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    Tesla Decides Model S Isn't Fast Enough, Announces P100D


    • Because why not!

    You ever know someone that was trying to be the center of attention by doing anything that would get them notice? We have to wonder if Tesla is employing this as yesterday they announced a 100 kWh battery option for the Model S and X.

    Here are the key details you need to know,

    • Model S P100D: 0-60 time of 2.5 seconds in Ludicrous mode, total range of 315 miles
    • Model X P100D: 0-60 time of 2.9 seconds in Ludicrous mode, total range of 289 miles

    As for pricing, the Model S P100D will set you back $134,500. The Model X P100D starts at $135,500.

    If that is a bit too much for you, there is another option. If you have a P90D Ludicrous on order, you can upgrade the battery to the 100 kWh for only $10,000. If you have taken delivery of said vehicle, then be prepared to spend $20,000. Tesla says the increased cost is due to the 90 kWh battery needing to be recycled.

    Source: Tesla

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    That is amazingly fast.  A Formula 1 car does 0-60 in 1.9 seconds, a Ferrari LaFerrari does it in 2.4.  This is a 4 door sedan road car doing it in 2.5, that's incredible.

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    Im impressed. 21/2 seconds. Wow.

    But there is another number that Im even more impressed with.

    315.

    With all perfect conditions I imagine, but 315 non-the-less.

    That would be practically a non-stop drive from Montreal to Boston in an all electric vehicle. A tad short from what a fossil fuel car does.

    Well folk, get this range on a family car price and say good-bye to the fossil fuel automobile even with the current charging infrastructure system in place...at least in the States and Provinces that are electric car tolerant...

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    The real issue here is Tesla keeps fixing things that are not an issue. The car has had more than enough 0-60 than any one owner will ever need in this type car. 

    The things that need addressed like more charigng stations and faster charge times to where you do not have to go kill time while it charges on a trip is what they really need. 

    Until they get a Full Charge time that can be done just about anywhere in the time it takes to pump 18 gallons 0-60 means little. 

    Also they need to work on price. The 3 is far from a car just anyone can afford. By the time options are added it will be pushing $55-60K

    Chevy at least with the Bolt will be pretty much optioned out accept for Leather and a few options and will come no where near $60K. 

    One other thing Tesla needs to address is bringing new product not just faster to market but at least on time. They have failed repeatedly here and if it were not for their disciples they would not be given the free pass they have been given. 

    The lower 0-60 times make for great web hype but it like many other things Musk does distracts from the real issues. 

    The truth be said any Electric motored powered car can  be very fast as that is the nature of the electric motor. The torque is instant and flat. I am shocked no one has taken a Volt and played with the programming to make it launch like a bastard too. I assume we will see this at some point when the hot rod crowd starts to play with them. GM has not done it as they have not needed the cheap publicity. 

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    You're not forced to add 20-25k in options on the Tesla. 

    They're still expanding their charge network and improving the technology for reduced charge times. 

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    If it keeps the rich people lusting for the more expensive Tesla, we may just see the Model 3 arrive according to YOUR timetable hyper, and priced aggressively.

     

    The Bolt has zero anything yet. No pre-orders, and no brand equity. It'll probably make the Volt redundant. But it's still a start, and I like the range it offers and the practicality, but little else.

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    10 hours ago, hyperv6 said:

    The real issue here is Tesla keeps fixing things that are not an issue. The car has had more than enough 0-60 than any one owner will ever need in this type car. 

    hahaha okay, and i'm sure your opinion applies equally to each and every other automaker. I bet you're popular with Hellcat owners.

    Quote

    The things that need addressed like more charigng stations and faster charge times to where you do not have to go kill time while it charges on a trip is what they really need. 

     

    Quote

    Until they get a Full Charge time that can be done just about anywhere in the time it takes to pump 18 gallons 0-60 means little. 

    yeah and people buying superfast tesla's helps fuel the development

    Quote

     

    Also they need to work on price. The 3 is far from a car just anyone can afford. By the time options are added it will be pushing $55-60K

     

    wow! a luxury car that costs money! shocking! 

    Quote

     

    Chevy at least with the Bolt will be pretty much optioned out accept for Leather and a few options and will come no where near $60K. 

     

    the Bolt competes against the Leaf, not the Model 3 and isn't a RWD, performance oriented car. do you compare the Honda Fit against a 3 Series? because that'd be dumb. 

    Quote

     

    One other thing Tesla needs to address is bringing new product not just faster to market but at least on time. They have failed repeatedly here and if it were not for their disciples they would not be given the free pass they have been given. 

     

    tesla doesn't have disciples, it has fans and satisfied customers. you're just unfamiliar these concepts because GM doesn't have much of either lol!

    Quote

    I assume we will see this at some point when the hot rod crowd starts to play with them. GM has not done it as they have not needed the cheap publicity. 

    no they HAVEN'T done it because they GM has ZERO comparable vehicles right now.

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    The Model S gets just more and popular as it ages...

    That is kinda the reverse flow of how it is in the fossil fuel automobile world. The people buying the Model S seem to be relishing at the fact that it is indeed getting faster. While getting more range. Funny Mr. Fapturbo that you mentioned the Hellcat as muscle car fans, enthusiasts, is exactly what they are expecting of their muscle cars. Vette, Mustang and Camaro owner/fans too.

    Faster, better, more efficient all the while still having a passion for the car, the brand and the nameplate.  That is what is happening at Tesla with the Model S. The Tesla Model S has become an Impala SS, a Pontiac GTO, A Ford Mustang, a BMW M3...It is an icon.

    The Model S HAS to keep on achieving ludicrous speed in order to dominate the sales charts of cars costing $100 000, which in turn will fuel sales of the Model3 and  advance the charging infrastructure...

    GM once had that from the 1950s all the way to the 1970s, even the 1980s.

    Let us not be pissy just because Tesla found their groove and is emulating GM in that regard. (to have a loyal following that EXPECT their beloved GM cars to keep on blowing their minds each and every new generation!) GM is the one to fumble the ball.

    Tesla was not even the one to pick it up. Tesla is a brand new team. An expansion team that so far, has made all the right draft choices and trades and is kicking ass in the standings, awaiting their first championship.

    Fans are in the stands, the team itself still has to pay off its high falutin stadium, and yes, the stadium used city funds to be built, but dividends will eventually show. Anyway, the city prides itself with Tesla's colours and Tesla  is a fabric of the city and vice versa  Sure, not quite the Dallas Cowboys with 5 Superbowl vistories or New York Yankees 27 World Series or Montreal Canadiens 24 Stanley Cups being proudly flaunted but they certainly are a contender to win their first.

    Edited by oldshurst442
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    19 hours ago, FAPTurbo said:

    hahaha okay, and i'm sure your opinion applies equally to each and every other automaker. I bet you're popular with Hellcat owners.

