Here's what we're going to do — since there's outlets out there better suited to walking through reams of meaningless testing data, we've left that to them. Instead, we're more interested in how these babies perform as, well, as muscle cars. That's something as much about feeling as about numbers. So we've assigned two Jalopnik staff people to each of the three marvelous modern muscle cars, rating them on a five-star scale for the categories of Exterior Design, Interior Design, Acceleration, Braking, Ride, Handling, Gearbox, Audio, Toys, Value and an Overall score. We'll add up each writers scores for each car and the pony with the most stars at the end wins! Let's begin.

Exterior Design

2010 Chevy Camaro SS

Krewson: *****
Yes, it's a retro-inspired reimagining, and you might want to dock it points for that, and yes, its sheer size is astounding- at one point Wert was driving the Camaro (imagine that) just a couple car-lengths in front of me on the expressway when a Civic pulled between us, and the Camaro's shapely flared fenders were clearly visible on either side of the Honda. But come on, folks, get into the spirit of the thing and admit that from the scowling grille to those muscular flares, it looks exactly the way a 21st-century Camaro should, all hunkered-down heroism and larger-than-life muscularity. A stunning car.

Siler: *****
Ditches the shamelessly retro nature of the other two for something that's more retro futuristic. Pushes all the right muscle car buttons, promising a powerful, wild car underneath.

Dodge Challenger R/T

Siler: ****
The only retro car that actually looks better than the original, the Dodge Challenger resolves the 1970 car's awkward proportions into something that's completely distinctive and seriously attractive. A master class in car as toy for man-children, the Challenger would be perfect if it wasn't so big that it makes all its drivers look like the 12-year olds that they are inside. This car has the "Classic" package, which brings chrome Crager replicas and swoopy black stripes.

Wert: ***
As I've said before, the Challenger's the perfectly-styled retro muscle car...for 2008. Back then it was the only newly-styled pony on the road. Now, with the Camaro and Mustang available, it just kinda looks quaint — not exciting. Still I love the children's coloring book R/T stripe package.

Ford Mustang GT

Wert: ****
I can't tell you how many times I've heard "It's not a revolutionary design change, it's evolutionary." Still, we should all be this evolved. The new design freshens up the packaging of what is, essentially, the same Mustang powertrain lineup as before. Also, love the trick turn signals lighting up in sequence.

Krewson: ****
The Mustang looked, well, pretty okay when it debuted a few years ago, and while it was never exactly revolutionary, they've done a pretty good job of sharpening this crease here and redrawing that curve there to keep the design pleasant enough. Our GT had the extra fog lights, the blacked-out pony on the grille, the nifty sequential turn signals, and the tasteful spoiler delete option, so even in frankly putrid Harvest Gold Metallic (remember the great kitchen stoves of the '70s?) the GT is a nice, handsome car. Not striking or daring or even particularly head-turning, mind you, but certainly a car that'll give the owner satisfied grins for a good long time.

Interior Design

Chevy Camaro SS

Krewson: ****
The strong styling continues inside to pretty good effect, with those distinctive round gauges in rectilinear pods looking out at you through a chunky steering wheel and ancillary gauges peeking up at you past the shifter, materials that are perfectly fine, and two rather firm deep-dish bucket seats (let's just ignore the back seats the way God intended). You are way, way down in those seats, though; again there's no escaping the size of this car, which means visibility isn't great in any direction except straight ahead. And even in the age of chin-level beltlines the Camaro is in a league of its own-I tried to hang my elbow out the window just like any decent American would and damn near dislocated my shoulder. Just the same, it's aggressive, well-executed, and muscle-car appropriate.

Siler: ***
A reasonable amount of space, even in the rear seats, but vision is terrible, materials are cheap and the supplementary instruments down by the gear stick feel contrived.

Dodge Challenger R/T

Siler: **
Well, it covers all the unsightly wires and whatnot, so I suppose that's something. Sit in the Challenger and you could be in a Neon, PT Cruiser or any other crappy Chrysler/Dodge. It does not make you feel special.

Wert: **
Dear federal government, please never let the current LX platform spawn another model with the exact same blank, flat, plastic interior design we've seen since the 300C first rolled off the Brampton assembly line in 2004. The seats however, and rear room, are divine. Your taxpaying friend, Ray.

Ford Mustang GT

Wert: *****
I can't believe I'm saying a Ford Mustang looks good on the inside, but it really does — with lots of room in the front cockpit and good use of more expensive-feeling plastics than the other two muscle cars. Also, bonus point for having a windowsill low enough to rest your elbow on without getting an ulnar nerve displacement.

Krewson: ****
Less pretty, more practical: More retro here, this time Ford flavored, featuring one of the great automotive typefaces of all time on the tach and speedo (Dad was a Ford guy, and seeing that dash on Father's Day weekend gave me a real pang, I don't mind telling you), controls with pleasant heft and feel, and simple, well-bolstered seats. It's a touch slabby, in the way your passenger gets a nice aluminum panel staring them in the face and the door panels kind of resemble collections of vacuum cleaner attachments, but it's all built out of pretty good stuff and you're soon right at home. Except for the rear quarters, outward visibility is quite excellent as well, though Ford will let you cover up those rear-quarter windows with optional louvers if you just want to throw your hands up and say to hell with everything.

