This week we held a contest to decide which one is the "Lord" of muscle cars, so we compared Cheoverlet Camaro, Ford Mustang and Dodge Challanger to let you decide which one rules the world!!!
2010 Chevrolet Camaro
Introduction
OK, we're going to get straight to the point here. The 2010 Chevrolet Camaro rocks. After years of anticipation, Chevy's new Camaro not only lives up to the hype but also redefines what a muscle car can be. The traditional stereotype goes something like this -- the affordable base model looks fast but goes slow due to a lumpy V6, while the V8-powered model will do apocalyptic burnouts in the high school parking lot but can't corner to save its (or your) life. The latest Dodge Challenger comes uncomfortably close to this archetype, and the Ford Mustang is at least guilty on the V6 front. But this new Camaro, well, it's an altogether different beast.
Impressively, the new Chevy Camaro is an excellent performance-car value whether it's equipped with the base direct-injected V6 or the optional V8. The V6-powered base Camaro can sprint to 60 mph in 6.0 seconds, thanks to 300 horsepower, yet it costs the same as competitors like the considerably slower Hyundai Genesis Coupe 2.0T. Heck, even the V6's fuel economy is impressive compared to its competition. The V8-powered Camaro SS with the manual transmission dispenses with 60 mph in a blistering 5.0 seconds -- 426 hp will do that for you -- yet it's considerably cheaper than cars like the BMW 135i and Challenger SRT8 and outperforms the slightly more affordable Mustang GT. The Camaro handles smartly, too, with even the base car surpassing the rarefied 68 mph mark on our slalom course.
Riding on a shortened and reworked version of GM's Zeta platform, which it shares with the Pontiac G8 sport sedan, the Camaro boasts an independent rear suspension and refined handling characteristics. The base direct-injected 3.6-liter V6 is the same sophisticated engine that's an extra-cost option on the Cadillac CTS luxury sedan, while the 6.2-liter V8 in the manual-transmission Camaro SS is essentially borrowed from the base Corvette (automatic SS models get a slightly less powerful V8 variant). This is some serious hardware, and as our tests have shown, it really delivers the performance goods.
This isn't to say that Chevrolet has somehow spawned the perfect performance coupe. While appealingly styled, the car's retro-themed exterior and high beltline leave little room for glass, and the resulting gun-slit-like windshield and windows compromise outward visibility to the point that it can be difficult to place the car in tight corners (and parking spots). Another knock against the Camaro is its lackluster interior materials -- they're better than the old Camaro's, for sure, but a couple competing models do it better. There's also the comically small trunk opening (meaning it's hard to load large items into the trunk) and the lack of a factory navigation system.
But will you care? Probably not. In the final analysis, the 2010 Chevrolet Camaro is a car that's no-excuses good. Even the Camaro in V6 automatic trim is no longer something that enthusiasts will snicker at. And with the chest-pounding V8, the Camaro will have the muscle car gods gazing down and beaming. You also get capable handling abilities, retro-cool styling and impossible-to-ignore pricing. The wait is over; the Camaro is here. And yes, it rocks.
Body Styles, Trim Levels, and Options
The 2010 Chevrolet Camaro performance coupe is available in five trim levels: base LS, 1LT, 2LT, 1SS and 2SS. The first three come with the V6, while the latter two get the V8. Standard equipment for the base LS includes 18-inch black "Heritage" steel wheels, keyless entry, cloth upholstery, front bucket seats with power-reclining seatbacks, a tilt/telescoping steering wheel, air-conditioning, cruise control and a CD/MP3 audio system with satellite radio and an auxiliary audio jack. The 1LT adds foglamps, 18-inch alloy wheels and a six-way power driver seat. The 2LT adds 19-inch alloy wheels, heated side mirrors, auto-dimming functionality for the driver-side and interior mirrors, additional auxiliary gauges, remote engine start (automatic transmission only), leather upholstery, heated power front seats and a Boston Acoustics sound system with steering-wheel-mounted controls, a USB audio interface and Bluetooth.
The 1SS trades some of the 2LT's luxuries for the power of the 6.2-liter V8. Upgrades include SS-specific exterior and interior styling cues, 20-inch aluminum wheels and Brembo brakes. The 2SS unites the 1SS's sporty styling touches and performance hardware with the 2LT's full list of standard equipment.
