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Overview
The 2009 Dodge Challenger comes back strong, expanding to three models: the new SE, the new R/T, and the high-performance SRT8. This follows the 2008 Dodge Challenger return after a hiatus of more than 30 years, which was Chrysler's biggest styling hit since the PT Cruiser.
The Challenger is all about the in-your-face attitude that's a Dodge hallmark: big car, big presence, big power. Style rules, yet asks few compromises. Some will opine about the timing of the Dodge musclecar's return, while others will note Chicken Little was last seen impaled in a Viper grille somewhere. Much as happens with its principal competitor, Ford's Mustang, each version of the Challenger will appeal to a different buyer.
Dodge Challenger History
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After some 22 years without the Challenger
name plate, and 31 years without a high-performance
Dodge Challenger, rumors begin to travel about
the possible reincarnation of a Hemi-powered
rear wheel drive Pony car from Dodge, which
would carry the Challenger name. Magazines and
web pages alike discussed and speculated on
what could be the next legendary vehicle from
Dodge, shown in various artists renderings,
mostly lamenting what the recently released
Dodge Charger could have been, as so many people
were disappointed to see its new high performance
family sedan look. Late in 2005 photos surface
of what was believed to be the "Next Dodge Challenger".
Again, with these hazy, slightly blurry pictures
of what looked to be a vintage Challenger with
some body alterations to "modernize it", rumors
were flying, and the anticipation heightened
as several magazines released articles confirming
what the Dodge Faithful had hoped for some 31
years...this was the New Dodge Challenger. It
was real, with a real engine, the new 425 Hemi,
and it was to make its grand debut at the 2006
North American International Auto Show. Then
on January 8, 2006, the North American International
Auto Show opens, and pictures from every possible
news source debut the first moving pictures
of the Challenger, and on January 14, 2006,
the general public is introduced to the 'Dodge
Challenger Concept', as the public viewing days
begin at the North American International Auto
Show. Rave reviews come from both Dodge fans
young and old, as well as those who were faithful
GM and Ford owners. While this awesome new car
is but a concept as of early 2006, Dodge sources
indicate a 2006 or 2007 beginning of production,
which could put the car on the road, and in
peoples driveways as early as 2007. The Challenger
is back, and with the new 6.1L Hemi, as well
as a plethora of model technologies, this new
Dodge Challenger may prove to be better than
ever.
Read more about the Dodge Challenger Concept Car.
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The Challenger name popped back up in the
United States as Dodge embarked on a new partnership
with Mitsubishi Motors. The car was not actually
built by Dodge, but instead, it was simply a
rebadged version of the 1977 Mitsubishi Galant Lambda. It was a rear wheel drive, 2 door hardtop,
packed with a 1.6L or 2.6L inline four cylinder
engines, so it was economical, and while it
was fast for what it was, it was nothing like
the Challenger of the Muscle Car Era. There
were various options such as different wheels,
and leather interior offered to try to bolster
the sales of the new "import look" Challenger,
but it simply was not what original Challenger
owners expected from a car badged thusly. While
the car was obviously a Mitsubishi, it carried
a similar look to the "K Car" series that was
being released by Chrysler Corporation, in which
many of their newer cars closely resembled each
other. This car lasted as long as the original
run of the Challenger, but made virtually no
mark on the automotive industry, and in 1983,
it was again discontinued, but its very unlikely
that anyone noticed, or made any fuss about
it going away.
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When the 1972 model came out, the brochure
was a disappointing one at best. The grille
had been redesigned with a new egg crate filling,
with a chrome piece along the top which sloped
downward at the corners where it met the headlights,
giving the car a frowning look. Many speculated
that the Challenger was sad due to the fact
that the R/T option was gone, and with it, all
big block and high performance engine options,
giving the car, and the owners, little reason
to smile. 1972 did feature a new look with the
gills now moved up the car, to just behind the
front wheels, with gradually broken stripes
seemingly pouring out of the gills, and down
the body. The base model Challenger came equipped
with a 318 cubic inch engine building only 150
horsepower, and the new performance model, labeled
the "Challenger Rallye Edition", came with the
318 cubic inch engine, with an optional 340
cubic inch engine making 240 horsepower, only
10 more horsepower over the base model V8 one
year earlier. Sales slumped again, this time
down to 26,658 , and as new government regulations
on emissions were coming out all the time, there
was no end in sight for the steady decline in
performance car output.
