The Dodge Challenger SRT8 is a vehicle that commands attention. Last time we got our hands on a Challenger SRT8, let’s just say the tires paid the price. We couldn’t resist unleashing the beast lurking beneath its retro-inspired hood. Following numerous requests from our Facebook community, we’ve revisited Dodge’s formidable 470HP coupé. Chrysler, in a moment of trust (or perhaps curiosity), decided to let us experience this modern classic for a full week. If you, like many, once dreamt of owning the Challenger plastered on your dorm room wall, stick around. We’re diving deep into what it’s like to live with Dodge’s 470HP two-door powerhouse before you consider investing in this retro bruiser.
Exterior: A Modern Take on a Classic Muscle Car
Designing a “retro” car might seem straightforward: dust off the blueprints of a ’72 Challenger, compare it to your largest sedan, and merge the aesthetics. Then, soften the edges, incorporate modern safety bumpers, apply a shimmering metallic coat, and voilà, a modern Challenger emerges. What you also get is a truly massive coupé. While Chrysler insists the “LC” platform Challenger is shorter than their “LX” platform sedans, discerning where those inches were shaved off is a challenge in itself. The result is a substantial, heavyweight muscle car boasting a wheelbase a significant 9 inches longer and an overall body length 10 inches greater than Ford’s pony car.
Park the Challenger alongside a Camaro and Mustang, and it becomes immediately apparent that the Challenger is in a different size class. It towers over them, resembling a gentle giant amidst smaller peers. This dimensional disparity makes direct comparisons somewhat skewed. It’s difficult to imagine someone genuinely torn between a Mustang Boss 302 and a Challenger SRT8. They simply occupy different niches. While the Challenger’s considerable size might deter some, it held a strange allure for me. Perhaps it’s my fondness for larger Chryslers, stemming from past ownership of a Chrysler LHS and an Eagle Vision. The sheer size, both visually and statistically, of this machine brought another vehicle to mind: the BMW 650i. Blasphemous comparison? Maybe, but dimensionally, they are surprisingly similar.
Interior: A Blend of Retro and Modern Comfort
The year 2008 is crucial when evaluating the Challenger’s interior. It was a period sandwiched between Mercedes’ influence and Fiat’s arrival at Chrysler. Born during this Cerberus era, the Challenger’s cabin plastics are a step up from the initial 300/Charger generation, yet fall short of the refined 2011 revisions of the same models. However, it’s worth noting that the Camaro and Mustang aren’t exactly paragons of premium plastics either. While the Challenger’s interior might feel somewhat rubbery and budget-conscious in places, its American rivals aren’t significantly superior in this regard.
On the brighter side, the SRT8 392 variant elevates the Challenger experience with standard leather upholstery, accented by Alcantara seat and door inserts. It’s generously equipped as standard and features one of the finest OEM steering wheels available. This SRT wheel is a delight – chunky, deeply padded, wrapped in supple leather, heated, and utterly addictive. It almost single-handedly compensates for the less inspiring dashboard and the somewhat awkwardly positioned door handles. Interestingly, just before this review was finalized, Chrysler announced a “core” version of the Srt8 Challenger, aiming for a lower price point by omitting leather and certain other features. Details on this more budget-friendly model were still pending at the time.
Front seat comfort is commendable, even on extended journeys. However, the seat design shares a characteristic with the Chrysler 200: the bottom cushion has a “dome” shape, creating a sensation of sitting “on” rather than “in” the seat. To counteract this and provide support during spirited driving that the 470HP engine encourages, Dodge has incorporated substantial seat bolstering. Fortunately, unlike the overly narrow seats in some performance cars (Mercedes C63 comes to mind), Chrysler has ensured the Challenger’s seats are accommodating for a wider range of body types. Back in 2011, when the 392 debuted, an ivory/blue leather interior was an option. For the 2013 model year, however, the choices are limited to black on black or the striking red and black interior featured in our test vehicle.
