First Comparison SRT, R/T & SE

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Edmunds' review of 2009 SRT:

ENGLISHTOWN, New Jersey — Following the official introduction of the 2009 Dodge Challenger SRT8 at Old Bridge Township Raceway Park in Englishtown, New Jersey, we conducted our own independent testing of the 425-horsepower coupe, now available with a six-speed manual transmission for the new model year.

This is the very first chance to test the performance of Chrysler's new muscle car with the combination of the SRT 6.1-liter Hemi V8 and the Tremec six-speed manual transmission. The data includes 0-60-mph acceleration, quarter-mile performance, braking distance and slalom speed, as well as insight from IL's test driver.

Chrysler based its introduction of the 2009 Dodge Challenger SRT8, RT and SE at Old Bridge Township Raceway Park, a traditional stop for the NHRA's professional drag-racing championship. Thanks to our portable Racelogic VBOX III testing gear, we were able to use the track for performance testing, although the lack of a suitable plot of pavement precluded skid pad evaluation.

The 2009 Dodge Challenger SRT8 with its 425-hp 6.1-liter V8 and six-speed manual transmission accelerated to 60 mph in 5.5 seconds (5.2 seconds with 1 foot of rollout), then reached the quarter-mile in 13.8 seconds at 103.0 mph. This compares to the 2008 Dodge Challenger SRT8 with its five-speed automatic that achieved 60 mph in 5.1 seconds (4.8 seconds with 1 foot of rollout) and completed the quarter-mile in 13.2 seconds at 107.5 mph.

We're surprised that the 2008 Challenger SRT8 with its automatic transmission has the edge in speed here, but we were slightly suspicious at the time that it had an unusually healthy engine. In comparison, the engine of this 2009 Dodge Challenger SRT8 with its manual transmission seemed slightly sick during our testing. In the end, we're still left with some questions about the comparative performance of automatic and manual transmissions in this car.



Full performance data is listed below:

Acceleration:
0-30 mph 2.5 seconds
0-45 mph 4.0 seconds
0-60 mph 5.5 seconds
0-75 mph 7.9 seconds
1/4-mile 13.8 seconds at 103.0 mph
0-60 mph with 1 foot of rollout 5.2 seconds

Braking:
30-0 mph 27 feet
60-0 mph 119 feet


Slalom (600 feet) 66.0 mph

Test Driver Comments
Because the power delivery from the 6.1-liter V8 is so linear and the 255/45ZR20 Goodyear Eagle F1 Supercar rear tires are so grippy, it's easy to modulate the wheelspin away from the starting line with the throttle. Yet this Challenger SRT8's time to 60 mph and the quarter-mile both lagged behind the performance of the 2008 Challenger SRT8 with its five-speed automatic that we previously tested. This engine didn't seem to have the pop of the other one. Pistol-grip shifter feels robust but is easy to operate and accurate even when rushed. Clutch is neither too heavy nor too light. Ratio of 4th gear feels very, very tall and the car lays down noticeably before crossing the finish line. Amazingly quick turn-in and yaw response in slalom from such a large car, but it's the kind of front-end bite that can be trusted. Good balance right up to the limit where the Challenger SRT8 pushes on-throttle and oversteers with generous on-throttle application.

What this means to you: Dodge finally gives us the manual transmission muscle car we've been waiting for. — Michael Jordan, Executive Editor

[Cuda340]

Popular Mechanics Review:

NEW YORK — Last year, there was only one flavor of Dodge Challenger available*—the raucous SRT8 version packing 425 hp from a 6.1-liter Hemi V8 and five-speed automatic transmission. It was quick, loaded with equipment and expensive—since Dodge built only 6400 cars. For the 2009 Dodge Challenger, we have three flavors and five powertrains to choose from, including the fuel-sipping SE model, the R/T with the “small" 5.7-liter Hemi engine, and, of course, the aforementioned SRT8, which returns with the option of a six-speed manual. Giddyap. —Jim McCraw

