2017 Dodge Challenger SRT 392 review

2017 Dodge Challenger SRT 392

MSRP $50,195.00

“Lighter than the Hellcat and loaded with a laundry list of standard features, the SRT 392 is a high-performance middle child that shouldn’t be overlooked.”

Avg

• The throwback style still looks sharp

• Comfortable, with space for four adults of the right size

• A substantial list of standard equipment

• It makes all the right sounds

Against

• It lacks the excessive power of the Hellcat

• Dynamically outperformed by the competition

Between the fervor generated by the 707-horsepower supercharged SRT Hellcat and the discovery that nearly 500 ponies can be had for less than $40k by opting for the R/T Scat Pack, the SRT 392 has become something of a neglected middle child in the Challenger lineup. It more or less splits the difference between the two in terms of features, looks, performance and price. However, in our 2017 Dodge Challenger SRT 392 review, we found that instead of being too hot or too cold, the SRT is just right for the right customer.

While the shadow of its beefed-up brethren looms large, and a cheaper alternative offers identical power output, the SRT 392 is a compelling option in its own right, boasting similar grip, braking and suspension components to its top-of-the-line SRT counterpart, but with a noticeable amount of weight stripped from of the front of the car and cost removed from the bottom line.

And while it shares the powertrain with the Scat Pack model, the upgrades here go beyond standard equipment like a 900W audio system and leather seats. But is it worth the premium over the Scat Pack? And on the other side of the spectrum, does the SRT 392 fall behind in size just because it’s not an SRT Hellcat? We grabbed the keys to our six-speed manual B5 Blue tester and hit the streets of Los Angeles to find out.

Anatomy SRT 392

The 2015 refresh of the Challenger lineup created some twists and turns as a result of the model expansion. The IR/T and SRT trim levels received a new model whose configuration was significantly different from the other models it shared the badge with, and the new Challenger T/A adds another level of complexity when it comes to distinguishing which model gets which hardware.

As for the SRT 392 model, the most obvious element is the 392 cubic inch, 6.4-liter naturally aspirated V8, which makes 485 hp and 470 Nft of torque. It is essentially identical to the 6.4-liter engine used in the R/T Scat Pack model, as indicated by its identical power output. Like the Scat Pack, the SRT 392 is available with either a six-speed manual transmission or an eight-speed automatic with paddle shifters. But the devil is in the details when it comes to comparing the two. For example, while the two cars offer six-speed manual transmissions, we noticed clutch drag in the SRT model to be Hellcat-like, rather than the relatively light R/T Scat Pack.

In terms of luxury content, the SRT 392 is every bit the grand tourer that the SRT Hellcat is.

Other differences are more obvious though – while the Scat Pack model has a static spring and Bilstein shock suspension setup, the SRT 392 uses a Hellcat-like three-mode adaptive system that allows passengers to change ride stiffness on the fly from the infotainment screen. The system works the same way as in the SRT Hellcat, but it’s clear that the SRT 392’s tuning isn’t nearly as aggressive as the Hellcat’s. The ride height is slightly higher, the springs are slightly softer, and the sway bars are slightly less substantial. While still an undeniably sport-tuned setup, the components used differ from those of the SRT Hellcat.

Braking, however, does not. The SRT 392 gets the same soft six-piston Brembo brakes as its more expensive counterpart, and the available wheel and tire combination is also the same, except for the color of the wheels. With less mass at the front of the car, the 392’s weight distribution is more ideal than the Hellcat’s, and the lighter weight means the brakes have an easier job of slowing the car down.

Handling is something of a mixed bag – while the SRT Hellcat sticks to a hydraulically-assisted rack and pinion, both the R/T Scat Pack and SRT 392 use electronically-assisted ones. While there is a slight sacrifice in steering feel, the consolation prize is the ability to adjust the steering weight on lesser models, a feature that cannot be designed into a hydraulic mount.

In terms of luxury content, the SRT 392 is every bit the grand tourer that the SRT Hellcat is. Heated and ventilated leather seats, a flat-bottom leather-wrapped steering wheel, and an 8.4-inch Uconnect infotainment system with navigation and SRT Performance Pages are standard here as they are in the SRT Hellcat, and this luxury content is another area where the SRT 392 clearly differentiates itself. by R/T Scat Pack.

