Challenger Road Tests/Reviews

[Cuda340]

May 6, 2008 Top Gear Review of 2008 SRT Challenger:

"Just got back home after driving the SRT-8 Challenger at Willow Springs Raceway and I've got a few things to add to the story you'll see in the May's Top gear magazine.
When I wrote that, we had only had a relatively sedate drive in the car, which was more of a pre-production model.
Now I've had an unlimited blast in the later SRT-8 Challenger on the canyons above LA and on this old, fast raceway, I've got to know the car a lot better and, it's fair to say, I like it.
It's not perfect - the seats are too short to support your thighs properly, and you could lose a country in the gap between second and third gears - but other than some other very minor grumbles, it goes like a train. I even got to like the interior, which isn't fabulously authentic but screwed together so well, it feels like it'll last. That's progress.
But the really write-home point that quickly became clear yesterday was just how well this car handles at all speeds. Yes, it's got some slack in the suspension to mop up bumps on the road, but once it's settled, you can steer just as much with the throttle as you can with the wheel.
Not in the guns 'n' glory style of the cart-sprung Mustang, but in a way that's not apparent in any other muscle car I've ever driven. I was expecting it to be all show and then get badly out of shape at the track. That just didn't happen.
We were hitting almost 130mph on the entrance to the monstrous Turn 8, but the 4,000lb+ Challenger was happy to take the abuse for as long as we cared to hand it out. If you tried to do that in most production Mustangs, they'd still be picking up the pieces in a year. It's not that the Mustang's not huge fun - it is. It's just that the Challenger is miles better.
This isn't down to expensive components, even though it does have independent rear suspension and some big-name bits like the Brembo brakes and Goodyear F1 tyres. It's how the engineers have tuned it all that really makes the difference. The bits we never talk about, like the bushings and the springs and the aerodynamics.
And the people. The SRT-8 Challenger chassis was developed by a team led by Erich Heuschele. Erich is clearly petrol-powered and was probably an engine in a previous life. The way he describes how he got this big, heavy car to top 170mph and corner like something half the size and weight is like listening to your best mate describing a big night out.
The Challenger reeks of that kind of enthusiasm, which inspires you to enjoy it not just on the outside for the killer looks, but also the inside too, where it counts. No question, this is the new benchmark muscle car."

[Cuda340]

The Dodge Challenger SRT8 is here to drink gas and eat up the roads

The Dodge Challenger SRT8 is here to drink gas and eat up the roads with its 425-hp Hemi V-8.

Steven Cole Smith
Sentinel Automotive Editor
May 10, 2008


"Let's get this out of the way first: An EPA-rated 13 miles per gallon in the city, 18 on the highway, an optimistic 15 mpg overall.

Yes, that's on premium gasoline, not regular.

Yes, there's a federal "gas guzzler" tax: $2,100.

The EPA's consumer Web site, Fuel economy.gov, breaks it all down for us: At $3.73 a gallon, it says filling the 2008 Dodge Challenger SRT8's 19-gallon tank costs $63.78. That it costs $6.22 to drive 25 miles. That it costs $3,732 a year to drive a national-average 15,000 miles.

Which would cost $1,143 in a Toyota Prius, Fueleconomy.gov gently lectures, noting that the Prius would use 7.4 barrels of oil a year, compared to the Challenger's 22.8.

And don't even get Fueleconomy .gov started on the Dodge Challenger SRT8's "carbon footprint," which measures "a vehicle's impact on climate change in tons of carbon dioxide emitted annually." The Challenger's carbon footprint is a size-18 clodhopper, at 12.2 tons of carbon dioxide a year. The Prius' dainty footprint: Four tons. So consider us suitably chastised over how much we like the 2008 Dodge Challenger SRT8, and not all of that appreciation is directed at the sinful 6.1-liter, 425-horsepower Hemi V-8, though a lot of it is.

No, that appreciation is based largely on how this is a far, far better car than many of us were expecting, with killer styling that looks marvelous on the street and an interior that is very un-Chrysler-like, and we mean that in the best possible way. Taken as an overall package, this car works.

And what may be the most important part of this: Lots of what appeals with this flagship Challenger SRT8 should also apply to the lesser models, which hit the market later this year as 2009s.

The fact that Dodge is launching only the ultimate SRT8 model as a 2008 is smart marketing: When the V-6 and less-powerful V-8 models arrive this fall, the public perception of the Challenger will be based only on the fire-breathing SRT8, which lists for $37,995, including shipping but not the guzzler tax. This should only benefit the $23,000 base V-6 Challenger, which should still be basking in the glow of the SRT8. That's the idea, anyway: Go look at the SRT8 now, and if you can't afford it, come back in five or six months for its less-sinister sibling.