There are two optional packages. The Convenience and Connectivity package (1LT only) adds Bluetooth, steering-wheel-mounted audio controls, a USB port, a leather-wrapped steering wheel and shift knob, a cargo net and remote start. The RS package (available on all V6 models except the LS) adds xenon headlights, exclusive 20-inch aluminum wheels and a spoiler, among other exterior enhancements. Other options, depending on trim level, include special exterior graphics and a sunroof (available on all but the LS).
For more Style information, see our Compare Styles page.
Powertrains and Performance
The rear-wheel-drive 2010 Chevy Camaro is powered by either a 3.6-liter direct-injected V6 (LS, 1LT, 2LT) or a 6.2-liter V8 (1SS, 2SS). Both are offered with either a six-speed manual transmission or a six-speed automatic with manual shift control. The V6 is rated at an even 300 hp and 273 pound-feet of torque. The V8 on manual transmission-equipped cars makes a honking 426 hp and 420 lb-ft of torque. Camaro V8s with the automatic have slightly less power (400 hp, 410 lb-ft) but come with a cylinder-deactivation feature for enhanced fuel economy.
In our performance tests of manual-transmission Camaros, we've recorded 0-60-mph sprints of 6.0 seconds with the V6 and 5.0 seconds for the V8. EPA fuel economy estimates are an impressive 17 mpg city and 29 highway for the V6 (18 mpg city with the automatic), and 16 mpg city and 24 highway with the V8 (25 mpg highway with the automatic). These are very impressive fuel consumption figures, particularly given how powerful these engines are.
Specs
Car Type: Midsize Coupe
Where Built: Canada
EPA Class: Compact Cars
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| Exterior | ||||||
| Length: 190.4 in. | Width: 75.5 in. | |||||
| Height: 54.2 in. | Wheel Base: 112.3 in. | |||||
| Curb Weight: 3780 lbs. | ||||||
| Interior | ||||||
| Front Head Room: 37.4 in. | Front Shoulder Room: 56.9 in. | |||||
| Rear Head Room: 35.3 in. | Rear Shoulder Room: 42.5 in. | |||||
| Front Leg Room: 42.4 in. | Rear Leg Room: 29.9 in. | |||||
| Luggage Capacity: 11.3 cu. ft. | Maximum Seating: 4 | |||||
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| Performance | ||||||
| Base Number of Cylinders: 6 | Base Engine Size: 3.6 liters | |||||
| Base Engine Type: V6 | Horsepower: 304 hp | |||||
| Max Horsepower: 6400 rpm | Torque: 273 ft-lbs. | |||||
| Max Torque: 5200 rpm | Drive Type: RWD | |||||
| Turning Circle: 37.7 ft. | ||||||
 Fuel Data | |
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| Fuel | |
| Fuel Tank Capacity: 19 gal. | |
| EPA Mileage Estimates: (City/Highway/Combined) | |
| Manual: 17 mpg / 29 mpg / 23 mpg | |
| Range in Miles: | |
| Manual: 323 mi. / 551 mi. / 437 mi. | |
Safety
Standard safety features include antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. Basic OnStar is standard on the LS and 1SS, while the 1LT, 2LT and 2SS receive OnStar with turn-by-turn navigation featuring a graphical display in the gauge cluster.