     

    yeah and people buying superfast tesla's helps fuel the development

    wow! a luxury car that costs money! shocking! 

    the Bolt competes against the Leaf, not the Model 3 and isn't a RWD, performance oriented car. do you compare the Honda Fit against a 3 Series? because that'd be dumb. 

    tesla doesn't have disciples, it has fans and satisfied customers. you're just unfamiliar these concepts because GM doesn't have much of either lol!

    no they HAVEN'T done it because they GM has ZERO comparable vehicles right now.

    The real issue here is Tesla keeps fixing things that are not an issue. The car has had more than enough 0-60 than any one owner will ever need in this type car. 

    The things that need addressed like more charigng stations and faster charge times to where you do not have to go kill time while it charges on a trip is what they really need. 

    Until they get a Full Charge time that can be done just about anywhere in the time it takes to pump 18 gallons 0-60 means little. 

    Also they need to work on price. The 3 is far from a car just anyone can afford. By the time options are added it will be pushing $55-60K

    Chevy at least with the Bolt will be pretty much optioned out accept for Leather and a few options and will come no where near $60K. 

    One other thing Tesla needs to address is bringing new product not just faster to market but at least on time. They have failed repeatedly here and if it were not for their disciples they would not be given the free pass they have been given. 

    The lower 0-60 times make for great web hype but it like many other things Musk does distracts from the real issues. 

    The truth be said any Electric motored powered car can  be very fast as that is the nature of the electric motor. The torque is instant and flat. I am shocked no one has taken a Volt and played with the programming to make it launch like a bastard too. I assume we will see this at some point when the hot rod crowd starts to play with them. GM has not done it as they have not needed the cheap publicity. 

     

     

    Cut the crap and answer in a complete thought. 

    Yes my opinion applies to any and every electric car out there. The damn thing is not a sports car and it is a car to appeal to those who are anti gas. It is more than fast enough for now and has other needs like better range and faster charge times. Just tweaking the software to apply more power faster is not really a big deal unless you want cheap headlines. 

    Sure it may be faster than a 488 Ferrari but it is still not a Ferrari and you are missing the best part the sound. Hey the Hellcat is just buying time for Chrysler with a very old outdated car no one even used in comparisons anymore. At least it sound cool. 

    Luxury cars cost money but the MFG generally try not to tell you they are only $35K and 60K when they really cost twice as much. Tesla has for years told us yes you can have one for $60-70K on the S model but if you want the goods it will be twice that or more. They are doing the same thing on the 3 Model. They treat this like Flemmings Steak house with ala  cart on everything. That may work there but not at the car dealer. 

    I know what the Bolt competes with but Musk has tried to direct the 3 toward it. Many people think they compete now and they are not even in the same class. Even Musk has admitted he lied about the $35K. 

    Tesla has disciples that would ca-strait themselves if Musk asked them to. Most love to argue the car but odds are most will never even own one because they can not afford it. As of now we have a great example of a disciple right here thanks to you. 

    The bottom line is Tesla is short money behind on sales and slow with new product. They have been late on every car. They are behind on production and are now offering deals to play catch up. If they were selling like Musk likes to claim they would not be making cheaper models and offering discounted leases. He also would not presale a car with no announced production date if he did not need the money. the X model was late and so far has under performances and been a warranty nightmare. The S quality issues are greater now too as they have tried to speed things up. Don't believe it read their web forums.  

    The bottom line is Tesla needed the 3 last year and the X 3 years before. The body of the S is growing old and as tired as a Chrysler 300. Yet all they could do is put some face on it from an Alien. 

    You can shovel all the crap you like on this but we see the truth as we are not blinded followers. My greatest worry is as much as Tesla has helped promote the acceptance of the Electric car if it fails it will do more damage than it did good in the general public eye. We do not need another Tucker here. 

    What great difference is a 4 second 0-60 than a 2.5 one in a family sedan. How often is it really needed compared to a 8 min  full charge or another 100 mile range? I think you will find true advancements like these are more of what it will take to attract new converts. The car is already damn fast now fix the thing really in need. 

    If Tesla could just lower the cost of a model for the average buyer and fix the charge times and add more range they could even make a profit. Profits are good for longevity as it stands now time is ticking and they are living hand to mouth to survive with their cash flow. 

    I suspect when the other expensive sedans hit the market the S will struggle. Tesla needs to get the rest of their lines out of Musks head and in the customers hands.  Once the Porsche and others are hear the market will shrink for them in a very significant way. The key is the others do not live only on electric products so the pressure is off. Tesla will struggle with only one type of car and with customers that will have many other interesting choices. 

    You don't think a Porsche electric sedan? Who ever thought they would sell a 6,000 SUV in the numbers they are selling? 

    Edited by hyperv6
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    On 8/28/2016 at 4:26 PM, ccap41 said:

    You're not forced to add 20-25k in options on the Tesla. 

    They're still expanding their charge network and improving the technology for reduced charge times. 

    No one is forced but if you want anything good in the car you are forced to add many options that normally are standard on most other luxury cars. It is the same game Benz plays in Europe. They low ball the price and ala carte the options. In the end it adds up fast. 

    Network expansion still has a long way to go and it has slowed. The Battery Swap fantasy has gone away. As for technology they all are working on it but yet no major gains have been made. Small but they all have yet to strike the big hit. Cost and charging times are the biggest hurtles to all makers and the one who cracks the code will gain the largest share gain. 

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    16 minutes ago, hyperv6 said:

    No one is forced but if you want anything good in the car you are forced to add many options that normally are standard on most other luxury cars. It is the same game Benz plays in Europe. They low ball the price and ala carte the options. In the end it adds up fast. 

    Network expansion still has a long way to go and it has slowed. The Battery Swap fantasy has gone away. As for technology they all are working on it but yet no major gains have been made. Small but they all have yet to strike the big hit. Cost and charging times are the biggest hurtles to all makers and the one who cracks the code will gain the largest share gain. 

    The Germans, like you said, play that game, same with Ferrari.

    It is a game plan that works well for high priced, high profile brands. Not so much for the Chevys and Toyotas of this world. Tesla knows its customer base well and it serves their price strategy just right as there is a high demand for their cars. Cadillac on the other hand, needs to package their trim levels better so they dont get stuck with unsold cars on the lot and then discounting them.

    Hyper, you make it see like this pricing strategy that Tesla is going with is a bad thing. It is only a bad thing if customers are not willing to spend their money on all the little things...I figure you see this as nickel and dime-ing people. Well, it could very well be that, but people are WILLING to be nickel and dimed. That is how powerful the Tesla, Porsche, Ferrari brand is....and a few others of course.

    The network is slowing down?

