SALT LAKE CITY — The Dodge Challenger's genesis dates back to the fall of 1969. At that time, Dodge offered a stunning range of nine different engines, from only 145 horsepower all the way to 390 horsepower.

The Challenger was soon featured in both Trans Am and drag racing, but production ceased in 1974, though a Challenger-badged car would return from 1978 to 1984 as a Mitsubishi import with a 2.6 liter, 105 horsepower, four-cylinder engine offered only as an option to the base 1.6 liter four.

A concept model introduced at the Detroit auto show in 2006 caused quite a stir, and Dodge Challengers returned to American streets in 2008, basking in their former muscle car glory. A soon-to-be-released version of the Challenger, dubbed the Demon, will be a street-legal drag racer capable of popping a wheelie off the starting line. Dodge also claims the Demon will have the fastest quarter-mile time of any production car ever.

The 2017 R/T Scat Pack model I drove stays firmly on the ground and is a most worthy competitor to the iconic Ford Mustang and Chevrolet Camaro.

Review: 4 days with the 2017 Chrysler 300C

The new Chrysler 300C is a big car with a lot of power and roomy interior, making it perfect for long road trips.

Exterior styling

As I popped out of the showroom at Larry H. Miller Dodge at Southtowne to see the car being prepared for me, it was a sight to behold. The Yellowjacket paint, accented with black bumblebee rally stripes, was simply stunning.

General sales manager Gavin Tryhall knew I had just returned a Chrysler 300C, based on the same architecture as the Challenger. He smiled and told me this car would be "a little peppier” and wished me a good time.

My immediate impression of the Challenger was that it isn’t a small car. The high rear deck and long front hoodline are typical of many sports cars these days, but the Challenger sits high and is much longer than most coupes on the road today. The Mustang and Camaro seem larger up close than they appear from the outside initially, and the Challenger gives the opposite impression.

The Scat Pack model features an aggressive front lower air dam and hood scoops that enhance the sensation of size, regardless of the viewer's angle. The dual headlight lenses, the reverse lights and turn signals ringed by the rear taillights scream 1970. Even the subtle Dodge emblem between the taillights is from another era altogether.

Dodge has done a masterful job of combining retro flairs with modern streamlined styling. Even the gas cap cover is painted black and looks like it came straight from the 1970s' parts bin.

Interior styling

The retro touches aren't limited to the exterior either. While the Fiat/Chrysler touch screen, push start and instrument cluster are 2017 tech to a "T," the gear shift lever and climate controls could easily be from a much older car. The materials are similar to those used in the Dodge Charger and Chrysler 300, and the soft-touch dash and door panels are especially nice.

The instrument panel's red light and trimming differentiate it from its Chrysler sibling. Bold analog gauges for the tach and speedo sit on either side of a digital display that can be changed to show anything from speed to trip data and fuel mileage. The zero-to-60 timer that is part of the “Super Track Pak” is also located in the center digital display.

Carbon fiber-looking trim takes up most of the center console, and everything from the touch screen, to the climate and media controls, to the gear shift lever are all pointed toward the driver and create a cockpit-like feel. Fiat/Chrysler’s UConnect driver control system is one of the best and it’s even better with everything well within view and reach of the driver.

The very supportive seats are both leather- and suede-lined. Fortunately for summer driving, the suede seats are also fully climate controlled.

Unlike its Mustang and Camaro counterparts, the Challenger driving position is very natural, and visibility is excellent. I found myself picturing the Challenger as an everyday driver, something I questioned with both the Mustang GT and Camaro SS.

Technology

While visibility is excellent compared to competing cars, it isn’t perfect and the blind spot detection warnings in the outside mirrors were necessary at times. Like many other muscle and sports cars, the high rear decks mean smaller rear windows. The front and side visibility was much less obstructed.

The UConnect system allows for virtually every driver control — including climate, media, phone, apps and vehicle settings — to be accessed via shortcut buttons laid out at the bottom of the screen. This vehicle lacked built-in navigation but supports Apple Car Play and Android Auto.

In addition to interior and exterior trim upgrades, the Scat Pack option package includes an upgraded 506-watt nine-speaker audio system, an eight-speed automatic transmission with manual mode and paddle shifters and a 6.4-liter HEMI V8 with 485 horsepower.

This vehicle was also outfitted with standard Bilstein suspension and Brembo 4-piston brakes with ventilated discs all around. Dodge Ready Alert Braking computes the time a driver’s foot leaves the gas pedal and starts braking slightly to allow for quicker braking in an emergency. Brake and steering response was better in the Charger than any other Fiat/Chrysler vehicle I've driven, but still softer than the rival Camaro.

The Super Track Pak is responsible for suspension and brake upgrades, a reinforced rear sway bar for lateral control and a launch mode for maximum off-the-line acceleration. The launch mode is locked out for the first 500 miles of use, but the zero-to-60 timer was still fun.