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| Antilock Brakes: Standard | Four Wheel Antilock Brakes: Standard | |||
| Depowered Airbag: Standard | Passenger Airbag: Standard | |||
| Head Airbag: Standard | Side Airbag: Standard | |||
| Child Safety Seats: Not Available | Traction Control: Standard | |||
| Stability Control: Standard | | |||
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| NHTSA Ratings | ||||
| Passenger: Not Tested | ||||
| Driver: Not Tested | ||||
| Side Impact Front: Not Tested | ||||
| Side Impact Rear: Not Tested | ||||
| Rollover Rating: Not Tested | ||||
| NHTSA: 5 star, 4 star, 3 star, 2 star, 1 star, Not Tested | ||||
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| IIHS Ratings | ||||
| Crash Offset: Not Tested | ||||
| Bumper Bash: Not Tested | ||||
| IIHS: Good, Acceptable, Marginal, Poor, Not Tested | ||||
Interior Design and Special Features
Muscle cars have traditionally had bland interiors (a trend that continues with the Camaro's Ford and Dodge competition), but the Camaro laudably mixes retro touches like square gauge hoods and the available four-pack of auxiliary gauges with common-sense modern ergonomics. On the downside, there are a few ergonomic annoyances. The steering wheel is overstyled and doesn't fit human hands the way it should; the same goes for the bizarrely shaped manual shift knob. We also dislike the main gauges (they're hard to read) and the dead pedal (it isn't angled properly for comfortable cruising). Other issues include lackluster interior materials quality, the lack of an optional factory navigation system and the Camaro's tiny trunk opening, making loading elongated objects an exercise in frustration (golfers be warned). Backseat comfort is marginal, as you'd expect -- there's a shortage of headroom and legroom, so don't expect to use the rear quarters for more than short trips. The rear seats don't fold down, but there's a trunk pass-through.
Driving Impressions
The 2010 Chevy Camaro is the no-brainer choice among muscle cars for those who enjoy spirited driving, thanks to its unbeatable combination of big power, ample grip and refined suspension tuning. It's even got enough finesse to give luxury performance coupes like the BMW 135i and Infiniti G37 some competition. We just wish the experience were less like driving a really agile tank, but the Camaro's dramatic exterior styling leaves no other option. The base V6 Camaro feels quick and sounds sophisticated -- a knockout bargain at $22,000 and change -- while the V8 model will deliver tire-evaporating torque along with that classic muscle car roar at full throttle. What's more, for all its performance capabilities, the 2010 Chevrolet Camaro still manages to be quite civil around town and on the highway in terms of both ride quality and wind/road noise.
2010 Ford Mustang GT
The new Mustang now offers better road manners and a vastly improved interior, but the underpinnings are very familiar.
It’s easy to have mixed feelings about the 2005-2009 Mustang GT. It’s handsome, for the money you paid you got pretty good V8 power and it was fast enough. Where the (suddenly) last-gen Mustang falls down is the lowest bidder interior, questionable handling and non-track day brakes. “Listen baby I had a great time, but don’t lose any sleep sitting by the phone.” But hey, Ford’s prepped a (kinda) all new steed for 2010 and you can bet Mullally’s golden ‘chute that Mustang engineers have been hard at work addressing the above issues. Well, except for the brakes.
If you have an internet connection and a passing interest in cars, you’ve already sick of seeing the redesigned ‘Stang. But in person, it’s much better looking than in 2D. The detail that struck me hardest were the three creases on the hood. It’s an intriguing, complex surface. The side mirrors are painted body color (yay!) and the antennae has been moved to the rear. And you know, I like the more geometric rear end with the three-bar taillights. I also like the resculpted face. Sure it has some Camaro cues (hooded lights, downhill curve) but they’re good cues and segment appropriate. The only body panel they didn’t change is the roof, but sitting on the fatter (er, more muscular) haunches it reminds me even more of the ‘68 Fastback. Which is good. And you really got to see this baddie in Grabber Blue.
Ford got halfway to the promised land with the interior. Gone are many of the more egregious examples of IQ insulting penny pinching. For instance the bulk of the dash is now covered in actual aluminum. The gauges are not only crisper but Mustang exclusive. The leather seats sport oversized, contrast stitching and a stylish accent stripe. But there’s hardly any bolstering and after more than an hour, they hurt your back. Another example of almost but not quite: Ford placed soft leather inserts into the doors. Nice. But above ‘em is the same lousy plastic as last year. Pity.
Put your foot into the throttle and you’ll bang your head (against the headrest). Power is up for 2010. Up to Bullitt levels. That’s 315 hp and 325 lb-ft of torque. And check this: should you choose to fill up with premium gas, the ECU makes the torque earlier between 1,000-3,000 rpm. Also like the Bullitt, engine noise is piped into the cabin. Literally. While the sound isn’t quite as sweet as the car McQueen inspired (blame thicker sound proofing), the grunt is better than before. 0-60 times are probably in the 5 second flat range, just like the Bullitt. In certain interior packages, you can even shift gears with the Bullitt’s knob. If you’ve guessed that Ford benchmarked the Bullitt when designing the new car, pat yourself. Why? The Bullitt was the best Mustang Ford ever built.