    Whatever....it wont be too necessary in the near future....Bob Lutz had this to say in a Corvette question/answer period of all things at RoadandTrack:

    http://www.roadandtrack.com/car-culture/a29598/bob-lutz-mid-engine-vette/

    Quote

     

    Will world governments and the automobile sector ever reach an agreement on creating an actual infrastructure of hydrogen and electric stations for those who wish to embrace these environmentally friendly technologies?

    Rick Trnka Winnipeg, Manitoba

     

    BOB LUTZ ANSWER:

    Probably not in our lifetime. Hydrogen is especially tough to transport and prevent boil-off. Electric vehicles will eventually be charged through embedded inductive rails in the freeway. Affordable EVs will have ranges of 400 to 500 miles in 10 years, obviating the need for a dense network of charging stations. Even with "quick charge" times of 25 to 30 minutes, several EVs showing up at once means someone will have to wait a few hours. That's hard to overcome. (I hear stories of Volt owners in charging queues being told to "buzz off; you've got gas" by the pure-EV owners.)

     

    He raises another problem though regarding Chevy Volt owners that may help you on your side of the argument though...

    The swapping battery fantasy has come and gone...well....the flying car fantasy has also become a myth...such is life with the automobile world. Many promises come and go in this domain.

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    Who said that Tesla is fixing the quarter mile times that dont need to be fixed?

    THAT is YOUR take on it....

    REALITY is that Tesla IMPROVING their performance aspects of their sports sedan is no different from any other car manufacturer making their sports sedans or coupes faster. I guess Corvette fans should not have expected their C4 Vette to gain a LT5 or LT1 let alone all the performance advances 3 generations later!!! They should have been happy when the Crossfire V8 hitting 250HP....HEY! that was a helluva lot more horses than the smog era C3 right?  And the 1979 C3 if I remember correctly hit some sales milestones...

    PLUS....315 miles on the P100. That is also an improvement...

    The Model S WONT struggle to sell....

    WHY?

    Because the Model S has ALWAYS improved. Speed and range...

    315 miles.

    0-60 in 2.9 seconds...

     

    PORSCHE, M-B, BMW all have a HELLUVA LOOOOOONG WAY TO GO BEFORE THEY EVEN REACH 3-4 year old Tesla Model S P60s let alone the P100...

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    12 hours ago, oldshurst442 said:

    Who said that Tesla is fixing the quarter mile times that dont need to be fixed?

    THAT is YOUR take on it....

    REALITY is that Tesla IMPROVING their performance aspects of their sports sedan is no different from any other car manufacturer making their sports sedans or coupes faster. I guess Corvette fans should not have expected their C4 Vette to gain a LT5 or LT1 let alone all the performance advances 3 generations later!!! They should have been happy when the Crossfire V8 hitting 250HP....HEY! that was a helluva lot more horses than the smog era C3 right?  And the 1979 C3 if I remember correctly hit some sales milestones...

    PLUS....315 miles on the P100. That is also an improvement...

    The Model S WONT struggle to sell....

    WHY?

    Because the Model S has ALWAYS improved. Speed and range...

    315 miles.

    0-60 in 2.9 seconds...

     

    PORSCHE, M-B, BMW all have a HELLUVA LOOOOOONG WAY TO GO BEFORE THEY EVEN REACH 3-4 year old Tesla Model S P60s let alone the P100...

    Here is the deal. the Corvette is a Sports car and is expected to increase performance. It is not built to save the world and it is not tethered to a system of charging stations that are far from everywhere.  it has a sole purpose to go fast and handle nothing more.

    the S sedan is a sedan it is not a race car, It handles ok but is limited to even how many laps it could make with out depleting the power.

    It's soul intent it to change the way people see and use electric cars. It matter little what sedan it is but do you really need a 2.5 0-60 in any sedan? It is not like you really need it in daily driving. 3.5-4.0 will do about anything you need. Most electric cars with some software changes could do the same as this is the nature of electric motors.

    What is really needed is to fix the issues on the electric car that limits sales and appeal to the average buyer. That is the recharging times, locations and price.

    Selling a high priced electric car is not really a challenge anymore Musk did prove there was a segment for it when many did not believe. Now that it is there he has still failed to address where it is difficult to go. He talks about it a lot but just never gets there. GM has moved on the Volt to make it cheaper and better. The Bolt will see the same as will the products from other makers soon.

    2.5 is great but there are much more important things that are needed at Tesla and they have yet to address it.

    Just because some of the folks like to be distracted with don't look at my right hand but watch what I have in my left mentality Musk will continue to have his way with some folks playing them. He is a master at showmanship and distraction. We have not see this as well done since PT Barnum.

    At some point this will catch up to him or he will sell out before it crashes. The business plan he has now is just not sustainable as it is. At some point the money is just not going to be there to continue the rate of development he needs to keep things alive. Government funding will also run out too.

     

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    12 hours ago, hyperv6 said:

    No one is forced but if you want anything good in the car you are forced to add many options that normally are standard on most other luxury cars. It is the same game Benz plays in Europe. They low ball the price and ala carte the options. In the end it adds up fast. 

    Network expansion still has a long way to go and it has slowed. The Battery Swap fantasy has gone away. As for technology they all are working on it but yet no major gains have been made. Small but they all have yet to strike the big hit. Cost and charging times are the biggest hurtles to all makers and the one who cracks the code will gain the largest share gain. 

    Do you already know their packaging for the Model 3? It might not be as bad as you think. We know larger batteries and all wheel drive will quickly drive the price up(and driving range). The jumps from battery packs and AWD alone are massive on the Model S.

    60kWh -> 75kWh = $8500

    60kWh RWD -> AWD = $5000

    Base model -> 75kWh AWD = $13,500

    There aren't a whole ton of options that jack the price sky high other than batteries and AWD. Yes, there are cold weather packages, their nifty air suspension, and then their Premium package but other than that Autopilot has been said it will be standard on the Model 3.

    Premium Package= $3000(most of this is junk like HEPA air filtration, LED interior lighting, lighted door handles...)

    Air Suspension= $2500

    Cold Weather= $1000

    Point being... They don't come stripped down and there isn't really a reason one must assume a 20-25k option list is a must on a Model 3.

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    Lets take the prices CCAP has listed, 

    Tesla 3 - $35,000

    Battery Option - $8,500

    AWD Option - $5,000

    Premium Package $3,000

    Air Suspension $2,500

    Cold Weather Package $1,000

    Total Tesla Price - $55,000 for an AWD Electric with 300 mile range and the rest of the goodies.

    It will sell if this is what they offer, but it will also be put up against the Bolt and VW 225 mile range EV they are showing at Paris auto show.

    Interesting is that VW is saying a 15 min charge time for their new EV. Based on their 800 volt charging system that is going into the Porsche Mission E.

