2023 Dodge Challenger Shakedown_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

This car is anachronism, and it has been that way since its inception.

Just look at it. Slab-sided, with tiny windows, massive wheels, and a long hood, but also little round headlights like eyes peeking out from under a pulled-down ballcap that say, “what are you looking at?”

Even among muscle car rivals from Ford and GM, the Dodge Challenger is the most out there, perhaps flexing a little too hard, leaning into its own prodigious power and badassery a bit too much, and reveling it its horsepower king status for a bit too long.

<img class="aligncenter size-full wp-image-177684" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1465-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Ok dude, we get it – you’re the Captain America of muscle cars. Quit tying so hard.

But then you clunk its heavy driver’s side door shut, get comfortable in its bathtub environs, fire up one of its massive V8s, such as the 6.4-litre (392 cubic inch) HEMI, and the chortling of its deep bass exhaust fills the cabin – and your brain stem – with intense feelings of, “oh yeah!” and you forget how fundamentally absurd this car is.

Logic and common sense are tossed out the window and it’s time to go for a rip!

I’m not going to say those were my exact thoughts when I, for the last time, picked up a Challenger press car for a week’s worth of fun recently, but it was close enough.

As you may have heard, 2023 marks the end of production for the Dodge Challenger, along with its sedan stablemates, the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-dodge-charger-hellcat-redeye-widebody">Dodge Charger</a> and <a href="https://www.wheels.ca/vehicle-reviews/review-2020-chrysler-300-limited">Chrysler 300</a>.

<img class="aligncenter size-full wp-image-177689" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_dashboard-centre-console-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Like all automotive marques, Dodge’s future is electric, and they’ve indicated as much with the reveal of the Charger Daytona SRT, a pure electric concept first shown last summer. A production variant of that car is expected to go on sale next year.

But in the meantime, Dodge is ensuring the current third-gen Challenger will go out with a bang thanks to the release of seven “Last Call” special editions. The one shown here is a Shakedown Special Editon, which is the first of the Last Calls.

Originally, I was going to run through the Challenger’s history, which goes back to concept sketches first shown in 2005 but changed my mind because it’s ancient history, and the car we have now is what matters.

That said, the Challenger has an interesting backstory, as it was originally built on a modified platform and shared some Mercedes-Benz DNA because it was in development during the Daimler-Chrysler era. So please, feel free to read up on that stuff, as I did. It’s quite interesting.

<img class="aligncenter size-full wp-image-177696" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger-Shakedown_side-profile-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

Back to our story. One of the more remarkable aspects of the Challenger is its looks, which haven’t changed much throughout its 15 years of production. Comparing the 2008 model to the 2023 reveals only minor styling changes which is a nod to its iconic status.

It is clear Dodge has used the Challenger nameplate as a playground to introduce a flood of new colours, appearance packages and models throughout the car’s production run, particularly in the past half-decade or so.

Currently, there are nine regular models sold in Canada in addition to the seven Last Calls, and they are available in a broad array of colours to suit any mood. They came up with great names for these shades too, including Pitch Black for my tester.

Personally, I’ve had the good fortune to drive most, if not all, of the current Challenger lineup over the past decade. I’ve enjoyed each of these experiences, but the one I’ve driven the most is the 392 Scat Pack, and it is my favourite, and it serves as the basis for the Shakedown Special.

It’s not the most powerful but, in my view, it is the most connected to the Challenger’s early 1970s muscle car heritage, a time when big iron ruled, and you didn’t rely on a supercharger to go fast.

The Shakedown Special Edition epitomizes the essence of the Challenger, a feeling that is apparent from the time the starter button is pressed and the 392 spools up with the accompanying deep rumble of its HEMI V8. It is a deeply satisfying experience.

<img class="aligncenter size-full wp-image-177685" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/IMG_1474-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

And that sentiment carries through every aspect of this car. From the Mopar Shaker hood to the flared haunches, massive 20-inch wheels, and more Super Bee easter eggs than you can throw a stick at, the Shakedown’s emotional appeal hits one square between the eyes.

The 392 generates 485 horsepower and 475 lb-ft. of torque, which is transmitted to the rear wheels through a 6-speed manual transmission. And it’s quite fast too – that I can confirm.

But the cool-car stuff is what lingers in my mind, and I suspect most buyers have similar feelings.

Hood pins. Check.

Heavy clutch. Check.

Round analogue gauges circa 1971. Check.

Overstuffed seats that belong in your living room couch. Check.

I could go on, but you get the point. Consider that these days the average new car purchase is a small or medium-sized crossover, and this car hits like a bucket of ice water to the face.

It’s as non-conforming as one can get, a pizza and ice cream for dinner forever kind of car. And that, to me, accounts for much of its appeal beyond its performance credentials. If you want to feel like a badass, this is your car.