The Bullitt made great strides in addressing the standard car’s handling issues. The 2010 Mustang GT crosses the finish line. More bracing, tighter spring rates, more damping, thicker sway bars and greatly improved aerodynamics work together to create the first Mustang in memory that thrives in the twisty stuff. Stick your head between the mufflers and you’re still greeted by a thick live axle. Ready for the truth: so what? After seven hours of constant, aggressive driving I encountered exactly one patch of asphalt that upset the rear end. But it was so cruddy that an IRS car would’ve spazzed, too.
I took the GT up and over some of the most challenging, technical canyon roads Southern California has to offer. The new ‘Stang excelled. I could go hard into essentially every corner and confidently blast my way out (some of the uber tight, near-180 degree guys require a soft entry). Like wow, man — a Mustang that’s actually confidence inspiring on windy roads. The steering is a bit over-boosted and the 19” wheels could use souped up tires, but I’m splitting hairs. Finally we have a Mustang that handles the way every 14-year-old assumes it does. Except for those brakes…
Instead of being an also-ran, value proposition in need of lots-o-mods, the “evolution not revolution” 2010 Mustang is a good performance car right out of the box. For those requiring a bit more brawn, there’s the $1,400 Track Pack that gives you Pirelli P Zeros, stiffer shocks and sways — plus upgraded brakes. The real question though, is whether you should buy a Bullitt right now for several grand off sticker, or wait a month and grab the 2010 Mustang. Probably at full price ($27,000 or so). Tough choice. If forced, I’d say that the Bullitt sounds better whereas the new GT drives better. Meaning this is the best Mustang ever. For now at least.
2010 Dodge Challenger
STYLING | 9 out of 10
Styling trends come and go, but for now, retro is all the rage in Detroit. The expanded 2009 Dodge Challenger lineup competes with the equally retro Ford Mustang and upcoming Chevy Camaro for the crown of king pony car.
The latest generation of the Ford Mustang kicked off the yesteryear styling trend among the Big Three, but the 2009 Dodge Challenger cranks it up to 11. The new Challenger Dodge is a "head-turner" that Automobile Magazine says is available in three different trim levels: a "top-spec, SRT8" and "considerably less expensive" R/T and SE models. Externally, all three share what Cars.com calls "Hot Wheels" styling. The visual appearance of the Dodge Challenger varies somewhat across the lineup, but not as much as on some other vehicles. Motor Trend, for instance, is pleased to report "the Challenger SE isn't completely stripped of Challenger R/T and SRT exterior jewelry and doesn't scream 'rental car.'" As for the other trims, Car and Driver contends that "the SE is closest to the 1970 model that was the clear inspiration for this new generation" of Dodge Challengers, while the "R/T adds fog lamps, 18-inch aluminum wheels" and "a body-color rear spoiler," and the SRT8 is distinguished by "faux-carbon-fiber hood strips, xenon lights...a matte black deck spoiler, and a deeper front air dam with functional brake ducts." A moderate amount of customization is available with the Dodge Challenger's exterior, as Motor Trend points out "Mopar can accommodate with everything from a Ram air hood to a coil-over suspension kit that drops the car up to 1.625 inches."
The interior styling of the Challenger Dodge, while not quite as exciting as the sheetmetal work, gets passing grades in reviews read by TheCarConnection.com. ConsumerGuide reviewers love that "the Chrysler-standard control layout places most systems within easy reach," and though "the navigation system absorbs most audio functions," it does so "with good results." TheCarConnection.com's editors also rave about the gauges on the 2009 Dodge Challenger, which are some of the most readable on the market. Among the less favorable reviews, Automobile Magazine feels that "the cabin is nowhere near as stylized as the Ford Mustang's, and the overall look is very muted." Car and Driver also points out that the interior is "dark" and "spooky," and in their opinion, it "absolutely requires the huge optional sunroof to cheer things up." Despite those few criticisms, reviews tended toward the positive end of the spectrum, and most reviewers agree with Motor Trend when they report that the 2009 Dodge Challenger benefits from "a healthy dose of retro-modern style."