    To quote:

    " Speaking to German newspaper WirtschaftWoche (Industry and Economy Week) recently, Volkswagen chairman Herbert Diess said the car would have the outside dimensions of the Golf but offer the interior space of the larger Passat. It will be the first car built on the company’s latest MEB chassis, specifically designed for all electric cars like the BUDD-e concept that appeared at the Consumer Electronics Show last January. Diess says it should be market ready in late 2018 or early 2019. "

    Full story here: VW electric story

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    Interesting is the Autocar story that is saying VW is realigning their whole company to focus on alternative energy auto's and will allow them to focus on Hybrids and EVs having the most of any company by 2020.

    Autocar Story

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    I probably should have clarified as well that each battery jump is NOT equal.

    60kWh -> 75kWh = $8500

    75kWh -> 90kWh = $15,000

    90kWh -> 100kWh = $43,000(But this also gives no RWD option, only AWD)

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    On 8/28/2016 at 11:06 PM, Suaviloquent said:

    If it keeps the rich people lusting for the more expensive Tesla, we may just see the Model 3 arrive according to YOUR timetable hyper, and priced aggressively.

     

    The Bolt has zero anything yet. No pre-orders, and no brand equity. It'll probably make the Volt redundant. But it's still a start, and I like the range it offers and the practicality, but little else.

    It will do just fine I think. GM is giving it good range, and the automotive market is changing rapidly.

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    9 hours ago, ccap41 said:

    I probably should have clarified as well that each battery jump is NOT equal.

    60kWh -> 75kWh = $8500

    75kWh -> 90kWh = $15,000

    90kWh -> 100kWh = $43,000(But this also gives no RWD option, only AWD)

    Would love to spend forty three grand this way.

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    1 hour ago, A Horse With No Name said:

    Would love to spend forty three grand this way.

    Hahaha right?! Pretty absurd price jump if you ask me.. But they must know people are willing to pay the difference.

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    10 hours ago, ccap41 said:

    Hahaha right?! Pretty absurd price jump if you ask me.. But they must know people are willing to pay the difference.

    Those customers are the ones with little itty bitty wee wee and so need to make up for it by being able to go 0-60 in 2.5 seconds. After all once they shoot their electric load they are done, nothing more. ;)

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    1 minute ago, dfelt said:

    Those customers are the ones with little itty bitty wee wee and so need to make up for it by being able to go 0-60 in 2.5 seconds. After all once they shoot their electric load they are done, nothing more. ;)

    I'm curious what kind of range depletion there is when you go balls out for just 1 0-60 run or 1/4 mile pass in a car like this.

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    2 minutes ago, ccap41 said:

    I'm curious what kind of range depletion there is when you go balls out for just 1 0-60 run or 1/4 mile pass in a car like this.

    Agreed, I would also love to know just how much of a hit the Ludicrous mode takes on the battery.

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    16 minutes ago, ccap41 said:

    I'm curious what kind of range depletion there is when you go balls out for just 1 0-60 run or 1/4 mile pass in a car like this.

    OK, Had to go find this and sure enough on their Forum about Ludicrous mode they do chat about battery hit. If I am reading the forum right, each 0-60 Ludicrous mode run take 13% of the battery.

    https://forums.tesla.com/forum/forums/ludicrous-mode-there-more-room-improve-acceleration

    So that means you get 7 runs at 0-60 before you have 9% battery left to limp over to the Supercharger and recharge.

    Also found this how the Tesla stands up against the other supercars in price and performance. Pretty Sweet, great Bang for the Buck!

    TeslaVersusSupercars.jpg

    Just realized that BMW made it on the list but not MB. Guess the AMG label is not able to break 4 seconds in a 0-60 run in a 4 door sedan.

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    • By William Maley
      We thought Dodge was insane when they debuted the Challenger and Charger Hellcats a few years ago. Boy how wrong we were as tonight in a blaze of smoky glory, Dodge introduced the Challenger Demon. Built with drag racing in mind, the Demon can lift its front wheels off the ground during hard acceleration. It is so fast that the Demon in its stock form has been banned from drag-racing competition by the National Hot Rod Association (NHRA) - we'll explain why shortly.
      Here are all of the juicy details about the Demon,
      6.2L supercharged V8 capable of producing 840 horsepower and 770 pound-feet of torque* *That's with the optional Demon Crate with all of the parts and tools necessary to reach that power. Standard models will boast 808 hp and 717 pound-feet. Eight-Speed Automatic with an upgraded torque converter 0-60 MPH in 2.3 seconds 0-100 MPH in 5.1 seconds Quarter-Mile: 9.65 seconds at 140 mph Pulls 1.8Gs of force during launch Madness you might say. But to get these figures, Dodge put a lot of work into the Demon.
      It begins with the 6.2L V8 where a larger supercharger (2.7L up from the Hellcat's 2.4L) is plopped down and boost has been increased to 14.5 psi. Close to 50 percent of the engine's internals have been changed out to improve overall strength with the amount of power on tap and dual fuel pumps keep the fuel flowing. The SRT Power Chiller uses the vehicle's A/C system to cool down the air coming in from the large hood scoop.
      Next, Dodge put the Demon on a bit of a diet. Removing various trim, audio, and even the passenger and back seat, Dodge was able to drop more than 200 pounds. Those who want the passenger and back seat will be happy to know they are on the options list for a $1.00 each (no this isn't a misprint).
      For dragstrip duties, the Demon comes with a fair amount tech and parts to get the best results
      A set of Nitto NT05R 315/40 drag radials TransBrake: Locks the transmission output shaft to hold the vehicle in place during a standing start.  Torque Reserve: Works in conjunction with TransBrake. The system closes a bypass valve in the engine, pre-fills the supercharger and building boost (even at just above idle). Once the vehicle is launched, the system adjusts fuel flow and spark to make sure the right amount of horsepower and torque is being sent to the rear wheels Drag Mode: Changes various parameters in the powertrain for drag duty. Helps reduce wheel hop by monitoring wheel slip and reducing torque. Demon Crate: An option that includes a set of skinny front tires, new engine ECU, air filter, a low-temperature thermostat, HVAC switch module with an extra button on it, and a set of Snap-On tools. Now we come to point in our story where we need to explain why the Demon has been banned from drag-racing competition. The NHRA has a rule how quick “stock” cars could run at quarter-mile tracks. Until 2012. that number was an 11.5-second pass. This was changed to a 9.99-second pass or 135 mph trap speed due to factory vehicles becoming much faster. Since the Demon can do a quarter-mile at 9.65 seconds at 140 mph in stock form, it is banned. You can drag race a Demon, but you'll need to get extra safety equipment (roll cage, helmet, and a fire suit) and a Competition License.
      At the moment, Dodge is only doing one year of Demon production with 3,000 for the U.S. and 300 for Canada. No word on pricing, but you'll be able to buy one this fall.
      Source: Dodge
      Press Release is on Page 2
      2018 Dodge Challenger SRT Demon Pulls the Wheels
      Fastest quarter-mile car in the world; banned by the NHRA 840 horsepower and 770 pounds-feet of torque from supercharged 6.2-liter HEMI® Demon V-8 engine makes Dodge Challenger SRT Demon the most-powerful muscle car ever Highest horsepower V-8 production car engine ever produced First-ever front-wheel lift in production car (2.92 feet) as certified by Guinness World Records World’s fastest quarter-mile production car with an elapsed time (ET) of 9.65 seconds and 140 miles per hour (mph) as certified by National Hot Rod Association (NHRA) Challenger SRT Demon is too fast for the drag strip – officially banned by NHRA World’s fastest 0-60 production car: 2.3 seconds 0-30 miles per hour: 1.0 second Highest g-force acceleration of any production car: 1.8 g Air-Grabber™ induction system includes the largest functional hood scoop (45.2 square inches) of any production car Significant upgrades to create the Demon engine include: Larger 2.7-liter per rev supercharger; increased boost pressure to 14.5 psi Higher rpm limit of 6,500 First-ever factory-production car with innovative SRT Power Chiller™ liquid-to-air intercooler chiller system First factory-production car with After-Run Chiller that keeps cooling the supercharger/charge air cooler after the engine is shut off First-ever, factory-production car designed to run on 100+ high-octane unleaded fuel or 91 octane on demand First-ever, factory-production car with TransBrake for more powerful and quicker launches First-ever, factory-production drag car with Torque Reserve, to deliver increased levels of power and torque at launch First-ever, factory-production car with front passenger seat delete Exclusive, serialized Demon Crate offers components that fully unleash the car’s potential at the drag strip Challenger SRT Demon is covered by FCA US LLC factory warranty, including three-year/36,000-mile limited vehicle warranty and five-year/60,000-mile limited powertrain coverage Production of limited-edition single model year (3,000 United States/300 Canada) Challenger SRT Demon begins later this summer; deliveries to Dodge//SRT dealers to begin this fall All customers who buy the new 2018 Dodge Challenger SRT Demon receive one full-day session at Bob Bondurant School of High-performance Driving Dodge has named Hagerty as its official insurance provider of the Dodge Challenger SRT Demon April 11, 2017 , Auburn Hills, Mich. - Dodge rocked the high-performance car world in 2014 with the 707-horsepower Charger SRT Hellcat and Challenger SRT Hellcat, building supercar performance at affordable prices. They were the most powerful muscle cars ever – until now.
      Today, Dodge is shaking the foundation of the entire performance car industry, launching New York International Auto Show week with its wickedly fast new 2018 Dodge Challenger SRT Demon – highly capable on the street, absolutely dominating at the drag strip.
       