Performance and handling

The Challenger’s 485 horsepower is coupled with 475 pound-feet of torque and sticky Goodyear tires on 20-inch wheels. A drive to Sundance and back proved the Challenger isn’t quite as nimble as the smaller Camaro is with the curves, but the gap wasn’t as large as I’d expected. Body roll was minimal, and while the Challenger definitely seemed to fill my lane in a way the Camaro didn’t, the car never felt unsure.

No question, though, that the Challenger loves the straightaways. Freeway on-ramps and empty stretches of freeway were definitely the most fun in the Challenger.

As the car approached 90 mph, the transmission, engine and suspension all seem to find another groove. It seems strange to talk about muscle cars and road trips, but the Challenger would soak up highway miles in something resembling comfort, mainly because the driver truly takes center stage in the Challenger.

“(Because) the car is based on existing passenger cars, the driver position is much more natural than in any other car of this type,” Tryhall said.

I also second that motion. The Mustang has a gorgeous interior but seems to have been designed without any regard for a driver having to reach the controls or even use the armrests while driving. The Camaro is much more driver-centric, but the driver sits low and tight, and visibility is almost nonexistent. In the Challenger, the driver sits relatively high, visibility is comforting and nothing is out of reach.

The Goodyear tires handle and grip well, but the enormous HEMI engine can overcome them during hard, off-the-line acceleration. My best zero-to-60 time came after feathering my starts to avoid the natural fishtail. Eliminating the fishtail ultimately meant shaving off four-tenths of a second.

The Dodge Challenger is simply the most enjoyable to drive, compared to the Camaro and Mustang muscle cars. While the driver position seems the most natural of the three cars, it may not appeal to some enthusiasts. Some may actually find the Challenger too comfortable.

The throaty exhaust, however, insinuates this car is anything but comfort. As any great muscle car should, the Challenger sounds amazing.

Conclusions

On the surface, the Camaro and Mustang have an iconic status and styling cues that make them more popular than the Challenger. Behind the wheel, however, the Dodge muscles ahead of the pack.

It is a beautiful car, but in a way that speaks to the track more than refinement. The Challenger is a large and heavy car, but horsepower and torque can overcome that.

While practicality is rarely a priority of the average American muscle car buyer, the Challenger is practical. The backseat is not out of the question for an adult or two, and the daily freeway- and city-driving most cars endure seems better suited to the Challenger than to its competitors.

For Chevy and Ford fans, the comments section can be found below...

Specs

Vehicle type: two-door, rear-wheel drive, five-passenger car (realistic seating for two to four people)

Engine: 6.4-liter HEMI V-8 SOHC

Displacement: 392 cubic inches

Transmission: Eight-speed auto with manual mode and paddle shifters

Power: 485 horsepower, 475 pound-feet of torque

Performance: 4.2 seconds zero to 60 mph; 12.6 seconds quarter mile at 112 mph

Wheelbase: 116.2 inches

Ground Clearance: 5.2 inches

Cargo Capacity: 16.2 cubic feet

EPA gas mileage: city/highway 15/25 miles per gallon

Warranty: Five year/60,000 mile powertrain; 3 year/36,000 mile bumper-to-bumper; one year of Sirius XM radio included

Price as Tested: $46,165

Exterior styling

As I popped out of the showroom at Larry H. Miller Dodge at Southtowne to see the car being prepared for me, it was a sight to behold. The Yellowjacket paint, accented with black bumblebee rally stripes, was simply stunning.

General sales manager Gavin Tryhall knew I had just returned a Chrysler 300C, based on the same architecture as the Challenger. He smiled and told me this car would be "a little peppier” and wished me a good time.

My immediate impression of the Challenger was that it isn’t a small car. The high rear deck and long front hoodline are typical of many sports cars these days, but the Challenger sits high and is much longer than most coupes on the road today. The Mustang and Camaro seem larger up close than they appear from the outside initially, and the Challenger gives the opposite impression.

The Scat Pack model features an aggressive front lower air dam and hood scoops that enhance the sensation of size, regardless of the viewer's angle. The dual headlight lenses, the reverse lights and turn signals ringed by the rear taillights scream 1970. Even the subtle Dodge emblem between the taillights is from another era altogether.

Dodge has done a masterful job of combining retro flairs with modern streamlined styling. Even the gas cap cover is painted black and looks like it came straight from the 1970s' parts bin.

Interior styling

The retro touches aren't limited to the exterior either. While the Fiat/Chrysler touch screen, push start and instrument cluster are 2017 tech to a "T," the gear shift lever and climate controls could easily be from a much older car. The materials are similar to those used in the Dodge Charger and Chrysler 300, and the soft-touch dash and door panels are especially nice.

The instrument panel's red light and trimming differentiate it from its Chrysler sibling. Bold analog gauges for the tach and speedo sit on either side of a digital display that can be changed to show anything from speed to trip data and fuel mileage. The zero-to-60 timer that is part of the “Super Track Pak” is also located in the center digital display.

Carbon fiber-looking trim takes up most of the center console, and everything from the touch screen, to the climate and media controls, to the gear shift lever are all pointed toward the driver and create a cockpit-like feel. Fiat/Chrysler’s UConnect driver control system is one of the best and it’s even better with everything well within view and reach of the driver.