Read more about the 1972 Dodge Challenger
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1973 brought about almost no cosmetic change
from the 1972 model year Challengers. One slight
alteration was the addition of bumperettes on
the front bumpers. The grille section, and fender
gills remained the same. The Rallye option was
offered, but only as an option package on the
base model, and Dodge offered a sort of "build
your own car" program, where you could piece
together the various offered options in order
to make the car exactly as the buyer wanted
it, and evidently, even with the same balmy
engine options as in 1972, sales increased to
32,596. Midway through the 1973 model year there
were rumors that Dodge would drop the 340 cubic
inch engine to make way for the new 360 cubic
inch engine, which boasted a whopping 5 horsepower
increase over the 340, but this engine would
not debut until 1974. Despite the 240 horsepower
engine, the 318 cubic inch engine was by far
the most popularly chosen engine in 1973.
Read more about the 1973 Dodge Challenger
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1974 brought about no changes on the Challenger
over the 1973 model, and the only real news
in 1974 was that the car would be discontinued
after the 1974 model year. There were no trim
lines offered other than the base model and
the Rallye option, and the only engines offered
were still the 150 horsepower 318 and the 245
horsepower 360. While the Challenger surely
made its mark in its short 5 year existence,
the last few years were sad ones, marked by
low performance 'economy' engines. Sales in
1974 were at a disappointing all time low, at
only 16,437. No car really took the place of
the Challenger, as the market was shifting away
from the high performance gas guzzlers to small
engine powered, economy driven family cars.
Read more about the 1974 Dodge Challenger
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1971 brought about a few minor changes, but
these were changes that obviously had more impact
than intended as sales plummeted from 72,975
in 1970 to just over 30,000 in 1971. A newly
designed grille was present on all of the Challengers
for 1971, and the most obvious change of sorts,
was the aforementioned drop of the T/A, although
many of the T/A options could still be ordered
on R/T models. The R/T convertible was also
dropped, and the SE Luxury package and ragtop
options were only available on the base model
Challengers. The base model actually received
the most benefit for 1971, with the introduction
of the base model droptop, and with the addition
of an extra engine, the 318 cubic inch V8 which
offered 230 horsepower. The 225 cubic inch slant
six, and the 340 cubic inch engines were also
still offered, and of the roughly 30,000 1971
Challengers sold, over 25,000 of them were the
base model. The R/T model, while losing the
convertible option also lost some power. It
still came standard with the 383 cubic inch
engine, but due to new government standards,
it was 30 horsepower lower than the previous
year. The 440 6-pack was the only 440 cubic
inch engine offered, but it also received a
drop of 5 horsepower. The Hemi was still available,
and still offered 425 horsepower and 490 lb-ft
of torque, and 1971 brought the introduction
of the small block to the R/T lineup with the
340.
The R/T did receive a few cosmetic changes, such
as the option of color-keyed bumpers, non-functional
brake cooling gills in front of the rear wheels,
and new striping down the side, which was punctuated
right over the rear wheels with the R/T logo.
There was one special edition trim line offered
in 1971, which were Indianapolis 500 Pace Car
clones, and these were only offered by a few dealerships
around the Speedway. There were 50 of these Pace
Car clones made, and all of them were Hemi Orange
convertibles with white interior, and just three
had high-performance options; two 340 cubic inch
engines, and the official Pace Car, with a 383
cubic inch engine. The actual Pace Car was driven
by Eldon Palmer, who owned one of the dealerships
selling the special edition cars. When practicing
getting the Challenger up to speed, and braking
it gradually coming down pit road, he had marked
the appropriate point at which to start braking
with an orange road cone. When the actual race
began, and Mr. Palmer dove into the pit area as
the cars roared past, he realized that his road
cone, which indicated where he should begin slowing
down, was gone. Unfortunately, there was no where
for him to go as the car simply would not stop,
and he slammed into a crowded section of bleachers
filled with members of the press, and the car
was substantially damaged. After this incident,
the Pace Car trim line did not sell very well,
nor did the available aftermarket striping packages.
