In a move to help raise the U.S. Air Force recruitment program off the floor, this Ford Mustang and Dodge Challenger have been given a heavy-handed once-over by California's Galpin Auto Sports — that's the same shop responsible for MTV's Pimp My Ride as well as building NBC's failed Knight Rider Kitt Mustang.

Galpin Auto Sports was asked to create a couple of military aircraft-inspired customs and as far as we can tell, delivered on that promise. The Mustang 'X-1' exterior features a custom bodykit, carbon-fiber throughout, scissor-doors and custom wheels, but the real magic is when you sit inside. The X-1 has forgone its Mustang interior, replaced with an ejection seat and an advanced jet fighter-inspired instrument panel with a joystick as the control interface.

The Challenger 'Vapor' features a Mad Max-style exterior with a shaker hood, radar-absorbing paint, one-off custom carbon fiber wheels, proximity sensors and a 360-degree targeting camera with a quarter mile range. The interior features two seats, unlike the 'X-1' with a secondary steering wheel for the passenger, aircraft-inspired console throttle control and a grouping of high-res screens to see the import-driving insurgents sneaking up from behind. In a strange mix, the trunk features both nitrous oxide tanks and stinger missiles for when you've live your life a dogfight at a time.

The U.S. Air Force 2009 Supercar Tour can be seen at various high schools throughout the country as well as other Air Force sponsored national custom car events. [via USAF]

[via John Sibal blog]

The stock 6.1-liter 440 Hemi V8 in the Challenger STR8 is good for a stout 425 horsepower which, for most, is a healthy dose of adrenaline. Consider RDP’s 1000 horsepower twin-supercharged Challenger a healthy dose of adrenaline with some performance enhancing drugs thrown in for good measure. If it could help Barry Bonds, then it could surely help Dodge’s retro ride, right?

RDP Motorsport has installed a one-off Twin Bullet/RDP Harrop Supercharger system as well as a supplemental nitrous kit from Nitrous Express to produce a Bugatti Veyron challenging 1,000 HP. Extensive modifications were made to the car including a new rear end with a custom ½-inch shaft, quaife limited-slip differential and a 3,800rpm high stall converter to allow the beast to launch with more available torque. Throw in new Kooks headers and a custom-built RDP exhaust and you have one slick Dodge.

While we’re unsure what sort of numbers the dual-blown Challenger will run at the track, we’d be safe to bet it’s capable of running sub-ten second passes down the 1320. RDP’s extreme Challenger was unveiled recently at the PRI Show in sunny Florida to the praise of many and makes us drool at the thought of cruising down Woodward next year in one of these bad boys.

[via RDP Motorsport]

Spotted at Meadowbrook Dodge in Rochester Hills, MI. (Hat tip to Rob!)

Under the skin, the '70 gets custom upper A-arms riding on relocated pickup points, aluminum tie rods, struts with Heim joints, two-inch-drop springs, front and rear way bars, Flowmaster exhaust and Stoptech brakes hiding behind Forgeline wheels riding on a set of Yokohamas. All of it can go back to stock, and we suspect it probably handles a helluva lot better than the wet noodle it started as, but some things should just go undone. Must parts makers always bring the gaudy heat to SEMA? Oh wait, it's SEMA. Press release follows.

NEW MOPAR TRACK BURNERS & SUSPENSION SYSTEMS TO DEBUT AT 2008 HOTCHKIS SEMA BOOTH

Complete High-Performance Handling Systems Now Available for Classic and Modern Dodge Challengers and Other Mopar Muscle Cars

Santa Fe Springs, CA – Hotchkis Performance is set to unveil several new bolt-on Chrysler suspension systems at the upcoming 2008 SEMA Show in Las Vegas. Handling expert John Hotchkis and his team of engineers will showcase a full array of Chrysler performance mods on a duo of Mopar muscle cars – a 1970 Challenger T/A and Mr. Norm's Super Cuda: a 2009 Challenger SRT that has been transformed into a hard-charging Barracuda. Both cars will showcase the latest advancements in handling technology.

The 1970 Challenger, codenamed E-MAX, started out as a totally stock '70 Challenger converted by a previous owner to 340 Six-Pack trim. Hotchkis components include new fabricated steel upper a-arms with bolt-in relocation suspension pickup point brackets, fabricated strut rods with Heim joints to eliminate excess front suspension play, bump steer corrected aluminum steering rods with adjustable Heim joint ends, a new balanced front and rear sway bar package, performance springs that lower the car two-inches and fabricated steel subframe connectors for improved rigidity.

These front suspension products create a proper negative camber curve, sufficient positive camber for high speed stability and full bump and droop travel without bumpsteer. Essentially Hotchkis has revised the antiquated front suspension with modern geometry. E-MAX will also feature Stoptech Brakes, Forgeline Wheels, Yokohama Tires, Flowmaster Exhaust, Red Line Oil and engine fluids and power by Optima Batteries. The car will retain its 340 Six Pack powerplant and Hurst Pistol Grip equipped four-speed transmission.