<img class="aligncenter size-full wp-image-177697" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/2023-Dodge-Challenger_front-fender-wheel-scaled.jpg" alt="2023 Dodge Challenger Shakedown" width="2560" height="1920" />

When one rumbles into a Wal-Mart parking lot, others will pause for a moment to watch the non-conformist behind the wheel pass in search of a parking spot. Did I just describe an experience I had while driving the Shakedown? Yes. And I loved it.

The fact that Stellantis is finally putting the Challenger out to pasture shouldn’t come as a surprise. One can make the argument that it’s long overdue. Electrification is the future, a reality that can no longer be put off, as all manufacturers have come to accept. That the Challenger and its siblings have survived this long is a testament not only to their popularity, but to our reluctance to let them go.

Their passing into the automotive afterlife is both sad and inevitable, but the time has come. One can hope the Dodge performance torch is successfully passed to the Charger Daytona SRT, but even if that comes to pass, the legacy of the Challenger will linger.
<h3><strong>2023 Dodge Challenger Shakedown Special Edition </strong></h3>
<strong>BODY STYLE:</strong> 2 door, 5 seater, full-size coupe
<strong>DRIVE METHOD:</strong> Front-engine, rear-wheel drive, six-speed manual
<strong>ENGINE:</strong><strong> </strong>6.4-litre V8 (485 hp / 475 lb-ft.)
<strong>FUEL ECONOMY:</strong><strong> </strong>(Regular 87) 16.7 / 10.4 / 13.9 L / 100 km (city / highway / combined)
<strong>CARGO VOLUME:</strong><strong> </strong>458.7 litres (16.2 cu ft.) <strong>
PRICE:</strong><strong> </strong>$62,995 base / $85,670 as tested, incl. freight, excl. taxes and fees
<strong>WEBSITE: </strong><a href="http://www.dodge.ca">www.dodge.ca</a>

One last spin in the Dodge Challenger

2023 Dodge Hornet GT in Gray Cray

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

For the first time in a decade, Dodge dealerships will be on the receiving end of an all-new car. Set to play in the unfathomably competitive small crossover segment, the Dodge Hornet will be a much-needed product for those hucking Dodge metal – especially after the <a href="https://www.wheels.ca/news/the-dodge-demon-170-is-the-quickest-hardest-accelerating-production-car-in-the-world">Charger and Challenger</a> are put out to pasture at the end of this year.

Base Camp readers will want to know about the $37,995 GT trim, powered by a 2.0L turbocharged four-cylinder engine making 268 horsepower and 295 lb.-ft of torque. All-wheel drive is standard in Canada, and a nine-speed automatic transmission handles shifting duties. Hewing to Dodge’s reputation as the purveyor of vehicles purporting to be sportier than average, Koni-branded frequency selective dampers are standard kit, while flashy Brembo brakes show up on the options sheet.

Visually spotting the difference between base GT and next-tier R/T is easy with the Hornet – just take a look at its rear fascia. The latter has a pair of loud-n-proud exhaust tips poking out under its bumper, while the GT’s are much more discreet. Up front, GT gets a gloss black grille (and a curiously centred red Dodge badge), plenty of LED mascara for an aggressive lighting signature, and heat extractors on its hood which are actually functional. As per Dodge tradition, a palette of wild colours are on tap, including the likes of Hot Tamale and Acapulco Gold.

<img class="aligncenter size-full wp-image-175459" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Hornet-int-scaled.jpg" alt="Dodge Hornet interior" width="2560" height="1707" />

Inside the Hornet GT, the company has fitted a 10.25-inch infotainment touchscreen, packed with SiriusXM and integration with Amazon Alexa if you’re invested in that ecosystem. There are enough USB ports to keep all hands quiet, including rear seat passengers, though a wireless charging pad is absent. Seats move manually and aren’t heated unless you pay extra. Dual-zone automatic climate control keeps warring factions at bay. An attractive 12.3-inch reconfigurable digital gauge cluster sits ahead of the driver.

<strong>What We'd Choose</strong>

Making a $6,000 hike to the GT Plus trim retains the 2.0L gasoline-powered engine but brings many of the features missing on the standard GT. Navigation shows up in the 10.25-inch dashboard tablet, wireless charging sprouts from the centre console, and its rear liftgate gains a power-operated function. Better seats (covered in leather with heat and ventilation) are on tap for yer extra cash as well.

The $50,495 R/T is similarly equipped in terms of toys as the GT but brings an electrified powertrain to the table in the form of a plug-in hybrid system. Its 15.5-kWh battery pack permits roughly 50 kilometres of all-electric driving when conditions are right, a trait which may be very attractive to some shoppers. It qualifies for iZEV rebates, meaning some provinces will shave 10 stacks off its sticker price.

If you live in one of those provinces, the R/T is an easy choice since its net price of just over 40 grand compares well to the GT since it includes features – heated leatherette seats and heated steering wheel, for example – which are extra cost on the base model. The rest of us will have to either make the math work in terms of extra cost versus fuel saved, or simply go for the base GT and add the $995 Cold Weather package.