Read more about the 1971 Dodge Challenger
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1970 Dodge Challenger History
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On Friday, August 1, 1969, the first ever Dodge
Challenger rolled off of the assembly line for
sale as a 1970 model year. The production Challenger,
as mentioned, was based on the same platform
as the Plymouth Barracuda, but had a wheelbase
two inches longer to allow for more interior
room. It was offered in both a hardtop and a
convertible, with three trim lines available;
the base model, the R/T (Road and Track), and
the T/A (Trans America). The base model and
T/A were only available as hardtops, so the
only convertible that could be ordered carried
the R/T options. The base model and R/T model
hardtops could be upgraded with the SE luxury
package, which included leather seats and a
vinyl roof with a smaller "formal" rear window.
The base model Challenger's came equipped with
a 225 cubic inch inline 6 cylinder which produced
145 horsepower, but a 340 cubic inch V8 was
offered, and that engine was much more powerful,
offering 275 horsepower @ 5000 rpm and 340 lb-ft
of torque @ 3200 rpm. The R/Ts came standard
with a 383 cubic inch V8 which produced 330
horsepower, but for those who felt the need
for speed, three performance engines were offered.
The first two of the optional engines were both
440 cubic inch V8s, one being a topped with
a four barrel carburetor, which built 375 horsepower
@ 4600 rpm and 480 lb-ft of torque @ 3200 rpm;
the second of the 440 cubic inch engines was
packed with a trio of double barrel carburetors,
labeled the "440 6-pack", which built 390 horsepower
@ 4600 rpm and 480 lb-ft of torque @ 2300 rpm.
The big dog of the Challenger engine lineup
was the engine that American manufacturers would
try to copy for years, and it is still one of
the most desired engines of all time. That engine
is, of course, the Hemi. It was "only" 426 cubic
inches, but it made 425 horsepower @ 5000 rpm
and a whopping 490 lb-ft or torque @ 4000 rpm.
The Hemi option included several heavy duty
upgrades as well, and cost an additional $1,228
and due to the huge price hike, it was only
chosen by 356 buyers in 1970. Both the of 440
cubic inch options, and the Hemi came standard
with a 727 TorqueFlite automatic transmission,
but for those who demanded the most of out their
new Challenger, it could be ordered with a four
speed manual topped by a pistol-grip Hurst shifter
and a Dana 60 axle packed with limited slip
3.54:1 gears and an option of 4.10:1 gears,
instead of the standard 3.23:1. All of the R/Ts
included heavy duty suspension, and if the either
of the 440s or the Hemi were chosen, 15 inch
wheels wrapped in a 60 series tire were included.
The R/Ts came with a dual hood scoop setup,
but these scoops did not feed directly into
the engine. However, for only $97, the Shaker
hood scoop option could be ordered. The Shaker
scoop was actually mounted to the engine itself,
and poked through a large hole in the hood,
providing direct air to the engine. Power Steering
and front disc brakes were available, but were
only offered as options on the R/T and base
model.
The other trim line was the T/A package, which
was offered just to comply with the rules of the
Sports Car Club of America's Trans American Sedan
Championship, as the SCCA requires a certain number
of cars to be sold to be considered a "production
car" for their series. The Challenger T/A street
car came packed with a 340 cubic inch motor with
a "6-pack" of its own, and Dodge advertised the
engine as building 290 horsepower @ 5000 rpm and
345 lb-ft of torque@ 3400 rpm, although it was
dyno proven that the 340 6-pack actually made
around 350 horsepower. The T/A featured a matte
black fiberglass hood with a massive oval air
filter smothering the 3 two barrel carbs. The
T/A also had a special high-flow dual exhaust
system which traveled to the rear axle, but then
doubled back and exited in front of the rear wheels
by means of two huge chrome exhaust tips. The
T/A came equipped with either the 727 TorqueFlite
automatic or Hurst-shifted four-speed transmission,
with either 3.55:1 or 3.90:1 gears, and the option
of either manual of power steering. Front disc
brakes were standard, and a heavy duty "Rallye
Suspension" was standard, including increased
camber of the rear springs, which elevated the
tail enough to clear the rear rubber. The T/A
featured a thick black trim stripe that ran the
length of the car, along with a subtle, molded
wing spoiler. One of the unusual notes about the
T/A, is that it was one of the first production
cars to offer different size tires in the front
and back, with E60x15 fronts, and G60x15 in back.
