2019 Dodge Challenger

2019 Dodge Challenger videos

Ford Mustang Shelby GT500 vs. Dodge Challenger Hellcat vs. Chevy Camaro ZL1 — Muscle-Car Comparison

CARLOS: In an Edmund's exclusive, here's the ultimate muscle car comparison. We've got the Chevy Camaro ZL1, Dodge Challenger Hellcat, and Ford Shelby GT500. These cars have never been as powerful or as capable. We have them outfitted in their highest performing configurations. The ZL1 one has the 1LE track package, the Hellcat is the Redeye wide body, in the GT500 has the carbon fiber track package. And they're all automatics, too. We've already done the drag race. Go watch that video if you haven't already. To do these cars justice in a proper comparison, we're going to find out which one's the fastest around a road course, which one's the most fun to drive, which one sounds the best, which one has the most useful interior, and which one does the baddest burn out. First, let's acknowledge our obvious biases. Kurt is a Ford owner. Elana lot as a dodge owner. And I'm a Chevy owner. ELANA: I also have a Plymouth and Pontiac. KURT: How are those brands doing? ELANA: Kurt, you are mean, but fair. The point is, it all cancels out. We're on an even playing field. CARLOS: So which one of these cars is the ultimate? Let's find out. All ELANA: Right we, have three extremely powerful cars behind us. And not only are they full of horses, they're also quite capable. Like, they can go around road horses, they're good on the street. But if we are going to call them muscle cars, there is one thing that they have to be able to do. KURT: Burnouts. CARLOS: Exactly. KURT: Yeah. CARLOS: So we're going to do this comparison up on the right foot by doing a burnout super test. Rules are simple, from a stop, start a burnout, and then go for distance. Longest burnout wins, but you can't use your brake pedal. This is a measurement of just pure, raw horsepower. If we see your brake lights, you're DQed, because science. ELANA: Yeah, I mean, burnout scientists say that. CARLOS: Yeah. KURT: Yeah. CARLOS: All right, stability control off, trac control off, manual mode engaged. I'm going to try to shift as manually through the gears, try to avoid red line. And we'll see how this goes. SPEAKER 4: Carlos in 3, 2, 1, go. CARLOS: That was weak. So the burnout won't carry through an up shift. You're basically limited to whatever first gear red lines at. Was just a practice run. SPEAKER 4: All right, Carlos. 3, 2, 1, go. That's a burnout. That's a burnout without brake use. Normally, you would use the brakes to of course, control the speed so you can do the longest burnout possible. But without brakes, that's a burnout. OK, I don't feel so embarrassed anymore. The trick, though, was to leave it in automatic and let the transmission shift itself. Because if I tried to shift manually, it would end the burnout. And the only thing that did-- well, it didn't do much of a burnout. The only thing it really did make me question my manliness. ELANA: Well, and also, like, whether or not you were truly an American. We were a little worried about you. CARLOS: I was worried myself. So we are still-- ELANA: I think you're still going a little. CARLOS: See some-- KURT: I'd say it ends we're right about here, because I don't really see anything past there. CARLOS: It's going to take a vote of two out of three. KURT: Yeah. ELANA: I mean, that's fine. Yeah, I can see it. CARLOS: 187 foot burnout. I'm OK with that. ELANA: I mean, it definitely gives us something to shoot for. KURT: All right, burnout time. I want everything turned off. And I'm going to get some wheel spin with the brakes, and then let it rip. I'm not going to shift it itself. I'm going to let it handle it. So wish me luck. SPEAKER 4: 3, 2, 1, go. KURT: Well, that was kind of spicy. Squirrelly. Not the best. ELANA: You know, Kurt, I was expecting more of a smoke show. I mean, it wasn't bad. CARLOS: Looks to me like it was worse than the Camaro. ELANA: Yeah, I have to say, the whole no brakes thing so that you can't really torque up on it and get them spinning, that's a hard rule. CARLOS: You know, but it's also-- that the only way to make it scientific, because you can probably drag the brakes, I'm thinking, and do a burn out for the entire duration of the straight. But it didn't look like that could do a standing burnout. KURT: I don't know what it is, but it just wouldn't really break the barriers loose, and I just kind of had to build up a little bit RPM and then