It shouldn't work. Honestly, the idea of a muscle car that likes snow feels like a glitch in the matrix. You think Challenger, and you think of fat rear tires, plumes of tire smoke, and a RWD setup that gets stuck if a popsicle melts on the pavement. But then 2017 happened. That was the year Dodge decided to take the drivetrain from a police charger—the heavy-duty All-Wheel Drive system—and cram it into the two-door coupe body. The 2017 Dodge Challenger GT was born, and it basically changed the rules for people who live in places where the sun disappears for six months a year.
It’s a strange beast.
Under that massive hood, you won't find a Hemi. No 5.7L, no Scat Pack 6.4L, and definitely no Hellcat whine. Instead, it’s the 3.6-liter Pentastar V6. For the purists, that’s a dealbreaker. But if you’ve ever tried to daily drive a 485-horsepower monster through a Chicago slush-storm, you know that "purity" usually ends with you facing the wrong way on the I-90. The 2017 Dodge Challenger GT was the first time an American muscle coupe offered factory AWD, and it remains a fascinatng case study in practical engineering versus brand image.
How that AWD system actually thinks
Most people assume the 2017 Dodge Challenger GT is just "always on" 4WD like an old Jeep. It’s not. That would ruin the fuel economy and make the steering feel like you're fighting a grizzly bear. Dodge used an active transfer case with a front-axle disconnect.
Basically, the car stays Rear-Wheel Drive most of the time. It preserves that "muscle" feel. The front wheels only join the party when the car senses slip, or when the temperature drops below 40°F (4°C). It’s smart. If you turn on the windshield wipers, the car assumes it's raining and engages the front axle just in case. It’s proactive rather than reactive.
You’re getting 305 horsepower and 268 lb-ft of torque. In a vacuum, those are decent numbers. But the Challenger is a heavy car. It’s built on the old LX platform, which has roots going back to Mercedes-Benz E-Class components from the early 2000s. With the added weight of the transfer case and front differential, the GT clocks in at nearly 4,100 pounds.
It isn't fast. Not by modern standards. 0 to 60 mph happens in about 6.2 seconds. A V6 Camry might give you a run for your money at a stoplight. But the Camry doesn't look like a 1971 movie car, and it certainly doesn't have the presence of a Challenger.
The "Police Spec" DNA
There is a lot of chatter on forums like ChallengerForumz and DT about the reliability of this specific setup. Because Dodge had been building AWD Chargers for law enforcement for years before 2017, the kinks in the AWD system were largely ironed out. The 2017 Dodge Challenger GT uses a BorgWarner active transfer case. It’s beefy.
If you look under the car, you’ll notice the front half-shafts and the way the suspension is tuned. It sits a tiny bit higher than a standard RWD SXT. We're talking maybe a fraction of an inch, but it’s enough to clear those annoying frozen slush chunks that fall off semi-trucks.
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Interior vibes and the "Big Car" reality
Stepping into a 2017 Dodge Challenger GT is like sitting in a very comfortable, very dark cave. Because it was the "GT" trim—the top-tier V6—it came pretty well-equipped right out of the gate. You got the 8.4-inch Uconnect system, which, frankly, was the best infotainment on the market in 2017. It still holds up today. It’s fast, the icons are huge, and it has Apple CarPlay and Android Auto.
The seats are massive. They’re more like lounge chairs than racing buckets. If you're a bigger person, this is arguably the only sports coupe that won't make you feel like a sardine. The Nappa leather and Alcantara suede options in the GT Interior Package make it feel significantly more expensive than it actually is.
But there’s a trade-off.
Visibility is... bad. Let’s be real. The C-pillars are thick enough to hide a small SUV in your blind spot. You’re relying heavily on those blind-spot monitoring sensors and the backup camera. It’s a huge car, yet the backseat is still a bit of a squeeze for adults, mostly because of the sloping roofline. It’s a "2+2" in the truest sense, though the trunk is surprisingly gargantuan. You can fit four carry-on suitcases in there without breaking a sweat.
What it’s like when the weather turns ugly
I remember talking to a guy in Vermont who traded his Subaru WRX for a 2017 Dodge Challenger GT. People thought he was crazy. "You're trading a rally icon for a boat?" they asked.
He didn't care.
The long wheelbase of the Challenger makes it incredibly stable on the highway. While the WRX is twitchy and "darty," the Challenger GT just hums along. When the snow starts falling, the AWD system is seamless. It doesn't have the sophisticated torque vectoring of an Audi Quattro, but it has mechanical grit.
It uses the brakes to mimic a limited-slip diff. If a wheel spins, the car grabs that brake, sending power to the wheel with grip. It’s effective.