      Powered by a 840-horsepower, supercharged 6.2-liter HEMI® Demon V-8, the limited-production Challenger SRT Demon is the world’s most powerful factory-production V-8 – bar none.  NHRA-certified 9.65 seconds @ 140 mph makes the Dodge Challenger SRT Demon the fastest ¼-mile car in the world.
       
      Performance numbers:
      0-30 mph: 1.0 second  0-60 mph: 2.3 seconds Quarter-mile: 9.65 seconds at 140 mph  
      The Challenger SRT Demon also is the world’s first production car to lift the front wheels at launch and set the world record for longest wheelie from a standing start by a production car at 2.92 feet, certified by Guinness World Records. And hold onto your seat. The Challenger SRT Demon also registers the highest g-force (1.8 g) ever recorded at launch in a production car.
       
      “With Demon, our goal was to build a car that would tattoo the Dodge logo into the subconscious of the general market, beyond even our loyal enthusiasts, said Tim Kuniskis, Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT, FCA North America. “To do so, we had to set records that have never been set before, do more than has ever been done before, go beyond even the legendary Hellcat. The result: an 840-horsepower, 9-second muscle car unlike anything that has ever come before it.”

      The Challenger SRT Demon’s record-setting performance is the result of collaboration among the Dodge//SRT, Design, Engineering, Powertrain and Manufacturing teams inside FCA US LLC, many of whom are experienced and active drag racers. While the 2018 Dodge Challenger SRT Demon remains a potent street car, every component was scrutinized and optimized for weight, capability and durability on the strip.
       
      The performance records flow from an impressive list of street-legal production car industry firsts. That list includes:
      Factory-installed wider, Nitto street-legal drag radials for improved grip, 40 percent more launch force compared with SRT Hellcat tires Available Direct Connection engine controller calibrated for 100+ unleaded high-octane fuel SRT Power Chiller™ redirects air conditioning refrigerant to chill the charger air cooler After-Run Chiller runs the cooling fan and the low-temperature circuit coolant pump after engine shutdown TransBrake locks the output shaft of the TorqueFlite eight-speed automatic transmission to hold the car before launch, allowing the driver to increase engine rpm for higher torque and quicker response Torque Reserve boosts engine air flow and supercharger rpm before launch, delivering wickedly fast acceleration Drag Mode suspension tuning maximizes weight transfer to the rear wheels for better traction Drag Mode Launch Assist uses wheel speed sensors to watch for driveline-damaging wheel hop at launch and in milliseconds modifies the engine torque to regain full grip and then continues accelerating the car down the track Available narrow “front runner” wheels for use at drag strips cuts front-end weight Wide-body exterior styling, with concealed wheel well attachments house Challenger SRT Demon’s massively wide 315/40R18 tires Front passenger seat and rear seat deleted to reduce weight (can be optioned back for $1 each) Production of the limited-edition single model year Challenger SRT Demon begins later this summer, with 3,000 vehicles for the United States and 300 vehicles for Canada. Deliveries to Dodge//SRT dealers will begin this fall.
       
      Dodge has named Hagerty as its official insurance provider of the Dodge Challenger SRT Demon – Hagerty is a company for people who love cars and they already protect many of the rarest high performance cars in the world.
      Demon’s heart: Supercharged V-8
      The heart of the 2018 Dodge Challenger SRT Demon is the supercharged 6.2-liter HEMI Demon V-8, rated at 840 horsepower and 770 pounds-feet of torque. The red-painted Demon engine has been certified to the SAE J1349 industry standard for its horsepower and torque ratings. The engine also meets all applicable legal emissions regulations.
       
      While the Demon V-8 shares its architecture with the 707-hp 6.2-liter supercharged HEMI Hellcat V-8, it is not simply a Hellcat engine with more boost. The Demon V-8 engine has 25 major component upgrades from the Hellcat engine, including supercharger, pistons, rods, valve train and fuel injection system.
      Among the changes, compared with the Hellcat V-8, the Demon’s supercharged V-8 features:
      Larger supercharger: 2.7 liters versus 2.4 liters Increased boost pressure: 14.5 psi versus 11.6 psi Higher rpm limit: 6,500 rpm versus 6,200 rpm Fuel: Two dual-stage fuel pumps versus one Larger induction air box with three sources of intake air: Air-Grabber™ hood, driver-side Air-Catcher™ headlamp and an inlet near the wheel liner In addition, the HEMI Demon V-8 includes a high-speed valvetrain, strengthened connecting rods and pistons, and improved lubrication system. The upgrades enable the engine to sustain higher output and pressures while meeting FCA US LLC’s stringent durability requirements.
       
