The Truth About Cars » Challenger http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Mon, 20 Oct 2014 22:44:14 +0000 en-US hourly 1 http://wordpress.org/?v=4.0 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Challenger http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com New York 2014: 2015 Dodge Challenger Debuts http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-dodge-challenger-debuted/ http://www.thetruthaboutcars.com/2014/04/new-york-2014-2015-dodge-challenger-debuted/#comments Thu, 17 Apr 2014 21:07:21 +0000 http://www.thetruthaboutcars.com/?p=803530 Prior to the 2015 Dodge Charger descending onto the stage, the 2015 Challenger made its world debut at the 2014 New York Auto Show. The Challenger will arrive in showrooms ahead of its sedan brother in Q3 2014, and will bring with it eight different trims, including the R/T Shaker and 392 HEMI Scat Pack. […]

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Prior to the 2015 Dodge Charger descending onto the stage, the 2015 Challenger made its world debut at the 2014 New York Auto Show.

The Challenger will arrive in showrooms ahead of its sedan brother in Q3 2014, and will bring with it eight different trims, including the R/T Shaker and 392 HEMI Scat Pack. Under the hood — whether shaking or static — a choice of three engines will send power to either the standard six-speed manual or the new eight-speed Torqueflite automatic: 3.6-liter Pentastar V6 (305 hp); 5.7-liter HEMI V8 (375 hp); and 6.4-liter HEMI V8 (470 hp/lb-ft of torque).

Inside, drivers will have adjustable gauges, UConnect with remote-start and Performance Pages adjustable performance system, and two touchscreens at the ready.

As for outside, the new Challenger takes its cues from the 1971 Challenger, though with modern upgrades such as LED daytime running lights and LED tail lamps.

2015-Dodge-Challenger-7 2015-Dodge-Challenger-6 2015-Dodge-Challenger-1 2015-Dodge-Challenger-5 2015-Dodge-Challenger-4 2015-Dodge-Challenger-3

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Enter The Bigtruck: SRT Experience Reviewed http://www.thetruthaboutcars.com/2013/08/enter-the-bigtruck-srt-experience-reviewed/ http://www.thetruthaboutcars.com/2013/08/enter-the-bigtruck-srt-experience-reviewed/#comments Mon, 19 Aug 2013 13:00:55 +0000 http://www.thetruthaboutcars.com/?p=499846 We’d like to welcome TTAC contributor, point-of-view video auteur, and fan favorite Bigtruckseries to the site for his first contribution. Bigtruck, as many of our readers know, is the owner of a Chrysler 300C. After adding a Jeep Cherokee SRT-8 to his fleet, he decided to attend the SRT Experience and chronicle the event for […]

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We’d like to welcome TTAC contributor, point-of-view video auteur, and fan favorite Bigtruckseries to the site for his first contribution. Bigtruck, as many of our readers know, is the owner of a Chrysler 300C. After adding a Jeep Cherokee SRT-8 to his fleet, he decided to attend the SRT Experience and chronicle the event for us. Bigtruck’s not the only reader we’d like to see contributing feature articles, so if you’re interested, please contact us. In the meantime, enjoy a one-hand-on-the-B-pillar romp through Chrysler’s enthusiast event. Naturally, there’s plenty of video! — JB

“SRT” stands for “Street & Racing Technology”. I always assumed it stood for “Street Racing Technology”, but for litigious reasons, “street racing” is something that I’d doubt Chrysler LLC would want to promote.

SRT EXPERIENCE is a driving course designed to acclimate SRT drivers with the extreme handling abilities of their vehicles using tight race courses and slaloms under instructor supervision. My nearest SRT Experience track was in Englishtown NJ, a 56 mile drive from my house in Queens. Fortunately, it was a beautiful day yesterday with calm 80 degree temperatures.

Each course lasts from 8AM – 4:30 PM. Upon arrival, we were given a name badge and an “SRT” branded flash drive. Each car has a Race Keeper digital media recorder which created video on our drives to keep for Facebook or Youtube. We were provided with a full breakfast and lunch with a very NASCARish – country western feel: Hot Dogs, burgers, bacon, eggs and pulled pork among them. Each course segment had their own coolers and snack racks where we could eat chips, cookies, Gatorade or soda on a whim.

There were approximately 40 SRT owners at the event. We marveled at each other’s cars and mods as we arrived in the parking lot. No Vipers… plenty of Chargers, Jeeps and Challengers and 2 other 300SRT just like mine. I’ve never seen that many SRT vehicles in the same place before and the immediate thoughts about “global warming” and “fuel costs” were inevitable.

The cost of the event was $699 for people who just want to try out the cars While this would be good for car reviewing outfits that want to sample all the vehicles at once, it’s quite expensive if you were “considering” buying an SRT instead of a 5.7-L and wanted to test drive the vehicles first. The cost for non-drivers is $150 which is really steep considering they aren’t driving, but I’m sure the cost of feeding them is factored in.

I’d like to see Chrysler offer a discount of the track experience to people who purchased the cars used – perhaps a 50% discount – and perhaps a shorter course (i.e. 10 – 12am).

Included vehicles were:
3 x 2013 Chrysler 300SRT
3 x Dodge Charger SRT/ Super Bee SRT
3 x 2014 Jeep Grand Cherokee SRT
3 x Dodge Challenger 392 SRT

The Dodge Viper was NOT included in the experience. A real let down – but understandable considering the price of the car ranges well beyond $100,000. It was available on the road course in the first year, 2005, and I think the first half of the second year, but they lost two or three in that time. One was literally ripped in half when a lady spun it sideways into a barrier. After $200,000 in losses, they restricted them to the autocross portion for a few years. They took them out completely during the production hiatus. Might not bring them back, given the new hard edge they have now – even the autocross course might not be safe.