The Specs

The new entry-level SE Challenger, powered by the well-proven 3.5-liter V6 engine, churns out 250 hp and 250 lb.-ft. of torque, backed by a four-speed automatic. This combination is rated at 18 mpg city and 25 mpg highway even without a more desirable fifth or sixth gear to boost the highway mileage. And with a 0-to-60 time of only 7.8 seconds, this might be a very popular choice in these days of high-priced fuel. The SE is distinguished by its smooth body, no SE identifiers on the front or rear end, no rear spoiler, and simple five-spoke alloy wheels mounting P215/65R-17 tires. In other words, the look is clean. And SE prices start at a mere $21,995.

The R/T uses the 5.7-liter Hemi V8, rated at 372 hp and 401 lb.-ft. of torque, with the five-speed automatic, or 376 hp and 410 lb.-ft. of torque with the optional Tremec 6060 six-speed manual. The Hemi gets two major improvements for 2009, variable valve timing on the camshaft and a bump from 9.6 to 10.5:1 compression ratio. The six-speed manual transmission is borrowed directly from the Viper, and the A580 five-speed automatic is the same one used on last year's SRT8 model. Tires are P235/55R-18 Michelins, with the option of P245/45ZR-20 Goodyear Eagle RSAs. Dodge says the R/T version will do the 0 to 60 hustle in a mere 5.5 seconds, and will get 16 mpg city and 23 mpg highway. Pricing starts at $29,995.

The top-of-the-line Challenger remains the SRT8 version. And it still packs a 425 hp, 420 lb.-ft. of torque wallop from the big 6.1-liter Hemi V8 engine. Only now, you can choose a Tremec six-speed manual in addition to an automatic. Both the R/T and the SRT8 versions use a new Getrag limited-slip differential. Tires are standard P245/45ZR-20, same as the optional tire on the R/T, with the option of split P245/45ZR-20 front and P255/45 ZR-20 rear Goodyear Eagle F1 supercar stickies on forged aluminum Alcoa wheels. The brakes are upgraded to 14.-5-in. front and 13-in. rear Brembos with a knock-back feature that keeps the friction material from dragging on the discs.

The SRT8 is distinguished by a deeper front spoiler, brake cooling ducts, and a rear spoiler. The SRT comes loaded with deep bucket seats, carbon-fiber trim, a 180-mph speedometer, and an onboard computer that can track 0-to-60 time, quarter-mile time, braking and acceleration. Good thing too, because the SRT8 can run all the way to an unrestricted top speed of 170 mph and hit 60 mph in 5 seconds flat. Fuel economy is projected at 13 mpg city, 19 mpg highway. Pricing for the nastiest Challenger of them all starts at $39,995.There are a host of options available on all three models, including Sirius, voice-activated navigation with real-time traffic, a Bluetooth phone option, a MyGig 30 GB hard drive for music storage, aux plug, iPod connector and remote starting.

The Drive

We spent a day driving all three versions of the Challenger in New Jersey's legendary traffic, snaking through Revolutionary War villages on old two-laners and churning along the New Jersey Turnpike and Garden State Parkway. Oh, and we thrashed the tires right down to the cords on these cars on the one-mile track at Englishtown Raceway Park. And, yes, we were duly impressed by the acceleration, braking, balance and steering of these cars—which are all built on a shortened version of the same chassis as the Chrysler 300 and Dodge Charger sedans. These coupes have what Dodge says are the largest interiors in the class and what SRT director Kipp Owen says is “the best (chassis) we have ever done so far." We certainly agree when it comes to the suspension. But don't be fooled. These are not five-passenger coupes unless those rear passengers are small kids—or Hobbits.