Conclusion
Old is in, and the 2009 Dodge Challenger is here to capitalize on the newfound nostalgia of the American car shopper.
PERFORMANCE | 8 out of 10
To add to the mass appeal of the 2009 Dodge Challenger, the folks at Chrysler dilute the lineup's performance by offering the less-capable SE and R/T trims, but that doesn't take away from the virtues of the tremendously powerful engine available on the Challenger Dodge in SRT8 guise.
The three trim levels of the Dodge Challenger denote the engine housed underneath the hood—according to Jalopnik, the base SE gets "a 3.5-liter High Output V6 producing 250 hp and an equal number of lb-ft of torque," while the mid-range R/T offers a "5.7-liter Hemi engine" 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." Returning unchanged from its model year 2008 introduction is the Dodge Challenger SRT8, which Cars.com reports is powered by "a 6.1-liter HEMI V-8 willing to provide a blustery 425 horsepower." Reviews read by TheCarConnection.com show that the SE trim of the 2009 Dodge Challenger is more fun than many V-6 options, but the real enthusiast driving belongs to the V-8-powered Challengers. The uninspiring V-6 on the Challenger Dodge SE is, in the words of Motor Trend reviewers, "not slow; it's just not fast, either." Nobody will describe either of the V-8s that way though, and ConsumerGuide proclaims that the "R/T is quite potent, with ample passing reserves." The highest praise is saved for the very capable Dodge Challenger SRT8, which Cars.com describes as "a rocket booster strapped to your fanny" and Jalopnik says can achieve "a 0-to-60 time of five seconds."
One of the chief complaints about the 2008 Dodge Challenger SRT8 was the lack of any manual transmission option, so for the 2009 Dodge Challenger, the Chrysler bigwigs have decided to address those complaints, at least on the R/T and SRT8. Jalopnik is pleased to report that "both the R/T and SRT8 get an optional Tremec T6060 six-speed manual transmission ported from the Dodge Viper," although the SE still only offers "a four-speed automatic." In addition to the manual option, Cars.com says the V-8 Dodge Challengers can be fitted with "a crisp-shifting five-speed automatic." Both the five- and six-speed transmissions fare well with reviewers, with ConsumerGuide finding "the manual transmission has positive, mechanical shift action and a smooth clutch," while the "responsive automatic transmission shifts without harshness." The four-speed auto on the Dodge Challenger SE doesn't hold up quite so well to reviewer scrutiny, and Automobile Magazine observes that "you have to be willing to boot it because of the wide gaps between the gears."
The four-speed transmission also doesn't do much to help the Dodge Challenger SE's fuel economy, which isn't significantly better than the R/T's. The official EPA estimates for the Dodge Challenger lineup are 17 mpg in the city and 25 mpg on the highway for the SE, while the Dodge Challenger R/T offers 16 mpg city, 25 mpg highway, and the SRT8 a measly 13 mpg in the city and 19 mpg on the highway. Road tests verify the SRT8's projected fuel economy, and ConsumerGuide reports that "an automatic-transmission SRT8 averaged 15.8 mpg."
There's a reason most modern sportscars tend to be on the smaller side—simply, smaller cars tend to handle better. Modern handling and traction control features can help somewhat, but Automobile Magazine says "for a sporting machine...the steering feels light and slow," and Motor Trend describes the 2009 Dodge Challenger as "more Interstate/autobahn cruiser than mountain-road slalom champ." On the positive side, the 2009 Dodge Challenger offers a surprisingly comfortable ride, which Cars.com calls "a nice blend of sport and comfort," and they note that "big craters and railroad tracks give Challenger only a slight jiggle." ConsumerGuide also raves about the "surprisingly supple" ride, "especially given this car's performance mission." Braking performance is also a pleasant surprise, especially for such a heavy car, and ConsumerGuide declares the "brakes provide sure-footed stopping control."
Conclusion
The 2009 Dodge Challenger R/T is all the performance most people will need, especially considering that the SRT8 gets slapped with a gas-guzzler tax.
COMFORT AND QUALITY | 7 out of 10
The 2009 Dodge Challenger's interior seats are what all automakers should aim for: comfortable, supportive, and spacious. Unfortunately, not all aspects of the Dodge Challenger's interior are as well received in reviews read by TheCarConnection.com as those plush front buckets.
