There's an odd bit of historical deja vu at work here. Back in the late '60s and early '70s, General Motors wanted to shift a few sporty-ish four-cylinder models from its Opel division into America, so they turned to their Buick dealers. This didn't work out exactly as planned – merchandising these odd European ducks in an outlet best known for sober doctor's cars meant that the GT, Manta and Kadett never managed to make much of a dent in North America's automotive landscape. This time out, with the Opel Insignia-derived 2011 Buick Regal, GM knows it needs massively better results.

While attending an early drive event for the new Regal last week, we reminded vice-chairman Bob Lutz about the last time his company attempted to sell Opels in Buick showrooms. He laughed his trademark raspy laugh, and reminded us that Car and Driver so loathed the 1968 Kadett that their review featured it photographed in a junkyard. With characteristic candor, Lutz tells us, "It actually wasn't a very good car." Of course, Maximum Bob knows full well that GM can't afford another lost in space Kadett. Does the Regal have what it takes to mollify these "sins of the father" and put Buick on the right track? Click through to the jump to find out.
As far as new car previews go, the conditions for our Buick drive weren't exactly auspicious – cold, rainy, slate gray November mornings in Michigan have a way of dulling both spirits and expectations. Thankfully, the rain would relent long enough for us to get our driving in, and as it turned out, GM had lined up a more interesting cocktail of vehicles for us to sample than we expected. Not only did we find a full-dress 2011 Buick Regal, but also a stock Opel Insignia, a pair of "Regalized" Insignias (Opels that had been given the full slate of changes GM will give the car as a Buick in North America), a LaCrosse and – wait for it – a sinister black Insignia OPC (below) – the latter being a car we've admired at European auto shows but never figured we'd have the chance to drive. Suddenly, the morning was looking a bit brighter.



We would start our day with a brief drive of the LaCrosse over damp rural roads. The LaCrosse is a full-size sedan we have driven and enjoyed before on its own merits. It's reasonably good to drive considering its intended market, has a pretty wrapper and gave us hope anew for Buick when we first got our mitts on it. But it isn't sporting – that's not its purpose in life. It competes more with automotive sleeping pills like the Lexus ES350. In marked contrast to the competent but sleepy LaCrosse, with the smaller Regal, Buick officials have promised us a genuine sport sedan – something that Buick hasn't really delivered in our lifetimes. You can understand our skepticism.

The Opel of Our Eye

After our stint in the LaCrosse, we hopped into the bog-standard Insignia, Opel badges and all. Hoo-boy, now here we found a horse of a different color. Shorter than the LaCrosse by about half a foot, it drives smaller still. From parking lot velocities on up, everything immediately felt more connected and engaging – steering effort is higher and something approaching genuine feedback is telegraphed from the summer tires through the quicker rack as speeds build.



What's more, the Epsilon II chassis feels remarkably more pinned down in rolling corners than the LaCrosse, enough so that we actually appreciate the distinctly un-Buick level of bolstering in the seats. There's plenty of power from the 2.0-liter turbocharged four-cylinder engine, the pedals felt nicely firm underfoot, and while we weren't really pushing that hard (wet autumn leaves on the road and a GM chaperone in the passenger seat tends to temper one's exuberance), the six-speed automatic gearbox made consistently smart decisions as well. All-in, it's not just a competent package – as a driver, it's a genuinely enjoyable steer. The Insignia is – dare we say it – sporty.

Lost in Translation?

Of course, GM has also pulled the ol' bait-and-switch on the American public before – plying us with genuine European goods only to clinic out the edge and interest in favor of something more in-line with America's stereotypically softer expectations. Sure enough, before hopping into the Regal-spec test cars, we learned that on the road to becoming a Buick, GM engineers dialed in a bit more compliance into the Insignia's suspension, added more sound deadening, and switched to all-season tires. Oh, dear. Are we doomed to repeat history?