just floor it. CARLOS: It seemed like you had to let the clutch engage. KURT: Kind of, sort of, yeah. CARLOS: And then you just rode out through first. But then you shifted into second, and it ended. KURT: As soon as it hit second, it hooked up, and the thing catapulted forward. CARLOS: Still seeing lines, though. ELANA: Yeah. KURT: Yeah, I mean, they're still there. CARLOS: They're just getting fainter. KURT: You know, the car does have a full tank of fuel. That's one weight. CARLOS: And we just ate lunch. KURT: I mean, that is burnout out science. CARLOS: Yeah. The funny thing is it looks like it resumes when you get it in a second. ELANA: Yeah. CARLOS: But it stopped here. ELANA: It counts. It brakes, it counts KURT: Yeah. CARLOS: Second gear burnouts are cool, but only if it continues. Longest continuous burnout. So we'll call it 124-- ELANA: 124, 125? CARLOS: Yeah. 124. KURT: I appreciate your generosity. ELANA: I'm excited and a little bit nervous. SRT mode. I'm going to use the same one I use for drag racing. And then let's get the traction control all the way Off SPEAKER 4: 3, 2, 1. CARLOS: Bravo. KURT: Yes. CARLOS: Bravo. KURT: Yes. ELANA: Does that count? KURT: Did that count? I like how polite you were led off after you trounced them. You were, I don't have to go any farther than this. CARLOS: You're a gracious winner. ELANA: I think it's my win. CARLOS: OK. You were a gracious winner. ELANA: I know but, it's just so fun. CARLOS: Yeah. What I like is it's not just the length. It's how dark the tire is relative to the Mustange and the Camaro. ELANA: You know why? Because that thing is heavy. And when it's sticking it down, it's sticking it down. CARLOS: I'm actually wondering if we have enough measuring tape. We may have to put down a marker somewhere and do some math afterwards. ELANA: I mean, at least there's no question about where it ends. You know, I was born here, but I feel like today is the day I truly became an American. CARLOS: Your birth certificate has just been laminated in the test. ELANA: They're going to put a picture of me in the White House. KURT: So we've gone way past where my mark. So 200 plus. Beyond 200. 200 plus. CARLOS: Should we call it? Give her 200 plus? ELANA: No, I want every single inch. CARLOS: You want every inch? ELANA: Yeah. CARLOS: That's going to take forever to reel that in, yeah. But-- KURT: I'm going to say-- and it almost keeps going. ELANA: No, it's like yours. It starts and it restarts. KURT: Right here. ELANA: Right here? CARLOS: We're pulling. KURT: So that's-- CARLOS: We'll call it 250. KURT: Yeah, let's just call it 250. CARLOS: Just because, what's the point of specificity at this point? KURT: Got down there. ELANA: Chuckle it up. Losers. KURT: That's going to be here forever. ELANA: I think they can see it from space. Before we go any further, guys, can we just-- can we just take a moment and process what's happening here? We have three cars, three American pony cars, with an average horsepower of-- CARLOS: 736. ELANA: You do that math in your head? CARLOS: I did it before. So smart. ELANA: He's super smart. But that's nuts. 736 is the average. You don't need a racing license. You don't need to have previously owned a lesser model from the same brand. Like, any one of us could just walk in-- if we had the money-- and then drive out in one of these. KURT: You're not old enough to buy a beer, but you're old enough to walk in and buy one of these cars. ELANA: That is very kind of you, Kurt, but I am actually over 21. CARLOS: Let's talk about what makes each one of these cars special, and let's start with the Dodge. ELANA: Sure, I mean, I did not expect to be standing here saying this but this 797 horsepower wide body Redeye Challenger is the least extreme car here. I mean, it doesn't have a giant carbon fiber wing. It doesn't have cool little arrow running all along the side. Even the hood, while functional, is kind of subtle compared to these two. And I think that's because both the Camaro and the Mustang are really focused on road course use. It's not that the Redeye isn't track-focused. It's just it's inspired by Dodge's barely legal drag racer. So the technology that's on it is more drag race focused, right? It's got like, a chiller and supercharger so that the air that goes in is really cool. So you can just keep running it-- at it all day long. Has great apps and infotainment systems so you can track all your quarter mile runs. Got a line lock. You can do great