The first course was two Slalom laps using the Challenger. The objective was to complete it fastest without knocking over cones (2 second penalty per) and coming to a final dead stop in a stop zone. I ran 34 seconds in the first run with 1 cone penalty and 34 seconds in the second run with no penalties. I easy acclimated to the Chargers and the 300 (since I own one), but the Challenger took more getting used to because It felt lighter and abnormally long through the Slalom – probably my least favorite to drive.

The second course was a Drag strip where we had to face off against another driver in the Charger. We were to not only start properly as soon as the tree’s green light hit, but come to a full stop at the end of the drag and then make a turn through into another slalom with a full stop in the pit. I won 3 out of the 4 races.

It was quite funny that the instructors instructed us to drive with hands in the 10-2 position, but I naturally used my right hand on the wheel with left hand holding the window frame to drive – and still did it perfectly. I was so used to driving that way, I even used my turn signal!

After lunch, we went to the main roadway for alternating drives in the 300, Charger, Challenger and Jeeps. We were first instructed how to keep a position behind the instructor – basically following his tracks. We were not allowed to turn off ESC or pass and needed to keep a 3 car length behind the next car.

We recently leased a 2014 JEEP SRT to accompany my 300SRT so we have a second track experience which I’ll have my girlfriend attend. I’d still have to pay $150 to sit with her through the course if I wanted to accompany her. The 2014 JGCSRT SRT was the one product I went to the SRT Experience simultaneously determined to beat on, but absolutely terrified to do so.

I’ve gotten so used to speeding in my sedans that I’m absolutely terrified of speeding in an SUV due to the ride height. There was a lingering fear in my mind that my Jeep SRT joyriding would end in a rollover. It didn’t. The Jeep SRT handles like magic and the suspension does everything it has to in order to stay planted. It’s fast, but the 2010 model seemed faster – partly because it weighed around 500 pounds less. I also preferred the look of the original. In white paint, the 2014 looks more like a Porsche Cayenne than a Chrysler product – wherein the 1st generation model was unmistakable for a “Jeep” at any distance.

The 8 Speed transmission adds just 1 MPG (during Highway-speed heavy driving rather than city) and the electronic shifter STILL SUCKS. I haven’t been happy with the 8-speed since I test drove the Audi A8 – long before the Chryslers got it.

The Jeep offers Launch control with the ability to personally set the RPM meter at which to launch, but just like the Charger, Challenger and 300, the Jeep feels too heavy.

On the street – these cars are monsters… especially when facing down 4-cylinders, and v6 powered econoboxes dominating the roadways, but on a track, these cars are overwhelmed by mass and immense dimensions. The highest speeds we saw (even the pros) were well below 101 mph and pushing them into the 80’s on straights caused us to panic break constantly due to the foresight that stopping these beasts or forcing them to turn once we past 75mph was tremendously hard. Driving behind instructors was a harrowing experience. We were supposed to maintain 3-car length distances, but it was too difficult to accelerate to high speed when the instructor did, stay on his tracks, and then decelerate around turns. I found myself staying 1 car length behind, constantly worried that my pursuer would rear-end me.

At one point, the instructor of a Challenger took a hard skid right off the track, through the grass and into the oncoming lane. He had a young non-driver in the car with him. Had there been an oncoming vehicle, they could have been hit.

I learned plenty about the limitations of the SRT vehicles as I abused them. All of these cars are straight line cruisers only. Even from what I’ve seen of the more attractive Viper SRT, it appears that the new Corvette is more ready for the party.

Overall, my experience at SRT’s track meet was fantastic. Lincoln doesn’t offer a product like this and Cadillac doesn’t offer a program like this for their V-series. Neither Mercedes nor BMW offer these programs either. I’m proud to be a 3-time SRT owner and hopefully the products will continue to improve with aluminum blocks and better fuel economy.

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Vellum Venom Vignette: Of Portal Handling Pleasures http://www.thetruthaboutcars.com/2013/07/vellum-venom-vignette-of-portal-handling-pleasures/ http://www.thetruthaboutcars.com/2013/07/vellum-venom-vignette-of-portal-handling-pleasures/#comments Tue, 09 Jul 2013 12:00:29 +0000 http://www.thetruthaboutcars.com/?p=494481 Jeremy writes: Hi Sajeev, G’day from Down Under. Big fan of the Vellum Venom column of yours. Car design, and more importantly the smaller details of car design have always fascinated me, even though I couldn’t design a car if my life depended on it. The first bit of design that really hit me was […]

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Jeremy writes:

Hi Sajeev,

G’day from Down Under. Big fan of the Vellum Venom column of yours. Car design, and more importantly the smaller details of car design have always fascinated me, even though I couldn’t design a car if my life depended on it. The first bit of design that really hit me was the first appearance of BMW’s “Angel Eyes” on the E39 M5.

Anyway, I’ve always wondered when and more importantly why have the “pull-type” door handles become the norm?

Excluding exotics, pretty much every car on sale now has this type of door handle. It’s obviously not a legal requirement, as the Civic hatch (among others) has “hidden” rear handles. I do think it’s boring though – every door handle is the same. It seems gone are the days of the NA MX-5 handles, or even the door handles on the EA-BF Ford Falcons.

Sajeev answers:

Agreed 100%, and thank you very kindly.  Your (wonderful) note poked at another one of my sore spots in modern automotive design: but while DLO FAIL is a horrid workaround, pull-out handles are merely a disappointment. But are these part of our mandatory modern automotive design lexicon, like goofy tall hoods needed to pass muster with Euro NCAP pedestrian protection standards?

Nope: along with your examples, peep ‘dat Dodge Charger SRT8 above. Two generations of the Dodge Charger wear unique, almost-flush mount door handles! For all the grief this website gives DaimlerChrysler-CerberusChrysler-FIATChrysler for their evil ways (baby) can you believe someone allowed the Dodge version of the Chrysler 300 to have unique door handles?