Acceleration

Chevy Camaro SS

Krewson: ****
I know, I know, the numbers say one thing, but my inner ear and butt say quite another. You may argue that my butt's doing all the talking as usual, but hear me out: there may be a big ol' version of one of the great engines of all time in this thing, but it's deep down under lots and lots of automotive lard, and the car never felt all that comfortable to launch or happy to hook up. Yes, the Camaro is the quickest car here, and my forebrain knows that. But my, uh, hindbrain keeps telling me all that quick should be a lot more fun, and it's right.

Siler: *****
With a 426 HP, 420 Lb-Ft 6.2-liter V8, straight line acceleration is the Camaro's reason for being. The official 0-60 time of 4.6 seconds means you'd have to bring a Cadillac CTS-V or Corvette to be assured of beating the Camaro.

Dodge Challenger R/T

Siler: ***
376 HP and 410 Lb-Ft of torque do an admirable job of propelling the 4,140 Lb Challenger, but the engine needs more revs than we'd like in a muscle car and that weight does make it noticeably slower than the other two. Expect 0-60 MPH in 5.5 seconds.

Wert: ***
There's always power to be had with a HEMI, even if the R/T only comes equipped with the smaller of the two shoehorned between the rails of this platform. Given how heavy this car is, it needs the 6.1-liter.

Ford Mustang GT

Wert: ***
Meh. Same Mustang powertrain, different Mustang model year. Wake me up when I can get an EcoBoosted-six under the hood with more HP. Or something Boss-ier. Still, the Mustang GT holds its own against the Challenger R/T. Then, of course, they both realize they were just left in a cloud of smoke by the Camaro SS.

Krewson: ****
Same rating as the Camaro, because in the real world, the Mustang is easier to hook up, feels more eager, and unlike the other cars here it wasn't so bloated that it struggled to get out of its own way. Nice loud toppling-woodpile clunks from that live axle, though, and when all's been said and you need to get things done, the Camaro will run a tick or two faster. It just won't be as much fun.

Braking

Chevy Camaro SS

Krewson: ****
Now here's a very pleasant surprise; these brakes are pretty good. Sure, they're giant discs working on huge tires, but it's still a wonder the way they progressively and repeatedly slowed a sizable coupe without being grabby in the least. Impressive.

Siler: ****
Like the engine, biggest is best. 14" discs are reassuringly powerful and easy to modulate.

Dodge Challenger R/T

Wes: ***
You can feel the Challenger's weight here too, even if you can't feel much in general. The 13.6" front discs will bring you to a stop, but we wouldn't want to rely on them to repeatedly haul us up on track.

Ray: **
Could have used a set of Brembos like the SRT8. Just sayin'...

Ford Mustang GT

Wert: ***
Not Brembo-class, but capable with little of the brake fade I felt on the Challenger.

Krewson: ****
Communicative, unflappable, and very good indeed, if not world-beating. Again, size and weight played a subjective part as I was more comfortable braking harder and more confidently in the Mustang than the others.

Ride

Chevy Camaro SS

Krewson: ****
It's firmly sprung and damped, but even on some of the astoundingly excruciating roads we put up with in NYC, the Camaro did an okay job of keeping the fillings in the teeth. It soaks up freeway bumps particularly well, although strangely, expansion joints seem to only hit through the rear wheels. My theory: the supermassive Chevy's front wheels smoothly pound bumps through the Earth's crust on contact, but then the rear wheels jounce over the resulting impact craters.

Siler: ***
Where you want and expect a visceral muscle car, The Camaro rides like a luxury sedan thanks to struts and coil springs up front and multilink rear suspension.

Dodge Challenger R/T

Siler: ***
Pretty decent for a performance car, the Challenger rides like all the LX platform sedans. Large ruts and long sequences of bumps still upset the chassis, meaning more composure would be welcome, that's surprising for a car with independent rear suspension.

Wert: *
Wait, the Mustang's the one with the truck axle, right? In all seriousness, the cut in size from the standard LX platform does nothing to help smooth out the jarring feeling of the West Side highway underneath you.

Ford Mustang GT

Wert: ***
While you can tell it's a live axle, you can also tell Ford's spent the past, umm, 45 years, fine-tuning the suspension for this tree-trunk-like truck axle to soften up what would otherwise be bone-shattering rough roads. It actually performed better than the Challenger's IRS. Who knew?

Krewson: ****
It's good and supple and comfortable, right up the the point it isn't. That live axle does a surprisingly good job of soaking up most trouble, but again, we're in New York City, and on the bad stuff the live axle turns undead on you. As a result, this is is the muscle car I sheepishly drove around the potholes.