In a word: No. It's true that GM has seen fit to reduce the diameter of the rear anti-sway bar by 0.04 inches, fiddled with the shock tuning and swapped out the tires with all-season rubber (18-inch Michelin Pilot MXM4s), but the result is far from a marshmallowy mess. It's appreciably quieter inside (GM has fitted the sound insulation package from the overseas Insignia diesel range to the U.S. car) and although it's absolutely correct to say that the Euro-spec Insignia offers a bit more feedback both aurally and tactilely through one's fingertips, the handling difference is hardly night-and-day. Our Regal-spec tester's ride and handling balance is certainly competitive with GM's targets: the Acura TSX and the (soon to depart) Volvo S60, along with higher-end models from the Volkswagen Passat and Mazda6 ranges. In fact, had we not driven the Euro-spec car to begin with, it's possible that we would've never missed the additional feedback.

Forced Induction = Fun

The front-drive Regal will arrive next spring carrying a normally aspirated 2.4-liter four-cylinder packing 182 horsepower (at 6,700 RPM) and 172 pound-feet of torque (at 4,900 RPM) paired with a six-speed automatic that offers a +/– manual shift gate but no paddles. Soon thereafter, the 2.0-liter turbocharged, direct-injection Ecotec we drove will come on stream, delivering 220 hp (at 5,300 RPM) and a healthy 258 lb-ft. of torque from just 2,000 RPM. If that's not enough, GM officials pledge that a six-speed manual transmission will eventually be offered as well.



During our brief drive, we found that the 2.0T delivers plenty of muscle with minimal torque steer, spooling up quickly and offering good passing power. GM says the combination should be good for a 0-60 mph time in the mid seven-second range (a couple of tenths quicker than a TSX), a claim that strikes us as totally believable – if not a mote pessimistic. The engine makes generally encouraging noises and turbo "whistle" has been almost completely eliminated (whether this is a good thing or a bad thing is a matter of taste), the latter being a trait more noticeable in the Euro Insignia. The EPA has yet to sign off on official fuel economy numbers, but GM is confident that it will net 30 mpg on the highway out of the standard engine and 29 mpg with the premium-recommended turbo.

Although the turbo model will have an optional "Interactive Drive Control System" that allows the driver to individually tailor suspension firmness, gearshift times, throttle response and steering effort (paired with larger 19-inch Goodyear Eagle RSA tires) to one of three modes ("Normal," "Sport," and "Touring") the standard front Macpherson struts and rear multilink suspension package works so well that we don't see the need to spend more for the added weight and complexity of the adaptive system.

Beauty that Goes Without Saying

You'll notice that we have yet to discuss the way the Regal looks – that's because more than any aspect of the design, the exterior speaks for itself. This sedan's bodywork is taut, tidy and beautiful, with a minimal amount of chrome frosting and unnecessary jewelry that Buick is known for. Ventiports? Nuh-uh. Sweep-spear graphic? Not unless you count that nifty plunging character line that originates in the leading edge of the driver's door. Aside from a new grille, revised lighting units (more for federal compliance than anything else) and new side mirror glass (ditto), this is pretty much unfiltered Insignia, and that's just fine by us. We even like the pattern on the alloy wheels.



The Regal's interior is similarly full of win. It's easy to find a comfortable seating position, visibility is quite good and the dashboard is attractive, modern and generally well laid-out. Optioned-up cars with the touchscreen navigation may find there are a few too many buttons on the dash, but the arrangement is easier to use than the too-crowded controlfest that is the LaCrosse's center stack, and we appreciate the use of satin metallic finishes and solid feeling switchgear. Rear seat room is reasonable (think: VW Passat, not Honda Accord), but at 14.25 cubic feet, the trunk is downright spacious.

Why It Is What It Is

Crisp exterior. Turbo power. Good driving dynamics. Well-resolved cabin. If you're beginning to get the picture that the 2011 Regal is unlike any Buick you've encountered before, you're getting with the program. There are a couple of reasons for this. Executives will tell you that this brand, best known for providing transportation to legions of card-carrying AARP members, cannot afford to sit idly by as its consumer base quite literally dies out. Like every other automaker, GM wants Buick to attract younger buyers, and it sees more dynamic, tech-rich offerings as the way to do that.

