Smoke ‘em if you’ve got one!
Forget about the nameplate. Forget about the styling cues. And, forget about the Hemi engine. The new Hemi Challenger SRT8 is nothing like Dodge’s original 1970 Hemi Challenger. And that’s a good thing!
Yeah, they both have Hemis and the horsepower rating is the same: 425. But there’s little in common with 425 Hemi horsepower then and 425 Hemi horsepower now. Decades ago the 425 horsepower 426 cubic inch Street Hemi was a somewhat civilized version of Chrysler’s legendary NASCAR and drag racing Hemi. It produced max power at 5,000 rpm and excursions further upstairs were not recommended. Today’s SRT8 Hemi displaces just 370 cubic inches (6.1 liters), produces the same horsepower and pulls strong all the way up to 6,200 rpm without making any strange noises! It’s also has much less weight mass up front, idles like a “grocery-getter” and even with 3.92 gears is incredibly tractable on the street. At 75 mph in sixth gear, our test SRT8’s tach was indicating just under the 2,000-rpm marker.
SRT8 has excellent suspension, needs steering upgrade.
When it comes to fit, finish and overall quality, inside and out, Dodge’s original, like most cars of the era, comes up short compared to what’s being marketed with a Challenger nameplate today. Back then Motown quality was not Job One. The original Hemi Challenger and its evil twin, Hemi Cuda, once potential million dollar collector cars, are no longer finding buyers willing to pay close to eight-figures for over-stuffed Mopar ponycars
Back in the day when I was Editor of CARS Magazine, I spent a lot of time in 426 Challengers and Cudas. I drove them on drag strips, road courses, at Chrysler’s Chelsea Proving Grounds and at street racing haunts around New York City. Truth be told, their bark was much bigger than their bite. I remember tuned 396/375 or 427/425 Camaros embarrassing showroom stock 426 Mopars. Street Hemis needed uncorking, ignition and carburetor work and real tires before they were ready for prime time. In many ways they were like legendary L88 Corvettes, needing headers, free flow exhausts and serious tuning before they were ready to do battle.
Six-Pack Challengers and Cudas powered by 440-inch tri-power wedges were often quicker and faster on the street. And, the small-bore 340 Six-Pack Trans-Am tribute models, AAR Cuda and Challenger T/A, could really spank Hemis on a road course. Properly prepped, however, Street Hemis were capable of inflicting serious damage to the egos of Camaro and Mustang owners!
Cafe Racer Scott Spencer with old and new Mopar muscle.
I shared some 2010 Challenger SRT8 “seat time” with Sarasota Café Racer and Mopar aficionado, Scott Spencer. Over the years Scott has owned nine vintage Mopars, mostly midsize B-body models. His Road Runner convertibles never fail to turn heads. A base 383 four-barrel powers Scott’s yellow automatic ‘69 ragtop, while his rare bronze four-speed ’70 packs a 440 Wedge with Air Grabber intake and AC.
Schorr father & son bonding with 2008 SRT8 Hemi.
This was not my first experience driving a 425-horsepower Hemi Challenger. My first time was in 2008, driving around Detroit’s “mean streets” with my son, Stuart, who at the time was a Chrysler PR executive. We spent a long weekend in a factory bright red pre-production/pilot model SRT8 with automatic. And while I really liked its performance, handling and cool retro styling cues, I remember complaining about its size and weight. It was just too big and too heavy. The upside was that you could put real people in the back seat and lots of stuff in the trunk. But it was fast and we experienced some serious father & son bonding.
Fast forward a couple of years and this time my SRT8 driver is a loaded 2010 Limited Edition Challenger painted Detonator Yellow with (cheap) imitation carbon fiber pattern stripes. Looking aggressive and menacing, it had serious street cred. With a Gas Guzzler tax of $1,300, the MSRP came in at $46,785. You have to pay if you want to play with the big boys!
Shod with optional three-season Goodyear Eagle Supercar tires on nine-inch wide 20-inch wheels, 245/45ZR20s up front and 255s at the rear, our Challenger delivered an amazingly comfortable ride with minimal body roll. Its suspension package includes Bilstein suspenders and beefy front and rear sway bars, insuring respectable performance on the street as well as on track days. Considering the Challenger’s performance potential, it definitely could use heavier steering with increased road feel. If you live where there is a fourth season and want to buy a Hemi Challenger, plan on investing in four high-performance snow tires!
Mild mannered 6.1 Liter Hemi delivers 425 horsepower.
“The SRT8 Challenger was very tight, no rattles, no squeaks. I found the steering to be incredibly responsive, but a little on the light side. What impressed me the most was its power and just how quick and fast it is for a big car weighing over 4,100 pounds,” said Scott Spencer.
How big is the Hemi Challenger? Based on the Dodge Charger/Chrysler 300 platform, it has a wheelbase of 116 inches and an overall length of almost 198 inches. Its doors are ginormous! The 1970 Challenger was built on a 110-inch platform spanning 192 inches. The new Camaro has a 112-inch wheelbase and spans just a tick over 190 inches. Weighing in at over 4,100 pounds, it’s 300 pounds heavier than a new SS Camaro.
Both Scott and I agreed that there’s little need for a six-speed manual in this car unless you live out in the country and don’t experience stop and go traffic. A five-speed would be nicer and the automatic is a great choice for most people. The automatic can be upgraded and it’s hard to beat a good automatic for consistent drag strip launches. The overdrive ratios of the ViperSRT10--sourced Tremec TR-6060 do make it possible to get an EPA estimate of 14 mpg City and 22 mpg Highway. We had a tough time getting over 12 mpg!
Challenger SRT8 can go from 60 mph to 0 in 115-120 feet.
What kind of performance can you expect? Once you get the launch technique down, you should be able to go from a standstill to 60 mph in the very low to mid-5s. Thanks to Brembo four-piston brakes with slotted rotors and air dam openings ducting cool air to the brakes, a Challenger SRT8 decelerates from 60 mph to 0 in 115-120 feet. Not bad for a big car.
“The Challenger’s pistol grip shifter and Tremec TR-6060 is smoother than the old A-833 New Process four-speed in vintage Hemi cars. With the SRT8’s 3.92 Anti-Spin rear and six-speed there was just too much shifting. And the First-Fourth-skip shift, which comes into play on low rpm shifts, should be disconnected. It’s so easy to run on the Hemi’s redline and tickle the rev limiter. And mid-range passing power is awesome. I want this car!” added Scott.
The Limited Edition SRT8 has a high-quality spacious interior with great Alcantara-trimmed leather buckets designed for performance driving. While the instrumentation is well placed, I found little use for the tach for normal driving. As soon as the Hemi hits around 3,500-3,800 rpm, it emits a growl that says, “Shift.” If you’re running for time slips, you can just shift right around 6,000 rpm. You can use the tach or just tread lightly on the rev limiter.
Forget about the good old Hemi days. It’s a brave new world!
For more information about 2010 Dodge Challengers, please visit http://www.dodge.com/en/2010/challenger/