For nearly two decades, Hotchkis Performance has been making muscle and sports cars faster on the track and more fun to drive on the street. The Hotchkis philosophy of engineering bolt-on, no-cutting required performance parts that have been thoroughly track tested and race proven means enthusiasts can modify their car for a dramatically improved, grin-inducing driving experience without permanently altering their car. Simply stash your old parts in the garage, bolt-on a Hotchkis Sport Suspension system and hit the gas. If you ever want to bring your ride back to factory stock, simply pull the old parts out of storage and you're good to go.

"Mr. Norm" Kraus, who rose to fame as the proprietor of Grand Spaulding Dodge and a drag racing icon, will also be talking to fans and signing autographs in the Hotchkis booth from 2:00 – 3:00pm Wednesday, November 5th at the SEMA Show.

[Hotchkis]

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.

For this example, we'll be using the 2008 Dodge Challenger SRT8, but the essential procedure can be applied to any number of slushbox-equipped RWD vehicles. Once you've mastered the technique, feel free to make your own video to show us all what you've learned. If you'd like some examples, check out our Corvette ZR1 burnout video, or this slow-motion Ford Mustang burnout video.

Photo Credit: Alex C. Conley

• 2008 Dodge Challenger SRT8, Part One
• 2008 Dodge Challenger SRT8, Part Two
• 2008 Dodge Challenger SRT8, Part Three

The supercharger package is currently undergoing final tuning at the Vortech facilities and is targeted for sale in August. This one made an appearance at the All-Mopar Nationals last weekend where tipster Adam Geake, owner of HXC Performance, snapped a couple of shots for us. Expect more news from Adam soon, as HXC is working on a 'Cuda version of the Challenger for all those Plymouth fans out there.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: Yes
Technogeeks: No
Poseurs: Yes
Soccer Moms: No
Nascar Dads: Yes
Golfing Grandparents: No

Also Consider:
• 2008 Ford Mustang GT500
• 2008 Dodge Charger SRT8
• Waiting for the 2010 Chevy Camaro SS
• Waiting for the 2010 Ford Mustang GT500
• Sitting at home and drinking oil straight from a barrel.

Vitals:
• Manufacturer: Dodge
• Make: Challenger SRT8
• Model year: 2008
• Base Price: $37,320
• Price as Tested: $41,310
• Engine type: 6.1-liter SRT HEMI V8
• Horsepower: 425 @ 6,200 RPM
• Torque: 420 @ 4,800 RPM
• Transmission: 5-speed Automatic
• Curb Weight: 4,103 lbs
• LxWxH: 197.7" x 75.7" x 57"
• Wheelbase: 116"
• Tires: 245/45ZR20 - Front; 255/45ZR20 - Rear Performance Tires
• 0 - 60 mph: 5.13 seconds (as tested with onboard 0-to-60 meter)
• EPA Fuel economy city/highway: 13/18 MPG
• NHTSA crash test rating: *****

Also see:
• 2008 Dodge Challenger SRT8, Part One
• 2008 Dodge Challenger SRT8, Part Two

Photo Credit: Dane VanSlembrouck

Note to Hoonage-Seeking Readers: We're not done yet. More to come on Monday...

Acceleration: ***
God, I love the built-for-America 6.1-liter Hemi engine. 425 HP and an almost equal amount of torque help make the performance tires on this beast squeal at the green light like it's a drag strip Christmas tree. Still, we're talking about 425 horses under the hood. It should jump harder, faster, stronger. It may have something to do with the 4100+ pounds it's trying to carry along for the ride.

Braking: ****
The big Brembos help this pony "whoa!" with the quickest of ease and you can't ask for much more than that.

Ride: ****
The nice thing about the Challenger is it's on the steady and capable LX platform. Unlike the bone-rattling ride of a Shelby GT500, the Challenger sweeps over the road, requiring a large pothole to even jostle it and taking the very largest to get anywhere near uncomfortable.

Handling: ****
I love to mash the gas around a corner, and there's nothing like feeling that back end sweep outward as I steer with my right foot; the multilink suspension in the back makes that kind of hoonage effortless.

Gearbox: **
Crap. OK, here's the rub with the 2008 Challenger SRT8 — it's automatic only. While it's great for the straight-line racing crowd looking for solid, dependable and always-the-same 0-to-60 times, it's not really great for us. And the +/- gate on the shifter is an annoyance at best. We'll apparently have to wait until the 2009 model year before we'll have a chance to see this car with the gearbox it was always meant to have.

Audio: ***
Our test unit was equipped with MyGig, but the damnable contraption wouldn't recognize our third-gen video iPod. So my "Muscle Car Meltdown" mix had to be played using the aux input rather than the preferred USB jack. Still, the big subwoofer kept pace with the low grumble of the exhaust well enough to make me happy.