Of course, there's another reason why this is a Buick unlike any other: It was going to be a Saturn before GM faltered into bankruptcy and emerged with a decimated portfolio of brands and a new set of marching orders. This explanation makes a good deal more sense as the Regal's styling and overall demeanor fits more comfortably with what we've come to expect from recent Saturns.



As history tells us, despite being good, solid products, ported-over Opels like the Astra and Aura didn't actually help Saturn stay in orbit. Come to think of it, decent Euro-influenced products weren't enough to help Oldsmobile afloat, either (like Saturn, Olds had GM's best product lineup in place when it shuffled off this mortal coil). All of which has us a bit worried for the Trishield's prospects. Good as the new Regal is – and it is very good – we can't help but worry that the brand's substantial baggage will make it hard for GM to convince younger buyers that they'd really rather have a Buick – especially in segments filled with talented models wearing more prestigious badges. Still, GM has to start somewhere, and it's already made some good headway with its Enclave and LaCrosse, so we'll have to give them the benefit of the doubt – for now.

Dollars and Sense?

Pricing will have a lot to do with this Buick's chances for success, but we don't have firm numbers just yet. Officials tell us that we should look for Regal to undercut the competition in the same way that the LaCrosse stickers for less than its chief rival from Lexus. If that's the case, we can expect the 2.0T to be $1,500-$2,000 less than the Acura TSX (which starts at $29,310), and the 2.4 model will be cheaper still, giving it some elbow room under the LaCrosse's $27,085 MSRP.

We're Down with OPC

Oh – and what of the OPC, that indelicate looking all-wheel drive, six-cylinder turbocharged monster? GM flew over an example of its 325-horsepower Audi S4 competitor to show us "the bandwidth of their toolbox" (*ahem*). At a stopover point, Lutz tells us that it's "time to shock the market into a new awareness of what Buick can be", and that something like it would be just the ticket to "sock them in the eye."



Or the kidneys, we suspect. A quick spin reveals that the OPC is a loud and thunderous thing that would be epic fun on roads with fewer frost heaves than those in Michigan, and it'd be a fantastic weekend toy. But even with its adjustable suspension, we're not sure how many buyers outside of areas with glycerin smooth tarmac would want this sort of thing as a daily driver. Still, we love the OPC's menacing bodywork, its spidery alloys, its beautiful straightjacket seats, and we could learn to love its notchy rifle-action six-speed manual shifter, if only it meant we could dip into the 2.8-liter's considerable reserves again and again.

So it begins...

Officials tell us that this is just the opening salvo. With everything from miserly 1.6-liter inline-four front-drivers to the scorching force-fed V6 grips-at-all-paws OPC already on sale in Europe (to say nothing of wagon and five-door liftback bodystyles), GM promises that we'll see a broader Regal lineup very soon. Regardless of what ends up in U.S. showrooms, it's safe to say that this is a Buick the likes of which we have never seen before. It's also safe to say there are no junkyard photo shoots in its future. All-in, this new Regal appears to be a very complete car – but whether it's the right car remains to be seen.

Mitsubishi presented its best and brightest rides for us to drive over the course of an eight-hour event in the parched desert oasis of Palm Springs, CA. Everything from a tuned, 290-hp Lancer Sportback Ralliart to an electric i MiEV. And drive them we did. We rocketed up winding mountain roads and down gravel-caked trails. If they brought it, we pounded on it. Fairly hard, too. Odd then that the focus of this particular review – and in many ways the star of the party – isn't some carbon fiber body kit-enhanced EVO X, but rather the new 2010 Mitsubishi Outlander GT.

