Skip to main content

First drive: 2016 Dodge Challenger SRT Hellcat

The 2016 Dodge Challenger SRT really is a Hellcat on the track

2016 Dodge Challenger SRT Hellcat
Image used with permission by copyright holder

“Why you can trust Digital Trends – We have a 20-year history of testing, reviewing, and rating products, services and apps to help you make a sound buying decision. Find out more about how we test and score products.“

While the Challenger SRT Hellcat has been out terrorizing the streets of America and beyond for some time now, it’s safe to say that the 707 horsepower muscle car demands to be unleashed on a track.

Recommended Videos

Dodge and SRT have been running the SRT Track Experience ever since 2005 when the first SRT vehicles started rolling off out of the factory and into the hands of enthusiasts, with the idea of providing new owners some time on a road course to get better acclimated with their cars in order to get the most out of these high performance machines. While the program has been a success ever since it launched, it recently became clear with the introduction of the Challenger and Charger SRT Hellcat models – along with the incredibly capable fifth generation Viper and other SRT vehicles that have recently seen a substantial leap in capability – that Dodge needed to step things up a bit.

Accordingly, they’ve partnered up with the Bob Bondurant High Performance Racing School to conduct the SRT Track Experience. Located in Chandler, Arizona, the Bondurant school is a purpose-built facility designed for high performance driver training.

Since 1968, Bondurant has been teaching tens of thousands of drivers ranging teenagers and military personnel to professional race car drivers in disciplines ranging from evasive maneuvering and car control techniques to high-speed race course driving. Racing icon Bob Bondurant and his roster of instructors – many of which are also highly successful former racers – are on hand to provide their expert tutelage, and that’s particularly reassuring when you’ve got 707 horsepower under the hood, a six speed shifter in hand, and plenty of adrenaline running through your veins.

Great power, great responsibility

For every YouTube video of a Challenger SRT Hellcat dusting a Lamborghini Huracan out there there’s also a story about someone wrapping one around a tree minutes after leaving the dealership or a clip of a guy roasting the tires all the way down the drag strip to a pitiful loss. As remarkably easy as these cars are to drive around town, the torrent of horsepower and torque they can dish out on command is something that has to be respected.

2016 Dodge Challenger SRT Hellcat
Image used with permission by copyright holder

Ask any experienced high performance driver what the best way to improve a car’s performance is and they will invariably suggest a driver mod – or in other words, improving your skill behind the wheel before worrying about the ceiling of the car’s capability. That notion isn’t lost on the folks from Dodge and Bondurant, so the SRT Track Experience will now include not only road course laps, but skid control, autocross, and crash avoidance training as well.

The Challenger SRT Hellcat is just great at being an immensely fun car that’s exceptional in everyday use and still engaging at the track.

In different ways, each of these disciplines reinforce high performance driving fundamentals: Using your eyes to point the car where you want it to go (rather than what you want to avoid), understanding handling dynamics based on grip and where the car’s weight is focused during a particular maneuver, applying throttle and braking inputs smoothly, and listening to what the car is telling you through the wheel and elsewhere.

In terms of the latter, it’s worth noting that while the rest of the Challenger lineup (including the SRT 392) gets electrically assisted steering, the Hellcat model sticks with a hydraulically assisted unit. A while ago I asked an SRT engineer about the rationale behind this move, assuming it had something to do with the packaging constraints that the supercharged 6.2-liter V8 introduced into the mix. As it turns out, that was not the case – Hellcat development started before the rest of the refreshed lineup did, and SRT engineers simply weren’t satisfied with the steering feel and level of feedback provided by the electric racks available at the time. It might sound trivial, but that engineering mindset goes a long way here.

On the track

The Challenger SRT Hellcat gets a fair amount of flak from those who haven’t driven it – accusations that it’s a one trick pony that can only go in a straight line. Make no mistake, the Challenger is big and should never be confused with a purpose-built sports car – that’s the Viper’s wheelhouse. But SRT’s engineers clearly spent a lot of time making this a well-rounded performance vehicle that’s not only easy to drive in the real world and absurdly fast in a straight line, but also highly capable on a road course as well.