Thanks to the Challenger’s generous proportions and extended wheelbase, rear passenger space is surprisingly ample, comfortable, and conventionally shaped. In many two-door, four-seat coupés, the rear seatbacks are angled awkwardly to artificially inflate headroom and legroom figures in a cramped rear compartment. Despite only having (on paper) a mere three inches more legroom and two more inches of headroom than a Mustang or Camaro, the Challenger’s rear cabin feels remarkably spacious. It’s even feasible to squeeze a third adult in the back of the Challenger, an impossibility in the four-seat Camaro or Mustang. Furthermore, the optional sunroof, priced at $995, is thoughtfully designed to avoid impinging on rear headroom.
When it comes to cargo capacity, Dodge opted for a retro trunk lid rather than a more contemporary trunk “hatch.” This results in a high lift-over, which can make loading heavy luggage into the trunk a bit cumbersome and prone to scuffing the rear bumper. On the plus side, the trunk itself is a cavernous 16.2 cubic feet, a significant 44% larger than the Camaro’s trunk. While the Challenger lost some points in our proprietary Trunk Comfort Index (detailed in the video segment) due to the use of inexpensive trunk fabric, it gained points for trunk hinges that don’t intrude into the usable cargo area.
Infotainment System: Retro Interface in a Modern Muscle Car
Dodge’s potent new engine didn’t usher in Chrysler’s advanced uConnect system. Instead, buyers of the SRT8 Challenger are presented with a choice of three retro-styled radio and navigation options. The base system includes a 6-speaker Dodge-branded audio setup and a 6.5-inch touchscreen head unit, complete with a standard CD/DVD player, Bluetooth phone connectivity, and USB/iPod interface port. For $595, you can upgrade to a 6.5-inch touchscreen Garmin-based navigation system with Sirius Satellite radio. This system offers the familiar ease of use of aftermarket Garmin units but lacks voice command input for destination entry. Chrysler’s “730N” navigation head unit introduces voice command functionality for navigation, but it comes at a substantial $2,190 premium, as it must be bundled with the optional Harmon Kardon amplifier/speaker package.
The $1,995 Harmon Kardon system boasts their Logic 7 surround processing engine (also found in the BMW 6-Series), 18 speakers, and Green Edge amplifiers. This premium audio system can be paired with any of the Challenger’s infotainment options. (The irony of energy-efficient “green” amplifiers in a vehicle subject to a gas guzzler tax was not lost on us.) In terms of audio quality, the base system is merely adequate, while the Logic 7 system would be perfectly at home in a $60,000 luxury car. However, before opting for any upgrades, be aware that this generation of uConnect system isn’t particularly user-friendly with USB/iDevices, and browsing your music library can be tedious. Compared to Chevrolet’s MyLink system or the older SYNC system in the Mustang, the Challenger’s interface feels dated and lags behind the competition.
Drivetrain: The Heart of the SRT8 – The 392 HEMI
HEMI. 392. Almost, but not quite. Chrysler, like most modern manufacturers, designs their engines using metric measurements, and the Dodge chief engineer admitted that the displacement conversion to imperial units was an afterthought. Hence, this “392” is technically a 391, but “392” sounds better for marketing. And if we’re being pedantic, the cylinder heads are only partially hemispherical. Does any of this matter in the real world? Absolutely not.
Any minor grievances about the interior plastics vanish the moment you consider the engine’s specifications. Chrysler didn’t simply bore out the 6.1L to achieve greater displacement. Instead, the 6.4L shares its engineering DNA with Chrysler’s revised 5.7L V8. Unlike some competitors, you won’t find overhead camshafts, advanced direct injection, or more than two valves per cylinder. Despite its relatively traditional pushrod V8 design, the 6.4L engine is far from archaic. It incorporates variable valve timing, achieved through a sophisticated camshaft, a variable length intake manifold, and cylinder deactivation (available exclusively with the automatic transmission). The advancements over the previous 6.1L SRT engine are transformative. Power output is boosted by 45HP to 470, while torque experiences a substantial 90 lb-ft leap, also reaching 470 lb-ft. More significantly, torque delivery is dramatically improved across the 2,000-4,000RPM range. The earlier 6.1L engine exhibited some uneven power delivery and felt somewhat strained at higher RPMs. The 6.4L, in contrast, feels responsive and eager across virtually the entire RPM range.
