2012 Dodge Challenger Sports Car Review & Performance

Faithful to the 1970-vintage Challenger that powered its creation, the Challenger features a cool design that should stand the test of time. It is unanimously praised by on-lookers as a cool-looking car and is as faithful to the original as has been done in recent years.

Part of the Challenger's appeal comes from its commanding presence. Many of the Challenger's parts, systems and structures are shared with the Chrysler 300 and Dodge Charger sedans. It's a big car, just two inches shorter than the Charger but wider and lower. The Challenger is also about nine inches longer than the Ford Mustang, and seven inches longer than the Chevrolet Camaro.

Unlike most new cars, the maximum width is carried well out to the ends resulting in a broad, menacing car. The very wide, horizontal grille, spoilers and taillamps accentuate the width, as does a turret-like roof and window treatment, and the haunches over the rear wheels where the roof fairs into the trunk and the character line kicks up. The proportions all seem just right, from the carrier-deck expanse of flat hood larger than most modern pickups, to the foot-high side glass and dark lower body trim, and into the massive rear roof pillars.

The major lines are only part of the equation, with details just as well executed. The four round lamp units and deeply inset grille of the original are still there, though now the inside lights are turn signals and the outer pair the headlamps. Where signals rode below the bumper on the '70 this one has fog lamps, and careful sculpting has maintained the classic look without destroying aerodynamic efficiency.

From the side, the SRT8 392's 20-inch wheels frame bright red brake calipers and slotted discs, filling large fender openings that are creased along the edges. Hood scoops carry Hemi badges on V8 cars and are functional in that cool air goes in or warm air vents to the atmosphere, but they do not feed cold air straight into the engine; the ducts in the spoiler direct cooling air to the front brakes and small winglets at the front wheel openings better refine airflow. The fixed side rear windows do not allow the full open hardtop of the original with its frameless doors but in a nod to that look Dodge kept the pillars behind the glass so they aren't so obvious. A bright fuel filler cap on R/T and SRT8 392 models finishes off the driver's side. The door handles look retro and stylish, but we found them hard to grab.

Out back, there is a full-width panel of red lights with a pair of backup lights wedged in the middle, along with chrome DODGE lettering in a font right out of the 1970s. While only the outer pairs of bulbs light for brake and turn functions, the entire width is used for taillights. On the SRT8 392 the trunk spoiler is a flat black low-profile piece like that on the original T/A, and of course V8 cars have dual chrome rectangular exhaust outlets in the lower bumper. These are also available on the SE model with the Rallye package.

Paintwork on the cars we saw was very good, as it must be, given the vast surfaces lacking any ornamentation or style lines. The paint feels smooth to the touch and looks great. But, at least in V8 form, the Challenger is a muscle car that many insist requires stripes, so plenty of wallpaper is optional.

the driver's side. The subwoofers are out of the way, a good thing because there are no tie-downs here so contents will shift. And like an old Challenger, you have to pick up the cargo nearly three feet off the ground, and then over a foot of bodywork before dropping it into the trunk.

The Dodge Challenger is a big, rear-wheel-drive car and feels like it. Yet the further up the power and performance scale you go, the lighter it seems to feel. You won't mistake it for driving the lighter Mustang, or even the also-too-heavy Camaro. Other 2+2 two-doors in a similar price range, such as a BMW 3 Series, Infiniti G37 or Audi A5, aren't going to be cross-shopped because they're different animals. And it's okay to think of the Challenger SRT8 392 as an animal: A well-behaved animal, but always ready to prowl for prey.

The Challenger SXT drives a lot like the Charger because the Challenger is based on the Charger with four inches taken out between the front and rear wheels. The 3.6-liter V6 is an improvement over the 3.5 in both power and fuel economy. It has enough oomph to keep up with brisk traffic, and pass without too much fuss. Given the Challenger's extra 400 pounds, it doesn't keep up with a V6 Mustang; heck, a performance package V6 Mustang gives a Challenger R/T a fight.

