Как пишется додж челленджер на английском

Dodge Challenger
2015 Challenger SRT 392
Overview
Manufacturer	Dodge[a]
Production	1969–1974 1977–1983 2008–present
Model years	1970–1974 1978–1983 2008–present

The Dodge Challenger is the name of three different generations of automobiles (two of those being pony cars) produced by American automobile manufacturer Dodge. However, the first use of the Challenger name by Dodge was in 1959 for marketing a «value version» of the full-sized Coronet Silver Challenger.

From model years 1970 to 1974, the first generation Dodge Challenger pony car was built using the Chrysler E platform in hardtop and convertible body styles sharing major components with the Plymouth Barracuda.^[1]

The second generation, from model years 1978 to 1983, was a badge engineered Mitsubishi Galant Lambda, a coupe version of an economical compact car.

The third and current generation is a pony car that was introduced in early 2008 originally as a rival to the evolved fifth generation Ford Mustang and the fifth generation Chevrolet Camaro.^[2]

In November 2021, Stellantis announced that 2023 model year would be the final model year for both the LD Dodge Charger and LA Dodge Challenger, as the company will focus its future plans on electric vehicles rather than fossil fuel powered vehicles, especially with tougher automotive emissions standards of being rolled out and required by the Environmental Protection Agency for the 2023 model year.^[3]

First generation (1970–1974)[edit]

First generation
1970 Challenger R/T with a 440-cubic inch engine
Overview
Production	September 1969–1974
Model years	1970–1974
Assembly	Hamtramck, Michigan Los Angeles, California
Designer	Carl Cameron (1968)
Body and chassis
Class	Pony car, Muscle car (S)
Body style	2-door hardtop 2-door coupe 2-door convertible
Layout	Front engine, rear-wheel-drive
Platform	E-body
Related	Plymouth Barracuda
Powertrain
Engine	198 cu in (3.2 L) Slant-6 I6 225 cu in (3.7 L) Slant-6 I6 318 cu in (5.2 L) LA V8 340 cu in (5.6 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.3 L) B V8 426 cu in (7.0 L) Hemi V8 440 cu in (7.2 L) RB V8
Transmission	3- or 4-speed manual 3-speed TorqueFlite automatic
Dimensions
Wheelbase	110 in (2,800 mm)
Length	191.3 in (4,860 mm)[4]
Width	76.1 in (1,930 mm)
Height	50.9 in (1,290 mm)

Introduced in fall 1969 for the 1970 model year,^[5] the Challenger was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. Positioned to compete against the Mercury Cougar and Pontiac Firebird in the upper end of the pony car market segment,^[6] it was «a rather late response» to the Ford Mustang, which debuted in April 1964.^[7] Even so, Chrysler intended the new Challenger as the most potent pony car ever,^[8] and like the less expensive Barracuda, it was available in a staggering number of trim and option levels, and with virtually every engine in Chrysler’s inventory.^[9]

The first usage of the «challenger» name was for a trim package in 1959 called the Dodge Silver Challenger which was a two-door coupe only.

The Challenger’s longer wheelbase, larger dimensions, and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise, a bigger, more luxurious, and more expensive pony car aimed at affluent young American buyers.^[10] The 110 in (2,800 mm) wheelbase was 2 in (51 mm) longer than the Barracuda’s, and the Dodge differed substantially in its sheetmetal, much as the Cougar differed from the shorter-wheelbase Mustang. Air conditioning and a rear window defogger were optional.^[11] With 1971 being the sole exception, the front ends of both cars differed from each other in that the Challenger had four headlights and the Barracuda had only two; a trend replicated by offerings from Chrysler’s rivals.

The exterior design was penned by Carl Cameron, who was also responsible for the exterior designs of the 1966 Dodge Charger. Cameron based the 1970 Challenger grille on an older sketch of a stillborn 1966 Charger prototype that was to have a turbine engine. The pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and though sales rose for the 1973 model year with over 27,800 cars being sold, Challenger production ceased midway through the 1974 model year. A total of 165,437 first-generation Challengers were sold.

Model years[edit]

1970[edit]

For its introductory model year the Challenger was available in two series, Challenger and Challenger R/T, and three models, two-door hardtop, Special Edition two-door hardtop, or convertible.^{[12][better source needed]} The base model was the Challenger with either an inline-6 or V8 engine. The Special Edition hardtop, available on either the base Challenger or on the R/T, added a number of appearance, convenience, and comfort features.^[13] Produced for the 1970 model year only, this more luxurious SE specification included as standard a vinyl roof with a «SE» medallions on the pillars, a smaller «formal» rear window, leather and vinyl bucket seats, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts).^[14] The standard engine on the base model was a 225 cu in (3.7 L) Straight-6. The standard engine on the higher trim models was a 318 cu in (5.2 L) V8 with a 2-barrel carburetor. For 1970, the optional engines included the 340 and 383 cu in (5.6 and 6.3 L), as well as the 440 and 426 cu in (7.2 and 7.0 L) V8s, all with a standard 3-speed manual transmission, except for the 290 hp (216.3 kW) 383 cu in. engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 cu in (3.7 L) Inline-6 and the 2-barrel 383 cu in (6.3 L) V8.

The performance model was the Challenger R/T (Road/Track), with a 383 cu in (6.3 L) «Magnum» V8, rated at 335 hp (250 kW); 300 hp (224 kW) for 1971, due to a drop in compression. The standard transmission was a 3-speed manual. Optional R/T engines were the 375 hp (280 kW) 440 cu in (7.2 L) Magnum, the 390 hp (291 kW) 440 cu in (7.2 L) Six-Pack and the 426 cu in (7.0 L) Hemi rated at 425 hp (431 PS; 317 kW) at 5,000 rpm and 490 lb⋅ft (664 N⋅m) of torque at 4,000 rpm. The R/T was available in either the hardtop or convertible. The Challenger R/T came with a Rallye instrument cluster that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer and an oil pressure gauge.^[15] The shaker hood scoop was not available after 1971.

A mid-year introduction was the low-priced Challenger Deputy, a coupe with fixed rear quarter windows and stripped of some of the base car’s trim, however, the fixed rear side glass is the most notable identifier.
The «Western Sport Special» was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Sport Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release.^{[citation needed]}

The 1970 Dodge Challenger T/A[edit]

A special model only available for the 1970 model year was the Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America’s Trans American Sedan Championship Trans Am, Dodge built a street version of its race car (just like Plymouth with its Plymouth ‘Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 hp (216 kW), only 15 hp (11 kW) more than the original 340 engine (which also had the same rating as the Camaro Z/28 and Ford Boss 302 Mustang). Air came in through a suitcase-sized air scoop molded into the pinned-down, hinged matte-black fiberglass hood. A low-restriction dual-outlet exhaust ran to the stock muffler location, then reversed direction to exit in chrome-tipped «megaphone» outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gear ratios, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy-duty parts and increased the rate of the rear springs. The T/A was one of the first U.S. muscle cars to fit different size tires at the front and rear: E60x15 Goodyear Polyglas in the front, and G60x15 on the rear axle.^[16][17] The modified chamber elevated the tail enough to clear the rear tires and its side exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler were also included. The interior was identical to other Challengers.

Dodge contracted Ray Caldwell’s Autodynamics in Marblehead, Massachusetts to run the factory Trans-Am team. Sam Posey drove the No.77 «sub-lime» painted car that Caldwell’s team built from a car taken off a local dealer’s showroom floor. When the No.76 was completed mid-season from a chassis provided by Dan Gurney’s All American Racers, Posey alternated between the two. Both cars ran the final two races, with Posey in the #77. Ronnie Bucknum drove the No.76 at Seattle Washington, and Tony Adamowicz drove it at Riverside, California.

The Challenger T/A’s scored a few top-three finishes, but lack of a development budget and the short-lived Keith Black built 303 cu in (5.0 L) engines led to Dodge leaving the series at season’s end. The street version suffered from severe understeer in fast corners, largely due to the smaller front tires. A total of 2,399 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in advertising, but was not produced since Dodge had withdrawn from the race series.

1971[edit]

For the 1971 model year the Challenger Coupe became the entry-level model, with either a straight-six or V8 engine. Like the Challenger Deputy it replaced, it had fixed rear quarter windows and a basic black steering wheel with horn button.^[18]

1972[edit]

For the 1972 model year, the options lists (both for performance and appearance/convenience items) had been drastically cut back. The convertible version (though a sunroof was made available), most interior upgrade options (in particular leather seats), comfort/convenience items (in particular power windows and power seats), and all the big-block engine options were gone. The R/T series was replaced by the Challenger Rallye series. The Rallye model featured four simulated vents on the front fenders, from which exited matte black strobe tape stripes. Engine choices were down to three: the 225 cu in (3.7 L) slant-6, 318 cu in (5.2 L) V8, and a 340 cu in (5.6 L) V8 that was equipped with a 4-barrel carburetor, dual exhausts, as well as a performance-oriented camshaft and heads. All three engines were detuned to lower compression ratios in order to run on lead-free gasoline, and the horsepower ratings were lowered to reflect the more accurate Society of Automotive Engineers (SAE) net horsepower calculations. Each engine could be mated to a 3-speed manual or automatic transmission, while the 340 could also be equipped with a 4-speed manual if so ordered. The performance axle ratios were also gone except for a 3.55 sure grip which could only be had with the 340 and the heavy-duty suspension.^[19] The 1972 models also received a new grille that extended beneath the front bumper, as well as new rear tail-lights. Toward the end of the 1971 model year, a few convertibles were made with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). The only way to ascertain these 1972 Challenger convertibles is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an «R», which designates «Special Meaning» (in this case, a TV ‘special promotions’ car).

1973–1974[edit]

The 1972 grille and tail-light arrangement were carried over for the 1973 (and 1974) model years, and the mandatory 5 mph bumpers were added. While the 225 cu in (3.7 L) six-cylinder engine was dropped, (leaving just the two V8s), all option lists otherwise were carry-overs from 1972.

For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version offering 245 hp (183 kW), but the pony car market had fallen off and production of Challengers ceased in late April 1974.

Cosmetic variations[edit]

Although the body style remained the same throughout the Challenger’s five-year run, there were two notable changes to the front grille. The 1971 models had a «split» grille, while 1972 introduced a design that extended the grille (nicknamed the «sad-mouth») beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush-mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding «5 mph (8.0 km/h)» bumpers (with a rubber-type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5 mph (8.0 km/h) rear impact law. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

Collectibility[edit]

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.^[9] With a low total production, as well as low survivability over the years, any Challenger is worth a substantial amount of money. In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a «great» year, 1971 was a «good» one, and then «three progressively lousier ones» (1972–1974).^[9]

Export markets[edit]

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specifications. There are few AMAG cars still in existence. From a collector’s point of view, these cars are very desirable. Today, fewer than five Swiss Challengers are known to exist in North America.^[20]

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France.

Engines[edit]

The SAE gross horsepower ratings were determined testing the engine with no accessories, no air cleaner, or open dyno headers. In 1971 compression ratios were reduced in performance engines, except the 426 cu in (7.0 L) and the high performance 440 cu in (7.2 L), to accommodate regular gasoline. 1971 was the last year for the 426 cu in (7.0 L) Hemi.

Engine type	Engine family	Displacement and name	Code	Carburetor	Exhaust	Compression ratio	Years	Power hp (kW)	Notes
I6	Chrysler Slant-6	198 cu in (3.2 L)	B	1-barrel	Single	8.4:1	1971	125 (93) SAE gross, 105 (78) SAE net	Challenger Coupe only
225 cu in (3.7 L)	C	8.4:1	1970	145 (108) SAE gross
1971–72	145 (108) SAE gross, 110 (82) SAE net
V8	Chrysler LA	318 cu in (5.2 L)	G	2-barrel	Single	8.8:1	1970	230 (172) SAE gross
8.6:1	1971–72	230 (172) SAE gross, 155 (116) SAE net	Standard on 1972 Challenger Rallye
8.6:1	1973–74	150 (112) SAE net
340 cu in (5.6 L)	H	4-barrel	Dual	10.5:1	1970	275 (205) SAE gross	N/A on Challenger R/T
10.3:1	1971	275 (205) SAE gross, 235 (175) SAE net	No cost option on Challenger R/T
8.5:1	1972–73	240 (179) SAE net
340 cu in (5.6 L) Six Pack	J	3× 2-barrel	Dual		1970	290 (216) SAE gross	Challenger T/A only
360 cu in (5.9 L)	L	4-barrel	Dual	8.2:1	1974	245 (183) SAE net
Chrysler B	383 cu in (6.3 L)	L	2-barrel	Single	8.7:1	1970	290 (216) SAE gross	N/A on Challenger R/T
8.5:1	1971	275 (205) SAE gross, 190 (142) SAE net
383 cu in (6.3 L) Magnum	N	4-barrel	Dual	9.5:1	1970	330 (246) SAE gross	N/A on Challenger R/T
335 (250) SAE gross	Standard on Challenger R/T
8.5:1	1971	300 (224) SAE gross, 250 (186) SAE net	Standard on Challenger R/T
Chrysler RB	440 cu in (7.2 L) Magnum	U	4-barrel	Dual	9.7:1	1970	375 (280) SAE gross	Challenger R/T only
440 cu in (7.2 L) Six Pack	V	3× 2-barrel	Dual	10.5:1	1970	390 (291) SAE gross	Challenger R/T only
10.3:1	1971	385 (287) SAE gross, 340 (254) SAE net
Chrysler Hemi	426 cu in (7.0 L) Hemi	R	2× 4-barrel	Dual	10.25:1	1970	425 (317) SAE gross	Challenger R/T only
10.2:1	1971	425 (317) SAE gross, 350 (261) SAE net

Production numbers[edit]

Year	Variant	Model	Production	Total
1970	I6	Hardtop	9,929	76,935
Special Edition	350
Convertible	378
V8	Hardtop	36,951
Special Edition	5,873
Convertible	2,543
R/T Hardtop	13,796
R/T Special Edition	3,753
R/T Convertible	963
T/A	2,539
1971	I6	Hardtop	1,672	26,299
Convertible	83
V8	Hardtop	18,956
Convertible	1,774
R/T	3,814
1972	I6	Hardtop	842	22,919
V8	15,175
Rallye	6,902
1973	V8	Hardtop	27,930	27,930
1974	V8	Hardtop	11,354	11,354

Second generation (1978–1983)[edit]

Second generation
1981 Challenger X
Overview
Production	1977–1983
Model years	1978–1983
Assembly	Japan: Okazaki, Aichi (Mitsubishi Motors, Okazaki Plant)
Body and chassis
Class	Subcompact car
Body style	2-door hardtop/notchback coupe
Layout	Front engine, rear-wheel-drive
Related	Mitsubishi Galant Lambda Plymouth Sapporo
Powertrain
Engine	1.6 L (98 cu in) 4G32 I4 2.6 L (160 cu in) 4G54 I4
Transmission	5-speed manual 3-speed automatic
Dimensions
Wheelbase	2,530 mm (99.6 in)
Length	4,525 mm (178.1 in)
Width	1,675 mm (65.9 in)
Height	1,345–1,355 mm (53.0–53.3 in)

Beginning with the 1978 model year, Dodge marketed a rebadged variant of the early Mitsubishi Galant Lambda coupe, as the Dodge Challenger — through Dodge dealers as a captive import, originally as the «Dodge Colt Challenger».^[21] Chrysler’s Plymouth brand marketed its own rebadged variant as the Plymouth Sapporo, and a rebadged variant was marketed overseas as the Mitsubishi Sapporo/Scorpion and sold.

Both the Sapporo and Challenger were redesigned in 1981 with revised bodywork and increased foot room, head room, trunk capacity and sound-proofing.^[22] Both cars were marketed until 1983, when they were replaced by the Conquest using the same rear-wheel-drive platform through 1989, and in 1984 by the front-wheel-drive Laser and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had smaller engines, a 1.6 L inline-four and a 2.6 L inline-four instead of the slant-6 and V8 engines of the original Challenger models. The engines were rated at power outputs of 77–105 hp (57–78 kW).^[21] Mitsubishi pioneered the use of balance shafts to help damp engine vibrations.

Third generation (2008–present)[edit]

Third generation
2016 Challenger SRT Hellcat
Overview
Production	April 2008–present
Model years	2008–present
Assembly	Canada: Brampton, Ontario (Brampton Assembly)[23]
Designer	Michael Castiglione and Alan Barrington (2004–2005)[24]
Body and chassis
Class	Muscle car (S) Full-size car (E)
Body style	2-door notchback coupe
Layout	Front-engine, rear-wheel-drive Front engine, all-wheel-drive
Platform	Chrysler LC (2008–2014) Chrysler LA (2015–present)
Related	Chrysler 300 Dodge Charger Dodge Magnum
Powertrain
Engine	3.5 L (215 cu in) SOHC V6 (2009–2010) 3.6 L (220 cu in) Pentastar DOHC V6 (2011–present) 5.7 L (345 cu in) HEMI OHV V8 (2009–present) 6.1 L (370 cu in) HEMI OHV V8 (2008–2010) 6.2 L (376 cu in) Hellcat OHV supercharged V8 (2015–present) 6.2 L (376 cu in) Demon Hemi OHV supercharged V8 (2018) 6.4 L (392 cu in) HEMI OHV V8 (2011–present)
Transmission	4-speed automatic 42RLE (2009) 5-speed automatic W5A580 (2008–2014) 8-speed automatic 845RE, 8HP70, 8HP90 (2015–present) 6-speed manual Tremec TR6060 (2008–present)
Dimensions
Wheelbase	116.0 in (2,946 mm)
Length	197.7 in (5,022 mm)
Width	75.7 in (1,923 mm)
Height	55.7–57.5 in (1,415–1,460 mm)
Curb weight	3,834 lb (1,739 kg) (SXT)[25] 4,100 lb (1,860 kg) (R/T)[26] 4,226 lb (1,917 kg) (Scat Pack)[27] 4,469 lb (2,027 kg) (SRT Hellcat)[28] 4,254 lb (1,930 kg) (SRT Demon)

In late 2005, Dodge teased spy photos of the Dodge Challenger prototype on the internet and it was announced on November 21, 2005, showing an official drawing sketch of the vehicle.^[29] The Dodge Challenger Concept was unveiled at the 2006 North American International Auto Show and was a preview for the 3rd generation Dodge Challenger that started its production in 2008. Many design cues of the Dodge Challenger Concept were adapted from the 1970 Dodge Challenger R/T.

