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Discussion Starter #1
Early reports are that the R/T is much better, I see now MT has listed the changes to the SE, I wonder what is new with the rear multi-link and of course what do I need to get to bolt this into my SE.

snip...


Carrying that heft are the next improved components-the suspension. Much of the front and rear geometry has changed, and Dodge has added new monotube shocks, bushings, stabilizer bars, springs, and isolated suspension cradles all around. Out back, the multi-link has new roll-steer geometry, which gives control of camber and toe. The engineers went aggressive with the front and rear camber, setting it to -1.0 degrees in the front and -1.75 degrees in the rear. Standard rolling stock are 18-inch wheels shod with 235/55 Michelin MXM4 all-season rubber.


Read more: 2011 Dodge Challenger SE - Motor Trend
 

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I wonder if part of this revised suspension geometery was due to wheelhop?
 

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Some of these might be different control arm lengths (rear susp.) or adjustible IRS components and stiffer bushings (bushings probably addresses wheelhop, much like the Pedders stuff can do).

The other thing is whether the suspension mounting points were changed around (easy for Chrysler to incorporate into the chassis), which would be a lot more work on the '08-'10s already on the road...chassis mods are easy for the manufacturer to change on the body...
 

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Discussion Starter #4
looks like for the front one would have to buy new lower A Arms, for the rear dunno. Looks intresting. See below.

New Second Generation E-segment Architecture Delivers Maximum Grip With World-class Ride and Handling

Performance handling requires maximum grip, and the new 2011 Dodge Challenger SE and R/T models feature redesigned front- and rear-suspension geometries with premium suspension hardware for world-class ride and handling.

At the heart of Dodge Challenger’s new suspension design are isolated, lightweight front- and rear-suspension cradles that create a rigid assembly needed for precise performance.

At the front cradle, new monotube front-shock absorbers, springs and a repositioned lower-front shock-to-suspension-link bushing deliver improved control, ride and comfort. Combined, these suspension components provide improved handling and durability, while reducing the harshness from road bumps compared with the previous Dodge Challenger. In addition, all-new front-suspension hydrobushings — a premium suspension component — reduce ride harshness and prolong smooth braking characteristics.

At the rear, the new 2011 Dodge Challenger’s five-link rear-suspension design features new roll-steer geometry, allowing independent control of camber and toe suspension movement for world-class handling. All-new monotube shock-absorbers and springs make the ride more refined, while improving handling and dynamics. Premium urethane jounce bumpers and suspension links with rubber shock absorber bushings help the Challenger’s rear suspension contribute to a quieter interior cabin. In addition, new upper and lower spring-seat isolators provide additional dampening to Challenger’s rear suspension to deliver smooth engagement over bumps.

A more aggressive front- and rear-camber geometry improve, the all-new Dodge Challenger’s road-holding capabilities. Set at -1.0 degrees in the front and -1.75 degrees in the rear, Dodge Challenger is set up for high-speed cornering with its tires leaning inboard at the top relative to the body. New larger diameter front- and rear-stabilizer bars keep the chassis nimble during cornering and make body lean a thing of the past.

Improved Performance Steering Feel With Energy Saving Electro-hydraulic Power Steering (EHPS)

An all-new electro-hydraulic power steering (EHPS) system transmits precise road feel to the driver and improves on-center tracking and fuel economy.

Depending on the “control mode” within the EHPS system, the system applies variable steering effort to different driving conditions. EHPS analyzes steering angle, vehicle speed, engine rpm and chassis control systems 13 times per second for precise performance-handling feel. When the Dodge Challenger is stationary or moving at low speeds, the hydraulic pump increases power assistance for a lighter steering-wheel effort. The pump reduces steering assistance at highway speeds to give the performance coupe a firmer feel, and as a consequence, the system delivers a fuel savings of up to 1.5 percent by consuming less energy than a belt-driven pump.

Updated Exterior Enhancements Improve Form and Function

To match its unmistakable muscle-car styling, upgraded powertrain and improved handling capabilities, the new 2011 Dodge Challenger features performance-driven exterior enhancements.

At the front of the new Dodge Challenger’s wide stance is a restyled trapezoidal front air dam with a larger opening to cool the legendary Hemi V-8 or potent Pentastar V-6 engine. Providing additional downforce is a larger “duck bill” front spoiler in black to match the coupe’s lower sill.

Larger 18-inch aluminum wheels are now standard equipment on the Dodge Challenger and provide a more athletic stance with wider tires. For added style and performance handling, the Dodge Challenger SE with the new Rallye package now offers the all-new Super Sport Group, providing new five-spoke 20 x 8-inch chrome-clad aluminum wheels and even wider low-profile tires. For a touch of nostalgia, Challenger’s iconic bright racing-style fuel-filler door is now standard on all models.

Topping off the new Dodge Challenger SE and the new Challenger Rallye’s good looks are dual-chromed exhaust tips integrated into the lower rear fascia.