<strong><em>Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.</em></strong>

Base Camp: 2023 Dodge Hornet

The 1,025 horsepower 2023 Dodge Challenger SRT Demon 170 makes i

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

Dodge’s long-anticipated final “Last Call” Challenger, the Demon 170, is badass, technically impressive, and fast as hell.

1025 horsepower. 0 - 60 mph in 1.66 seconds. An official 8.91-second ¼ mile time.

That’s hypercar stuff. But perhaps most important for the muscle car and internal combustion faithful, it means the Dodge Demon 170 is a quicker accelerating production car than the previous record holder, the all-electric <a href="https://www.wheels.ca/vehicle-reviews/review-2021-tesla-model-s-plaid">Tesla Model S Plaid</a>.

Additionally, not enough has been said about the 170’s improvements over the <a href="https://www.wheels.ca/news/want-a-demon-ralph-gilles-head-of-design-at-fca-is-selling-his">standard Demon</a> — notably that it doesn’t need a crate with drag slicks, skinny front tires and a pile of re-tuned equipment to be installed before it can unlock its full capability.

There’s a sort of vitriol to the Demon 170. CEO Tim Kuniskis' entire reveal speech seemed to centre on a general theme of edgelord, “rebel”, “in your face” attitude. And if you’re into cars, as cringe-worthy as it is, you can’t help but be won over by that sort of thing — you can’t help but want to participate in the vitriol.

The Hellcat has always had that effect. You can’t help but become irrational, even <em>delusional</em> about it.

<img class="aligncenter size-full wp-image-175292" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DG023_156CL-scaled.jpg" alt="Dodge Demon 170" width="2560" height="1707" />

Even if you’re not into Dodge as a brand or muscle cars, there’s always been something about the attitude and approach to the Hellcat that was difficult to not admire. It conjures certain raw emotions in your gut that you can’t ignore. For whatever reason, you just want to believe “that car can do <em>anything</em>.”

Like the <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-t-first-drive-review">Porsche 911</a>, you have to put the Dodge Hellcat in the pantheon of cars that you sort of <em>have to like</em> as a car enthusiast.

Which is why it’s so damn satisfying to know that there’s at least one Hellcat variant in the Demon 170 which can toss some egg onto the face of a bad-faith billionaire’s bland vision of the future.

However…

We’ve got to come back down to reality a little bit on the Demon 170. Because while this ultimate Challenger is undoubtedly impressive, there are some giant misconceptions about what it is, what it can do, and how it can do it.

Let’s start with the thing muscle car enthusiasts care about the most. Power.
<h3>The horsepower is not (necessarily) the horsepower.</h3>
The Dodge Demon 170 makes 1025 horsepower… on a 170-proof E85 tune.

On regular pump gas the car makes closer to 900 horsepower. Still amazing. But it’s not as much as a Plaid, and crucially, 91-octane won’t unlock the performance the Demon needs to trounce a Plaid down the ¼ mile or between the lights.

“Well okay, just fill it with E85 then,” I hear you say.

To which I reply, “Good luck finding any in Canada.” There are only four E85 filling stations in the country, and they’re all in British Columbia according to a biofuels industry association.

Yes, you could probably find a way to order some by the barrel, or fill up during a trip to the States, but it’s all pretty inconvenient – and I’m sorry to say — way more inconvenient than charging your EV.

But hey, at least the Demon 170 is a performance bargain, right? Well, no actually.
<h3>It won’t cost under $100,000.</h3>
You won’t be able to breathe on this car for $100,000.

Dodge has already released the MSRP and it starts at a very plump $134,785 CAD.

That’s before any taxes or additional fees, And of course before any cursed markup. There are rumors Dodge has tried to control the dealers as best they can, but getting our hopes up seems ill-advised.

<img class="aligncenter size-full wp-image-175293" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DG023_148CL-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1707" />

Oh, and Canada is only getting 300 units, so use your imagination there. We all know the dealers will.

At any rate, the options list will still give your head a shake. If you want your Demon 170 with trick carbon fiber wheels, for example, that’s a cool $19,000 CAD.

Want a set of proper tires instead of those barely street-legal Mickey Thompson ET Street R drag radials? Those will be extra, too. And since those MTs are designed for use only on a prepped drag surface, a more streetable tire might be something you’ll want if you ever plan on just going for a drive.

Of course, you’re a fearless drag racing hero and would never bother with anything other than full launch rips in your Demon 170. Optional extras are for blue-blooded snots, city-slickers and people who don’t listen to Joe Rogan. All you really care about is achieving the best possible acceleration times.

Well, sorry to disappoint again, but there are some disclaimers in that area too.
<h3>The acceleration numbers are under <em>ideal</em> circumstances.</h3>
<a href="https://www.dodgegarage.com/srt-demon-170">The official, NHRA certified time is 8.91 seconds</a>. But <a href="https://www.caranddriver.com/dodge/challenger-srt-demon">Dodge claims they did one run at 8.61</a>. Which, if true… <em>wow</em>.

However, we have to understand that the sub-9-second ¼ mile time, as well as the eye-melting 1.66 second 0 - 60 mph capability, are only achievable under the best possible circumstances — <a href="https://www.caranddriver.com/dodge/challenger-srt-demon">even by Dodge’s own admission</a>.

