“NOOOOOOOOOOOOOOO!” Okay, maybe they couldn’t hear my internal screams at the Jim Russell School at Infineon, muffled by my helmet and the Challenger “392’s” rolled-up windows. But surely, surely, they saw the emphatic gestures. Let me out first! I dominated the last session, lapping everyone multiple times! First, I said!
But no. With a smile and a calming hand motion, the Russell instructor waved out the other 392, piloted by the archetypal journalist – you know the type. Then, a deliberate fifteen-second pause. See? Giving you a head start! Irrelevant. Four corners later, I was glued to that bumper, remaining there for three agonizing laps. Flashing lights? Ignored. Honking? Dismissed. Black flags and a pit-wall instructor losing his mind? Completely ineffective against this journosaur. Finally, rules be damned, I blasted past without a point-by, salvaging a single lap to actually assess the car.
So, are you ready for the condensed, one-lap review of the 2011 Challenger?
2011 dodge challenger srt8 392 review on track
Conventional wisdom often paints the Challenger as less than ideal for track days or spirited road driving. While this might hold true for certain models, the 2011 Challenger Srt8 392 begs to differ. It’s not a point-and-shoot track weapon like a Miata or Focus SVT, but for drivers who understand brake and tire management, it’s surprisingly quick around a circuit. My previous gripes with the 6.1-liter SRT8 were its reluctance to turn into tighter corners and a somewhat flat mid-range power delivery from the HEMI.
For 2011, Dodge addressed these concerns. They’ve revamped the shock absorbers, fine-tuned the suspension bushings, and implemented negative camber on all four wheels. The result? A noticeable eagerness to dive into slow corners, like the hairpin at the end of Infineon Raceway’s NASCAR configuration. While I still feel the longer wheelbase Charger R/T, also present at the track, felt a tad more agile through Infineon’s dramatic elevation changes and challenging Esses, the 2011 Challenger SRT8 392 showcases marked improvements in handling.
2011 Dodge Challenger SRT8 392 engine bay
Under the hood, the motivational force has been amplified. Dodge has enlarged the HEMI to 6.4 liters – 392 cubic inches – unleashing 470 horsepower and a matching 470 lb-ft of torque. The torque peak arrives at 4200rpm, still on the higher side for a classic muscle car, but the new “392” never feels breathless. Crucially, the 2011 Challenger SRT8 392 banishes any straight-line inferiority complex when facing the Chevrolet Camaro SS. To truly challenge it, you’d need to step up to a Shelby GT500, as both the Challenger SRT8 392 and the GT500 are capable of low twelve-second quarter-mile times. My initial impression, having driven both, is that the Shelby might still hold a slight speed advantage, but the Mopar offering injects more character into the experience, particularly in engine sound and throttle response.
Dodge is releasing 1,492 “Inaugural Edition” Challenger 392s, offering both the Tremec six-speed manual and the Mercedes-Benz WA-class automatic transmission. Color choices are available, alongside some questionable interior trim decisions. The white leather seats, for example, were so intensely bright they overwhelmed my Android phone’s camera in the California sun.
However, big HEMI enthusiasts get a fuel economy bonus this year. The Multi-Displacement System (MDS) cylinder-deactivation is now included, boosting freeway MPG. If any V-8 could convincingly cruise on half its cylinders, this is it. But any demand beyond gentle cruising will quickly awaken the full eight-cylinder orchestra.
The rest of the 2011 Challenger SRT8 392 remains the familiar package – love it or hate it. The retro-inspired tall body styling, imperfect ergonomics, limited visibility for some drivers, and undeniable street presence are all present. Chrysler initially anticipated the Challenger as a fleeting novelty, like the Plymouth Prowler, but sales have consistently climbed over the past two years. The new 6.4-liter 392 is unlikely to reverse that trend.
The other significant engine update for 2011 is the acclaimed Pentastar V-6, previously reviewed elsewhere. While a V-6 Challenger was present at Infineon, equipped with an automatic, track time in that model mysteriously eluded me. Perhaps my stated intention to “humiliate every slowpoke in HEMI cars with that V-6” raised some concerns. Instead, I was given another Charger R/T, which I proceeded to use for exactly that purpose, just with even more speed. A review of that car is coming soon.
Objectively, justifying a Challenger 392 purchase is challenging. The Shelby GT500 is both more affordable and quicker. The Dodge’s added size and weight don’t translate into practical advantages, except perhaps visual dominance on the street. It’s not a BMW M3 rival, nor is it a long-distance luxury cruiser. The updated Charger even arguably surpasses it in overall desirability, thanks to its refined interior and striking new design.
Despite these rational arguments, the Inaugural Edition will undoubtedly sell out rapidly, and Challenger sales will likely continue their upward trajectory. It’s a deeply satisfying car to own, it commands attention, and it finally possesses the performance to match its aggressive looks. In today’s automotive landscape, it’s a rare breed: a true man’s car. Some drivers might not fully grasp or appreciate its capabilities, but for others, the 2011 Challenger SRT8 392 will be utterly irresistible. Just remember to get to the track day sign-up sheet early, okay?