The Challenger -- all Challengers -- are, as you would suspect, styled in homage to the original, which lasted only from 1970 to 1974, and was never that big of a hit even then. Until the Challenger arrived, Chrysler relied on Plymouth to carry the pony-car banner with the Barracuda: The Challenger was, pretty much, a rebadged 'Cuda, but bringing back a Plymouth now would mean reviving the entire brand.

Easier, then, to take the proven rear-wheel-drive platform found under the Chrysler 300, Dodge Charger and Dodge Magnum -- a platform developed when Mercedes-Benz was involved in the design -- and tweak it to fit under a Challenger body.

As that platform would suggest, the Challenger SRT8 is a big car, weighing in at a porky 4,140 pounds. With this engine, that weight is a factor only when cramming the car into a tight turn, where inertia can't be overcome even by massive 20-inch tires and alloy wheels. But when we finally get to test the V-6-powered Challenger in a few months, we have to wonder whether that weight will make this pony car feel a little more like a plow horse.

That size does, at least, translate into a roomy interior and big trunk, though the rear seat is pretty tight. The front bucket seats, though, are near perfect, and the driving position is pleasantly European. While instruments and controls maintain a mildly retro theme, they are very much up-to-date.

On the road, the monster V-8 and its five-speed automatic transmission -- no manual is offered right now -- are ideally matched. With some performance cars utilizing six, seven and even eight-speed transmissions, we thought we might be disappointed in the five-speed, but this engine has so much pulling power that an old three-speed Torqueflite would probably feel fine.

The Challenger handles like a smaller car, nimble in corners but surprisingly supple on rough pavement, but when pressed hard enough, it does remind you that you're in the middle of more than two tons. The steering feels too light and a bit disconnected, but that's the only real complaint. Brakes are linear and fade-free, even when used hard and repeatedly. Even with some options -- a power sunroof, an upgraded stereo with a navigation system and premium Goodyear Supercar F1 radials -- that boost the Challenger SRT8's price to $39,885 (again, including shipping but not the guzzler tax), it qualifies as a genuine performance-car bargain.

Fueleconomy.gov would disagree, of course."

[Cuda340]

The August 2008 issue of MOPAR Action road tested the 2009 SRT Challenger.

Here are some excerpts:

"The chassis enginers were able to deliver comfort, along with good vehicle dynamics (handling), and an advertised .9g skidpad number."

"Turn the key and Challenger makes all the right sounds- just like its SRT brethren. Turn off traction control, torque up the converter against the brakes, punch it, and it's 1970 all over again as you incinerate those big meats and fishtail out of McDonalds leaving behind your heavy black rubber calling card."

"On the road, the Challenger fills its intended bill as a serious performance machine. It digs into corners and holds a line with minimal lean and excellent tracking. The steering is precise and the car feels connected to the road."

"Expect to see ETs in the low 13/high 12-second range, with 1/4 mile trap speeds at or about 110-112 mph. The factory says 0 to 100 mph and back in 17 seconds."

"The auto trans is very responsive both in Auto-Stick and normal modes... with a steep 3.59 first gear for those stoplight derbies."

"Big pomodoro-sauce-red Brembos make no excuses when it comes to hauling you down. They flat out work. Short of an '03-up Viper, these are, without a doubt, the best factory brakes ever put on any Mopar anywhere...60-0 mph is said to be 110 feet...(125 feet for the R/T and 130 feet for the SE)."

"Look for the 500 HP 6.4L Hemi as a late '09 or 2010 intro- possibly in a special edition model."

"There will be a special-edition Challenger Classic R/T later in the '09 model year, with B5 blue paint, black side stripes, unique badging, and 20-inch five-spoke aluminum wheels- but with the 5.7 Hemi."

"Convertible junkies will get their fix in late '09 or 2010."

This issue has a great photo of an SRT on its cover page. See:

Mopar Action On-line - What's In This Issue

[Cuda340]

By Dan Neil, LA Times
May 14, 2008


Let's get the unpleasantries out of the way: The Dodge Challenger is to our current economy-and-energy nexus what a bull fiddle would be to Nero's burning Rome. This reimagining of the Chrysler's E-body classic, the 1970 Dodge Challenger, is very close to the last thing the world needs right now, as instantly ludicrous as a campaign to repeal the 22nd Amendment (presidential term limits) or a health-and-beauty book by Amy Winehouse.

