Edmunds Full-Test - 2011 Dodge Challenger SRT8 392 HEMI
12-10-2010, 04:23 PM
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Edmunds Full-Test - 2011 Dodge Challenger SRT8 392 HEMI More Power and a Retuned Suspension Turn the 392 Into a Real Challenger
The 2011 Challenger SRT8 looks as mean as ever; what you can't see beneath that attitude is its thoroughy reworked front suspension. But you sure can feel it working through corners.
By Mike Monticello, Road Test Editor | Published Dec 10, 2010
Dodge is tired of getting its *** kicked. It's tired of being smoked by the Mustang and Camaro on anything but an arrow-straight drag strip and it's tired of its beloved Challenger being roasted by auto scribes as slow steering, slow responding and underdamped. The 2011 Dodge Challenger SRT8 392 is expected to fix all that.
Sure, with a new 6.4-liter version of its pushrod V8 cranking out 470 horsepower, it can still leave a lengthy pair of black stripes. But Dodge says steering and suspension changes to its modern-day muscle car make it more capable on both kinds of roads: straight and curvy.
Our test car was a production version of the Challenger SRT8 392 Inaugural Edition of which 1,492 will be built: 1,100 for us and 392 for those in the great white north. Besides exclusivity, the extra $1,995 on top of the Challenger SRT8 392's not-so-inexpensive $44,680 base price (including destination and gas-guzzler tax) gets you a choice of blue with white stripes or white with blue stripes. There's also a Mopar quad-tip exhaust, unique forged-alloy 20-inch wheels and a questionable interior treatment that includes bright white seats and a numbered dash plaque.
That Thing Got a 392?
The new 392-cubic-inch Hemi V8 only serves to heighten the car's burnout ability.
One of the biggest changes for 2011 Dodge Challenger SRT8 models is the new 6.4-liter Hemi V8, an evolution of the previous 6.1-liter. Dodge doesn't exactly mind that the engine's 392-cubic-inch dimension carries some Mopar mystique — the original 392 Hemi from 1957-'58 served many a drag racer well.
Not only does the new 392 have a 0.9mm increased bore and 3.7mm increased stroke over the 6.1, but Dodge engineers updated the engine with variable cam timing, an active intake manifold, new high-flow cylinder heads, larger-diameter exhaust and intake valves and new cold-air induction. Also new for 2011 is the engine's ability to switch from eight to four-cylinder operation when equipped with an automatic transmission.
It's a fairly seamless affair, switching quickly back to eight cylinders when your right foot calls the engine room for more power. Fuel efficiency has improved, but don't expect hybridlike miserliness. The EPA rates the 392 auto at 14/22 (up from last year's 13/19); we averaged 14.5 mpg.
More Power Is Always Good
The SRT8 392 has the same Brembo brakes that were on previous Challenger SRT8s. And they work just as well.
All the aforementioned changes add up to considerably more power versus the old 6.1-liter mill. The 392 cranks out 470 hp at 6,000 rpm and 470 pound-feet of torque at 4,200 rpm, compared with 425 hp at 6,200 and 420 lb-ft at 4,800 from the old engine. Notable here is the 200-rpm-lower power peak and 600-rpm-lower torque peak.
One of the few knocks against the 6.1 was weak-sauce power down low. Dodge says the new engine has an extra 90 lb-ft of torque at 2,900 rpm versus the 6.1. Luckily, the 392 still likes to rev, and the higher the tach rises, the more the Challenger cranks out a thrilling blend of ripping and snorting V8 music from its retuned exhaust.
Still Slappin' da Five-Speed
This the view of the SRT8 392 that many cars will get. This car is fast, hitting 60 mph in 4.5 seconds and running the quarter-mile in 12.6 seconds at 112.1 mph.
A six-speed manual comes standard on 2011 Dodge Challenger R/T and SRT8 models. The old five-speed automatic remains for now as a $995 option. This fact won't be lost on muscle car fans, as both the Camaro SS and Mustang GT utilize six-speed autos for those who don't like to shift for themselves.