The Bob Bondurant School of High Performance Driving in Chandler
Image used with permission by copyright holder

At 4,500 pounds, the Challenger SRT Hellcat is no McLaren, and transitioning between a Viper TA 2.0 and the Challenger between road course lapping sessions serves to drive home the difference between a muscle car and a sports car in terms of size, weight, center of gravity and driving position. But the truth of the matter is that this car can maintain an extremely fast pace on the track, and do so lap after lap without mechanical hiccups.

Despite having more weight at the nose than ever, the Challenger SRT Hellcat is surprisingly neutral. As has ways been the case with SRT’s muscle coupe, rotation is just a stab of the throttle away, although now with so much more power on tap, ham-fisted inputs aren’t as defensible as they once were. The new traction control system will certainly save your neck if you decide to ignore physics and get on the throttle too early, and plowing into a corner is certainly still possible since front end grip is ultimately finite. But where the road course was something of a novelty for the Challenger in years past, the SRT Hellcat is absolutely a capable dancing partner a the track and will reward good behavior with progressively faster lap times.

Make no mistake, the Challenger is big and should never be confused with a purpose-built sports car.

Complimenting that supercharged Hemi is a set of massive Brembo brakes, with six piston calipers up front that chomp down on 15.4-inch discs, while four piston units are mated to 13.8-inch rotors in the rear. Despite the warm Arizona weather and the near-constant lapping done throughout the day on Bondurant’s road course, none of the Challengers I drove exhibited brake fade at any point – even when I was allowed to chase an instructor car without any other journalist cars in tow to anchor us at a slower pace.

However, it’s worth noting that the Bondurant school uses motorsport-style brake pads on all of their cars. While these pads help make the cars even more resistant to brake fade, the tradeoff is that the brakes are far noisier than they would be off the showroom floor. Having previously driven a showroom-stock Challenger SRT Hellcat during lapping sessions at Auto Club Speedway’s sport car course, which includes multiple sections where speeds can exceed 140 miles per hour and are immediately followed by heavy braking sections, I’d say that the standard pads are up to the job in all but the most extreme cases – like the near-constant everyday track use that the cars at Bondurant see – and they’re as quiet as can be, unlike most carbon ceramic setups.

On the road

At the end of the day I hopped in a Hellcat for the drive back to the hotel from the Bondurant facility. Aside from the livery, brake pads and the tires it rolled on (Pirelli supplies the Hellcat’s factory-installed tires but Goodyear sponsors the Bondurant school and provides Eagle F1s for their training cars), this Hellcat was essentially identical to the ones we had been abusing all day out on the track. But instead of strapping on my helmet, I sunk into the plush leather seats, turned on the AC, cranked up the stereo, and headed out on the highway.

Therein lies the genius of this car. Many performance cars focus their efforts so sharply on a particular metric that it serves as a detriment to the overall enjoyment of the car – an unyielding stiff suspension might be useful on certain track surfaces but it’s invariably unpleasant on public roads, and a small chassis is great for lap times but less so when you need to go to Costco.

And that’s where the Challenger SRT Hellcat suddenly starts to make a whole lot of sense. Rather than chasing mythic lateral g ratings or Nurburgring times, the Challenger SRT Hellcat is just great at being an immensely fun car that’s exceptional in everyday use and still engaging at the track. It looks cool, sounds fantastic, it’s comfortable, it’s capable, and it’s even relatively practical on some level – all without any modification whatsoever.

Tuning the nut behind the wheel

If there’s any scenario that can clearly illustrate how driver skill is of paramount importance to performance, it’s the Bondurant Racing School. In the early part of the day, we took a trio of passes around the autocross course, and my best time was a 26.25. In recent years I’ve really found myself drawn to autocrossing because it really allows you to pinpoint areas for improvement in your skill set with more precision than a road course does, so I made a point to revisit the course later in the day when the program had concluded but we still had an hour or so to kill.

After a dozen laps and feedback from Bondurant’s instructors, I managed to bring my time down to a 23.18, dropping more than three seconds in the process. That’s an eternity on a course that short, and apparently it put my time on par with a driver who had formerly raced Vipers Cup cars in a semi-pro capacity but had opted to only do the first trio of laps earlier in the day, rather than the additional laps I put in later on.

That’s something to consider the next time a discrepancy of hundredths of a second in a comparison test between two models puts doubts in your mind about a particular car’s performance prowess – the driver mod counts for a lot more than you might think, and new SRT owners are about learn how to go very fast at Bondurant.