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One thing people get wrong: tires. The GT came stock with Michelin Primacy MXM4 all-season tires. They’re okay. But if you want to actually see what the 2017 Dodge Challenger GT can do, you have to put on a set of dedicated winter tires like Bridgestone Blizzaks. With a set of those, this car becomes a snow tank. You can pass 4x4 trucks that are spinning out because they think "four-wheel drive" means "four-wheel stop."
The elephant in the room: Why no V8?
This is the question that haunts every GT owner at the gas pump or the car meet. "Why didn't they put the Hemi in the AWD version?"
The answer is boring: physics and money.
The floor pan of the Challenger wasn't originally designed to house both the massive 5.7L V8 engine and the front-drive components for the AWD system. To make a V8 AWD Challenger, Dodge would have had to completely re-engineer the engine cradle and the exhaust routing. It would have cost a fortune.
Dodge eventually did a limited run of AWD Pursuits for cops with V8s, but for the civilian market in 2017, the V6 was the only way to make the packaging work.
Does it sound like a muscle car? No. The Pentastar V6 has a sort of "industrial" hum. It’s smooth, it’s reliable, but it doesn't rumble. Some owners put aftermarket exhausts on them to try and find a deeper tone, but honestly, it usually just ends up sounding like a loud minivan. My advice? Lean into the GT aspect. It’s a Grand Tourer. It’s quiet, it’s comfortable, and it gets about 27-30 mpg on the highway, which a Hemi will never do.
Buying a used 2017 Dodge Challenger GT today
If you're looking at a used 2017 model now, there are specific things you need to check. First, the 8.4-inch screens in these cars sometimes suffer from "delamination." The glue between the glass and the LCD starts to melt, creating what looks like a bubble or a leak behind the screen. It can cause phantom touches where the radio starts changing stations on its own. It’s a known issue, and replacing the unit can be pricey if it’s out of warranty.
Check the AWD engagement. Find a gravel patch or a wet road and floor it. You shouldn't feel a violent "thud" when the front wheels kick in. It should be smooth.
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Also, look at the rocker panels. Because these cars are often driven in salt-heavy states (that's the whole point of buying the AWD one), rust can start to hide behind the plastic side skirts.
Why you might want one anyway
- Insurance is cheaper: Usually, the V6 insurance premiums are significantly lower than the R8/T or Scat Pack.
- Fuel: It runs on 87 octane. No need for premium.
- The Look: From 50 feet away, no one knows it’s an AWD V6. It has the same aggressive "I’m going to eat your lunch" face as the faster models.
Real-world performance specs for the 2017 Dodge Challenger GT
| Component | Specification |
|---|---|
| Engine | 3.6L Pentastar V6 |
| Horsepower | 305 hp @ 6,350 rpm |
| Torque | 268 lb-ft @ 4,800 rpm |
| Transmission | TorqueFlite 8-speed Automatic |
| Drivetrain | All-Wheel Drive with Front-Axle Disconnect |
| Fuel Economy | 18 City / 27 Highway |
| Curb Weight | 4,108 lbs |
The TorqueFlite 8-speed (sourced from ZF) is arguably the best part of the car. It shifts fast, it never hunts for gears, and it keeps the V6 in its powerband. In Sport Mode, it holds gears longer and makes the car feel about 500 pounds lighter than it actually is.
Actionable insights for prospective owners
If you are seriously considering a 2017 Dodge Challenger GT, don't treat it like a drag racer. Treat it like a stylish, all-weather cruiser.
Step 1: Verify the build date. Early 2017 models had fewer software updates for the Uconnect system. Ensure the latest firmware is flashed to avoid Bluetooth glitches.
Step 2: Budget for tires immediately. Most used GTs will have cheap all-seasons put on by a dealership. To get the "snow king" performance this car is capable of, you need dedicated winter rubber.
Step 3: Inspect the oil filter housing. The Pentastar V6 is famous for the plastic oil filter housing cracking if an over-eager mechanic tightens the cap too hard. If you see oil pooling in the "valley" of the engine, that’s your culprit.
Step 4: Check for the Technology Group. If the car has adaptive cruise control (the "eye" in the lower bumper), it makes highway commuting significantly less stressful.
The 2017 Dodge Challenger GT isn't for everyone. It’s not for the track rat or the person who wants to do burnouts in a Costco parking lot. It’s for the person who loves the look of American iron but doesn't want to call out of work just because there’s three inches of white stuff on the driveway. It’s a niche car, but for the right person, it’s the only car that makes sense.
Before buying, run a VIN check specifically for "Fleet" use. A lot of GTs were rental cars in "cold" markets like Denver or Salt Lake City. You want to know if yours spent its first 30,000 miles being thrashed by tourists or if it was a pampered personal lease. Look for the "Plus" package as well, which adds the heated and ventilated seats—essential for a car designed to handle both summer heat and sub-zero winters.