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Ken Garff Ford
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Ford Shelby Mustang vs. Dodge Challenger
Something's wrong. Parked outside is a brand-new Dodge Challenger. Next to it, a freshly baked Ford Shelby Mustang GT500. Hey! Who ate my Space Food Sticks? Viva the American retro-car revolution.
A few years ago, Ford struck first with its late-1960s-inspired gen-five Mustang and still had the segment all
to itself when it released the reincarnated, high-output Shelby Mustang GT500. But Ford's solitary rule of the musclecar time machine is over. Not that the assault against the Mustang's dominion will take even that long to commence: A third time traveler, Dodge's hotly awaited Challenger coupe, has already charged into the fray.
Not too long ago, the one-of-a-kind concept car that led to the production Challenger you see here. While the concept was a handbuilt showpiece, not sorted for road-testing, the essentials were in place: 6.1-liter Hemi V-8, bulging wheels and tires, an updated interpretation of that unmistakable 1970 shape made iconic by the 1971 cult-hit movie "Vanishing Point." The faithful nodded their
collective heads in admiration of Dodge's show-car handiwork, but almost immediately the rumblings began. Fear not, Mopar mavens: Despite every exterior surface being different, the production Challenger is a near-clone of the fervor-building show star, sporting necessary alterations that do little to diminish the shape's impact. Whereas the concept's bodywork tucked in dramatically at its lower edges (a feature designers admitted early on would never make it to showrooms), the production car wears a thick black band along the bottom of the body, an addition that both simplifies metal shaping and visually reduces the perceived thickness of the car's flanks. The famed four-headlamp "bandit" grille, borrowed straight from 1970, remains, though Dodge admits to considerable wind-tunnel work and changes to the hood's overhang needed to reduce lift (a new black rear spoiler also appears to reduce rear lift). A thicker B-pillar enhances roof strength, clever design work has retained the "full-width" look of the taillamps, and a new, chrome fuel-filler flap adds exterior drama. Gone is all costly carbon fiber; the production car is crafted in steel.
A few years ago, Ford struck first with its late-1960s-inspired gen-five Mustang and still had the segment all
to itself when it released the reincarnated, high-output Shelby Mustang GT500. But Ford's solitary rule of the musclecar time machine is over. Not that the assault against the Mustang's dominion will take even that long to commence: A third time traveler, Dodge's hotly awaited Challenger coupe, has already charged into the fray. Not too long ago, the one-of-a-kind concept car that led to the production Challenger you see here. While the concept was a handbuilt showpiece, not sorted for road-testing, the essentials were in place: 6.1-liter Hemi V-8, bulging wheels and tires, an updated interpretation of that unmistakable 1970 shape made iconic by the 1971 cult-hit movie "Vanishing Point." The faithful nodded their
collective heads in admiration of Dodge's show-car handiwork, but almost immediately the rumblings began. Fear not, Mopar mavens: Despite every exterior surface being different, the production Challenger is a near-clone of the fervor-building show star, sporting necessary alterations that do little to diminish the shape's impact. Whereas the concept's bodywork tucked in dramatically at its lower edges (a feature designers admitted early on would never make it to showrooms), the production car wears a thick black band along the bottom of the body, an addition that both simplifies metal shaping and visually reduces the perceived thickness of the car's flanks. The famed four-headlamp "bandit" grille, borrowed straight from 1970, remains, though Dodge admits to considerable wind-tunnel work and changes to the hood's overhang needed to reduce lift (a new black rear spoiler also appears to reduce rear lift). A thicker B-pillar enhances roof strength, clever design work has retained the "full-width" look of the taillamps, and a new, chrome fuel-filler flap adds exterior drama. Gone is all costly carbon fiber; the production car is crafted in steel.Though the concept's interior wore splashes of brushed-aluminum in the dash and center console, the production Challenger will look familiar to anyone who's seen the inside of a Charger or a 300C. The same, huge four-spoke steering wheel greets drivers; it's a shame Dodge hasn't employed a smaller, sportier three-spoke rim-at least in the top-level SRT8 edition. No complaints about the seats, though: They're beefy, leather SRT8 buckets, comfy for extended cruising and ready to embrace max-lat maneuvering.