So Chrysler’s got themselves a mighty-fine handle.  Now take the Toyota Venza for an example of a pull-out handle.

To Toyota’s credit, their corporate pull-out handle is differentiated (by model) through unbelievably simple yet clever/unique door skin stampings: giving the impression of a different handle with just a tweak to the negative area underneath.  Not to say that Toyota has only one type of pull-out handle, far from it.  Which begs the question, why make every unit a pull-out handle casting if you’re making multiple designs for various vehicles?

I think there are multiple reasons, and cost has nothing to do with it.

First, embracing basic Physics: a door handle that pulls straight out shall open a door more efficiently than a flush mount handle with its “dog leg” hinges.  Why pull up and around when you can pull straight out?

Second, durability:  flush door handles with the aforementioned dog leg hinges are less durable.  Take the ones my Lincoln Mark VIII’s door handle (above).  The dog legs behind the plastic bezel are made of cheap pot metal, and careless user inputs mean they will shatter in cold weather…when trying to open a door as magnificently huge as said Lincoln.  They needed to be higher quality (i.e. more $$$) because of point Number Three.

Third, weight: today’s doors are larger (taller) than ever, with more side-impact protection than 20-ish years ago, more speakers, extra sound deadening material (including thicker glass) tighter weatherstripping (more force sucking shut in certain weather conditions) and more power features (power windows, locks, key-less transmitter sensors, etc.).  So, assuming similar construction and material choices (i.e. plastic, not steel) why would you work harder operating a dog leg hinge?

When you combine my three points, you have a slam dunk case for widespread adoption of pull-out handles. Assuming the same level of material quality in both designs, the pull out handles are more durable over years/decades of use.

About your “when” question: the ’00s were the era of abandoning flush mount handles, as almost every mainstream vehicle was redesigned in this decade. Except for the Ford Ranger (2011, out of neglect) and the Dodge Charger/Challenger (out of Who The Hell knows).  Am I right or wrong here?

Anyway, thank you all for reading. Have a great week.

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Review: 2013 Dodge Challenger SRT8 392 (Video) http://www.thetruthaboutcars.com/2013/02/review-2013-dodge-challenger-srt8-392/ http://www.thetruthaboutcars.com/2013/02/review-2013-dodge-challenger-srt8-392/#comments Tue, 12 Feb 2013 16:28:20 +0000 http://www.thetruthaboutcars.com/?p=472956 Last time we had a Challenger SRT8 to review, well, we didn’t review it so much as we burnt the rubber off the rear wheels. Sorry Dodge, we couldn’t help it. After a few Facebook requests, we put Dodge’s 470HP retro coupé back on our wish list and someone at Chrysler decided to trust me […]

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Last time we had a Challenger SRT8 to review, well, we didn’t review it so much as we burnt the rubber off the rear wheels. Sorry Dodge, we couldn’t help it. After a few Facebook requests, we put Dodge’s 470HP retro coupé back on our wish list and someone at Chrysler decided to trust me with their retro cruiser. If you couldn’t afford that Challenger in the poster on your wall when you were in college, click through the jump to find out what Dodge’s 470HP two-door is like to live with for a week before you throw down 45-large on this retro bruiser.

Click here to view the embedded video.

Exterior

Designing “retro” sounds easy to me. You pull out a picture of ye olde Challenger from 1972, put it next to a picture of your largest sedan and make the shapes fit. Next you round things off a bit, tack on some 5MPH inspired bumpers, spray it with metallic paint and hey-presto, you have a modern Challenger. You also have one enormous coupé. Sure, Chrysler says the “LC” platform Challenger is shorter than their “LX” platform sedans, but you’d be hard pressed to say where inches were excised. The result is a heavyweight muscle car with a wheelbase 9-inches longer and a body that’s 10-inches longer than Ford’s pony car.

Parked next to the Camaro and Mustang, the Challenger dwarfs them both like the Jolly Green Giant next to Little Pea. This means comparisons between the three muscle cars is difficult. It doesn’t make rational sense either because I have a hard time believing anyone will seriously cross-shop a Mustang Boss 302 and a Challenger SRT8. Why? They’re just not the same kind of car. While the Challenger’s portly dimensions are likely to turn off some shoppers, I was strangely intrigued. But then again, I have a soft spot for big Chryslers having owned both a Chrysler LHS and an Eagle Vision. The size (visual and on paper) of this beast brought another vehicle to mind: the BMW 650i. Blasphemy? Perhaps, but they’re about the same size.

 

Interior

2008 is an important year to keep in mind as it was post-Mercedes but pre-Fiat. It was in that Cerberus window that the Challenger was born. As a result, the cabin’s plastics aren’t as awful as the first generation 300/Charger, but neither are they as good as the 2011 revisions of the same. Still, the Camaro and Mustang don’t exactly come covered in the best plastics that money can buy, so while the Challenger feels a little rubbery and low-rent, the American competition isn’t much better.

On the bright side, the SRT8 392 version of the Challenger is brought up-market by standard leather upholstery with Alcantara seat and door inserts, high levels of standard equipment and one of the best OEM steering wheels available. The new SRT wheel is chunky, deeply cushioned, covered in soft leather, heated, thoroughly addictive and enough for me to forgive the rubbery dash and oddly positioned door handles. Of course, only a few days before the “publish” button was pressed on this review, Chrysler announced a “core” version of the SRT8 Challenger that drops the price by removing the leather and other options. Full details on the low-cost model have yet to be released at this time.

Front seat comfort proved excellent for long trips, although the seat design suffers from the same problem as the Chrysler 200: the bottom cushion is shaped like a “dome” making it feel as if you’re sitting “on” the seat and not “in” the seat. To hold you “on” the leather clad gumdrop during the inevitable shenanigans 470HP will invite, Dodge severely bolstered the seats. Thankfully (and unlike the Mercedes C63), Chrysler was kind enough to make the seats wide enough for normal Americans. Back in 2011 when the 392 debuted, an ivory/blue leather interior was offered, but for 2013 your only options are black on black or the red and black interior our tester wore.