Handling

Chevy Camaro SS

Krewson: ***
Frankly, I didn't like driving the Camaro all that much. I didn't hate it-It grips pretty well, and its considerable mass is tautly strung together and evidently well-centralized, because it handles predictably and turns without yawing like a lifeboat and never seemed to want to plow the front under or spin the rear out. But it wasn't the happiest car I've ever driven, and when you took it through the tight stuff or changed direction quickly, it seemed to double in weight. Conversely, the steering was far too light and isolated from the wheels, making the car feel even less integrated.

Siler: ***
Imminently capable yet utterly boring. We want muscle cars to be wild, dangerous beasts that require big balls and bigger skills to exploit, yet your mom could take it down a back road as fast as you could. Push it and the staggered tires will see the narrower fronts push unless you're silly with the throttle, then you get uncontrollable oversteer.

Dodge Challenger R/T

Siler: **
Ties itself in knots in corners, initially it's all understeer before snapping into oversteer unpredictably. You can't fully defeat the stability control (only the traction), which is a good thing because the good ship Challenger feels just like the LX sedan it is underneath.

Wert: **
Frankly, cornering the Challenger's like trying to wrassle a warthog. I mean, if I knew what wrasslin' a warthog was like. But my assumption is it'd operate just like one of them thar rear-wheel-driven animals, moving that rump from side to side with nothing close to resembling grace and ease.

Ford Mustang GT

Wert: ***
Yes, the Mustang GT handles well, but not world-beater well. I'm sorry but the live-axle becomes apparent if you accelerate over even a medium-sized pothole or highway spacer while turning. It's good, but it could be better.

Krewson: *****
Better men than I am, and also Wes, have striven to tell us the Mustang GT is a brilliant handler despite being a bone-stick-stone primitive struts-and-live-axle car. Well, those men and Wes are absolutely right. It moves so much better than every other car in this group that it's hardly even a fair comparison. The steering is well-coupled and well-weighted and perfectly matches the Mustang's aptitude for cornering without drama, complaint, or anything to spoil your fun-your loads and loads of fun. Chalk it up to American ingenuity, I guess, because it flat-out works.

Gearbox

Chevy Camaro SS

Krewson: ****
A muscle car, or as I'm starting to think of this Camaro, "muscle-lux" car, with a six-speed transmission is surely one of the signs we're living in The Future, and this six-speed is a nice one. The clutch engages through a surprisingly narrow band, though, strange when you consider the very similar G8 GXP had such great feel and usability.

Siler: ****
It's a Tremec TR6060, as used in every other V8 GM performance car ever made. That's a good thing because it has short, positive throws and precise selection.

Dodge Challenger R/T

Siler: **
Whoever thought a pistol grip was a good idea for this long-throw, sloppy version of the TR6060 is a moron. It's pretty hard to find the right gear, made harder because you have to grab the shifter like a cartoon superhero.

Wert: ****
I loved the Tremec TR6060 six-speed manual transmission in the Dodge Viper and I love it here in the Challenger. The pistol grip shifter's a nice touch and makes me think, for just a moment that I'm in a ‘60s muscle car. I like that feeling.

Ford Mustang GT

Wert: ****
I simply adore the Mustang's gearbox. It's easy to shift, even with the rock-hard clutch. I'd have given them an extra star if they'd offered a six rather than the five. Ah well, still love it.

Krewson: ****
Just a five-speed here, though, somewhat disappointing as the GT500 can be had with six. Still, it's a good five-speed, the best-shifting gearbox of the group by a couple hairs, with much better, if stiffer clutch feel.

Audio

Chevy Camaro SS

Krewson: ****
The stereo is just fine, I guess (although the exposed rear-speaker magnets and wires in the trunk are a little too retro). I really have to say that the engine note rarely got as growly or raspy as I'd like, and should be more prominent; if it can't be as glorious as the Mustang's, it should at least be as good as the G8 GXP's muted roar.

Siler: ***
The LS3 sounds awesome under full throttle, you can't hear it otherwise. I never turned the stereo on.

Dodge Challenger R/T

Siler: **
The V8 only wakes up at 4,000 RPM and higher, meaning you'll need to use the crappy stereo if you're driving in traffic. It looks like Chrysler bought it at Pep Boys.

Wert: *
Blech. The entire Chrysler audio faceplate lineup needs a redesign. I feel like I'm looking at the same stereos I've seen since 2004. Oh wait, I am.

Ford Mustang GT

Wert: ***
Best of the group — although that's not saying much. But seriously, who's blasting music when you could be listening to the music coming from the pipes out back?

Krewson: ****
The stereo is just fine, I guess. But the important thing is, well, perhaps you've heard that Ford does this great trick where they run some sort of resonator pipe past or through the passenger compartment-I'm not sure which and I don't care, but it is absolutely majestic. It's a sound you hear with your pelvis.

Toys

Chevy Camaro SS

Krewson: ***
I continue to be a fan of GM's OnStar, the navigation system that is made of real live people. Also, if I understand Ray correctly, this car unfolds into a five-story tall robot, which is not to be sneezed at.

Siler: **
No Sat/Nav? OnStar will give you directions and call an ambulance when you hit a telephone pole, but I'd hardly call either fun. The extra gauge pack is somewhat pointless as all the needles do is sit still right in the middle. I'm convinced they're glued on.

