To some degree, it’s about the number, right? Seven hundred and seven. The Dodge people certainly made the point again and again about how the Hellcat stacks up to everything from the Z06 to the Murcielago. Mine’s bigger than yours. And that other number — 10.9 seconds with drag radials and 11.2 without. That actually isn’t such a big deal; there are people out there who have put stock C6 Z06es with draggies into the tens. Still, they closed the freaking road course after just ninety minutes so the journalists could line up and try their hand at quarter-miles. I didn’t bother to do that. Nor did I get any street time in the Hellcat. What I got was this: four laps, none of them unimpeded. When you come back in the afternoon, I’ll tell you what my TrackMaster data showed about the Hellcat vis-a-vis the 6.4L. But for now let’s talk about what the Hellcat is and what it does.
Here’s how you make a Hellcat: Start with the 2015 Challenger and it’s improved interior. Add Hellcat-specific visual cues, most of them related to increasing the amount of air coming through the nose. Then drop the bore size a bit, redo the motor with “91 percent new” engineering and parts, and supercharge the hell out of the cat.
Here’s the press release, there’s no sense in rewriting it:
The 2,380cc/rev blower features integral charge coolers and an integrated electronic bypass valve to
regulate boost pressure to a maximum of 80 kPa (11.6 psi). Its twin-screw rotors are specially coated
• a proprietary formula of polyimide and other resins
• nanometer-sized, wear-resistant particles
• solid lubricants, such as PTFE (Teflon)
The coating accommodates tighter tolerances between the rotors. This reduces internal air leakage and
helps deliver improved compressor performance and higher efficiencies. The coating not only can
withstand the temperatures generated by compression, it provides a superior corrosion resistance.
The new supercharged V-8, sealed for life with premium synthetic oil, boasts a drive ratio of 2.36:1 and
a maximum speed of 14,600 rpm. The drive system’s one-way clutch de-coupler improves refinement,
while allowing for precisely the kind of auditory feedback SRT customers find alluring.
The supercharger gulps air through an Air Catcher inlet port, which replaces the driver’s-side inboard
marker light and connects to a patented twin-inlet, eight-liter air box. The blower further benefits from a
92-mm throttle body – the largest ever used in a Chrysler Group vehicle.
The fuel system keeps pace with an in-tank pump that accommodates variable pressures, half-inch fuel
lines and eight injectors each capable of delivering a flow rate of 600cc/min – enough to drain the fuel
tank in approximately 13 minutes at full power.
The transmissions were re-engineered; the eight-speed automatic has bigger clutches and more gear surface throughout, allowing it to bang out 120-millisecond shifts that, on the drag strip, sound close to dual-clutch. The Tremec TR6060 has a bigger clutch, a relatively light flywheel, and stronger gears. I believe, although I cannot say for sure, that this transmission, like the Hellcat’s HEMI, is made in Mexico.
To stop the car, there’s a 15.4-inch rotor Brembo brake package with 20×9.5 inch wheels. It would appear that there are now three Brembo brake packages on these cars: the four-piston setup on the Scat Pack 6.4L with Super Track Pack, the six-piston SRT8 14.2-inch package, and this high-power six-piston setup which is optional on the SRT8 and standard on the Hellcat.
Other fun features: an available flat-black hood, a removable lower grille for track use, (“Seven screws,” we were told, “it will take owners five minutes”) deliberately plain “SRT” badging, and a track key/valet key setup that also features a user-selectable “valet PIN” to limit the car to 4000rpm. A sunroof is optional, as are a couple of different color-coordinated seat packages.
It’s good value for money; the Scat Pack with a few options runs $46k so this Hellcat at $59,995 feels like a screaming bargain. And you’re almost certain to get your money back when you go to sell, assuming you don’t take too much of a beating at the hands of your dealer.
Okay. It’s late at night and you want to know how it drives. I’ll put video up later on today, but the short version is this: It is to the GT500 as the old SRT8 was to the Boss 302. The clutch is low effort, as is the shifting. The thrust is plainly massive but there’s enough tire under it to make it controllable on a racetrack. It’s very quick, but it doesn’t feel noticeably quicker than a GT500. There’s a certain viciousness you get with a ZR1 or GT500 that is blunted by the Chally’s weight here. Big motor, pushing a big car, and as a result things feel under control. It never occurred to me not to give it full throttle in a straight line on an eighty-degree Portland day. Change this to a Kentucky backroad with accumulated oil and grit, and drop the temperature to fifty, and we’ll talk about it again.
All the Challenger SRT8 virtues survive intact to the Hellcat. It really is just an SRT8 plus power. That’s what you really need to know about it. It’s not compromised or changed in any significant manner. It’s just faster, and unlike the naturally aspirated 6.4L it’s hellaciously strong everywhere, not just when the tach sweeps past four. At 1200rpm it has as much torque as the old SRT8 did at peak. So yeah — fast, effortlessly so, like a literbike.
But it also feels long-legged through the gears in a way that the GT500 doesn’t. My impression, which I’d need to check through a bunch of a documentation to confirm, is that it’s geared longer than the Shelby or the Boss or the Z/28. There’s more room to run in each gear, which given the fact that the Ford 5.4L revs higher than this 6.2L means that it’s geared higher.
On the track, the brakes and tires proved sufficient to the task, as I’ll explain later today with numbers. Unlike the Shelby, it’s far from underbraked, for a ponycar. Don’t expect Corvette-level braking performance here. There ain’t a disc brake big enough for that unless it’s on a triple-seven Boeing. This is a big car with good solid damping and big brakes, but it’s not a Corvette.
Neither is it a Z/28, not that you expected it. The Z/28 has better brakes and a lot more tire compound and it’s a bit smaller. I wouldn’t expect the Hellcat to see the nose of a Z/28 on a track, unless you’re on Road America and it’s the first lap.
I realize it’s a disappointment to say that the Hellcat is merely a faster SRT8, but that’s a hell of an accomplishment. Power like this has never been this accessible and the fact that it’s delivered in this big, comfy package is a technical knockout. You literally give up nothing by taking the high-power option, except perhaps your home equity. The Hellcat has no drawbacks except fuel economy and price. It is fully, thoroughly, completely recommended to anyone who wants a faster Challenger. Drivers who want the on-track aplomb of a Mustang or Camaro need not apply.