<img class="aligncenter size-full wp-image-175296" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BU023_091EV-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1707" />

That means you need the E85 in the tank. It probably also means you need those $19K carbon fibre wheels. And the MT Street R drag radials equipped. And you had better be on a prepped drag strip. And you need to know what you’re doing.

I’m not saying it's not possible. I’m saying it all has to be <em>ideal</em>. And planned out.

In many ways, the Demon 170 demonstrates why ICE is an outgoing technology. Dodge needed to push the engineering so ridiculously far — to build a race car so hardcore it’s already been banned by the NHRA — and put the car in just the right circumstances, just to <em>barely</em> edge out the Tesla Plaid.

Something like the Tesla Plaid or <a href="https://www.wheels.ca/reviews/2023-lucid-air-grand-touring-performance-review">Lucid Air</a> or <a href="https://www.wheels.ca/reviews/electric-cars-can-be-exciting">Taycan Turbo S</a>, while not being quite as quick, don’t need all the prep to do what they do. You don’t need a prepared surface or special tires or a <em>special kind of electricity</em> to do 0 - 60 mph in two seconds and a ¼ mile in the 9s.

But… that doesn't mean I don’t want a Demon 170 more than I want literally any EV on the market right now. Hell, I want a Demon 170 more than I want both my kidneys. Because, like you, I am <em>delusional</em> about this car.

<img class="aligncenter size-full wp-image-175295" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BU023_094EV-scaled.jpg" alt="Almost everything about the final Challenger comes with an asterisk." width="2560" height="1703" />

The numbers, while impressive, really aren’t as important as the sensations, the emotions, the sounds, and the identity.

That’s all anybody ever really cared about when it came to the Hellcat anyway. The spirit of it. That’s the thing that always hypnotized us.

As a send-off to the ICE muscle car, that was really the only thing the Demon 170 actually needed to accomplish, and just by existing it already has. No asterisk required.

The Dodge Demon 170 Has Made Us All Delusional

IMG_5262

The last time Dodge introduced an all-new vehicle to their showrooms, Jack Layton had not long elevated his NDP party to the status of Official Opposition, London was holding a successful Olympic Games, and a cruise ship captain managed to capsize the Costa Concordia whilst trying to impress their date.

So, yeah – it’s been a minute.

Enter the Dodge Hornet, an entrant into the murderously competitive small crossover class, a segment where content is king and price is paramount. There are a lot of sales to be claimed in this arena but customers tend to be very unforgiving of vehicles which roll a gutter ball.

<img class="aligncenter size-full wp-image-175189" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/BFDED6B9-F3DF-4403-AF45-C3877D6C0E22-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

<img class="aligncenter size-full wp-image-175168" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5204-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The new Hornet will be available in two models, each with their own unique powertrain but both with the type of aggressive styling one has come to expect from Dodge. The GT is powered by a turbocharged 2.0L inline-four engine making 268 horsepower and 295 lb.-ft of torque. This is all funnelled to earth via a 9-speed automatic transmission and standard all-wheel drive.

Meanwhile, customers selecting an R/T will find a plug-in hybrid (PHEV) power unit in which a 1.3L turbocharged four tag teams a rear-axle-mounted electric motor and belt-driven starter generator to produce 288 horses and 383 lb.-ft of twist. A 15.5-kWh battery promises roughly 50 kilometres of all-electric driving when conditions are right. All-wheel drive is standard here as well, though the transmission is swapped for one with six cogs.

Knowing our readers, we palmed the keys to a base model GT and a top-spec R/T, models representing bookends of the new Hornet line both in terms of power and price.

First, the GT. Its turbocharged gasoline-powered engine was quick to respond to prods of the throttle whilst roaming the Blue Ridge Mountains near North Carolina, avoiding the sort of thrash associated with small-displacement turbo four-bangers. It feels stronger than a turbocharged <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> despite the Japanese competitor having more torque, and it blows the hopelessly underpowered <a href="https://www.wheels.ca/reviews/2023-honda-cr-v-sport-review">Honda CR-V</a> into the weeds. Engineers in Sterling Heights have worked on programming this nine-speed gearbox; it exhibits none of the weird shift patterns experienced in other Stellantis products with this many cogs, including your author’s own three-year-old Cherokee Trailhawk.

<img class="aligncenter size-full wp-image-175175" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5208-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

The R/T, with its PHEV powertrain, has three driving modes: Hybrid, Electric, and E-Save. The latter prioritizes the gasoline engine to save battery juice for later, while the other two are self-explanatory. Electric mode does a good job shunning gasoline engine use until necessary – a depleted battery or call for quick acceleration can light the fires – and can be used at speeds well beyond around-town pace. With roughly 50 clicks in yer electric pocket on a full charge, it is possible some Hornet R/T owners could avoid drawing from the 42L fuel tank for extended periods.