Unfortunately, the T/As were not very competitive
in the SCCA T/A series, and the street model under
steered badly at high speeds, so it did not make
for a very popular car from that aspect, although
it did turn out mid-14 second quarter mile time,
which was very good for that era, especially from
a small block car. But even with the fine quarter
mile time, and mean appearance, Dodge removed
itself from the SCCA series after 1970, and dropped
the T/A option.
Read more about the 1970 Dodge Challenger
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The most powerful and most popular engine fitted into a muscle car both in the Muscle Car Era, and today, was known merely by a name, the Hemi. While to the naked eye, one look at a Dodge Challenger Concept article provides most of the numbers anyone really needs to know; 6.1 liters, four hundred and twenty-five horsepower, four hundred and twenty pound feet of torque, simple addition of engine size and consequently, horsepower was not as short and sweet as it may sound.
During design the engineers looked at the popularity of the original Hemi, and that was where the horsepower measure comes from, but this Hemi offers 69.8 horsepower per liter ratio which far exceeds the old 426 Hemi.
To give the new Dodge Challenger 6.1L Hemi a nostalgic look, it bears the large black "crinkle finish" valve covers with HEMI in matching bright orange with silver trim. This 6.1 liter Hemi is actually just a beefed up version of the 5.7 liter Hemi found in the non-SRT Hemi cars in the Dodge and Chrysler lineup.
To increase the engine volume and horsepower the first step was increasing the cylinder size. Each cylinder was increased in diameter by three and a half millimeters. The compression ratio of this naturally aspirated power plant was increased from 9.6 to 1, to 10.3 to 1. The huge cylinder heads, which are what makes a Hemi a Hemi, were specially redesigned on the new 6.1 liter engine, with special care taken in the areas of the intake and exhaust ports, as well as increased size in the intake and exhaust valves which are one piece, and have hollow stems that are then injected with sodium to help control internal engine heat, allowing this head to breathe as freely as possible. In order to feed these larger finely tuned intake ports, an intake manifold designed specifically for use with this cylinder head pattern has been applied, featuring huge smooth intake runners. That intake manifold is fed by the large front mounted throttle body, which pulls air through the hood scoop which is mounted at the very front of the hood.
Once the air enters the new cylinder head design, camshafts redesigned specifically for this engine help to perfect the combustion process, allowing for smoother movement of the pre and post combustion gases, and at the same time allowing this new Hemi to have a higher redline for maximum performance. The engine block itself has been altered, with relocation of the water ports for more efficient cooling, and with the smoother interior of the cooling ports, the engine has less draw placed on it by the freer flow of the water pump. To protect the internals of this new 6.1 liter Hemi the bottom end is composed of a forged steel crankshaft, high strength light weight piston connecting rods, floating pin pistons, and keeping this all moving smoothly is the newly refined oiling system which includes oil injectors in each cylinder and a new oil pan design which helps top cut down on engine foaming at high RPMs.
On the other end of the combustion process 'header' style exhaust manifolds in which each exhaust port exhausts through a separate tube as opposed to all of them emptying into one large chamber which then heads to the exhaust system thus helping greatly to increase exhaust flow, have been added to this new Hemi and in order to contain the heat from these separate tubes and to preserve a nice clean engine bay look, as the tubes meet they are gathered in a stainless steel shell. These four tubes per engine bank meet in a two and three quarters inch collector, which meet up with the huge exhaust system baring the same diameter as the header collector.
Traveling to the rear of the car this increased size exhaust system goes through a set of high flow mufflers which allow for a great deep throaty Hemi sound bellowing from the wide, flat retro style chrome split exhaust tips which are just below the rear fascia.
Read more about the Dodge Challenger Concept car.