Initial release[edit]

On December 3, 2007, Chrysler started taking deposits for the 3rd-generation Dodge Challenger which debuted on February 6, 2008, simultaneously at the Chicago Auto Show^[30] and Philadelphia International Auto Show. Listing at US$40,095, the new version was a 2-door notchback coupe (seating 5 passengers with over 33 cubic feet (930 L) of rear passenger volume) which shared common design elements with the first generation Challenger, despite being significantly longer and taller. As with Chevrolet’s new Camaro, the Challenger concept car’s pillarless hardtop body was replaced with a fixed «B» pillar, hidden behind the side glass to give an illusion of the hardtop. A convertible version was planned, but cancelled over concerns with weight and a low market demand for convertibles.^[31] The LC chassis is a modified (shortened wheelbase) version of the LX platform that underpins the Dodge Charger (LX), Dodge Magnum, and the Chrysler 300. The LX was developed in America from the previous Chrysler LH platform, which had been designed to allow it to be easily upgraded to rear and all-wheel drive. Many Mercedes components were incorporated, or used for inspiration,^[32][33] including the Mercedes-Benz W220 S-class control arm front suspension, the Mercedes-Benz W211 E-Class 5-link rear suspension, the W5A580 5-speed automatic, the rear differential, and the ESP system. All (7119) 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi V8 engine and a 5-speed AutoStick automatic transmission. The entire 2008 Canadian produced run of 6,400 US market cars were pre-sold and production commenced on May 8, 2008.

Chrysler of Mexico offered only 100 SRT8s, with a 6.1 liter V8 engine rated at 425 horsepower (317 kW; 431 PS) (SAE). Chrysler auctioned off two 2008 SRT8s for charity with the first car going for US$400,000 and a «B5» Blue No.43 car with a winning bid of US$228,143.43.^[34]

The base model Challenger SE was initially powered by a 3.5 L (214 cu in) SOHC V6 engine rated at 250 hp (186 kW; 253 PS) (SAE) and 250 lbf⋅ft (339 N⋅m; 35 kg⋅m) of torque which was coupled to a 4-speed automatic transmission for the first half of 2009, and was then changed to have a standard 5-speed automatic transmission.^[35] Several different exterior colors, with either cloth or leather interiors became available. Standard features included air conditioning, power windows, locks, and mirrors; cruise control, and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.^[36] The Canadian market also sports the SXT trim, similar to the SE, but more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels. Starting with the 2012 model year, the SE was replaced in the U.S. with the SXT model.

Previous to the 2012 model year, the SXT version of the Challenger was only sold in Canada and is a more well-equipped variation of the SE. It adds fog lamps, a rear spoiler, larger wheels, illuminated vanity mirrors, a security alarm, and a leather-wrapped shifter. In addition, the SXT has increased option packages available to it that aren’t available on the SE, and are also available to the R/T. (Such as the high-end navigation-enabled entertainment system.)

Challenger 500[edit]

Chrysler Canada offered a further 670 SRTs uniquely badged as the Challenger 500 (paying homage to Charger and Coronet 500s) all of which were shipped to Canadian Dodge dealers.^{[citation needed]}

2009 model year[edit]

Production of the limited edition 2008 SRT8s ended in July 2008, and production of the expanded 2009 line-up started in early August of the same year. The expanded offering was the same as had been unveiled earlier that spring at the 2008 New York Auto Show. Chrysler debuted the full Dodge Challenger line-up for 2009, with four different trims – SE, R/T, SRT8, and the SXT in Canada only. In addition to the SRT8, which remained unchanged except for the optional 6-speed manual and standard limited-slip differential, the line-up included the previously mentioned SE and SXT which offered the 250 hp (186 kW) 3.5 L V6. The R/T included a 5.7 L Hemi rated at 372 hp (277 kW; 377 PS) and 398 lb⋅ft (540 N⋅m; 55 kg⋅m) of torque when coupled with the 5 speed automatic, and 375 hp (280 kW; 380 PS) with 404 lb⋅ft (548 N⋅m; 56 kg⋅m) when matched with the same Tremec 6-speed manual transmission as the SRT8.

New for 2009 was the Rallye Package for the SE model. The package featured design cues including dual body stripes on the hood and the trunk, chromed fuel cap, decklid spoiler, 18-inch aluminum wheels, and Micro Carbon interior accents.

The mid-level Challenger R/T is powered by a 5.7 L (345 cu in) Hemi V8 coupled to a 5-speed automatic transmission or a Tremec TR-6060 6-speed manual transmission. On cars equipped with the automatic transmission, the engine features the Multi-Displacement System and is rated at 372 hp (277 kW; 377 PS) (SAE) and 398 lb⋅ft (540 N⋅m; 55 kg⋅m) torque.^[35] With the 6-speed manual transmission, the Multi-Displacement System option was deleted and the engine is rated at 375 hp (280 kW; 380 PS) (SAE) and 404 lb⋅ft (548 N⋅m; 56 kg⋅m) torque.^[35] Another feature was the Intelligent Deceleration Fuel Shut-Off (iDFSO) available for the automatic models only. The first to combine both a Multi-Displacement system and fuel shut-off.^[37] The final drive ratio was 3.06:1 on cars with the automatic transmission, 3.73:1 on cars with the 6-speed manual and 18-inch (460 mm) wheels or 3.92:1 with the 6-speed manual and optional 20-inch (510 mm) wheels. Also available on R/T was the «Track Pak» option group, which includes the Tremec manual transmission, a limited slip differential, and self-leveling rear shock absorbers.

The Challenger R/T Classic has retro aspects such as script «Challenger» badges on the front panels and black or white «R/T» stripes. It comes with a five-speed automatic standard, with an optional six-speed manual transmission including a pistol-grip-shifter. The wheels are Heritage 20-inch Torq-Thrust style specials. It became available in Brilliant Black Crystal Pearl, Bright Silver Metallic, Stone White, and in multiple «heritage» colors: Toxic Orange, HEMI-Orange, TorRed, B5 Blue, Plum Crazy Purple, Detonator Yellow, and Furious Fuchsia. Production started in February 2009.

The 2009 SRT8, while still equipped with the 6.1 L (370 cu in) Hemi V8, was virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the R/T and SE models such as air conditioning and cruise control.^[36] In addition, the 2009 had a «limited slip» differential that was not offered on the 2008 model.^[38] A «Spring Special» SRT8 Challenger was also offered in B5 Blue, but due to rolling plant shutdowns, approximately 250 Spring Special Challengers were built before the end of the 2009 model year.

The Mopar ’10 Challenger R/T is a limited version of the 2010 Challenger R/T with metallic pearl black body color, three accent colors (blue, red, silver) of stripes to choose from. In addition, these cars were available with black R/T Classic-style wheels along with a Hurst aftermarket pistol grip shifter, custom badging, Mopar cold air intake for a ten-horsepower increase, and a Katzkin-sourced aftermarket interior. The cars were built in Brampton Assembly and completed at the Mopar Upfit Center in Windsor, Ontario. There were 500 U.S. units and 100 Canadian units built. Of the 500 Mopar special edition U.S. versions, 320 had automatic transmissions, 180 had manuals, while 255 had blue stripes, 115 had red stripes, and 130 had silver stripes. A limited numbered run of 400 SRTs in 2010 were produced with «Furious Fuchsia» paint and white leather seats with horizontal fuchsia-colored slash bars on the backrests. Special badging on the passenger side dash script denotes the production number of each individual car ranging from the numbers 1 to 400. Dodge marketed this package as an homage to the original Panther Pink cars 40 years previous. These cars came with both automatic and Tremec six-speed transmissions.

The Drag Race Package is a race model designed for NHRA competition, based on the Dodge Challenger SRT-8. The car is 1,000 lb (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate, and lightweight components designed for drag racing that is part of the new Package Car program. The engine was repositioned to improve the driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. The car also features a front cradle with bolt-in crossmember and solid engine mounts.

At least 50 Challenger Drag Race Package Cars were built to meet NHRA requirements. Engine options include a 6.1 L Hemi, 5.7  Hemi, and a 5.9 L Magnum Wedge. Manual or automatic transmissions are available, and the rear axle is solid (not IRS). An initial run of the required 50 cars was completed and over 100 of the «2009 Challenger Drag Pak» vehicles were produced. «Big Daddy» Don Garlits bought the first drag race package car and raced it in NHRA competition.^[39] The prototype cars shown at SEMA were built by MPR Racing of Michigan, who continue to modify the production cars as delivered from Chrysler.

2010 model year[edit]

In its second year of production, the Challenger received only a few minor feature and option changes. Electronic stability control is newly standard across the entire Challenger model line. R/T models gained the following standard features: automatic headlamps, an LED-lit cupholder, and door-handle lights. UConnect Multimedia and UConnect Navigation options now include steering-wheel audio controls while UConnect Multimedia features have been combined with the optional Sound Group.

The most significant new option for 2010 is the Super Track Pack, which brings a host of track-ready hardware and upgrades that includes:

• 20×9 wheels with Goodyear F1 Super Car tires
• Front and rear Sachs Nivomat self-leveling shock-absorbers
• Larger rear stabilizer bar (20mm > 16mm stock)
• Variable displacement performance steering pump (standard on 6 speed)
• 3.06 rear-axle ratio (n/a on 6-speed R/Ts which maintain 3.92 ratio)
• Anti-lock 4-Wheel disc heavy-duty brakes with performance brake linings
• «ESP-off» stability calibration. A limited-slip differential remained standard only on R/Ts equipped with the 6-speed manual transmission.^[40]

2011 model year[edit]

The Ram emblem disappeared with the 2011 model year (as the namesake truck was being spun off as its own brand), and Challengers received two new engines, the Pentastar, and a 392 Hemi.

• The SE and SE Rallye received the new 3.6-liter Pentastar V6 engine rated at 305 hp (227 kW; 309 PS) and 268 lb⋅ft (363 N⋅m; 37 kg⋅m), dual rear exhaust with bright tips, a five-speed automatic transmission with AutoStick, 18-inch aluminum wheels, advanced brake systems including: four-wheel disc antilock brakes, brake assist, ready alert braking and rain brake support, electronic stability control (ESC), with hill start assist and all-speed traction control, a chrome fuel filler door, Uconnect 130 System with AM/FM radio, CD player, six speakers and auxiliary input jack, steering wheel-mounted audio and speed control, twin hood scoops, touring suspension, remote keyless entry, six airbags, active front head restraints, premium cloth seating, six-way power driver seat with four-way power lumbar adjust, a leather-wrapped steering wheel, air conditioning with automatic temperature control, keyless enter and go with proximity sensor and push button start, power windows, locks and mirrors along with a tilt/telescoping steering column and 60/40 folding rear seats that include a rear armrest with cup holders.
• In 2011, the Challenger Rallye Package added dual red out-lined center stripes, premium leather interior with heated front seats, body-color rear spoiler, performance-tuned steering with sport suspension and handling package, further upgraded brakes, and unique Foose designed 18-inch Rallye wheels.^[41]
• The R/T received revisions including a new bottom grille cutout and an updated suspension.
• The new SRT8’s chin spoiler was enlarged to create more downforce. It resembles the 1970 Challenger R/T. The SRT8 received a new 6.4-liter Hemi V8.^[42] The 392 was officially rated at 470 hp (350 kW; 477 PS) and 470 lb⋅ft (637 N⋅m; 65 kg⋅m) of torque. Dodge engineers stated they sacrificed peak horsepower ratings for low-end torque, stating a 90 lb⋅ft (122 N⋅m; 12 kg⋅m) increase over the outgoing 6.1-L (370 c.i.d.) Hemi V8 at 2,900 rpm.^[43] Two transmissions were offered: a 5-Speed Shiftable Automatic and a 6-speed manual. With the revised 6.4-liter engine, Chrysler engineers cited a quarter mile (~400 m) time of 12.4 seconds at 110 mph (177 km/h) – bettering the outgoing 6.1 L Hemi by 0.8 seconds, although that figure has varied wildly between automotive magazines. Car and Driver tested the 392 at 12.9 seconds at 114 mph (183 km/h)^[44] while Motor Trend tested it at 13.0 seconds at 111.3 mph (179.1 km/h)^[45] and Edmunds’ number was far closer to Chrysler’s claimed numbers at 12.6 seconds at 112.1 mph (180.4 km/h).^[46]
• Top speeds of the 2011 Dodge Challenger R/T and 2011 Dodge Challenger SRT8 were both rated at 170 mph (274 km/h). The R/T has a 0–60 mph (0–97 km/h) acceleration time of 5.00 seconds, while the SRT8 accelerates to 60 mph (97 km/h) in 4.50 seconds.

2012 model year[edit]

The base SE trim was renamed to SXT for consistency with the naming scheme of the remaining Dodge lineup. The SRT8 392 model gains a two-mode adaptive suspension system that features an Auto and Sport mode. The car uses a variety of sensors to measure inputs like vehicle speed, steering angle, brake torque, throttle position, and acceleration forces to instantly tune the suspension for the given condition depending on what mode is chosen.^[47] In addition, a new heated steering wheel featuring Chrysler’s new paddle shifter system, new sport seats, and a 900 watt Harman Kardon audio system became available.^[48]

2013 model year[edit]

For 2013, a Rallye Redline package is available with Dodge Challenger V6 models. Based on the SXT Plus trim, the Rallye Redline package includes unique exterior accents, Black chrome 20-inch wheels with Redline Red accents, performance suspension and brakes, a 3.06 rear-axle ratio, and available Radar Red Nappa leather interior.

The Electronic Vehicle Tracking System (EVTS), a GPS-enabled stolen vehicle recovery system became available.

2014 model year[edit]

The Challenger largely soldiered on with minimal changes for 2014. A new performance package called the «Super Sport Group» was made available for V6 Challengers and included the performance-suspension, steering, and brakes from the R/T Challengers, a 3.07:1 axle ratio with 215mm rear axle for faster acceleration, rear spoiler, and 20-inch chrome wheels with wider P245/45R20 all-season performance tires. The «Sinister Super Sport pack» was a Super Sport Group but with black wheels instead of chrome. The Challenger SRT8 also gained a launch control system.^[49]

Dodge Challenger 100th Anniversary Edition[edit]

The 100th Anniversary Edition is a version of 2014 Dodge Challenger SXT Plus with a Pentastar V6 engine or R/T Plus with a Hemi V8 engine, commemorating the 100th anniversary of brothers Horace Elgin Dodge and John Francis Dodge introducing the Dodge Model 30, with choice of 8 body colors (Pitch Black, Bright White, Billet Silver, Granite Crystal, Ivory Tri-Coat, Phantom Black Tri-Coat, Header Orange and an exclusive High Octane Red pearl), 20×8-inch polished five-spoke aluminum wheels with Granite Crystal pockets, «Dodge Est. 1914» bar-style front-fender badges, Dodge «100» logo on the center caps, a body-color rear spoiler, a red «R/T» heritage grille badge on R/T Plus model, sport seats with all-new Molten Red or Foundry Black Nappa leather upholstery, a custom cloud overprint at sport seats, center console armrest and door armrests; a unique three-spoke flat-bottom performance steering wheel with die-cast paddle shifters, brass-colored accent stitching on leather-wrapped surfaces, Dark Brushed Graphite center console bezels, Liquid Graphite steering-wheel accents, die-cast «Dodge Est. 1914» circular badges on front seatbacks, an embroidered anniversary logo on floor mats, all-new instrument panel cluster graphics (unique black-face gauges with white indication, stand-out red «100» mph indication), Electronic Vehicle Information Center and Uconnect touchscreen Radio with unique startup image, sport mode calibration, a performance-tuned suspension, 2 unique key fobs with 100th Anniversary Edition jeweled logo on the backside, a customized owner’s kit, a special commemorative book celebrating the 100 years of Dodge heritage.

The 100th Anniversary Edition was unveiled in the 2013 LA Auto Show.^[50] The car was set to appear in Dodge showrooms during the first quarter of 2014.^[51][52] The Canadian model was set to appear in Dodge showrooms during the first quarter of 2014.^[53]

2015 model year (facelift)[edit]

For the 2015 model year, changes include:^[54]

• The high-performance «SRT-8» trim was retired, replaced by SRT 392 and SRT Hellcat.
• 5-speed automatic transmission replaced by a new 8-speed ZF 8HP automatic transmission
• Power output on the 6.4 liter Apache V8 increased by 15 hp (11 kW; 15 PS) and 5 lb⋅ft (7 N⋅m; 1 kg⋅m) for a total of 485 hp (362 kW; 492 PS) and 475 lb⋅ft (644 N⋅m; 66 kg⋅m)
• A slightly revamped exterior features a new grille with design cues from the 1971 Challenger, Quad LED ‘Halo Ring» headlights, LED taillights, and functional hood intakes on all models.
• Inside, the Challenger gets a 7-inch (180 mm) TFT (Thin Film Transistor) display with over one hundred possible configurations, 8.4-inch Uconnect touchscreen radio with available navigation, and a retro-styled gauge cluster.
• Six-Piston front Brembo brakes with Two-Piece 15.4-inch vented/slotted Rotors and 4-piston rear Brembo brakes on SRT 392 and SRT Hellcat models.

SRT Hellcat[edit]

The Dodge Challenger SRT Hellcat is a high performance variant of the Challenger equipped with a supercharged 6.2-liter Hemi engine rated at 707 hp (527 kW) and 650 lb⋅ft (881 N⋅m; 90 kg⋅m) of torque. This engine is also available in the Dodge Charger SRT Hellcat full-sized sedan, the Jeep Grand Cherokee Trackhawk SUV, and as the Hellcrate engine swap kit. The inner driving light on the left front has been removed to allow air to get into the engine resulting in more torque, and the wheel wells are different from the standard SRT to accommodate the 20-inch aluminum wheels.

The SRT Hellcat is equipped with two separate key fobs; use of the «black» fob limits engine output to 500 hp (373 kW), while the «red» fob enables full output capability.^[55] The Hellcat has a quarter-mile time of 11.2 seconds; this was accomplished with street legal drag tires. On stock tires the Hellcat was able to achieve 11.6 seconds at 125 mph (201 km/h) on the quarter-mile.^[56]

The Challenger SRT Hellcat can accelerate from 0–60 mph (0–97 km/h) in 3.6 seconds and can brake from 60–0 mph (97–0 km/h) in 109 ft (36 yd; 33 m). Top speed is 199 mph (320 km/h). The Challenger Hellcat has a lateral acceleration of 0.94 g.^[57]

The European-spec Hellcat is capable of accelerating from 0–62 mph (0–100 km/h) in 3.9 seconds, 0–124 mph (0–200 km/h) in 10.7 seconds,^[58] and 0–186 mph (0–299 km/h) in 38 seconds (although the speedometer appeared to be inaccurate by 10–15 km/h (6–9 mph)).^[59]

The Challenger Hellcat was able to complete its Gingerman Raceway lap in 1:45.8,^[60] the Hockenheim Short in 1:14.6 ^[61] and the Motown Mile in 0:56.37.^[62]

2016 model year[edit]

For the 2016 model year, the Challenger received new Go Mango orange and Plum Crazy purple paint colors as well as the Blacktop appearance package.^[63]

Some Texas Dodge dealers sold a limited edition version of the Hellcat, which were lowered about 2.5 cm (0.98 in) in the back, 3 cm (1.2 in) in the front, came with an upgraded supercharger which was dynamometer tested at between 745 and 750 hp (556 and 559 kW; 755 and 760 PS) (readouts were packaged with the autos), featured 305/35R20 rear tires, and all vehicles were backed by a standard factory warranty. Most were white with black Carbon-fiber ‘rally stripes’, but a small number were red, with black carbon-fiber stripes. The upgraded models were ‘sticker priced’ at about $80,000. The program was terminated by Dodge, who announced the 2017 Challenger Hellcat with upgraded performance, and began work on The Demon model (which was not available for sale until the 2018 model year).

