Tag - Charger

Decoding the 2015 Challenger line-up

Clockwise starting from top: 2015 Dodge Challenger SXT, 2015 Dod
Trying to figure out which 2015 Challenger best fits your desired performance goals and options list requires poring over a labyrinth of commingled model names and trim packages; we figured a basic primer would be helpful coming out of our press introduction with the cars yesterday in rainy Portland. Here goes: SXT – Also known as the base model. 3.6-liter V6, 305hp/268lb-ft. 8-speed automatic only, 18-inch wheels, 5” uConnect system. Starts at $27,990. Adding the Super Track Pack for $1,600 nets 20” Hyper Black wheels, high-performance brakes, steering and suspension, a rear spoiler and park assist. There’s also a Super Sport group below the track pack that features 20” wheels, paddle shifters, and performance brakes, but that’s it. This one hasn’t been priced yet but figure a few hundred bucks cheaper than the Super Track Pack. SXT Plus - Starts with the SXT and adds some cosmetic touches and 20” wheels outside, and the nicer 8.4” uConnect, heated and ventilated Nappa leather seats, and a 276-watt Alpine stereo on the inside. $30,990. The $1,600 Super Track Pack is available here, as well. SAMSUNG CSC

SXT Plus

R/T – This is the first foray into V8 Challenger territory. Featuring the 5.7-liter HEMI (375hp/410tq) w/ a standard 6-speed Tremec manual or optional 8-speed TorqueFlite auto ($1,400), the R/T starts at $32,490. For that price, you’ll have cloth seats, the base 5” uConnect system and 20” wheels as standard. You can add a R/T Classic Package, which gets you retro-looking polished wheels and stripes plus suede seats (not yet priced), and the aforementioned Super Track Pack. R/T Shaker - To the base R/T above, the Shaker adds the functional scoop hood and cold-air intake, different badging and satin black accents, performance seats w/ black cloth, 20” satin finish wheels and a beefier rear diff. This one’s not yet priced, but figure close to $34k. R/T Plus - Similar to the difference between SXT and SXT Plus, the R/T Plus gets you the base R/T with added luxuries like polished 20” wheels, heated and cooled Nappa leather seats, 8.4” uConnect, etc. $35,490. The same available option groups apply here, too. Add $1,400 for an automatic transmission. R/T Plus Shaker – Same deal with the R/T and R/T Shaker – add a couple grand to the R/T Plus’ price for the Shaker equipment. Around $37.5k would be likely. 6.4-liter Scat Pack – Here’s where it starts to get tricky. $39,490 buys you the big SRT- (but not Hellcat) engine from last year’s top dog SRT8, at 6.4-liters and 485hp/475lb-ft. But this one’s not actually an SRT model. It is, however, easily the performance bargain of the lineup. The rest of the car is pretty well-equipped, too: the 8.4” uConnect system is standard here, as are performance suspension and active exhaust systems, 20” wheels, Brembo 4-piston brakes, and cloth seats. Add $1,400 for the 8-speed auto; a six-speed manual is standard. You can add heated and cooled Nappa leather seats to the mix for $1,500, and the confusingly named Scat Pack Appearance Group (since it’s already a Scat Pack, wouldn’t it already have that appearance?) which brings matte black 20x9” forged wheels, black rear quarter stripes, and HID headlamps for $1,995. IMG_5474

6.4-liter Scat Pack (no Appearance Group)


6.4-liter Scat Pack w/ Scat Pack Appearance Group

392 HEMI Scat Pack Shaker – To confuse things even further, there’s another Challenger model with the 6.4-liter, “Powered by SRT” HEMI V8, but this one’s called the 392 HEMI Scat Pack Shaker, instead of simply 6.4-liter Scat Pack Shaker. Same 485 hp/475 lb-ft as the model above, but this one’s the self-proclaimed “King of all Shakers” – basically, it’s a 6.4-liter Scat Pack with a Shaker hood, different wheels and stripes, and a new model name. Clear as mud, right? No pricing yet, but figure around $41,500. SRT 392 -  Alright – we’re finally in SRT territory! This would be the top Challenger in the lineup were it not for the Hellcat. So, it’s basically a SRT chassis, with the 6.4-liter naturally aspirated HEMI V8 making the same 485 hp/475 lb-ft featured elsewhere in the lineup. Over a Scat Pack, the full SRT 392 gives you 15.4-inch, two piece front brake rotors and 6-piston front Brembo calipers, a unique center-intake hood, special 20x9.5” Slingshot alloy wheels and 275mm wide Pirellis, adaptive dampers, a 900-watt Harman Kardon sound system, heated and cooled Nappa leather seats, and a price tag of $46,990 with the manual transmission. Add just $400 to step up to the 8-speed auto. SRT w/ HEMI Hellcat Engine – This is the one everyone’s buzzing about, for good reason. To the SRT 392 outlined above, we add the 707hp/650lb-ft supercharged Hellcat HEMI engine, a Viper-sourced 6-speed Tremec manual (or beefed-up 8-speed auto), and unique driveline, cooling, and active exhaust systems to support that massive powerhouse of an engine. $60,990, all-in for the manual. SAMSUNG CSC