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| Vehicle type: |
front-engine, rear-wheel-drive, 5-passenger, 2-door coupe |
| Estimated base price: |
$35,000 |
| Engine type: |
pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection |
| Displacement: |
370 cu in, 6059cc |
| Power (SAE net): |
425 bhp @ 6000 rpm |
| Torque (SAE net): |
420 lb-ft @ 4800 rpm |
| Transmission: |
6-speed manual |
| Wheelbase: |
115.9 in |
| Length/width/height: |
197.8/78.6/57.0 in |
| Curb weight: |
4100 lb |
| Performance ratings (mfr's est) |
| Zero to 60 mph: |
4.5 sec |
| Standing 1/4-mile: |
13.0 sec |
| Top speed (drag limited): |
174 mph |
| Projected fuel economy (C/D est) |
| EPA city driving: |
14 mpg |
| EPA highway driving: |
20 mpg |
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Late in the 2005 Calendar year blurry pictures began to surface of what many believed to be the next big thing from Daimler Chrysler Corporation. The muscular, bright orange car strongly resembled the e-body based Plymouth Barracuda and Dodge Challenger of the early 1970s, but with a sort of modernized feel. Rumors were rampant and in early January 2006 DCX made it official that the new Dodge Challenger Concept would be showcased at the North American International Auto Show in Detroit, later that month. They made good on that promise as the centerpiece of Dodge's huge section was a glowing beauty that was the new Challenger Concept.
While this picture may not accurately portray the massive crowds surrounding the car at almost all times during the public viewing days, many found it difficult to get near the new pony car concept while the Challenger made its week-long NAIAS debut. That same excitement was obvious in the press as just about every automotive media source, from internet blogs and forums to the big name motoring magazines worldwide featured the Challenger, even though little information was available at that time. The only real information numbers available were the very basics such as the specifications and estimated performance numbers.
Over the months following the debut of the Challenger, speculations of what 'could be' with the revamped classic were available all over the internet, and just as discussions began to die down, the Challenger popped up at a handful of car shows on the west coast, and then at a huge Mopar show at the Walter P Chrysler Museum.
Again, rumors flew over when the new car would be announced, as the public and the media alike were certain that this modern muscle car would find its way to the showroom floors of your neighborhood Dodge dealership. One of the most popular rumors, which may have been forgone since it made its way to the public well before its time, was that the Challenger would be debuted at the Woodward Dream Cruise in Metro Detroit, which is a massive rolling car show, but on June 30, 2006 newspapers hit the stand, from the Detroit Free Press to the Wall Street Journal; the Challenger was "a-go", and it would be made official the following day at the Pepsi 400 NASCAR race at Daytona International Speedway. Mopar faithful and the performance world eagerly waited as there was a short presentation with NASCAR Legend Richard Petty, current NASCAR and Dodge Motorsports star Kasey Kahne, and Chrysler Group President and Chief Executive Officer Tom LaSorda, and with them was a 1970 Dodge Challenger T/A. Among the display there was a starting line-like setup, and with the throaty roar of the 6.1L Hemi engine, the Challenger Concept drove around from behind two large semi trailers and Mr. LaSorda waived a green flag, and made the move of the Dodge Challenger from Concept to a production vehicle official.
While full details are still somewhat sketchy, what we do know per Mr. LaSorda's comments during and following the official announcement, is that the Challenger will be released as a 2008 model, and it should hit the showrooms early in the 2008 Calendar year. What we are yet to know for sure are things like what aspects of the Concept will be excluded from the production model, production numbers, and retail price. While it is assumed that the 6.1L Hemi engine and manual transmission displayed in the concept will make their way to production, it is unknown whether other engines will be offered. However, DCX's new marketing campaign of "ask Dr. Z" in which questions pertaining to the corporation can be directed to Dieter Zetsche, the head of Daimler Chrysler, has opened up to some interesting information. When the question of 'what engines will be offered in the 2008 Challenger' is sent in to their inquiry address, this is the reply:
"Dear Patrick:
Thanks for contacting Dr. Z. Your message has been forwarded to us for response. The all-new Dodge Challenger will make its debut as a 2008 model, in calendar-year 2008. It will have the available 5.7-liter or SRT-engineered 6.1-liter HEMI® V-8 engines coupled to either a five-speed manual transmission or five-speed automatic transmission with Auto Stick"
While this bit of information is not exactly official, it does come from a member of the DCX marketing team, so it would lead one to believe that the Challenger will be offered in multiple trim lines. It is assumed that Dodge is releasing the Challenger in 2008 anticipating the release of the Chevrolet Camaro, which is also currently just a concept, but GM executives have said that the Camaro will make it to production in the coming years.