Behold a $40,000 muscle car that gets single-digit fuel economy when your boot's in it -- and, come on, your boot is always in it- aimed at upper-middle-class to wealthy males between ages 45 and death. Not exactly the car of tomorrow. Last week, when the first production cars began rolling off the line in Brampton, Ontario, the average price for a gallon of sweet petroleum liquor was $3.61 a gallon -- oh, sorry, that was for regular unleaded, whereas the Challenger's 6.1-liter, 425-hp V8 would much prefer to burn premium. Meanwhile, the economy could give the Everglades lessons in stagnation. If that weren't enough, looming on the horizon are tough new fuel economy standards that will make snot-flinging V8s like the Challenger's "Hemi" the stuff of history books.

• Photos: 2008 Dodge Challenger SRT8
• Photos: Dodge Challenger SRT8 by-the-numbers

In other words, the Dodge Challenger is brilliant. Here's a short list of reasons why:

If ever a genre of automobiles needed a last hurrah, it's the pony car. In the next two years, the Challenger and the coming-soon Chevrolet Camaro will re-create the pony car wars of the late 1960s and early 1970s, and then go away for precisely the same reasons they did in the early 1970s: increasing fuel economy standards and the price of gas. I'm fascinated by the symmetry of it. Watching Camaro and Challenger go at it will be like watching the misty, misguided nostalgia of Civil War reenactments, except here both sides lose.

As for these cars' environmental irresponsibility, sure, some, but it will be largely symbolic and notional. Sold in relatively low numbers and left to slumber in garages for most of their lives, these neo-pony cars' greenhouse impact will be a rounding error compared to the giant fleets of right-sized commuter cars like the Saturn Aura or the Honda Accord.

The Challenger is a cheap program: Before Chrysler can get to the business of building greener cars -- and on this score it's the most backward of all the auto companies -- it has to stay in business. To that end, the Challenger offers a huge rate of return in publicity and street cred. The car is essentially a rebodied Chrysler 300 (the same as the Dodge Charger, minus 4 inches of wheelbase), built on the same assembly line. According to the Detroit News, Chrysler spent a mere $151 million on the program, going from concept car to Job One in fewer than 21 months. Chrysler could never make a dime off the Challenger program and happily write it off as a marketing expense. And that's almost certainly what will happen.

Recession-proof: The relative handful of geezers who buy this car -- the 2008 model year run of 6,800 units has already been sold -- will not be fretting fuel economy, the price of gas or the perspiration of polar bears. The car is aimed like a Hellfire missile at the emotional groins of boomers who have loads of cash and empty nests. They just won't care about other considerations. The car will sell like mad for a year or two and then fall off a cliff. That will make it relatively rare, enough to give it the cachet of a collector's item. Can't wait for Barrett-Jackson, circa 2038, when this thing is worth, like, $8 billion.

Cultural bedrock: There's plenty of room for disagreement here, but if I had to identify the most iconic Mopar monster from the era, it wouldn't be the Plymouth Superbird or B-body Charger R/Ts, it would be the Challenger, simply on the strength of the 1971 movie "Vanishing Point." This comically overdrawn and faux-existential chase movie stars a white Challenger R/T hardtop (the last car ever to look cool in white) and Barry Newman, who plays Kowalski, a car-delivery driver gone Crazy Ivan. Utterly gravid with counter-culture clichés -- bad cops, Jesus freaks, soul brothers, free-love sisters -- "Vanishing Point" is nonetheless an essential car-guy movie, a Mopar-powered romp across the American West. I would go so far as to say that without the movie, the new Challenger would never have come to be.

Reason last: The new Challenger is a really nice car. I know -- I was surprised too.

The retro-futuristic interpretation of the classic Challenger is truly ingenious, pulling all the lines and details -- the blacked-out grille, the race-style fuel filler cap, hood scoops, the kicked-up character line, the overall proportions -- into a visual algorithm that suggests the original car while actually being nothing like it. The new car is huge, with 6 inches more wheelbase (116 inches) than the old Challenger. The old car, with its sculpted turn-under and sides, seems almost delicate compared to the big, bluff neo-Challenger. Plainly, the designers had to work around the many hard points of the 300's boxy body structure. Still, they managed to hide the bulk convincingly.

There was, unfortunately, nowhere to hide the weight. At 4,140 pounds, the Challenger's poundage is the consequence of the project's short development and low budget (taking weight out of a car costs a lot of time and money). Still, there's no denying 425-hp, 420-torque V8 under the hood. This is big, cackling, evil-sounding thrust, with an angry lunge off the line and a peaky, on-the-cam feel in the upper registers. Zero-to-60-mph accel is about 5 seconds (the exhaust note has been engineered to sound like the old car) but the Challenger makes its happiest/orneriest noises at 5,000 rpm in third gear, as it snatches the air from the passing lane.

No one will adore the five-speed AutoStick transmission used here. It works fine and, yes, you can shift it much like a manual transmission using the lateral shift gate (but no steering wheel paddles). Still, going around Willows Springs race track, I felt a little handcuffed by the positioning of the shifter. The Challenger just screams for a six-speed manual and a limited-slip diff. Both are coming to future models. One assumes the Hurst Pistol Grip will be reborn.