Toys: ****
Good god, there's some fun toys in here. Even if you ignore the issues with MyGig, the 1/4 mile, 1/8 mile, G-force and braking meters make up for it in spades. Also, it has heated seats.

Value: ***
The fuel economy is blood-draining-from-the-face bad — 13 MPG city, 18 MPG highway. But with an as-tested sticker price of $41,000 — and reports of $70K+ including the dealer price gouging — if you're buying this car, you shouldn't care less.

Overall: ****
Breathtakingly stunning looks, high horsepower and rear-wheel drive overcome gearbox issues, weight, a mediocre interior, and piss-poor gas mileage any day of the week. Yeah, yeah, I know. On any other vehicle, I'd award three stars, but seriously, it's a 2008 Dodge FREAKIN' Challenger SRT8. Those classic, proportionally sound muscle car looks just feel so good. It's a shame Chrysler didn't build this car much sooner.

Also see:
• 2008 Dodge Challenger SRT8, Part One

I picked up the Challenger from Chrysler's fleet company in Madison Heights yesterday afternoon. Despite an itch to hit the road immediately, we first needed the obligatory glamour shots taken by Metro Detroit's star photographer Fabrizio Costantini and a quick bite to eat. So it wasn't until late yesterday night when I finally had the chance to take the new Mustang-killer out onto Woodward.

A few hours more doesn't bother someone that's waited three years since their first fleeting glimpse of the Challenger across a crowded Detroit Auto Show press introduction. Still, my excitement was obvious — if anyone had been looking that late at night — as I eased the muscle-bound two-door out on to the road and pointed the LX sedan-sans-two doors onto Northbound Woodward Avenue. I don't even know why I tried to contain my feelings. How can a person not be excited when they're driving a car with sheet metal so brilliantly retrospectively-inspired you're actually able to believe orange can work as a car color again?

Plus there's that power. Despite the Challenger's hefty 4,100 lb. weight, the big 425 HP 6.1-liter Hemi the Challenger SRT8 shares with its bigger, four-doored brother allows it to blast away from stoplights. Each and every time, we were provided with the effortless gratification of squealing performance radials.

But I grew up on Woodward Avenue. I know at night the police lay in wait, watching the stoplights, pens at the ready in eager anticipation of tickets to be signed and handed to unsuspecting hoons careless enough to do burnouts. I had no desire to be stopped tonight. Tonight, the fun for me is cruising my past with a car that's more of a time machine than any DeLorean. I wanted to drive. So I drove.

I drove past the hospital where I was born. Past the Red Coat Tavern, where my mom had once been a bartender and where she'd met my father. Past Vinsetta Garage, Michigan's oldest palace of wrench-turning — and a lot where I'd spent many an evening in my teenage years peering through the chain-link fence, trying to discern the differences between muscle cars by shape under bulky car covers. Past Birmingham, where I'd taken my driver's training and first kissed a girl. Past Cranbrook, my high school arch-rivals. Past Long Lake, and the remnants of the Fox & Hounds grill and across from the Merrill Lynch office my father, now gone, worked at over a decade ago. I drove past old family homes, old restaurants and old memories.

It's a credit to how similarly roomy this new Challenger is to the old early-'70s muscle car that I hardly noticed when I'd pulled around Pontiac and was already heading back to Royal Oak. The strongly side-bolstered seats and comfortable-to-grip steering wheel helped me to pass where I'd begun my trip so effortlessly, I decided to keep going — down all the way to where Woodward Avenue ends at the Detroit River. Not having enough of that low rumbling exhaust, I turned the beast around, rear wheels competently holding on as I steered with my right foot and came right back up Woodward. I did this over and over again last night. Each time, emotions long thought dormant welled up inside of me at every red light and would quickly explode outward on every green.

Gone were any cares of the day. The photos? Meaningless. Writing the review? Means nothing to me. The price of gas and a rating of 18 MPG? Ha! These are little things for little people. I'm a man — a real man driving a brand new meaty Mopar muscle car — something Motor City denizens haven't done in decades. The only thing that matters is continuing to drive.

OK, so it turns out there's one thing that matters more. Exhaustion. I pulled into the garage in the wee hours of this morning feeling emotionally drained, but with a wan smile on my face. Why shouldn't I? I knew I'd get to take it out again this morning. And that's exactly what I did, four hours of sweet sleep later and after waking with that smile from the night before still firmly affixed to my face.

John's boys from Texas are still in the process of tweaking the Challenger, but expect a 0-to-60 mph time in the low four-second or high three-second range, and a quarter-mile time in the sub-12.0 second area. Hennessey only plans to make a limited numbers of their extremest Challenger, so now there's one more hoop to jump through for those who already did the footwork to get an SRT8.

Photo Credit: Matt Hardigree / Jalopnik

[Challengertalk.com]