The next step up is the Challenger R/T. The R/T features a Hemi V8 producing 375 horsepower, along with a firmer suspension, bigger brakes and tires, and a choice of a hefty-shifting 6-speed manual or 5-speed automatic. One could arguably have the most fun with the R/T. There's no need to park it in the winter and no miserable ride just because the roads are bad. The R/T goes quite well, with a 0 to 60 mph time less than six seconds. That power comes on strong, but we found it runs out quickly, as the redline is only 5800 rpm. That means drivers choosing the manual will have to pay attention and not be seduced by the Hemi's soundtrack. Sixth gear doesn't do much on the track or around town. It's strictly a highway gear meant for fuel economy; in sixth, the R/T cruises like a pussy cat, churning 1800 rpm at 80 mph. The $13,000 saved versus an SRT8 392 would buy brake/suspension/tire upgrades to your preference and specification, or a serious engine upgrade.

The SRT8 392 got the big engine change for 2011, with 470 hp on tap, making the SRT8 392 a potent car. Zero to 60 mph is in the high four-second range, the car can cover the quarter-mile in the high 12s and the manual runs past 170 mph. The torque really makes the SRT8 392 leap forward when pushed, in a way that couldn't be felt in the first SRT8 Challengers.

It's easy to make an SRT8 392 go fast, you just stand on the gas and point it where you want it to go. Traction control does a very good job of turning controlled wheelspin into thrust and is easier than launching most high-performance manual transmission cars; there's a solid feel to quick upshifts and it works better the harder you push it. At the other end of the straightaway, the SRT8's big brakes do a commendable job of slowing the pace, just a bit off some benchmark lighter coupes. There is a lot of travel in the brake pedal so initial bite might not be what you expect but keep pushing and you'll stop quickly.

When cruising, the Challenger is civilized. There is authority in the exhaust note but it doesn't sound like authority grabbed the bullhorn until you get into the gas and are rewarded with a satisfying rumble that becomes more howl as it winds up; manual gearbox cars sound like they use different mufflers and have a deeper tone. The automatic delivers crisp-not-jarring upshifts and gets out of first gear in a hurry unless you are hard on the gas. It will downshift once, or again, if you give it the boot.

The Challenger is too big and heavy to merit any consideration as a sports car and isn't ideal for tossing around on tight racetracks or mountain roads. However, it gets Bilstein adaptive damping for 2012, giving the driver a choice of shock settings for more comfortable commutes or fully buttoned down for flogging a winding road. It is impressively good given its size and weight. The Challenger is big and nose-heavy, and the SRT8 rolls into a cornering set with minimal body roll and mid-corner correction.

The grip from the optional revised Goodyear F1 Supercar tires is substantial and the Challenger is surprisingly balanced in turns. In fact, it's quite easy to steer the SRT8 392 with the rear wheels or make it drift. That speaks well to the job Dodge and SRT did with the suspension geometry. The R/T model, by comparison, acts very much the same way, but its reactions are a bit slower. Power isn't as sudden, steering isn't as sharp, the brakes aren't as strong, and the weight doesn't transfer as quickly. It is possible to upset both versions, but you really have to be working at it or totally inattentive. Driven smoothly you will rarely be reigned in by the electronic stability control. And the stability control can be completely turned off on manual transmission cars if it becomes a nuisance on the race track.

Ride quality in the SRT8 392 is better with the new dampers. Some of the same hardware (lightweight forged aluminum wheels, aluminum-intensive independent suspension all around) that improves its performance contributes to the decent ride. The SRT8 is smooth and quiet enough to cover long distances, and it deals well with even marginal roads. On sheet-flat roads it won't enjoy a significant advantage over the Mustang's solid rear axle, but as the surface gets rougher the Challenger's independent rear suspension should cope better even though the car is heavier. The Challenger's mass becomes most apparent under heavy braking on a rippled road, where many lesser-tuned lighter cars have the same issue.

Even in the SRT8 392, the steering feel isn't as precise as the Mustang's steering. The steering is quick enough, with less than three turns lock-to-lock, but you feel it's dealing with more weight. Maneuverability at low speeds is par for a big car.