2017 model year[edit]

For the 2017 model year, a GT model was introduced with an all-wheel drive (AWD) version of the SXT Plus, making the Challenger the only two-door muscle car with available AWD.^[64][65] The Challenger GT uses the same AWD system and suspension as the Dodge Charger Pursuit. It is available exclusively with the 3.6-liter V6 Pentastar engine and the 8-speed automatic transmission.

The AWD system includes both an active transfer case and front-axle disconnect system. The system defaults to rear-wheel drive (RWD) but can seamlessly transition between RWD and AWD if certain conditions are met, like low external temperature, rainfall, or loss of traction. No driver input is required.^[66] In Sport Mode, the car uses AWD exclusively. The AWD system in the Challenger GT is configured to be rear-biased (applies more power to the rear wheels). Only up to 38% of power is transferred to the front wheels.

Other model additions include the 5.7-liter V8 equipped T/A and 6.4-liter V8 equipped T/A 392 models. T/A models include a black painted hood with center air intake, black roof, black decklid, bodyside graphics, a cold-air induction system through the front headlamps similar to that used in the Challenger SRT Hellcat, Houndstooth cloth performance seats, and white-faced gauges. T/A 392 models include everything on T/A models in addition to the more powerful 6.4 L V8, six-piston front Brembo brakes with two-piece 15.4-inch vented/slotted rotors and 4-piston rear Brembo brakes, and 20×9.5-inch wheels with 275/40ZR20 tires. Every Challenger gains an updated Uconnect infotainment system; the optional 8.4-inch touchscreen with navigation adds multitouch gestures.

Models equipped with the 5.7-liter V8 now have an electronically controlled low-restriction active exhaust for a more aggressive exhaust note. Among the other additions are standard Houndstooth cloth seats on some models and revised paint choices. Green Go, Yellow Jacket, Destroyer Grey, and Octane Red are new colors, while White Knuckle and Contusion Blue are renamed carryovers.^[67]

2018 model year[edit]

Minor changes were made for the 2018 model year. For SXT and R/T models equipped with the 3.6-liter V6 and 5.7-liter V8, a new Performance Handling Group package is available. This package adds 4-piston black Brembo brakes (a $500 option for red brake calipers is optional) in the front along with a Bilstein performance suspension, 20×9 inch wheels with 245/45ZR20 performance tires, and upgraded steering. The Challenger GT gains a new 19-inch wheel option while SXT Plus and R/T Plus trims equipped with the Super Track package come with Nappa leather and microsuede sport seats. The SXT, R/T, R/T Shaker, and T/A models receive a standard 7.0-inch Uconnect touchscreen. A backup camera is now standard. For exterior colors, new additions include F8 Green, IndiGO Blue, B5 Blue and Plum Crazy.^[67]

SRT Demon[edit]

The Demon is a limited production wide-body and extreme (drag race level) performance variant of the already high-performance Challenger SRT Hellcat. It debuted during the New York Auto Show in April 2017.^[68]

The Demon uses an all-new 6.2-liter V8 engine equipped with a 2.7-liter supercharger, which is rated at 808 hp (603 kW; 819 PS) with 91 octane gasoline and 840 hp (626 kW; 852 PS) with 100 octane fuel or higher (both outputs are with the red key fob supplied with the car). Torque stands at 770 lb⋅ft (1,044 N⋅m; 106 kg⋅m) on 100 octane fuel. The car weighs 215 lb (98 kg) less than the Hellcat, the total being 4,254 lb (1,930 kg). The SRT Demon uses a set of road tires by Nitto Tire, called the NT05R. The tires are the 315/40R18 variations at both front and rear. The tires are targeted for the drag strip, but have enough tread pattern to make them legal for the road. This tire, although an NT05R consumer tire, is a variation built specifically to withstand the power output of the Demon. This makes the Challenger SRT Demon the first production car to contain a set of drag radial road tires.^[69] The SRT Demon contains a system that is used specifically for drag racing called transbrake. Dodge uses a unique transbrake that puts the transmission in 1st gear and 2nd gear ^[70] simultaneously, holding the Demon stationary.^[71] This is used along with the car’s torque converter to build up hydraulic pressure before launch.

The power-to-weight ratio of the SRT Demon is 418 hp (312 kW; 424 PS) per ton on 91 octane gasoline and 435 hp (324 kW; 441 PS) per ton on 100 octane or higher.

The SRT Demon accelerates from 0–30 mph (0–48 km/h) in 1.0 second, 0–60 mph (0–97 km/h) in 2.3 seconds (2.0s with a rollout), 0–100 mph (0–161 km/h) in 5.1 seconds, a top speed of 168 mph (270 km/h) (factory limited), and the quarter mile (400 m (1,300 ft; 440 yd)) in only 9.65 seconds at 140.09 mph (225.45 km/h).^[72] This makes the Demon the fastest non-electric production car to reach 0-60 mph (0–97 km/h) and to complete a straight-line quarter mile at its time of announcement. The SRT Demon is also capable of accelerating at 1.8 G’s of force at launch, making this the hardest launching production car.^[73] The boost pressure of the supercharger can be increased to 14.5 psi and redline up to 6,500 rpm. With this extreme power, and hard acceleration, the SRT Demon is the first production car to perform a wheelie.^[74] With the control module from the «Demon Crate» and high-speed tires, the Demon has attained a top speed of over 200 mph (320 km/h) in test runs.^[75]

Because of the lack of an NHRA certified roll cage, which is required if the quarter-mile time is under 10 seconds, the NHRA banned the SRT Demon from competition.^[76]

Like the SRT Hellcat, it comes with both red and black key fobs, with the black fob limiting the power output to 500 hp (373 kW). With the red key and the use of 100+ octane gasoline, the Demon can utilize its full power potential. Only 3,300 cars were made, with production beginning in the summer of 2017 and market introduction happening in the fall of 2017.^[77][78]

The interior of the SRT Demon is the same as all other Challenger trims, but with changes that differentiate it to the other trims. The Demon only includes a front driver’s seat as standard, and no other seats front or rear in the vehicle. However, the front passenger’s seat, as well as a rear bench seat, can both be added back as options for one dollar each. To replace the rear seats, Dodge included rear roll bars, and has a 4-point harness installed on it for the driver seat.^[79] The dashboard display and the seats now have the Demon logo on them,^[80][81] and includes a performance display on it, as well as on the center console touch screen.^[82]

Dodge engineers reduced the curb weight of the 2018 Challenger SRT Demon to 4,237 lb (1,922 kg) versus the 4,469 lb (2,027 kg) curb weight of the SRT Hellcat, a difference of 105 kg (231 lb).^[83]
[84] Weight reduction was achieved by removing the front passenger seat (it could be added back), rear seat, speakers, trunk trim, parking sensors, and insulators, among other items. The SRT Demon also uses lightweight aluminum alloy wheels, pistons, calipers, and brake rotors.

The SRT Demon was chosen as one of the Top 10 Tech Cars by the IEEE in 2018.^[85]

Specifications[edit]

Specifications of the Challenger SRT Demon are as follows:^[83]

• 6.2-liter supercharged Hemi V8 engine, includes 2.7-liter supercharger (840 hp (626 kW; 852 PS) and 770 lb⋅ft (1,044 N⋅m; 106 kg⋅m) using 100 octane racing fuel or higher, or 808 hp (603 kW; 819 PS) and 717 lb⋅ft (972 N⋅m; 99 kg⋅m) using 91 octane premium fuel
• 8-speed ZF 8HP automatic transmission as standard, with steering wheel mounted shift paddles
• Runs on 91 octane premium fuel or 100 octane racing fuel
• 1.8 g (17.7 m·s⁻²) of longitudinal g-force at launch
• Total curb weight of 1,930 kg (4,255 lb) (98 kg (215 lb) less than SRT Hellcat)
• Air conditioning
• Uconnect 8.4 in (21 cm) touchscreen audio system (with SRT performance pages)
• Front and rear fender flares (adds 3.5 in (9 cm) to overall width of car)
• Alcantara-wrapped steering wheel (with shift paddles mounted on it)
• Stitched or embossed Demon emblems on front seatbacks
• 200 mph (322 km/h) speedometer (with Demon-themed TFT reconfigurable instrument cluster)
• Factory-installed transbrake System
• 18 in (46 cm) street-legal, Drag Radial Tires
• Factory-installed SRT «Power-Chiller» (a system that uses the vehicle’s air conditioning to pre-cool the intercooler before the run and thus further compress air from the supercharger)
• Front passenger and rear bench seat delete with rear roll bar (items can be re-added for a dollar each)^[71]
• Functional hood scoop (largest hood scoop in any production car)
• 2-Speaker Audio System (Harman Kardon audio system is optional)

The «Demon Crate»[edit]

Each Demon purchaser received a Demon Crate with their order, which contains the following items:^[83]

• Direct-connection powertrain control module (PCM)
• Low-restriction air filter
• High-octane racing fuel switch bank
• Personalized and serialized carbon fiber instrument panel badge
• Passenger-side exterior door mirror delete plate
• Lightweight hydraulic floor jack (w/ Demon logo)
• Torque wrench with associated sockets (w/ Demon logo)
• Tire pressure gauge (w/ Demon Logo)
• Impact wrench; cordless and rechargeable (w/ Demon logo and charger)
• Fender cover (w/ Demon logo)
• Tool bag (w/ Demon logo)
• «Demon Track Pack System»^[86]
• Personalized and serialized badge (w/ Demon logo)

Discontinuation[edit]

The last SRT Demon rolled off the assembly line in Brampton, Ontario, Canada on May 31, 2018. It was sold at a Barrett-Jackson auction in June 2018 alongside the final Dodge Viper.

2019 model year[edit]

For the 2019 model year, Dodge released new high-performance versions of the Challenger, trimmed the line-up down to six models, and made numerous other tweaks and changes. The model line-up for 2019 includes the following trims: SXT, GT, R/T, R/T Scat Pack, SRT Hellcat, and SRT Hellcat Redeye. Both SXT and GT models are now available in both rear and all-wheel drive, with the GT previously having been the only model available in AWD. GTs gain a more aggressive look with a performance hood, front splitter, steering and suspension while maintaining the optional performance handling group which includes wider wheels, performance summer tires, 4-piston Brembo brakes, and fixed-rate Bilstein suspension. The SXT model loses the performance handling group as an option, lacks the more aggressive exterior upgrades of the GT and has less aggressive gearing, making it the cheaper economical alternative. R/T Scat Pack models come with a new power-bulge aluminum hood standard. Shared with the SRT Hellcat, this hood features dual air extractors that cool the engine and help reduce lift. For 5.7L and 6.4L V8 R/T models, the rear seats can be deleted at the cost of $1 and have a net weight savings of 55 lbs. In addition, a second level of the performance handling group called the «performance plus package» is offered, providing 20-inch x 9.5-inch low-gloss black forged wheels, 275/40ZR20 Pirelli P Zero summer tires, and a limited-slip differential in addition to the upgrades found in the performance handling group which remains unchanged since its introduction in 2018.^[87]

SRT Hellcat: A slight increase in power is present for 2019, with horsepower rising to 717 horsepower (535 kW; 727 PS) and torque to 656 lb⋅ft (889 N⋅m; 91 kg⋅m). A new dual-snorkel hood is introduced. Additionally, the 2019 model’s starting price is more than $5,500 lower compared to the 2018 model. A 6-speed Tremec manual and ZF 8-speed automatic remain the sole transmission options.

SRT Hellcat Redeye: Following the discontinuation of the Demon, the Redeye was developed to fill the void. Essentially a heavily upgraded Hellcat, the Redeye is equipped with a slightly less powerful (due to a smaller hood intake system) Demon engine: a supercharged 6.2L V8 rated at 797 hp (594 kW; 808 PS) and 707 lb⋅ft (959 N⋅m; 98 kg⋅m) of torque, an increase of 90 hp (67 kW; 91 PS) and 11 lb⋅ft (15 N⋅m; 2 kg⋅m) over the standard Hellcat engine. Other upgrades include reinforced ZF 8 speed automatic transmission, track-tuned suspension, torque Reserve and 41-spline heavy-duty half-shafts, SRT power chiller, and after-run chiller.

Scat Pack 1320 Package: Equipped with the 6.4L Chrysler Hemi Engine rated at 485 hp (362 kW; 492 PS) and 475 lb⋅ft (644 N⋅m; 66 kg⋅m), the Scat Pack 1320 adds 20-Inch x 9.5-Inch Low Gloss Black Drag Wheels, 275/40R20 102W drag radial tires, adaptive damping suspension, SRT-tuned drag suspension, air catcher headlamps, optional deletion of front and rear passenger seats, a special speed limited engine controller, extreme-duty 41-spline half shafts and a trans-brake. Specially developed Nexen 275/40R20l street-legal drag radial tires are available for better grip.

The Dodge Challenger R/T Scat Pack 1320 can be modified for NHRA competition in accordance with Stock and Super Stock class rules. It will feature a class weight break of 8.72 and carry a minimum weight of 3,400 pounds. Contestants intending to compete at an NHRA event must meet all regulations for the category entered.^[88]

Widebody Package: For the 2019 model year, buyers can order the Challenger Scat Pack, SRT Hellcat, and SRT Hellcat Redeye with the «Widebody Package».^[89] When purchased, the Challenger gains the following:

• Widebody fender flares
• 20×11 Devils Rim forged aluminum wheels
• 305/35ZR20 Pirelli 3-season performance (P Zero Nero all-season) tires
• 3-mode Bilstein adaptive damping suspension uniquely tuned for competition use
• 6-piston calipers with 15.4 inch vented and slotted rotors in the front (standard on Hellcat and Hellcat Redeye models)
• Stiffened anti-roll bars sized 34mm in front and 22mm rear (standard on Hellcat and Hellcat Redeye models)

2020 model year[edit]

For the 2020 model year, Dodge introduced a SRT Super Stock model slotting in between the Hellcat Redeye and the Demon. The engine is the same as the Redeye, but is slightly more powerful at 807 hp (602 kW; 818 PS). This is enabled by a revision of the powertrain calibration, which increases the redline from 6300 to 6400 rpm. Additionally, the Super Stock gains lightweight 18-inch wheels with the same drag radials as the Demon, along with a shorter final-drive ratio and drag-optimized suspension tuning for the Bilstein adaptive dampers in Track Mode. However, it uses four-piston Brembo and 14.2-inch rotors instead of the Redeye’s six-piston Brembo and 15.4-inch rotors.^[90] A 50th Anniversary Package was also announced for GT RWD, R/T Shaker, R/T Scat Pack, and R/T Scat Pack Shaker Widebody models, as well as the SRT Hellcat and SRT Hellcat Redeye. The package includes a body paint matched Shaker hood scoop, 20-inch wheels in Gold School colour and matching 6-piston Brembo brake calipers on wide body models, and a special grille badge, with Nappa leather and Alcantara upholstery featuring gold sepia stitching, a serialized number 1/70 (one of seventy made) plaque, and carbon-fiber trim inside. Each model was limited to 70 units; colors include Frostbite, Hellraisin, Sinamon Stick, TorRed, F8 Green, Go Mango, and an exclusive Gold Rush.^[91]

2021 model year[edit]

For the 2021 model year, Dodge added Gold Rush on the T/A, T/A 392, SRT Hellcat, and SRT Hellcat Redeye models. R/T Scat Pack Shaker and T/A 392 models gain a wide-body option, while 20-inch wheels and tires are now standard on the GT AWD model.^[92] The Hellcat model is only available in the ZF 8-speed automatic, as the 6-speed Tremec manual has been removed as an option for the Hellcat pending revised calibrations by Dodge.^[93] The Manual transmission will continue to be available for the R/T, and R/T Scat Pack.

2023 model year[edit]

For the 2023 model year, Dodge returned the 6-speed Tremec manual transmission to the Hellcat for the last time, making it the standard gearbox.^[94]

Limited production 3rd party variants[edit]

In addition to official Dodge concept cars, there have been numerous limited production and street legal variants created by third parties, based on stock cars that have been rebuilt with modified powertrains, suspensions, and interiors. These include the SMS 570 and (supercharged) 570X with up to a claimed 700 hp (522 kW), the Mr. Norm’s Challengers with a claimed 637 or 900 hp (475 or 671 kW; 646 or 912 PS) horsepower, the supercharged SpeedFactory SF600R with around 600 hp (447 kW; 608 PS), the supercharged Richard Petty Signature Series with a claimed 610 bhp (455 kW; 618 PS), and the Legacy by Petty Convertible Challenger completely customized by Petty’s Garage to include a one of a kind front end and NASCAR styled treatments.^[95][96]

Dodge Challenger Convertible[edit]

Starting August 16, 2022, the Challenger Convertible can be ordered at official Dodge dealers.^[97] Customers will then work with Drop Top Customs, the conversion firm, and the Dodge dealer to create their vehicle. The convertible option is open for 2022 Challenger R/T, R/T Scat Pack and all Challenger SRT models.

Safety[edit]

IIHS 2019 Dodge Challenger^[98]

Small overlap–driver	Marginal
Moderate overlap	Good
Side	Good
Roof strength	Acceptable
Head restraints and seats	Acceptable
Front crash prevention (automated avoidance)	Basic
LATCH (ease of use)	Acceptable

NHTSA 2019 Dodge Challenger^[99]

Overall:
Frontal Driver Side:
Frontal Passenger Side:
Front Seat:
Rear Seat:
Driver:
Rear Passenger:
Rollover Star Rating:	/ 11.10%

Sales[edit]

Calendar year	United States	Canada	Mexico	Europe
2008[100]	17,423		284[101]
2009[102]	25,852		305
2010[103]	36,791		179	101[104]
2011	39,534		197	108
2012[105]	46,788	1,485[106]	295	153
2013[107]	51,462	1,514	491	106
2014[108]	51,611	1,623	625[109]	241
2015[110]	66,365	2,669	659	310
2016	64,478[111]	3,160	668	263
2017	64,537[112]	3,422	463	358
2018	66,716[113]	2,274[114]	443	706
2019	60,997[115]	2,341 [116]	392	631
2020	52,955[115]	1,368[116]	261
2021	54,314[117]	1,563[118]	255[119]
2022	55,060[117]	1,853[118]
Subtotal	700,568	21,859	4,603	3,077
Total	730,107

Racing[edit]

The Challenger was introduced to the SCCA Trans Am Series in 1970. Two factory-backed cars were prepared by Ray Caldwell’s Autodynamics and driven by Sam Posey and Tony Adamowicz. The No.77 car was built at Autodynamics from a street Challenger T/A that was taken from a local dealer showroom. The No.76 chassis arrived mid-season from Dan Gurney’s All-American Racers and was completed by Autodynamics.