The folks at Chrysler would like you to think that the Challenger Dodge can seat five (hence the five seatbelts), but in reality, this sporty coupe is better suited to four. Leading the way in the 2009 Dodge Challenger are a pair of front bucket seats that reviewers rave about. Cars.com holds nothing back when talking about the "excellent leather seats with good side and back support" that they feel are "easily the best [they've] seen in a Dodge." On the Dodge Challenger SRT8, Car and Driver reports that the "thick, high-backed Alcantara-and-leather performance seats...glue the driver in place regardless of lateral forces," while the Dodge Challenger "R/T and SE models also feature comfortable and nicely bolstered bucket seats." In terms of space, Cars.com attests "head and leg room also are great up front, but foot room is more moderate in back." Automobile Magazine agrees, claiming that "pushing the front seats too far back causes rear legroom to disappear in a hurry," and noting "anyone beyond booster-seat age will be too big for the middle rear spot." The one mark against the 2009 Dodge Challenger comes from ConsumerGuide, where reviewers find that rear-seat "entry and exit are sporty-coupe awkward."
Many reviews read by TheCarConnection.com indicate great surprise at the overall level of practicality afforded by the 2009 Dodge Challenger. The Dodge Challenger's trunk is particularly noteworthy, and ConsumerGuide says "for a sports coupe, Challenger has impressive trunk space" that "offers more room than many midsize sedans." Automobile Magazine also mentions "the generous trunk space (16.2 cubic feet) and fold-down rear seatbacks…impart some genuine practicality into this sports machine." Cars.com feels compelled to tell "the practical muscle car buyer" that the 2009 Dodge Challenger's "rear seats split and fold down," which improves overall storage capacity at the expense of seating capacity.
One frequent gripe with domestic cars is that their overall quality lags behind that of competing imports. While this has changed markedly in recent years, the Challenger Dodge still suffers from a disappointing lack of overall refinement. The materials quality is lambasted more than fit and finish in reviews read by TheCarConnection.com, as ConsumerGuide feels that the "Challenger's cabin houses plenty of cheap plastic, but everything is nicely assembled." Jalopnik's reviewer also slams the "horrifyingly plastic interior," while Car and Driver says that the Dodge Challenger SE's "mostly black interior features some silver-painted plastic that does less to warm up the interior than to reflect its cheapness." Fortunately, ConsumerGuide points out that Dodge Challenger "R/T and SRT8 are available with chrome, faux carbon fiber, and suede accents that help dress up the interior a bit."
One area where above-average build quality and engineering shines through noticeably is cabin quietness, and in this category, many reviewers are impressed by just how quiet the Dodge Challenger is. ConsumerGuide calls the Dodge Challenger SE "surprisingly refined," and says it's "nearly silent when cruising." Motor Trend also refers to the Dodge Challenger as a "refined car" with a "much quieter" ride than the competing Ford Mustang. Of the noises that occasionally invade the cabin, one of the most prominent is the note from the "tuned exhaust system" that Jalopnik declares "sounds great in the lower gears."
Conclusion
The front seats on the 2009 Dodge Challenger are top-notch, but calling the plastic interior even mediocre is a stretch.
SAFETY | 7 out of 10
As of this writing, very few 2009 model-year vehicles have been crash-tested by either NHTSA or the IIHS, and the list of to-be-tested vehicles includes the 2009 Dodge Challenger lineup. Although crash-test data isn't available, reviews read by TheCarConnection.com indicate that the 2009 Dodge Challenger features an acceptable collection of safety equipment.
Unlike many car models, which tend to have standardized safety equipment lists across all trim levels, the Dodge Challenger offers different standard equipment between the SRT8, R/T, and SE trims. On the base Challenger Dodge SE, the standard safety equipment includes "four disc brakes," according to Automobile Magazine, but they are very disappointed to discover that "ABS is an option—a pretty shocking bit of cost-cutting in an otherwise well-equipped car." ConsumerGuide mentions that additional safety features on the Dodge Challenger SE include "dual front airbags, front side airbags, [and] curtain side airbags." ConsumerGuide reviewers add that moving up to the V-8-powered R/T version of the Challenger Dodge brings "antilock 4-wheel disc brakes" and "brake assist," along with an "antiskid system." The top-of-the-line 2009 Dodge Challenger SRT8 heaps on additional safety features, including "Hill Start Assist, which helps manual transmission cars launch more securely on inclines," as listed by Motor Trend, and upgraded Brembo brakes. Cars.com also reports that the Dodge Challenger "SRT8 has traction and stability control to avoid spinning the tires and [keep] you headed in the right direction," a valuable feature in a car as prone to wheelspin as the 2009 Dodge Challenger.