Thanks to the proportions and long wheelbase, rear accommodations are large, comfortable and “normally” shaped. What do I mean by that? Sit in a Mustang, Camaro, or most other two-door four-seat coupés and you’ll notice the seat backs are set at an odd angle to “improve” the headroom and legroom numbers in an otherwise small rear compartment. Despite having (on paper) only three inches more legroom and two more inches of headroom than the Mustang or Camaro, the rear cabin feels cavernous. It’s even possible to squeeze a third adult in the rear of the Challenger, something you can’t do in the four-seat Camaro or Mustang. Chrysler also designed the optional $995 sunroof so that it doesn’t cut into rear headroom.

When it comes to cargo schlepping, Dodge went retro with a trunk lid rather than a modern trunk “hatch.” The result is a high lift-over making it difficult to lift heavy suitcases into the trunk without scuffing the rear bumper. On the bright side, the cargo hold is a cavernous 16.2 cubic feet, a whopping 44% larger than the Camaro. While the Challenger lost points in our exclusive Trunk Comfort Index (see the video segment) for having cheap trunk fabric, it gained more for having trunk hinges that don’t cut down on usable trunk space.

Infotainment

Dodge’s snazzy new engine didn’t bring Chrysler’s new uConnect system with it leaving shoppers to choose from three retro radio and navigation options. We start off with a base 6-speaker Dodge-branded audio system and a 6.5-inch touchscreen head unit with a standard CD/DVD player, Bluetooth phone interface aND USB/iPod interface port. $595 buys you the 6.5-inch touchscreen Garmin-based navigation system and Sirius Satellite radio. The system is as easy to use as after-market Garmin systems but doesn’t have the ability to enter a destination address via voice commands. Chrysler’s “730N'” navigation head unit adds the ability to voice command your navigation wishes but the cost is dear at $2,190 because it must be ordered with the optional Harmon Kardon amplifier/speaker package.

The $1,995 Harmon system used their Logic 7 surround processing engine (as seen in the BMW 6-Series), 18 speakers and Green Edge amplifiers. The system can be added to any of the infotainment options on the Challenger. (No, the irony of power efficient “green” amplifiers on a vehicle that wears a gas guzzler tax was not lost on me.) In terms of sound quality, the base system is barely average while the Logic 7 system wouldn’t be out of place on a $60,000 luxury vehicle. Before you check any of the option boxes however, you should know this generation of uConnect system doesn’t exactly love USB/iDevices and browsing your tunes is a drag. Compared to Chevy’s MyLink system or the older SYNC system in the Mustang, the Challenger’s interface is ancient and a distant third place.

Drivetrain

HEMI. 392. Almost, but not quite. Chrysler (like everyone else) designs their engines with metric measurements and the chief engineer at Dodge claims the displacement translation to English units was done after the fact. That’s why this 392 is really a 391, but that’s close enough for the marketing department. If we’re splitting hairs, the heads are only partially hemispherical. Does any of that matter? Nope.

Any complaints about the rubbery interior evaporate you look at the engine’s numbers. Chrysler didn’t just bore out the 6.1 to get more displacement. Instead, the 6.4L shares its tech with Chrysler’s revised 5.7L V8. Unlike the competition, you won’t find any overhead cams, no special direct injection sauce and only 2 valves per cylinder. Despite that, the 6.4L engine is far from retro. This pushrod V8 gets variable valve timing thanks to a trick camshaft, a variable length intake manifold and cylinder deactivation (with the automatic transmission only). The changes vs the old 6.1L SRT engine are transformative. Power is up 45HP to 470 while torque takes a 90ft-lb leap to a horsepower matching 470. More important is the significant improvement in torque from 2,000-4,000RPM. The old 6.1L engine had some odd power peaks and felt out of breath at the top end. The 6.4 on the other hand feels eager at almost any RPM.

Dodge made the Tremec TR6060 6-speed manual transmission (borrowed from the old Viper) standard, a surprising twist in a portfolio that’s automatic heavy. The manual’s shifts are short, the engagement is near perfection and the clutch pedal is linear with predictable engagement and low effort. Should you be a left-leg amputee, a Mercedes 5-speed automatic is available. Don’t do it. While the automatic transmission enables Chrysler’s Multi Displacement System to function, the 6-speed manual is better in every way including fuel economy. Speaking of economy, the Challenger wears a $1,000 gas guzzler tax because of its 14/23/17 MPG numbers (City/Highway/Combined). However, thanks to an extremely tall 6th gear we averaged 19.5MPG over our week with the Challenger and averaged an impressive 25MPG on a long road trip. Real world economy numbers with the automatic appeared to be 1-2MPG lower based on a short drive with a dealer provided vehicle.

Drive

At 4,200lbs and 198-inches long, the Challenger is a GT car at heart, much like BMW’s 4,368lb 193-inch 6-Series. That means (if you haven’t figured it out by now) that being behind the wheel of the Challenger SRT8 is more like being behind the wheel of BMW’s two-door luxury barge than Ford’s pony car. Is that a bad thing? Not in my book. Sure the Challenger cuts a circle 5-feet bigger than the Mustang, doesn’t handle as well on the track, and delivers straight line performance numbers similar to the less expensive Mustang GT, but it’s the car I’d rather drive. Why? The Challenger delivers the most polished ride of the high-horsepower American trio thanks to a standard computer controlled suspension system. If that makes me sound like an old man, let me remind you that Mustang/Camaro vs Challenger is always going to be an apples vs oranges comparison.

No performance car review would be complete without performance numbers. Before we dig in, it is important to keep in mind that the test car had a manual transmission. This means the driver is the single biggest factor involved. The 2013 SRT8 has “launch control” but it proved too cumbersome so it wasn’t used in our tests. You should also know that a single shift (1-2) is required to get the Challenger to 60 while four are required for the 1/4 mile (1-4). Traction is also a problem with any 2WD vehicle and this much power; the more control you have over your rubber burning, the faster your 0-30 times will be.