Our test car was fitted with the auto, and despite wide ratios and tall 3.06:1 gearing, the extra torque meant it would spin the rear tires easily from a stop, even with traction control on. A clean launch requires you to feather the throttle off the line until the rear tires gain enough traction to make full use of all that twist.
The result was a stellar sprint to 60 mph in just 4.5 seconds (4.2 seconds with a 1-foot rollout like at a drag strip), which is a good half-second quicker than any previous automatic-equipped Challenger SRT8. That's also quicker than any production Mustang GT or Camaro SS we've tested. The Challenger 392's prodigious power made its presence felt in the quarter-mile, too, clocking a 12.6-second run at 112.1 mph.
A new transmission calibration gives the Challenger quick, abrupt shifts in manual mode and almost equally abrupt shifts in normal mode. Drive it more gently and it shifts more gently. The left/right slap-shifting via the console lever lets you change gears yourself, although there's no throttle blipping, so downshifts are slow and jerky.
Even more annoying for those who love the occasional block-long burnout is that the tranny won't hold gears in manual mode. You need to keep track of those revs or it will shift to 2nd gear on its own, right in the middle of your smoke show. A new Shift Lock feature holds gears during high-g turns, though.
The 2011 Challenger SRT8 looks as mean as ever; what you can't see beneath that attitude is its thoroughy reworked front suspension. But you sure can feel it working through corners.
By Mike Monticello, Road Test Editor | Published Dec 10, 2010
Dodge is tired of getting its *** kicked. It's tired of being smoked by the Mustang and Camaro on anything but an arrow-straight drag strip and it's tired of its beloved Challenger being roasted by auto scribes as slow steering, slow responding and underdamped. The 2011 Dodge Challenger SRT8 392 is expected to fix all that.
Sure, with a new 6.4-liter version of its pushrod V8 cranking out 470 horsepower, it can still leave a lengthy pair of black stripes. But Dodge says steering and suspension changes to its modern-day muscle car make it more capable on both kinds of roads: straight and curvy.
Our test car was a production version of the Challenger SRT8 392 Inaugural Edition of which 1,492 will be built: 1,100 for us and 392 for those in the great white north. Besides exclusivity, the extra $1,995 on top of the Challenger SRT8 392's not-so-inexpensive $44,680 base price (including destination and gas-guzzler tax) gets you a choice of blue with white stripes or white with blue stripes. There's also a Mopar quad-tip exhaust, unique forged-alloy 20-inch wheels and a questionable interior treatment that includes bright white seats and a numbered dash plaque.
That Thing Got a 392?
The new 392-cubic-inch Hemi V8 only serves to heighten the car's burnout ability.
One of the biggest changes for 2011 Dodge Challenger SRT8 models is the new 6.4-liter Hemi V8, an evolution of the previous 6.1-liter. Dodge doesn't exactly mind that the engine's 392-cubic-inch dimension carries some Mopar mystique — the original 392 Hemi from 1957-'58 served many a drag racer well.
Not only does the new 392 have a 0.9mm increased bore and 3.7mm increased stroke over the 6.1, but Dodge engineers updated the engine with variable cam timing, an active intake manifold, new high-flow cylinder heads, larger-diameter exhaust and intake valves and new cold-air induction. Also new for 2011 is the engine's ability to switch from eight to four-cylinder operation when equipped with an automatic transmission.
It's a fairly seamless affair, switching quickly back to eight cylinders when your right foot calls the engine room for more power. Fuel efficiency has improved, but don't expect hybridlike miserliness. The EPA rates the 392 auto at 14/22 (up from last year's 13/19); we averaged 14.5 mpg.
More Power Is Always Good
The SRT8 392 has the same Brembo brakes that were on previous Challenger SRT8s. And they work just as well.
All the aforementioned changes add up to considerably more power versus the old 6.1-liter mill. The 392 cranks out 470 hp at 6,000 rpm and 470 pound-feet of torque at 4,200 rpm, compared with 425 hp at 6,200 and 420 lb-ft at 4,800 from the old engine. Notable here is the 200-rpm-lower power peak and 600-rpm-lower torque peak.
