2015 Dodge Challenger R/T
The Dodge Challenger has found a welcome place in the pantheon of modern pony cars, what with its wide range of models, attractive retro styling and the practicality inherent in its larger body, interior and trunk. It’s now had its first major refresh, which seeks to keep it competitive with the Chevrolet Camaro and especially the completely overhauled Ford Mustang.
Outside changes to the Challenger are fairly minor (which is no bad thing), with a thinner, split grill and lighting graphics, new wheel options and other minor fettling. Inside the makeover is much more obvious, with new dash, door panels and center console. The quality of materials is way up, and the dash in particular is a great mix of vintage cues (gauge graphics, perforated metal trim) and large, high resolution screens controlling myriad functions succinctly through the company’s excellent UConnect system.
About the biggest difference dynamically for 2015 is the switch to electric power steering assist for the Dodge’s helm. What’s great is that one doesn’t notice any degradation in feel or response, which was common with early EPS. Where the Challenger seems to have fallen a bit behind is its ride/handling balance. Models other than the SRT always felt big and a slight bit unwieldy, yet their smooth ride—compared to the competition—made up for this in daily use. In contrast, the SRT was stiff yet controlled. Normally, an R/T would fall on the soft side of the spectrum, but the test model, equipped with the optional Super Track Pack, was blighted by too much vertical motion and a susceptibility to potholes, transverse ridges and other urban road blight that undermined its usefulness as a grand touring machine, yet it didn’t have the cojones of an SRT.
Much digital ink has been used talking up the 707hp Challenger Hellcat (sold out for over a year) and the optional R/T Scat Pack, which brings with it the SRT’s 485hp, 6.4-liter Hemi. Dodge will probably sell substantially more “normal” R/Ts, powered by the 5.7-liter, whose 375 ponies and 410lb-ft of twist should be more than adequate—especially at lower elevations. Shunted through the newly available, excellent eight-speed automatic, the Challenger is faster than most muscle cars of old, yet it doesn’t provide all the basic, redneck punch one might want. Much of that is down to the extra pounds the Challenger carries compared to the Camaro and Mustang, and some to the muted soundtrack; its almost as if Dodge neutered it so that the Scat Pack would seem a worthwhile upgrade. Or maybe its just a way to get one to shop the Mopar catalogue for a louder, more evocative exhaust system.
Switching the electronics that control shifting and throttle response from the more eco-minded normal mode into Sport certainly livens things up, but the ideal settings for speedy, smooth shifts and proper gas pedal tip-in seem to lie between the two. Brake feel and performance is fine for daily use; there was never a chance to use the optional Brembo brakes to the full.
The Challenger R/T is a very likeable machine, and if it had been equipped with the Scat Pack’s bigger engine, it almost certainly would have made a more lasting, vivid impression. But the tester’s combination of the smaller Hemi with the stiffer suspension left the Dodge feeling as if it were falling between two stools. It is wonderful that there are so many ways to build a Challenger; it hearkens back to the golden days of the muscle car area and the myriad codes for performance options, and allows buyers to tailor the car to their exact desires. Challenger intenders just need to exercise some judicious caution in spec’ing out their R/T.
EPA ratings: 16/25mpg; 19mpg combined
Price as tested: $44,255
Here is what Dodge has to say about it.
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