With that out of the way, let’s dive in. Our first test resulted in an 8.1 second run to 60… Because we only used third gear. That should tell you the kind of torque this engine produces. When not joking around, my best time was a 4.4 second run to 60 with a respectable 2.0 second 0-30 time. You can see from these two numbers that traction is the issue. I estimate with wider, grippier tires in the rear, a 1.8 second 0-30 and 4.2 second 0-60 would be achievable. If you opt for the automatic, 60MPH will take a few ticks longer, but because the Mercedes slushbox only needs gears 1-3 for the 1/4 mile (1-4 in the manual) Chrysler says the time will be about 4/10ths faster.

With a starting price of $44,775, the Challenger is about $2,000 more than a Mustang Boss 302 and around $5,000 more dear than a Camaro SS when comparably equipped. Of course for the price you get dynamic suspension, a larger trunk, bigger back seat and one of the best exhaust notes in the industry. In an attempt to even the playing field, Dodge just announced a new “core” model which will start just under $40-large. When pitted against the competition, the Challenger may march to a different drummer, but this is a beat I dig. The SRT8 392 is ginormous, impractical and eats like a teenager with the munchies. It’s also comfortable, powerful and put more smiles per mile on my face than I had expected. It’s hard to go wrong with those results. Just don’t race for pinks, ok?

Chrysler provided the vehicle, insurance and one tank of gas for this review

Specifications as tested

0-30:2.0 Seconds

0-60: 4.4 Seconds

1/4 Mile: 12.8 Seconds @ 115 MPH

Observed Average Fuel Economy: 19.5MPG over 829 miles

2013 Dodge Challenger SRT8, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Front, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Front Wheel, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, 392 Logo, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Rear Spoiler, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Rear, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Side, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Wheels, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Trunk, Cargo Area, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Trunk, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Door Panel, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Steering wheel, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, 6-Speed Shifter, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, 6-Speed Shifter, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Infotainment, uConnect, Picture Courtesty of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Passenger Side, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Driver's Side, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Dashboard Driver's side, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Rear Seats, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Center Console, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Seats, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Engine, 6.4L HEMI V8, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Engine, 6.4L HEMI V8, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Engine, 6.4L 470HP HEMI V8, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Front Grille, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Exterior, Fuel Door, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Gauges, Picture Courtesy of Alex L. Dykes 2013 Dodge Challenger SRT8, Interior, Gauges, Picture Courtesy of Alex L. Dykes Zemanta Related Posts Thumbnail Zemanta Related Posts Thumbnail

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Review: 2012 Dodge Challenger SRT8 392 http://www.thetruthaboutcars.com/2011/11/review-2012-dodge-challenger-srt8-392/ http://www.thetruthaboutcars.com/2011/11/review-2012-dodge-challenger-srt8-392/#comments Wed, 23 Nov 2011 16:00:39 +0000 http://www.thetruthaboutcars.com/?p=419291 When you’re a 24 Hours of LeMons judge, it’s expected that you’ll roll up to the track in a righteous Judgemobile. Perhaps it’s a fenderless, three-wheeled Amazon, or maybe it’s a woodie Roadmaster… Sometimes, though, you need to call up a car manufacturer’s PR flack and get something new and shiny, then stand by helplessly […]