The SRT8 392's bi-xenon headlights allow it to be safely driven at freeway speeds or along rural highways in no-moon darkness. And with a bit of German in the bloodlines, the fog lights can be used without the headlights, at least where it's legal to light up the road instead of the fog.

With aerodynamics ever-more-frequently dictating shape and wind patterns, it was refreshing to find the new Challenger can comfortably be driven windows down without buffeting the occupants or thundering their ears. Admit it, at least part of the reason you buy one will be to be seen or listen to that exhaust note.

The 2012 Dodge Challenger SXT ($24,995) comes with a 305-hp 3.6-liter V6 and 5-speed automatic transmission (EPA 18/27). Standard equipment includes cloth upholstery, 6-way power adjustable driver's seat, four-way manually adjustable front passenger seat, air conditioning, power windows and locks, power mirrors, keyless access and starting, 60/40 split-folding rear bench seat, tilt and telescoping leather-wrapped steering wheel with audio controls, cruise control, AM/FM/CD/MP3 6-speaker stereo, auxiliary input jack, trip computer, theft-deterrent system, and P235/55R18 tires on aluminum wheels.

Every Challenger offers three-coat red paint ($500) and an engine block heater ($95). SXT options include a 276-watt Boston Acoustics stereo ($450), XM radio ($195) and Uconnect Bluetooth ($395). The SXT Plus package ($2,000) adds nappa leather upholstery, heated front seats, fog and automatic headlamps, and the three aforementioned SXT options. In conjunction with SXT Plus you can also add navigation ($790), electronic convenience group ($695) and 368-watt, seven-speaker Boston Acoustics sound with HDD and larger touch-screen display.

Challenger R/T ($29,995) features a 375-hp 5.7-liter Hemi V8 with 6-speed manual transmission or 5-speed automatic ($995); EPA 16/25. R/T adds automatic headlights, auto-dimming rearview mirror, heated outside mirrors, body-colored rear spoiler, metal fuel filler door, dual chromed rectangular exhaust pipes, fog lamps, Bluetooth wireless cell phone link, and a USB port. Mechanical upgrades to accompany the added power include bigger brakes, firmer suspension, and quicker steering.

Options include the Super Track Pack ($495) with P245/45ZR20 Goodyear performance tires, heavy duty brakes, sports suspension, and performance steering; Sound Group II ($1,565), electronic convenience group, limited-slip differential ($100), chrome-clad 20-inch wheels ($995), and audio upgrades to navigation ($790). An R/T Plus ($1,800) adds nappa leather upholstery, heated front seats, 276-watt Boston Acoustics with XM, security system, HomeLink, and body-color mirrors. From there another package, R/T Classic, adds 20-inch forged alloy wheels, side stripes, functional hood scoops, and HID headlamps ($1,800). (All prices are manufacturer's suggested retail prices and do not include destination charge.)

The 2012 Challenger SRT8 392 ($43,995) has a 470-hp 6.4-liter Hemi V8 and a choice of 6-speed manual transmission or 5-speed automatic ($995). Other mechanical upgrades include Brembo brakes, a performance suspension, a limited-slip differential, and P245/45R20 tires on polished aluminum wheels. Standard are leather upholstery, heated front seats and steering wheel, bi-xenon headlamps, trip/data computer with performance pages, and keyless access and starting. The SRT8 rear spoiler is flat black, the front spoiler deeper and ducted for brake cooling, hood scoops are functional, and the fuel filler is polished aluminum. An SRT also includes a day at the track with the SRT Experience; driver instruction well worth the effort to get there. The SRT8 392 also adds a gas-guzzler tax that runs $1000. Options include the 900-watt 18-speaker Harman Kardon audio system ($1,995), high-performance staggered-size tires, red leather, moonroof, navigation and premium paints.

Safety features on all Challengers include dual frontal airbags, front side airbags, curtain side airbags, antilock brakes with electronic brake distribution and brake assist, tire-pressure monitor, active front head restraints, stability control and traction control.