Yup, an SUV. Actually, a CUV, albeit one with lots of ground clearance. Mitsubishi first introduced the second generation Outlander in 2006 (replacing the more wagon-esque first gen.), and 2010 marks a major refresh. In GT trim, almost everything has changed, from the exterior to the interior to the quantity and quality of gadgets to the engine output to the transmission and finally, most importantly, its all-wheel-drive system. The 2009 Outlander was a fine, competent, utilitarian machine – perfectly adequate for schlepping kids and groceries. But let's be frank, it didn't set hearts on fire. And while the new Outlander GT won't necessarily do that either, it's most definitely not just another sedan on stilts.
The first and most blatant new-for-2010 change is that nose. Mitsubishi has finally (finally!) realized that its halo vehicle is the Lancer Evolution X, and that the brand must flow from that hopped up, street legal rally all-star. As such, they essentially grafted the Evo X's snout onto the new Outlander. The results are smart, because like the Kia Soul has proved, if you're stuck in a sea of sameness, it's best to stand out.



While not quite as sinister looking as the Evo's mug, the Outlander GT looks plenty thuggish. You cannot say that about a Honda Pilot. The wheels are new and sportier looking. The rest of the outside remains largely unchanged and comes across as your run-of-the-mill CUV. You'd have to be some sort of crazy car geek to notice the twisted side-sills and new mirrors (ahem). Maybe the rest of the Outlander GT will get Evo-ized for an upcoming refresh, but for now, it's standard crossover fare.

Perhaps the most significant update, or at least the one that will resonate most strongly with potential buyers, is the upgraded cabin. A quick glance around reveals much time and attention to detail went into sprucing up the joint. The previous Outlander's huge tracts of plastic are now covered with beautiful, thick-stitched leather. Sure, the glove box door is still a flimsy piece of low grade plastic, but it now looks beautiful. Ditto for the rest of the cabin, and especially the cowhide shroud atop the instrument cluster. We also need to send a shout out to those hefty aluminum pedals. The magnesium column-mounted paddles shifters, too. Long story short, and to quote Mitsubishi's PR folks, the "Outlander has gone upscale."



Techno geeks will be thrilled by all the gizmos Mitsu's packed into the new Outlander GT. For starters is the brand's new FUSE handsfree "media gateway," a direct shot across SYNC's bow. With FUSE you get full voice recognition access to all your tunes, whether it be contained on an iPod, CD or a USB stick. Phone integration is handled via Bluetooth 2.0 and can support multiple phones. You also get a 40-gig hard drive that instantly rips tunes the second you insert a CD. The Navigation system is quite good (both to look at and in terms of user friendliness) and now has real time traffic updates. Our favorite feature was actually the "Environment" button, which not only included an altimeter (useful when climbing from Palm Spring's 750 feet above sea level to the surrounding mountains' 6,300 feet) that logged previous elevations but displayed them as a chart, so you can see how high up you've been. Necessary? Not at all, but we loved it.

Truthfully, we didn't get too much of a chance to play with the all the entertainment goodies, so that will have to wait until we get the car for a full review. Aside from time, the reason we didn't note the fidelity of the hi-fi (a 710-watt Rockford Fosgate) is because we were having too much fun behind the wheel. We mention this because normally when testing an SUV/CUV, the driving aspect is the least interesting part (lumbers down the road, stops, has turn signals, etc.). You instead occupy the white space with tales of how many children or bags of groceries said truck/thing can handle. But Mitsubishi pulled off an interesting party trick with the new Outlander – they fit it with a version of the Evolutions's S-AWC system.



For those that despise acronyms, S-AWC stands for Super All-Wheel Control. Put another way, S-AWC is the reason Evos can hang with supercars on twisting roads. This means that the Outlander GT has an active center differential that meters out torque as merited by road conditions. There's also an active front differential that can send torque left and right as needed. While not quite as highfalutin as the S-AWC found in the Evo (no Active Yaw Control here), the Outlander's version offers up shocking results.

Let's set the stage a little. The first part of our drive route has us trudging through stoplight infested, downtown Palm Springs traffic. We spent most of that drive fondling the leather and dreaming about the Evos we left back at the staging area. The Outlander GT is fine in city traffic, but so what? Then we turn onto the most excellent, snaking Highway 74 and, well, we just weren't prepared for what happened next. Because by all accounts, it shouldn't have.