• Dodge’s early to mid-1970s factory-supported «Kit Car» program for short-track late-model stock car racing offered a choice of Challenger, and a few (less than 12) were made, but in 1974 Dodge ended the Challenger line and they went to the Dodge Dart Sports and Dodge Aspen bodies over a steel-tube chassis.^[120]
• Blackforest Motorsports has currently entered a Challenger in the Continental Challenge.^[121]
• The Challenger R/T has been used as the Chrysler model for starting in 2010 NASCAR Nationwide Series competition.^[122]

With Dodge officially out of NASCAR at the end of the 2012 season, the remaining cars and racing parts have been bought up by «privateer» racing teams and continue to show up in Nationwide Series during the 2013 and 2014 seasons. J. J. Yeley indicated his two-car team would continue to field a Challenger in the series for as long as he can find parts to keep the cars running. The team stopped after the 2014 season after his No. 93 (later No. 28) regularly ran in the top-20 during races, though the Mike Harmon-owned No. 74 and the Derek White-operated No. 40 qualified and ran Dodges in 2015. Mike Harmon Racing ran a Dodge the entire season and also did so in 2016, and has raced in over half of the 2017 season so far. Likewise, White’s MBM Motorsports team fielded the Nos. 13 and 40 as Dodges in some races.^[123] MBM continues to field Dodges into 2018 with Timmy Hill in the 66 (was the 13).

In late 2014 two Challengers fielded by Miller Racing with the support of SRT and Mopar driven by Cameron Lawrence and Joe Stevens started racing in the Trans-Am Series’s TA2 class. Both cars used a spec Howe road racing tube chassis with fiberglass bodies. Powered by a Hemi 392 slightly modified for road racing extremes and restricted by class rules, the cars made around 500 horsepower. Except for slightly bulged fenders and large rear wing, the cars look very much like the stock/street version, despite being roughly 7/8s the size of the road car. Lawrence won four of 12 races in the 2015 season, finishing third overall in the Trans Am TA2 championship.
Joe Stevens in the No. 11 «Green Car» finished sixth overall after a fourth place at the season finale at Daytona International Speedway. Joe Stevens also received the Cool Shirt Hard Charger award for his excellent rookie season performance. For the 2016 season, the Stevens-Miller Team fielded three Challengers in the TA2 series and ran in 16 events, scoring a few wins. The No. 77 car was painted in a throw-back paint scheme very similar to the 1970 No. 77 car driven by Sam Posey. The No. 12 car occasionally fielded a blue scheme paying tribute to the Plymouth Cuda Trans-Am car driven by Swede Savage.

In March 2017 the Challenger returned to the TA class in Trans-Am at Sebring after a nearly 40-year absence from Trans-Am’s fastest class of racing. It was driven by Jeff Hinkle under the American V8 Road Racing team with John Debenedictis as crew chief. The car was orange and purple with stripes of many of the other challenger colors to celebrate the current stable of cars for the street. It is powered by a Penske Engines Mopar R5 / P7 carbureted engine producing 855 hp (638 kW). In its debut, it qualified 16th and finished 9th out of a field of 24.

At all Superbike World Championship races held in the United States, Fiat’s Alfa Romeo safety car is replaced with Chrysler’s Dodge Challenger.

Notes[edit]

References[edit]

External links[edit]

• Official website
• Dodge Challenger at Curlie
• Dodge Challenger: History of the Dodge Pony Car
• Here is Complete Information about Dodge Challenger

For the new Dodge Challenger, see Dodge Challenger (2008).

Dodge Challenger
Chrysler Corporation
Production	1970-1974,2008-present
Class	Compact
Body Style	2-Door Coupe 2-Door Convertible
Length	192″
Width	76.5″
Height	51.5″
Wheelbase	110″
Weight	3400-3800 lbs
Transmission	3-Speed Manual, RWD 4-Speed Manual, RWD 3-Speed Automatic, RWD
Engine	3.7L (225 cid) I6 (1970-1972) 5.2L (318 cid) V8 (1970-1974) 5.5L (340 cid) V8 (1970-1973) 5.5L (340 cid) 3×2 V8 (1970) 6.3L (383 cid) V8 (1970-1971) 7.0L (426 cid) Hemi V8 (1970-1971) 7.2L (440 cid) V8 (1970) 7.2L (440 cid) 3×2 V8 (1970-1971)
Power	110-425 hp
Similar	Plymouth Barracuda
Platform	E
Designer	John Herlitz

The Dodge Challenger was Chrysler’s first real foray into the hot pony car market that had been dominated by Ford’s wildly successful Mustang and GM’s Chevrolet Camaro and Pontiac Firebird twins. Until the Challenger’s introduction, Chrysler was content to let Plymouth carry the pony car banner with the Barracuda, but while the Barracuda tried, it was not really much of a threat to the Mustang or the Camaro and Firebird for a variety of reasons. That would all change in 1970, when the Barracuda was redesigned and now on the E-body platform, distancing itself from its hum-drum A-body Valiant origins. And now, Chrysler finally saw fit to add a Dodge model, aptly named Challenger, to do battle along side the Barracuda as an all-out assault on the Mustang, Camaro and Firebird.

BUT… was it ultimately a classic case of «too little, too late»? Many gearheads would rightly argue that 1970 was in fact the zenith of the muscle/pony car market, but in 1971, compression ratios started to decrease, insurance companies were levying hefty surcharges on high-powered muscle/pony cars, and a middle east oil embargo was on the horizon… it wasn’t looking good for the muscle/pony car market (dare we even say they became politically incorrect). Perhaps if the E-body Challenger and Barracuda had come out three years earlier, their collective fate might have been very different than what it turned out to be. For that reason, many car critics, perhaps unfairly, were quick to dismiss the Challenger and Barracuda as «arriving to the party too late and leaving too early».

Challengers, however, after decades of being mere used cars on the collector market, have seen their values soar into the stratosphere as of late, especially 1970-71 numbers-matching big-block models (even bogus Hemi models can still command a 6-figure price tag). And the demand for these doesn’t show any trend of slowing down any time soon. It may have taken over 3 decades, but perhaps the Challenger (and Barracuda) are finally getting their proper due in the pony car market. So instead of being «too little too late», it looks more like an argument for «better late… than never«.

Here’s a brief rundown on year to year changes:

1970

The Challenger was built on an all-new E-body platform, which was a shortened B-body Charger/Coronet chassis, but the Challenger’s wheelbase was 2″ longer than the Barracuda’s, and although they were corporate twins, they shared no body panels. The Challenger could be outfitted with just about any option, several different model configurations and every engine in Chrysler’s lineup including the holy-grail 426 Hemi on R/T (Road/Track) models. There were base, SE, R/T and T/A models to choose from, and the SE and R/T model could be overlapped. Coupe and convertibles were available on all versions except the T/A, which was hardtop only.

Base models could have a 145 hp 3.7L (225 cid) Slant-6, 230 hp 5.2L (318 cid) V8 (standard on the SE) or a 6.2L (383 cid) V8 in 2- or 4-bbl guise (275 and 330 hp respectively). The 275 hp 5.5L (340 cid) V8 was also available on the base. The base engine for the R/T was the 335 hp 383-4 Magnum. Optional was the 7.2L (440 cid) Magnum V8 with a 4- or 6-bbl (6-Pack) setup (375 and 390 hp respectively). And, of course, the 425 hp 7.0L (426 cid) Hemi. The lone engine choice on the T/A model was a 290 hp 340 6-pack V8 with either an automatic or a 4-speed tranny. Got all that?

Their options list was equally exhausting, being available with such niceties as power windows, cruise control, air conditioning (except the 440-6 or the Hemi)… the list went on (literally). Hardtop SE models differed visually from base and R/T models by having a standard vinyl roof with a smaller formal back window than the rest. Automatic models could have either a console or a column shifter, and 4-speed models had the now very-desirable pistol-grip shifter. Optional on SE was an overhead console with low-fuel, door-ajar, and seat-belt lights. 4-speed manuals and 3-speed automatics were available on all engines, and 3-speed manuals could be had on all but the 440-4, 440-6 and the Hemi.

1970 was the highest-year selling Challenger, at almost 80,000 units altogether (including the T/A) and, to many Challenger fans, the most desirable.

A white 1970 Challenger R/T had the starring role in the cult-classic 1971 movie Vanishing Point that featured Barry Newman in the role of Kowalski, the Challenger’s driver. A similar car was also used in the made-for-TV Vanishing Point remake in 1997 which featured Viggo Mortensen.

A Hemi-Orange 1970 Challenger R/T was also featured in the 2003 film 2 Fast 2 Furious which starred Paul Walker and Tyrese Gibson.

1971

Visual changes for this year was a new divided grille and the taillights were now separated with individual reverse lights in the middle, versus one single reverse light in the middle of last years single taillight design. The automatic floor shifter now had a T-handle design instead of the round design. The T/A was no more (although a look-alike package was offered with the black scooped hood and «go wing», but without the 340-6 engine) and there was some other shuffling of trim and packages as well. The R/T was no longer available as a convertible, the SE model lost its distinctive small rear window design, and the 340 was now standard in the R/T models. R/Ts also gained non-functioning lower side gills (2) on the front of the quarter panels, and could have a new «R/T» decal on the front center portion of the hood. The 383-4 Magnum (down 35 hp to 300), 440-6 (down 5 hp to 385) and 426 Hemi (still rated at 425 hp) were still available carried over from last year, but the 440-4 was no longer available. Base models still had the 225 Slant-6, 318 (standard on the SE), 340 or 383 with 2- or 4-bbl carb.

Sales were unfortunately way down compared to last year, as the muscle/pony car market started taking huge sales and horsepower hits, averaging about only 30,000 units this year.

A 1971 Challenger convertible was used as the Indianapolis 500 Pace Car this year, of which only 50 replicas were sold to the public. All were EV2 Ceramic Red with white interiors and tops, and flat hoods with hood pins. Supposedly 2 were equipped with the 383-4 engine, 3 had the 383-2, 3 had the 340-4 and the remaining had the 318s (although some reports claim that all but the real pace car had 318s). The real pace car, unfortunately, has the dubious distinction of being the only Indy pace car to date to crash during the race after it collided into a press stand while exiting onto pit row from the parade lap.

1972

The party was over as far as SE, R/T, big-block engines and convertible bodystyles (and the previous high-impact colors, such as Plum Crazy Purple) were concerned — they were all gone, never to return. The R/T was replaced by a new Rallye version, and was available with either the 318 or 340, with either the 3- or 4-speed manual or 3-speed automatic. Rallyes could be had with various striping packages on the hood or side panels (or both). The Slant-6 was still standard in the base model. 1972 models differed from last year with a new grille design (some have referred to this as the «frowning grille» design) and the quad headlights in four separate individual slots. The taillight panel was all new as well with a brushed-aluminum design (blacked-out on the Rallye models), and included the taillights and reverse lights in their own separate slots as well. A new 2-spoke steering wheel debuted this year also. Sales decreased to less than 26,000 total units.

1973

The rarely-ordered Slant-6 was dropped, the 318 was now the base engine for both the base and Rallye. The 340 could still be had on the Rallye. The largest visual change was the addition of the small black rubber «bumperettes» on the bumpers to satisfy the new federally-mandated 5-MPH impact standards. Sales actually increased to 33,000+ units this year.

1974

The final Challenger was visually unchanged from the 1973 model. The 340 was dropped, replaced by the 5.9L (360 cid) V8. Base and Rallye models continued, either available with the 318 or 360. The pony car market was clearly drying up by this time, and the Challenger had quickly lost its way despite a promising start. By this time, the Ford Mustang had been downsized to the lowly Pinto platform, the Mercury Cougar was now a mid-size personal-luxury car based on the Torino, and even AMC realized they were fighting a losing battle as well, as they would discontinue the Javelin altogether at the end of this year. The Challenger and Barracuda would unfortunately suffer the same fate mid-way thru the 1974 model year.

This would be the last the world would ever see or hear of a Dodge Challenger muscle car… or would it?

Photos

Main Competitors

• AMC Javelin
• Chevrolet Camaro
• Ford Mustang
• Mercury Cougar
• Pontiac Firebird

The new Dodge Challenger

File:2009-challenger-concept.jpg

From the Challenger’s dark and waning days of 1974, fast forward to year 2006. Chrysler, now partnered with (of all people) Fiat (as of June 2009), thankfully chose to revive the Challenger for 2008 as a late-model year release. While it retains much of the same look as the original, the ’08 was available as a top-dog SRT model only with a 425 hp 6.1L (370 cid) V8 with a 5-speed automatic transmission (for those keeping score, that is as much net horsepower as the almighty 426 Hemi had as a gross horsepower rating). It’s based, once again, on a shortened Charger platform, just as the original was. Additionally, this new Challenger has the tires and suspension to actually stop, corner and handle unlike the original, has (in SRT trim) 170+ MPH capability — and gets decent gas mileage to boot (relatively speaking). When the Challenger prototype was released at the 2006 Detroit NAIAS, approving onlookers had but 2 words to say: BUILD IT!.

2008

And build it Chrysler did as the production model debuted in 2008. With just 6,400 units released in the U.S. for the 2008 model year, nearly all of that lot was presold after the overwhelming popularity of the 2006 concept. For the first year, all of the Challengers were released in the top-of-the-line SRT trim with the 6.1-liter Hemi with 425 horsepower and 420 lb-ft of torque mated to a five-speed automatic transmission. The only colors available for the 2008 model year were Hemi Orange, Brilliant Black, TorRed, and Bright Silver Mettalic. While all LX-platform Challengers, Chargers, 300s, and discontinued Magnums were built in Canada, the country was only alotted a run of 500 cars for the 2008 model year to bring the production total to 6900.

2009

For 2009, Chrysler filled out the Challenger lineup despite a failing economy. In addition to the existing SRT8, buyers could also have two other flavors of the Challenger, including the mid-range R/T and the SE while Canadians could buy an SXT derivative of the SE package. The R/T featured a 5.7-liter version of the Hemi that was rated at 375 horsepower and 390 pound-feet of torque. Meanwhile, budget-minded SE and SXT buyers were given a 3.5-liter High Output V6 rated at 250 horsepower and 250 pound-feet of torque mated to a four-speed automatic transmissions. Also, SRT8 and R/T owners could also buy a 6-speed manual transmission made by Tremec. Surprisingly, this was the first time a modern Hemi production car was mated to a manual transmission since their debut more than five years earlier.

For 2009, buyers could partake in special edition models, such as the R/T Classic and Spring Special SRT8. The R/T Classic was given ‘heritage stripes’ package in addition to 20-inch chrome-clad wheels that mimicked classic five-spoke rims from the previous musclecar era. Most R/T Classics were painted in the returning B5 Blue color, a color that was a popular color from Chrysler’s heyday in the late 60s and early 1970s. The Spring Special package was a derivative of the R/T Classic in that it was essentially a SRT8 painted in the same B5 Blue color along with blue striping on the seats. Thanks to Chrysler’s financial troubles and impending rolling plant shutdowns, the production of 2009 R/T Classics and Spring Specials was extremely limited, with less than 240 examples of Spring Special SRT8s ever made.

2010

Despite pervasive rumors of the contrary, Chrysler returned the mighty Challenger to production after emerging from bankruptcy. While the news of the return was welcome, changes to the car were few as colors were the only real differences from the 2009 models. The biggest change was the removal of Hemi Orange from the Challenger lineup. In its place, B5 Blue was added as a normal production color. Taking B5 Blue’s place on the special edition color lineup were two heritage colors: Detonator Yellow and Plum Crazy Purple. Detonator Yellow was limited to the first few months of production while Plum Crazy Purple will be used as the Spring Special option.

Resurgence of the Musclecar

Chevrolet debuted a new Camaro in April 2009 as an early 2010 model, and Ford now has a new restyled Mustang available (also as an early 2010 model)… so the pony car market is ablaze once again. Unfortunately, Plymouth is no more, so there will be no Barracuda, Pontiac is slated to be follow the same fate as Plymouth after the 2010 model year, so obviously a new Firebird won’t happen, and AMC became history in 1988, so obviously another Javelin is out of the question as well… but for those who have been holding out faith for another good ol’ American ponycar V8 shootout once again, their patience has hereby been rewarded.

Recently added to the model lineup is a special edition car which Dodge labels as the Drag Race Package. Such a car brings back memories of the infamous Muscle Car era where super-stock specials were built by the factory with ridiculous horsepower power ratings! This specific car has been stripped of an extra 1,000 pounds to reduce E.T.’s by a measurable amount. Deletions include body sealer, sound deadening, a ventilation system, airbags, rear seats, windshield wiper assembly, side- and rear-impact beams and subsequently, any chance the car can be DOT-certified for the street.

See Also

DODGE
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edit	John Francis Dodge and Horace Elgin Dodge	Corporate website	A division of Fiat S.p.A

External Links

• Official 2009 Challenger Website
• 2009 Dodge Challenger Drag Race Package
• Dodge Challenger Car Parts and Maintenance Parts- A forum dedicated to the discussion of Maintenance for the Dodge Challenger
• ChallengerForum.com
• Dodge Challenger Forum (LX/LY Based Challenger)

For the new Dodge Challenger, see Dodge Challenger (2008).

Dodge Challenger
Chrysler Corporation
Production	1970-1974,2008-present
Class	Compact
Body Style	2-Door Coupe 2-Door Convertible
Length	192″
Width	76.5″
Height	51.5″
Wheelbase	110″
Weight	3400-3800 lbs
Transmission	3-Speed Manual, RWD 4-Speed Manual, RWD 3-Speed Automatic, RWD
Engine	3.7L (225 cid) I6 (1970-1972) 5.2L (318 cid) V8 (1970-1974) 5.5L (340 cid) V8 (1970-1973) 5.5L (340 cid) 3×2 V8 (1970) 6.3L (383 cid) V8 (1970-1971) 7.0L (426 cid) Hemi V8 (1970-1971) 7.2L (440 cid) V8 (1970) 7.2L (440 cid) 3×2 V8 (1970-1971)
Power	110-425 hp
Similar	Plymouth Barracuda
Platform	E
Designer	John Herlitz

The Dodge Challenger was Chrysler’s first real foray into the hot pony car market that had been dominated by Ford’s wildly successful Mustang and GM’s Chevrolet Camaro and Pontiac Firebird twins. Until the Challenger’s introduction, Chrysler was content to let Plymouth carry the pony car banner with the Barracuda, but while the Barracuda tried, it was not really much of a threat to the Mustang or the Camaro and Firebird for a variety of reasons. That would all change in 1970, when the Barracuda was redesigned and now on the E-body platform, distancing itself from its hum-drum A-body Valiant origins. And now, Chrysler finally saw fit to add a Dodge model, aptly named Challenger, to do battle along side the Barracuda as an all-out assault on the Mustang, Camaro and Firebird.