If you liked the handling of the Chrysler 300C SRT8, which is like swinging a 40-ounce bat, you'll love the Challenger SRT8. The chassis development team has been hard at work tweaking the tire-and-suspension package (unequal-length arms up front and multilink in the rear, with Bilstein coilovers at four corners), so that the Challenger -- even with its weight, relatively high center of gravity and roll centers -- manages to stay unusually composed while cornering. Turn-in is nice and linear, the front tires bite, the rear end follows the front obediently, the lateral Gs build up until a benign and predictable understeer sets in; and then, when you pick up the throttle and unwind the wheel, the chassis settles down immediately. The steering is a touch over-boosted but agreeably sensitive. The Brembo brakes shed speed without drama.

This is, obviously, no sports car, but a big, muscle-bound road car, with excellent ride quality and more than adequate cornering. A good time can be had by all.

Oh, it's got weaknesses. The interior has none of the retro charm of the exterior. Honestly, it might as well be a whole other car from the inside (great seats, though). The pre-production cars I've driven had some wild seams between the body panels -- here Chrysler honors the old car all too faithfully.

An instant anachronism, this car should have been called "Challenged," not Challenger. Still, it's pretty charming and charm is what the world needs now.

dan.neil@latimes.com

2008 Dodge Challenger SRT8

Base price: $40,095

Price, as tested: $40,095

Powertrain: 6.1-liter, overhead-valve V8; five-speed automatic transmission with manual-shift mode; rear-wheel drive

Horsepower: 425 at 6,200 rpm

Torque: 420 pound-feet at 4,800 rpm

Curb weight: 4,140 pounds

0-60 mph: 5 seconds

Wheelbase: 116.0 inches

Overall length: 197.7 inches

EPA fuel economy: 13 mpg city, 18 mpg highway

Final thoughts: A vanishing breed

[SRT-6]

I just read an excellent review of the 2008 Challenger SRT-8 on MSN Autos.

[Cuda340]

SRT-6- thanks for pointing that out. Here is the article:

First Drive: 2008 Dodge Challenger SRT8

Dodge revives a muscle car icon.

By Larry E. Hall
</IMG> Click to see more pictures Dodge’s 2008 Challenger SRT8 reignites the muscle car wars of the 1960s and early 70s and is ready to challenge the Ford Mustang and the upcoming Chevrolet Camaro.



Dodge’s 2008 Challenger SRT8 is one serious-looking, all-out, no-holds-barred American muscle car. But don’t let the looks fool you. This is a modern machine that not only has pavement-rippling performance, but serves up a near sedan-like ride quality in day-to-day driving. The new Challenger also contains all of the safety and entertainment features expected in a 21st-century automobile.
Model Lineup

Until this fall when the full lineup arrives, the only new Challenger coupe offered is the muscled-up SRT8 version. So far, more than 11,000 folks have put money on the table for the 2008 model year production run of 6,400 units. There are only three color choices (orange, black and silver) and one engine — a HEMI-V8 of course.
View Pictures: Dodge Challenger SRT8
Those nabbing keys will find many standard features that were either optional or non-existent in 1970; items such as side-curtain airbags, electronic stability and traction control, anti-lock disc brakes, high-intensity discharge headlights, remote keyless entry, air conditioning, cruise control and a 322-watt, 13-speaker audio system. A Performances Pages instrument panel readout can show 0–60 and quarter-mile times, 60–0 mph braking and g-forces. The only options are a sunroof, a GPS navigation system, and Goodyear F1 Supercar rubber as an upgrade from the standard Eagle RS-A tires.
Throwback Styling

Despite an abbreviated platform borrowed from the Chrysler 300 that is longer and wider than the first Challenger, designers have captured the essence of the storied 1970 model’s long hood and short deck. Up front a rectangular grille is flanked by round headlights, and out back the full-width taillight with a centered white back-up light has a familiar look. The 20-inch forged aluminum wheels have roots from the 1960s Magnum 500 wheels, while the outside mirrors are aerodynamic versions of the originals.
Watch Video: Challenger Debut in Chicago
Functional hood scoops help the 425-horsepower 6.1-liter V8 keep its cool. The ‘HEMI’ twists out 420 lb-ft of torque, and its 69.8 horsepower-per-liter rating exceeds that of even the legendary 1966 “Street HEMI.” Directing the power to the rear wheels is a five-speed automatic with AutoStick, which allows the driver to manually select a higher or lower gear, but is the only transmission available. An aggressive first gear ratio provides outstanding launch performance.
Inner Space

