Certain models of the 2015 Mustang have Launch Control. You can use this driver aid or do everything yourself. Either method requires a cool head on the line and smooth release of the clutch. Once you’re staged, your adrenaline will be pumping and you’ll be itching to unleash all that power. Launching on street tires is tricky, so your full concentration will be required.
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.
Since Street & Race Technology’s debut in 2003, they’ve punished would-be performers in every segment, including compact, truck, SUV, sedan, luxury car, ponycar, and exotic categories. And in case you hadn’t noticed, none of SRT’s successes would be possible if they weren’t good at math—specifically the performance/value quotient.
Other than the conservative color selection and the GPS oversight, the Scat Pack Challenger gets high marks from us, and not just because we’re pro-Chrysler. Scat Pack really is a top value proposition that ponycar and muscle car competitors at Ford & GM just can’t touch. We’re not carrying water for Dodge by saying that if you can find more performance and utility for less money, go ahead and buy it. You’ll just have to drive one yourself to find out!
And while not strictly an SRT product, the ’15 Dodge Scat Pack Challenger reviewed here would not be possible without SRT. We’ll let you do the math this time: 485 hp from an SRT-sourced 6.4L Hemi that gets 25 mpg (no gas guzzler tax), a seriously fortified eight-speed TorqueFlite automatic transmission with paddle shifters, fully independent suspension front and rear, big Brembo brakes, an active 2.75-inch stainless steel exhaust system, 20-inch rolling stock, and a huge list of standard amenities that includes Dodge’s popular uConnect 8.4 infotainment/connectivity package with SRT’s breakthrough Performance Pages. All this Bow Tie-stomping, Mustang-eating goodness costs $39,890 as tested here, including a $995 destination charge. (That price actually goes down by $1,400 when you equip the Scat Pack Challenger with a TREMEC TR-6060 six-speed manual trans.)
The Ford SVT Raptor is without question one of the ultimate street-legal go-fast off-road rigs you can buy and hit the dirt in. While the Raptor is incredibly fast in the desert, it leaves plenty to be desired on the table. Contrary to keyboard racers, the Raptor is not a Trophy Truck, but it was built to race—in fact, it did just that back in 2008 at the 41st SCORE Baja 1000. Of course this means that improving upon the performance of the Raptor is quite an uphill battle if you still want the truck to have decent road manners.
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.
To help the Shelby GT grip through the curves while laying down all its newfound power, a set of Shelby specific 20-inch Weld Racing forged aluminum wheels wrapped I sticky Michelin rubber are used. A set of 6-piston Wilwood calipers up front and 4-piston Wilwood calipers out back help reel in this pony when jumping on the binders. A brake duct kit ensures the brakes stay cool during spirited driving at the track while adjustable rear control arms and camber/caster plates allow the suspension to be finely tuned for any situation.
Throughout the ’80s, ’90s, and the first decade of the new millennia, Dodge was—to put it bluntly—bad at math. Ford and Chevy (and Pontiac in earlier years) adeptly applied the age-old hot rodder’s calculus of horsepower divided by weight divided by MSRP. This performance quotient resulted in a hot horsepower battle that saw almost yearly changes in the top-dog spot, and an upward spiral in the performance index as a whole. Except in Chrysler-built products.
All of the new Camaro’s powertrains sound enticing in their own ways and we’re very much interested in what tuners will do with the turbocharged four-banger. Moreover, the promise of the sixth-generation car’s stronger yet lighter chassis and a more driver-focused cockpit are attributes that, on paper, should make it the best Camaro ever.
In short, it was kind of like a chunky guy buying an off-the-rack sport coat because the party was tonight. The Gen 6 Camaro, on the other hand, appears to be precisely tailored and draped over the chest of somebody who’s been taking pilates classes. It’s leaner in both appearance and substance, and it’s one of the few vehicles these days that can boast it’s lighter and more powerful than the previous model. Chevrolet says the overall weight loss is more than 200 pounds. That’s a pretty significant and welcome reduction that will pay dividends in everything from agility to fuel economy.
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?
There’s more latitude in finding a good driving position, the seats are better, and the overall feel of the car is world-class. And there’s a host of aftermarket goodies if you’re looking for more. We would most certainly recommend the 3.73s for anyone planning to hit the strip, along with a set of drag radials.