      One key to the Challenger SRT Demon’s best-ever power output is air – the supercharged Demon V-8 takes in plenty of it. The SRT Demon’s Air-Grabber™ hood includes the largest functional hood scoop (45.2 square inches) of any production car.
       
      The Air-Grabber™ hood is sealed to the air box, which is also fed from the driver-side Air-Catcher™ headlamp and an inlet near the wheel liner. Combined, those sources give the Demon V-8 an air-flow rate of 1,150 cubic feet per minute, 18 percent greater than the Hellcat V-8 and the largest air induction volume of any production car.
       
      The additional air inlets help reduce the temperature of the intake air by more than 30 degrees Fahrenheit compared with the Hellcat V-8, which improves overall throttle response.
       
      Heat is the enemy of speed at the drag strip, so Dodge//SRT engineers looked for more ways to keep the intake air as close to the optimum temperature as possible.
       
      The innovative SRT Power Chiller™ is a production car first. It diverts the air-conditioning refrigerant from the SRT Demon’s interior to a chiller unit mounted by the low-temperature circuit coolant pump. Charge air coolant, after being cooled by ambient air passing through a low-temperature radiator at the front of the vehicle, flows through the chiller unit, where it is further cooled. The chilled coolant then flows to the heat exchangers in the supercharger.
       
      Every run down the drag strip generates plenty of heat. The After-Run Chiller, a factory-production car first, helps the SRT Demon get ready for the next run as quickly as possible.
       
      When the engine is shut down, the After-Run Chiller keeps the engine cooling fan and low-temperature circuit coolant pump running to lower the supercharger/charge air cooler temperature, helping the Challenger SRT Demon minimize heat soak effects. The driver can track the supercharger coolant temperature on the 8.4-inch Uconnect touchscreen in the instrument panel, and know in real time when the supercharger is at the optimum temperature for another run.
       
      The impact of the SRT Power Chiller™ and After-Run Chiller, combined, lowers intake air temperature by up to 45 degrees Fahrenheit.
      Fueling performance: 100+ unleaded high octane
      The Challenger SRT Demon is the first-ever, street-legal factory-production car designed to run on 100+ unleaded high-octane fuel. That fuel is readily available at select gas stations, specialty shops and drag strips.
       
      The keys to unleashing the SRT Demon’s full performance fury are in the Demon Crate: Direct Connection Performance Parts include a new powertrain control module calibrated for the high-octane unleaded fuel and a new switch bank for the center stack that includes a high-octane button.
       
      The SRT Demon leaves the factory with a powertrain control module configured for 91-octane premium unleaded pump gasoline, which delivers top level performance.
       
      The switch to the Direct Connection controller enables the supercharged HEMI engine to extract the maximum power from the knock-resistant fuel at high pressures and optimum spark timing. Drag racers can anticipate improvements in elapsed times (ETs) and trap speeds with the high-octane fuel.
       
      The Challenger SRT Demon is engineered to be able to run on a mix of 100+ octane and premium unleaded fuels without hurting the engine, but the high-octane function won’t activate if the combined fuel octane is too low. A message in the gauge display tells the driver the car will use the premium fuel calibration until the engine is shut off and restarted. How does the car know? The controller monitors the engine’s knock sensors.
       
      There will be plenty of fuel available: the SRT Demon carries dual fuel pumps (versus one pump in the Challenger SRT Hellcat), larger fuel injectors and fuel lines that handle higher pressures.
       
      Similar to the Challenger SRT Hellcat, the SRT Demon comes with two key fobs. The black fob limits engine output to 500 horsepower. The red key fob unlocks the engine’s full output of 808 horsepower and 717 pounds-feet torque. With either key fob, the driver can activate Eco and Valet Modes. Eco Mode revises the transmission shift schedule to include second-gear starts. Valet Mode limits the engine to 4,000 rpm and reduces torque output.
       
      The high-octane unleaded fuel capability with the optional Direct Connection powertrain controller boosts engine output to 840 horsepower and 770 pounds-feet of torque.
      TransBrake is a production car first
      Every Dodge Challenger SRT Demon is equipped with the standard TorqueFlite 8HP90 eight-speed automatic transmission. Already a proven and robust gearbox used with the HEMI Hellcat V-8, the transmission gets some significant changes for duty in the Challenger SRT Demon.
       
      Internal changes include an upgraded torque converter that delivers an 18 percent increase in torque multiplication. Also, the stall speed is increased 11 percent and the lockup speed is increased.
       
      The Challenger SRT Demon is the first-ever, factory-production car with TransBrake, which locks the transmission output shaft to hold the car in place before a standing start. This lets the driver increase engine speed up to 2,350 rpm without overpowering the brakes, resulting in quicker power delivery and up to 15 percent more torque at launch.
       
      Driver-oriented step-by-step instructions are displayed on the instrument cluster to guide the driver through the staging process and help them keep their focus on the Christmas Tree.
       
      The TransBrake helps to improve driver reaction time and launch consistency by using the steering wheel paddle shifters as a launch trigger – a paddle launch improves reaction time by 30 percent compared with a foot-brake launch. In addition, the system enables delivery of initial torque to the flywheel as soon as 20 milliseconds after launch.
       
      TransBrake works in conjunction with another SRT Demon first-ever factory-production car feature, Torque Reserve, to deliver increased levels of power and torque at launch.
       
      Torque Reserve becomes active once engine speed passes 950 rpm. It does two things:
      Closes the bypass valve, “prefilling” the supercharger with boost Manages fuel flow to cylinders and manages spark advance or retard to balance engine rpm and torque With TransBrake and Torque Reserve active, the SRT Demon has more than 8 psi of boost at launch and up to 120 percent more engine torque than without Torque Reserve. TransBrake also preloads the driveline with torque, leading to full engine torque delivery at the rear wheels 150 milliseconds after the shift paddle is released. That results in faster acceleration at launch, faster 60-foot times and an improvement of more than a tenth of a second in quarter-mile times, which can be an entire car length.
       
      Driveline components have been upgraded to get all that power and torque to the rear wheels, on every run.
       