BUT… was it ultimately a classic case of «too little, too late»? Many gearheads would rightly argue that 1970 was in fact the zenith of the muscle/pony car market, but in 1971, compression ratios started to decrease, insurance companies were levying hefty surcharges on high-powered muscle/pony cars, and a middle east oil embargo was on the horizon… it wasn’t looking good for the muscle/pony car market (dare we even say they became politically incorrect). Perhaps if the E-body Challenger and Barracuda had come out three years earlier, their collective fate might have been very different than what it turned out to be. For that reason, many car critics, perhaps unfairly, were quick to dismiss the Challenger and Barracuda as «arriving to the party too late and leaving too early».

Challengers, however, after decades of being mere used cars on the collector market, have seen their values soar into the stratosphere as of late, especially 1970-71 numbers-matching big-block models (even bogus Hemi models can still command a 6-figure price tag). And the demand for these doesn’t show any trend of slowing down any time soon. It may have taken over 3 decades, but perhaps the Challenger (and Barracuda) are finally getting their proper due in the pony car market. So instead of being «too little too late», it looks more like an argument for «better late… than never«.

Here’s a brief rundown on year to year changes:

1970

The Challenger was built on an all-new E-body platform, which was a shortened B-body Charger/Coronet chassis, but the Challenger’s wheelbase was 2″ longer than the Barracuda’s, and although they were corporate twins, they shared no body panels. The Challenger could be outfitted with just about any option, several different model configurations and every engine in Chrysler’s lineup including the holy-grail 426 Hemi on R/T (Road/Track) models. There were base, SE, R/T and T/A models to choose from, and the SE and R/T model could be overlapped. Coupe and convertibles were available on all versions except the T/A, which was hardtop only.

Base models could have a 145 hp 3.7L (225 cid) Slant-6, 230 hp 5.2L (318 cid) V8 (standard on the SE) or a 6.2L (383 cid) V8 in 2- or 4-bbl guise (275 and 330 hp respectively). The 275 hp 5.5L (340 cid) V8 was also available on the base. The base engine for the R/T was the 335 hp 383-4 Magnum. Optional was the 7.2L (440 cid) Magnum V8 with a 4- or 6-bbl (6-Pack) setup (375 and 390 hp respectively). And, of course, the 425 hp 7.0L (426 cid) Hemi. The lone engine choice on the T/A model was a 290 hp 340 6-pack V8 with either an automatic or a 4-speed tranny. Got all that?

Their options list was equally exhausting, being available with such niceties as power windows, cruise control, air conditioning (except the 440-6 or the Hemi)… the list went on (literally). Hardtop SE models differed visually from base and R/T models by having a standard vinyl roof with a smaller formal back window than the rest. Automatic models could have either a console or a column shifter, and 4-speed models had the now very-desirable pistol-grip shifter. Optional on SE was an overhead console with low-fuel, door-ajar, and seat-belt lights. 4-speed manuals and 3-speed automatics were available on all engines, and 3-speed manuals could be had on all but the 440-4, 440-6 and the Hemi.

1970 was the highest-year selling Challenger, at almost 80,000 units altogether (including the T/A) and, to many Challenger fans, the most desirable.

A white 1970 Challenger R/T had the starring role in the cult-classic 1971 movie Vanishing Point that featured Barry Newman in the role of Kowalski, the Challenger’s driver. A similar car was also used in the made-for-TV Vanishing Point remake in 1997 which featured Viggo Mortensen.

A Hemi-Orange 1970 Challenger R/T was also featured in the 2003 film 2 Fast 2 Furious which starred Paul Walker and Tyrese Gibson.

1971

Visual changes for this year was a new divided grille and the taillights were now separated with individual reverse lights in the middle, versus one single reverse light in the middle of last years single taillight design. The automatic floor shifter now had a T-handle design instead of the round design. The T/A was no more (although a look-alike package was offered with the black scooped hood and «go wing», but without the 340-6 engine) and there was some other shuffling of trim and packages as well. The R/T was no longer available as a convertible, the SE model lost its distinctive small rear window design, and the 340 was now standard in the R/T models. R/Ts also gained non-functioning lower side gills (2) on the front of the quarter panels, and could have a new «R/T» decal on the front center portion of the hood. The 383-4 Magnum (down 35 hp to 300), 440-6 (down 5 hp to 385) and 426 Hemi (still rated at 425 hp) were still available carried over from last year, but the 440-4 was no longer available. Base models still had the 225 Slant-6, 318 (standard on the SE), 340 or 383 with 2- or 4-bbl carb.

Sales were unfortunately way down compared to last year, as the muscle/pony car market started taking huge sales and horsepower hits, averaging about only 30,000 units this year.

A 1971 Challenger convertible was used as the Indianapolis 500 Pace Car this year, of which only 50 replicas were sold to the public. All were EV2 Ceramic Red with white interiors and tops, and flat hoods with hood pins. Supposedly 2 were equipped with the 383-4 engine, 3 had the 383-2, 3 had the 340-4 and the remaining had the 318s (although some reports claim that all but the real pace car had 318s). The real pace car, unfortunately, has the dubious distinction of being the only Indy pace car to date to crash during the race after it collided into a press stand while exiting onto pit row from the parade lap.

1972

The party was over as far as SE, R/T, big-block engines and convertible bodystyles (and the previous high-impact colors, such as Plum Crazy Purple) were concerned — they were all gone, never to return. The R/T was replaced by a new Rallye version, and was available with either the 318 or 340, with either the 3- or 4-speed manual or 3-speed automatic. Rallyes could be had with various striping packages on the hood or side panels (or both). The Slant-6 was still standard in the base model. 1972 models differed from last year with a new grille design (some have referred to this as the «frowning grille» design) and the quad headlights in four separate individual slots. The taillight panel was all new as well with a brushed-aluminum design (blacked-out on the Rallye models), and included the taillights and reverse lights in their own separate slots as well. A new 2-spoke steering wheel debuted this year also. Sales decreased to less than 26,000 total units.

1973

The rarely-ordered Slant-6 was dropped, the 318 was now the base engine for both the base and Rallye. The 340 could still be had on the Rallye. The largest visual change was the addition of the small black rubber «bumperettes» on the bumpers to satisfy the new federally-mandated 5-MPH impact standards. Sales actually increased to 33,000+ units this year.

1974

The final Challenger was visually unchanged from the 1973 model. The 340 was dropped, replaced by the 5.9L (360 cid) V8. Base and Rallye models continued, either available with the 318 or 360. The pony car market was clearly drying up by this time, and the Challenger had quickly lost its way despite a promising start. By this time, the Ford Mustang had been downsized to the lowly Pinto platform, the Mercury Cougar was now a mid-size personal-luxury car based on the Torino, and even AMC realized they were fighting a losing battle as well, as they would discontinue the Javelin altogether at the end of this year. The Challenger and Barracuda would unfortunately suffer the same fate mid-way thru the 1974 model year.

This would be the last the world would ever see or hear of a Dodge Challenger muscle car… or would it?

Photos

Main Competitors

• AMC Javelin
• Chevrolet Camaro
• Ford Mustang
• Mercury Cougar
• Pontiac Firebird

The new Dodge Challenger

File:2009-challenger-concept.jpg

From the Challenger’s dark and waning days of 1974, fast forward to year 2006. Chrysler, now partnered with (of all people) Fiat (as of June 2009), thankfully chose to revive the Challenger for 2008 as a late-model year release. While it retains much of the same look as the original, the ’08 was available as a top-dog SRT model only with a 425 hp 6.1L (370 cid) V8 with a 5-speed automatic transmission (for those keeping score, that is as much net horsepower as the almighty 426 Hemi had as a gross horsepower rating). It’s based, once again, on a shortened Charger platform, just as the original was. Additionally, this new Challenger has the tires and suspension to actually stop, corner and handle unlike the original, has (in SRT trim) 170+ MPH capability — and gets decent gas mileage to boot (relatively speaking). When the Challenger prototype was released at the 2006 Detroit NAIAS, approving onlookers had but 2 words to say: BUILD IT!.

2008

And build it Chrysler did as the production model debuted in 2008. With just 6,400 units released in the U.S. for the 2008 model year, nearly all of that lot was presold after the overwhelming popularity of the 2006 concept. For the first year, all of the Challengers were released in the top-of-the-line SRT trim with the 6.1-liter Hemi with 425 horsepower and 420 lb-ft of torque mated to a five-speed automatic transmission. The only colors available for the 2008 model year were Hemi Orange, Brilliant Black, TorRed, and Bright Silver Mettalic. While all LX-platform Challengers, Chargers, 300s, and discontinued Magnums were built in Canada, the country was only alotted a run of 500 cars for the 2008 model year to bring the production total to 6900.

2009

For 2009, Chrysler filled out the Challenger lineup despite a failing economy. In addition to the existing SRT8, buyers could also have two other flavors of the Challenger, including the mid-range R/T and the SE while Canadians could buy an SXT derivative of the SE package. The R/T featured a 5.7-liter version of the Hemi that was rated at 375 horsepower and 390 pound-feet of torque. Meanwhile, budget-minded SE and SXT buyers were given a 3.5-liter High Output V6 rated at 250 horsepower and 250 pound-feet of torque mated to a four-speed automatic transmissions. Also, SRT8 and R/T owners could also buy a 6-speed manual transmission made by Tremec. Surprisingly, this was the first time a modern Hemi production car was mated to a manual transmission since their debut more than five years earlier.

For 2009, buyers could partake in special edition models, such as the R/T Classic and Spring Special SRT8. The R/T Classic was given ‘heritage stripes’ package in addition to 20-inch chrome-clad wheels that mimicked classic five-spoke rims from the previous musclecar era. Most R/T Classics were painted in the returning B5 Blue color, a color that was a popular color from Chrysler’s heyday in the late 60s and early 1970s. The Spring Special package was a derivative of the R/T Classic in that it was essentially a SRT8 painted in the same B5 Blue color along with blue striping on the seats. Thanks to Chrysler’s financial troubles and impending rolling plant shutdowns, the production of 2009 R/T Classics and Spring Specials was extremely limited, with less than 240 examples of Spring Special SRT8s ever made.

2010

Despite pervasive rumors of the contrary, Chrysler returned the mighty Challenger to production after emerging from bankruptcy. While the news of the return was welcome, changes to the car were few as colors were the only real differences from the 2009 models. The biggest change was the removal of Hemi Orange from the Challenger lineup. In its place, B5 Blue was added as a normal production color. Taking B5 Blue’s place on the special edition color lineup were two heritage colors: Detonator Yellow and Plum Crazy Purple. Detonator Yellow was limited to the first few months of production while Plum Crazy Purple will be used as the Spring Special option.

Resurgence of the Musclecar

Chevrolet debuted a new Camaro in April 2009 as an early 2010 model, and Ford now has a new restyled Mustang available (also as an early 2010 model)… so the pony car market is ablaze once again. Unfortunately, Plymouth is no more, so there will be no Barracuda, Pontiac is slated to be follow the same fate as Plymouth after the 2010 model year, so obviously a new Firebird won’t happen, and AMC became history in 1988, so obviously another Javelin is out of the question as well… but for those who have been holding out faith for another good ol’ American ponycar V8 shootout once again, their patience has hereby been rewarded.

Recently added to the model lineup is a special edition car which Dodge labels as the Drag Race Package. Such a car brings back memories of the infamous Muscle Car era where super-stock specials were built by the factory with ridiculous horsepower power ratings! This specific car has been stripped of an extra 1,000 pounds to reduce E.T.’s by a measurable amount. Deletions include body sealer, sound deadening, a ventilation system, airbags, rear seats, windshield wiper assembly, side- and rear-impact beams and subsequently, any chance the car can be DOT-certified for the street.

See Also

DODGE
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edit	John Francis Dodge and Horace Elgin Dodge	Corporate website	A division of Fiat S.p.A

External Links

• Official 2009 Challenger Website
• 2009 Dodge Challenger Drag Race Package
• Dodge Challenger Car Parts and Maintenance Parts- A forum dedicated to the discussion of Maintenance for the Dodge Challenger
• ChallengerForum.com
• Dodge Challenger Forum (LX/LY Based Challenger)

На основании Вашего запроса эти примеры могут содержать грубую лексику.

На основании Вашего запроса эти примеры могут содержать разговорную лексику.

Додж Челленджер

Dodge Challenger

It has to be a 1970 Dodge Challenger with a 440 engine.

Dodge challenger 1969 (photo) still pleases muscle car

Додж Челленджер 1969 (фото) до сих пор радует любителей мускул-каров

News and Information about dodge challenger srt demon

I do like the dodge challenger.

Filed to:dodge challenger

The Dodge Challenger arrived in 1970.

Dodge Challenger I after the premiere was very warmly received by the public.

Dodge Challenger I после премьеры был принят публикой очень тепло.

A few days ago Dodge Challenger 2015 has been tested for safety.

На днях Dodge Challenger 2015 года прошел проверку на безопасность.

The third generation Dodge Challenger was released in 2008.

Нынешнее, третье поколение Dodge Challenger дебютировало в 2008 году.

Dodge Challenger model was introduced in 1970.

The Dodge Challenger was launched in 1970.

My favourite car is a 1970 — 1972 Dodge Challenger.

Same goes for the Dodge Challenger.

Такое же решение было принято и в отношении спорткара Dodge Challenger.

The Dodge Challenger‘s engine options were extremely numerous.

The latter include the charged version of the Dodge Challenger.

An example is the new Dodge Challenger.

Dodge Challenger I was received quite well by the public after the premiere.

Dodge Challenger I после премьеры был принят публикой очень тепло.

The 1970 Dodge Challenger debuted in fall of 1969.

Next Dodge Challenger might be a hybrid

DODGE CHALLENGER следующего поколения, вероятно, будет гибридным.

The Dodge Challenger was first produced in 1970.

Ничего не найдено для этого значения.

Dodge Challenger

Manufacturer	Dodge Division of Chrysler Corporation (1970–74) Mitsubishi Motors (1978–83) Dodge Division of Chrysler Group LLC (2008–present)
Production	1970–74 1978–83 2008–present
Successor	Dodge Conquest (for 1984) Dodge Daytona (for 1984) Dodge Aspen (for 1976)
Class	Pony car (1970–74) Subcompact car (1978–83) Pony car (2008–present)
Layout	FR layout

The Dodge Challenger is the name of three different generations of automobiles marketed by the Dodge division of Chrysler.

The first generation Dodge Challenger was a pony car built from 1970 to 1974, using the Chrysler E platform and sharing major components with the Plymouth Barracuda. The second generation, from 1978 to 1983, was a badge engineered Mitsubishi Galant Lambda. The third, and current generation, was introduced in 2008 as a rival to the evolved fifth generation Ford Mustang and the reintroduced fifth generation Chevrolet Camaro.

Dodge Silver Challenger (1959)

The first car that carried the Challenger name was the mid-year introduction of a limited edition 1959 Dodge Silver Challenger. This was a six-cylinder or V8 model available only in silver paint and only on a two-door body. It came with extra features at no cost, including premium white wall tires, full wheel covers, electric windshield wipers, as well as an upgraded interior with luxury fabrics and wall-to-wall deep pile carpeting.^[1]

First generation (1970–1974)

First generation

Production	1970–1974
Assembly	Hamtramck, Michigan, United States Los Angeles, California, United States
Body style	2-door convertible 2-door hardtop
Platform	E-body
Engine	198 cu in (3.24 L) Slant 6 I6 225 cu in (3.69 L) Slant 6 I6 318 cu in (5.21 L) LA V8 340 cu in (5.6 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.28 L) B V8 426 cu in (6.98 L) Hemi V8 440 cu in (7.2 L) RB V8
Transmission	3-speed manual 4-speed manual 3-speed TorqueFlite automatic
Wheelbase	110.0 in (2,790 mm)
Length	191.3 in (4,860 mm)[2]
Width	76.1 in (1,930 mm)
Height	50.9 in (1,290 mm)
Related	Plymouth Barracuda
Designer	Carl Cameron

The Challenger was described in a book about 1960s American cars as Dodge’s «answer to the Mustang and Camaro.»^[3] It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. «Both the Challenger and Barracuda were available in a staggering number of trim and option levels» and were intended «to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler’s inventory.»^[4] However, they were «a rather late response to the ponycar wave the Ford Mustang had started.»^[5] In his book Hemi Muscle Cars,^[6] Robert Genat wrote that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He added that Chrysler intended the new Dodge as «the most potent ponycar ever,» and positioned it «to compete against the Mercury Cougar and Pontiac Firebird.» Genat also noted that the «Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar» and other more luxury-type musclecars.^[7]

The Challenger’s longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers.^[8] The wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang. A/C and a rear window defogger were optional.^[9]

Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car’s grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. 165,437 Challengers were sold over this model’s lifespan.

Models

Four hardtop models were offered: Challenger Six, Challenger V8, Challenger T/A (1970 only), and Challenger R/T with a convertible version available only in 1970 and 1971. Although there were no factory-built R/T Challenger convertibles for 1971, the R/T continued as a model with the hardtop body-style. The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. The standard engine on the V8 was the 230 bhp (171.5 kW)318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 2-barrel 383 CID V8.

The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp (249.8 kW); 300 bhp (223.7 kW) for 1971, due to a drop in compression. The standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 cu in (7.2 L) Magnum, the 390 bhp (290.8 kW) 440 CID Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7.0 L) Hemi. The R/T was available in either the hardtop or convertible. For 1970 only, base hardtop and R/T hardtop models could be ordered with the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller ‘formal’ rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts).^[10] The Challenger R/T came with a Rallye instrument cluster that included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer,^[11] 1972–1974 tachometer went to 7,000 rpm and an oil pressure gauge. In 1973, the R/T badging was dropped and these models were called «Rallye», although they were never badged as such. The shaker hood scoop was not available after 1971.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America’s Trans American Sedan Championship Trans Am, Dodge built a street version of its race car (just like Plymouth with its Plymouth ‘Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (which also had the same rating as the Camaro Z/28 and Ford Boss 302 Mustang). The engine actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhaust ran to the stock muffler location, then reversed direction to exit in chrome tipped «megaphone» outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the rate of the rear springs. The T/A was the first U.S. muscle car to fit different size tires front and rear to give a racing stance: E60x15 in the front, and G60x15 in the rear. The modified chamber elevated the tail enough to clear the rear rubber and its side exhaust outlets. Thick dual side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, and a fiberglass front spoiler added to the racing image. The interior was strictly stock Challenger.