Dodge Challenger R/T

Siler: *
If you love caressing sweaty black plastic you'll love playing inside the Challenger, otherwise that cheapo stereo/nav screen is all you get. Still, the Challenger is essentially a full scale Hot Wheels toy so people will always think you're playing with something.

Wert: *
What toys? The craptastic nav system that always sends me through the Brooklyn Battery tunnel rather than the Midtown or Brooklyn Bridge? That one?

Ford Mustang GT

Wert: *
This car is a toy. It's toy-sized and it looks like a toy. Unfortunately, it has no toys in your toy so you can play while you play.

Krewson: ****
Our GT was a little basic, without either of the available nav units, but it did have Ford's excellent SYNC system, which is worth noting for its transparency and because, as far as I know, it's the only voice-recognition system in the world that works really well. It also has that Mustang interior accent-lighting color-change gadget, which is kind of neat, I guess, but spare me.

Value

Chevy Camaro SS

Krewson: ***
Of course the person who absolutely has to have it will get it, and they'll be able to overlook its considerable flaws because none of them are really deal-breakers. But the average person looking for a fun second car just has too many other alternatives, whether they're looking for an all-American-type experience or not; this Camaro is a strange 'tweener, neither a luxury coupe nor a true go-to-hell muscle car, and that's an awkward no-man's land. That said, it was the car that dropped the most jaws, got the most thumbs-up, and made kids yell "Bumblebee! Bumblebee!" Can you really put a price on that?

Siler: ****
A 426 HP Corvette engine with four seats and good looks for just $31,040? That's amazingly good value even if it is boring to drive.

Dodge Challenger R/T

Siler: ***
$30,995 isn't bad for a fast-ish muscle car that looks this good, but the other two offer so much more for a similar price that it'd be hard to pick the Challenger.

Wert: **
It's $1000 cheaper than a base SS but still a world apart.

Ford Mustang GT

Wert: **
At $32,835 it's too rich for my blood. Especially when you can get a Camaro SS with so much more HP, brakes and panache for just a grand more.

Krewson: ****
It wouldn't be perfect, but unlike the other cars here, the Mustang could in fact be your only car. It's the easiest car to drive in everyday traffic as well as the easiest to drive fast, the most comfortable, and probably the cheapest to buy and operate. It's also a 'tweener, but it occupies a more comfortable area between muscle car, sports car, and daily-driver.

Overall

Third: Dodge Challenger R/T
Average score: 2.5
Equipped with all the characteristics of a classic muscle car — big engine, not much else — the Challenger R/T just doesn't stack up in the modern world. Krewson and I spent and entire weekend fighting about who's turn it was to drive it. Not because we wanted to, but because we were so embarrassed by the bright orange paint, Hot Wheels stripes and the huge size that we really didn't.

Second: Ford Mustang GT
Average score: 3.6
The lightest, least powerful and most involving to drive car here, it's nevertheless 111 HP down on the Camaro SS. If muscle cars are about muscle, that matters. Even though it's the cheapest base model, you have to spec it up to the base Camaro SS price if you want equivalent spec. Had we had the optional track pack, with its GT500-derived suspension, we suspect this result could have been even pricier, but the outcome may have been very different.

First: Chevy Camaro SS
Average score: 3.7
The Camaro has a great engine, looks really cool and does pretty well everywhere else. Since none of these cars are out-and-out handlers, that puts it over the top. Grow a mullet, switch to cheap domestic beer and embrace your inner hoon.

These surplus Challengers (plus Chargers and other assorted LX-platformed Mopars) are waiting at the Downsview Canadian Forces Base for the day they're special ordered by some petrol-head born without the concept of frugality or environmental compassion after trading in his dear El Camino or saucy Lincoln.

Wait, back up a moment: Canada has a military? All we can picture is a runway full of moose and a bunker packed with toques. Well, actually, we're still under the assumption they've got Weapon X stashed somewhere in an underground bunker.

Apparently, even the muscle car wars can't shield the Dodge Challenger, built in Brampton, Ontario, from the horrors of the Carpocalypse. (Hat tip to 1000songs!)

A slight PSA regarding the presentation of these photos: It's unfortunate the original photographer found the filters menu in his Photoshop. Really unfortunate. In the words of internet celebrity Maddox, it is unfortunate as "finding out you got rejected from community college, then finding out that your alcoholic father got arrested for domestic abuse, you lost all your life savings in a Ponzi scheme, and all of this happens to you while you're on the space shuttle Challenger. Then you wake up and it's all a bad dream, except you realize that you're at work without clothes on, and work is NASA and you're really on the space shuttle Challenger." Basically, friends don't let friends use filters.

Probably not, but we’re still disappointed we didn’t see something like this in Chrysler’s 2009 Lineup. Not only would the portly Dodge Challenger make a less-than-ideal racecar platform, but Chrysler is so low on cash that it’s shuttering its factories tomorrow with no confirmed date for their reopening. We’re guessing that precludes a new factory race program. That’s a shame though; this rendered Challenger GT looks an awful lot better than a foam Dodge Durango. [Vizualtech via MotorAuthority]

Chrysler and GM’s decisions to respectively kill and delay the ultimate poser’s cars, convertible muscle cars were made for the same reason: money. The unibody Challenger is, unbelievably, not originally engineered to lose its top. So engineering a model capable of retaining its rigidity is, due to the financiapocalypse, now considered wayyy to expensive. Speaking to Motor Trend, a company insider described the Challenger convertible as, “dead as a doornail.”