Dodge surprisingly made the Tremec TR6060 6-speed manual transmission (borrowed from the previous generation Viper) standard – an unexpected move in a lineup heavily skewed towards automatics. The manual transmission boasts short, precise shifts, near-perfect engagement, and a clutch pedal that is linear, predictable, and requires minimal effort. For those who prefer an automatic, or perhaps have a left-leg prosthetic, a Mercedes-sourced 5-speed automatic is available. However, we strongly advise against it. While the automatic enables Chrysler’s Multi Displacement System (cylinder deactivation), the 6-speed manual is superior in every aspect, including fuel efficiency. Speaking of fuel economy, the Challenger incurs a $1,000 gas guzzler tax due to its EPA ratings of 14/23/17 MPG (City/Highway/Combined). However, thanks to an exceptionally tall 6th gear, we averaged 19.5MPG during our week with the Challenger and even achieved an impressive 25MPG on a longer highway trip. Real-world fuel economy with the automatic transmission appears to be approximately 1-2MPG lower, based on a brief test drive with a dealer-provided vehicle.
Driving Experience: More GT Cruiser Than Track Star
Weighing in at 4,200lbs and stretching 198 inches in length, the Challenger is fundamentally a GT car, much like the BMW 6-Series, which tips the scales at 4,368lbs and measures 193 inches. This means that behind the wheel, the Challenger SRT8 feels more akin to BMW’s luxurious two-door cruiser than Ford’s nimble pony car. Is this a negative? Not necessarily. While the Challenger’s turning radius is roughly 5 feet wider than the Mustang, its track handling isn’t as sharp, and its straight-line performance figures are comparable to the less expensive Mustang GT, it’s the Challenger I’d personally choose to drive. Why? The Challenger delivers the most refined and composed ride quality among the high-horsepower American trio, thanks to its standard computer-controlled suspension system. If this sounds like a preference of an older driver, it’s important to remember that comparing the Mustang/Camaro to the Challenger is inherently an apples-to-oranges comparison.
No performance car review is complete without performance metrics. Before delving into the numbers, it’s crucial to note that our test car was equipped with a manual transmission. This means the driver becomes a significant variable in performance. The 2013 SRT8 features “launch control,” but we found it too cumbersome to utilize effectively in our testing. It’s also worth noting that a single gear shift (1-2) is required to reach 60 MPH, while four shifts (1-4) are needed for the quarter-mile sprint. Traction is also a limiting factor with any rear-wheel-drive vehicle producing this level of power; the more finesse you have in managing wheelspin, the quicker your 0-30 times will be.
With these considerations in mind, let’s look at the figures. Our initial test yielded an 8.1-second 0-60 MPH time… because we inadvertently started in third gear. This illustrates the immense torque output of this engine. When driven with more intention, my best 0-60 MPH time was a respectable 4.4 seconds, accompanied by a 2.0-second 0-30 MPH time. These figures clearly indicate that traction is the primary limitation. I estimate that with wider, stickier rear tires, a 1.8-second 0-30 MPH and a 4.2-second 0-60 MPH would be achievable. Opting for the automatic transmission will likely add a few tenths of a second to the 0-60 MPH time. However, because the Mercedes automatic only requires gears 1-3 for the quarter-mile (compared to 1-4 in the manual), Chrysler claims the automatic will actually be about 0.4 seconds quicker in the quarter-mile.
With a starting MSRP of $44,775, the Challenger is approximately $2,000 more expensive than a Mustang Boss 302 and roughly $5,000 more than a comparably equipped Camaro SS. However, for the price, you gain dynamic suspension, a larger trunk, a more spacious backseat, and one of the most captivating exhaust notes in the industry. In an effort to level the playing field, Dodge has introduced a new “core” model with a starting price just under $40,000. When compared to its rivals, the Challenger might march to a different rhythm, but it’s a rhythm I find appealing. The SRT8 392 is undeniably large, somewhat impractical, and consumes fuel like a teenager with insatiable hunger. Yet, it’s also remarkably comfortable, immensely powerful, and generated more smiles per mile than I initially anticipated. It’s hard to argue with those results. Just maybe think twice before wagering for pink slips.
Chrysler provided the vehicle, insurance, and a tank of fuel for this review.
Specifications as tested:
0-30: 2.0 Seconds
0-60: 4.4 Seconds
1/4 Mile: 12.8 Seconds @ 115 MPH
Observed Average Fuel Economy: 19.5 MPG over 829 miles
