Very first Drive Evaluation
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Not the Hellcat, but nevertheless hellacious.
Now that the wicked 707-hp Challenger SRT Hellcat is out of the bag, it is pretty difficult to think about ordering the Challenger any other way. But there are several other paths to Mopar undesirable-assery in the 2015 Challenger lineup. There’s the 305-hp SXT V-6, the 372- or 375-hp R/T model powered by a 5.7-liter Hemi V-8, and the Challenger R/T Scat Pack and SRT 392 models, which feature the preceding best-shelf Street and Racing Technologies engine, the 6.4-liter Hemi V-8.
With the Hellcat’s obscene output coming courtesy of a supercharged 6.2-liter, the 6.4 is Chrysler’s largest and most potent naturally aspirated V-7 This year, engineers squeezed out 15 extra horses and 5 more lb-ft of torque for new figures of 485 horsepower at 6000 rpm and 475 lb-ft at 4200. Transmitting power to the rear wheels is your selection of a 6-speed manual or a new 8-speed automatic, the latter with steering-wheel paddles that Dodge claims can summon shifts in as speedily as 160 milliseconds.
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The historic Scat Pack name was resurrected for Challenger and Charger R/T models just last year and slapped on multistage Mopar functionality packages for their shared 5.7-liter Hemi. Now the Scat Pack moniker primarily denotes a Challenger equipped like the cloth-seated R/T but powered by the bruising 6.4. As such, the R/T Scat Pack represents a huge pony-per-dollar proposition, beginning at $ 39,890 with 4-piston Brembos at all corners, a performance suspension, and beefy 20-by-9-inch wheels.
For $ 47,390, the SRT 392 model adds a “Viper-inspired” aluminum hood with a long center-mounted cold-air intake, 9.5-inch-wide Slingshot wheels, massive 15.4-inch front brake rotors with 6-piston Brembos, leather seats, an 18-speaker Harman/Kardon audio system, and a one particular-day driver-training experience hosted by Dodge at pick racetracks. The SRT model also characteristics SRT Efficiency Pages, which not only display genuine-time vehicle information and ancillary gauges, but also allow the driver to decide on different drive modes for the powertrain and chassis. Default, Sport, and Track modes are offered to tailor steering effort, the new 3-mode adaptive suspension, and the automatic transmission’s shift schedule every single parameter can also be adjusted individually. As before, there also is a complete suite of timers to document your personal hot-shoe heroics.
Driven back-to-back at Portland International Raceway in 8-speed automatic type, the Scat Pack and the SRT 392 proved practically identical in terms of on-track prowess. Both supplied copious grip and shockingly neutral handling despite weighing much more than 2 tons and packing as significantly as 55 percent of that mass atop the nose. The broad, flat hood tends to make any listing behavior very apparent, and we have been mildly shocked at their levels of body handle. Turn-in is sharp, and what understeer exists is nicely mitigated by the gas pedal. The tail comes out swiftly and very easily, even with the stability handle on, but it is easily caught. In the SRT’s Sport mode, there’s much more leeway within the stability programming and the electric power steering offers decent feedback. The multi-piston Brembos bolted to both models provide outstanding stopping energy with small to no fade, even right after dozens of whirls about PIR.
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And of course, the 2 cars are spectacularly quickly. Acceleration is prodigious, and the ZF-made and Chrysler-constructed 8-speed automatic constantly seemed to have the right gear at the ready as we ready to power out of corners. Dodge expects that the 6.4-equipped Challengers need to be in a position to hit 60 mph in roughly 4.5 seconds and post quarter-mile times in the mid-12s. We saw 60 mph fly by in 4.5 and traveled 1320 feet in 12.9 when we tested a 6-speed manual Challenger SRT8 in 2011 upon the 392 engine’s introduction, so those numbers are eminently believable, even though we’ll want to strap on our own test gear to verify them, of course.
We also spent a couple of hours in the SRT 392 on scenic roads tracing the banks of the Columbia River Gorge. On that narrow tarmac, the auto was a bit of a handful due to its inescapable mass and its ability to attain higher speed without much work. The Dodge steered obediently, but self-assurance on twisty roads is eventually curtailed by the car’s formidable width and restricted outward visibility.
We did appreciate, however, the adjustable suspension, which produced what could have been a lumpy ride into a serene one. And the exhaust note, which grows much more raucous the deeper a single dips into the gas, fades into the background so as not to annoy for the duration of extended freeway stints. In all, the Challenger is a a lot far better cruiser than just before, which is good since—even with the aforementioned improvements—it’s still no match for the Camaro or Mustang when the road goes all bendy.
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The new-for-2015 interior décor is just fantastic, becoming ergonomically sound and nicely retro without being kitschy. From the exceptional seats to the conical instrument dials and a clear, crisp TFT screen, the interior leaps properly previous these of previous Challengers in terms of design and quality of components.
As we stated, the Hellcat is the most enticing 2015 Challenger, but these V-8 versions still make sense for horsepower bargain hunters. Just as the variety-topper delivers supercar energy at an agreeable value ($ 60,990), you will be tough-pressed to locate anything supplying the Scat Pack’s energy for significantly less than $ 40K, even when purchasing used. And the SRT 392 can be regarded as a junior Hellcat of sorts, bringing much of that model’s technological sophistication and attributes for $ 13K significantly less. If you are purchasing for a Challenger, that’s a nice chunk of change to place toward fuel and tires. With this considerably speed and energy, you are going to burn through a lot of both.
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2015 Dodge Challenger R/T Scat Pack and SRT 392 Driven: Not the Hellcat, but Nonetheless Hellacious
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