Dodge contracted Ray Caldwell’s Autodynamics firm in Marblehead, Massachusetts to run the factory Trans-Am team. Sam Posey drove the No.77 «sub-lime» painted car that Caldwell’s team built from a car taken off a local dealer’s showroom floor. When the No.76 was completed mid-season from a chassis provided by Dan Gurney’s All American Racers, Posey alternated between the two. Both cars ran the final two races, with Posey in the #77. Ronnie Bucknum drove the No.76 at Seattle Washington, and Tony Adamowicz drove it at Riverside, California.

The Challenger T/A’s scored a few top three finishes, but lack of a development budget and the short-lived Keith Black 303 c. i. engines led to Dodge leaving the series at season’s end. .

The street version suffered from severe understeer in fast corners, largely due to the smaller front tires. Only 2,399 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in advertising, but was not produced since Dodge had left the race series.

The «Western Special» was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced «Deputy», stripped of some of the base car’s trim and with fixed rear side glass.

By 1972, the convertible version, most interior upgrades options, comfort/convenience items (in particular power windows), and all the big-block engine options were gone. The R/T series was replaced by the Rallye series. Engine choices were down to the 225 cu in slant-6, the 318 cu in V-8, and the maximum power 340 cu in V-8 which was downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations, and altered to run on low-lead or lead free gasoline. Each engine could be mated to a 3-speed manual or automatic transmission, while the 340 could also be hooked up to a 4-speed manual if so ordered. The 1972 models also received a new grille that extended beneath the front bumper. The only 1972 convertibles which exist are actually 1971 models with the 1972 front end (grille, lights, etc.) and rear end (tail lights and their panel). These were specially built for TV programs such as «Mod Squad». The only way to ascertain a ‘real’ 1972 Challenger convertible is to look at its fender tag. On the code line which gives the dealer order number, that number will start with an «R», which designates «Special Meaning» (in this case, a TV ‘special promotions’ car). A cigarette lighter was standard.^[12]

For the 1973 models, the 225 cu in six-cylinder engine was no longer available, leaving just the two V-8s. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version offering 245 hp, but the pony car market had deteriorated and production of Challengers ceased in late April 1974. The A/C was not available with the 3-speed manual.^[13]

Cosmetic variations

Although the body style remained the same throughout the Challenger’s five year run, there were two notable changes to the front grille. The 1971 models had a «split» grille, while 1972 introduced a design that extended the grille (nicknamed the «sad-mouth») beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding «5 mph (8.0 km/h)» bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. The 1974 cars had larger rear bumper guards to meet the (new for 1974 and on) rear 5 mph rear impact law. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

Collectibility

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.^[4] In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a «great» year, 1971 was a «good» one, and then «three progressively lousier ones» (1972–1974).^[4] With total sales and production off by 2/3 from 1970, the performance engine 1971 Challengers are the most rare. Sales and production of the 1973 cars (with only two V8s available) actually exceeded 1971 by approximately 1,700 cars. This may be explained by 1973 being a very good year for the U.S. auto industry in general and an increased interest in Chrysler (the Plymouth Barracuda and Plymouth Road Runner also saw sales increases) performance cars.

Original «numbers matching» high-performance 1970–71 Challengers are now among the most sought-after collector cars.^{[citation needed]} The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines.The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many «clones» of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6-cylinder and 318-powered non-R/T or non-T/A cars and installing one of the «Magnum» performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods. Total production (1970–74) was 165,437 cars, and perhaps 1/3 of that number now exist in any condition.

Export markets

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector’s point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.^[14]

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

Engines

Engine choices by Chrysler included the following:

• C: 225 cu in (3.69 L) Slant 6 I6: 1970–71 145 bhp (108 kW) SAE gross, 1971-72 110 bhp (82 kW) SAE net
• G: 318 cu in (5.21 L) LA V8 (2-barrel carburetor, single exhaust): 1970-71 230 bhp (172 kW) SAE gross, 1971 155 bhp (116 kW) SAE net, 1972-74 150 bhp (112 kW) SAE net
• H: 340 cu in (5.6 L) LA V8 (4-barrel carburetor, dual exhaust): 1970-71 275 bhp (205 kW) SAE gross, 1971 235 bhp (175 kW) SAE net, 1972-73 240 bhp (179 kW) SAE net
• J: 360 cu in (5.9 L) LA V8 (4-barrel carburetor, dual exhaust): 1974 245 bhp (183 kW) SAE net
• J: 340 cu in (5.6 L) LA V8 (3 × 2-barrel carburetor): 1970 290 bhp (216 kW) SAE gross, used in T/A
• L: 383 cu in (6.28 L) B V8 (2-barrel carburetor, single exhaust): 1970 290 bhp (216 kW) SAE gross, 1971 275 bhp (205 kW) SAE gross, 1971 190 bhp (142 kW) SAE net
• L: 383 cu in (6.28 L) B V8 (4-barrel carburetor, dual exhaust): 1970-71 330 bhp (246 kW) SAE gross, 1971 250 bhp (186 kW) SAE net
• N: 383 cu in (6.28 L) B V8 Magnum (4-barrel carburetor, dual exhaust): 1970 335 bhp (250 kW) SAE gross.
• U: 440 cu in (7.2 L) RB V8 Magnum (4-barrel carbureted): 1970 375 bhp (280 kW) SAE gross, (Charger R/T only in 1971 370 bhp (276 kW) SAE gross, 305 bhp (227 kW) SAE net)
• V: 440 cu in (7.2 L) RB V8 Six-Pack (3 × 2-barrel carburetor): 1970 390 bhp (291 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 385 bhp (287 kW) SAE gross, 1971 330 bhp (246 kW) SAE net
• R: 426 cu in (6.98 L) Hemi V8: 1970-71 425 bhp (317 kW)/490 lbf·ft (660 N·m) SAE gross, 1971 350 bhp (261 kW) SAE net. Costing an extra US$1,228 with very few sold.

SAE gross HP ratings were tested with no accessories, no air cleaner, or open dyno headers. In 1971, compression ratios were reduced in performance engines, except the 426ci and the high performance 440ci, to accommodate regular gasoline. The compression ratio would be reduced on the high performance 440ci starting in 1972. 1971 was the last year for the 426ci hemi.

Chrysler may have underrated their performance engines. There are current tests by Mopar Magazine and others, which built and dyno-tested the 426-8V, 440-6V, 440-4V, 340-6V, and 340-4V in 100% stock configuration (SAE net). Results have come within 1% of the above rated power SAE gross HP.

Publishing SAE net ratings became required by federal law starting with the 1972 model year. SAE net ratings were produced and published for many engines in 1971, but it was not a requirement. Therefore, SAE net ratings could be estimated from SAE gross ratings before 1971 based on want was published in 1971.

Chrysler Corp. had plans to continue the 1970 Dodge Challenger T/A for 1971, even publishing advertisements for a 1971 Dodge Challenger T/A. However, no 1971 Dodge Challenger T/A was made.

The 383 Magnum was the standard engine for the 1970 Dodge Challenger R/T, 1970 Dodge Coronet Super Bee, 1970 Plymouth Cuda, and 1970 Plymouth Road Runner. It was not available in any other models. However, before 1972, American automobile manufacturers were allowing customers to special order nearly any engine they wanted. Thus, you could get a 1970 Plymouth Sport Fury S/23 with the 383 Magnum, which likely had 270 bhp (201 kW) SAE net. This engine was very difficult to start in cold weather until the compression ratio was reduced in 1971. It was introduced in 1968.

The 440 Magnum was not available in the 1971 Dodge Challenger R/T.

Performance 1/4 mile

• 340: 14.8 @ 96 mph (154 km/h)
• 340 T/A: 14.3 @ 99.5 mph (160.1 km/h) 4-speed with 3.55; it was the same car used on all published tests.
• 383 2-barrel: 15.1 @ 96 mph (154 km/h)
• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)
• 426 Hemi: 13.2 @ 108 mph (174 km/h)

(year unknown)

Serial numbers

ex. JS27R0B100001

• J: Car line, Dodge Challenger
• S: Price class (H-High, S-Special)
• 27: Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
• R: Engine code (see engines above)
• 0: Last digit of model year
• B: Assembly plant code (B-Hamtramck, E-Los Angeles)
• 100001: Consecutive sequence number

Production numbers

• 1970 = 76,935 *includes 2,539 T/As
  • Hardtop I6: 9,929
  • Hardtop V8:. 39,350*
  • Sports hardtop I6: 350
  • Sports hardtop V8: 5,873
  • Convertible I6: 378
  • Convertible V8: 2,543
  • Hardtop R/T: 13,796
  • Special Edition hardtop R/T: 3,753
  • Convertible R/T: 963

• 1971 = 26,299
  • Hardtop I6: 1,672
  • Hardtop V8: 18,956
  • Convertible I6: 83
  • Convertible V8: 1,774
  • Hardtop V8 R/T: 3,814

• 1972 = 22,919
  • Hardtop I6: 842
  • Hardtop V8: 15,175
  • Hardtop V8 Rallye: 8,123

• 1973 = 27,930
  • Note: All models were V8-powered hardtops

• 1974 = 11,354
  • Note: All models were V8-powered hardtops

Colors

• 1970

Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5, Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3

• 1971

Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3, Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green Go-FJ6, Plum Crazy-FC7, Top Banana-FY1

• 1972

Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9, Honeydew-GY4, Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4, Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1

• 1973

Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4, Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1, Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top Banana-FY1, Light Green Metallic-GF3

• 1974

Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic (Green)-KG8, Eggshell White-EW1, Black-TX9, Light Blue-HB1

Second generation (1978–1983)

Second generation

Production	1978–1983
Assembly	Okazaki, Aichi, Japan
Class	Subcompact car
Body style	2-door coupe
Engine	1.6 L (98 cu in) 4G32 I4 2.6 L (160 cu in) 4G54 I4
Transmission	5-speed manual 3-speed automatic
Wheelbase	2530 mm (99.6 in)
Length	4525 mm (178.1 in)
Width	1675 mm (65.9 in)
Height	1345 mm (53 in)–1355 mm (53.3 in)
Related	Mitsubishi Galant Lambda Plymouth Sapporo

See Mitsubishi Galant Lambda for more information

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe. It was known overseas as the Mitsubishi Sapporo/Scorpion and sold through Dodge dealers as a captive import. It was identical except in color and minor trim to the Plymouth Sapporo. Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, while the Plymouth emphasized luxury, with more subdued trim. The cars were slightly restyled in 1981 with revised headlights and other minor cosmetic changes. Both cars were sold until 1984, until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had smaller engines (inline-4s instead of the six and eight-cylinder engines from the old Challenger) and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help dampen this effect, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers. During its six-year run, sales of the Challenger averaged between 12,000 and 14,000 units per year.

Third generation (2008–present)

Third generation

Production	2008–present
Assembly	Brampton Assembly plant in Canada[15]
Class	Pony car Muscle car
Body style	2-door coupe
Platform	Chrysler LC platform
Engine	3.5 L (214 cu in) SOHC V6 (2009–2010) 3.6 L (220 cu in) Pentastar V6 (2011–present) 5.7 L (345 cu in) HEMI V8 (2009–present) 6.1 L (370 cu in) HEMI V8 (2008–2010) 392 c.i.d. (6.4 L) HEMI V8 (2011–)
Transmission	4-speed automatic 42RLE (2009) 5-speed automatic W5A580 (2008-present) 6-speed manual Tremec TR6060 (2009-present)
Wheelbase	116.0 in (2,950 mm)
Length	197.7 in (5,020 mm)
Width	75.7 in (1,920 mm)
Height	57.0 in (1,450 mm)
Related	Chrysler 300 Dodge Charger Dodge Magnum Mercedes-Benz E-Class Mercedes-Benz S-Class

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show^[16] and Philadelphia International Auto Show. Listing at US$40,095, the new version was a 2-door coupe which shared common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006–Current Dodge Charger, 2005–2008 Dodge Magnum, and the 2005–Current Chrysler 300. The LX was developed in America from the previous Chrysler LH platform, which had been designed to allow it to be easily upgraded to rear and all-wheel drive. Many Mercedes components were incorporated, including the Mercedes-Benz W220 S-class control arm front suspension, the Mercedes-Benz W210 E-Class 5-link rear suspension, the W5A580 5-speed automatic, the rear differential, and the ESP system. All (7119) 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission. The entire 2008 U.S. run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008; Chrysler Canada offered a further 670+ SRTs uniquely badged as the Challenger 500 (paying homage to Charger and Coronet 500s) all of which were shipped to Canadian Dodge dealers. Chrysler of Mexico offered only 100 of these cars for that country with a 6.1 liter V8 and 425 brake horsepower (317 kW) (SAE); the version of which was the SRT8. Chrysler auctioned off two 2008 SRT8 for charity with the first car going for $400,000 to benefit the notMYkid non-profit organization. A «B5» Blue No.43 car fetched a winning bid of $228,143.43 with proceeds going to the Victory Junction Gang Camp.^[17]

2009

Production of the limited edition 2008 SRT/8s ended in July 2008, and production of the expanded 2009 line-up started in early August of the same year. The expanded offering was the same as had been unveiled earlier that spring at the 2008 New York Auto Show. Chrysler debuted the full Dodge Challenger line for 2009, with four different trims – SE, R/T, SRT8, and the SXT in Canada only. In addition to the SRT8, which remained unchanged except for the optional 6 speed manual, the line-up included the previously mentioned SE and SXT which offered the 250 HP 3.5-Liter V6. The R/T hosted a 5.7 Hemi sporting 370 hp (276 kW) and 398 lb·ft (540 N·m) of torque when coupled with the 5 speed automatic, and 375 hp (280 kW) with 404 lb·ft (548 N·m) when matched with the same Tremec 6-speed manual transmission as the SRT8.

2010

For 2010, the vehicle cost $515 to $1,010 more than in 2009.^[18] The color, HEMI Orange, was initially dropped for the 2010 model year, then re-released later in the model year. Two new color schemes became available for the 2010 model year; Plum Crazy and Detonator Yellow.^[19] A third new color, Furious Fuchsia was announced in February 2010.^[20] But unlike previous special editions, the Furious Fuchsia version will have significant changes to the interior with white leather instead of the usual black seats. Chrysler also made a late-year addition to the 2010 model year with the limited edition Mopar ’10 Challenger R/T. These cars, limited to only 500 examples, were metallic pearl black in color with three accent colors (blue, red, silver) of stripes to choose from. In addition, these cars were available with black R/T Classic-style rims along with a Hurst aftermarket pistol grip shifter, custom badging, Mopar cold air intake for a 10 horsepower increase, and Katzkin-sourced aftermarket interior. Units were built in Brampton, Ontario at the Brampton Assembly Plant and completed at the Mopar Upfit Center in Windsor, Ontario. There were 500 U.S. Units and 100 Canadian units built.

500 U.S. Units 320 Automatic Transmission 180 Manual Transmission

255 with Blue Stripes 115 with Red Stripes 130 with Silver Stripes

Out of the 255 with Blue Stripes 160 Automatics w/ T-Handle Shifters 95 Manuals w/ Pistol Grip Shifters

Out of the 115 with Red Stripes 74 Automatics w/T-Handle Shifters 41 Manuals w/Pistol Grip Shifters

Out of the 130 with Silver Stripes 86 Automatics w/T-Handle Shifters 44 Manuals w/Pistol Grip Shifters

2011

For the 2011 model, Chrysler outfit the base model Dodge Challenger with the new Pentastar V6 engine, which boasts a significant increase in power, now up to 305 bhp (227 kW; 309 PS) and 268 lb·ft (363 N·m). The new engine is more efficient than the outdated version, featuring cylinder deactivation and dual variable valve timing. The bottom grille was also flipped upside down, different from the 2008–10. Chrysler engineers cited airflow as a main reason for the change. For the new SRT8’s, the chin spoiler was also reengineered and enlarged to create more downforce. It resembles the ’70 Challenger R/T.^[21] A refreshed SRT8 entered production, with the new 392-cubic-inch (6.4L) HEMI V8.^[22] The new engine features Variable Camshaft Timing, as well as the Multiple Displacement System featured on the 5.7L (345 c.i.d.) HEMI V8. The 392 has officially been rated at 470 horsepower (350 kW) and 470 lb·ft (640 N·m) of torque. Dodge engineers said they sacrificed peak horsepower ratings for low-end torque, stating a 90 horsepower (67 kW) increase over the outgoing 6.1-L (370 c.i.d.) Hemi V8 at 2900 rpm.^[23] Two transmissions are offered, a 5-Speed Shiftable Automatic and a 6-speed manual.^{[citation needed]} Thanks to the revised engine, Chrysler engineers cited a quarter mile (~400 m) time of 12.4 seconds at 110 mph (180 km/h) – bettering the outgoing 6.1-Liter Hemi by 0.8 seconds, although that figure has varied wildly between automotive magazines. Car and Driver tested the 392 at 12.9 seconds at 114 mph (183 km/h)^[24] while Motor Trend’s tester clocked in at 13.0 seconds at 111.3 mph (179.1 km/h)^[25] and Edmunds’ number was far closer to Chrysler’s claimed numbers at 12.6 seconds at 112.1 mph (180.4 km/h).^[26] Nevertheless, the new engine shows significant improvements over the 2008–2010 cars in trap speed and quarter mile times.

U.S. sales figures

Calendar Year	Sales
2008[27]	17,423
2009[28]	25,852
2010[29]	36,791

SE

The base model Challenger is powered by a 3.5 L (214 cu in)^[30] SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lbf·ft (340 N·m) torque which was coupled to a 4-speed automatic transmission for the first half of 2009, and was then changed to have a standard 5-speed automatic transmission.^[31] Several different exterior colors, with either cloth or leather interiors became available. Standard features include; air conditioning, power windows, locks, and mirrors; cruise control, and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.^[32] The Canadian market also sports the SXT trim, similar to the SE but which is however, more generous in terms of standard features. Some of these features being ESP, an alarm system, and 18-inch (460 mm) wheels.

SE Rallye Package

New for 2009 was the Rallye Package for the SE model. The package featured design cues including dual body stripes on the hood and the trunk, chromed fuel door, deck lid spoiler, 18-inch aluminum wheels, and Micro Carbon in the interior accents.