The engine performance of the 5.7-liter R/T model is quite stout, and the fuel mileage substantially improved by the standard MDS or cylinder-shutdown system on the engine. The SRT8 6.1-liter Hemi has so much power, so much torque, that it will lay rubber at the mere prod of the right pedal and pull hard right on through fifth gear. And both of these V8s have that great American muscle-car soundtrack whether you're wailing at full throttle or decelerating into a tight corner. These cars will paste a broad smile on your face every day you climb behind the wheel. The optional six-speed manual in the red SRT8 was a joy to use, thanks to the new double-disc clutch adapted from the Viper. The transmission comes in the optional ($995) Track Pak along with a piston-grip shifter, a hill-holder feature, the limited-slip diff, bright metal pedal covers and a quicker steering ratio.

We were impressed by the overall tight, quality feel of the R/T and the SRT8 versions that we drove. We heard not a squeak, a chirp, or a rattle all day long. So what's not so good? Well, the materials used inside all three versions are a bit on the plasticky side. But at least the fit and finish are good. And the seats are very comfortable and supportive in fast corners as well as on interstates, whether the standard buckets in the R/T or the more heavily bolstered SRT8 thrones. The instrumentation, done in the same four-round-pod style as the original Challenger, is easy to read. The big, fat four-spoke steering wheel connects to a steering system that, while not as sharp as some European sporty cars, is very good for a 21st-century American muscle car.

The Bottom Line

Now that the Challenger has blossomed into a full line of cars, we'd be surprised if Chrysler didn't have Mustang-like success with this tough-looking muscle car. We'd take on any of the three for our own garage. However, in light of today's emphasis on fuel economy, a six-speed automatic across the entire line might make some sense. And we'd like to see Dodge offer a six-speed manual SE V6 while they're at it—that would be a fun setup for enthusiasts yearning for a dollop of driving involvement with their fuel economy.

[Cuda340]

Read Car & Driver's Review at:

2009 Dodge Challenger SE / R/T / SRT8 - First Drive Review/Muscle Cars/High Performance/Hot Lists/Reviews/Car and Driver - Car And Driver

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Another review from The Car Connection:

Just as the last of the limited-production 2008 Dodge Challenger SRT8 models are finding homes, Dodge is ready to re-stock their dealers with a full range of Challenger models.

The 2009 Dodge Challenger line, which goes on sale in September, now includes a V-6 powered SE, a 5.7-liter HEMI-powered R/T, and the 6.1-liter HEMI SRT8. To the delight of enthusiasts everywhere, Dodge also made the tough Tremec TR6060 6-speed manual gearbox standard on the R/T and SRT8. This is the same gearbox as used in the Viper, and harkening back to the 1970 Challenger, the shifter is topped with a pistol-style grip … well, it's kind of pistol grip, but nothing like the handle that Hurst provided on the original.

Details on the expanded pony car line follow; the 2009 Challenger SE's 3.5-liter V-6 produces 250 horsepower and with its standard four-speed automatic, delivers 0-60 mph times in the high 7-second range. This combination achieves EPA MPG numbers of 17 city/25 highway. We put some serious miles on an SE and found it plenty peppy and relatively refined. The grearbox shifts smoothly and the powertrain is a good match to the suspension that we deem as sporty but not harsh. While we understand the need to keep the price of the SE low, with fuel economy growing a concern for many buyers, the improved mileage gained by having a five-speed transmission might have been a good idea.

The 2009 Dodge Challenger R/T is a car many enthusiasts have been waiting for. Dodge is planning on it being their best-selling model. With the improved 5.7-liter HEMI producing 376 horsepower (standard six-speed manual) or 372 hp (optional five-speed automatic), the R/T is a runner. Sixty mph comes up in the mid five-second range and Dodge claims a 14.0-second quarter mile time. Top speed is limited to 138 mph. On the road, the HEMI blasts to its horsepower peak at a modest 5150 rpm (manual) with so much gusto that it feels like the engine could use a higher rpm limit. Thankfully, the rev limiter at 5700 rpm is soft so you don't feel too stupid bumping into it. According to Chrysler powertrain experts, the HEMI's valvetrain doesn't like spinning too fast, hence the modest redline.