Sitting in the driver’s seat is not exactly a blast from the past, thanks to the off-the-rack Chrysler 300 steering wheel. Not only is it way out of character, it’s proportionally too large, and has four rather than three spokes. There are reminiscent touches, however. Trapezoidal shapes around the gauge cluster and on the door panels relate to the original, as do the slanted shifter console and black headliner.
Message board: Is the Dodge Challenger the first shot in a new muscle-car war?
Dodge’s signature four-bomb gauges with black numbers on a white face are highlighted with chrome rings. Changing audio, climate or navigation controls doesn’t require the driver to change seat positions to reach, and materials used throughout the cabin are pleasing to the eye, with respectable-looking plastic finishes. Aggressive side bolsters on the front seats seem to glue occupants in place on the track, yet are marvelously comfortable on long highway runs. The back seat is similarly comfy for two adults — three on short hauls.
On the Road

Straight-line numbers are worthy of old school Challengers: The new version hustles from 0 to 60 mph in 4.9 seconds and covers the quarter mile in the low 13s. But there are two additional talents unheard of in the early ’70s: solid handling and strong brakes (60-0 mph in 110 feet). In all aspects this is a diecast American muscle car, save the soundtrack. Push the start button and the deep, rich rumble of a big V8 is missing. Even at part throttle the Challenger SRT8 is relatively quiet, growling only moderately when the go pedal is mashed.
More Reviews: Dodge Challenger
Traveling on the highway there’s gobs of power still unused at 70 mph cruising. Floor it at this pace and triple-digit speeds arrive quickly. At freeway speeds there is only a slight intrusion of engine and tire sounds and just a whisper of wind noise. A drive along the curve-laden Angeles Crest highway brought forth true grins. The Challenger’s all-independent suspension helps the car stick to the road like chewing gum on a hot August day. Mid-corner bumps are soaked up without a falter, and the stability control system maintains a hands-off policy until unequivocally needed.
The sure handling carries over to a more intense road-course environment. On track the moderately weighted steering lets you know where the front tires are and turn in is quick and precise. Amateur drivers will find the car predictable; seasoned hot shoes will be rewarded.
Horsepower for Your Dollar

If you’re one who measures the value of an automobile by how much horsepower you receive for the dollar, the Challenger SRT8’s $37,995 sticker price (including destination charges) is quite compelling. What’s surprising is the broad spectrum of people who have purchased the car — and it’s not just baby boomers wanting to hold on to the past. Dodge says they’ve “sold to all walks of life, all ages, all cultures.” Apparently what attracted people in the 1960s and early ’70s — two-doors, big V8 — transcends time. The muscle car lives.

[Cuda340]

G. Chambers Williams III, San Antonio Express: Dodge Challenger SRT8 is gawker magnet
Web Posted: 05/15/2008 09:20 PM CDT

"One of the most fun aspects of my job is getting to drive exciting new cars that most people haven't even seen yet.

When I get one of those, and take it out for testing, it's common to have people flock around me wherever I happen to stop with the vehicle.

But in 25 years of doing auto reviews, I'd never seen the extreme reaction to a new vehicle as I did this past week while driving the 2008 Dodge Challenger SRT8.

This was a special treat, as the car I tested was a pre-production model that eventually will end up in the crusher because it's not legal for sale. Production of the Challengers that are destined for dealer lots began May 8 at the Brampton, Ontario, assembly plant — the day after my test vehicle arrived in my driveway.

That made my tester a rare bird indeed, as there weren't yet any Challengers at dealerships anywhere. And besides that, the 2008 model is a limited edition — just 7,000 will be made, and all of them already have been pre-sold. High gas prices or not, you won't find any of these lingering on dealer lots.

Just stopped at traffic lights, the car drew crowds. At one point, at a red light in front of an auto-parts store, what appeared to be the entire store staff came out to the curb to see the Challenger, and most of them had cameras in hand.

“It's a dollar a snap,” I teased that group, adding, “I've gotta pay for the gas for this thing somehow.” They had a good laugh, and kept snapping.

My test vehicle, with its bright silver metallic exterior paint and retro dual black hood stripes, probably wasn't as noticeable as this car would be in the Hemi orange color that's also offered (along with “brilliant black crystal pearl coat'), but that certainly didn't serve to hide it in any way.

It was an instant hit just driving down the road, and especially at any parking lot — supermarket, department store, mall, restaurant, you name it.

But almost to a number, the gawkers were men. For some reason, most of the women who saw men going gaga over the Challenger just looked at me and rolled their eyes with a “Boys will be boys” kind of expression on their faces.

“It's really a man thing,” my own wife declared. “You realize you're driving a guy magnet.”

Whatever.