Power delivery in the hybrid is less linear than the gasser. A detent in the accelerator pedal’s travel must be pushed through for wide-open throttle and the system never seems to deliver the entirety of its advertised 383 lb.-ft of torque. This may be down to some number fudging, since that figure is listed as “total installed” torque instead of what may be available when both the gasoline engine and electric gubbins are at their peak.

For what it’s worth, the 1.3L ICE and rear axle e-motor produce maximums of 199 and 184 lb.-ft of twist, respectively. That does indeed add up to 383 but on the road it really doesn’t feel like the totality of that sum is available all at once. Mashing the Sport button helps, permitting the R/T to hang onto gears a tad longer. Transitions between gasoline and electric propulsion in Hybrid mode are smooth, exhibiting none of the harshness felt whilst piloting a Jeep Grand Cherokee 4xe, for example.

<img class="aligncenter size-full wp-image-175172" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5231-scaled.jpg" alt="Dodge Hornet R/T" width="2560" height="1920" />

A so-called “PowerShot” overboost feature can be accessed by pulling back on both steering column mounted shift paddles to allegedly summon an extra 30 horses for fifteen seconds. It’s a neat party trick but doesn’t produce the rush of endorphins provided by, say, the N Grin Shift button from Hyundai. Perhaps Dodge could program some snarly sounds and a colourful buzzing hornet animation on the gauge cluster as a cheap way to add extra theatre.

Both the GT and R/T benefit from a well-tuned suspension, featuring Koni frequency selective dampening shock absorbers and a rear suspension geometry which can trace its design roots to Colin Chapman’s efforts at Lotus. Entertaining handling characteristics help set the Hornet apart from its competitors, most of which drive like a bowl of week-old pudding. Drivers with a sporty heart can opt for a Track Pack, bringing even better Dual Stage Valve dampers but they cost between $3,195 and $4,790 depending on trim.

<img class="aligncenter size-full wp-image-175192" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5316-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

Every Dodge Hornet is equipped with an attractive 12.3-inch reconfigurable digital gauge cluster, dual-zone climate control bearing real buttons in the form of precise chiclets, and enough USB outlets to keep the peanut gallery at bay. Soft-touch surfaces are in all the right places, including on the instrument panel and centre console, while red stitching provides a splash of colour. The R/T’s paddle shifters are particularly nicely crafted, feeling and looking like the long and lithe blades of Worf’s bat’leth weapon.

Most people should find acceptable room in the driver’s seat, though those long of torso should consider a trim sans sunroof. Tall folks riding shotgun may also notice the Hornet’s centre console crowding their left knee, especially if their chair is moved forward – which it may be, since back seat space isn’t enormous. This 6’6” author found a lack of headroom and legroom whilst seated behind another six-footer, though people of non-NBA stature may not have this complaint.

Note well: young families packing a rear-facing child seat should bring one along on their test drive to make sure everything (and everyone) fits comfortably. While the Dodge crew are insistent the <a href="https://www.wheels.ca/vehicle-reviews/2022-mazda-cx-5-sport-design-review">Mazda CX-5</a> is their benchmark, that vehicle is about two inches wider, longer, and taller. The GT has 27 cubic feet of cargo space whilst the R/T has 22.9 thanks to its PHEV battery consuming a handy underfloor cubby present on the gasoline-powered model. The Mazda? 30.7 cubes. In terms of raw measurement, the Hornet occupies a space between compact and subcompact crossovers.

<img class="aligncenter size-full wp-image-175188" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/IMG_5330-scaled.jpg" alt="Dodge Hornet GT" width="2560" height="1920" />

The Hornet, then, is not easily categorized. Shoppers left without a home after the Cherokee is canceled may find it a size small, as could people cross shopping the R/T with other PHEV crossovers like the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-toyota-rav4-prime">Toyota RAV4 Prime</a>. However, if one plunks themselves in a Hornet with the right expectation of space, they will probably find a lot to like – especially if their penchants tilt toward the Hornet’s aggressive looks and interesting paint choices. Toss in an ability to deliver entertaining handling and Dodge is likely to find, in a segment which has more than its share of dullards, its assets will be more than enough for some customers.

Dodge Hornet GT and GT Plus models will be priced at $40,090 and $46,090 including destination. Making the walk to a plug-in R/T or R/T Plus will command $52,590 and $58,090 respectively, again including destination fees. The PHEV will qualify for government largesse through the federal iZEV program, guaranteeing a $5,000 discount, plus any provincial rebates available in your region.

Dodge says they’re expecting to sell about half the volume of their Mazda CX-5 bogey, a machine which sold about 24,000 units in Canada last year. GT trims should be arriving in dealers as you read this, while R/Ts – labeled a 2024 model – are slated to appear by the beginning of this summer.