Bankruptcy-imminent GM simply can’t afford to roll out its 2010 Chevy Camaro convertible, even though plans for it were built in from the beginning. It’ll need to wait until the company either secures a massive loan, gets bought by the Chinese or sees significant profits from other products that have already been postponed before it can afford to put the Camaro convertible into production.

All this leaves the 2010 Ford Mustang sitting pretty. In addition to the convertible, they’ll show glass roof and coupe versions in LA, all of which go on sale next year. [via MotorTrend]

That's right, those are roller blade wheels. Carbon fiber gets expensive and rather than just replacing the paint on the rear of the Challenger those wheels should help the muscle car smoothly glide on 1990s technology. Maybe a Moon Boot-based system may end up on an off-road Ram.
Let's just hope they'll also have a Dodge Ram full of tires to tow it around. Details from Chrysler below.

Mopar® Unveils 2009 Mopar Drift Dodge Challenger at SEMA

Las Vegas, Nov 4, 2008 - Mopar®, Chrysler LLC’s global service and parts division, is bringing the all-new Dodge Challenger to the next generation of motorsports enthusiasts. Mopar will unveil the much-anticipated 2009 Mopar Drift Dodge Challenger today at the 2008 Specialty Equipment Market Association (SEMA) Show in Las Vegas.

Team Mopar driver and two-time Formula Drift (FD) champion Samuel Hübinette, who will steer the Mopar Drift Dodge Challenger during the 2009 season, participated in the reveal. Hübinette’s team owner Shaun Carlson, owner of NuFormz Racing, was also in attendance. Carlson spearheaded the build of the Mopar Drift Dodge Challenger at his NuFormz Racing shop in Ontario, Calif.

The unveiling of the Mopar Drift Dodge Challenger at SEMA continues Mopar’s long commitment to the rising motorsport of drifting. Mopar and Hübinette teamed up to capture the inaugural FD championship in 2004, with Hübinette also taking the 2006 FD title. Hübinette has claimed nine career FD victories, a series high, spreading the word about Mopar power to the younger demographic of race fans that follow drifting.

“The debut of the Mopar Drift Dodge Challenger solidifies the Mopar theme — if you can dream it, you can build it with Mopar,” said Steve Shugg, Director of Sales and Marketing – Mopar, Chrysler LLC. “Mopar is reaching out to today’s car enthusiast by combining its storied racing heritage with a variety of performance and accessory products that allow customers to make a personal statement with their vehicle.”

Shaun Carlson and Samuel Hübinette on the 2009 Mopar Drift Dodge Challenger
The creation of the Mopar Drift Dodge Challenger was no easy task for Carlson and his NuFormz Racing crew.

“We learned a lot from building the Mopar Drift Dodge Charger, which Sam drove during the 2007 season, and transferred that knowledge to the Mopar Drift Dodge Challenger,” said Carlson. ”When we decided to bring out a new competition drift car, what better platform than the new Dodge Challenger. It has cool styling, great aerodynamics and it’s a car that we feel is going to create a lot of buzz among fans of the FD Series.”

The Mopar Drift Dodge Challenger underwent modifications, including a variety of safety components such as a full roll-cage and a five-point harness. A front carbon-fiber splitter and rear carbon-fiber wing were added for improved aero dynamics, and weight was trimmed off the Dodge Challenger SRT8 chassis by utilizing a custom carbon-fiber body by NuFormz Racing.

“One of the biggest modifications was making the car light,” Carlson remarked. “Much of the body is now carbon-fiber, which cut quite a bit of weight. We’ve been able to put a lot of time, effort and hard work into this car. It’s going to be strong.”

The powerplant of the Mopar Drift Dodge Challenger features a Mopar A8 aluminum engine built by Gary Stanton Racing Engines, with Mopar W9 raised port heads, pumping out an estimated 850 hp and 849 lb-ft of torque to BFGoodrich tires. Additional Mopar components include Mopar front and rear sway bars on the suspension.

“This is going to be an exciting time, bringing out another car and another platform,” said Hübinette, who in 2009 will mark his sixth year as a member of Team Mopar. “All that we learned from building the Dodge Charger drift car is transformed into this car and really makes it competitive. The Dodge Challenger is definitely the hot vehicle right now — everybody’s talking about it. Having the vehicle built as a competition drift car is just going to add even more excitement. We’re pumped up about launching this car, doing some testing over the winter and getting it ready to rock, and then taking home some victories next year.”

