Not just a car, it’s a time machine
Sought-after Chrysler muscle car stayed true to its original design
“Never had a muscle car as a youth, so this is filling a void for me. Psychoanalyze that.”
“Teenage son and friends are drooling, and middle-aged guys come up to me at the laundry, gas station, parking lot, whatever, asking about it,” continues a post by a Dodge Challenger owner.
Subtlety is not something Chrysler was going for when it resurrected the Challenger after 35 years in the crypt.
Unlike the reconstituted Ford Mustang and the reimagined Chevrolet Camaro, the Challenger faithfully traced the lines and proportions of the 1970-74 original — precisely why bystanders devour it with their eyes at every street corner.
If you own one, you know to keep a cloth handy to wipe all the fingerprints and tears of envy.
CONFIGURATION
The new-for-2008 Challenger came about fairly easily. It was a matter of shortening the rear-drive Chrysler LX (Chrysler 300, Charger, Magnum) wheelbase by 10 centimetres and stretching some familiar sheet metal over the chassis.
The LX incorporated some Mercedes-Benz bits, including a five- speed automatic transmission, control-arm front and multi-link rear suspension, rack-and-pinion steering and electrical architecture.
All 7,119 Challengers assembled at Chrysler’s Brampton plant for 2008 were SRT8s equipped with the 425-hp 6.1L Hemi V8 tied to a five-speed automatic transmission.
The U.S. got 6,400 cars (all frantically pre-sold), while Canadians received about 670 SRT8s, uniquely badged as the Challenger 500.
The two-door coupe’s generous dimensions allowed for a cavernous interior that could seat five adults in reasonable comfort.
But stylists clearly didn’t spend as much time and effort on the coalblack cabin as they did on the exterior.
“The interior is bland . . . it has a lot of plastic that should have been better-quality materials for the price,” complained one owner online. The full model lineup — SE, R/T, SRT8 and Canada-only SXT — arrived for 2009. The full-bore SRT8 received an optional six-speed manual gearbox and limited-slip differential, while the R/T got a 5.7L Hemi V8 making 372 hp with the five-speed autobox, or 376 hp when mated with the Tremec six-speed stick shift. The 5.7 featured Chrysler’s Multi-Displacement System (available with the automatic only), which deactivated four cylinders under light throttle conditions to save fuel. The base model SE and SXT made do with the corporate 3.5L V6, good for 250 hp, coupled to a four-speed slushbox. All models offered Chrysler’s optional Uconnect 30-gigabyte hard drive for storing digital media. The 2010 Challenger was largely unchanged, except for the new, limited-edition “Plum Crazy” purple finish. Retro retina-burning hues were a big part of the Challenger appeal, although there’s no Harvest Gold or Avocado Green. For 2011 base models got the new 305-hp 3.6L Pentastar V6 to replace the tepid 250-hp V6. SRT8 “392” versions got a 470-hp 6.4L V8, which replaced the 425-horse 6.1L.
ON THE ROAD
Mash the SRT8’s go pedal and the Challenger could lunge to highway velocity in 4.8 seconds, thanks to the 420 lb.-ft. of torque on tap. The slightly less potent 5.7L Hemi could do it in 5.1 seconds with the sixspeed manual. This despite the fact the Challenger was porky, weighing 255 kg more than a Mustang GT and120 kg more than the new, plus-sized Camaro. The stout platform had its advantages: it made for a rigid foundation, allowing the multi-link suspension to work its magic. Unlike the 1970 original, the new car was not just a drag-strip special, but could actu- ally handle in the corners, drivers noted. However, in a published comparo with the Camaro SS and Mustang GT, the Dodge ranked last, let down by its “church-bus” tires and tall gear ratios.
WHAT OWNERS SAY
The Ontario-built Challenger surprised buyers with its refined drivetrains, smooth and quiet ride and copious power.
Just don’t go looking for honest assessments of the car’s build quality. In this novelty segment, enthralled owners are reluctant to talk about mechanical deficiencies.
It’s fair to say the Challenger has held up well to date, with only a few reoccurring problems noted online — things like short-lived batteries, slipping transmissions, poor-wearing plastic trim and, oddly, a sagging headliner. An intermittent Check Engine warning lamp may be traced to a problematic crankshaft position sensor on the 3.5L V6.
We’ll also go out on a limb and suggest used buyers watch for fastwearing front-end components, including tie rods and sway-bar links.
Beyond that, the Challenger is an authentic time machine. Who needs a hot tub? We would like to know about your ownership experience with these models: Honda Accord, Saturn Astra and