For 2008, the Challenger's first model year, Dodge will sell the car only in high-output SRT8 trim: 6.1-liter Hemi making 425 horsepower and 420 pound-feet, 20-inch forged-aluminum rims, Brembo four-piston discs front and rear, five-speed automatic. Dodge simply wasn't able to get a six-speed manual ready i
n time, and that's a glaring omission-the Challenger should've reappeared with a manual first, including the famed pistol-grip shift lever. Still, even before release Dodge had already sold nearly all of the 6400 Challenger SRT8s it intends to build the first year. And the pistol-grip Tremec six-speed version will arrive for 2009-along with an R/T model (370-horse, 5.7-liter Hemi V-8 with either transmission) and a base car (250-horse, 3.5-liter V-6; automatic only) that should start at under $24K.
n time, and that's a glaring omission-the Challenger should've reappeared with a manual first, including the famed pistol-grip shift lever. Still, even before release Dodge had already sold nearly all of the 6400 Challenger SRT8s it intends to build the first year. And the pistol-grip Tremec six-speed version will arrive for 2009-along with an R/T model (370-horse, 5.7-liter Hemi V-8 with either transmission) and a base car (250-horse, 3.5-liter V-6; automatic only) that should start at under $24K. Even without a manual, the Challenger SRT8 has the hardware to step straight into the corral with Ford's Shelby Mustang GT500. Though based on a platform that's showing its age (translation: "live axle"), the GT500 is hardly past its prime. Its supercharged, 5.4-liter V-8 thunders with 500 horsepower and 480 pound-feet, it erases speed with giant Brembo discs (four-piston in front), it shifts with a slick six-speed manual, its blazing-red bodywork and dual racing stripes intimidate like the angry Cobra it wears in badge form.
At the dragstrip, the Shelby Mustang quickly put to rest any notions about cobwebs, blazing to 60 mph in just 4.3 seconds and closing out the quarter mile in 12.6 seconds at 114.2 mph-bettering the scorching numbers we recorded with our last GT500 (December 2006). Launching the Challenger, in contrast, is child's play: Hold revs at about 1800 rpm with a dab of brakes, then let 'er rip. The SRT8 will lay down repeatable 4.7s run after run.
The Shelby's weight and torque advantage helped it circle our figure-eight course a half-second quicker than the Challenger, though the Dodge's beefier Goodyear Eagle F1s (a mere $50 option) and larger Brembos gave it a slight edge in stopping power.
Typical first impressions after climbing aboard the Challenger: "Wow. This is a big car." And it is, checking-in nearly 10 inches longer than the Shelby, 2.5 inches taller, and almost two inches wider. The Challenger is truly old-school that way; there aren't many 
automobiles left that showcase such a brash expanse of hood through the windshield (those hood scoops, by the way, are fully functional). Yet the Challenger is also a grownup car, its fully independent suspension hanging poised over roads that cause the live-axle GT500 to step about, its structure feeling stouter, its interior far more expensively dressed, the big-bore rumble of its naturally aspirated Hemi V-8 a more stirring accompaniment than the Shelby's toy-like supercharged whine. And while the Shelby has a slight edge in steering finesse-the Challenger feels numb and intentionally slow-the GT500 also feels nose-heavy. For such a broad-shouldered car, the SRT8 is impressively balanced.
automobiles left that showcase such a brash expanse of hood through the windshield (those hood scoops, by the way, are fully functional). Yet the Challenger is also a grownup car, its fully independent suspension hanging poised over roads that cause the live-axle GT500 to step about, its structure feeling stouter, its interior far more expensively dressed, the big-bore rumble of its naturally aspirated Hemi V-8 a more stirring accompaniment than the Shelby's toy-like supercharged whine. And while the Shelby has a slight edge in steering finesse-the Challenger feels numb and intentionally slow-the GT500 also feels nose-heavy. For such a broad-shouldered car, the SRT8 is impressively balanced. There is one Challenger criticism: It's almost too well-mannered. The suspension settings feel right (a stiffer rider would cut driving comfort at the expense of a dubious handling gain), but the Challenger could use more crackle and boom in its exhaust. Racier headers will no doubt prove a popular aftermarket accessory; the pistol-fired 2009 SRT8 should have them standard.
The Shelby Mustang GT500 remains a fast and compelling piece, but the Challenger is simply a better-sorted automobile, a 20th-century icon reborn with 21st-century sophistication and poise. Kudos, Dodge, but remember: Don't spare the sizzle for 2009. Retro Round Two, Challenger versus Camaro, will be here before you can say "time warp."