Sorry, wasn't aware only liking one type of car was a requirement.
Dodge Challenger SRT Demon
- Thread starter Booky
- Start date
do they even make 200 to the tire? thought that was the crank rating. LOL
oh **** that's right.
hahahahhahahahaha YIKES
what's the fun in 'hi revving' with 8whp? xD
May last Honda made.... Wiat, does Acura count? Cuz my Integra made 140 at the wheels. Well, 139.xxx.
HA HAAAAAAAAAAAAAAAA
Josh, too funny bro.
Put that 200 WHP in my Miata then we're talking fun.
More demon detailed info
Displacement: Supercharged 6.2-liter V-8
Construction: Deep-skirt cast iron block; aluminum alloy heads with hemispherical combustion chamber
Output:
840 bhp (626 kW) @ 6,300 rpm; 770 lb.-ft (1,044 N•m) @ 4,500 rpm with Direct Connection Controller and unleaded 100 octane minimum fuel
808 bhp (603 kW) @ 6,300 rpm; 717 lb.-ft (972 N•m) @ 4,500 rpm with Premium 91 octane fuel
Production site: Saltillo Engine Plant, Ramos Arizpe, Mexico
62 percent new content compared with Hellcat V-8: engine block; crankshaft; pistons; connecting rods; supercharger
Cylinder heads machined on dedicated Demon/Hellcat CNC machines
Engine block is deck plate honed to minimize bore distortion
Every Demon and Hellcat engine is dyno tested for 42 minutes under load up to 5,200 rpm before being shipped to assembly plant in Brampton, Ontario
More air: Largest functional hood scoop opening (45.2 square inches) and triple-inlet air box (903.1 cubic inches). High flow, low restriction inlet system designed to deliver cool air into the supercharger.
Air-flow rate: 1,150 cubic feet per minute
SRT Power Chiller™: Redirects air conditioning refrigerant from cabin to chiller unit; reduces charge air temperature by 18 degrees Fahrenheit
Supercharger:
Twin screw, 2.7 liters per revolution
Rotors 1.1 inches longer compared with Hellcat
Maximum boost pressure 14.5 psi compared with 11.6 psi for Hellcat
Dual water/air heat exchangers integrated into supercharger housing
Electric pump flows up to 11.9 gallons per minute
Engine internals:
Forged alloy steel crankshaft with 90.9-millimeter stroke and revised balancing
Induction-hardened crank bearing surfaces; individual journal optimized main bearing clearances
Forged high-strength alloy pistons; 30-micron increased piston to bore clearance
Powder forged connecting rods; upgraded shank and big end; revised ultra-high tensile fasteners
Flow doubled on piston cooling oil jets
Revised design valve springs
33 percent increase in oiling for valve springs and rocker tips – lubrication and cooling
Single-groove collets on valve stems for improved stability
Fuel injector pressure increased 27 percent
Oil pan and windage tray optimized for high acceleration – tested up to 1.8 g
Transmission: TorqueFlite 8HP90 eight-speed automatic
Upgraded automatic transmission torque converter increases torque multiplication 18 percent
Torque converter stall speed increased 11 percent
In Drag Mode, transmission minimizes torque cut during gear changes – 400 millisecond shifts
Drivetrain:
Limited-slip differential
230-millimeter ring gear in high strength alloy, heat-treated aluminum differential housing
3.09 final drive ratio for maximum acceleration
20-percent thicker prop shaft made of high strength, low alloy steel tube; high strength steel stub shafts
Upgraded halfshafts with 8-ball Cross-Glide inner and outer joints; larger diameter barshafts with 41-spline count; high alloy steel inner and outer stub shafts
Nitto drag radial tires achieve up to 40 percent more launch force
Displacement: Supercharged 6.2-liter V-8
Construction: Deep-skirt cast iron block; aluminum alloy heads with hemispherical combustion chamber
Output:
840 bhp (626 kW) @ 6,300 rpm; 770 lb.-ft (1,044 N•m) @ 4,500 rpm with Direct Connection Controller and unleaded 100 octane minimum fuel
808 bhp (603 kW) @ 6,300 rpm; 717 lb.-ft (972 N•m) @ 4,500 rpm with Premium 91 octane fuel
Production site: Saltillo Engine Plant, Ramos Arizpe, Mexico
62 percent new content compared with Hellcat V-8: engine block; crankshaft; pistons; connecting rods; supercharger
Cylinder heads machined on dedicated Demon/Hellcat CNC machines
Engine block is deck plate honed to minimize bore distortion
Every Demon and Hellcat engine is dyno tested for 42 minutes under load up to 5,200 rpm before being shipped to assembly plant in Brampton, Ontario
More air: Largest functional hood scoop opening (45.2 square inches) and triple-inlet air box (903.1 cubic inches). High flow, low restriction inlet system designed to deliver cool air into the supercharger.