One of the few knocks against the 6.1 was weak-sauce power down low. Dodge says the new engine has an extra 90 lb-ft of torque at 2,900 rpm versus the 6.1. Luckily, the 392 still likes to rev, and the higher the tach rises, the more the Challenger cranks out a thrilling blend of ripping and snorting V8 music from its retuned exhaust.
Still Slappin' da Five-Speed
This the view of the SRT8 392 that many cars will get. This car is fast, hitting 60 mph in 4.5 seconds and running the quarter-mile in 12.6 seconds at 112.1 mph.
A six-speed manual comes standard on 2011 Dodge Challenger R/T and SRT8 models. The old five-speed automatic remains for now as a $995 option. This fact won't be lost on muscle car fans, as both the Camaro SS and Mustang GT utilize six-speed autos for those who don't like to shift for themselves.
Our test car was fitted with the auto, and despite wide ratios and tall 3.06:1 gearing, the extra torque meant it would spin the rear tires easily from a stop, even with traction control on. A clean launch requires you to feather the throttle off the line until the rear tires gain enough traction to make full use of all that twist.
The result was a stellar sprint to 60 mph in just 4.5 seconds (4.2 seconds with a 1-foot rollout like at a drag strip), which is a good half-second quicker than any previous automatic-equipped Challenger SRT8. That's also quicker than any production Mustang GT or Camaro SS we've tested. The Challenger 392's prodigious power made its presence felt in the quarter-mile, too, clocking a 12.6-second run at 112.1 mph.
A new transmission calibration gives the Challenger quick, abrupt shifts in manual mode and almost equally abrupt shifts in normal mode. Drive it more gently and it shifts more gently. The left/right slap-shifting via the console lever lets you change gears yourself, although there's no throttle blipping, so downshifts are slow and jerky.
Even more annoying for those who love the occasional block-long burnout is that the tranny won't hold gears in manual mode. You need to keep track of those revs or it will shift to 2nd gear on its own, right in the middle of your smoke show. A new Shift Lock feature holds gears during high-g turns, though.
12-10-2010, 04:23 PM
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Twisty Roads No Longer so "Challenging"
Besides the extra power, the SRT8 392 differs from previous Challengers in sportier suspension tuning and quicker, more direct steering.
Bend the 2011 Dodge Challenger SRT8 392 hard into a turn and be very surprised. Replacing the previous Challenger SRT8's slow, overboosted steering and wallowy turn-in is a muscle car that corners willingly with ample control. The suspension hunkers down and takes a set, while the steering is decidedly quicker and has some actual feel to it. This is definitely not the old Challenger.
What's different? Some thoughtful retuning and a few new parts, including new front control arms and bushings, a new tensioner link and a new front cradle with conical hydraulic engine mounts. Dodge also added an extra degree of negative camber to the front wheels, along with an increase in shock damping — up 8.5 percent at the front and 11 percent at the rear (the antiroll bars remain the same — 30mm front, 16mm rear). Another huge aid to the Challenger's new and improved feel is its recalibrated steering with a quicker ratio: 14.4:1 versus last year's 16.1:1. The changes helped the 392 circle the skid pad at 0.88g. It also acquitted itself nicely through the slalom with a 67-mph run.
The increased damping gives a barely harsher ride than before — still plenty comfy, as the 2008-'10 Challenger was like a four-wheeled sofa. More critical is that the Challenger's handling is improved to the point that now you might actually search out a twisty road rather than avoid it.
Vintage, or Hideous?
The Challenger's interior sees new gauge graphics and a smaller steering wheel for 2011. The Inaugural Edition also gets unique trim pieces for the instrument panel and center stack.
One of the most welcome updates to the 2011 Dodge Challenger's minimally reworked interior is what Dodge is calling a smaller, "right-size" three-spoke steering wheel. The previous Challenger SRT8's wheel always seemed overly large, and compounded the car's slow-reacting steering.
But what about those blue and white seats? Universally, everyone on staff hated the look (my wife liked them, but questioned how long they would stay white). Luckily the color combo is part of the package and won't be standard fare on normal SRT8s. The seats themselves are excellent, with plenty of long-haul cushioning and just the right amount of lateral support.
The Way It Should've Been
That's a pure muscle-car silhouette; it's 1971 all over again.