burnouts. It's got floor seats. You can put your whole family in it. It's got heated and vented seats, a heated steering wheel. Good radio. Like, you can just drive around and use it like a normal car. But it's not exactly the same usage plan as these two. CARLOS: Totally. The Camaro, I believe, is the underdog here. It's got the least power at 650. That's the bottom end of the spectrum in this comparison. It's the lightest. It has the least amount of interior space, has the least amount of visibility, too. Lowest price. And least treadwear. These tires have a treadwear rating of 100. ELANA: So that's just basically smooth, right? CARLOS: We're going to change them just after looking at them today. They're going to be done. But that speaks to the car's race track intentions, like you mentioned. It's got the 1LE track package, which gives it the wing, gives it the arrow on the front. And it gives it these really trick fixed dampers that are definitely for racetrack use, not for daily driveability comfort. This thing is firm. But it goes round racetracks really quickly. And it's still the least expensive car here. And in spite of that, it's got some really cool tech, like performance traction management, that really sophisticated stability control system that actually helps you drive faster. It's got an onboard video data logger it's got electronically control locking differential. You can get it with a manual-- ha, ha, ha. ELANA: OK, all right, yeah. CARLOS: And it's going to ask tested price that's 20 grand less than this Mustang. KURT: About the price-- we'll come back for the price. The Camaro is old and the Challenger is even older. So it is a brand new car, so you will pay a slight price premium. But it has the smallest engine, but it makes the second highest amount of horsepower. 760 horsepower from a 5.2 liter engine. This particular car is equipped with the carbon fiber track pack, which is why the price goes up over $94,000. But with that, you get these really tricked carbon fiber wheels. And to my memory, there are only two other cars in the world that use them right now. So-- CARLOS: And one of them is a Ferrari. KURT: Yes. ELANA: And is the other the Ford GT? CARLOS: Yep. KURT: Also part of the carbon fiber track pack is that cool rear wing and the lack of a rear seat. You can't be taken seriously if you have a rear seat. So this car is serious. It also has MagneRide shocks which are perfect. They handle the occasional track use or the constant track use. They handle highway driving. I think this car is the best all around performance car of the three. ELANA: All around performance car. Performance is great, don't get me wrong. But that's what track stuff, right? And how much time are you going to spend on the track versus on the street? CARLOS: The idea of a practicality test with these cars seems silly, but if you think about it, it makes sense, right? If you're going to take one of these cars, you're going to buy one of these cars, you're going to go to a track. You're going to go to a racetrack. And you're probably going to want a backup set of wheels and tires. Unless you have a trailer, those wheels and tires are going to need to go somewhere. ELANA: Like in the car. CARLOS: Yes. ELANA: Yeah. And I mean, I don't think it is silly to do a practicality test on these cars, because I really think that most of the people who buy them will have them on the street more than they'll have them on the track. For those folks, just pretend that these tires are groceries or babies. KURT: Those are big babies. CARLOS: We're going to try to fit as many wheels and tires into these cars as possible. Points for a number of wheels in tires that we can fit and the amount of time that we can get them all fit by. 3, 2, 1, go. ELANA: Oh yeah, we're going to be fine. KURT: Those are huge tires. CARLOS: They're big tires. ELANA: OK. I got this. I'll be fine. KURT: Yeah, let's help. CARLOS: Yeah. ELANA: Got that? KURT: I got it. ELANA: You think we can get two? KURT: No. CARLOS: Well, that doesn't matter, then. I think we get one in the back seat. You guys do the other backseat. KURT: OK. CARLOS: I'm glad we bagged these. ELANA: Let me get that for you. KURT: Thanks. Oh, you have a nice little power seat. Good. ELANA: Oh, do you not? KURT: Don't need it. Yet. ELANA: I mean, once I'm at the track-- CARLOS: And time. One minute, 21 seconds. ELANA: Beat that. There's no room for you guys in the car, so how am I going to get them out? CARLOS: