Dodge challenges competition with AWD
First Drive: 2017 Dodge Challenger GT
PORTLAND, Maine – In the muscle-car world, it’s far too easy to dismiss anything with less than a V8. In the interest of full disclosure, I’m guilty of this; every time I ogle a Dodge Challenger, a Chevrolet Camaro or a Ford Mustang and notice it isn’t at least an SS, a GT or an R/T, I feel let down. Heartbroken. Devastated. Especially if that V6 is hooked up to an automatic transmission. It’s “rental-spec,” as enthusiasts call it.
Oh, sure, the V6 Challenger now has something the Camaro and Mustang don’t: four-wheel traction. Muscle-car fans in cooler climes, rejoice! You no longer have to put away your American-but-actually-Canadian toy! The Challenger GT ensures your inner hooligan is satisfied 365 days of the year, with the added safety net of all-wheel drive. Sounds like a win, right?
On first blush, it’s as though the Dodge Challenger GT is sandbagged right out of the gate. But pop the hood and you’ll probably notice something missing. That’s because the Challenger GT can be had one way, and one way only — with Fiat Chrysler’s ubiquitous 3.6-litre Pentastar V6, pumping out 305 horsepower and 268 pound-feet of torque. And the only transmission you can spec is the eight-speed automatic. If you want muscle-car thrills, this isn’t the Challenger you want. The SRT 392 is still king of that castle.
Despite the engine and transmission combination not being the most desirable, there is method to Fiat Chrysler’s madness. It’s a numbers game; U.S. customers have almost always opted for the V6 over the V8. The Hellcat twins might’ve swayed more customers toward the Hemi in recent years, but the V6 is simply the volume seller. Ergo, AWD only widens the Challenger’s appeal.
Perhaps that’s the most surprising bit about the Challenger GT — not the fuel economy, but the fact it doesn’t object to spirited driving. Despite the lack of a V8 and manual transmission, it’s actually more fun than you’d expect.
You’ll feel the weight for sure. The AWD system adds about 90 kilograms to an already porky car, but the standard paddle shifters spice things up and the three-mode stability control can be switched off completely. That is refreshing; many other systems aren’t as flexible. Hold down the magic button on the centre console long enough, and it’s all up to you.
Of course, that’s just part of the fun. The AWD system is rear biased, sending kick to the rear axle by default. When the situation calls for it — depending on several variables, including temperature, wheel spin and throttle position — the front axle engages fairly seamlessly. The GT also includes some beefed-up suspension bits, most notably a set of heavy duty shocks from the all-wheel-drive Charger police car.
When you’re not pushing the GT, it’s mostly well sorted. The ride is comfortable and quiet, but it can get a little jittery over rough pavement. Despite the size, it’s fairly easy to manoeuvre. Yes, visibility isn’t its strong suit and blind spots are a problem, but the backup camera, optional rear cross-traffic alert and blind-spot monitor ease the pain. In short, when you aren’t going nuts and you’re on dry pavement, the GT drives a lot like a regular V6 Challenger. Naturally, safety nannies such as adaptive cruise control and forward-collision alert with automatic braking are available. It’s 2017, after all.
Visually, the Challenger GT is indistinguishable from most of its brothers. The retro-inspired details include a split front grille, a pair of angry LED daytime running lights and, out back, dual exhaust tips and Dodge’s so-called racetrack LED tail lights. At each corner, the Challenger GT wears handme-down 19-inch wheels from the AWD Charger; I’m not big on the look because the sheer size and proportions of the Challenger’s body seem to dwarf the wheels. The Challenger needs a set of 20-inch wheels (at the very least) to look cool. Thankfully, the colour pallet makes up for it; you should be publicly shamed if you opt for a colour that isn’t Green Go, Yellow Jacket, Go Mango or TorRed.
The Challenger GT’s cabin is familiar. Materials are quite good and there are a few bits unique to the GT, including a standard heated steering wheel and optional Nappa leather seats with Alcantara inserts. The seats alone, complete with beefier, Challenger SRT-style bolsters, are worth the upgrade to GT. Thanks to its buxom proportions outside, the Challenger GT is comfortable. Without the sunroof, there’s ample headroom and the back seat, while slightly difficult to get into, is fairly spacious.
The GT also gets FCA’s revised Uconnect 8.4 infotainment system. It functions much the same as the previous system, but now includes crisper graphics, Apple CarPlay and Android Auto connectivity, and it’s more responsive. FCA still insists on awkwardly burying the heated-seat controls in menus rather than physical buttons on the centre stack, but that aside, Uconnect remains one of the easiest infotainment systems out there. The familiar instrument cluster is easy to read, and the crisp seven-inch TFT display is easily configured.
The Challenger GT isn’t necessarily the top choice for performance and speed junkies, but the traction at all four corners means the Challenger hides a trick up its sleeve that the Mustang and Camaro don’t yet have. The GT is respectably quick, roomy and looks bad ass in the right colour, plus the all-wheel-drive system adds fourseason safety and usability. Just don’t count on old-school muscle-car thrills or the gruff snarl of eight cylinders.