2006 Dodge Challenger Review

Specifications

Challenger or Champion?

First of all, lets get one thing straight. The Challenger Concept is hardly a concept, but rather a fully-fledged prototype of what we all know is Dodges answer to Fords Mustang. Whether DaimlerChrysler has been planning a two-door muscle car all along, even before the all-new Mustang hit the streets just over a year ago, is anyones guess outside of Auburn Hills hallowed halls, but one things for sure, Dearborns ability to sell over 165,000 coupes annually, and in so doing garner 44 percent of a small specialty segment that previously seemed to be all but dying with lackluster sales of Pontiacs GTO, Toyotas Celica (now canceled), Hyundais Tiburon and others, made bringing the Challenger to market a certainty.

Not surprisingly, the new Challenger is as aptly named now as it was in its past when it debuted in 1969 as a 1970 model (alongside the enlarged E-body Plymouth Barracuda which shared platforms and its general shape) to “challenge” the pony cars of the era, namely the fastback Mustang, first and foremost, as well as Chevys Camaro, Pontiacs Firebird, and to a lesser extent AMCs Javelin, not to mention that last manufacturers 12-inch shorter two-seat AMX built off the Javelins platform.

Unlike the original Challenger, which came to market with no less than nine available engines, from a slant-six to the all-powerful 426 Hemi, the new prototype only comes with a single 6.1-liter HEMI. Of
course, when the production model is offered in the metal, at the very
least a 5.7-liter HEMI will be made available featuring somewhere in the neighborhood of 340-horsepower and 390 lb-ft of torque, just as in other LX cars, while a high-output 3.5-litre V6, or something similar, may also make the grade in base cars, needed to go up against the Mustangs extremely popular 4.0-liter V6. The possibility of a base V6-powered Challenger is purely hypothetical, of course, as Dodge may only be considering a smaller, more specialized run of Challengers and not an out-and-out assault against
Fords pony car, in which case all would be fitted with its most
powerful engine. Its difficult to say what the automaker has planned,
but Im really getting ahead of myself anyway, arent I?

In reality, what we have to ponder in the here and now is nothing more than a prototype, and a mighty fine one at that. Whether or not Dodge will build it exactly as shown is neither here nor there at the moment, but what matters is that this concept came to Detroits Cobo Hall at all. Its not like the folks at Chrysler Group needed a pick-me-up like GMs employees have been craving something exciting, such as the Camaro concept that was just unveiled today as well. After all, Chrysler is expanding plant production while GM seems to be imploding. But, of course, it wasnt like Auburn Hills could just stand idly by while Ford took all the credit for an revered era when its muscle car trio, made up of the Challenger, Cuda and Charger, dominated stock car racing and became status symbols of a slightly more rebellious crowd than its Ford and Chevy counterparts, thanks to movies like 1971s Vanishing Point, starring Barry Newman as antiestablishment tough-guy Kowalski, an image that still sticks today.

Todays image, however, has little to do with cool car flicks of the muscle car era, but rather because of Chrysler Groups purposefully planned decision to give the middle-finger salute to all that currently seems politically correct. Hollywood in mind, you wont be seeing environmental-good-boy Tim Robbins showing up at the Grammies in a 425-horsepower HEMI-powered 300C SRT8 later this year. No, its more likely that hell be “challenging” the establishment by driving up in a new Toyota Prius, Honda Civic Hybrid, or maybe even a new Lexus GS 450h, if one is road-ready in time. Nothing against these cars, of course, but lets face it, theyre not exactly Rebel Without a Cause material. Theres a side of Americana that craves such vehicles, no matter how frowned upon theyll be when pulling up in their own driveways. In fact, the more frowns such rebels get, the cooler the car must be.

Something tells me, however, that even do-gooders may smile when they first catch sight of a Challenger; that is until their better sense tells them that everything about it is simply wrong, that it clashes with all that is morally correct in a society where environmentalism has become the new religion, a dogmatic cult that holds little tolerance for anyone who differs in opinion over such holy tenets, however impotent in real-world terms, as the Kyoto protocol per se, that such believers are heretics and should either be converted or blotted out of existence, a new world crusade in action.