SRT w/ Hellcat Engine

Daunting, right? It seems deliberately setup to deceive everyone but forum jockeys, because even major automotive news outlets have published incorrect model names since the media embargo lifted. All of the information above has been pulled straight from the press materials supplied by Dodge - if you spot any discrepancies, you know where to send your letters.  Our driving impressions will be for the model everyone’s calling simply the “Hellcat”, but which is published in Dodge’s literature as the “Dodge Challenger SRT with the HEMI Hellcat”. Try listing that on your registration slip. More news tomorrow, when I’ll post the track review of the Challenger SRT w/ Hellcat engine.

Driven: 2014 Dodge Charger SRT8 Super Bee

SAMSUNG CSC The Charger SRT8 Super Bee, in its General-Lee-aping shade of orange, is a two ton slab of complete un-subtlety. As someone who values fast cars that also fly below the radar, I feel a bit ashamed admitting that I completely love it. SAMSUNG CSC For those who don’t value anonymity, the Charger SRT8 Super Bee might epitomize the modern American muscle car. Our tester and its bright exterior hue (it’s actually Header Orange, not General Lee Orange), flat black rear wing and tape stripes, and coal bin black interior look decidedly throw-back. But its road manners are actually quite composed and modern. Perhaps too composed, in fact. SAMSUNG CSC That honking 6.4-liter "392 Hemi" V8 up front makes its 470-horsepower presence clearly felt every time you stomp the right pedal, but in terms of sound, a little more wouldn’t go amiss. The exhaust note from outside the car is heavenly, according to various friends who drove behind me during my week in the car. But from inside the well-insulated cabin, there’s little drama to be heard. SAMSUNG CSC The ride is similarly polished – it’s resolutely firm, but actually manages to be surprisingly composed over rough pavement. Cornering is flat up to about eight-tenths, at which point the Charger’s poundage starts to make itself known and threatens to overwhelm the relatively narrow 245-section Goodyear summer rubber at each end. The rear tires are especially easy to overwhelm, again aided by a less-than-judicious right foot. You know, if you’re into that sort of thing. SAMSUNG CSC SAMSUNG CSC Interior comfort is high, but design and feature content come up short for the $50k price tag. A back-up camera, sunroof, and heated leather seats are all on the long list of items that didn't make the spec sheet. Of course, that’s simply the trade-off you need to be prepared to make if you crave a four-door that will happily turn mid-12-second quarter mile times, as well as tote five adults out to dinner. And at the very least, you’ve got the 8.4-inch uConnect system, covered on these pages to great acclaim many times before, served with a decently loud stereo and navigation. SAMSUNG CSC SAMSUNG CSC Putting the Charger SRT-8, especially in its lowest-price Super Bee form, into context within the new vehicle marketplace is a bit of a challenge. On paper, its closest competitor is the Chevy SS, what with them both occupying the same sticker price range in the mid-$40s and both offering large pushrod V8s that drive their rear wheels through automatic transmissions. The SS is down on power compared to the Dodge, though, and in terms of visual firepower it comes up short. In the European realm, an Audi S4 or BMW 335i M-sport with a few added options both squeeze under the $50,000 price barrier and provide similar poke, but offer a vastly different driving experience and are about as comparable to the American duo as apples and hand grenades. SAMSUNG CSC Sheer brute horsepower-per-dollar, as well as styling that rivals a Gallardo’s for attention-grabbing ability, is the Super Bee’s trump card. Play that one every time, and it’ll never let you down. [gallery ids="10005,9997,9996,9995,9994,9998,10008,9999,10006,10001,10000,10002,10003"]   2014 Dodge Charger SRT8 Super Bee Base price: $45,380 Price as tested: $49,710 Options on test car: Convenience Group II ($595), HID headlights ($595), Black roof ($1,500), Uconnect touch-screen navigation system ($1,195), Summer tires ($150), Paddle shifters ($295) Powertrain: 6.4-liter V8 engine, five-speed automatic transmission, rear-wheel drive – 470 horsepower, 470 lb-ft torque S:S:L-observed fuel economy: 18.2 mpg  