All right, Kurt, 3, 2, 1. Go. ELANA: Whoa, that's a lot lighter. CARLOS: Don't help him. ELANA: But he helped me. CARLOS: Don't-- come on man. KURT: Fine. ELANA: Sorry, you're on your own, man. CARLOS: He gets the advantage of carbon fiber wheels. He has lots of interior space for a crushing weight. So the lack of a back seat is an advantage here. ELANA: Yeah. I think he's definitely going to be able to get two in the back and one in the front. CARLOS: Three wide. He might go three wide across the rear. I feel like a Sports Center caster. KURT: Can you guys shut up? CARLOS: Oh yeah, he's going to do three in the back. ELANA: No. CARLOS: This is a real Happy Gilmore moment right here. ELANA: This is wild. But what if it doesn't fit? CARLOS: He might actually-- that's a really-- ELANA: If it doesn't fit, he's-- CARLOS: If he's going to do all-- oh! Shut the door, shut the door, shut the door! Not only did you get all four in-- one minute, 16 seconds-- so you did it faster than we were able to do with the Challenger. ELANA: And you could bring a friend. CARLOS: But you passed so out of breath right now. KURT: Shut up. CARLOS: You are not running any races. KURT: Oh, no, I'm not. You're next. CARLOS: Oh boy. KURT: 3, 2 1. ELANA: Are we helping? CARLOS: This is going so badly. KURT: No. CARLOS: So badly. ELANA: It's actually half as big as it looks from the outside, and it looks small from the outside. CARLOS: Done. I think I've got this. KURT: He's at one already. CARLOS: We'll all go to the track together, right? KURT: Yeah. What are you doing? That's my seat. CARLOS: Done. Call it. KURT: One minute, 36 seconds. If you weren't last, we would probably disqualify you. ELANA: You didn't even shut the door. CARLOS: It's inside the vehicle. There was nothing in the rules about shutting things or being able to drive away. Camaro loses the practicality test. ELANA: Yeah, that's impractical. CARLOS: That's very impractical. KURT: It is one thing for these cars to look bad ass. But it's something else entirely they don't sound bad ass. CARLOS: We should measure this. KURT: Yeah. CARLOS: If only we had a sound expert. It's not revving above 3,000 RPM? It's in neutral. I've tried it in park. This wouldn't happen with a manual. ELANA: It'll only go to 4,000, and then it just stops you. I mean, how am I going to impress my neighbors with 4,000? KURT: Yeah, I don't have a limiter. It just let me rev all the way to 7,500 RPM. CARLOS: Mustang handily wins the sound competition. ELANA: It's almost like the Mustang engineers knew what people might want in a muscle car. CARLOS: Now we've got a winding track behind us. And we're not going to find out how fast they are-- we're not going to lap times just yet. But we're here to find out how these things drive as cars. Should you be afraid of them? ELANA: I mean, I think a lot of people are afraid of them because they are so powerful. But there's no reason to. I mean, they are surprisingly drivable. CARLOS: This is an important thing to find out, because even if you are going to race track, you still have to drive there and you have to drive home. So we're going to find out how they feel in that situation or on your favorite mountain road. ELANA: Is it a problem if my entire review of the Redeye is just me driving and giggling? This car is so fun. There is a lot of stuff that people can rightfully complain about. But that's not it. It's big. I mean, every time I go around a corner I'm slowing down, probably a lot more than Carlos and Kurt are going to have to in the Camaro and the Mustang, because I can feel all the weight of this car. But if you trust it, then sort of like a hippopotamus in ballet shoes-- it's capable of surprising grace. And also-- Oh my god. Whose idea was this? I'm sorry, I'm going to take this more seriously. These days, because there's no contemporary equivalent of say, the Chevelle, the pony cars have become muscle cars. And certainly, the Challenger meets all the definition of a muscle car which, is the company's biggest engine in its sort of sporty its midsize car. This is a midsize car and that is the biggest engine. 