While such an ozone-defying attitude is hardly Chrysler Groups company line, after all, it is developing a line of hybrid models as we speak and is a leader in clean diesel-powered vehicles, its Viper-led powerhouse of eleven Street Racing Technology (even the term “Street Racing” is morally taboo) vehicles, including the aforementioned 300C SRT8, plus the Magnum SRT8, Charger SRT8, Grand Cherokee SRT8, Crossfire SRT6, Ram SRT-10, and Neon-based SRT-4 (the Viper SRT-10 Coupe, Ram SRT-10 Quad Cab and Crossfire Roadster SRT6 round out the lineup, by the way), makes any other automakers high-output nameplate seem pathetically anemic in comparison. This number will grow to an even dozen with the advent of the Challenger SRT8.

If you have had any question of whether such an animal will ever exist, the Challenger Concept is it. Under its long, retrospective hood lays the well documented HEMI-beast, a 6.1-liter powerhouse that, despite its brutish simplicity, or possibly because of it, is one of the most engaging powerplants currently made. And no-one has ever driven one with a manual shifter before, at least no-one outside of the automakers Chelsea proving grounds. This new model comes with just that, a pistol-grip six-speed stick shift that is sure to stir even more momentum out of the beefy V8.

That engine isnt merely a bored and stroked version of the 5.7-liter lump, mind you, but rather a much more sophisticated piece  of machinery. In
order to extract its high horsepower and torque ratings, the SRT team bored
out the “regular” 5.7-liter HEMIs cylinder diameters by 3.5
millimeters apiece, modified the block with reinforcements and
increased coolant flow. A forged steel crankshaft was added to minimize
vibration, while stronger powder-metal connecting rods, capped off by
oil squirter-cooled floating-pin pistons are attached. Also, a modified oil pan was put in place to reduce oil foaming. Additionally, the cams were modified to increase engine speed and effectively produce greater horsepower, increasing the engines revs by 15 percent to almost 6,200 rpm - the 5.7-liter HEMI hits the limiter at 5,400 rpm. The valve stems were hollowed-out to reduce drag, due to their lighter weight, and then the empty cavities were filled with sodium for dissipating heat more effectively.

New high-flow cylinder heads were added for improved airflow, while larger diameter valves combine with reshaped cylinder ports and a redesigned intake manifold featuring larger diameter runners, for higher-speed tuning. The result of the SRT divisions work is a higher revving, quicker turning engine that produces much greater power and torque than the stock 5.7, thanks also to a revised 9.6:1 to 10.3:1 compression ratio.

In the end, literally, exhaust headers were attached with “individual tubes encased in a stainless steel shell”, allowing yet more engine exhaust flow via large diameter pipes, finished off with quad rectangular tips, just like the original. Not bad for a concept… ahem, prototype.

Such tech-talk makes Fords “blown” Shelby Cobra GT500 engine seem almost commonplace, despite its 450-plus horsepower rating, a supercharger being much less enticing to fans of the mechanical than the Challengers technically advanced HEMI. OK, its still an overhead-valve push-rod actuated mill, but Chevys new Corvette Z06 testifies that there is still a lot of life left in such a robust and oddly, highly efficient engine design.

What the Challenger shares with the Corvette, and by so doing should leave the Mustang-based Shelby in a gust of hot air, is its fully independent suspension. Those who fell for the previous SVT Cobra because of its deft (for a Mustang) handling, were outraged to hear that the next-generation car, despite its dashing good looks and much more advanced body structure, would feature a live rear axle. Dodge will become home to muscle car fans who also appreciate the added cornering control of a multi-link rear setup, I being one of them, and the Challengers shortened LX chassis architecture should make up for any gains in weight that the more sophisticated undercarriage causes.
While shorter than a Charger, per se, by 2.2 inches, the new Challenger concepts 116-inch wheelbase is 6 inches longer than the original 1970 model, and just over 2 inches wider. The new concepts front and rear tracks also span a greater distance than the classic muscle car, and are even wider than its LX siblings at 64 and 65 inches respectively. In addition to the new Challengers shorter overall length than the new
Charger sedan, and wider front and rear tracks, it is also a substantial 4.2 inches wider overall, 1.2 inches shorter in height, and integrates a very noticeable 4.1 inches decrease in wheelbase length. All these factors should result in superior handling over the sedan, aided by massive 20-inch front and 21-inch rear, five-spoke chrome alloy rims surrounded by low-profile performance rubber, flush-mounted to the body side and tightly framed by wheel openings just large enough to squeeze them in.

Still, it is quite a bit larger than the current Mustang and Pontiac GTO, as well as the Chevrolet Camaro, which may hamper it on take-off and possibly through the corners, although I doubt this last concern being that the automakers SRT8 LX cars are superb when the road starts to wind. Possibly the reason for the Challengers increased length and width is because a longer and wider car gives off a sleeker profile, simply making the car look better, and the tall LX architecture doesnt allow for much modification in height. Good enough reason for me.

