Here's an excellent setup for the Challenger:
Brembo® - Dodge Challenger 2015 GT-R Series Cross Drilled 2-Piece Rotor Brake Kit
Rotational Mass makes quite a difference with all around performance. I installed a similar set on my last ZO6 and the overall difference around the track was pretty incredible. The improvement also carried over to the street; the car took the rough patches and potholes a lot better (the front OEM rotors felt like boat anchors compared to the new setup).
Here's some interesting data:
Reducing unsprung weight is one of the most critical factors affecting a vehicle's road (and off road) holding ability. Unsprung weight is that portion of a vehicle that is not supported by the suspension (i.e. wheels, tires and brakes) and therefore most susceptible to road shock and cornering forces. By reducing unsprung weight, lighter wheels and tires and brakes can provide more precise steering input and improved "turning in" characteristics.
Rotating mass must be accelerated/decelerated every time the speed changes, and it's harder to accelerate the rotating mass. Since most rotating mass (aside from the engine and the tranny) is unsprung weight (half-shafts, wheels, brake rotors), a reduction in unsprung weight generally entails a reduction in rotating mass, which helps acceleration. It is rotating mass that is roughly 3 times harder to accelerate than normal weight. Plain old unsprung weight is not any harder to accelerate. Basically, rotating mass must be accelerated twice every time the car speeds up, it must be accelerated linearly (in the direction of the vehicle's travel) and rotationally (in the direction of its spin).
As for a reduction in unsprung weight independant from rotating mass, this generally improves the suspension's ability to work properly. Unsprung weight contributes to inertia in the suspension, which in turn affects the geometry assumed by the suspension.
Unsprung mass has the same effect as sprung mass when it comes to acceleration as long as it is not a rotating part in the driveline.
If it is a rotating part (Such as a tire/rim combo),It will take more hp to accelerate a heavy rotating mass to a specific velocity than a lighter rotating mass. The same holds true for deceleration.
In racing we try to minimize unsprung weight because it hurts handling. When the weight isn't supported by the springs, the shocks and tires control that weight. On bumpier tracks, a large amount of unsprung weight can become difficult to control, and reduce tire contact to the racing surface, which will reduce grip. Also, since the tires are controlling the unsprung weight it can, in certain situations, cause heat build up, affecting tire performance. Also, really light race cars (mine is 2500 pounds, so it's considered light), are very sensitive to unsprung weight, so we attempt to minimize it whenever possible.
Turn a bike upside down, take the back tire/tube off & put the bare rim back on.
Turn the pedals.
Now put the tire & tube back on, & do the same thing.
See how much harder it was to turn the pedals?
Also the unsprung weight (tires, suspension) is supposed to react fast to the bumps in the road (or off road). The lighter these parts are the less force is required to move them and the faster they can react to the bumps resulting in a safer and smoother ride. Additionally you need to consider the rotational energy. The heavier they are, the harder it is to change the axis of rotation (angle, up/down).