Despite the 2008-'10 Challenger's lack of handling precision, it was hard to dislike Dodge's muscle car.
Things are different with the 2011 Dodge Challenger SRT8 392, though. Yes, it's still good for smoky burnouts and it still looks hot. But now you don't have to hit those excellent Brembo brakes when you see a turn. Instead, get on the gas and point it toward the apex with confidence, as the quicker steering and improved suspension react with you, instead of protesting mightily. It's a much better machine in every way.
What we have here is a modern-day muscle car that, when it hits showrooms early next year, should finally be able to walk tall with the Camaro and Mustang...any time, on any road.
The quad-tipped exhaust provides the best V8 soundtrack out of any new muscle car on the market.
What Works (pros): Larger Hemi engine offers more top-end power with gutsier low-end torque, quicker steering, stiffer suspension.
What Needs Work (cons): Hard-shifting automatic transmission is down a gear to competition, won't hold gears in manual mode, Inaugural Edition white seats wouldn't have been cool even in 1971.
Bottom Line: The 2011 Challenger SRT8 392's handling now matches its macho styling and raunchy V8. It's the car it should've been since 2008.
Track Test Results
The 392 was a famous Hemi engine built from 1957-'58.
0-30 mph (sec.) 2.0
0-45 mph (sec.) 3.0
0-60 mph (sec.) 4.5
0-75 mph (sec.) 6.2
1/4-mile (sec. @ mph) 12.6 @ 112.1
30-0 mph (ft.) 30
60-0 mph (ft.) 114
Slalom, 6 x 100 ft. (mph) 67
Skid pad, 200-ft. diameter (lateral g) 0.88
Acceleration Comments - The Challenger 392 struggled to put the power of its new engine to the tarmac; it spun the tires wildly even with ESP on. The quickest run was achieved with ESP off by using slightly less than full throttle initially off the line until the rear tires had traction. The automatic's manual-shift mode gives quick, but very abrupt shifts. We used this mode to get the quickest time; it still upshifts for itself anyway. Strangely, in full automatic mode it banged into the rev limiter once before shifting from 1st to 2nd.
Braking Comments - Pedal is nice and firm. Stopping distances were short and remained consistent, as did the pedal feel and pedal travel even with hot brakes after repeated runs.
Handling Comments - Slalom: Dodge has definitely improved the SRT8's handling. It no longer feels like such a heavy, sloppy beast, even though it's actually even heavier than before; steering is quicker and much sharper. But this is still a very wide and heavy car with which to steer around the cones quickly. It was important to drive particularly smooth with ESP on, as the system cuts in very aggressively, thereby ruining the run. Skid pad: Careful throttle control is needed to keep from overshooting the arc, as it's easy to get the Challenger into an understeer push. ESP-on runs proved just as good as ESP-off, but easier to achieve because the stability system was quite adept at cutting in at the exact right time to keep the car on the intended line.
Besides the extra power, the SRT8 392 differs from previous Challengers in sportier suspension tuning and quicker, more direct steering.
Bend the 2011 Dodge Challenger SRT8 392 hard into a turn and be very surprised. Replacing the previous Challenger SRT8's slow, overboosted steering and wallowy turn-in is a muscle car that corners willingly with ample control. The suspension hunkers down and takes a set, while the steering is decidedly quicker and has some actual feel to it. This is definitely not the old Challenger.
What's different? Some thoughtful retuning and a few new parts, including new front control arms and bushings, a new tensioner link and a new front cradle with conical hydraulic engine mounts. Dodge also added an extra degree of negative camber to the front wheels, along with an increase in shock damping — up 8.5 percent at the front and 11 percent at the rear (the antiroll bars remain the same — 30mm front, 16mm rear). Another huge aid to the Challenger's new and improved feel is its recalibrated steering with a quicker ratio: 14.4:1 versus last year's 16.1:1. The changes helped the 392 circle the skid pad at 0.88g. It also acquitted itself nicely through the slalom with a 67-mph run.
The increased damping gives a barely harsher ride than before — still plenty comfy, as the 2008-'10 Challenger was like a four-wheeled sofa. More critical is that the Challenger's handling is improved to the point that now you might actually search out a twisty road rather than avoid it.