[Source: Chrysler]

Noticeable cuts include the new front spoiler, nasally shaker hood, a fresh rear fascia with pass-through dual exhaust and a set of LED tail lamps. We're shocked they didn't go all the way and weld up a custom widebody. Keep your browsers glued here for our continuing coverage of SEMA 2008. [Carscoop]

It's recommended that potential buyers have "a current Competition License or sanctioning body affiliation prior to ordering their vehicle." So, n00bs need not apply. That's because Mopar wants to put their best foot forward with the Drag Challenger. They've even specified that the "buyer is encouraged to have the Challenger Drag Pak vehicle in competition within a reasonable amount of time." We're assuming that's also to weed out any speculating collector-types, as the profit margin on the vehicles will likely be slim to none. Besides, nobody should ever take a brand new race car and seal it in a bubble in a locked garage. [Mopar via Allpar]

Chatsworth, California — HURST is one of the most recognized and revered names in the history of performance automobiles. The HURST brand has long been synonymous with speed, performance and quality, with an impressive track-record of pioneering performance products for all forms of motorsports and hot-rodding. HURST was one of the first to partner with the OEMs and bring enthusiasts limited edition performance vehicles like the legendary HURST/Olds 442.

HURST is at it again! The newest creation to be rolled out to continue the tradition is the 2009 HURST/HEMI® Challenger. Starting with the HEMI® powered Dodge Challenger SRT8, HURST takes it to the next level as a 500+ HP supercharged limited edition built and tuned by the best in the business.

Nate Shelton, Chairman of HURST, is committed to delivering the value that HURST is known for; “The new HURST/HEMI® Challenger is more than just another muscle car. It epitomizes the performance industries tradition of taking the best Detroit has to offer and adding 21st century performance parts to make your ride faster and cooler than the other guys. HURST has a long history of doing just that with guys like Don Garlits, Warren Johnson, Dick Landy and even celebrity racers Steve McQueen and Jim Garner. The new HURST/HEMI® Challenger is the first of many HURST Performance Vehicles to come. We are ready to make some more history.”

HURST has partnered with some of the best companies in the industry to create a collectible limited edition muscle car with the looks, attitude and credentials to back it up. The HURST/HEMI® Challenger will be available in four Stages of performance trim through participating Dodge dealerships. The details are iconic and impressive; the huge polished five-spoke HURST alloy wheels and the “Pistol-Grip” HURST shifter are inspired by the originals that helped make HURST the legendary brand that it is today.

HURST Performance Vehicles Program Director Ron Flint adds “The legacy of the HURST brand gives us a huge advantage and it sets the bar very high for our team. Our goal is simple; create serious driveway-envy in your neighborhood.”

The HURST/HEMI® Challenger makes its debut at the trade-only SEMA Show in Las Vegas this November. Vehicle production is slated for early 2009.

[Hurst via eGMCarTech.com]

The 2009 model year takes the Challenger from a low-volume quasi-halo muscle car to a full lineup of three separate trim levels, each with their own engine flavor. The base model SE starts at $21,995, getting a 3.5-liter High Ouput V6 producing 250 HP and an equal number of lb-ft of torque. The top model's still the SRT8, at a starting price of $39,995 and powered by the reliable and huge 6.1-liter Hemi V8 with 425 HP and 420 lb-ft of torque. The middle-of-the-pack R/T hits the showroom floor at a starting price of $29,995 and comes with the 5.7-liter Hemi engine under the hood, producing either 370 HP and 398 lb-ft of torque (when running on premium fuel) or 375 HP and 404 lb-ft of torque, depending on which transmission it's mated to.

Wait, what? Multiple transmissions? Yes muscle car fans, it's what two of these models' engines are mated to that'll give Jalopnik readers cause for celebration. Both the R/T and the SRT8 get an optional Tremec T6060 six-speed manual transmission ported from the Dodge Viper. The option's only available on the Hemi-fied R/T and SRT8 versions, so if you want the V6-powered SE, you'll only end up getting a four-speed automatic. Pity.

The R/T gets another couple of nice features as part of the $995 "Track Pack" manual package — a Hill-start Assist (which was a very nice feature on some of the hills around our drive through New Jersey), a limited-slip differential (the SRT8 gets the LSD standard) and a tuned exhaust system (SRT8 manual gets this as well) that sounds great in the lower gears.

On the road, both the manual Challenger R/T and the Challenger SRT8 felt much more satisfying to drive. Thanks to the auto-only multi-displacement technology, the R/T in both auto-stick and manual transmission models get 16 MPG in the city and 25 MPG on the highway. The 2009 SRT8 gets the same piss-poor 13 MPG city, 19 MPG highway as the 2008 model, but the manual transmission at least gives you an extra mile in the city and an extra three on the highway thanks to that very helpful sixth gear.

Setting aside the benefits of the manual on the road, it's the track where it really becomes useful. Although the 2008 SRT8's automatic transmission had a +/- gate auto-stick mode, I really felt it to be too gimmicky for anything other than making a businessman feel like he was the big man at a stoplight. It's certainly not a transmission you'll feel comfortable using anywhere other than a drag strip — at least not if you want to keep your dignity and control safely intact. Which is why we were excited to hit the Englishtown track. Thanks to coning designed to keep drivers like me from becoming a smear on a wall, I didn't even get the car out of second or third gear on the track. Unfortunate for me, yes, but quite fortunately for the Challenger's clutch plates.