Highs

  • Absurdly powerful
  • Sinister throwback style
  • Sounds like an old-school NASCAR racer
  • Comfortable, with room for five
  • Great bang-for-your-buck performance

Lows

  • Heavier than ever at 4,500 pounds
  • Start a savings account for tires, you’re going to need it
Bradley Iger
Former Contributor
Relocating to Los Angeles after competing his undergraduate degree in Rhetorical Studies at the University of California…
Electric Muscle Misfire? Dodge Pulls Charger Daytona R/T from 2026 Lineup
electric muscle misfire dodge pulls charger daytona r t from 2026 lineup all new

The Dodge Charger Daytona R/T, once hailed as the vanguard of Dodge’s electric muscle car future, is being dropped for the 2026 model year.
According to a report from MoparInsiders, the Scat Pack variant will now lead the Daytona lineup, marking a significant pivot in Stellantis’ EV strategy.
Originally introduced with bold ambitions, the Charger Daytona R/T was designed to offer an accessible gateway into electric performance. With its 456-horsepower dual-motor setup and optional 509-horsepower Direct Connection stage kit, it seemed poised to excite both muscle car fans and EV newcomers. However, market realities have painted a different picture.
Industry and media reports highlight the core issue: buyers just weren’t biting. Despite its impressive specs and nostalgic design cues, the R/T struggled to justify its price tag, starting near $60,000. At that level, buyers expected either more performance or more premium features. Without strong sales traction, Dodge made the tough call to shelve the R/T variant for 2026, opting instead to focus on trims that resonate better with customers.
As we reported in December, the Charger EV was launched with an off-beat marketing message to “save the planet from self-driving sleep pods.” The goal was to retain Dodge’s brand identity—muscle, aggression, and driver engagement—even in the electric era. The Charger Daytona R/T was supposed to be the perfect balance of price and performance, but it seems the target audience wasn’t ready to make that leap at that price.
Importantly, this doesn’t spell the end of the Charger Daytona altogether. Higher-performance models like the Scat Pack and Banshee are still in the pipeline and, interestingly, are being adjusted for price competitiveness. Several trims are reportedly seeing price cuts, suggesting Stellantis is serious about making these vehicles more appealing and accessible.
For enthusiasts, the takeaway is clear: the electric muscle car isn’t going anywhere, but automakers are still figuring out how to sell it. The demise of the R/T is less a failure and more a recalibration—proof that even the boldest plans need to stay flexible in the face of consumer demand.

Read more
The all-electric Cadillac Vistiq makes the Escalade redundant
2026 Cadillac Vistiq front-quarter view.

Cadillac wants a full lineup of electric vehicles, and it’s nearly there. It has a standard crossover SUV (the Lyriq), an entry-level model (the Optiq), an electric version of its flagship Escalade (the Escalade IQ), and even a baroque showpiece (the Celestiq). But something’s missing.

For a modern luxury brand, a midsize three-row crossover is key. Customers for whom a Toyota Highlander is too déclassé need something to take their kids to lacrosse practice, but may not want something as big as an Escalade. This isn’t the most exciting design brief, and that’s reflected in the gasoline Cadillac XT6, which has always felt like nothing more than a placeholder. Its new electric counterpart, the 2026 Cadillac Vistiq, is anything but.

Read more
With the Ioniq 9, Hyundai struggles to clear its own high bar
2026 Hyundai Ioniq 9 front quarter view.

Hyundai has used the clean-sheet nature of electric powertrains to make new vehicles radically different from its internal-combustion models, but what happens when the best thing a new car can be is ordinary? The 2026 Hyundai Ioniq 9 is a three-row SUV that, to succeed, needs to prioritize space and an effortless ownership experience over radical styling or sports-car driving dynamics. That doesn’t leave much room for creativity, but Hyundai has done its best by giving the Ioniq 9 futuristic styling combined with the proven E-GMP dedicated EV platform from its other Ioniq models and the Kia EV9.  The enthusiastic response to the EV9, from Hyundai’s sibling brand, shows why, despite having two gasoline three-row SUVs in its lineup already, Hyundai needed an all-electric one as well.

Another daring design from Hyundai

Read more