In tall, top heavy crossovers, you expect a certain amount of understeer, reluctance and general fuddy-duddiness (it's a technical term – look it up) whenever you turn the wheel in anger. Not so with the Outlander GT – it simply glides through corners. The damping and vehicle control are also quite above par, as the expected body motions and stomach turning leaning tower of truck we've come to know and dread in sporty CUVs played hooky. High center of gravity, what high center of gravity? It's not just that the Outlander's smooth in the bends, but it's quick too. Honestly shockingly so. It's now 24 hours later and we're still surprised just how fast we were able to muscle the car around corners.

Speaking of fast, Mitsubishi upped the compression ratio of the Outlander's 3.0-liter V6 from 9.0:1 to 10.5:1. This change eeks out an additional ten horsepower (230 hp total) and 11 lb-ft torque (215 lb-ft total). A BMW X6 M it's not, but the revised engine has enough gumption to make a winding mountain road enjoyable. Even better is the borrowed-from-the-Ralliart dual-clutch transmission (TC-SST) six-speed Sportronic transmission that not only provides crisp, surefire downshifts (and upshifts), but allowed us to hardly touch the brakes on our 100-mile mountain adventure. We just let the motor do all the heavy lifting. That said, the Outlander GT could use more brakes.



We're big fans of certain mid-cycle refreshes (the 2010 Mustang springs to mind). We're equally big fans of vehicles that err on the side of sport. Mitsubishi then has made us sit up and take notice of a type of vehicle we usually just gloss over. Ideal? Not quite. For instance, the transmission has three modes (Normal, Snow and Lock), and even in the supposedly hardcore "Lock" setting we managed to get the Outlander GT stuck in a foot of sand (don't ask). But while running around like a wannabe rally driver in loose gravel the Outlander did just fine. Until we had to slam on the brakes, which, again, could use some work.

However, we have the sneaking suspicion that most Outlander GT owners have never even heard of Travis Pastrana, let alone engage in a pathetic attempt to imitate him. And while these same folks probably aren't shopping CUVs for their sporty nature, the sure footed handling will keep both them and their loved ones safe. Bottom line: those looking to get into vehicles like the Toyota Highlander or Ford Edge would be doing themselves a favor by checking out the 2010 Mitsubishi Outlander GT. New nose not withstanding, it really does stand out from the crowd.

This isn't our first sampling of the reborn Dodge Challenger. We've driven the SE, R/T and SRT8 variants before. However, this time it's different. We've secured a Challenger SRT-8 with a six-speed manual transmission – and it's a whole different breed of bull.

The six-speed-equipped Dodge Challenger SRT8 drives exactly as it looks. Unlike the countless poseurs promising handling with oversize tires, performance with monstrous exhaust pipes, or luxury with overstuffed cabins, the Challenger SRT8 delivers only what its exterior suggests – a mountain of machismo-infused muscle-car entertainment.

We had a week with Dodge's tribute to testosterone, and it's one we won't soon forget. Contrary to its automatic-equipped siblings, the manual gearbox transforms the SRT8 from merely entertaining to positively supernatural. Make the jump to find out why this husky red coupe had us shaving twice daily.

We're all quite familiar with the Challenger SRT8. Introduced in 2008, it exists as 4,140 pounds of old-fashioned American muscle. Styled after the hot-rod E-body Dodge coupe from the Seventies, the Dodge Challenger is arguably the most accurate retro-styled representation in its class, followed close by the Chevrolet Camaro and redesigned Ford Mustang.

The top-of-the-line variant parked in our driveway is the SRT8 model – differentiated by its big engine, big brakes, big wheels, sport suspension tuning, racy interior and a host of other improvements. Best of all, and unavailable in the 2008 model year, our 2009 SRT8 is fitted with a six-speed manual gearbox connected to a pistol-styled shifter.