Attention or not, the car was a hoot to drive, even though there were no roads that allowed me to give it a true test of its abilities, and I didn't have the opportunity to take it onto a track during my week behind the wheel.

Chrysler says the car can go 170 mph, which is impressive, but certainly not legal anywhere in the United States except on a closed track.

The '08 Challenger SRT8 (base price $37,320 plus $675 freight), which officially goes on sale in June, is a precursor to the full Challenger line that will make its debut this fall as 2009 models. The SRT8 comes with the biggest engine that will be offered in the Challenger, a 6.1-liter Hemi V-8 rated at 425 horsepower and 420 foot-pounds of torque.

For 2009, an R/T model will be added, with a 5.7-liter Hemi engine, and there will be a V-6 powered SE model as well.

In the 2008 model, only a five-speed automatic transmission is offered; when the 2009 SRT8 arrives, it will be available with the automatic or a six-speed manual gearbox, and a limited-slip differential will be optional as well.

Based on the architecture of the Dodge Charger and Chrysler 300, which come down the same assembly line in Canada, the new Challenger is a full-size coupe with two doors and seating for five.

At least the car is billed as having that capacity, but legroom is limited in the rear seat, and with the driver's bucket seat adjusted to my comfort, there was no room for anyone to sit behind me. I did have a passenger on the other side of the back seat a few times, but the front passenger seat had to be moved forward to accommodate my passenger.

The Challenger's a relatively heavy vehicle — curb weight is 4,140 pounds — so even with the 425 horsepower, it wasn't as quick as one might expect. Although I didn't time the performance, Chrysler says the zero-to-60 time is about 5 seconds. In comparison, the base Chevy Corvette is slightly quicker, and the new Nissan GT-R super car is a full second and a half faster.

Still, this car has plenty of raw power and will get up and go when it's asked to.

But it's also more than just power. Handling was surprisingly crisp and predictable, which is a departure from the original Challengers. Those cars were purely about muscle, and worked best in straight-line acceleration and driving; cornering finesse was never their strong suit.

That's part of what makes this new Challenger so compelling. It has the looks and raw power of the old Challenger, but the benefits of modern chassis engineering, great brakes and state-of-the-art safety features.

But that retro look is what turns heads, and even people who later buy the V-6 version will be able to enjoy that kind of reaction from others.

Chrysler unveiled the 2008 SRT8 at the Chicago auto show in February, and it was more like the concept car than I had expected.

The concept was shown in Detroit two years ago and brought rave reviews as a modern version of the iconic Dodge muscle car from the early 1970s that is a favorite of car collectors.

This year's limited-production models will have their own numbered dash plaques. Mine, though, didn't have a number because it was not a production version.

Chrysler Co-President Jim Press said during the Chicago introduction that the SRT8's price is a bargain because collector versions of the original Challenger now sell for about $100,000. The Challenger cost about $3,000 when it arrived in 1969 as a '70 model, he said.

The new one is not intended just for the aging baby boomers who owned Challengers in the past, Press said.

“Young people who have never heard of the Challenger are buying it for what it is today,” he said, noting that Chrysler had 4,300 orders for the car within a few days after it was announced.

Judging from the response to my test vehicle — which drew just as many young people as it did baby boomers — Press probably is right. This car appeals to people who weren't even born yet when the original Challengers were on the market.

The Challenger's performance outshines that of its top competitors, including the BMW M5 and Ford Mustang GT500, Press said.

It can cover a quarter-mile in 13.3 seconds and can go from 60 to zero in about 100 feet, thanks to its Brembo custom brakes.

Its modern technology includes advanced electronic stability and traction control, side-curtain air bags and a tire-pressure monitoring system.

The 522-watt audio system comes with 13 speakers, including a 200-watt subwoofer, and it has a 30-gigabyte hard drive to store thousands of songs internally.

Other features include Sirius satellite radio, push-button start and an optional navigation system, which was included on my tester.

The SRT8 version is a product of Chrysler's Street and Racing Technology group, which gave it the big Hemi engine.

EPA ratings are 13 miles per gallon in the city and 18 on the highway, and the tank holds 19 gallons of fuel. Unleaded premium is recommended for the best performance, but regular is acceptable."

[Cuda340]

Motorweek will be road testing the 2008 Challenger SRT on Saturday, May 24, 2008.

The program is airing at 11:30 AM on Garden State Cable (Comcast) TV, Channel 23 (southern NJ).

Check to see when Motorweek is showing in your area.

[Cuda340]

The following is an excerpt from an article written by G. Chambers Williams III:

Dodge Challenger SRT8 is Gawker Magnet

One of the most fun aspects of my job is getting to drive exciting new cars that most people haven't even seen yet. When I get one of those, and take it out for testing, it's common to have people flock around me wherever I happen to stop with the vehicle. But in 25 years of doing auto reviews, I'd never seen the extreme reaction to a new vehicle as I did this past week while driving the 2008 Dodge Challenger SRT8.