All in all, this announcement and the information surrounding it paint a promising image of a new alternative for both lifelong Mopar enthusiasts and performance car buyers to cars such as the Ford Mustang, and the Pontiac GTO. It appears as though even with fuel prices getting increasingly higher, we are in for another exciting horsepower war, similar to that of the 1960s and 1970s, and this one is rapidly shaping up to be every bit as thrilling as the past horsepower war. Now, all you have to ask yourself, is do you wish to enter that war yielding the 4.6L packed automotive equivalent of a handgun, or a 6.1L packed automotive equivalent of a Sherman tank? The Challenger is a-go and while it will be roughly a year and a half before it becomes available we are certain that this new weapon in the horsepower war will make a lasting impression on its opponents.
The late 1970s
and early 1980s were a difficult time for muscle car enthusiasts
in the United States. The emissions regulations were always getting
more strict, and when combined with the new federal regulations
on engine testing, showed in the form of a gradual drop in horsepower
in models such as the Corvette, the Camaro, and the Mustang. These
strict regulations were what caused the decline in muscle car sales
in the mid 1970s, thus causing the end of production for many legendary
performance cars. The Corvette retained a V8 engine, but with a
steep decline in advertised horsepower. The Camaro and Mustang,
on the other hand, while still offering relatively low performance
V8s, also offered very low performance 4 cylinder engines. This
was also around the time where many popular Japanese automakers
were making their formal introduction into the US market. One of
those companies was Mitsubishi, and while they would not have their
official entry into the US market until 1982, a 1971 purchase of
a large part of the Mitsubishi Corporation helped pave the way for
a Mitsubishi built car in the US, in the form of the 1978 Plymouth
Sapporo and Dodge Challenger.
When Honda Motor Company entered the US market,
there were alot of people who were very pro-American, or moreso
anti-Japan, and this attitude caused lower than expected sales when
the Japanese models were released. However, the partnership created
between Dodge and Mitsubishi allowed Mitsubishi to to enter the
market under an "American" name, with the added recognition of the
popular "Challenger" name plate. This rebirth of a great pony car
name got the attention of enthusiasts, and Mopar enthusiasts looked
forward to the launch of the new Challenger, but this new model
was no longer a high performance pony car, but more of a compact
luxury model. Also, while having a storied American name, it had
a distinctly Japanese look and feel. The Challenger(and Plymouth
Sapporo) were only released under that name here in the US and in
Puerto Rico, but the car was offered pretty much world wide. In
Europe and South America this car was marketed as the Mitsubishi
Galant Sapporo; in Australia it was badged as the Chrysler Scorpion
and that was later changed to the Mitsubishi Scorpion; and in Japan,
the model was badged as the Mitsubishi Galant Lambda.
While the new Challenger focused more on economy
and luxury than performance than on performance, the engines offered
in the Challenger were peppy considering they were only 4 cylinder
engines. The two engines offered were a 1.6L, and a 2.6L. The 1.6L
was a Mitsubishi 4G32, and this was the economy engine, and was
far less preferred by someone. This was an 8-valve SOHC design with
a five main bearing iron block, topped with an aluminum cross flow
head, and single barrel carburetor. The "performance engine" was
an unusually large 4 cylinder, and had a technological advance which
allowed this engine to have such high displacement. This new 2.6L
engine was the Mitsubishi 4G54, and it was a longitudinally mounted
engine for use in rear wheel drive and all wheel drive vehicles.
Much like the fabled Challengers of the muscle car era, the 2.6L
had an aluminum hemispherical head with chain driven single overhead
camshaft atop a five main bearing iron block, all topped off with
a Hitachi 2 barrel carburetor with vacuum operated progressive secondary.
The unique addition of this engine, allowing it to have such a large
displacement, was the "Silent Shaft" feature, which assisted in
counter-balancing the motion of the engine to make the engine much
more smooth at all rpm ranges. Also, the US market models featured
a small, third valve in the cylinder heads called the "Jet Valve",
which helped to allow for leaner fuel-to-air mixtures for lower
emissions. When this 3-valve system was being designed, the cost
of a redesigned head would have greatly outweighed the advantages,
so instead, slight alterations were made to the existing head. Inside
the cam cover, a threaded hole (similar to the spark plug hole)
was inserted, and a cartridge containing the valve spring and seat
were screwed into this hole, and the valve springs used were very
soft so they would not cause any increased wear on the camshaft.
