Big seller gets biggest engine
If Dodge had its way, there’d be a 2015 Charger in every garage. The fresh-out-of-college kid commuting to his first big job would drive the 31-mpg, $28,990 Charger SE. His 38-year-old brother, with a little more cash in his bank account, also a fan of American sedans, would drive the $48,375, 485-hp SRT 392. And the crazy uncle, who owned a ‘72 Charger R/T would be behind the wheel of the $64,985 Charger SRT Hellcat, the quickest, fastest, most-powerful sedan the world has ever seen.
The number of different grille options alone is enough to put this car in the something-for-everyone category. We discovered as much when we entered a hangar at Reagan National Airport in Virginia and saw about 30 examples of the redesigned 2015 model before Dodge execs gave us the details on the new car. Four, by the way, there are four different grille choices on the new Charger.
At the SE trim-level Dodge offers what it calls its best-equipped entry-level Charger ever. It comes with a 292-hp, 260-lb-ft 3.6-liter Pentastar V6 and a now-standard eight-speed automatic transmission. The SE also comes with a 5-inch UConnect touchscreen and a new 7-inch driver information display behind the steering wheel. LED “racetrack” taillights and bi-xenon headlights are also included, as are two USB outlets, steering wheel controls and electric power steering with comfort, normal and sport modes. The SXT model, gets the same engine, and adds UConnect Access with WiFi and personal apps, 18-inch wheels and LED fog lights as well as a few other features. All-wheel drive is optional on the V6s, not available on the V8s.
For stepping up to the R/T, buyers get 370 hp and 395 lb-ft of torque from a 5.7-liter Hemi V8. They also get 20-inch wheels, a rear spoiler and paddle shifters to keep the eight-speed moving. The R/T Road and Track, new for 2015, is sort of a half step up from the R/T. It adds heavy-duty brakes, a stiffer suspension, three-mode electronic stability control, Dodge Performance Pages, which we’ll get to later, rear parking sensors and 12-way power seats.
The R/T Scat Pack and SRT 392 models feature the company’s big boy, the 6.4-liter, naturally-aspirated, 485 hp and 475-lb-ft Hemi V8. The Scat Pack gets a special grille, bigger exhaust tips, a 3.09 rear-axle ratio and four-piston Brembo brakes. Both get special Hemi 392 fenders and a hood with an intake duct. The SRT gets six-piston brakes, adjustable suspension, a unique interior treatment, ambient lighting, a flat-bottomed steering wheel and Nappa leather seats with suede inserts.
Finally there’s the Hellcat, the one we came here to drive. You already know the specs but just in case, it’s 6.2-liter V8 delivers 707 hp and 650 lb-ft of asphalt-digging torque. It’s topped with a 14,600-rpm supercharger that takes all of 80 hp to run. Like the Challenger Hellcat it gets two keys. The black one throttles engine output and the red one lets all the horses out of the barn. It also includes Valet Mode, which turns down the power even more. That’s the feature you want if you’re handing the keys off to the kids or...valets.
The Hellcat’s grille features two air openings at the bottom, both stuffed with radiators. The hood is a variation on the SRT 392 version with two air extractors to go along with the intake duct. After driving this beast, we’re happy to report that Dodge throws in a day at the SRT Driver Experience where new owners can learn to reign in all that power. Wheels measure 20 inches all around, with three- and four-season tires offered. Both SRT models get adjustable suspension from Bilstein, which can be softened up through the Performance Pages of the UConnect screen. Performance Pages are special screens that allow the driver to futz with various settings in an effort to improve performance.
Dodge knows that the first thing you do after you buy a Charger R/T, SRT or Hellcat is drag race it from stoplight to stoplight. Hence, it added Dodge Performance Pages on the R/T models and SRT Performance Pages on the SRT models. The R/T version includes adjustments for the steering effort, transmission response and electronic stability control settings as well as launch control options, gauges and g-force meters. The SRT Performance Pages add timers for the 0-60 sprint, eighth- and quarter-miles and braking performance.
After we snagged some keys and hopped into a sinister-looking dark blue Hellcat, we exited Reagan Airport and pointed our nose towards Summit Point Motorsports Park in West Virginia.
On the road in Washington DC and the surrounding areas, the Hellcat is surprisingly restrained. We were about as restrained as you can be while driving a 707 hp rear-wheel-drive American sedan. The exhaust system features a variable valve for sound, which works much more like a volume knob than an on-off switch. We found no annoying drone at any expressway speeds, but plenty of growl when we put the pedal down.
The Charger Hellcat offers much better visibility than its two-door cousin and more space to boot. The Challenger isn’t small, so that’s saying something. The rear seats can easily fit an average-to-above-average-sized adult and they fold down for big cargo . The front seats are comfortable, but not bolstered as much we’d like, though man of greater width would surely slide around less. The buckets also don’t adjust low enough for our taste.