Just stopped at traffic lights, the car drew crowds. At one point, at a red light in front of an auto-parts store, what appeared to be the entire store staff came out to the curb to see the Challenger, and most of them had cameras in hand.

It was an instant hit just driving down the road, and especially at any parking lot — supermarket, department store, mall, restaurant, you name it.

Attention or not, the car was a hoot to drive, even though there were no roads that allowed me to give it a true test of its abilities, and I didn't have the opportunity to take it onto a track during my week behind the wheel.

This car has plenty of raw power and will get up and go when it's asked to.

But it's also more than just power. Handling was surprisingly crisp and predictable, which is a departure from the original Challengers. Those cars were purely about muscle, and worked best in straight-line acceleration and driving; cornering finesse was never their strong suit.

That's part of what makes this new Challenger so compelling. It has the looks and raw power of the old Challenger, but the benefits of modern chassis engineering, great brakes and state-of-the-art safety features.

But that retro look is what turns heads, and even people who later buy the V-6 version will be able to enjoy that kind of reaction from others.

It can cover a quarter-mile in 13.3 seconds and can go from 60 to zero in about 100 feet, thanks to its Brembo custom brakes.

Its modern technology includes advanced electronic stability and traction control, side-curtain air bags and a tire-pressure monitoring system.

The 522-watt audio system comes with 13 speakers, including a 200-watt subwoofer, and it has a 30-gigabyte hard drive to store thousands of songs internally.

Other features include Sirius satellite radio, push-button start and an optional navigation system, which was included on my tester.

[Cuda340]

Road and Track has road-tested a 2008 SRT Challenger (black with silver stripes).

Here is the article. I also included a link to the R & T web site for two videos.

“Sweet. This adjective used by those two lovable lunks in the "that thang got a Hemi?" ad campaign pretty much sums up the Dodge Challenger SRT8. This latest addition to the Dodge stable not only recalls the styling of the original 1970 Challenger but also provides the same kind of tire-smoking straight-line fun with the added bonus of being able to handle a curve or two. Sweet.

There was no doubt when the concept was unveiled a little more than two years ago that Dodge was going to build it. There are a few cues from the show car that are missing and a few new touches added. On balance, the production car is largely better for it.

Built on a shortened version of the LX platform that underpins the Dodge Charger, the Challenger has a 116.0-in. wheelbase and measures 197.7 in. overall. At 75.7 in. wide, it is some 4 in. narrower than the concept. And it's a tall car, standing 57.0 in. high — we noticed in a parking lot that the roof of the Corvette parked alongside just barely cleared the top of the Challenger's outside rearview mirrors.

Unlike the original Challenger, which had a shapely "fuselage" body that wrapped under at the rocker panels, the new car is slightly more slab-sided. But that's a good thing because it makes this muscular car, with its 20-in. wheels and tires, look as if it is firmly planted to the tarmac.

The Challenger has a classic long-hood, short-rear-deck profile that remains compelling to this day. The grille opening is faithful to the original Challenger's. Anyone with just a passing familiarity with the division's history will immediately recognize it as a Dodge. Although it clearly has lineage to the original, it also is remarkably similar to Chevy's reincarnated pony car, so much so that a UPS driver, when he first spotted the car, stopped, jumped out of his truck at a stoplight and asked if I were driving the new Camaro.

Still, exterior designer Jeff Gale (son of former Chrysler design vice president Tom Gale) must be complimented on keeping exterior filigree to an absolute minimum. There is one Challenger badge in the front grille, two discrete SRT plates, the Dodge Ram's head emblem on the top of the front fascia and Dodge lettering across the rear. That's it.

In wind-tunnel testing, Dodge discovered that the large horizontal grille is actually a pocket that causes lift at triple-digit speeds. Gale's solution was to look back at the Challenger Trans-Am car of the early 1970s and design jutting chin and rear decklid spoilers similar to those used on the racer. But other than these two devices, the car eschews clichéd wings, rocker extensions and other aerodynamic bits of flotsam and jetsam.

Other changes from the concept include making the hood scoops functional (they primarily vent the engine compartment rather than provide any ram air for the engine) and adding a chrome filler door marked FUEL in the original typeface from the 1970 model.

While the concept was a B-pillarless hardtop with retractable rear windows, in production, the Challenger needs that extra roof support. The pillar is hidden behind fixed rear quarter glass so that in profile, the car retains the hardtop look of the show car.