Exterior paint colors and dual-stripe combinations on the Dodge Challenger SE Rallye include:

• Brilliant Black Crystal Pearl – with Dark Gray dual stripes and Red accent stripes
• Bright Silver Metallic – with Dark Gray dual stripes and Red accent stripes
• Deep Water Blue Metallic – with White dual stripes and Red accent stripes
• Inferno Red Crystal Pearl – with Black and Dark Gray accent stripes
• TorRed – with Black dual stripes and Dark Gray accent stripes
• Dark Titanium Metallic – with Black dual stripes and Red accent stripes
• Stone White – with Black dual stripes and Red accent stripes

R/T

The mid-level Challenger is powered by a 5.7 L (345 cu in) Hemi V8 coupled to a 5-speed automatic transmission or a Tremec TR-6060 6-speed manual transmission. On cars equipped with the automatic transmission, the engine features the Multi-Displacement System and produces 372 brake horsepower (277 kW) (SAE) and 398 lbf·ft (540 N·m) torque.^[31] With the 6-speed manual transmission, the Multi-Displacement System option is deleted and the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lbf·ft (548 N·m) torque.^[31] Another feature is the Intelligent Deceleration Fuel Shut-Off (iDFSO) available with the manual and the automatic models, the first to combine both a Multi-Displacement system and fuel shut-off.^[33] The final drive ratio is 3.06:1 on cars with the automatic transmission, 3.73:1 on cars with the 6-speed manual and 18-inch (460 mm) wheels or 3.92:1 with the 6-speed manual and optional 20-inch (510 mm) wheels. Also available on R/T is the «Track Pak» option group, which includes the Tremec manual transmission, a limited slip differential and self-leveling rear shock absorbers. During the end of the 2010 model year, Dodge released the special edition «Mopar ’10» Challenger R/T. The Mopar ’10 featured a myriad of Mopar aftermarket upgrades straight from the factory including a Mopar cold air intake, Hurst Performance pistol grip shifter, custom Katzkin leather interiors and R/T Classic wheels that are painted black as opposed to the standard chrome. All Mopar ’10s had metallic black paint to go along with a choice of three different colors for exterior striping (blue, red, or silver).Units were built in Brampton, Ontario at the Brampton Assembly Plant and completed at the Mopar Upfit Center in Windsor, Ontario. There were 500 U.S. Units and 100 Canadian units built.

500 U.S. Units 320 Automatic Transmission 180 Manual Transmission

255 with Blue Stripes 115 with Red Stripes 130 with Silver Stripes

Out of the 255 with Blue Stripes 160 Automatics w/ T-Handle Shifters 95 Manuals w/ Pistol Grip Shifters

Out of the 115 with Red Stripes 74 Automatics w/T-Handle Shifters 41 Manuals w/Pistol Grip Shifters

Out of the 130 with Silver Stripes 86 Automatics w/T-Handle Shifters 44 Manuals w/Pistol Grip Shifters

Dodge and Mopar collaborated to create Mopar ’10, a «Mopar modified» 2010 Dodge Challenger R/T. Under-the-hood features include the legendary 5.7-liter HEMI® V-8 engine, a hood-venting system, a cold-air intake, a front strut-tower brace with shock caps, and a unique engine cover. Under the decklid is a rear strut-tower brace that stiffens the chassis and improves handling characteristics of the car. Mopar ’10 vented T/A-style hood with vintage hood pins. Mopar logos and graphics are prominent on the front fascia, hood, hood-pin caps, body-side stripes, windows and on the chromed fuel door. A special Mopar ’10 car cover also comes with the vehicle.

Interior features include Katzkin leather seating, custom leather-wrapped steering wheel with baseball-style stitching, Mopar shift handles (T-handle for automatics, Pistol Grip for manuals), a serialized dash plaque with Mopar ’10 logo and Mopar branding throughout.

Every customer who purchases a Mopar ’10 will receive a special owner kit that includes a certificate with the vehicle identification number (VIN), date of build completion, and build number. The kit also includes a limited-edition sketch of the vehicle signed by Chrysler Group design chief Mark Trostle, a book that highlights the special vehicle build, and Mopar ’10 merchandise.

R/T Classic

The Challenger R/T Classic, with the 5.7 L (345 cu in) Hemi, and retro aspects such as script «Challenger» badges on the front panels and black or white «R/T» stripes. It comes with a five-speed automatic standard, with an optional six-speed manual transmission including a pistol-grip-shifter. The wheels are Heritage 20″ Cragar style specials. It became available in Brilliant Black Crystal Pearl, Bright Silver Metallic, Stone White and in five «heritage» colors: HEMI-Orange, TorRed, B5 Blue, Plum Crazy Purple, Detonator Yellow and Furious Fuchsia. Prices start at $34,005 (including destination) and production started in February 2009.

SRT8

The 2009 SRT8, while still equipped with the 6.1L (370 cu in) Hemi V8, is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include Brembo brakes, a sport suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the R/T and SE models such as air conditioning and cruise control.^[32] In addition, the 2009 had a true «limited slip» differential.^[34] A «Spring Special» SRT8 Challenger was also offered in B5 Blue, but due to rolling plant shutdowns, just over 250 Spring Special Challengers were built before the end of the 2009 model year. For 2010, SRT8 models added Detonator Yellow as an available color (at extra cost), and only with the optional «Special Edition Group». Yellow Challengers were only be built for a limited time (October/December 2009) in the 2010 model year. Another retro color, Plum Crazy Purple, was also available during Spring 2010 production, offered exclusively in the «Spring Special» package. Furious Fuchsia, similar to the 70s Panther Pink, was limited to one-day production at the Brampton, Ontario plant. The Furious Fuschsia Challengers, unlike previous limited edition Challengers, also featured a custom interior with white seats as well as black rims.^[20]

SXT

The SXT version of the Challenger is only sold in Canada and is a more well-equipped variation of the SE. It adds fog lamps, a rear spoiler, larger wheels, illuminated vanity mirrors, security alarm and a leather-wrapped shifter. In addition, the SXT has increased option packages available to it that aren’t available on the SE, and are also available to the R/T. (Such as the high-end navigation-enabled entertainment system.)

Super Stock Concept

The Super Stock Concept was built to commemorate the 50th anniversary of 392 Hemi engine, as well as to showcase Chrysler’s new available 392 (6.4L) Hemi crate engine. The body was based on the 2006 Dodge Challenger Concept. The vehicle was unveiled at SEMA show.^[35]

SRT10 Concept

A concept vehicle using Dodge Viper SRT-10 engine and Bilstein shocks appeared at the 2008 SEMA show.^[36] Two years later, the concept proved to be somewhat prophetic as the Viper’s V10 is set to be put into the 2011 Drag Pak Challenger.^[37]

Drag Race Package

A race model designed for NHRA competition is based on the Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 50 Challenger Drag Race Package Cars are being built to meet NHRA requirements. Engine options include a 6.1L HEMI, 5.7-L HEMI, and a 5.9L Magnum Wedge. Manual or automatic transmissions are available, The initial run of the required 50 cars has been completed and over 100 of the «2009 Challenger Drag Pak» vehicles will be produced. Currently a 2010 program is being considered. «Big Daddy» Don Garlits bought the first drag race package car and plans to race it in NHRA competition.^[38] The prototype cars shown at SEMA were built by MPR Racing of Michigan, who continue to modify the production cars as delivered from Chrysler. Currently, the «Drag-Pak» cars running in legal A/SA trim are running around the 9.7–10 second mark at 130–140 mph in the quarter mile.

For 2011, Dodge decided to eschew the outgoing 6.1-liter Hemi for the 8.4-liter V10 from the departed Dodge Viper. This engine is expected to produce 600 horsepower, just as it did for the Final Edition Dodge Vipers.^[37]

1320 Concept

First shown at the 2009 SEMA show in Las Vegas, the 1320 is a concept car based on the Drag Race Package. It was fabricated by Chrysler’s design team as a lightweight version that uses carbon-fiber components and a reduced interior. Other modifications include police wheels, an electric exhaust bypass, ARB locking differential and Mickey Thompson street-legal drag radials. It is named after the length of a quarter mile which is 1320 ft.^[39]

Limited production variants

In addition to official Dodge concept cars, there have been numerous limited production and street legal variants created by third parties, based on stock cars that have been rebuilt with modified powertrains, suspensions, and interiors. These include the SMS 570 and (supercharged) 570X with up to a claimed 700 bhp (522 kW), the Mr. Norm’s Challengers with a claimed 637 bhp (475 kW) or 900 bhp (671 kW) horsepower, the supercharged SpeedFactory SF600R with around 600 bhp (447 kW), and the Legacy by Petty.^[40]

Dealership company Group1 also rebuilds Dodge Challengers from the factory as special service pursuit cars, emphasizing the integration of police equipment but also boosting performance somewhat, to an estimated 400 bhp (298 kW).^[41]

Mopar 10 Edition: Only 500 produced. 400 USA models & 100 Canadian Models Painted only pearl black with either a red, silver or blue stripe down the side and interior stitching to match.

Racing

• The Challenger was introduced to the SCCA Trans Am Series in 1970. Two factory-backed cars were prepared by Ray Caldwell’s Autodynamics and driven by Sam Posey and Tony Adamowicz. The No.77 car was built at Autodynamics from a street Challenger T/A that was taken from a local dealer showroom. The No.76 chassis arrived mid-season from Dan Gurney’s All-American Racers, and was completed by Autodynamics.
• Dodge’s mid-1970s factory-supported «Kit Car» program for short-track late-model stock car racing offered a choice of Challenger or Aspen bodies over a steel-tube chassis.
• Blackforest Motorsports has currently entered a Challenger in the Continental Challenge.^[42]
• The 2010 Challenger R/T has been named as the Chrysler model for the 2010 NASCAR Nationwide Series competition.^[43]

References

External links

• Official website
• Dodge Challenger: History of the Dodge Pony Car
• Dodge Challenger: Forty Years of a Dodge Muscle-car Legend
• 2011 Dodge Challenger cars at Allpar
• Information about the Challenger

v · d · e Dodge road car timeline, United States market, 1950s–1970s — next »
Type	1950s	1960s	1970s
0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
Subcompact				Omni / 024
			Colt
Compact				Colt	Colt	Colt
		Lancer	Dart	Dart	Dart	Aspen
Mid-size	Wayfarer			Dart			Diplomat
		Coronet	Coronet	Monaco
			Magnum
Full-size	Coronet	Coronet	Coronet	Dart	880 / Custom 880
Royal	Royal	Matador		330	Monaco	Monaco		St. Regis
Meadowbrook	La Femme			440
	Custom Royal	Polara	Polara	Polara	Polara
Sports			Charger	Charger	Charger	Charger
		Challenger		Challenger
		Super Bee

v · d · e « previous — Dodge road car timeline, United States market, 1980s–present
Type	1980s	1990s	2000s	2010s
0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2
Subcompact	Omni
Colt	Colt	Colt	Colt
Omni 024	Charger
Compact	Colt	400		Shadow	Neon	Neon		Caliber
Aspen	Aries
Mid-size		Lancer
Mirada	600	Spirit			Avenger
Diplomat	Dynasty		Stratus	Stratus
Full-size	St. Regis		Monaco	Intrepid	Intrepid	Magnum
			Charger	Charger
Sport compact		Daytona		Avenger		SRT-4
Sports	Challenger	Conquest			Stealth			Challenger
		Viper	Viper	Viper		Viper

Dodge challenger: перевод, синонимы, произношение, примеры предложений, антонимы, транскрипция

Dodge Challenger

Manufacturer	Dodge
Parent company	Chrysler Corporation (1970-74) Mitsubishi Motors (1978-1983) Chrysler LLC (2008-present)
Production	1970-1974 1978-1983 2008-present
Successor	Dodge Conquest (for 1984) Dodge Daytona (for 1984)
Class	Pony car (1970-74, 2008-present)
Layout	FR layout
Manuals	Service Manual

Dodge Challenger is the name of three different automobile models marketed by the Dodge division of Chrysler LLC since 1970.

First generation (1970-1974)

First generation

Production	1970-1974
Assembly	Hamtramck, Michigan, USA Los Angeles, California, USA
Class	Pony car
Body style(s)	2-door convertible 2-door hardtop coupe
Platform	E-body
Engine(s)	198 cu in (3.2 L) Slant 6 I6 225 cu in (3.7 L) Slant 6 I6 318 cu in (5.2 L) LA V8 340 cu in (5.6 L) LA V8 360 cu in (5.9 L) LA V8 383 cu in (6.3 L) B V8 426 cu in (7 L) Hemi V8 440 cu in (7.2 L) RB V8
Transmission(s)	4-speed manual 3-speed TorqueFlite automatic
Wheelbase	110.0 in (2794 mm)
Length	191.3 in (4859 mm)
Width	76.1 in (1933 mm)
Height	50.9 in (1293 mm)
Related	Plymouth Barracuda
Designer	Carl Cameron

The Challenger is described in a book about 1960s American cars as Dodge’s «answer to the Mustang and Camaro.»^[1] It was one of two Chrysler E-body cars, the other being the slightly smaller Plymouth Barracuda. «Both the Challenger and Barracuda were available in a staggering number of trim and option levels» and were intended «to compete against cars like the Chevrolet Camaro and Ford Mustang, and to do it while offering virtually every engine in Chrysler’s inventory.»^[2] However they were «a rather late response to the ponycar wave the Ford Mustang had started.»^[3] The author of a book about «Hemi»-powered muscle cars says that the Challenger was conceived in the late 1960s as Dodge’s equivalent of the Plymouth Barracuda, and that the Barracuda was designed to compete against the Mustang and Camaro. He adds that Chrysler intended the new Dodge as «the most potent ponycar ever,» and positioned it «to compete against the Mercury Cougar and Pontiac Firebird.» ^[4] Similarly, the author of a book about the Chrysler pony-cars notes that «[t]he Barracuda was intended to compete in the marketplace with the Mustang and Camaro/Firebird, while the Dodge was to be positioned against the Cougar» and other more luxury-type musclecars.^[5]

The Challenger’s longer wheelbase, larger dimensions and more luxurious interior were prompted by the launch of the 1967 Mercury Cougar, likewise a bigger, more luxurious and more expensive pony car aimed at affluent young American buyers.^[6] The wheelbase, at 110 inches (2,794 mm), was two inches longer than the Barracuda, and the Dodge differed substantially from the Plymouth in its outer sheetmetal, much as the Cougar differed from the shorter-wheelbase Ford Mustang.

Exterior design was done by Carl Cameron, who also did the exterior for the 1966 Dodge Charger. Cameron based the 1970 Challenger grille off an older sketch of his 1966 Charger prototype that was to have a turbine engine. The Charger never got the turbine, but the Challenger got that car’s grille. Although the Challenger was well-received by the public (with 76,935 produced for the 1970 model year), it was criticized by the press, and the pony car segment was already declining by the time the Challenger arrived. Sales fell dramatically after 1970, and Challenger production ceased midway through the 1974 model year. About 165,500 Challengers were sold over this model’s lifespan.

Models

Four models were offered: Challenger Six, Challenger V8, T/A Challenger, and Challenger R/T. Challengers could either be hardtops, coupes, or convertibles (through 1971 only). The standard engine on the base model was the 225 cu in (3.7 L) six-cylinder. Standard engine on the V8 was the 230 bhp (171.5 kW) 318 cu in (5.2 L) V8 with a 2-barrel carburetor. Optional engines were the 340 cu in (5.6 L) and 383 cu in (6.3 L) V8s, all with a standard 3-speed manual transmission, except for the 290 bhp (216.3 kW) 383 CID engine, which was available only with the TorqueFlite automatic transmission. A 4-speed manual was optional on all engines except the 225 CID I6 and the 383 CID V8.

The performance model was the R/T (Road/Track), with a 383 CID Magnum V8, rated at 335 bhp (249.8 kW). Standard transmission was a 3-speed manual. Optional R/T engines were the 375 bhp (279.6 kW) 440 CID Magnum, the 390 bhp (290.8 kW) 440 cu in (7.2 L) Six-Pack and the 425 bhp (316.9 kW) 426 cu in (7 L) Hemi. The R/T was available in all three body styles; both standard and R/T hardtops could be ordered as the more luxurious SE specification, which included leather seats, a vinyl roof, a smaller ‘formal’ rear window, and an overhead interior console that contained three warning lights (door ajar, low fuel, and seatbelts). The Challenger R/T came with a Rallye instrument cluster which included a 150 mph (240 km/h) speedometer, an 8,000 rpm tachometer, and an oil pressure gauge. The convertible Challenger was available with any engine, as well as in the R/T and SE trim levels. In 1973, Dodge dropped the R/T badging and now called it the «Rallye», although it was never badged as such. The shaker hood scoop was not an option for 1972.

A 1970-only model was the Dodge Challenger T/A (Trans Am) racing homologation car. In order to race in the Sports Car Club of America’s Trans American Sedan Championship, it built a street version of its race car (just like Plymouth with its Plymouth ‘Cuda AAR) which it called the Dodge Challenger T/A (Trans Am). Although the race cars ran a destroked version of the 340, street versions took the 340 and added a trio of two-barrel carburetors atop an Edelbrock aluminum intake manifold, creating the 340 Six Pack. Dodge rated the 340 Six Pack at 290 bhp (216.3 kW), only 15 bhp (11 kW) more than the original 340 engine (and mysteriously the same rating as the Camaro Z/28 and Ford Boss 302 Mustang), it actually made about 320 bhp (238.6 kW). It breathed air through a suitcase sized air scoop molded into the pinned down, hinged matte-black fiberglass hood. Low-restriction dual exhausts ran to the stock muffler location under the trunk, then reversed direction to exit in chrome tipped «megaphone» outlets in front of the rear wheels. Options included a TorqueFlite automatic or pistol-grip Hurst-shifted four-speed transmission, 3.55:1 or 3.90:1 gears, as well as manual or power steering. Front disc brakes were standard. The special Rallye suspension used heavy duty parts and increased the camber of the rear springs. The T/A was among the first production vehicles to use different size tires front and rear: E60x15 fronts, and G60x15 in back. The modified camber elevated the tail enough to clear the rear rubber and its side exhaust outlets, thick side stripes, bold ID graphics, a fiberglass ducktail rear spoiler, as well as a fiberglass front spoiler added to the image. The interior was strictly stock Challenger. Unfortunately, the race Challenger T/A was not competitive, due to the fact that they had to be large enough to accommodate engines as large as the 426 Hemi, and 440, the street version suffered from severe understeer in fast corners. It could turn mid 14s in the quarter mile, which would do any small block muscle car proud. The T/A would only be available for 1970 as Dodge pulled out of Trans Am racing. Only 2,142 T/As were made. A 1971 model using the 340 engine with a 4-barrel carburetor was planned and appeared in period advertising, but was not produced.

The «Western Special» was a version available only to west coast dealers. It came with a rear-exit exhaust system and Western Special identification on the rear decklid. Some examples came with a vacuum-operated trunk release. Another late production version was the low-priced «Deputy», stripped of some of the base car’s trim and with fixed rear side glass.