<strong>2023 Dodge Hornet GT pricing (includes freight)</strong>

GT – $40,090

GT Plus – $46,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, all-wheel drive

POWER: 268 hp, 295 lb.-ft

CARGO VOLUME: 27.0 cu.ft (behind second row)

WEBSITE: <a href="http://www.dodge.ca">www.dodge.ca</a>

<strong>2023 Dodge Hornet R/T pricing (includes freight)</strong>

R/T – $52,590

R/T Plus – $58,090

BODY STYLE: two-row crossover

DRIVE METHOD: front engine, rear electric motor, all-wheel drive

POWER: 288 hp, 383 lb.-ft

CARGO VOLUME: 22.9 cu.ft (behind second row)

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2023 Dodge Hornet First Drive Review

The 1,025 horsepower 2023 Dodge Challenger SRT Demon 170, the Do

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

Dodge has done it again. Built a gas-powered monster that can accelerate harder and faster than any other production vehicle ever built. The Dodge Challenger SRT Demon 170 can leave any Tesla in a cloud of exhaust, along with countless seven-figure supercars both gas and electric. It's so quick that using its full performance on the drag strip will immediately get you banned from the strip.

With drag radials mounted to the rear, a drag strip suspension, and more than 1,000 horsepower, just how quick is it? The Dodge Demon 170 can do 0-60 miles per hour (98 km/h) in just 1.66 seconds. That's 2.004 g's of acceleration that rockets the Demon 170 through the quarter-mile in 8.91 seconds at 151.17 miles per hour.

<img class="aligncenter size-full wp-image-175127" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/demon-170-23.jpg" alt="2023 Dodge Challenger SRT Demon 170" width="2500" height="1612" />

The heart of the Challenger SRT Demon 170 is a honking supercharged V8. Developed from Dodge's Hellephant C170 crate motor, the Demon 170's 6.2L supercharged V8 makes 1,025 horsepower.

How? It starts with a larger supercharger. With 40 percent more boost, a total of 21.3 psi, it can flow 30 percent more air than the supercharger Dodge used for the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-dodge-charger-hellcat-redeye-widebody">Hellcat Redeye Widebody</a>.

The Demon 170's fuel injectors can flow more than 164 gallons of fuel per hour. That's more than your showerhead. A 105mm throttle body lets 33 percent more airflow into the engine than the 2018 Demon. With air intakes in the headlights and the hood making sure that air is packed in as quickly as possible.

To handle the extra boost pressure, and the 32 percent higher in-cylinder pressures, Dodge has beefed up almost everything. Upgraded main bearings with higher-strength bolts. Mightier connecting rods with heftier bushings. Even stronger steel studs to hold down the cylinder heads.

<img class="aligncenter size-full wp-image-175123" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/demon-170-12.jpg" alt="2023 Dodge Challenger SRT Demon 170" width="2500" height="1331" />

Even all of those changes were only enough to make 900 horsepower. More than the 2018 Dodge Challenger SRT Demon's 808, but not enough for the Dodge team.

The trick to 1,025 was ethanol. The Demon 170 supports E85 fuel, a mix of 15 percent high-octane gasoline and 85 percent ethanol. The engine computer uses a sensor to know when you're using the 105-octane fuel and unleashes all of the V8's power.

That ethanol fuel is also the source of the car's name. Ethanol is alcohol, and the Demon 170 needs to drink plenty of it. 85 percent is 170 proof. There's your name, and it's reflected in the Demon 170 badge, which also gets a yellow eye to tell you it's on ethanol.

<img class="aligncenter size-full wp-image-175122" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/demon-170-8.jpg" alt="2023 Dodge Challenger SRT Demon 170" width="2500" height="1667" />

The rear tires were developed by Mickey Thompson along with Dodge exclusively for this car. The 315/50R17 ET Street R drag radial tires have a massive footprint and an extremely soft compound. The tires are designed with taller and nylon sidewalls to give the driver more of the "wrinkle effect" that transforms power into traction and launch speed.

Dodge hides those rear meats and their 17-inch wheels behind fender flares just like the 2018 Demon's. At the front, though, Dodge dropped the flares. The front tires are 245/55R18 Mickey Thompson ET Streets. Not quite slicks and skinnies like a classic dragster, but not far off. Losing the fender flares helped trim kilos, too.

And trimming weight was important. Despite thicker drive shafts and a larger ring and pinion, the car is 157 pounds lighter than a Hellcat Redeye. Some of that comes from carbon fiber wheels, lighter front brakes, hollow sway bars, passenger and rear seat delete, and even lightweight carpet.

<img class="aligncenter size-full wp-image-175128" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/demon-170-24.jpg" alt="2023 Dodge Challenger SRT Demon 170" width="2500" height="1667" />

Adaptive dampers from Bilstein help maximize the Demon's launch. New geometry increases contact patch under load and the damping increases weight transfer for rear tire grip. The Demon 170 has a chiller that uses the AC to cool the intercooler. It also gets Line Lock for burnouts, Launch Control, and a next-generation TransBrake 2.0.

A maximum of 3,300 Demon 170s will be built, 300 for Canada, the rest for the U.S. But production might not hit that total, because Dodge says there are limitations behind the scenes.