Vintage, or Hideous?
The Challenger's interior sees new gauge graphics and a smaller steering wheel for 2011. The Inaugural Edition also gets unique trim pieces for the instrument panel and center stack.
One of the most welcome updates to the 2011 Dodge Challenger's minimally reworked interior is what Dodge is calling a smaller, "right-size" three-spoke steering wheel. The previous Challenger SRT8's wheel always seemed overly large, and compounded the car's slow-reacting steering.
But what about those blue and white seats? Universally, everyone on staff hated the look (my wife liked them, but questioned how long they would stay white). Luckily the color combo is part of the package and won't be standard fare on normal SRT8s. The seats themselves are excellent, with plenty of long-haul cushioning and just the right amount of lateral support.
The Way It Should've Been
That's a pure muscle-car silhouette; it's 1971 all over again.
Despite the 2008-'10 Challenger's lack of handling precision, it was hard to dislike Dodge's muscle car.
Things are different with the 2011 Dodge Challenger SRT8 392, though. Yes, it's still good for smoky burnouts and it still looks hot. But now you don't have to hit those excellent Brembo brakes when you see a turn. Instead, get on the gas and point it toward the apex with confidence, as the quicker steering and improved suspension react with you, instead of protesting mightily. It's a much better machine in every way.
What we have here is a modern-day muscle car that, when it hits showrooms early next year, should finally be able to walk tall with the Camaro and Mustang...any time, on any road.
The quad-tipped exhaust provides the best V8 soundtrack out of any new muscle car on the market.
What Works (pros): Larger Hemi engine offers more top-end power with gutsier low-end torque, quicker steering, stiffer suspension.
What Needs Work (cons): Hard-shifting automatic transmission is down a gear to competition, won't hold gears in manual mode, Inaugural Edition white seats wouldn't have been cool even in 1971.
Bottom Line: The 2011 Challenger SRT8 392's handling now matches its macho styling and raunchy V8. It's the car it should've been since 2008.
Track Test Results
The 392 was a famous Hemi engine built from 1957-'58.
0-30 mph (sec.) 2.0
0-45 mph (sec.) 3.0
0-60 mph (sec.) 4.5
0-75 mph (sec.) 6.2
1/4-mile (sec. @ mph) 12.6 @ 112.1
30-0 mph (ft.) 30
60-0 mph (ft.) 114
Slalom, 6 x 100 ft. (mph) 67
Skid pad, 200-ft. diameter (lateral g) 0.88
Acceleration Comments - The Challenger 392 struggled to put the power of its new engine to the tarmac; it spun the tires wildly even with ESP on. The quickest run was achieved with ESP off by using slightly less than full throttle initially off the line until the rear tires had traction. The automatic's manual-shift mode gives quick, but very abrupt shifts. We used this mode to get the quickest time; it still upshifts for itself anyway. Strangely, in full automatic mode it banged into the rev limiter once before shifting from 1st to 2nd.
Braking Comments - Pedal is nice and firm. Stopping distances were short and remained consistent, as did the pedal feel and pedal travel even with hot brakes after repeated runs.
Handling Comments - Slalom: Dodge has definitely improved the SRT8's handling. It no longer feels like such a heavy, sloppy beast, even though it's actually even heavier than before; steering is quicker and much sharper. But this is still a very wide and heavy car with which to steer around the cones quickly. It was important to drive particularly smooth with ESP on, as the system cuts in very aggressively, thereby ruining the run. Skid pad: Careful throttle control is needed to keep from overshooting the arc, as it's easy to get the Challenger into an understeer push. ESP-on runs proved just as good as ESP-off, but easier to achieve because the stability system was quite adept at cutting in at the exact right time to keep the car on the intended line.
12-11-2010, 02:55 AM
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Pretty fast for an automatic car weighing that much especially with only 3.06 gearing! They feathered it out of the hole and still ran that time and still trapped 112!! Throw some drag radials on this car and gears and look out!!! They should be able to hit 11s easily with gears and DRs if it can hook up right. Excellent motor by Dodge!!