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When you’re a 24 Hours of LeMons judge, it’s expected that you’ll roll up to the track in a righteous Judgemobile. Perhaps it’s a fenderless, three-wheeled Amazon, or maybe it’s a woodie Roadmaster… Sometimes, though, you need to call up a car manufacturer’s PR flack and get something new and shiny, then stand by helplessly as it gets T-boned by some LeMons racer’s runaway Winnebago see how the budget-challenged racer crowd responds to its presence. The ’11 Cadillac Escalade Platinum Hybrid Judgemobile was sort of terrible (though it did have great presence) so this time I decided I’d spend the race weekend with a manly, tire-smokin’ V8-powered vehicle that ought to make heartland American car freaks— for example, the sort we get at the Showroom-Schlock Shootout LeMons in Illinois— start chanting teary-eyed Pledges of Allegiance to a fiery sky full of imaginary F-111s. That would be the Challenger SRT8, of course, in Vanishing Point white.
So, I called up the Chrysler flack: “Hey, Giuseppe,” I didn’t say, “Remember all the nice stuff I wrote about your cutesy little Euro-eco-socialist commuter car? You owe me, paisan’! Now gimme something worthy of a real American, and make sure there’s a goddamn Hemi under the hood. Capisce?
So, next thing I know there’s a couple of heavies with wafer-thin watches and suspicious suit bulges handing over this baby at Midway Airport. Of course, the whole Italian schtick fell apart for me the moment it occurred to me that the Challenger’s chassis ancestry goes all the way back to the Renault 25 (via an illustrious Eagle Premier/LH platform/LX platform lineage), with a bunch of Mercedes-Benz W210 and W220 suspension bits thrown into the mix. Chrysler, AMC, Renault, Mercedes-Benz, Fiat, maybe even a bit of hidden Mitsubishi genetic material here and there— I’m liking the Challenger already!
It’s a good-looking machine, though I could rant for endless paragraphs about the psychological-voodoo/no-doubt-focus-grouped-to-death reasoning behind the choice of the E-Body Challenger as the inspiration for this car’s appearance.
Chrysler never really had a true head-to-head competitor with the original Mustang and Camaro, great as the original A-body-based Barracuda was. It doesn’t matter, because Plymouth’s demise meant the Barracuda nameplate was off the table, so the current Mustang/Camaro rival would have to grab its retro-ized look from the fatter, sales-failure E-body. The ace in the hole was the hagiographic Vanishing Point, which managed to cast the Challenger in a role symbolizing the individual’s victory over The Man’s oppression, breaking the downward-spiral sense of Vietnam-War-fueled American diminished expectations that led to the Malaise Era… or something like that. Freedom.
Personally, I think Vanishing Point‘s brush strokes are far too broad to really capture that early-70s proto-Malaise sense (though the chase scenes are pretty damn cool); Two-Lane Blacktop, also released in 1971, does a much better job. OK, meandering historio-cinematic digression over— let’s talk about now.
I suppose I’m a member of the target demographic for this thing; I got my first driver’s license in 1982, which was the Golden Age for cheap Detroit muscle in California, and the car stuff from Dazed and Confused might as well have been a documentary about the street-race-obsessed car culture at my high school. Battered-but-fast 10-to-15-year-old big-block Chevelles and Satellites and Fairlanes could be had for not much more than a grand. Back then, I tried to imagine what it would have been like to buy a new Cutlass 442 or Super Bee… and now Detroit can sell me the much faster, much better-built 21st-century version.
Right. So, what does this car do best? Burnouts! In all of my many years blowing the treads off junkyard bias-plies and rental-car rubber, I never experienced any vehicle that makes perfect, totally controlled burnouts anywhere near as easy as this car does. I’m willing to bet cash money that Chrysler’s engineers made this feature a design priority, and they deserve a healthy bonus for succeeding so admirably. This car had the automatic transmission, which made burnouts easier, but I have a feeling that the manual-trans car has no problem in that department. I also tried some hard drag-style launches and the car hooked up quite well; it wouldn’t be much of a trick to knock out some good dragstrip passes in this machine.
Seriously, you can create elaborate burnout novels with the Challenger SRT8… character development, climax, resolution, the works. The folks at Autobahn Country Club were kind enough to let me use their skidpad for a tire-smokin’ photograph session, and the clouds of tire smoke completely obscured the entire paddock, a quarter-mile downwind. I heard later that the smogged-out LeMons racers were cheering the car’s amazing burnout performance, and several were heard to state that they’d be visiting their nearest Dodge dealership and shopping for Challengers as soon as the race was over.
Unfortunately, the Challenger-as-Judgemobile got upstaged by a far superior Showroom-Schlock Shootout Judgemobile. Let’s face it: when a LeMons judge gets the choice between a 2012 Challenger SRT8 and a Reliant Super Robin for leading the penalty parade, there is no choice but to take the Reliant.
We did put both of them on the track as co-pace cars, which I feel certain is the first time a Robin and a Challenger have served together in that role.
Judge Sam agreed with me that the Challenger SRT8 was far nicer for real-world driving duties (i.e., driving between the hotel and the race track) than the Escalade Platinum had been. So, burnouts aside, how is it to drive?
The front seats are very comfortable and the quality of materials in the interior is quantum leaps ahead of the “unfit for human consumption” interiors that so horrified Sergio Marchionne. The suspension did a fine, Renault/Mercedes-Benz-style job of smoothing out the Stalingradian pothole-O-rama road surfaces in Chicago and Joliet. I’m sure I could take one of these things on an exurban-edge-city commute for hours every day and feel pretty good about the ride and comfort.
Granted, it’s something of an ergonomic disaster. You can’t see diddly-squat behind you, with the vast C pillars creating maddeningly huge blind spots. Your hands obscure the turn-signal indicators when they’re on the steering wheel. The back seat is all but useless; maybe it could hold a couple of small adults, but you won’t be able to get them into the seats in the first place (I gave up even on putting my LeMons Supreme Court bribe booze in the back seat, opting instead for the trunk). The lid for the center-console storage compartment can’t be operated by human hands.
The controls for the navigation/audio features are frustratingly unintuitive, with the lengthy response time for input that seems to be the norm for automotive computer interfaces. Why a $90 cellphone made by Malaysian sweatshop inmates can produce instant results from four memory-hog applications simultaneously while a simple choice of song title brings a $48,000 car’s computer to its knees is beyond me.
But who gives a shit about nickel/dime irritants like that? Not me! More burnouts!
In fact, I should be reviewing this automobile for the pages of Gnarly Burnout Magazine. Wooooooooooo!
Detroit has really lost its way in some areas over the last few decades, but not when it comes to V8 engines. GM and Chrysler are making some miraculously good pushrod V8s these days, and this 392-cubic-inch/470-horsepower powerplant isn’t even a member of the same species as the rough-idling, non-cold-starting, clattery, single-digit-MPG relics of the so-called Muscle Car Golden Age. This engine starts up instantly, idles in most civilized fashion, manages highway fuel mileage well into the 20s… and manages to drag a two-ton-plus car down the quarter-mile in under 13 seconds.
Speaking of tons, the big-block ’70 Challenger scaled in at nearly 3,800 pounds, so we can’t be too hard on the ’12 SRT8 version for weighing more than 4,200 pounds. Still, I can’t help but think of the two ways in which Chrysler might have built The Greatest Mopar Of All Freakin’ Time instead of a flawed-but-lovable burnout-king commuter car. The first way would have been to put this engine in a car weighing 2,900 pounds. We can all think of a dozen reasons why this could never happen, but just imagine it.
The other way would have been to use the 1971 Plymouth Satellite instead of the ’70 Challenger as retro-inspiration, bringing the Plymouth marque out of retirement if necessary. I’d buy one right now.
Image source: Old Car Brochures
As for handling and brakes and all that stuff them decadent Yurpeans seem to care about so much, I didn’t get a chance to take the Challenger out on the Autobahn CC road course, nor did I pound it at 11/10ths on the mean streets of Joliet. It seemed perfectly competent at my usual 3/10ths pace. Anyway, you don’t buy this car for going around corners, commie (though Baruth managed to do pretty well with the ’11 at Infineon).
Yep.
The LeMons Supreme Court decided that there was one way in which the Challenger made a superior Judgemobile: as the centerpiece of the Hair Of The Dog Air Guitar Penalty. Miscreant drivers were required to air-guitar their way through the entirety of Nazarath’s Challenger-centric Hair of the Dog, while waving a large American flag.