The new Challenger Dodge offers varying safety features across the trim levels, but all three suffer from less-than-ideal driver visibility. Several reviews read by TheCarConnection.com lament the poor visibility, with ConsumerGuide leading the way by reporting that the Dodge Challenger's "roof design severely limits visibility to the rear corners." Car and Driver agrees and expands upon that criticism, finding that the "outward sightlines are hampered by thick pillars, fixed rear headrests, a low roof, and a long hood."
Conclusion
The 2009 Dodge Challenger SRT8 comes with all of the expected safety gear, but you’ll have to pay extra for lifesaving ESC in the SE model.
FEATURES | 8 out of 10
By now everyone knows the 2010 Dodge Challenger offers competitive performance at a very reasonable price. What might not be so obvious is that the Dodge Challenger comes equipped with a lengthy list of desirable standard features, even in base SE trim, and moving up to the SRT8 only adds to the interior goodies.
There are certain creature comforts that today's consumer has come to expect in any new vehicle, and the 2009 Dodge Challenger doesn't disappoint. ConsumerGuide is impressed that the base Challenger Dodge SE offers a "tilt/telescopic steering wheel, cruise control," an "eight-way power driver seat," full power accessories, and an "AM/FM/CD/MP3 player," all as standard features. Most of the price bump that comes with upgrading to the R/T trim of the Dodge Challenger is due to the extra two cylinders under the hood, but ConsumerGuide does note that a "leather-wrapped steering wheel" and "illuminated visor mirrors" are added to the standard features list. Opting for the Dodge Challenger SRT8 brings even more creature comforts, which ConsumerGuide lists as "heated front seats, keyless access and starting, remote engine start," and a "Boston Acoustics sound system" with "satellite radio," for those who crave an improved audio experience.
The standard features across the 2010 Dodge Challenger lineup are respectable, but to keep base costs down, Dodge piled most of the uber-desirable features into available options packages. For those looking for the middle-of-the pack power of the Dodge Challenger R/T but the features loadout of the SRT8, you'll be pleased to hear that Motor Trend says a "popular equipment package gets you such SRT standards as leather interior, Boston Acoustics six-speaker, 276-watt amp, satellite radio, heated front seats and Keyless Go." The Challenger Dodge in R/T trim also offers another appealing package: the "$995 'Track Pack' manual package" that Jalopnik states brings "a Hill-start Assist...a limited-slip differential," and "a tuned exhaust system," which the Dodge Challenger SRT8 gets as standard. ConsumerGuide reviewers mention that those buyers opting for the V-6-powered Dodge Challenger SE have the option of adding a Quick Order Package that brings mostly safety features, but also adds a "leather-wrapped steering wheel, satellite radio," and "illuminated visor mirrors." The options list doesn't stop there, however, as Motor Trend mentions that "even rear distance parking sensors" are available on the Dodge Challenger, and Cars.com says a "power sunroof" is available for an additional $950. The aforementioned options are all nice to see on the Dodge Challenger's options list, but reviews read by TheCarConnection.com show the real gem is the available MyGIG Multimedia system. That system, according to ConsumerGuide, includes a "navigation system" with "traffic information," as well as "in-dash 6-disc CD/MP3 changer" and a "hard drive" that can store thousands of songs, an incredibly convenient feature for anyone who doesn't want to haul around and sift through hundreds of CDs.
Conclusion
It would always be nice to see a longer standard features list, but the 2009 Dodge Challenger leaves lots of room for personalization with its available options.
Now you have been given responsibility to vote for the best car.(by the way, sorry for brief review of Ford Mustang, I shall cover the whole blog with its reviews, the next week.)
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