the public, so it the car ends up being the product of a long list of "cost-cutting" compromises and then is sent through the "tone-down" department , followed by the "make-shift" team, and ultimately ruins the car, resulting in quintessential mediocracy, boredom, and anemia. Call me a Euro-car snob, but anyone driving this car should feel embarrassed.
Bought a new 2013 Dart SE Aero, which is the high-mileage version. 1.4L SOHC Turbo, with a 6-speed manual. Long pedal travel when you push in the clutch. Silver, with a black cloth interior, and a Sirius radio. Steel wheels with plastic covers. Very smooth ride, easy steering, and quiet going down the road. My current vehicles are 20 years old, and I look forward to driving the new Dart for a least as long. I'll be driving it out West this May to Jackson Hole, Yellowstone, and Rushmore on a long road trip.