The other slight alteration to the engine was the positioning of
the rocker arms on the intake valves, which were widened on the
valve end to allow room for the extra valve. This engine received
great reviews for both the low level of emissions without a great
power loss, as well the smoothness obtained by the addition of the
balance shafts. Unfortunately, the engine also has some megative
reviews, the most common being the warping and/or cracking of the
cylinder heads due to heat, and repairing this problem was very
expensive since the parts had to be shipped from Japan, and rebuilt
heads were hard to come by during this time. Another problem with
the Challengers, like many carbureted cars of this era, drivability
often suffered with the stock carburetor, so an upgrade kit which
included, among other things, larger carb jets which richened the
air-to-fuel mixture. Another problem with the Hitachi 2 barrel carburetor
with vacuum operated progressive secondary was the failure of the
vacuum diaphragms, and like the cylinder head issues, this problem
was expensive to fix. Many peoples who encountered this problem
bought a Weber conversion kit, which cured the issue, as well as
served as a performance upgrade.
While
some overseas models received such items as a
turbocharged gasoline or diesel engine and rear
independent suspension, the Challenger offered
only the aforementioned 1.6L and 2.6L naturally
aspirated engines, and a solid rear axle. However,
the close ratio manual transmission was standard,
with a three speed automatic optional, as well
as the aluminum alloy wheels and read disc brakes,
but these two options only came together, and
could not be ordered separately. In order to emphasize
the 'luxury' aspect of the new Challenger, the
plush velour seats could be replaced with leather;
and air conditioning, a cassette player, cruise
control, power door locks, power windows, and
a moon roof could be chosen at an additional cost.
Whether the optional cassette player was chosen
or not, a Mitsubishi made high quality stereo
system was standard, with a built in invisible
antenna, which was built into the trunk lid. Also,
the car was packed full of "courtesy lights",
and in the fuse box, the operator would find a
built in fuse test light. In later years a convertible
top was offered in addition to the hardtop, giving
the Challenger another attractive option.
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While
this Mitsubishi built Dodge Challenger was hardly
a reflection of the early 1970s pony car bearing
the same name, this compact model provided a fun
to drive car, and with the then-skyrocketing fuel
prices, it kept money in the owners pocket, unlike
the "thirsty" eight cylinder models. Even though
there were problems with the cylinder head, and
carburetion system, many owners of the 1978-1982
Dodge Challengers were very happy with the car,
and a great many drove them, regularly, over 100,000
miles. In 1983, Dodge announced that there would
not be a new Challenger the following year, as
Mitsubishi had made its official entry into the
US market in 1982. Also in 1983, the US market
saw the birth of what would grow to be a very
popular group of vehicles built by Diamond Star
Motors, the newly named Mitsubishi/Dodge joint
effort. General referred to as "DSMs", these affordable
performance cars, such as the Eagle Talon, Mitsubishi
Eclipse, and the Plymouth Laser offered the road
handling capabilities of an All Wheel Drive system,
as well as the 4G63 turbocharged engine. These
cars have almost become ageless, as with the growth
of the "import" performance market, the AWD turbocharged
DSMs have become very popular. While the Challenger
was the first US-offered Mitsubishi/Dodge joint
effort, the first performance oriented model offered
from these two brand names was the Mitsubishi
Starion/Dodge Conquest. Other joint efforts between
these two include the first generation Sebring
Coupe, as well as the second Generation Sebring
and Stratus Coupe. While it is uncommon to see
a 1978-1983 Dodge Challenger on the streets today,
the same, lightweight car has made for a popular
car in which to transplant a high powered V8,
so it is not uncommon to see one of these compact
Challengers screaming down the drag strip. So,
while the Challenger was certainly no muscle car,
it made its impact on the automotive world, by
both reinventing the Challenger name, and introducing
the Mitsubishi/Dodge joint effort, which would
eventually spawn the very popular Mitsubishi Eclipse.
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