Each buyer will get a Demon decanter set and a custom dash plaque. Direct Connection will offer accessories like carbon fibre bits, and even a parachute. Pricing starts from $130,890, and orders close May 15th. Production runs from mid-year until the end of the year.

The Dodge Demon 170 is the Quickest, Hardest Accelerating Production Car in the World

Mustang Dark Horse

I wish I could be a sensible, consumer-advice oriented auto journalist and tell you with a straight face that the cars worth looking forward to are your responsible family sedans or whatever new electric SUV is on the way.

But let’s be honest, the cars we really want to drive are almost totally irrational. The ones that get our hearts pounding. The ones we hope will live up to the hype. The ones that feel like a breath of fresh air amongst a sea of sameness. The ones that truly give us something to<em> look forward to</em>.

Like a holiday. You look forward to a holiday, “Where will we go? What will it be like? What memories will we make? How much <em>fun</em> <em>will we have</em>?”

So while you may not find an abundance of cargo space, towing capacity or tech trinkets on this list… you will find a heaping helping of excitement.
<h3><strong>2024 Ford Mustang</strong></h3>
<img class="aligncenter wp-image-174037 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Mustang-Dark-Horse-10-scaled.jpg" alt="Mustang Dark Horse" width="2560" height="1706" />

The big news with the upcoming Mustang generation is not so much what’s different, but what isn’t. Yes, the exterior has received a very modern, very angular refresh. Yes, the interior is now clad in clunky screens, with an all-digital driver interface. Yes, there are new gimmicks like being able to rev the engine from your key fob (cool?).

But what seems to have impressed most and even upset some expectations is that the new Mustang lineup will still consist entirely of internal combustion-powered vehicles. For all of you who begrudged the <a href="https://www.wheels.ca/reviews/review-2021-ford-mustang-mach-e-gt">Mach E</a> — this just might be how Ford was able to keep the V8 alive in the OG Mustang.

The 2.3-liter EcoBoost and Coyote 5.0 V8 will return, albeit with increases in horsepower. The star of the show, however, is the new “Dark Horse” which is not only the first new Mustang nameplate in decades but also features a very healthy 500 horsepower in addition to other performance goodies over the standard GT.
<h3><strong>2023 Toyota GR Corolla</strong></h3>
<img class="aligncenter size-full wp-image-174033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Black_018-scaled.jpg" alt="GR Corolla" width="2560" height="1707" />

We’ve had our go at some pre-production prototypes of the <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a> and for the most part, everything you’ve heard about it is true. Sure, the stats are neat. 1.6-litre three-cylinder engine producing 300 horsepower. Proper six-speed manual. A configurable all-wheel-drive. Pilot Sport tires. Good stuff.

What the stats can’t tell you is how responsive the steering is. Or how easy the car is to rotate. Or how satisfying the gear selector is to slam into place as you nail a crisp shift. Or how joyful the engine is to rev out. A spec sheet cannot explain how you will never, ever get tired of hearing the turbo blow off valve.

If the production versions are anything like the pre-production cars, we can’t wait to have another go. However our biggest hope is this new hot hatch champ won’t be spoiled by vicious dealer mark up.
<h3><strong>2023 BMW M2</strong></h3>
<img class="aligncenter size-full wp-image-174032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/P90482699_highRes_the-all-new-bmw-m2-r-scaled.jpg" alt="BMW M2" width="2560" height="1707" />

It’s difficult to imagine the latest M2 not being an instant slam dunk. The lesser M240i is already receiving high praise and as the original M2 became something of an instant classic akin to the original M3 — how could an evolution on the formula go wrong? Surely the upcoming M2’s power buff up to 453 horsepower is the only thing the new car needed, right?

Well, maybe. Because while there is a lot more power on tap, BMW has also added over 300 lbs to this new car.

The issue? More talented drivers than myself have sighted this may make the car less playful at the limit — ironically mirroring grievances with newer M3 cars — and cutting against what made the original small M cars so special.

Will it be a great sports coupe? Almost undoubtedly, yes. But will it recapture the magic of the original? That’s the real question.
<h3><strong>2023 Chevrolet Corvette Z06</strong></h3>
<img class="aligncenter size-full wp-image-174034" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-chevrolet-corvette-z06-202-scaled.jpg" alt="Corvette Z06" width="2560" height="1707" />

670 horsepower. 460 lb ft of torque. A new 5.5-liter V8 that revs to 8,600 RPM. 60 miles per hour in 2.6 seconds. That’s hypercar stuff from what used to be a car most associated with golf and alimony payments.

Sure, prices will be outrageous, but if you can get one for what GM intends to charge — a base price of $128,198 — you’re talking about a vehicle which will still do the same tricks as cars with price tags worth twice, even three times as much. This is America’s answer to the <a href="https://www.wheels.ca/reviews/review-the-2022-porsche-911-gt3-touring-is-motoring-at-its-very-best">Porsche GT3</a> and mid-engine Ferraris.