 

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Discussion Starter #5
Insideline drives the Charger R/T 2011 here:


The least aggressive Touring suspension is also standard if you order all-wheel drive ($2,150) on your 2011 Dodge Charger R/T, and our test car has it — in combination with 19-inch wheels and all-season tires. The big sedan feels a little soft through the tight turns on Highway 1, but there's a grace and fluidity to it that the previous Charger never had. This improvement takes on more significance when you note that the new car is heavier — mostly because Dodge had to reinforce the unit body to improve crash performance.
The company has also installed an electric motor to run the Charger's hydraulic steering pump this year. Though such news is usually anathema to an enthusiast's ears, the engineers did a pretty good job tuning the effort levels. There isn't a lot of steering feel, but there wasn't much in the 2010 Charger, either.

2011 Dodge Charger R/T First Drive
 

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Thanks for the link. That thing really looks mean in black. They make it sound like they made a lot of changes to the suspension. I don't think you could reproduce it on the current car. Don't like the plastic engine cover, looks like a Hyundai.
 

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Hey OldMan - how ya doing bro??


I put SRT shocks and bars under GHOST with a XD2 3" drop - handles like my Porsche!! :)

any chance we can lure you out of your garage to the Texas Challenger Nationals at Bastrop on March 27???
 

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Discussion Starter #9
I'm working on an Integra Type r for some autoX, but maybe.

I found this Edmunds write up:
Twisty Roads No Longer so "Challenging"
Bend the 2011 Dodge Challenger SRT8 392 hard into a turn and — surprise! Replacing the previous Challenger SRT8's slow, overboosted steering and wallowy turn-in is a muscle coupe that corners willingly with ample control. The suspension hunkers down and takes a set, while the steering is decidedly quicker and has some actual feel to it. This is definitely not the old Challenger.

What's different? Some thoughtful retuning and a few new parts, including new front control arms and bushings, a new tensioner link and a front cradle with conical hydraulic engine mounts. Dodge also added an extra degree of negative camber to the front wheels, along with an increase in shock damping — up 8.5 percent at the front and 11 percent at the rear (the antiroll bars remain the same — 30mm front, 16mm rear). Another huge aid to the Challenger's new and improved feel is its recalibrated steering with a quicker ratio: 14.4:1 versus last year's 16.1:1.



So clearly the lower front control arm is new. Got no idea what a "tensioner link" is unless it is the boost sensor for the PS. Extra degree of camber is easy, just lower the car.. LOL. quicker ratio does not equal improved feel but hey what do you expect from edmunds.
 

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Lighter engine.

The Pentastar Engine is also 45 pounds lighter than the current V6. That really helps the overall balance.
 

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The Pentastar SE weighs the same as the 2010 3.5 at 3834. The Pentastar has a little better front to rear weight distribution.
 

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Discussion Starter #12 (Edited)
The 09 4 speed base was 3712 lbs. The 5 speed + ABS + fogs + other stuff made the 2010 g heavier 3819 ish. So really the 09 4 speed which I have should have the best balance...
 

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Discussion Starter #13
anybody had a chance to check under a 2011?? guess I have to wait for a GTG...
 

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They make it sound like they completely re-designed the suspension. They probably just made it stiffer and tuned some of the understeer out of it.
 

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Discussion Starter #15 (Edited)
RT tested with same tires as SE, the R/T got .89g... now we're talking!

Here's why: The suspension has been thoroughly reworked. New Bilstein monotube shocks make it float less, new bushings better isolate the suspension cradle, thick anti-sway bars and stiffer springs make turn in crisper and holding a line less herky-jerky. Then there's the improved multi-link rear end with revised roll-geometry that allows the back of the car to rotate with more confidence. One gripe is that our tester shared the same 245/45R20 summer tires as the SE model. Some fatter meat would be appreciated, especially when trying to rapidly accelerate.

 

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Discussion Starter #16 (Edited)
this is the change to the front on 2011
-2 Tension Struts
-2 Lower Control Arms
-Front Struts
The changes allow for more negative camber and negative? castor
Speedlogix has a complete kit, don't think the S/E can use or need the engine mounts:
http://www.challengertalk.com/forums/f79/new-392-suspension-upgrade-kit-08-10-challengers-59653/

I found this, not sure if "lateral control arm" = "tension strut". $400 + struts does not sound bad, not there are separate listing for the arms S/E to R/T to SRT... dunno why.

Description MSRP Price Your Price Core Price Qty Total Cost
Collision Catalog - 2011 - Dodge - Challenger
Front suspension, Suspension components, Lateral arm, Se r/t, Se r/t Right $95.00 $68.97 $0.00 $68.97
Collision Catalog - 2011 - Dodge - Challenger
Front suspension, Suspension components, Lateral arm, Se r/t, Se r/t Left $94.95 $68.91 $0.00 $68.91
Collision Catalog - 2011 - Dodge - Challenger
Front suspension, Suspension components, Lower cntrl arm, Se, Se Either Side $148.00 $107.09 $0.00 $214.18
Total: $352.06
Estimated Shipping: $41.60
If you change quantity, please click Recalculate.

http://www.wholesalemopar.com/parts_catalog.html?gclid=CIHh3d_Ipq0CFW-HtgodBUoPIQ
 
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