Despite having enough power to bury the speedometer quickly, the Shelby GT feels very refined and composed. You could easily daily drive it or take a road trip in one without going deaf from a loud exhaust drone. The Borla exhaust gives the supercharged 5.0L Coyote an aggressive tone that harks back to the early days of the Shelby Mustangs that just simply can’t be beat.
Never has this much power been available to performance enthusiasts for so little money. The Hellcat is nice, but if we face facts, very few of us can afford the price of entry at $60K (plus dealer markup). The 392 Scat Pack is available for $20 grand less, and is sold at every Dodge dealership, not just the SRT-approved stores. The Scat Pack name itself is a blast from the past, and along with the Super Bee logo and Scat Pack specific styling elements, evokes the famous four-year run of Scat Pack products put out by Dodge beginning in 1967.
The aforementioned 2.0L turbo is standard and rated at 275 horsepower and 295 lb-ft of torque. When the thing is on boost, it offers a wide torque band with 90 percent of peak torque available from 2,100 rpm to 3,000 rpm and maximum torque from 3,000 to 4,500 rpm. Chevy says that’s strong enough for 0-60 mph acceleration in less than 6 seconds, while enabling 30 mpg. What’s not to like, right?
We ended up with a few 13.0 runs and a best of 12.94 at 112.58. It took a little longer than we anticipated to find the sweet spot for launching. As always, more time would have equaled better e.t.’s. In the end, our best run came from revving the 5.0 to approximately 3,200 rpm, and by releasing the clutch smoothly and rolling the throttle to the floor, rather than smashing it open. Drag radials and 3.73s would have gotten us in the 12.50s or 12.60s, based on the mph.
The truck features the all-new BFGoodrich All-Terrain K02 tires to handle any type of terrain you could throw at it. In addition, the special edition graphics, badging, classic Shelby striping, 18-inch custom wheels and optional Rogue Racing front and rear bumpers, will visually set it apart from any other truck on the road.
That’s all great, but we’re more excited about the Camaro’s new, multi-link MacPherson strut front suspension, which leverages a double-pivot design that makes those Cadillacs so agile. At the rear, a new five-link independent suspension yields outstanding wheel control and reduces “squat” during acceleration. All-new Drive Mode Selector is offered and tailors up to eight driving attributes for four modes: Snow/Ice, Tour, Sport, and on SS models Track.
When it rolls into showrooms at the end of 2015, the new Camaro will be offered only in LT and SS models, with an RS package, too. Chevy won’t comment yet on higher-performance variations such as the 1LE, ZL1 and Z/28. The SS, of course, receives the 6.2L LT1 engine, while the LT comes standard with a 2.0L turbo four-cylinder or an optional, all-new iteration of GM’s 3.6L naturally aspirated V-6.
Our Scat Pack was a base model with just the extra eight-speed TorqueFlite, so you can order one with a lot more gear, including a variety of seating, technology, convenience, and entertainment options. (See the sidebar.) You can even step up to the Scat Pack Shaker package, which adds the inspired legacy hood scoop with a functional cold-air intake.
Just remember, the burnout prepares the tires for launch, nothing more, nothing less—and your first launch will give you the most traction. For that reason we don’t recommend dry hops or practice launches once you’ve done your burnout. Simply engage First gear, roll up slowly, prestage, and STOP!
The 2015 GT is equipped with a Line-Lock, so doing a burnout is pretty easy. Be sure to roll all the way through the water box (or go around it) then stop. Refrain from doing a burnout in the puddle of water and don’t roll too far out of the water box, either, because that would put you in the really sticky stuff, and doing a burnout there can hurt your clutch. You want to be right on the fringe of the puddle, just in front of it.
We tend to preload the shifter just a bit, then stab the clutch and rip the shifter. We repositioned our hand from a side grip to a top grip to ram the shifter forward for the Two-to-Three exchange. In the new GT you’re shoving it almost directly forward—aim too much to the right and you’ll find Fifth, which happened to us twice. Then, get ready to pull straight back for Fourth. For Fourth, put your elbow away from your body to prevent yanking the shifter into Second gear.
We spent a little time in preproduction V-6 models and came away impressed. Very impressed, in fact. With more power than the previous V-6 channeled into a lighter, more agile chassis, the effect is enlightening. Power delivery is strong and immediate, with a strong feeling of torque at low rpm. We look forward to driving the SS, but the V-6-powered LT is no slouch.
Some detractors of the Challenger cite the two-ton mass as a negative, but for many people the practical concerns of a car take precedence, and room for people and things is key. Make no mistake, this is a car you can actually use. The beauty of the Scat Pack it that there really isn’t any downside—the performance and price of Scat Pack can hang with its lighter competitors, giving it the edge in daily use.