Still, despite the aggressive coning, the smooth clutch gave me greater confidence, and the pistol-grip shifter available with the "Track Pack" felt more comfortable in my hand than the original 70's it's kinda-sorta modeled after. But, a manual shifter alone doesn't make a track car.

The Challenger's still a fatty, as we found when we scrubbed the front tires on the first too-tight turn at speed around the Englishtown course in the R/T and later on in the course with an SRT8. Thanks to the RWD platform, with the nanny system turned all the way off, you're still able to steer with your right foot, just like the 2008 Challenger SRT8 and every other LX-platformed SRT8 and R/T.

So which of the three, if any, is the right choice for you? Sorry Spinelli, but it's certainly not the SE. The automatic transmission and low horsepower mated to a heavy RWD car ensure this will compete not for our attention, but with Midwestern hairdressers as the car of choice to replace their V6 Mustang.

If you're a muscle car madman needing a 0-to-60 time of five seconds, you'll probably want the SRT8, as Dodge estimates the R/T's time to be somewhere just under six seconds. Sure, you could beat the pants off the SRT8 in a straight-line with a Shelby GT500, but it'll cost you significantly more and I'm not sure it'll take to the track any better.

Still, despite the SRT8's bigger engine, we're not sure the 30% higher sticker price justifies the 10% higher horsepower. In our mind, if you want a modern muscle car, the R/T may be right in the sweet spot. In terms of looks, you'll get the same (maybe more with the double-black hood stripes and functional hood scoop of the "Classic" package) double-takes as its stronger brother, the same horrifyingly plastic interior, and you'll do it for a much cheaper sticker price and an almost 20% higher fuel economy rating.

Either way, whether you choose an R/T or an SRT8, you'll still get a Challenger with a manual transmission. Like we said, 2009's better than 2008 by at least one-third.

Okay, so the Challenger will still fall behind thanks to its rather portly 4,140 lb curb weight, but that'll be one hell of a ride. Oh, and don't get yourselves in a tizzy over that Plum Crazy Purple Challenger; we did that one ourselves, Chrysler style. [MotorAuthority]

[Challengertalk.com]

Auburn Hills, Mich., Jun 9, 2008 - Dodge announced pricing today for the all-new 2009 Dodge Challenger. The U.S. Manufacturer's Suggested Retail Price (MSRP) will start at $21,995, which includes $675 for destination. Dodge dealers across the country are now taking orders for the 2009 Dodge Challenger, which will arrive this fall.

"The all-new 2009 Dodge Challenger gives customers a modern-day muscle machine at an incredible value," said Mike Accavitti, Director - Dodge Brand and SRT Global Marketing, Chrysler LLC. "For less than $22,000, we've brought Dodge Challenger back and loaded it with head-snapping styling and cutting-edge technology."

The Dodge Challenger is the first five-passenger two-door coupe produced from the Company's proven rear-wheel-drive platform that delivers the Dodge Charger and Chrysler 300. Developed with Dodge's credo of "bold, powerful and capable," the 2009 Dodge Challenger is available in three models featuring head-turning styling, three available engine options and an automatic or manual transmission.

The 2009 Dodge Challenger has several modern amenities available including uconnect gps with navigation system and real-time traffic, uconnect phone featuring Bluetooth® technology, uconnect studios with SIRIUS Satellite Radio, Remote Start and Keyless Go push-button start. In addition, the Dodge Challenger has more than 25 safety and security features including supplemental side-curtain air bags, Anti-lock Brake System (ABS), Electronic Stability Program (ESP), Brake Assist, Traction Control, automatic headlamps, tire pressure monitoring and Hill-Start Assist in Dodge Challengers with the six-speed manual transmission.

Three models are available in the United States: Dodge Challenger SE, Dodge Challenger R/T and Dodge Challenger SRT8®.

2009 Dodge Challenger SE
With a U.S. MSRP of $21,995 (including $675 destination), the Dodge Challenger SE comes standard with a 3.5-liter High Output V-6 engine which produces 250 horsepower (186 kW) and 250 lb.-ft. (339 N•m) of torque. Mated with a four-speed automatic transmission, the Dodge Challenger SE achieves an estimated 18 miles per gallon (mpg) in the city and 25 mpg on the highway.

Other standard features on Dodge Challenger SE include comfortable seating for up to five adults, best-in-class cargo space (16.2 cu. ft.), 60/40 split-folding rear bench with arm rests and two cup holders, 17-inch aluminum wheels with P215/65R17 all-season tires, four-wheel disc brakes, side-curtain airbags, remote keyless entry, eight-way power driver's seat, fold-away power mirrors, power locks and windows with express-down, air conditioning, AM/FM/CD radio with MP3 capability and four speakers, cloth low-back bucket seats, manual-tilt and telescoping steering wheel, dual-covered visor vanity mirrors and tire pressure warning lamp.