But while I feel that the new Challenger looks fabulous, even when standing still, I dont think that everyone will immediately warm to what is undoubtedly Chrysler Groups most retrospective creation yet, the previous Prowler and still current PT Cruiser being ultimately retro in theme, but when truly defining the term not representing actual vehicles from the automakers past. The Challenger couldnt be more obvious in paying homage to the most collectible Dodge ever, mind you, coated in
a brilliant orange paint scheme that in and of itself pulls me back three decades to a simpler time when dreaming about owning anything with four wheels, let alone a Challenger, was highest on my priority list.

While there will be plenty of young buyers, the new Challenger may not light up the hearts of North Americas youth the same way the “all-new” original did, although such a concern should hardly matter to Dodge. It will cause well-heeled boomers to quake at the knees, platinum cards trembling in arthritic fingers, extended against more prudent judgment by the need to connect with that same simpler era I just spoke about, that directly relates to their youth. How do I know? Because, as the years turn into decades, Im one of these; albeit at the tail end of the worlds largest, wealthiest, and most consumerist demographic. Im one of many that could easily buck up for this car, despite my houseful of kids, constant need for cargo space, and even despite having a garage filled with free press cars, insurance included.

So, in a nutshell, Chrysler Groups West Coast Pacifica Studio, where the Challenger concept was penned, got it right.

“During the development of the concept car,” commented Michael Castiglione, principal exterior designer, “we brought an actual 1970 Challenger into the studio. For me, that car symbolizes the most passionate era of automotive design.”

I have to agree with Castiglione, as the 1970 Challenger has long been one of my favorite muscle car designs, next to the Cuda of the same vintage - heck the 70 Cuda convertible (or 71 depending on who you believe) in Don Johnsons Nash Bridges series is the only reason that I ever watch the show.

But is the new car too retro? Thats a question that the Dodge product planners would like auto writers and show goers to answer for them before they give the go-ahead for production. Some will no doubt quip that Dodge should be looking to its future, not its past in charting new directions. But in reality, Ford couldnt sell 165,000 front-wheel drive Probes per year, or even half that many, but it could sell more retro-styled Mustangs if only it could keep up to production. In other words, in the muscle car segment at least, legendary nameplates styled similarly to their forebears sell big time.

“We wanted to stay pure,” added Castiglione, “with simple, minimal line work, but with everything just right.”

To me, the Challenger may be retro, but the differences between the original and this new iteration are enough to bring it safely into the modern world. Take the all-important grille design, for instance. First of all, its great to see Dodge stretch from beyond its Viper-derived “crosshair” styling theme to something different, just for the sake of being different. Oh, dont think that Im blind, as I can see that the crosshair is still in there, but with the Challenger its a subtle chrome-trimmed insert rather than the in-your-face body-color design dominator attached to the front of the Magnum and Charger, allowing the new concepts simple horizontal lines to shine through. And comparing it side by side with the old car makes it easy to see that the two grille designs have little in common with each other, other than the overall rectangular shape of the car-width recessed cutout. Really, the quad circular headlamps probably do more to conjure up images of the classic Challenger than anything else, the outboard lenses set forward while the “six-shooter” inboard bulbs set slightly rearward, and how sweet it is to see a set of four simple, round headlamps on a modern car.

The hood rides higher than the original, which only makes sense considering the more sophisticated short/long-arm suspension setup, rack and pinion steering system, not to mention all the new-age regulations designed not only to protect occupants via crash protection crumple zones and the like, but also because of softly-shaped metal and plastic exterior panels engineered to absorb and incur less damage to pedestrians who might get in front of an overzealous or merely incompetent pony car driver.

For this reason the bumpers feature no guards, designed to be flush with the rest of the body. It also makes for a clean appearance.

“This is something we would have loved to do on the original Challenger,” commented Jeff Godshall, who incidentally was a young designer in the Dodge Exterior studio when the first Challenger was created, “but the technology just wasnt there. With the Challenger concept, however, the Pacifica Studio designers are able to realize what we wanted in our perfect world.”

Atop the hood are two additional retro design cues, twin diagonal air scoops that borrow heavily from the original Challenger “performance hood”. Now the vents are functional, mind you, featuring butterfly-valve intakes directing air into the engine.

I think the most obvious character trait linking old and new designs is the sharply angled C-pillar and rear quarter window design, plus the fact theres no intrusive B-pillar to clutter up the elegant lines. These details, combined with the profile of a dramatically raked rear window, pulls forward a design cue that hasnt been seen for 30-some years.