Air-flow rate: 1,150 cubic feet per minute
SRT Power Chiller™: Redirects air conditioning refrigerant from cabin to chiller unit; reduces charge air temperature by 18 degrees Fahrenheit
Supercharger:
Twin screw, 2.7 liters per revolution
Rotors 1.1 inches longer compared with Hellcat
Maximum boost pressure 14.5 psi compared with 11.6 psi for Hellcat
Dual water/air heat exchangers integrated into supercharger housing
Electric pump flows up to 11.9 gallons per minute
Engine internals:
Forged alloy steel crankshaft with 90.9-millimeter stroke and revised balancing
Induction-hardened crank bearing surfaces; individual journal optimized main bearing clearances
Forged high-strength alloy pistons; 30-micron increased piston to bore clearance
Powder forged connecting rods; upgraded shank and big end; revised ultra-high tensile fasteners
Flow doubled on piston cooling oil jets
Revised design valve springs
33 percent increase in oiling for valve springs and rocker tips – lubrication and cooling
Single-groove collets on valve stems for improved stability
Fuel injector pressure increased 27 percent
Oil pan and windage tray optimized for high acceleration – tested up to 1.8 g
Transmission: TorqueFlite 8HP90 eight-speed automatic
Upgraded automatic transmission torque converter increases torque multiplication 18 percent
Torque converter stall speed increased 11 percent
In Drag Mode, transmission minimizes torque cut during gear changes – 400 millisecond shifts
Drivetrain:
Limited-slip differential
230-millimeter ring gear in high strength alloy, heat-treated aluminum differential housing
3.09 final drive ratio for maximum acceleration
20-percent thicker prop shaft made of high strength, low alloy steel tube; high strength steel stub shafts
Upgraded halfshafts with 8-ball Cross-Glide inner and outer joints; larger diameter barshafts with 41-spline count; high alloy steel inner and outer stub shafts
Nitto drag radial tires achieve up to 40 percent more launch force
such a friggin beast
Dont worry, im pretty sure some tuners are going to figure out how to get the thing to run on e85 and crank it up to 1000 hp.
Well I'm sure they could get that without 100 octane but you have to remember they are warranting the engine so the 100 octane requirement is likely just for added insurance against failure from detonation. Also the powdered rods are forged after casting so they are a lot stronger without the added cost of using billet. I'm guessing they should be good to 1000wrhp. It doesn't state what the pistons are made of though. Also I'm not sure how much the driveshaft, rear diff, and axles can take going beyond factory power levels.
Sent from my PURE XL using the svtperformance.com mobile app
Aren't the rods in the road runner powder?
Pretty sure the 6.0 and 6.4 both were powder rods too, those engines weren't known for their top end being particularly strong but I recall a 6.0 making like 1200whp with headstuds only.
I don't think it's like the old days anymore.
Pretty sure the 6.0 and 6.4 both were powder rods too, those engines weren't known for their top end being particularly strong but I recall a 6.0 making like 1200whp with headstuds only.
I don't think it's like the old days anymore.
Most all engine have powdered rods and cast forged pistons. Factory tuning is usually very conservative so bullet proof engines are not required in factory form from a cost perspective.
Sent from my PURE XL using the svtperformance.com mobile app
But the 0-60 in 2.3 seconds is.
As is the 0-100 in under 6 seconds. OH,....and the 9's in the quarter mile! All in STOCK form.
NASTINESS! lol
^Yep.
And in another section of this site we're debating another bullitt or Mach 1.....yawn.
And in another section of this site we're debating another bullitt or Mach 1.....yawn.
The performance of this vehicle is not that impressive at $100k but the fact that a manufacturer has the balls to build it and warranty it is insane.
Sent from my PURE XL using the svtperformance.com mobile app
Sent from my PURE XL using the svtperformance.com mobile app
It's $85K and it's damn impressive.
Users who are viewing this thread
