The New 2011 Challenger Rallye is now the car to buy. I held off buying one until now because the old V6 engine was a slug. This new Pentastar V6 engine with over 300 HP and over 260 lb-feet of torqe is the smoothest thing since satin coats, which by the way would look great on anybody driving a 70's flashback car like the Challenger. let's also talk power! This engine will throw you back in your seats all the while growling like a angry puppy. This engine is loving this car. Hemi's are great but let's talk insurance premiums and 5 dollar gas plus city traffic. The Challenger Rallye is the complete muscle car of the future because it lives the part and gets 29 mpg on highway.
I waited 3 years for the Pentastar and it was well-worth the patience. The engine delivers exceptionally smooth performance from idle all the way to redline. Combined with a cabin that is very quiet, you'd almost think that the engine was turned-off while stopped at an intersection or light; I asked the salesman if the car had some sort of "engine shutdown" feature during the initial test-drive. The big letdown is the 5-speed automatic, which lags badly when you need instant throttle response. Excellent engine, not-so-great gearbox. The Rallye Super Sport repsresents a good value with interior, suspension, steering, braking, and axle-ratio upgrades.
I own the Toxic Orange v6 Ralley with the track pack and upgraded stereo. The track pack added loads of torque and will throw my head back when pushed. Just a tap on the accelerator at the light is all that is needed to leave most behind. The interior is well layed out with the cabin insulation excellent. The seats are extremely comfortable and the radio will blow ones ears off. While in the car the v6 can not be heard at idle but makes a nice throaty sound at the exhaust and when pushed has a very nice roar. The ride is very smooth and makes a nice freeway cruiser but handles well within traffic and on residential streets. Overall one of the best retro muscle cars if not the best.
Purchased July 2011, have 17k miles on the hub with NO problems in quality, performance & reliability. Added a CAI and HHO to the V6 and it came alive after 8k miles of break in. For a V6 it turns 0 - 60 in 6sec flat all day long. It will bury the needle with a little effort approaching the 140mph mark. Dodge did it "RIGHT" with this combination. Can honestly admit that the Challenger can hang with the Mustang or Camero of equal equipment any day of the week and in most cases walk away in second gear and never look back.
I do have to start this out by saying, I LOVE my car!! Pure white V8, super classic looking!! From when I drove from Michigan to Ohio to pick the car up this has been by far the WORST relationship I have ever had with a company. And I mean you Chrysler!! From the dealer I picked the car up at to this very day with customer service on the phone. Listed issues: Electrical: steering, dash, headlights, blower system, windows, locks Body: Doors, hinges, molding, paint, trim, R/T badge, front bumper ass. Mechanical: trans, steering, exhaust
$44,680 (includes destination and gas-guzzler tax)
Options on test vehicle
392 Inaugural Edition Package ($1,995 -- includes dual white center stripes, leather seats with stripes, polished 20-by-9-inch wheels with black accents, Mopar quad exhaust); Media Center 430N ($395 -- includes Sirius travel link with 1-year service, Sirius Satellite Radio, Garmin navigation system, 6.5-inch touchscreen display, 30GB hard drive with 4,250-song capacity); Five-Speed Automatic Transmission ($995); Power Sunroof ($950); SRT Option Group II ($695 -- includes 13 Kicker high-performance speakers, 200-watt Kicker subwoofer, 322-watt Kicker amplifier); Front 245/45ZR20 and Rear 255/45ZR20 Performance Tires ($100).
Naturally aspirated, port-injected, V8, gasoline with cylinder deactivation
6,424cc (392 cu-in)
Pushrod, two valves per cylinder with hydraulic lifters, variable cam timing
Compression ration (x:1)
Horsepower (hp @ rpm)
470 @ 6,000
Torque (lb-ft @ rpm)
470 @ 4,200
Five-speed automatic with console shifter
Transmission and axle ratios (x:1)
I = 3.59; II = 2.19; III = 1.41; IV = 1.00; V = 0.83; Final drive = 3.06
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 Drive mode it banged into the rev limiter once before shifting from 1st to 2nd.
Pedal is nice and firm. Stopping distances were short and remained consistent, as did the pedal feel and pedal travel even after repeated runs.
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 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.