The very supportive seats are both leather- and suede-lined. Fortunately for summer driving, the suede seats are also fully climate controlled.

Unlike its Mustang and Camaro counterparts, the Challenger driving position is very natural, and visibility is excellent. I found myself picturing the Challenger as an everyday driver, something I questioned with both the Mustang GT and Camaro SS.

Technology

While visibility is excellent compared to competing cars, it isn’t perfect and the blind spot detection warnings in the outside mirrors were necessary at times. Like many other muscle and sports cars, the high rear decks mean smaller rear windows. The front and side visibility was much less obstructed.

The UConnect system allows for virtually every driver control — including climate, media, phone, apps and vehicle settings — to be accessed via shortcut buttons laid out at the bottom of the screen. This vehicle lacked built-in navigation but supports Apple Car Play and Android Auto.

In addition to interior and exterior trim upgrades, the Scat Pack option package includes an upgraded 506-watt nine-speaker audio system, an eight-speed automatic transmission with manual mode and paddle shifters and a 6.4-liter HEMI V8 with 485 horsepower.

This vehicle was also outfitted with standard Bilstein suspension and Brembo 4-piston brakes with ventilated discs all around. Dodge Ready Alert Braking computes the time a driver’s foot leaves the gas pedal and starts braking slightly to allow for quicker braking in an emergency. Brake and steering response was better in the Charger than any other Fiat/Chrysler vehicle I've driven, but still softer than the rival Camaro.

The Super Track Pak is responsible for suspension and brake upgrades, a reinforced rear sway bar for lateral control and a launch mode for maximum off-the-line acceleration. The launch mode is locked out for the first 500 miles of use, but the zero-to-60 timer was still fun.

Performance and handling

The Challenger’s 485 horsepower is coupled with 475 pound-feet of torque and sticky Goodyear tires on 20-inch wheels. A drive to Sundance and back proved the Challenger isn’t quite as nimble as the smaller Camaro is with the curves, but the gap wasn’t as large as I’d expected. Body roll was minimal, and while the Challenger definitely seemed to fill my lane in a way the Camaro didn’t, the car never felt unsure.

No question, though, that the Challenger loves the straightaways. Freeway on-ramps and empty stretches of freeway were definitely the most fun in the Challenger.

As the car approached 90 mph, the transmission, engine and suspension all seem to find another groove. It seems strange to talk about muscle cars and road trips, but the Challenger would soak up highway miles in something resembling comfort, mainly because the driver truly takes center stage in the Challenger.

“(Because) the car is based on existing passenger cars, the driver position is much more natural than in any other car of this type,” Tryhall said.

I also second that motion. The Mustang has a gorgeous interior but seems to have been designed without any regard for a driver having to reach the controls or even use the armrests while driving. The Camaro is much more driver-centric, but the driver sits low and tight, and visibility is almost nonexistent. In the Challenger, the driver sits relatively high, visibility is comforting and nothing is out of reach.

The Goodyear tires handle and grip well, but the enormous HEMI engine can overcome them during hard, off-the-line acceleration. My best zero-to-60 time came after feathering my starts to avoid the natural fishtail. Eliminating the fishtail ultimately meant shaving off four-tenths of a second.

The Dodge Challenger is simply the most enjoyable to drive, compared to the Camaro and Mustang muscle cars. While the driver position seems the most natural of the three cars, it may not appeal to some enthusiasts. Some may actually find the Challenger too comfortable.

The throaty exhaust, however, insinuates this car is anything but comfort. As any great muscle car should, the Challenger sounds amazing.

Conclusions

On the surface, the Camaro and Mustang have an iconic status and styling cues that make them more popular than the Challenger. Behind the wheel, however, the Dodge muscles ahead of the pack.

It is a beautiful car, but in a way that speaks to the track more than refinement. The Challenger is a large and heavy car, but horsepower and torque can overcome that.

While practicality is rarely a priority of the average American muscle car buyer, the Challenger is practical. The backseat is not out of the question for an adult or two, and the daily freeway- and city-driving most cars endure seems better suited to the Challenger than to its competitors.

For Chevy and Ford fans, the comments section can be found below...

Specs

Vehicle type: two-door, rear-wheel drive, five-passenger car (realistic seating for two to four people)

Engine: 6.4-liter HEMI V-8 SOHC

Displacement: 392 cubic inches

Transmission: Eight-speed auto with manual mode and paddle shifters

Power: 485 horsepower, 475 pound-feet of torque

Performance: 4.2 seconds zero to 60 mph; 12.6 seconds quarter mile at 112 mph

Wheelbase: 116.2 inches

Ground Clearance: 5.2 inches

Cargo Capacity: 16.2 cubic feet

EPA gas mileage: city/highway 15/25 miles per gallon

Warranty: Five year/60,000 mile powertrain; 3 year/36,000 mile bumper-to-bumper; one year of Sirius XM radio included

Price as Tested: $46,165