Seemingly fished dripping wet from a vat of bright red paint (Dodge calls it "TorRed"), more than a year after its introduction, the SRT8 still managed to generate an outlandish amount of attention on public roads – easily the most this author has experienced in a vehicle costing less than $100,000. Like a plus-sized red seductress, the unique Challenger drew stares and smiles at gas stations, mall parking lots, soccer fields and trundling along on the highway. Little kids begged to sit behind the wheel and dream (while their fathers simply asked for joy-rides, which we happily obliged). One afternoon after a thorough washing, there was a knock on our front door. Two strangers had been driving by in their pickup and the Challenger had caught their eye. Mesmerized, they came by to ask for a closer look.

In all its masterfully-styled manifestation, those retro-lines do become an obstacle from the driver's seat. The view from the big-man's chair is of an expansive hood, reminiscent of those "infinity pools" that disappear somewhere over the horizon. It is absolutely impossible to tell were the faux carbon fiber-striped sheet metal ends, or where the front wheels are. With its ocean liner turning radius, you get used to backing up – a lot. As expected, the view rearward isn't any better through the small back window or small side mirrors (the SRT8 is a great candidate for a standard back-up camera, but it's still better than the pony car from Chevrolet). Rounding out the poor visibility Triple Crown, the C-pillars are thick enough to support the roof over the South Portico at the White House. Sight-limited, and much to the admonishment of driving instructors everywhere, defensive driving is replaced by offensive "point-and-shoot" maneuvering. It becomes second nature.



However, the Challenger is as much about horsepower as it is about styling.

Under the hood of this range-topping SRT8 is a 6.1-liter V8 rated at 425 horsepower and 420 pound-feet of torque. With a two-ton curb weight, the big coupe isn't exactly a lightweight, but the powerplant will send it past 60 mph in less than five seconds. And the six-speed manual makes all the difference.

Bolted to the rear end of the supersized HEMI is a Tremec TR-6060 gearbox. Manufactured by Transmission Technologies Corporation, the main case, extension housing and clutch housing are all constructed of aluminum alloy. The six-speed features triple cone synchronizers in first and second gears and dual cone synchronizers for third through sixth gears. The clutch is a twin-disc design manufactured by ZF-Sachs. Developed for low pedal effort and long service life, it's fitted with solenoids for a fuel-saving (and frustrating) one-to-four skip-shift and reverse inhibit features. The transmission is rated to handle up to 600 lb-ft of torque, which is more than enough for the stock 6.1-liter V8. A sturdy transmission with short solid throws, the Tremec TR-6060 is also used in the Dodge Viper. Interestingly enough, it is the same basic gearbox of choice for the Chevrolet Camaro SS and Ford Mustang Shelby GT500 – although each packs a unique set of gear ratios.



The manual transmission also comes with Hill Start Assist (HSA) as standard equipment. Working electronically, the system mechanically holds the brake for three seconds if the vehicle is on a hill so the driver doesn't have to play footsie with the pedals to keep the Challenger from rolling backwards. It's completely unobtrusive and works very well. Additionally, the six-speed manual variant is also fitted with a unique exhaust utilizing two low-restriction bottle resonators instead of the single under floor muffler – the sound coming out the back is NASCAR perfection.

We've driven the slushbox-equipped SRT8 on both the street and track. While that variant delivers most of what it promises, the manual gearbox completely transforms this bear from Teddy to Grizzly. Stick-shift junkies will tell you they like manual control – the ability to downshift and engine brake when most automatics simply coast. They like the ability to run the engine to redline, and hold it there, when most automatics simply shift up. As manual transmissions are slowly replaced by quicker (and more efficient) automatics, we welcome Dodge's generosity to still allow us manual addicts the ability to control a whopping 6.1-liters of gasoline-fed HEMI explosion with the grip of our right hand.



Sitting behind the wheel with the V8 gurgling in a smooth idle, the clutch under our left foot is nicely weighed. The gearbox, complete with short-throw shifter, is pleasantly mechanical in action. Some call it a bit clunky. We think "substantial" is a better adjective. Nevertheless, short of that maddening one-to-four skip-shift, we never missed a shift.

