Capsule Review: 2015 Dodge Charger Hellcat

Derek Kreindler
by Derek Kreindler

It wasn’t supposed to be like this. Not long ago, we were told that gas was going to $6 a gallon, maybe even higher. CAFE, crash safety regulations and government interference would force us all into autonomous, emissions-free transportation pods.

How lucky am I to be filling up a 707-horsepower rear-drive sedan with 93 Octane? More shocking than an auto journalist paying for his own gas is the fact that 13 gallons of the good stuff cost me about $45.

A sudden plummet in the price of crude oil was a lucky break for enthusiasts. The origin of the Dodge Charger Hellcat isn’t quite as serendipitous. For the Hellcat program to exist, there had to be multiple nameplates to help amortize the cost of development. After the Challenger, the Charger was the next logical step. Don’t be surprised to see this engine wind up in another FCA vehicle, even if it’s not the Viper.

There are few visual differences between the SRT 392 (aka the former SRT8 Charger) and the Hellcat – the most obvious one being the subtle, stylized feline “Hellcat” badge on the front fender. The same wheel and tire package, red Brembo brakes and rear wing can be had on both cars. Inside, the supple leather, UConnect 8.4 infotainment system and sport seats are present as well. With the programmable SRT Performance Pages (read, adjustments for the suspension, traction control, gear changes and access to the full 707 horsepower) set to “Street”, this car is as sedate and docile as the rental-spec V6 Charger SXT we drove earlier that day. On the highway, the blown V8 spins at just a tick over 1200 rpm. At 70 mph, we saw an indicated 22.4 mpg, while the plush, heated seats, XM Radio and solidly soundproofed cabin made the Hellcat an effortless cruiser.

If you desire a bit of the old ultraviolence, simply go back to the Performance Pages and change everything to “Track” (you did keep it at full power, rather than limiting it to just 500 horsepower, right?). In the same way that the right combination of settings transform the Jaguar F-Type from Jamie Oliver on wheels into Harry Brown, inputting the proper cheat codes unlocks the full potential of the Hellcat.

Without having driven the Challenger version, it’s tough to draw comparisons between the two Hellcats. Nevertheless, the straight-line performance of the Charger Hellcat is literally violent. Nothing more needs to be said, and even the most floral Dan Neil prose cannot do it justice. At 1200 rpm, the supercharger 6.2L engine makes as much torque as the old 6.4L SRT V8, which led to a rythmic ritual on the damp backroads of West Virginia: gently press the throttle, wait for the rear tires to lose grip, wait for TCS to kick in, rinse and repeat until you are breaching triple digit velocities. In a Nissan GT-R, you have an army of driver aides and all-wheel drive to help keep you on the pavement. On a Suzuki Hayabusa, you have a motorcycle jacket and a pair of Levis (hopefully more than that) to keep the pebbles and broken glass from tattooing themselves into your posterior. In terms of sheer acceleration and wet weather traction, the Hellcat sits between the two.

The ZF 8-speed automatic gearbox is the gold standard for longitudinal automatic gearboxes, but the reworked edition for the Hellcat manages to make even greater improvements. In track mode, gear changes are executed are faster than a Parisian pickpocket, taking just 120 milliseconds. Only the briefest of pauses in the Hellcat’s .50 BMG exhaust note lets you know that an upshift has occurred. In Street and Sport modes, they help keep the car humming along. It has all the best qualities of a dual-clutch, with none of the drawbacks, and I think that it might be the most significant advancements in modern performance cars.

Lacking an ample supply of sunshine, dry roads and extra-absorbent adult diapers, I was unable to properly put the Hellcat to the test on the track or the street, but its dynamic characteristics will be familiar to anyone who has driven prior LX-chassis SRT cars. Steering is heavy but not exactly the last word in communicative. The big Brembos bring the car to a halt with a consistent pedal feel. The ride is firm without being overly punishing. There is room for five adults and all of their stuff. In Jazz Blue with the saddle leather interior and the dark wheels, it looks less like a photo-enlarged Dart, and more like something that will cross the Barrett-Jackson auction block for the inflation-adjusted equivalent of $1 million at some future date.

In the grand scheme of things, the Charger Hellcat is an irrelevant, low-volume marketing exercise. Most of them will sit in climate-controlled garages, snapped up by dealer principals, waiting for that financially fruitful day under the big tent in Scottsdale. A few will be wrapped around telephone poles mere weeks after they were presented as 16th birthday presents to select members of America’s overindulged youth.

What I love about it can’t be quantified by sales volume, P&L statements or performance data. I love it because no matter how many times we are told by malcontent motoring writers that cars are lack “soul”, or that profligate performance cars are a dying species, we seem to get yet another crop of American muscle car that is exponentially more belligerent and incrementally more efficient. Underneath it all is a statement, a crass, puerile one at that, for which the Charger Hellcat happens to be a vessel. And that vessel is a very good, very grown up car.

Derek Kreindler
Derek Kreindler

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  • Energetik9 Energetik9 on Oct 30, 2014

    I appreciate this car for what it is, but it seems to me a pointless exercise in simply pushing horsepower. Great that it's "violent" in a straight line, but what's the fun in that after a couple times? I question the capability to really move this car in deliberate fashion beyond just straight. In simple terms, I don't get the point. It just seems a muscle car carryover for men in their 50's and 60's to reflect on. I can't wait for the comments questioning my masculinity because quite simply that is the best response they have, but I'll pass. I can think of many more (less HP) cars that would be more capable and more fun.

  • Burgersandbeer Burgersandbeer on Oct 30, 2014

    Apparently some people not seeing the point of this car can't grasp that not everyone enjoys cars the same way they do. Not everyone wants a car that excels on the track. There is room in the automotive world for vehicles other than light weight cars with high-revving engines optimized for canyon carving, autocross, and competitive track work.

  • Probert A few mega packs would probably have served as decent backup.
  • Lou_BC Lead sleds. Now-a-days GM would just use Bondo.
  • Jrhurren This is a great series. Thanks Corey
  • Tane94 Not as stylish as the Soul which it is replacing but a practical shape and bonus points for EV only.
  • Ronin What is the magical white swan event in the foreseeable future that will suddenly reverse the trend?Success tends to follow success, and likewise failure. The perception, other than among true believers, is that e-cars are a lost cause. Neither government fiat, nor government bribery, nor even the promise of superior virtue among one's peers have been enough to push past the early adapter curve. Either the bust-out is right now for e-cars, or it doesn't happen. Marketing 101.Even subtle language-manipulation, such as deeming those possessing common sense as suffering from some sort of vague anxiety (eg, "range anxiety") has not been enough to induce people to care.Twenty years from now funny AI-generated comedians will make fun of the '20s, and their obsession with theose silly half-forgotten EVs. They will point out that, yes, EVs actually ran on electricity generated by such organic fuels as coal and natural gas after all, and then they will perform synthesized laughter at us.