At the wheel

One of the many improvements made in the 2015 refresh was the move to active exhaust systems for all performance models from the R/T Scat Pack up. So, as you’d expect, the SRT 392 sounds like business when you fire up that big Hemi. However, this middle child syndrome also encounters an obstacle here.

For those who’ve never had the time to sit in a Hellcat, the SRT 392’s engine note is the stuff muscle car dreams are made of. But those lucky enough to have spent some time in the supercharged model will notice the difference. While the 392 sounds like a proper V8 engine on its own, it lacks the guttural ferocity of the Hellcat which, frankly, sounds more like something you’d see at Daytona Speedway than Main Street.

The same goes for the SRT 392’s performance. A sprint to 60 mph in just over four seconds is reasonably quick by production car standards, but the Hellcat’s three-second mid-gallop puts it in the league with six-figure supercars. Truth be told, you’d be hard-pressed to find areas to really use the 707bhp outside of the racetrack, so the SRT 392’s 222bhp deficit isn’t that much of a concern during normal driving.

Compared to the well-equipped iterations of the Mustang GT and Camaro SS, the SRT 392 boasts both more grunt and more luxury, but the LX architecture underpinning the Challenger is dimensionally larger than the two and quite old from a technological standpoint. While the Challenger will hold its own against the Ford and Chevy in straight-line sprints, its extra weight and sedan-based chassis—while admirably capable and a lot of fun to throw around—can’t muster the same level of handling. It’s just physics, man.

The way forward

Challenger owners are most likely to trade their car in for another Challenger.

While the Challenger’s LX platform limits the car’s dynamics to some extent, it’s also a big factor in the coupe’s good looks and high ride comfort. Rumors speculate that the next big step for the Challenger will be a move to a new platform that it will once again share with the Charger, based on the much smaller Alfa Romeo Giulia. If the rumors turn out to be true, the Challenger would approach the sixth-generation Camaro in size and likely improve some of its dynamic limitations in the process.

But it also probably comes at the cost of a cavernous boot, rear seats that can fit adults and a general lack of claustrophobia. One of FCA’s coveted themes is that Challenger owners are most likely to trade in their car for another Challenger, which shows just how fiercely loyal fans of the big coupe are. You have to wonder if that passion will stick if the design of this extraordinary muscle car finally falls in line with trends in the rest of the industry.

Security

The National Highway Traffic Safety Administration (NHTSA) does not provide a rating for the Challenger SRT. However, the non-SRT model received an overall rating of five stars. Every Challenger SRT comes standard with front, curtain and side airbags along with electronic stability control, rain brake assist, brake assist and a reversing camera.

How would DT equip this car

Here’s how to order our Dodge Challenger SRT. We liked the manual transmission on our tester so we wouldn’t pay the extra $1,500 for an automatic. Instead, we’d spend that money on the sunroof and Technology Package, which adds extras like rain-sensing wipers. We would end up ordering the Yellow Jacket color and getting two black center stripes. Our ideal Challenger SRT would cost $51,580.

Our download

One thing’s for sure: if muscle cars are your thing, nobody’s doing it more honestly than Dodge right now, for better or for worse. And while it’s not quite the king of the hill, the SRT 392 brings enough charisma, value and capability to make a strong case for itself on any performance coupe shopping list.

Is there a better alternative?

Challenger’s main challengers are Ford Mustang and Chevrolet Camaro. Both rivals are built on more modern platforms, are smaller and more dynamic to drive. If carving corners is a priority, check out other pony cars. If you want an old-school muscle car with a huge engine without spending Hellcat money, the SRT 392 is the way to go.

How long will it last?

The Dodge Challenger is nearing the end of its life cycle – at least hypothetically. Dodge keeps models on the shelf longer than its rivals and has an impressive history of delaying new product launches. With that said, the current model will remain fresh for the foreseeable future as we don’t expect to see an all-new Challenger until 2019.

Should you get one?

From its engine to its legacy paint colors, the Dodge Challenger channels the muscle car spirit of the 1960s better than any other model on the market today. It’s no secret that upcoming government regulations will make it harder for automakers to build large, sporty coupes equipped with a large-displacement engine that makes power without hybrid assistance. Pull the trigger, just in case the Challenger race is headed for extinction.

Update: We’ve updated ours Challenger SRT 392 Review to reflect the changes made for the 2017 model year. We’ve added information about safety technology and customization options for 2017.

Editor’s recommendations

Categories: GAMING
Source: newstars.edu.vn

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