Perhaps the biggest disappointment is the interior. It is handsome and functional, but far too understated to match the Challenger's personality. The comfortable and supportive leather bucket seats with contrasting stitching are similar to those used on the Charger SRT8. There's a red stripe midway up the seatback, but that's the only contrasting color in the cockpit. The rest is done up in charcoal gray and black with Alcantara door inserts and several aluminum/satin accents on the steering wheel, console and instrument bezels. The shifter and door pulls are covered with leather sporting a carbon-fiber weave pattern. The 4-spoke steering wheel, white-faced gauges, climate controls and audio system are straightforward in execution and come from the same SRT parts bin as the Charger.

The rear seat has positions for three people, but in practice, offers only a modicum of comfort for two with adequate leg and head room. There's a nice fold-down center console, and the view forward is good thanks to the theater-style seating, but the large C-pillar makes riding in the back a cavelike experience.

The Challenger's interior could be livelier like the concept's, which had a 3-spoke steering wheel and an accordion-shaped cover over the steering column like the original car. On the 6400 2008 model Challengers, you can only get the 5-speed automatic with its conventional shift lever, while '09 models will have an optional 6-speed manual with a retro pistol-grip shifter. So, it's a choice of exclusivity of the first models versus a more expressive interior with the manual. I'd choose the latter for reasons I'll get to later.

As a result of the limited half-year production run, Dodge rightly chose to launch with its flagship first and fill out the rest of the line (including a 3.5-liter V-6 SE and 5.7-liter V-8 R/T) in the fall. So, all 2008 Challengers are powered by the 6.1-liter Hemi V-8, which produces 425 bhp at 6200 rpm and 420 lb.-ft. of torque at 4800 rpm. The Challenger has a great sound to it — a low rumble when cruising with a light foot that builds exponentially with engine rpm. Mash the throttle or kick down the transmission, and the Challenger emits a full-throated V-8 sound that some have likened to a P-51 doing a flyby.

Out on the open road, the Challenger is competent and comfortable. With its shortened wheelbase, freeway hop is always a concern, so the SRT engineers opted for a setup softer than the Charger's. There will be those who want far more edge from a car like this, but for hard-core types, there's always the Mopar catalog if they want more bar or stiffer springs. The car feels a bit lazy on turn-in with the suspension setup biased for a mild push; still, it's a good compromise for a car that is suited to be a stylish daily driver. The Challenger can be pushed fairly hard on your favorite twisty bits without punishing you on rough roads. And while it just holds its own at the track or on mountain roads, the real virtue of this car remains the same as it was 38 years ago — and that is having the ability to do long, languid burnouts or getting you to 60 mph in 4.7 seconds while romping through the quarter mile in 13 flat. There's plenty to be said for straight-line thrills.

A solid day of driving through the San Gabriel Mountains and at Willow Springs raceway, while revealing a few shortcomings, left me favorably impressed with the overall abilities of the Challenger. First off, it's an easy car to drive. The seating position, outward views and controls are excellent for a car of this size and heft. Even though it tips the scales at 4145 lb., it never felt heavy, thanks to the abundance of power and ease of the steering action. The stability-control system is not intrusive and when traction control is deactivated, there is sufficient slip to get a bit of wheelspin and drift when pushing the car hard.

Braking is exceptional. The 4-piston fixed-caliper Brembos at all four corners hauled the car down from 60 mph in 121 ft. and from 80 mph in just 212 ft.

The downside is the 5-speed automatic. Although smooth in operation, the spacing between the gears, especially 2nd and 3rd, is problematical. Keeping the car in 2nd on fast sweepers runs the engine up close to the redline; pop it into 3rd and the bottom seems to fall out. Even if you keep it in gear, at redline the transmission automatically upshifts rather than holding the gear and bouncing off the rev limiter. This was particularly annoying to one of our drift-king staffers. Still, my fast way around Willow was to keep tapping the car down into 2nd and letting the rev limiter do the upshifting for me. The solution to this gap is to go with the 6-speed manual, which promises closer spacing plus the aforementioned pistol-grip shifter. An added bonus for waiting for the '09 model will be a standard limited-slip differential not offered on the first models.

Still, if you can get one of the original 6400 cars (which come in a choice of orange, silver or black with the carbon-fiber-pattern, matte-finish striping), you'll find yourself behind the wheel of a fully equipped model for just over $40,000. Although Dodge touts a sticker of $37,320, the $2100 gas-guzzler tax helps push the car above $40,000. There are only three options: a $950 sunroof, an upgraded sound system with navigation for $890 and Goodyear Eagle F1 Supercar performance tires (only $50) instead of all-season rubber. For all this, you get an American icon that is sure to turn heads. Sweet.”


ROADandTRACK.com -- Road Tests - Road Test: 2008 Dodge Challenger SRT8 (7/2008)