      Changes include:
      Upgraded prop shaft with a 15 percent increase in torque capacity. The prop shaft uses high-strength steel. Shaft tube thickness increases by 20 percent and the stub shafts are heat treated for enhanced durability The rear differential housing has 30 percent more torque capacity. The housing is made from heat-treated A383 aluminum alloy. New material for the gear set has higher fatigue strength, with a deeper case hardening depth and two-step shot-peening manufacturing process to increase compressive residual stress The rear half shafts are larger in diameter; use a high-strength, low-alloy steel; and have 41 splines (up from 38), delivering a 20 percent increase in torque capacity. Eight-ball joints handle more torque, while reducing operating temperatures by more than 86 degrees Fahrenheit Production car first: Drag-mode Launch Assist
      SRT engineers went digital to isolate and resolve one of the biggest challenges to clean launches and driveline integrity – wheel hop.
      In simple terms, wheel hop happens when tires quickly slip and regain traction at launch, rapidly storing up and releasing energy in the driveline. These high torque spikes can quickly and severely damage driveline components – and up until now, the only solution was to back out of the throttle.
       
      Not with the Challenger SRT Demon. In a first for a factory-production car, the SRT Demon’s Launch Assist uses the wheel speed sensors to watch for signs that the tires are slipping/sticking. If slip is detected, the SRT Demon’s control module momentarily reduces engine torque to maximize traction almost instantly – without the driver having to lift. Launch Assist reduces loads in the driveline from wheel hop by more than 15-20 percent, dramatically reducing component damage.
      Production car first: Street-legal drag tires
      The Challenger SRT Demon is equipped with a set of four standard Nitto NT05R street-legal, drag-race tires, a first for a factory-production car.
       
      The 315/40R18 tires were specifically designed and developed exclusively for the SRT Demon, with a new compound and specific tire sidewall construction. The drag radials give the SRT Demon a 15-percent larger tire contact patch and more than twice the grip of the Challenger SRT Hellcat.
       
      The sticky drag tires are mounted on lightweight 11x18-inch wheels, with each tire measuring 12.6 inches wide. Putting full-size tires at all four corners gives drag racers an extra set of rear tires when the front tires are replaced with narrow front-runners at the track.
       
      A unique rear knuckle reduces negative camber by 0.5 degrees, “standing up” the tire and increasing the size of the tire contact patch.
      Engineering: More traction, less weight
      The main mission of the 2018 Dodge Challenger SRT Demon is to cover the quarter mile as quickly as possible. To do this, it combines the best of both mechanical and electronic tuning to deliver maximum launch grip while still maintaining precision directional control.
       
      The Bilstein Adaptive Damping shocks have been tuned for drag racing, shifting as much weight as possible on the rear tires at launch for maximum traction. The weight transfer improves rear tire grip by 11 percent.
       
      Mechanically, weight shift in the Challenger SRT Demon is aided by softening up some key suspension components. Those changes, compared with the Challenger SRT Hellcat, include:
      Softer springs: 35 percent lower rate front/28 percent lower rate rear Softer, lighter, hollow sway bars: 75 percent lower rate front/44 percent lower rate rear When Drag Mode is activated, the front Bilstein shocks are set for firm compression and soft rebound damping, while the rear Bilstein shocks are set for firm compression and firm rebound damping.
       
      That configuration is maintained as long as the car runs at wide open throttle. When the driver backs off the gas pedal, the system switches to firm compression and firm rebound front and rear for improved handling. 
       
      Also during Drag Mode, the traction control system is disabled to enable the rear wheels to spin for a burnout, but the electronic stability control system remains engaged to help the driver with straight-line performance.
       
      In pursuit for every tenth of a second, engineers looked to cut as much weight as possible. The result: Equipment removed from the Challenger SRT Demon weighs more than 200 pounds.
       
      How the weight was lost:
      58 pounds: Removed front passenger seat and belt 55 pounds: Removed rear seat, restraints and floor mats 24 pounds: Removed 16 audio speakers, amplifier and associated wiring 20 pounds: Removed trunk deck cover trim, carpeting, spare tire cover 19 pounds: Used smaller, hollow sway bars 18 pounds: Removed mastic, body deadeners, insulators and foam 16 pounds: Used lightweight all-aluminum four-piston brake caliper and smaller, 360-mm two-piece rotor 16 pounds: Switched to lightweight wheels and open-end lug nuts 4 pounds: Switched to manual tilt/telescope steering column 2 pounds: Removed park sensors and module Buyers have the option to add back the front passenger seat, rear seats and trunk carpeting kit for $1 each. Other options include the Harman Kardon 19-speaker, 900-watt audio system, power sunroof, heated and ventilated leather front seats with heated steering wheel, painted Satin Black hood, or new painted Satin Black hood, roof and decklid package.
      Dual personalities: Performance Pages and Drive Modes
      The 2018 Dodge Challenger SRT Demon gives the driver the capability to set up the car for on-road precision, maximum drag strip performance or anything in between.
       
      The nerve center for those personalities is SRT Performance Pages and Drive Modes, displayed on the Uconnect 8.4-inch touchscreen.
       
      Performance Pages arm the driver with real-time data, including a graphic display of engine horsepower and torque with gear changes plotted; supercharger coolant temperature; timers for reaction time, 0-60 miles per hour (mph), 0-100 mph, eighth-mile and quarter-mile elapsed time and vehicle speed; instantaneous and peak longitudinal and lateral g-forces; and gauge readouts for engine oil temperature and pressure, coolant temperature, transmission fluid temperature, intake air temperature, air-fuel ratio; intercooler coolant temperature, boost pressure and battery voltage.
       
      The Drive Modes include the Challenger SRT Demon-exclusive Drag Mode. Drive Mode settings include Auto (Street) Mode, which sets the Bilstein Adaptive Damping Suspension (ADS) for comfortable ride with compliant handling, and Custom Mode, which lets the driver select between Auto and Drag Mode configurations for the transmission, paddle shifters, traction, suspension and steering.

      Auto (Street) Mode options:
      Engine output level is set based on which Demon key is in the vehicle   If red key is present, the power level can be set per customer preference Transmission, suspension and steering default to Auto Mode (Street) Customers can set suspension and steering preference Electronic Stability Control defaults to full on Paddle shifters can be turned on or off per customer preference Eco mode is available only in Auto Mode Drag Mode options:
      TorqueFlite eight-speed transmission runs a calibration optimized for acceleration Electronic Stability Control is optimized for straight-line acceleration Suspension calibration changes to full firm in rear and firm compression/soft rebound in front Paddle shifters are turned on Steering is set to Drag Mode for high-speed stability Cabin cooling diverted to SRT Power Chiller™ Torque converter lockup point is raised in Drag Mode TransBrake is available in Drag Mode only Custom Mode options:
      Nearly every combination of options available in Auto (Street) or Drag can be configured in the Custom Mode. For example, a driver could select the elements of Drag Mode related to engine and transmission performance, but could select Sport Mode for the suspension and steering, providing the on-road driving dynamics of a Challenger SRT Hellcat When equipped with the Direction Connection Performance Parts powertrain control module, the driver can use 100+ high-octane unleaded fuel in any drive mode.
      Drivers can also select line lock, which engages the front brakes to hold the Challenger SRT Demon stationary but leaves the rear wheels free for a burnout to heat up and clean the rear tires. The system will also let the driver perform a controlled rolling burnout. The system engages for up to 400 rear wheel revolutions.
       