Watching videos of first driving impressions, you could swear you were watching people achieve pure bliss through some kind of experimental drug trip in the rainforest. So, yeah… we want to drive it real bad.
<h3><strong>2023 Dodge Hornet</strong></h3>
<img class="aligncenter wp-image-174031 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/dodge-hornet-glh-scaled.jpg" alt="Dodge Hornet" width="2560" height="1707" />

Like Dodge being forced to make <a href="https://www.wheels.ca/news/first-look-2023-dodge-hornet">the Hornet</a>, we too had to eat our vegetables and put at least one sensible crossover on the list.

However, what’s most intriguing about the new Hornet is that it seems like Dodge at least made an effort to add a little hot sauce to their vegetables. Sure the Hornet is more or less just a rebadged Alfa Romeo. But it mercifully doesn’t look like another boring, shapeless, road-going space egg. Dare we say this crossover actually has some character, some attitude, and a little <em>meanness</em> to its presence.

More importantly, Dodge is also promising some sincere performance across the model range in the form of big brakes, sticky tires, as well as respectable power and acceleration.

The Hornet GT comes with 265 horsepower as standard. An upcoming R/T plug-in hybrid model will make another 20 horsepower — Dodge says the R/T PHEV can do 60 mph in 6.1 seconds when using something called “Powershot mode” which temporarily adds another 25 horsepower (cool).

And there's a GLH model on the way which will make… s’more power and presumably will “go like hell”.

The base GT starts at $40,000 and while that might be a notable premium over segment champions like the RAV4, it’s a small price to pay for personality.

5 Vehicles We’re Looking Forward To In 2023

news 1-9 (1)

<strong>Volvo first to use HD Maps</strong>

<img class="aligncenter wp-image-173949 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/news-1-9-3.jpg" alt="Volvo EX90 Google HD Maps" width="2500" height="1406" />

The Volvo <a href="https://www.wheels.ca/news/volvo-ex90-marks-a-new-generation-of-electric-swedes">EX90</a> will be one of the first vehicles on the market to support Google HD Maps. A new and more comprehensive map that's designed just for automakers. The perks? Highly detailed and more up-to-date road information. Details like lane markings and the location and meaning of road signs. The new maps will be used along with the EX90's LIDAR, cameras, and radar sensors to help make its advanced safety features work. Volvo says it will allow semi-autonomous driving features like lane change assist and Pilot Assist. Volvo says the HD maps will support Level 2+ and Level 3 autonomous driving technology once the L3 system becomes available.

<strong>Dodge Last Call Reveal moves to March</strong>

<img class="aligncenter size-full wp-image-173948" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/news-1-9-2.jpg" alt="Dodge Last Call" width="2500" height="1667" />

Dodge has rescheduled its Last Call event to showcase the final special edition of the current Dodge Challenger and Charger. Originally set for last November, it has been pushed to March 20th at Las Vegas Motor Speedway. The six prior Last Call models had been mostly small trim and feature changes. This one has us anticipating something big. Not just because of the delay, but because Dodge is now planning a car show, drag racing, and a showcase of the Dodge Charger Daytona SRT electric concept.

<strong>2022 was a slow year for auto sales</strong>

Canadian Auto Sales in 2022 were the lowest since 2009, but this time it's not just the economy to blame. A total of 1.49 million new cars and trucks is 9.1 percent less than last year, according to DesRosiers Automotive Consultants. Sales trends have been all over the map over 2022, based largely on how an automaker is navigating global supply chain and inventory issues that particular month. Ford was the top-selling brand in 2022 with 240,325 vehicles sold. GM was second with 228,003, up 4.8 percent from last year. If inventories improve over 2023, as expected, sales could continue to grow, though that is largely hinging on the economy and rising interest rates which are causing monthly payments to climb.

<strong>Noisy Law</strong>

That funny noise that comes from hybrid and electric cars at low speeds is now the law. Though most EVs, hybrids, and PHEVs have already made the noise since U.S. regulations came into play in 2018, it is now also the law in Canada. As of December 21 2022, all new hybrid and EV models must make the sound at lower speeds. The vehicles were found to be so quiet at low speeds that there was an increased risk of collision for cyclists, pedestrians, and persons with disabilities. A study by US regulator NHTSA found that hybrids and EVs were 20 percent more likely to hit a pedestrian than a gas model and 50 percent more likely to hit a cyclist.

<strong>A Canadian EV</strong>

Say hello to the Arrow. Project Arrow was revealed at <a href="https://www.wheels.ca/top-ten/ces-2023-eight-of-the-latest-reveals-in-automotive-tech">CES last week</a>, and it's a showcase of what the large Canadian automotive industry is capable of. Beyond the big automakers who build cars here, Toyota, Honda, GM, Ford, and Stellantis, there exists a huge number of suppliers who help not just build the parts but develop the innovations that go into to those vehicles. Project Arrow puts those innovations into one place to show them off. It's a fully-electric model capable of Level 3 autonomous driving. 97 percent of the car's components come from Canada. Don't expect to see it on the road anytime, but do expect the components underneath that bodywork to end up in future EVs from automakers around the world.

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