By 1972, the convertible version and all the big-block engine options were gone. Maximum power was also downgraded to 240 horsepower (180 kW) to reflect the more accurate Society of Automotive Engineers (SAE) net hp calculations. The 1972 models also received a new grille that extended beneath the front bumper.

The 1973 models were no longer available with a six-cylinder engine. For 1974, the 340 cu in (5.6 L) engine was replaced by a 360 cu in (5.9 L) version, but the pony car market had deteriorated and production of Challengers ceased in mid-1974.

• 

  1974 Dodge Challenger coupe

• 

  1970 Dodge Challenger RT

• 

  Dodge Challenger coupe

• 

  1972 Dodge Challenger coupe

• 

  Dodge Challenger coupe

• 

  Dodge Challenger R/T coupe

• 

  ’74 Dodge Challenger

• 

  1970 Dodge Challenger TransAm

Cosmetic variations

Although the body style remained the same throughout the Challenger’s five year run, there were two notable changes to the front grille. The 1971 models had a «split» grille, while 1972 introduced a design that extended the grille beneath the front bumper. With this change to the front end, 1972 through 1974 models had little to no variation. The only way to properly distinguish them is that the 1972s had flush mounted bumpers with no bumper guards, (small bumper guards were optional), while both the 1973 and 1974 models had the protruding «5 mph (8.0 km/h)» bumpers (with a rubber type filler behind them) in conjunction with large bumper guards. These changes were made to meet U.S. regulations regarding crash test safety.

The 1970 taillights went all the way across the back of the car, with the backup light in the middle of the rear. In 1971, the backup lights were on the left and right instead of the middle. The taillight array also changed for 1972 onwards, with the Challenger now having four individual rectangular lamps.

Collector’s value

Although few mourned the end of the E-body models, the passage of time has created legends and highlighted the unique personalities of both the Challenger and the Barracuda.^[2] In a historic review, the editors of Edmunds Inside Line ranked these models as: 1970 was a «great» year, 1971 was «good» one, and then «three progressively lousier ones» (1972-1974).^[2]

Original «numbers matching» high-performance 1970-71 Challengers are now among the most sought-after collector cars.^{[citation needed]} The rarity of specific models with big engines is the result of low buyer interest and sales with the correspondingly low production when new. The 440 and the 426 Hemi engines nowadays command sizable premiums over the smaller engines (with the exception of the limited edition Challenger T/A with its 340 six-pack).

The 1970 and 1971 models tend to generate more attention as performance and style options were still available to the public. However, with the popularity of these vehicles increasing, and the number of usable and restorable Challengers falling, many collectors now search for later models. Many «clones» of the 1970 and 1971 Challengers with high-performance drivetrains have been created by using low-end 6 cylinder and 318 powered non-R/T or T/A cars and installing one of the «Magnum» performance engine combinations (340, 383, 440 or 426 Hemi) and adding the specific badging and hoods.

Export markets

Dodge Challengers were mainly produced for the U.S. and Canadian markets. Interestingly, Chrysler officially sold Challengers to Switzerland through AMAG Automobil- und Motoren AG in Schinznach-Bad, near Zurich. Only a few cars were shipped overseas each year to AMAG. They did the final assembly of the Challengers and converted them to Swiss specs. There are few AMAG cars still in existence. From a collector’s point of view, these cars are very desirable. Today, less than five Swiss Challengers are known to exist in North America.^[7]

Chrysler exported Dodge Challengers officially to France as well through their Chrysler France Simca operation, since Ford sold the Mustang in France successfully in small numbers. However, only a few Challengers were exported and Chrysler finally gave up the idea of selling them in France. A few French Challengers still exist today.

Production

Engines

Engine choices included the following:

• C-225 cu in (3.7 L) Slant 6 I6:

(145 bhp) 1970-1972

• G-318 cu in (5.2 L) LA V8:

(230 bhp) 1970-1974

• H-340 cu in (5.6 L) LA V8:

(275 bhp) 1970-1973

• J-340 cu in (5.6 L) LA V8 Six-Pack

(290 bhp) 1970 *T/A

• J-360 cu in (5.9 L) LA V8:

(245 bhp) 1974

• L-383 cu in (6.3 L) B V8:

(290 bhp and 330 bhp) 1970-1971

• N-383 cu in (6.3 L) B V8:

(335 bhp) 1970-1971

• U-440 cu in (7.2 L) RB V8:

Available in Magnum 4-barrel carbureted form
(375 bhp) 1970-1971

• V-440 cu in (7.2 L) RB V8 Six-Pack

(3 × 2-barrel carburetors and 390 bhp (291 kW)/490 lb·ft (664 N·m)) 1970-1971

• R-426 cu in (7 L) Hemi V8:

(425 bhp) (317 kW)/490 lb·ft (664 N·m), costing an extra US$1,228,
and very few sold. 1970-1971

Performance 1/4 mile

• 340:14.8 @ 96 mph (154 km/h)
• 340T/A: 13.99 @ 97 mph (156 km/h)
• 383 2-barrel: 15.1 @ 96 mph (154 km/h)
• 383 Magnum R/T: 14.3 @ 99 mph (159 km/h)
• 440 Magnum R/T: 13.8 @ 102 mph (164 km/h)
• 440 Six-Pack: 13.4 @ 107 mph (172 km/h)
• 426 Hemi: 13.0 @ 108 mph (174 km/h)

Serial numbers

ex. JS27R0B100001

• J — Car line, Dodge Challenger
• S — Price class (H-High, S-Special)
• 27 — Body type (23-Hardtop, 27-Convertible, 29-Sports hardtop)
• R — Engine code (see engines above)
• 0 — Last digit of model year
• B — Assembly plant code (B-Hamtramck E-Los Angeles)
• 100001 — Consecutive sequence number

Production numbers

• 1970 = 76,935 *includes 2,539 T/As
  • Hardtop I6: 9,929
  • Hardtop V8:. 39,350*
  • Sports hardtop I6: 350
  • Sports hardtop V8: 5,873
  • Convertible I6: 378
  • Convertible V8: 2,543
  • Hardtop R/T: 13,796
  • Special Edition hardtop R/T: 3,753
  • Convertible R/T: 963

• 1971 = 26,299
  • Hardtop I6: 1,672
  • Hardtop V8: 18,956
  • Convertible I6: 83
  • Convertible V8: 1,774
  • Hardtop V8 R/T: 3,814

• 1972 = 22,919
  • Hardtop I6: 842
  • Hardtop V8: 15,175
  • Hardtop V8 Rallye: 8,123

• 1973 = 27,930
  • Note: All models were V8-powered hardtops

• 1974 = 11,354
  • Note: All models were V8-powered hardtops

Colors

• 1970

Light Gold Metallic-FY4, Plum Crazy (purple)-FC7, Sublime (green)-FJ5,
Go-Mango(orange)-EK2, Hemi Orange-EV2, Banana (yellow)-FY1, Light Blue Metallic-EB3, Bright Blue Metallic-EB5, Dark Blue Metallic-EB7, Rallye Red-FE5, Light Green Metallic-FF4, Dark Green Metallic-EF8, Dark Burnt Orange-FK5, Beige-BL1, Dark Tan Metallic-FT6, White-EW1, Black-TX9, Cream-DY3, Panther Pink-FM3

• 1971

Light Gunmetal Metallic-GA4, Light Blue Metallic-GB2, Bright Blue
Metallic-GB5, Dark Blue Metallic-GB7, Dark Green Metallic-GF7, Light
Green Metallic-GF3, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark
Bronze Metallic-GK6, Tan Metallic-GT5, Bright Red-FE5, Bright White-GW3,
Black-TX9, Butterscotch-EL5, Citron Yella-GY3, Hemi Orange-EV2, Green
Go-FJ6, Plum Crazy-FC7, Top Banana-FY1

• 1972

Light Blue-HB1, Bright Blue Metallic-HB5, Bright Red-FE5, Light Green
Metallic-GF3, Dark Green Metallic-GF7, Eggshell White-GW1, Black-TX9,
Light Gold-GY5, Gold Metallic-GY8, Dark Gold Metallic-GY9, Dark Tan
Metallic-GT8, Light Gunmetal Metallic-GA4, Medium Tan Metallic-GA4,
Super Blue-GB3, Hemi Orange-EV2, Top Banana-FY1

• 1973

Black-TX9, Dark Silver Metallic-JA5, Eggshell White-EW1, Parchment-HL4,
Light Gold-JY3, Dark Gold Metallic-JY9, Gold Metallic-JY6, Bronze
Metallic-GK6, Pale Green-JF1, Dark Green Metallic-JF8, Light Blue-HB1,
Super Blue-TB3, Bright Blue Metallic-GB5, Bright Red-FE5, Top
Banana-FY1, Light Green Metallic-GF3

• 1974

Yellow Blaze-KY5, Golden Fawn-KY4, Parchment-HL4, Bright Red-FE5, Deep Sherwood Metallic (Green)-KG8,
Eggshell White-EW1, Black-TX9, Light Blue-HB1

Second generation (1978-1983)

Second generation

Production	1978-1983
Assembly	Okazaki, Aichi, Japan
Body style(s)	2-door coupe
Engine(s)	1.6 L (≈98 cu in) 4G32 I4 2.6 L (≈159 cu in) 4G54 I4
Transmission(s)	5-speed manual 3-speed automatic
Wheelbase	2530 mm (99.6 in)
Length	4525 mm (178.1 in)
Width	1675 mm (65.9 in)
Height	1345 mm (53 in)–1355 mm (53.3 in)
Related	Mitsubishi Galant Lambda Plymouth Sapporo

See Mitsubishi Galant Lambda for more information

The Challenger name was revived in 1978 for a version of the early Mitsubishi Galant Lambda coupe, known overseas as the Mitsubishi Sapporo and sold through Dodge dealers as a captive import, identical except in color and minor trim to the Plymouth Sapporo. Although mechanically identical, the Dodge version emphasized sportiness, with bright colors and tape stripes, and the Plymouth on luxury with more subdued trim. Both cars were sold until 1983 , until being replaced by the Conquest and Daytona.

The car retained the frameless hardtop styling of the old Challenger, but had only a four-cylinder engine and was a long way in performance from its namesake. Nevertheless, it acquired a reputation as a reasonably brisk performer of its type, not least because of its available 2.6 L engine, exceptionally large for a four-cylinder. Four-cylinder engines of this size had not usually been built due to inherent vibration, but Mitsubishi pioneered the use of balance shafts to help damp this out, and the Challenger was one of the first vehicles to bring this technology to the American market; it has since been licensed to many other manufacturers.

Third generation (2008-present)

Third generation

Production	2008-present
Assembly	Brampton, Ontario, Canada[8]
Class	Pony car
Body style(s)	2-door coupe
Platform	Chrysler LC platform
Engine(s)	6.1 L (370 cu in) HEMI V8 5.7 L (345 cu in) HEMI V8 (2009 & later) 3.5 L (214 cu in) SOHC V6 (2009 & later)
Transmission(s)	4-speed Automatic (2009 & later V6) 5-speed Automatic 6-speed Manual (2009 & later)
Wheelbase	116.0 in (2946 mm)
Length	197.7 in (5022 mm)
Width	75.7 in (1923 mm)
Height	57.0 in (1448 mm)
Related	Chrysler 300 Dodge Charger Dodge Magnum Mercedes-Benz E-Class

On December 3, 2007, Chrysler started taking deposits for the third-generation Dodge Challenger which debuted on February 6, 2008 simultaneously at the Chicago Auto Show^[9] and Philadelphia International Auto Show. Listing at US$40,095, the new version is a 2-door coupe which shares common design elements with the first generation Challenger, despite being significantly longer and taller. The chassis is a modified (shortened wheelbase) version of the LX platform that underpins the 2006-Current Dodge Charger, 2005-2008 Dodge Magnum, and the 2005-Current Chrysler 300. All 2008 models were SRT8s and equipped with the 6.1 L (370 cu in) Hemi and a 5-speed AutoStick automatic transmission, which outperforms the legendary 1970 Hemi Challenger.^[10] The entire 2008 run of 6,400 cars were pre-sold (many of which for above MSRP), and production commenced on May 8, 2008. Chrysler Canada is offering the Canada 500 and Chrysler of Mexico is offering only 100 of this car for that country with a 6.1 liter engine and 425 brake horsepower (317 kW) (SAE); the version is SRT/8. Chrysler auctioned off two 2008 SRT8 for charity with car #1 going for $400,000.00 to benefit the notMYkid non-profit org, and a ‘B5’ Blue #43 car fetching a winning bid of $228,143.43 with the proceeds going to Victory Junction Gang Camp.^[11]. Many of the «first delivery» Challengers were either pre-sold, or sold for above MSRP (as is often the case with a highly anticipated vehicle launch).

At the 2008 New York Auto Show, Chrysler debuted the full Dodge Challenger line for 2009, with three different trims (SE, R/T, and SRT8) to choose from:

SE

The base model Challenger is powered by a 3.5 L (214 cu in) ^[12] SOHC V6 producing 250 brake horsepower (190 kW) (SAE) and 250 lb·ft (339 N·m) torque which is coupled to a 4-speed automatic transmission.^[13] Several different exterior colors, and either cloth or leather interiors are available. Standard features include air conditioning; power windows, locks, and mirrors; cruise control; and 17-inch (430 mm) aluminum wheels. Leather upholstery, heated front seats, sunroof, 18-inch aluminum wheels, and a premium audio system are available as options, as are ABS, and stability and traction control.^[14] The Canadian market also sports the SXT trim, similar to the SE, however is even more generous in terms of standard features. Some of these features being ESP, and alarm system, and 18-inch (460 mm) wheels.

R/T

The mid-level Challenger is powered by a 5.7 L (345 cu in) HEMI V8 producing 375 brake horsepower and coupled to either a 5-speed auto or 6-speed manual transmission. With the 6-speed manual, the Multi-Displacement System option is deleted, but the engine produces 376 brake horsepower (280 kW) (SAE) and 404 lb·ft (548 N·m) torque, whereas the 5.7 L (345 cu in) V8 with automatic transmission has 372 brake horsepower (277 kW) (SAE) and 398 lb·ft (540 N·m) torque.^[13]
Also available on R/T is the «Track Pak» option group. Included, is a six-speed manual transmission, anti-spin differential (3.73 with standard 18-inch (460 mm) wheels, 3.92 with optional 20-inch (510 mm) wheels), as well as an «ESP full-off» switch.

R/T Classic

The brochure of the 2009 Challenger shows a «classic» version of the Dodge Challenger R/T, with the 5.7 L (345 cu in) HEMI, and retro aspects such as script «Challenger» badges on the front panels and black «R/T» stripes. According to a Chrysler press relase from 01/16/09 it will come with a six-speed-manual transmission (including a pistol-grip-shifter) as standard. It will be available in Brillant Black Crystal Pearl, Bright Silver Metallic, Stone White and in three «heritage» colors: HEMI-Orange, TorRed and B5 Blue. Prices start at $34,005 (including destination) and production will start in February 2009.

SRT8

The 2009 SRT8 is virtually identical to its 2008 counterpart, with the main difference being the choice of either a 5-speed automatic or a 6-speed manual transmission. Standard features include big Brembo brakes, a special suspension, bi-xenon headlamps, heated leather sport seats, keyless go, Sirius satellite radio, and 20-inch (510 mm) forged aluminum wheels in addition to most amenities offered on the lower R/T and SE models such as air conditioning and cruise control.^[14] In addition, the 2009 will have a true «limited slip» differential.^[15]

Super Stock Concept

It was built to commemorate the 10th anniversary of 392 HEMI engine, as well as showcase Mopar’s new available 392 (6.4L) HEMI crate engine. The body was based on the 2006 Dodge Challenger Concept. The vehicle was unveiled at SEMA show.^[16]

SRT10 Concept

A concept vehicle using Dodge Viper SRT-10 engine and Bilstein shocks appeared in 2008 SEMA show.^[17]

Drag Race Package

A race model designed for NHRA competition, based on Dodge Challenger SRT-8. The car is 1,000 pounds (454 kg) lighter than the street vehicle by eliminating major production components and systems. To accentuate the weight savings, they also feature added composite, polycarbonate and lightweight components designed for drag racing that will be part of the new Package Car program. The engine was repositioned to improve driveline angle and weight distribution. The 116-inch (2,900 mm) wheelbase was shortened by ½ inch. They also feature a front cradle with bolt-in crossmember and solid engine mounts.

At least 100 Challenger Drag Race Package Cars were built to meet NHRA requirements. Engine options include 6.1L HEMI, 5.7-L HEMI, 5.9L Magnum Wedge. Manual or automatic transmissions are available. «Big Daddy» Don Garlits bought the first drag race package car and plans to race it in NHRA competition. ^[18]

Racing

The Challenger was introduced to the SCCA Trans Am Series in 1970, driven by Sam Posey among others.

Media appearances

The Challenger have been shown or used in a number of media, including:

• Films

Vanishing Point, Vanishing Point (1997 made-for-TV remake), 2 Fast 2 Furious, Natural Born Killers, Death Proof, Ben 10: Race Against Time, Terminal Velocity, Gone in 60 Seconds.

• Television

Drive,
The Beverly Hillbillies (1970-71),
NCIS episode Heartland-Gibbs car,
Top Gear

• Games

Forza Motorsport, Project Gotham Racing 4, Gran Turismo 2, Race Driver: Grid, Need for Speed: ProStreet, Need for Speed: Carbon and Midnight Club: Los Angeles

• Music Videos

Show Me How to Live by Audioslave
, What’s Up, What’s Happenin’ by T.I, Sick Of My Self’ by Matthew Sweet

References

Inline

General

• MyMopar: Challenger production numbers
• Dodge Challenger: History of the Dodge Pony Car from Chrysler Media Site

See also

• Dodge Charger
• Plymouth Barracuda — Chrysler’s other pony car
• Ford Mustang, Mercury Cougar, Chevrolet Camaro, Pontiac Firebird, AMC Javelin — the competition
• List of Dodge automobiles
• List of Dodge concept vehicles

External links

• 2009 Challenger Official Site
• 2009 Challenger R/T Road Test
• 2009 Dodge Challenger Video Reviews

v • d • e Dodge road car timeline, United States market, 1970s–present
Type	1970s	1980s	1990s	2000s
0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
Subcompact		Omni
	Colt
		Charger
Compact	Colt			400		Shadow	Neon		Caliber
Dart	Aspen	Aries
Mid-size		Magnum	Mirada	600	Spirit	Stratus		Avenger
Coronet	Diplomat	Dynasty
Full-size	Monaco	St. Regis		Monaco	Intrepid	Magnum
Polara					Charger
Sport compact			Daytona		Avenger		Neon SRT-4
Sports	Charger
Challenger		Challenger	Conquest			Stealth			Challenger
SuprB				Viper