6.2 liters, a supercharger that is bigger than some engines, and of course, 797 horsepower. These seats are great. And they're huge. In fact, one of the things when you are on track is you kind of move around a little bit in them. They're not a tight fit. But when you're on the street, they're very, very comfortable and kind of plush. They're also heated and vented, which is an excellent luxury in a muscle car. As I go around this corner, visibility is not great. This is a big pillar. It is better than say, in the Camaro. And it's about equal to the Mustang. None of these cars are fantastic for seeing out of, because they're huge. They have these really long hoods. In the case of these performance versions, they have really high hoods, too. I mean, I'm sitting pretty high up just so that I can see over the bulges in the hood. If you're familiar with any of the Hellcats, there are three modes. There's sort of a street mode. They call it auto. A sport mode, which is really kind of more of a drag racing mode. Kind of gives you a lot more burnout in a straight line action. And then there's a track mode, which tightens everything up, makes the shift really hard. You can also make a custom mode, which is great, because if you like the sound and the shifts in track mode, but you like the steering better in straight mode, it's up to you, baby. You can do whatever you want. This car really does it best if you just let the speed automatic do all the work for you. Just don't try to second guess the machine. Let the robot win. Suspension-wise and like ride quality-wise, the Challenger absolutely destroys the other two. Or rather, the other two will destroy your kidneys and lower back, and the Challenger will be like sitting on the couch. So yes, this thing is huge. Compared to the other two cars, it's kind of a monster. But there's a benefit to that. And that benefit is a more comfortable ride and obviously, more space. I mean, the Mustang doesn't even have a backseat. And the Challenger-- heck, road trip it. I think if you put all three cars together and said which one most meets the definition of a muscle car, the Challenger would win, hands down. The other two at this point are almost sports cars. And then of course, sports cars have become super cars. Where will it end? Don't ever let it end. CARLOS: The Camaro ZL1 one on a winding track. We're going to treat this like a country road and talk about the things that make the Camaro ZL1 1LE fun to drive. There's a lot to talk about in that respect. Yes, this car lost the sound coolness tests and you know, barely squeaked by the usability test. But the way this thing drives remains its primary attribute. And I've got to admit, with the exhaust and track mode, when you're not trying to rev it while idle, it does sound very good in here. It's a deep baritone roar. It's not a lot of nuance to the sound. It's just sort of loud, and in your face, and brutish, and broad. But you got to admit, that sounds good. And we have a 10 speed automatic that can make shifts that quick. It's a weird situation because this supercharged V8 has such a broad torque delivery. And yet when you're really on it, the transmission is shifting, and RPMs are dropping in such small increments, that it's a weird experience. You never expect a car with this kind of power and this broad of a torque curve to be able to shift so quickly and only had the RPMs drop so much. I mean, this engine could be peakier and use that kind of a different characteristic of power. But I got to say, I enjoy this as is. Though I might enjoy it more if I had a manual. Hmm. So the 1LE track package imbues this car with a lot of really nice handling attributes. And they all relate back into the driving experience when on a mountain road. Of course, the tires need to be at temperature. That's a major issue with these cars, because these are race track-oriented tires. When these tires are cold, they are uncommunicative and they are slippery. This morning, it was in the mid 30s as we were driving into the track, and boy, did the tires have some trouble with merging on freeway and whatnot. But that's what you're getting into when you get a 1LE track package. You are buying the track package. You are opting in to that experience. That's OK. But when the tires are on, they start working really nicely with these shocks. These fixed spool valve damper shocks. The way the rest of the suspension is set up, it is highly adjustable for the weekend track we're at. But in the setting it's in now, it's also fine, too. Not compliant on the road. It's pretty firm, especially over bumps. It doesn't have nice adaptive dampers to soak up and adjust for comfort. This thing is all hardcore track use. But it ties all this car together. And you end up with a lot of confidence in this car, especially in the front end. That's