Look upon our works, wannabe superpowers, and despair.
Nazareth, a Hemi, and “AMERICAN MADE” tattooed on your back. Chrysler should hire this guy as their spokesman.
As for the quality of the little bits and pieces in out-of-the-way places, all the connectors and fasteners that I could find looked to be several notches above the quality of the parts I’ve seen in Chrysler products of a few years back. It appears that the days of the sub-low-bidder vendors may be over.
There were a few mildly flaky touches, such as this Neon-style weatherstrip seam, but nothing that felt like it was about to snap off in one’s hand.
The verdict: On the one-dimensional side, well-built, engine absolutely top notch. Would make a good real-world daily driver. King of the Smoky Burnouts.

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Chart Of The Day: Pony Car Wars Edition http://www.thetruthaboutcars.com/2010/09/chart-of-the-day-pony-car-wars-edition/ http://www.thetruthaboutcars.com/2010/09/chart-of-the-day-pony-car-wars-edition/#comments Mon, 13 Sep 2010 19:23:20 +0000 http://www.thetruthaboutcars.com/?p=365604 Over the long haul of the Pony Car Wars, Ford’s Mustang has set the standard to which all others aspire. Having handily outsold the old F-Body Camaros (to say nothing of the nearest import-equivalent, the Nissan Z), Ford reigned alone over the declining muscle-coupe segment for much of the last decade. But the Pony Car […]

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Over the long haul of the Pony Car Wars, Ford’s Mustang has set the standard to which all others aspire. Having handily outsold the old F-Body Camaros (to say nothing of the nearest import-equivalent, the Nissan Z), Ford reigned alone over the declining muscle-coupe segment for much of the last decade. But the Pony Car cannot thrive alone, and the Mustang couldn’t keep its sales from sliding ever further… it needed some competition. Now, rather than fighting for pieces of a shrinking segment, the Camaro, Challenger and Mustang have been able to grow their sales together, revitalized by the renewed Pony Car Wars. Though our simple volume projection shows the Camaro on track to take the Pony Car crown from the Mustang, the short-term trends indicate a close battle to the finish this year. Hit the jump for summer sales comparisons…

Comparing the last three months of sales, it’s clear that the Mustang is fighting back. Still, if you break down those three months chronologically, another micro-trend emerges: Mustang won big in June, practically tied in July and slipped behind in August. How the Mustang-Camaro battle will play out through the end of this year is literally anyone’s guess.

Meanwhile, the big picture is equally uncertain. The fact that the closest import competitors to the Pony Cars, the 370Z and RX-8, have received no bump from the segment’s revival is troubling. The indication then, is that the rebirth of the muscle coupe enthusiasm is based on a short-term, retro-nostalgia trend rather than a real shift towards coupes and performance cars. For now though, the Camaro and Mustang are locked in the kind of mano-a-mano horserace that this industry goes crazy for, and in the process they’ve revitalized a dead-on-its-feet segment. Even if it doesn’t last forever, this will be one Pony Car War to remember.

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How To Sell An Anachronistic Car http://www.thetruthaboutcars.com/2010/08/how-to-sell-an-anachronistic-car/ http://www.thetruthaboutcars.com/2010/08/how-to-sell-an-anachronistic-car/#comments Mon, 16 Aug 2010 16:58:11 +0000 http://www.thetruthaboutcars.com/?p=363055 Whatever you do, don’t talk about anything related to the car itself. Reference an obscure previous ad for the car instead. Also, if the car’s target market is young men, be sure to make the ad’s protagonist an elderly female. Finally, the concept must be strange enough to be totally unmemorable. Then sit back and […]

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Whatever you do, don’t talk about anything related to the car itself. Reference an obscure previous ad for the car instead. Also, if the car’s target market is young men, be sure to make the ad’s protagonist an elderly female. Finally, the concept must be strange enough to be totally unmemorable. Then sit back and watch as your over-the-hill muscle car doubles its volume and still doesn’t quite match the Mustang or Camaro’s volume. Success!

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Once More, With Feeling http://www.thetruthaboutcars.com/2010/06/once-more-with-feeling/ http://www.thetruthaboutcars.com/2010/06/once-more-with-feeling/#comments Tue, 08 Jun 2010 17:06:01 +0000 http://www.thetruthaboutcars.com/?p=358457 Well, it was no fluke. Wieden + Kennedy can sell the crap out of the Challenger. It’s just too bad that every time people see a Caliber, Avenger, Journey or Caravan, they say “Dude, I’d rather be abducted by terrorists than that thing.” Especially if they’ve taken the time to read what “those consumer review […]

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Well, it was no fluke. Wieden + Kennedy can sell the crap out of the Challenger. It’s just too bad that every time people see a Caliber, Avenger, Journey or Caravan, they say “Dude, I’d rather be abducted by terrorists than that thing.” Especially if they’ve taken the time to read what “those consumer review sites” think about them.

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Review: Dodge Challenger SE http://www.thetruthaboutcars.com/2010/04/review-dodge-challenger-se/ http://www.thetruthaboutcars.com/2010/04/review-dodge-challenger-se/#comments Fri, 30 Apr 2010 21:51:45 +0000 http://www.thetruthaboutcars.com/?p=354861 One of the strangest phenomena of the revived retro muscle car wars is the renewed emphasis on V6 performance. Once derided as “Secretary Specials,” the V6 versions of the Ford Mustang and Chevy Camaro now make upwards of 300 horsepower, while earning EPA highway ratings that surpass the 30 MPG mark. But if these latter-day […]

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One of the strangest phenomena of the revived retro muscle car wars is the renewed emphasis on V6 performance. Once derided as “Secretary Specials,” the V6 versions of the Ford Mustang and Chevy Camaro now make upwards of 300 horsepower, while earning EPA highway ratings that surpass the 30 MPG mark. But if these latter-day pony cars herald a new era of performance and practicality, the V6-powered Dodge Challenger is as retro as its 1970-again styling.