2009 Dodge Challenger R/T
The U.S. MSRP for the all-new 2009 Dodge Challenger R/T is $29,995. Featuring the new-generation 5.7-liter HEMI V-8 engine, the Dodge Challenger R/T produces an estimated 370 horsepower (276 kW) and 398 lb.-ft. (540 N•m) of torque when paired with the standard five-speed automatic transmission. The 5.7-liter HEMI engine with five-speed automatic transmission is equipped with fuel-saving multi-displacement (MDS) technology which increases fuel economy by as much as 20 percent without sacrificing performance.

Other standard features on the 2009 Dodge Challenger R/T include dual chromed rectangular exhaust tips, ABS, ESP, Brake Assist with vented brakes, 18-inch machined aluminum wheels with P225/60HR18 all-season touring tires, fog lamps, body-color exterior mirrors, leather-wrapped steering wheel and shift knob, illuminated visor vanity mirrors, rear body-color spoiler and cast-metal fuel door.

The available Track Pak features the Tremec TR-6060 six-speed manual transmission with "pistol-grip" shifter for $995. When the six-speed manual transmission is paired with the 5.7-liter HEMI V-8, it produces an estimated 375 horsepower (280 kW) and 404 lb.-ft. (548 N•m) of torque. The Track Pak also includes Hill-start Assist, limited-slip differential, bright pedal covers and performance steering.

Dodge Challenger SRT8
The U.S. MSRP for the 2009 Dodge Challenger SRT8 is $39,995 (including $675 destination). The 2009 Dodge Challenger SRT8 offers an available six-speed manual transmission or standard five-speed automatic transmission mated to the SRT-exclusive 6.1-liter HEMI V-8 engine that produces 425 horsepower (317 kW) and 420 lb.-ft. (569 N•m) of torque. New for 2009 is a standard limited-slip differential, High Performance Red and B5 Blue (late availability) exterior paint and black hood stripes. A classic "pistol-grip" shifter is included with the available Track Pak which includes the Tremec TR-6060 six-speed manual transmission with Hill-start Assist.
Other standard features on the 2009 Dodge Challenger SRT8 include a race-inspired interior featuring performance seats with a red accent stripe and added bolstering which keeps customers in place under spirited driving conditions, four-bomb gauges with tachometer and 180 mph speedometer in the center, "Performance Pages" reconfigurable display that features 0 - 60 mph, 1/4 mile, and 1/8 mile times, uconnect gps, unique SRT-tuned ESP and ABS calibrations, 20-inch fully-forged aluminum wheels, red, painted Brembo brakes, hood with functional dual hood scoops, functional black painted rear spoiler and a unique exhaust note.

Street and Racing Technology (SRT) is Chrysler's in-house performance engineering organization that focuses on five pillars for every SRT vehicle: bold exterior design that resonates with the brand image, a race-inspired interior, world-class ride and handling across a dynamic range, a standout powertrain and benchmark braking.

May 12, 2008 - Orange County, California. Steve Saleen and his new company SMS are pleased to introduce the first product in his line of Signature Series ultra-high performance vehicles, the SMS 570TM Challenger and SMS 570XTM Challenger.

As a professional racecar driver and innovative businessman, Mr. Saleen is well known as the founder of a number of Steve Saleen brands including Saleen Autosport, Saleen Productions, Saleen Speedlab, Saleen Performance, Saleen, Inc. and now SMS. In the years of building the many brands, Mr. Saleen oversaw and participated in every aspect of the business, in product development, sales and marketing. Mr. Saleen's latest endeavor will focus on the expansion into the high-end of the diverse American Muscle Car markets.

The fully certified and street legal SMS 570TM Challenger and SMS 570XTM Challenger will be based on the all-new and exciting 2009 Dodge Challenger R/T platform and will feature a SMS Supercharged 5.7L Hemi with respective power ratings from 500 to over 700 horsepower! Both models are fully equipped with a compliment of SMS ultra-high performance components including: drivetrain, suspension, aerodynamics, tires, wheels and interior.

"The horsepower and torque that we are developing from the SMS Supercharged Hemi is phenomenal" explains Billy Tally, SMS Chief Technical Officer, "combined with suspension and braking improvements our SMS Challenger will be an incredibly capable, refined and tractable automobile".

Each of these limited edition vehicles will be personally signed by Steve Saleen as part of the SMS Signature Series product line complete with unique badges and graphics. Production numbers will be limited per year depending on the model, and the opportunity to be one of the few owners is limited to a first-come, first-served basis, so prospective customers need to act now as production is commencing in the fourth quarter of 2008.

"The Dodge Challenger is a great canvas to start with" notes Phil Frank, Chief Creative Officer, "the SMS Challenger will help define our design DNA as we introduce some exciting and functional aesthetic innovations to this already great platform".

"I am drawing upon 25 years of rich experience in the automotive industry to address the rapidly expanding global market of automotive lifestyle vehicles, technical performance parts, accessories and apparel" explains Mr. Saleen "SMS is enabling us to do what could not be done at Saleen, Inc. due to the their heritage with the Ford dealer network and Ford vehicles. We are using this freedom, along with our new technology developed at SMS, to create world-class specialty vehicles."