Lord Byron — Bad Company

Earlier this week, the Chrysler Communications blog ran a piece that we all knew was coming, but few true enthusiasts wanted to see. The Dodge Viper SRT-10 Final Edition is here. It's bittersweet, to be sure, the end of the line for the consummate American two-seater. Apologies to the boys and girls down in Bowling Green, but no other vehicle embodies the history of American sports car racing the way the Viper does--the biggest engine in the smallest car with the fewest frills. It's a legacy that goes back to the days before closed circuits and seat belts. And for the first time in nearly twenty years, the world will be without it. The departing Viper carries with it a certain bit of contemporary symbolism as well. It's an American car with an engine and body both exhibiting foreign influence. The V10, though rooted in the domestic Ram Truck program of the late 1980s, was first designed during the Lamborghini era. Thanks to that, at least in part, we got the best of both worlds--a stout, lazy powerhouse of a motor that also happened to be somewhat lightweight for its size. And then there's the body, penned by an Asian gentleman (I believe) who was also responsible for the previous-generation Toyota Camry. And in the same way that its halo car is a hodgepodge of the automotive world, so too has the company been for the past twenty years. Anybody who pays attention is familiar with the Daimler years, and to bring the Italian connection full circle, we have the Fiat years before us, with a little help from our own federal government. But I'm here to talk about the cars. Because the problem is, everybody seems to have forgotten about them. And that's troubling. What's there to talk about? Plenty. And just to be fair to the other automakers, let's strike Jeep from the conversation entirely. There's no manufacturer, foreign or domestic, who can touch the Jeep brand philosophy or execution. Off-road prowess? Unmatched. Compact and mid-size SUVs with light-duty diesels? Nobody else had anything affordable, and even Volkswagen still hasn't done with the Tiguan what Jeep did with the Liberty five years ago. To listen to the average import fan talk of light-duty diesels in the United States market, you'd think it had never happened. With Jeep out of the picture, we're left with Chrysler and Dodge (the majority of this discussion will involve cars that predate the Ram brand spin-off, so forgive the simplification). And what have they done for us lately? More than their share. Because when everybody else had virtually abandoned the mainstream V8 car, Chrysler built us the 300C, the Magnum and the Charger. While Ford was gussying up Expeditions and GM was trying to get the Escalade formula just right, Chrysler was selling us cars--wonderful cars. American cars. And make no mistake, the LX platform is indeed American. The front and rear subframes, transmissions and differentials were sourced from the outgoing Mercedes E-Class for cost saving purposes, but the LX cars were ground-up Chrysler designs modified for the Daimler era. And though the LX platform is ageing, its the 300's contemporaries that appear dated by comparison. Don't mistake the above for an assertion that these cars are perfect. Far from it. They suffer from outclassed drivetrains, sub-par interior appointments, and $1.15-a-gallon-gasoline-era curb weights (and corresponding EPA figures) that stunted their handling potential, but they're so sublimely executed in every other way that it takes a particularly jaded individual to find no redeeming qualities, even six years after the platform's debut.

To look upon an LX car is to view design without any shame or cynicism. There's no obscure angle or hidden corner from which you get the impression that the men and women who sculpted these cars left anything on the table. You get the distinct impression that the stylists, when confronted by accountants, simply threw them off the premises (  perhaps those who penned the interior were not so well-equipped to defend themselves). And they show no sign of stopping. Look no further than the Challenger. Look at its monstrous proportions, at its HEMI­ Orange or Plum Crazy paint job.  Look inside and imagine sitting in the preposterously small back seat. Slip the wonderful 6-Speed manual into gear and drop the hammer. Go ahead and smile. So what if somebody's watching? They're smiling too, because the Challenger's exterior bestows that same emotion upon the observer. It’s a big, fat, obnoxious muscle car. If the styling doesn’t turn heads, the bark of the HEMI V8 will. And yeah, when the road straightens out and the minivans start stacking up, just plant your right foot (downshift entirely optional) and permanently scar grandpa’s retinas as you slingshot 4,200lbs of bright orange “What the hell was that?” through his peripheral vision.

As enthusiasts, we like to talk about what manufacturers stand for. If the worst we can say about Chrysler is that they built a fleet of bland appliances that surround a group of cars so clearly inked with honest emotion, then I think the rest can be forgiven. You can see in every line, crease and curve that the designers were penning something they wanted to drive home every evening for the rest of their lives. It's so palpable in these cars that you'd have to ignore them on purpose to miss it. I suppose it's fitting then that they've been purchased by Fiat. If anybody can nurture true passion in the automotive design process, it's the Italians. Yet, while General Motors continues to push their products into the European sphere and Ford relies on safe, efficient, FWD-based sedans, Chrysler continues to single-handedly deliver on the legacy of an entire industry. And for that, we need to take a moment to set aside our distaste for the Sebring and the Avenger and the Caliber and the Compass and, well, you get the idea. Let's cleanse the bad taste of the former from our mouths by drinking in the beauty of these great cars, and tip our hats to the Pentastar. They've earned it.