Being cognizant of customer concerns regarding responsible fuel economy, the R/T's HEMI benefits from efficiency gains totaling four-percent compared to the same engine used in 2008 Dodge products. Mileage is an identical 16 mpg city/23 mpg highway regardless of transmission. We're surprised that the manual's figure isn't higher even though the gearbox employs a 1-4 skip shift feature under light throttle applications.

There's not much new regarding the highest-performance Challenger, the 2009 SRT8. Enthusiasts will certainly welcome the availability of the manual transmission. This gearbox transforms the SRT8 into the performance car enthusiasts knew it could be. We clicked off many laps at the tight Englishtown Raceway road course, and the responsiveness of the SRT8 with the manual was excellent. This is still a heavy car by sports car standards (about 4000 pounds), but you can make it hustle. With 425 horsepower and the ability to decommission the traction control, steering with the throttle is easy, the Challenger SRT8 makes you wish you could drive in a sequel to Vanishing Point. For those tracking such things, the SRT8's mileage is 13/19 mpg for the automatic and 14/22 mpg for the new six-speed manual.

Practically, the 2009 Dodge Challenger should work well for people who want to drive something with iconic styling that has more than a modicum of practicality. The Challenger's trunk is huge (16.2 cubic feet) while the back seat is useable but not spacious. A Mustang Bullitt was waiting for us after returning from our Challenger drive, and the Challenger's back seat is certainly larger than the Ford, especially in width and headroom. The editor writing this review is 5'10" and found that he could (just barely) sit behind himself in the Challenger, but would not have wanted to be trapped in the back seat for an extended drive (more than an hour).

As far as gripes, we also found the exhaust on the R/T to be a bit incessant. While the rumble of the V-8 is music to our ears, at cruising speeds, its volume is a little too loud and gets to be a droning irritant. We think most owners will simply turn up the radio.

Dodge hasn't fielded a competitor to the Ford Mustang for decades. For 2009, Dodge offers Challengers that line up against the base Mustang, the GT/Bullitt, and the Shelby GT500. The 2010 Chevrolet Camaro will be here soon enough, and when these three nameplates are back on the road together again, American stop lights will be way more fun.

[Cuda340]

Automobile has this to say about the Challengers:

NEW AND FUTURE CARS:
2009 Dodge Challenger SE, R/T
By Joe Lorio


When the new Challenger launched earlier this year, it screeched out of the gate exclusively in top-spec, SRT8 form. Now, the Challenger lineup is filling out with the somewhat less powerful, and considerably less expensive, R/T and SE models. The V-8-powered R/T is expected to be the best-selling Challenger, while the six-cylinder SE will be the most affordable version, starting at just under $22,000.

Engine

The Challenger SRT8 uses Chrysler's big, 6.1-liter, 425-hp Hemi, while the R/T's V-8 is the standard 5.7-liter Hemi. For the first time, either Hemi can be combined with a manual transmission.

Unless you're in a contest to lay the longest patch of rubber leaving the Dairy Queen or to burn the most gasoline possible, the 5.7-liter is plenty of engine for this car. For 2009, it gets variable cam timing, a higher compression ratio, and two spark plugs per cylinder, boosting output to 372/376 hp and 401/410 lb-ft of torque (with the automatic/manual transmission). Chrysler estimates the 0-to-60-mph time of the R/T at less than six seconds, roughly a second behind the SRT8. Like its bigger brother, the 5.7-liter is the strong, mostly silent type, with an exhaust that gives only a slight rumble and is never boomy on the highway. Those who want more sound can get a low-restriction, cat-back exhaust from Mopar.