The Challenger has always been the third wheel in the pony car wars: a little too heavy, a little too big, and a little too late to the game. Sure, the maddest of the mad versions were fire-breathing beasts, but the Challenger never wormed its way into the American psyche the way the lither, more sporty Camaro and Mustang did. And with all three nameplates back in showrooms, the old relationship remains the same: the 6.1 liter SRT-8 Challenger may give up nothing to its perennial rivals, but the volume SE version comes up well short of the competition.

Of course, what the modern Challenger might lack in emotional capital, it more than makes up for in sheer retro, street-level appeal. Even without Hemi badges, the Challenger looks big, mean and slick, by far the most retro of the modern pony car designs, and to this reviewer’s eyes, the most clean and pleasing as well. And it doesn’t just look good, it looks right. It’s a long car, but it’s got a vertical heft to it that balances the design. And with its classic lines and proportions executed in thick modern body panels, the Challenger looks as much like an expensive toy model grown to street size as anything else.

From outside the Challenger’s deceptively large cabin, it seems like nothing could break the spell cast by the car’s sheer presence. At least until the driver sticks the Challenger’s plastic key fob into the appropriate receptacle and turns it, kicking the old 3.5 liter SOHC V6 to life with all the drama of a Grand Caravan. At this point, the observer of this unremarkable process is likely to come down with a bad case of cognitive dissonance: the eyes tell you to expect the lumpy loping of big V8, but all the ears hear are, well, almost nothing.  With a stab of the throttle, the muted tickover rises to a tremulous drone. With enough motivation, the engine eventually manages to sound blustery, but it’s never in danger of making a sound that’s in the least bit purposeful.

Nor, given the performance numbers, should it. With a mere 250 horsepower and 250 lb-ft of torque on tap, it’s a good 50 ponies and about 25 lb-ft short of its V6 adversaries. And with 3,720 lbs of retro coupe to carry around, the old V6 has its work cut out for it. Luckily, the five-speed automatic is well-calibrated for the task, flattering the Challenger’s weak on-paper numbers with easy-to-use real-world performance. First gear is short enough to give the Challenger just enough pop from the traffic lights to keep it from being a complete embarrassment, but it’s also long enough to keep things from becoming a thrash-fest. Just don’t expect those rear tires to emit even the softest chirrup, unless you’re turning from a stop on a horrendously-paved road. While treating the gas pedal like it’s a particularly resilient cockroach.

In fact, if you’re even remotely interested in performance or fun, look elsewhere. Though the steering is only slightly overboosted, the Challenger’s weight makes it a clumsy dancer, and without the brute force needed to manhandle its softly-sprung chassis, you quickly settle into cruising mode. On suburban side streets, it glides sedately and uses its power well. On the freeway, it accelerates acceptably before running out of useable puff at relatively low (although still illegal) speeds. A sideways bump on the transmission’s autostick drops the Mopar back into its powerband more rapidly than pedalwork alone, but there’s still a palpable pause as your order makes its way to the engine room. Long, sweeping turns at higher speeds are as close as the Challenger gets to a driving thrill, but with so much weight, and so little steering feel, it’s got one of the fastest boredom-to-fear times in the business.

What we have then, in the Challenger SE, is a big, retro cruiser. It’s quiet and refined at freeway speeds, and it’s got enough power to keep up with the rest of the commuters. And shockingly for a Chrysler product, the interior is even a fairly inoffensive place to spend time. Though it lacks the retro flair promised by its exterior and competitors alike, its a clean design with simple functionality and relatively high-quality components… for a Chrysler. We could nitpick a few plastics choices, the lack of mirrors on the sun visors and more, but as stripped, sub-$25k Chrysler Group products go, it’s a revelation. Only the large, cheap and nasty steering wheel is truly offensive.

Unlike the more musclebound V6 pony car competition, the Challenger offers real-world rear seating. Wedge five people (including three six-footers) into a Camaro or Mustang, and after 45 minutes at least three of them will need either a chiropractor, a relationship counselor, or both. Thanks to the Challenger’s lengthy LX underpinnings, the same five people will make the same trip in relative luxury. In fact, the only professional assistance a passenger might need is seasonal affective disorder therapy: spacious though it may be, the rear seat is still a lightless bunker, with little visibility anywhere.

And though poor visibility as a result of bold styling is a nearly universal problem affecting nearly every car on the market, in this case it creates a special disadvantage. After all, this particular Challenger was a rental, and the SE’s lack of performance credentials vis-a-vis its rivals seems to doom this model to heavy rental-fleet service. The problem is that, having arrived at one’s destination and made the questionable decision to splash out for a “fancy” rental, the last thing one wants to find out is that famous landmarks are only barely visible out of the Challenger’s gun-slit windows. Want to see more than the bottom third of the Washington monument as you drive by? Be prepared to hang half your body out the window. Want the kids to enjoy a memorable back-seat tour of their nation’s capitol? Rent the Mustang convertible instead.

So, if this Challenger fails as a performance car, a musclebound cruiser and a rental, what is it good for? How about a better-looking Solara or Accord Coupe? From the cabin it’s not that hard to forget that it’s rear-drive, or related to anything with a Hemi, but from the outside it’s pure retro confection. You just won’t be getting the efficiency or reliability of the Japanese snooze-coupes. But when Chrysler’s new “Pentastar” V6 comes out, it should offer close enough to 300 horsepower to make it feel a little less like an afterthought to the Camaro and Mustang… at least on paper. In the meantime, unless you can’t live without its looks but can’t afford a Hemi, look elsewhere.

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