This system works invisibly on hills the car deems to be steep enough; in essence, it holds the brake for you until it senses the clutch taking hold, and then it releases the brake and you go forward. One afternoon after a thorough washing, there was a knock on our front door. Ford does not provide performance numbers, so acceleration figures are from MotorWeek tests for current-generation V-6 Mustang. The close ratios of first through third seem designed to eke out every last horse from the engine, keeping it close to redline. We found ourselves downshifting at every stop just to hear the engine bark as we blipped the throttle. You can't help but smile when you….
This review covers the 2009 model in all its variants. Our test model had the optional, extra-cost six-speed manual transmission, controlled from a stick styled to look somewhat like the old Pistol Grip shifters. We really like the shifter's trick pistol grip. It's supposed to immediately release when the gas pedal is depressed, but it seemed to take about a second longer than other systems we've used, causing a few near stalls as we slipped the clutch. While the Dodge's firm suspension tuning transmits some of the harshness of larger bumps and potholes, the ride is generally smooth.
Source: Manufacturer data for coupes only. In this niche, the others are shorter, lighter and have smaller wheelbases giving both a distinct advantage on a road circuit. Remedy Chrysler will notify owners, and dealers will replace the passenger frontal air bag inflator, free of charge. We had a week with tribute to testosterone, and it's one we won't soon forget. Yes, even with the insane torque of the 6. Like the Mustang, the Challenger has narrow trunk openings both from the outside and into the backseat.
Of the three players, Dodge seems the least prepared to survive the storm, with no announced plans of a convertible version to battle the wildly popular Mustang convertible and the upcoming , not to mention its relatively weak and heavy base V-6 model. Gas was still relatively cheap, power was easy. The Challenger's engine hums, while the Mustang's roars. The Challenger's rear suspension design, derived from Mercedes practice but engineered and tuned by Chrysler engineers, makes for perfectly straight launches and no noticeable loss of control on sudden applications of power. The first gear is fairly low, and the sixth speed is very high, so there's a good spread, though first, second, and third shoot by quickly and under moderate acceleration to highway speeds, first-to-third shifts are more reasonable than going through each gear. With its ocean liner turning radius, you get used to backing up — a lot.
The affected vehicles are equipped with a dual-stage driver frontal air bag that may be susceptible to moisture intrusion which, over time, could cause the inflator to rupture. Chrysler's number for this recall is T82. On the whole, the Challenger had few drawbacks that were not obvious and inevitable. Though frequent visits to the pump may be cause for concern, low fuel economy is to be expected from a vehicle with three times more displacement than a Honda Civic. Sitting behind the wheel with the V8 gurgling in a smooth idle, the clutch under our left foot is nicely weighed. Even with the automatic, Dodge claims zero to 100 mph and back in under 17 seconds; it takes just 110 feet to stop from 60 mph. Send Kelsey an Hide full review.
Yeah, that last one surprised even us. Either way, you get audio controls on the steering wheel, within reason. All that shows in the car's straight-line acceleration. The ProCharger also offers two intercooled Tuner Kits for the 6. The suspension is tight but not punishing, soaking up pavement problems and keeping a firm grip on the road but not jiggling passengers. The bad: It still isn't as quick as you might think.
And it feels even huger on the tight, narrow Raceway Park course, which feels no wider than a driveway in certain spots. Perhaps a stick shift would help things along, but Dodge says there wasn't enough demand to justify the investment, and designing a manual transmission to fit this engine would have delayed the car's arrival. Overall chassis response is seductively neutral: The car hunkers down, sticks to its vectors with just a hint of understeer and remains controllable as you unwind the wheel. Recalling Dukes of Hazzard glory, this thing is fast, loud and positively garish. The recall began February 14, 2018. We also enjoyed the way the shifter notches into place, providing positive feedback of a successful gear change.
We also fully expect history to repeat itself, with the Challenger as the biggest and best-looking of the neo-ponies being outperformed by the Camaro and outsold by the Mustang. Someday, neither will the Challenger; that day may come sooner rather than later, given Dodge has expanded the lineup with affordable V-6 and 5. Performance meters in the instrument clusters track acceleration and grip. Eighteen-inch rims, an upgraded stereo and heated leather seats are optional. Unlike the original, it's pretty tightly made, with no sense of body flex at all; swung around turns, it feels more like a go-kart than an old E-body.
But of course, the elephant, or maybe more appropriately, the dead dinosaur in the back of the room is the question of lasting relevance of the muscle-car genre itself. The overall gearing is taller than we would prefer. It's an ego car above all else. Both sets wear Brembo four-piston calipers, and lateral acceleration sensors can prime the braking system in anticipation of use. Developed for low pedal effort and long service life, it's fitted with solenoids for a fuel-saving and frustrating one-to-four skip-shift and reverse inhibit features.