In reality, compared to the 1970 car, the new concepts greenhouse is longer, its windshield and rear window swept rearward and forward more aggressively, and side glass narrower, in true LX tradition. Also unlike the original, all glass is now set flush with the body panels with no need for moldings, modern manufacturing methods and new materials becoming apparent once again.

The taller hood and front fenders naturally blend into strong, broad shoulder lines, which lead to their finality atop a much taller rear decklid than the 70s muscle car. I find the taller presence gives the Challenger a meatier appearance overall, and with that one that fits seamlessly within Dodges brash, unabashed image.

From the rear end, theres no mistaking where the designers found the muse for the Challenger concepts quad rectangular tailpipes and thin horizontal strip of neon-infused lighting. No doubt the carbon fibre surrounds wont see production, unless Mopar decides to offer them as OEM aftermarket upgrades, while a similar scenario is obvious for the carbon fiber hood.

By the way, those cool black stripes and HEMI 6.1 insignias on the hood arent decals, but rather are the result of exposed carbon fiber gleaming through from where the bright Orange Pearl exterior paint isnt applied. How much would that cost? Let me count the thousands, which again is why such an item wouldnt be available from the factory - but it is fun to dream.

And thats exactly what the designers and engineers who worked on this concept did, dreaming up the ideal answer to the modern muscle car question. Truly, it pulls memories of all that was good about the 1970s car, but leaves out antiquated “imperfections like the old cars tucked-under wheels, long front overhang and imperfect fits,” or so says Tom Tremont, Vice President - Advanced Vehicle Design.

This is especially true of the concepts stunning interior. It captures 70s themes, no doubt, such as the horizontally ribbed seats, a tightly
clustered, high-mounted instrument package with cylindrical dials, small and seemingly insignificant audio and HVAC head unit, a row of toggles on the center stack, and the aforementioned pistol grip shifter, but unlike the past this new Challenger makes sure that those seats, now covered in leather instead of vinyl, are designed for comfort and superior lateral support, that the instrument panel features electronic gauges with integrated telemetry, showing stats for 0 to 60 times, quarter mile time and speed, top-speed overall and top-speed for each of the six forward gears, to be displayed in the large, left-side dial, immediately available to the performance-minded enthusiast.

“We designed the in-your-face gauge holes to appear as if you are looking down into the engine cylinders with the head off,” commented Alan Barrington, principal interior designer.

Interior surfaces are highlighted by bright satin metal but mostly covered in plastic, the latter hopefully of the soft-touch, high-quality variety, so that those same boomers Dodge is trying to attract, who are now driving BMWs and other high-priced premium cars, wont be turned off by cheap execution.

“Though the 1970 model was looked to for inspiration, we wanted to capture the memory of that car, but expressed in more contemporary surfaces, materials and textures,” added Barrington.

You may not now, as I previously didnt, that the original Challenger was the first car to incorporate injection-molded door trim panels, now a common practice, so the design team paid special attention to the doors.

“We imagined that the door panel was a billet of aluminum covered with a dark rubberized material,” Barrington commented. “Then we cut into it to create a silver trapezoidal cove for the armrest.”

The rear seat is reportedly large enough for adult passengers to sit comfortably, unlike the original, which bodes well for acceptance in an “active lifestyle” market. But then again, the Challenger will hardly be the only conducive to living a life mixed up with mundane cho enjoyable car in someones garage. Rather, it will sit alongside Pacificas, Durangos and Caravans, and in some cases, Magnums; vehicles that are moreres and, hopefully, morerecreation.

To some, however, the most enjoyable recreation of all is running a car flat-out on an unpopulated back road or racetrack, and for this the Challenger will be ideal. And with that I wont make the usual plea for a given automaker to “build it”, because, as you are probably aware, Dodge will build it. In morerecent years the automaker has almost always built its good ideas, with the exception of some that never saw the light of day due to financial restraints. Such problems dont plague Auburn Hills anymore, however, so it will live. Mark my words.

In my mind theres only one thing wrong with the new Challenger, its name. While I love the way it flows off the tongue as much as the many memories it conjures up, a challenger always ranks lower than a champion.

Of course, coming close to selling as many Mustangs as Dearborn has been able to over the past year would make the new coupe a champion in Dodges books, and the smiles on the faces of those new Challenger owners as they blow past hoards of pony car hopefuls on twisty back roads will make them feel like winners too. So whats in a name? Folks always root harder for the up-and-comer anyway.