important, because you have so much power. You need to be able to trust this thing to put the power down and let you get escape from corner to corner. It's a big deal. You get really nicely weighted confident steering. When the tires are working-- again, that's a caveat we keep referencing-- but when they're working, it feels really good. The Camaro shows its downsides in normal driving. You got a peek of that at the interior usability test or functionality tests, where we loaded these cars up with wheels and tires. There was no space left over at all. And that's a problem with the Camaro. The trunk aperture is tiny. This interior space feels tiny as well. The visibility outward is extremely poor. It's shocking how tight the view can be outside of this car. Also, when it comes to daily driving, I gotta say, the 10 speed automatic does come into its own. This transmission works great when you're pushing it really hard and when you're just tooling around town. It's when you're kind of doing the half way driving that it's not as responsive as the Mustang's dual clutch, which is very snappy and very crisp all the time. This is still a tremendous machine for road course use. And one that, ride comfort aside, is still civil enough for daily use. We still have heated and ventilated seats. I think this has heated steering wheel as well. You've still got good integration through your infotainment with Apple CarPlay, Android Auto. Although the screen does kind of look like it's tilted back in. That's always been an annoyance with Camaros. Still, ZL1 1LE is the best Camaro ever at its specific job, that race track use. And to say it's not as punishing as it could be on the road is quite a testament to its many skills and attributes. But just know what you're getting in for. There's a lot going on here. And for the money, I think this is an incredible value. KURT: The new Shelby GT500. So it's one thing to rip around in a car like this and drive it like a hooligan. But most of the time people drive these cars, they're not really going to be in track mode like I am right now. They're going to be in maybe sports, so let's drop that into sport, pop it out of manual mode, and just cruise around, and tell you what it's like to drive it. Obviously, it makes a lot of power. That 5.2 liter engine has a giant supercharger on it. Cranks out 760 horsepower. And yeah, it goes fast. There's no two ways about it. But what's really impressive about this engine is just how tractable it is. I mean, I'm kind of cruising around now and it's still friendly. It's quick to respond. And I've driven this car in traffic, and it could care less that you're in traffic. It's happy to burble along. And for an engine with this kind of power-- I continue to be impressed with modern engines. This engine should not be this easy to drive, and it is. Putting all this power to the ground is smooth because of a seven speed dual clutch automatic transmission. The other to use a more traditional automatic setup. But this is quick shifts, crisp, and not abrupt or jarring. It's still really responsive. Wow, listen to that. I mean, I want this in my everyday car. I'm going to put this into Normal mode now and just cruise around like a normal person. Now these are pretty good tires these are Michelin Pilot Sport Cup 2 tires. And that's compared to the ones on the Camaro, they're fairly run of the mill high performance tires. I mean, you can find these on any old Porsche 911. But these tires talk to you. And they have good grip when they're cold, they have good grip when they're warm. Every aspect of this car makes it a friendly car. And you can't say enough about it. In case you hadn't noticed from all the other pictures of this car, it has ginormous brakes on the front. It has the 16.5 inch brake rotors. And the calipers-- yeah, they're six-piston calipers, but they're gigantic six-piston calipers. A car like this shouldn't be this easy to drive at high speed. It shouldn't be this easy to drive at low speed. I think Ford's really found the GT500 sweet spot. I'd argue this is the most well rounded performing car of the group. You've got comfort when you want it, you've got speed when you want it. You got sound, you got quiet, you got everything. And if you've got the money, You should probably buy one of these. So we've had some fun. And ride over there is a road course. It's short, but it's fast. It should be fun. And I think we should do some time laps. ELANA: Well, if we do time laps, then we really need those to be consistent, so probably the same person should drive all three. CARLOS: Oh, dibs. Can't fight dibs! KURT: Come on, dude. ELANA: He's right, though. You can't fight dibs. KURT: I hate him. ELANA: Carlos, you ready? 