Transmissions

The standard, Mercedes-sourced five-speed automatic is polished and responsive; pushing the gearshift left-to-right activates the manumatic function (there are no shift paddles). Drivers who really want to shift themselves will opt for the six-speed manual transmission, which is stirred by a pistol-grip shifter. The stick shift is part of the Track Pak, which also includes a limited-slip differential and a lower final-drive ratio (3.73 or 3.91:1, depending on wheel size, versus 3.06:1). The Tremec gearbox is a variant of the one used in the Viper; happily, shift efforts here are lower, but the linkage is notchy, with a strong centering spring that wants to keep you in the 3-4 gate. There's also a Chevy Corvette-style first-to-fourth skip-shift function, but it comes into play only between 18 and 21 mph. The clutch is nicely weighted and easy to modulate, but it has a fairly long travel, and big shoes can get hung up moving between the clutch and the dead pedal. This six-speed may not be the world's silkiest gearbox, but it's still fun to finally drive the Hemi V-8 with a stick shift.

Unfortunately, the manual is not available on the Challenger SE, which is saddled with a four-speed automatic. The 3.5-liter V-6 deserves better: it actually sounds decent, and its output of 250 hp and 250 lb-ft of torque is enough to move the car well enough, but you have to be willing to boot it because of the wide gaps between the gears. An extra gear or two might also improve the SE's fuel economy; as it is, the V-6 is rated at 17 mpg city, 25 mpg highway, which isn't much of a gain over the R/T's 16/25 mpg.

Equipment

As you'd expect, the lesser Challengers lose some of the SRT8's special chassis equipment. The R/T has four disc brakes, but they're not Brembos, and in Chrysler's tests it takes an additional fifteen feet to stop from 60 mph. The SE has front discs only, and ABS is an option - a pretty shocking bit of cost-cutting in an otherwise well-equipped car. Springs, dampers, and anti-roll bars are all dialed back a bit compared with the SRT8. Still, on the short road course at the Englishtown, New Jersey, racetrack, the R/T wasn't much off the pace of the SRT8. It feels heavy but balanced, with torque aplenty to nudge the rear end around. Both the R/T and the SE are poised and comfortable over bad pavement, one benefit of their independent rear suspension. For a sporting machine, though, the steering feels light and slow, the latter exemplified by the large, four-spoke steering wheel. The Challenger deserves its own steering wheel rather than one borrowed from the Charger. How about something along the lines of the cool three-spoke unit in the 2006 concept car?

Interior

Apart from the steering wheel, the Challenger's major interior components are distinct from the Charger's, and that, combined with the unique view out over the long hood, really makes you feel like you're in a different car.

Despite the trapezoidal theme (an echo from the 1970 version), the cabin is nowhere near as stylized as the Ford Mustang's, and the overall look is very muted. At least even the base car has nicely padded armrests and decent-looking plastics, unlike so many Chryslers. Chrysler boasts of the Challenger's five-passenger capacity, but anyone beyond booster-seat age will be too big for the middle rear spot, and pushing the front seats too far back causes rear legroom to disappear in a hurry. The generous trunk space (16.2 cubic feet) and fold-down rear seatbacks, though, impart some genuine practicality into this sporty machine.

Conclusion

And the Challenger is one sporty machine. The R/T is no less a head-turner than the SRT8; the optional front fender stripes are a particularly cool touch and its performance is very close yet its base price is a whopping $10,000 less. Even the V-6 car has plenty of style, with its integrated (and functional) hood scoops and seventeen-inch wheels, but SE buyers must pay extra for fog lights and a rear spoiler.

The Mustang has proven that a retro-look pony car can sell not just to those nostalgic for muscle cars but to a new generation as well. Although, the Challenger had a much shorter heyday than the Mustang, the new one is every bit as well-executed as the new Mustang and is in some ways more livable.

For younger buyers on a budget, the news that you don't have to spend anywhere near the SRT8's $40,000 to get a cool-looking, fun-to-drive Challenger is good news indeed.