Buzz of a re-born Challenger was strong even before the concept version was revealed at the Detroit auto show in 2006, so it came as no surprise when Dodge confirmed it would build a modern version of its legendary Woodward cruiser. Since the announcement, the brand even posted a countdown timer on the Internet so that hardcore fans could know exactly how much time they had left to save up cash before the car's introduction. This spring, you too can have a Challenger, assuming you like one of the three colors on offer and don't mind an automatic transmission. But let's not get ahead of ourselves.

The ill-fated marriage of Mercedes-Benz and Chrysler was annulled only last year, and most would be hard-pressed to find any treasure in the piles of leftover DaimlerChrysler detritus. Except, that is, for a certain world-class rear-drive chassis that was borne from the merger of unequals. This platform, called LX, was pieced together from the front suspension of Mercedes' W220 S-class and the W210 E-class's rear. It made cars such as the Chrysler 300 and Dodge Magnum media darlings and customers faves. A year later, Dodge gained a sedan version of the LX, the Charger, and its NASCAR looks and brawny nature fit perfectly into Dodge's "Grab Life by the Horns" ad campaign. Just like the original Charger, it provided the basis for Dodge engineers to create something new. Starting with the 120-inch wheelbase sedan, Dodge hacked off four inches between the axles, added a two-door, retro design on top of it, and voila — the new Challenger.

And what a big Challenger we have here. The original car was the Mama Bear of boulevard bruisers — too large to be a pony car, too small to be a muscle car. The new car, however, is its father's son. To get a full appreciation of its footprint, you need to look at the dimensions of a Challenger key competitor: the Ford Mustang. The Dodge is nearly ten inches longer, rides on almost a nine-inch longer wheelbase, and is more than two inches wider. Then there's the weight. At 4140 pounds, the Challenger is big, fat, and happy. Sure, it weighs only 220 pounds more than a GT500, but let us not forget that the Shelby is a porker as well. You want real proof of the Challenger's bulk? The Dodge is an embarrassing 690 pounds heavier than a Mustang GT. You quickly understand why Dodge chose to do something they've only ever done for the Viper: namely, launch the SRT model as the only version for the first model year.

Powering the Dodge Challenger SRT8 is the familiar 6.1-liter pushrod V-8 that also lives in the SRT versions of the Chrysler 300C, Dodge Charger, and Jeep Grand Cherokee. Maximum horsepower and torque is the same as in these other SRT models (except the Jeep, which puts out five fewer horses): 425 hp at 6200 rpm and 420 lb-ft at 4800 rpm. The sole transmission is the familiar five-speed automatic designed by Mercedes but built by Chrysler in Kokomo, Indiana. This transmission will be customers' only choice for the 2008 model year's short run of 6400 Challenger SRT8s (plus 800 split between Canada and Mexico). Strong rumors (as well as some very clear interior spy photos) suggest that a Tremec six-speed manual gearbox, as well as smaller V-8 and V-6 engines, will be available for the 2009 model year.

Those spy photos also gave us an early view of the rest of the interior. Sadly, the finished product is just as the spy pics foreshadowed — nondescript. Where the forthcoming Camaro runs up to its vintage dash and gives it a big, where-you-been? hug, the Challenger's interior could be out of an anycar. The Camaro features retro main gauges and a nicely integrated auxiliary gauge cluster in front of the shifter, while the Dodge makes do with basic LX-platform hand-me-downs. Sure, the center console is tilted toward the driver and the dash skin is unique to Challenger, but compared with the concept, which drew heavily on the layout of the '70 Challenger's instrument panel and center console, the one that will be arriving in showrooms lacks the exterior's sense of occasion.

At least Dodge didn't skimp on equipment. Standard kit includes heated leather seats, a 13-speaker Kicker audio system, stability control, Xenon headlights, Bluetooth, and Sirius. Base price for the Challenger SRT8 is $40,095 including destination and the $2100 gas-guzzler tax. For a mere $50 more, you can spec Goodyear Eagle F1 performance tires instead of the standard all-season Goodyear Eagle RS-As. This ultra-low-cost alternative, a throwback to original pony-car option pricing, also includes a slightly wider, 255/45R-20 rear tire instead of the standard 245/45R-20 setup all around. Either choice uses 20 x 9-inch, five-spoke, Alcoa forged-aluminum wheels at all four corners. There are just two other options: a $950 sunroof and an $890 MyGIG navigation and media-storage system. For the first model year, you can choose between three colors only: Hemi orange, silver, or black. Dodge may offer buyers the opportunity to spec a Vanishing Point replica for 2009, as white is said to be one of the expanded exterior colors for the second model year. If you go this route, just keep your eyes peeled for a couple of bulldozers on your mad dash from Denver to San Francisco.

But should high-speed enthusiasts like us really care about a big, overweight car like this? A romp in a couple of near-production engineering mules at the MotorSport Ranch outside of Fort Worth, Texas, helped us answer that question. This was the first time we were able to see the new Challenger in the flesh, and the first thing that jumped out was that the car gained a B-pillar and fixed rear-quarter windows in its path to production. An SRT engineer told us that the change was a necessary evil that allowed Dodge to meet rollover standards. Once we fired up the big, burly V-8, though, any thoughts about the new car lacking the spirit of the original disappeared. This 370-cubic-inch eight sounds fantastic — gurgling at idle and belting out classic fourth-order harmonics at full throttle. Out on the track, the experience is roughly as expected given its origins, and it feels like a slightly smaller Charger SRT8. The dampers are tuned a bit more mildly than the sometimes too-aggressive Charger SRT8's, though they're not as soft as those beneath the 300C SRT8. The rest of the suspension is identical to the four-door Dodge, including the 30-mm front and 15-mm rear anti-roll bars. The almost 4200 pounds of bulk shows up when you're trying to get the Challenger to rotate in slower sections of the track, as the steering is accurate but doesn't offer enough feedback. Overall, though, the chassis feels well sorted, especially through the higher speed sections where body roll is controlled and predictable.

When it came to stopping the Challenger, the Brembo brakes held up to a full day of lapping by the assembled hacks. This binder setup is straight off the Charger SRT8 (are you seeing a theme here?) and uses four-pot calipers that clamp down on vented and slotted rotors — 14.2 inches up front and 13.8 inches in back. A cold and wet testing day took away some of the fun, but the horrid weather was a boon in one sense. One of the development cars was fitted with something we dream BMW will someday add to their 335i and 135i: a proper limited-slip differential. The Getrag torque-sensing unit works with the Challenger's stability-control programming and should become an option, most likely paired with the manual gearbox, for 2009. The diff paid big dividends around the wet track, helping to put the power down when accelerating out of corners and stabilizing the car under heavy braking. It's unfortunate that the LSD won't be available for the first run of Challengers, and all the early adopters will have to hang their heads in shame when they tell their buddies that they bought a 425-hp, rear-drive muscle car with an open differential. We feel so badly for them.

In the end, the Challenger SRT8 is an impressive package and car guys should welcome its arrival. Its weight and size are going to turn off some true handling nuts, but SRT successfully tuned the car to keep the target market — those who fondly remember the old Challenger — happy, while still allowing the Challenger to turn, brake, and take a pounding around a track. It's nice to know that Dodge will add the two missing enthusiast must-haves — a limited-slip diff and a manual gearbox — after the first run of 2008 model-year cars. We still wish the interior better matched the extroverted exterior, but at least the two-door can hold four adults and their luggage in relative comfort. Chrysler has less than a year to bask in the Challenger's glow before the General rolls out its Camaro. The clock is already ticking for that comparison test.