Launching the SRT8 is easy – preventing wheelspin is not. Imitating a dedicated drift series race car, the Challenger delightfully lights up its rear tires with very little provocation. Keep the standard traction control engaged and you'll enjoy much improved tire life – and happier neighbors. The overall gearing is taller than we would prefer. In fact, both fifth and six gears are only useful for squeezing miles out of the tank as the acceleration from normal speeds in those gears is embarrassingly slow. Our long-distance trip in the SRT8 was canceled, so we were stuck hand-calculating two tanks of premium fuel based on mostly city driving (13.64 and 14.06 mpg). We obviously had some fun behind the wheel.



Peeking through the 20-inch forged wheels (wearing 245/45R20 rubber) are upsized bright-red Brembo multi-piston brakes. The mechanical aspects of the system are exemplary, but the pedal feel isn't what we expected. We have a lot of experience with race-bred Brembo systems – they're typically firm underfoot and easy to modulate. These were soft under initial application, and then grabbed harder with more pedal travel. After a few days, we were completely used to it, but the uninitiated should be warned.

When compared to the Challenger's natural enemies from Chevy and Ford, the Dodge often finishes last in performance competitions. In this niche, the others are shorter, lighter and have smaller wheelbases giving both a distinct advantage on a road circuit. Tossing the SRT8 around, the body roll and limited outward visibility spell D-I-S-C-O-N-N-E-C-T to the driver. Dancing is not the Challenger's talent. However, finishing last among a trio of well-honed athletes is nothing to snicker at. The way we see it, the typical SRT8 buyer wouldn't pick the Ford or GM product anyway. Remember, this is a childhood dream, a weekend toy, a reward for success. It's an ego car above all else.




Driving around town, the red SRT8 is big, loud, pompous and ostentatious, and decidedly more fun during the day when others are watching. Cruise around at part throttle in second gear around 3,000 rpm... and then unsuspectingly stab your right foot to the floor. The HEMI jumps to life as the two polished bazookas under the back bumper let out a howl while you uncontrollably grunt like Tim Allen performing a power-tool demonstration. Everyone within earshot cranes their necks to pinpoint the drumfire as you screech away in a blur. Mission accomplished.

Of course, the Dodge Challenger SRT-8 is far from perfect. The driver seat's inability to fold forward made a week of family-transporting a teeth-gritting experience – everyone had to go in/out on the passenger side (and we had a child seat back there). Once squeezed in, the rear seats are small and uncomfortable considering the overall size of the vehicle (yet the trunk is huge). The interior lighting is dismal, the upgraded audio system is merely average and the manual climate control is simply unexpected on a vehicle in this price bracket.



The Dodge Challenger SRT8 is hardly a smart financial purchase (in all honesty, the Challenger R/T offers the best performance for the dollar). It's far from the optimal commuter car, its fuel efficiency borders on embarrassing and it's a literal pain in the neck to maneuver in parking lots.

So, why do we like it so much?

Because the Challenger SRT8 secretes masculinity. From its big and brawny stature to its angry exhaust note, there isn't a molecule of femininity to be found in this testosterone-dripping Dodge. Spend time in the driver's seat and you'll have to double-up on antiperspirant, shave both morning and night, and find yourself wearing dirt-laden baseball caps to dinner. Unlike those all-too-common wannabe muscle cars with slushbox transmissions, the engaging six-speed SRT8 is a man's car.



And, like us, the guy who craves this involving Dodge in his well-swept garage really doesn't care about passenger space. He doesn't care if he has to twist his wrist to change the fan speed, how much gas it consumes, or what's outside the rear window when he backs up.

This bright red beast has nothing to do with rational thought – it screams insanity. Recalling Dukes of Hazzard glory, this thing is fast, loud and positively garish. It tickles childhood memories of taping bottle rockets to the top of Hot Wheels cars just to watch them zoom down the street and blow up with a bang. As practical family transportation, the Dodge Challenger SRT8 six-speed is entirely wrong. But as a vial of kick-ass adrenalin, it remains unequaled.