3, 2, 1. Punch it, baby. KURT: I'm surprised that car turned. ELANA: They made an effort with it. And it also has steam rollers of rubber underneath it. KURT: Does it? Can I say across the line? ELANA: Yeah, do it. KURT: Is that trademarked? I have no idea if that's fast or not. ELANA: 38:37, Carlos. 3, 2, 1. go. KURT: He tried to get clever with launch control. ELANA: Do you feel like that worked for him? KURT: No. ELANA: I mean, I know he's tried to warm up these tires, because they are a lot fussier. KURT: This looks a bit faster. ELANA: It does look fast. 36:11. KURT: 2.2 something seconds faster. CARLOS: That launch control sucks. What happened? ELANA: That wasn't so hot. CARLOS: It was great, then it was bleh! It was like, what? What's going on? ELANA: Do you feel like you need to try it again? CARLOS: No, it's Chevy's problem. ELANA: Well, it was still faster than the Hellcat. CARLOS: Good. As physics would dictate. KURT: And it sounds decidedly less bad ass and the Hellcat does. CARLOS: I'll tell you what, though. best tires here. KURT: Yeah. ELANA: Pony Boy, you ready? 3, 2, 1. Go! CARLOS: Love that seven speed in the car. ELANA: I like how there's just a hint of supercharge. CARLOS: Yeah. KURT: Woo. Don't let him know. He'll just get a big hit on the. Camaro CARLOS: How did I do? ELANA: I believe your car won because that was a 36:27. KURT: Do I leave the Camaro now? CARLOS: Even with a bad launch? KURT: Yeah. Those tires, man. Those tires. CARLOS: OK, let's recap. Winner of the test numbers, Ford. Winner of the burnout. ELANA: I vaguely remember the Challenger doing pretty well there. CARLOS: Utility, board. KURT: Sound board. Fun on the mountain road? Three way tie? ELANA: Yeah. I mean, I think we all had fun. CARLOS: Three way tie. Time to hot laps? KURT: Oh, Camaro. That's its job. ELANA: Yeah, I don't think you need to be super good at math to figure out that the Mustang handily takes us. And I would be mad-- I mean, I wanted the Challenger to win, It's so fun. It should be celebrated for that. But it's had its time at the. Top and if it inspired something as good as the Mustang, I mean, I feel kind of proud about that. I don't think it takes anything away from the Camaro or the challenger to recognize how good the Mustang is. CARLOS: Yeah, all three of these cars are really good at their specific jobs, right? The Challenger is a factory. The Camaro takes road racing very seriously. People who are really into going around racetracks fast and don't want to spend a lot of money, the Camaro 1LE ZL1 is an incredible value. But still, you gotta acknowledge what that GT-500 delivers. KURT: I'm shocked at just how well-rounded it is. I mean, previous iterations of the GT500 have been really fast and they've been really loud, but they just haven't had the breadth, the practicality, and handling ability that this new one has. And it is brand new. Both of those other cars have been around for a while. So Ford has had a chance to look at them and learn from them. But it's just-- it's such an impressive car. CARLOS: And not only is it the ultimate muscle car, it makes you re-evaluate what your expectations are for a muscle car. And that's why it easily wins this comparison. ELANA: Yeah, no question. KURT: Yeah, I agree. CARLOS: So thanks for watching. Please be sure to subscribe, like, and visit Edmunds for all your car shopping needs, helping you pick the right car at the right price. You guys remember the M4? ELANA: Vaguely. KURT: Oh yeah ELANA: Like, Supra wasn't that a car. CARLOS: It wasn't even that long ago. KURT: No. CARLOS: AMX. I think they make those anymore. ELANA: Pontiac Firebird? KURT: Cuda.

What do you get when you have a Chevrolet Camaro ZL1 1LE, a Dodge Challenger Hellcat Redeye Widebody and a Ford Mustang Shelby GT500? The ultimate muscle-car comparison. The Camaro ZL1 and the Challenger Hellcat are established players in this space, but the arrival of the GT500 resets expectations from modern muscle cars. The ZL1 1LE is a hardcore racetrack-oriented beast, while the Hellcat Redeye has the bragging rights of 800 hp and comfort for the daily commute. What does the GT500 add to this trio? Watch and find out.

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