From the moment the Dodge Challenger appeared in 2008, there was one question that kept popping up: if the Challenger is a platform-mate with the Chrysler 300C and Dodge Charger, wouldn’t it make sense to make an all-wheel-drive variation? The first generation Charger and 300 utilized a tweaked version of the Mercedes 4MATIC system that proved to be an easy sell, and could be ordered with the 5.7L V8. Surely, there had to be a way to get a V8, AWD two-door muscle car, right? Nope. For whatever reason, making all four tires on a Challenger powered just never happened up until Dodge brought out the GT-AWD concept a couple of years ago and our eyebrows raised in unison. The concept car looked dead-on perfect, hunkered down over wide and wider rolling stock, but when we learned that the production Challenger GT was going to come only with the Pentastar V6 and the automatic, we didn’t take the news well.

So when a Destroyer Gray GT magically appeared in front of Martin Dodge in Bowling Green, Kentucky, I put on my most honest and good-intentioned face, walked in, described my intentions and politely asked for the keyfob. After trying to figure out who would be the authority to approve of this error in judgement, the request was approved and with salesman Curtis riding along, we hit the road. Hmm…maybe next time I’ll move up the model ladder and see if I can get some wheel time in a Hellcat…

Exterior

There is no denying that the Challenger’s shape hasn’t changed overall since it’s 2008 introduction. Other than the updated nose and tail treatments, visually it’s identical. Other than a small “GT” badge on the front fender and the tell-tale wheel setup that sports zero dish, the Challenger GT looks exactly like a well-optioned V6 SXT. At least it doesn’t suffer from Base Model Syndrome, where you can tell that the cheapest car was purchased. The wheels are tasteful 19″ units wrapped in Michelin Primacy MXM4 all-season rubber. The color isn’t quite working as well as it did on the concept car…a secondary color is needed, or a different color would be a better option. Maybe the F8 Green that is available on the Demon’s color palette…

Interior

Again, the Challenger GT’s interior is more familiar than anything, and that isn’t a bad thing. While there is bound to be the usual moaning about the quality of plastics from those who think Road and Track is the holy writ, truth is that the GT’s cockpit is a very pleasant place to be. All of the front passenger room from the other LX-platform cars remains, while the rear seats, by no means roomy, aren’t completely unusable. You’ll just have to make compromises if you’re the front passenger. The driver-oriented cockpit leaves everything close to the touch, and the shifter feels great for an automatic. We didn’t mess around with most of the computer settings or the stereo controls for the Harman Kardon sound system (if we didn’t have a chaperone, we could tell you more about how this system works), but Curtis did point out a couple of surprising notes:

Note in the first photograph, the “Super Track Pak” button, and in the second photo, freakin’ Launch Control. Unfortunately, I cannot tell you how well Launch Control works, because the function was locked out…apparently the dealership saw hoons like me coming a mile away. But the rev-limit is adjustable from 1,500 to 3,500, and in other screens you can adjust steering feel, engine and transmission responsiveness, and more.

Powertrain

It’s not that the Pentastar 3.6L V6 is a bad engine. Far from it…with 305 horsepower@6350 RPM and 268 ft/lbs of torque at 4,800 RPM, it is a bit peaky but what kills it is the weight of the Challenger, newly saddled with the all-wheel-drive system. The all-wheel-drive isn’t full-time, either…it has an front axle disconnect to maintain some semblance of fuel economy when you aren’t hard-launching the car or trying to power your way through a blizzard.

Why the V6, though? Oddly enough, it’s because that is the most popular engine sold in the Challenger, and FCA felt that it would be the GT’s best shot. For a business case, it makes sense, but we still wish the 5.7L Hemi was at least an option. Around town the Pentastar is…*sigh*…adequate. It’s not like the Camaro’s LGX motor, which shocked the hell out of us. It’s exactly what you would expect a V6 to be five years ago, saddled to a heavy car. The eight-speed TorqueFlite, however, is a dream and is silky in action driven in a sane manner, yet in sport mode it likes to hold gears and shifts crisply. We’ve heard glowing reviews from the modern Mopar racing crowd about this slushbox, and after driving this car, there’s no doubt why. We only felt the AWD kick in the one time I matted the gas coming out of a parking lot, and it was unobtrusive and didn’t mess with the steering input.

Summary

We want to like the Challenger GT, we really do, but in order to do that there is one issue that must be addressed: power. A Hellcat or even 392 swap into one of these cars comes across as overkill, but the torque of a mild 5.7 would be a welcome improvement over what the 3.6 provides. That being said, if you are looking at the Challenger GT with immediate plans of modification, we wouldn’t be too quick to write off the Pentastar just yet. A supercharger or a stroker V6 might be the answer you weren’t necessarily looking for. One way or another though, the Challenger needs some more grunt than what it currently has.

This particular Challenger GT has a base price of $33,395 and with options that included HID headlights, blind spot and cross-path detectors, remote start, the Harman Kardon sound system, sunroof, Uconnect 8.4 and a $1,095 destination charge, the total price came out to $39,170. Or, within the ballpark of a modestly optioned Challenger R/T. How bad do you want the all-wheel-drive?