Over the city streets, the Charger feels about the same as the Challenger Hellcat, though Dodge told us the Challenger is actually stiffer. Even adjusted into track mode, the Bilstein shocks absorbed all of the small imperfections on the street and most of the big ones. That’s the advantage of having more than 4,500 pounds of metal perched on top. The Hellcat does get its own shock calibration, as well as different springs and thicker swaybar.
Speaking of the two-and-a-quarter-ton curb weight, the Hellcat’s power hides its heft, at least on public roads. We realized that at turn 1 of Summit Point, when we tried to scrub 150 mph down to about 45. Even with the giant, 15.4-inch brake discs, it takes more feet than you’d think to slow this enormous kitty down.
If Dodge had its way, there’d be a 2015 Charger in every garage. The fresh-out-of-college kid commuting to his first big job would drive the 31-mpg, $28,990 Charger SE. His 38-year-old brother, with a little more cash in his bank account, also a fan of American sedans, would drive the $48,375, 485-hp SRT 392. And the crazy uncle, who owned a ‘72 Charger R/T would be behind the wheel of the $64,985 Charger SRT Hellcat, the quickest, fastest, most-powerful sedan the world has ever seen.
At the SE trim-level Dodge offers what it calls its best-equipped entry-level Charger ever. It comes with a 292-hp, 260-lb-ft 3.6-liter Pentastar V6 and a now-standard eight-speed automatic transmission. The SE also comes with a 5-inch UConnect touchscreen and a new 7-inch driver information display behind the steering wheel. LED “racetrack” taillights and bi-xenon headlights are also included, as are two USB outlets, steering wheel controls and electric power steering with comfort, normal and sport modes. The SXT model, gets the same engine, and adds UConnect Access with WiFi and personal apps, 18-inch wheels and LED fog lights as well as a few other features. All-wheel drive is optional on the V6s, not available on the V8s.
For stepping up to the R/T, buyers get 370 hp and 395 lb-ft of torque from a 5.7-liter Hemi V8. They also get 20-inch wheels, a rear spoiler and paddle shifters to keep the eight-speed moving. The R/T Road and Track, new for 2015, is sort of a half step up from the R/T. It adds heavy-duty brakes, a stiffer suspension, three-mode electronic stability control, Dodge Performance Pages, which we’ll get to later, rear parking sensors and 12-way power seats.
The R/T Scat Pack and SRT 392 models feature the company’s big boy, the 6.4-liter, naturally-aspirated, 485 hp and 475-lb-ft Hemi V8. The Scat Pack gets a special grille, bigger exhaust tips, a 3.09 rear-axle ratio and four-piston Brembo brakes. Both get special Hemi 392 fenders and a hood with an intake duct. The SRT gets six-piston brakes, adjustable suspension, a unique interior treatment, ambient lighting, a flat-bottomed steering wheel and Nappa leather seats with suede inserts.
The Hellcat’s grille features two air openings at the bottom, both stuffed with radiators. The hood is a variation on the SRT 392 version with two air extractors to go along with the intake duct. After driving this beast, we’re happy to report that Dodge throws in a day at the SRT Driver Experience where new owners can learn to reign in all that power. Wheels measure 20 inches all around, with three- and four-season tires offered. Both SRT models get adjustable suspension from Bilstein, which can be softened up through the Performance Pages of the UConnect screen. Performance Pages are special screens that allow the driver to futz with various settings in an effort to improve performance.
Dodge knows that the first thing you do after you buy a Charger R/T, SRT or Hellcat is drag race it from stoplight to stoplight. Hence, it added Dodge Performance Pages on the R/T models and SRT Performance Pages on the SRT models. The R/T version includes adjustments for the steering effort, transmission response and electronic stability control settings as well as launch control options, gauges and g-force meters. The SRT Performance Pages add timers for the 0-60 sprint, eighth- and quarter-miles and braking performance.
After we snagged some keys and hopped into a sinister-looking dark blue Hellcat, we exited Reagan Airport and pointed our nose towards Summit Point Motorsports Park in West Virginia.
On the road in Washington DC and the surrounding areas, the Hellcat is surprisingly restrained. We were about as restrained as you can be while driving a 707 hp rear-wheel-drive American sedan. The exhaust system features a variable valve for sound, which works much more like a volume knob than an on-off switch. We found no annoying drone at any expressway speeds, but plenty of growl when we put the pedal down.
Over the city streets, the Charger feels about the same as the Challenger Hellcat, though Dodge told us the Challenger is actually stiffer. Even adjusted into track mode, the Bilstein shocks absorbed all of the small imperfections on the street and most of the big ones. That’s the advantage of having more than 4,500 pounds of metal perched on top. The Hellcat does get its own shock calibration, as well as different springs and thicker swaybar.
Speaking of the two-and-a-quarter-ton curb weight, the Hellcat’s power hides its heft, at least on public roads. We realized that at turn 1 of Summit Point, when we tried to scrub 150 mph down to about 45. Even with the giant, 15.4-inch brake discs, it takes more feet than you’d think to slow this enormous kitty down.
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