      Performance Pages also includes rpm-adjustable launch control and by-individual-gear-adjustable shift light displayed in the instrument cluster.  A new data recorder feature lets the Challenger SRT Demon driver build an archive of data to help optimize the car for track and weather conditions, while helping to improve driving techniques.
       
      Eco and Valet Modes are accessed in the Performance Pages. When Valet Mode is activated, engine horsepower is reduced and rpm is limited to 4,000. Also, certain performance features, such as steering wheel paddle shifters and Launch Control, are disabled. The driver can activate and de-activate Valet Mode with a four-digit PIN code they create.
      Functional and Intimidating Design
      The 2018 Dodge Challenger SRT Demon is the widest Challenger ever and first-ever, factory-production muscle car with wide-body fender flares.
       
      The wide body flares are designed to amplify the Challenger SRT Demon’s menacing stance, while making room for wider tires with concealed attachments. The fender flares, which cover the lightweight 18x11-inch wheels with exclusive, specifically designed Demon-branded 315/40R18 Nitto NT05R drag radial tires front and rear; add 3.5 inches to the Challenger SRT Demon’s overall width. The front side marker lights are styled to flow with the shape of the fender flares.
       
      The entire chassis is e-coated for durability before final assembly.
       
      Additional defining exterior features include the wide Air-Grabber™ hood scoop – the largest functional hood scoop (45.2 square inches) of any production car – and new Demon logos flanking each fender.
       
      The driver is the focus in the interior of the Challenger SRT Demon, as it is for every model in the Challenger lineup.
       
      Both the front passenger seat and rear seat, along with their corresponding seat belts, are deleted in the standard configuration of the Challenger SRT Demon.
       
      Customers have the option of adding seats into the car, as well as adding leather coverings, when it is ordered. The front seat(s) have the Demon head logo stitched or embossed into the seat back.
       
      Seating configurations:
      Driver seat only, premium cloth covered Driver and front passenger seat, premium cloth covered Driver and front passenger seat, Laguna leather and Alcantara suede covered Driver, front passenger and rear seats, Laguna leather and Alcantara suede covered Facing the driver is a flat-bottom SRT Performance steering wheel wrapped in Alcantara with paddle shifters. The SRT white-face gauges include a 200-mph speedometer and flank the 7-inch thin-film transistor (TFT) cluster display screen. A custom carbon fiber instrument panel badge with “Demon” script is located on the outboard vent and signifies the build sequence number.
       
      A new four-point harness bar, available through Speedlogix, is available for use at the track. Mounting points for the bar are accessible, making it easy for customers to install without cutting or drilling anything.
       
      Standard cloth seats include Ballistic II inserts with silver embroidered Demon head logo in the seat backs. An optional Laguna Leather Package includes leather covered seats and trim with embossed Demon head logo. 
       
      The 2018 Dodge Challenger SRT Demon will be available 14 exterior colors: B5 Blue, Billet Silver, Destroyer Grey, F8 Green, Go Mango, Granite Crystal, Indigo Blue, Maximum Steel, Octane Red, Pitch Black, Plum Crazy, TorRed, White Knuckle and Yellow Jacket. 
       
      All exterior colors are available with Satin Black hood, roof and decklid.
      Demon Crate Carrying Exclusive Components
      The Demon Crate, available to buyers of the Dodge Challenger SRT Demon, contains components that fully unleash the car’s potential at the drag strip and is fully customized with the buyer’s name, VIN and serial number.
      The Demon Crate contains:
      Direct Connection Performance Parts: Performance powertrain control module with high-octane engine calibration Replacement switch module containing high-octane button Conical performance air filter Passenger mirror block-off plate Narrow, front-runner drag wheels Demon-branded track tools: Hydraulic floor jack with carrying bag Cordless impact wrench with charger Torque wrench with extension and socket Tire pressure gauge Fender cover Tool bag Foam case that fits into the SRT Demon trunk and securely holds the front runner wheels and track tools The Demon Crate is further customized with the buyer’s name, VIN and serial number.
       
      Production of the 2018 Dodge Challenger SRT Demon begins later this year at the Brampton (Ont.) Assembly plant.  
       
      The Challenger SRT Demon is covered by FCA US LLC’s factory warranty, including three-year/36,000-mile limited vehicle warranty and five-year/60,000-mile limited powertrain coverage.
       

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    • By William Maley
      We thought Dodge was insane when they debuted the Challenger and Charger Hellcats a few years ago. Boy how wrong we were as tonight in a blaze of smoky glory, Dodge introduced the Challenger Demon. Built with drag racing in mind, the Demon can lift its front wheels off the ground during hard acceleration. It is so fast that the Demon in its stock form has been banned from drag-racing competition by the National Hot Rod Association (NHRA) - we'll explain why shortly.
      Here are all of the juicy details about the Demon,
      6.2L supercharged V8 capable of producing 840 horsepower and 770 pound-feet of torque* *That's with the optional Demon Crate with all of the parts and tools necessary to reach that power. Standard models will boast 808 hp and 717 pound-feet. Eight-Speed Automatic with an upgraded torque converter 0-60 MPH in 2.3 seconds 0-100 MPH in 5.1 seconds Quarter-Mile: 9.65 seconds at 140 mph Pulls 1.8Gs of force during launch Madness you might say. But to get these figures, Dodge put a lot of work into the Demon.
      It begins with the 6.2L V8 where a larger supercharger (2.7L up from the Hellcat's 2.4L) is plopped down and boost has been increased to 14.5 psi. Close to 50 percent of the engine's internals have been changed out to improve overall strength with the amount of power on tap and dual fuel pumps keep the fuel flowing. The SRT Power Chiller uses the vehicle's A/C system to cool down the air coming in from the large hood scoop.
      Next, Dodge put the Demon on a bit of a diet. Removing various trim, audio, and even the passenger and back seat, Dodge was able to drop more than 200 pounds. Those who want the passenger and back seat will be happy to know they are on the options list for a $1.00 each (no this isn't a misprint).
      For dragstrip duties, the Demon comes with a fair amount tech and parts to get the best results
      A set of Nitto NT05R 315/40 drag radials TransBrake: Locks the transmission output shaft to hold the vehicle in place during a standing start.  Torque Reserve: Works in conjunction with TransBrake. The system closes a bypass valve in the engine, pre-fills the supercharger and building boost (even at just above idle). Once the vehicle is launched, the system adjusts fuel flow and spark to make sure the right amount of horsepower and torque is being sent to the rear wheels Drag Mode: Changes various parameters in the powertrain for drag duty. Helps reduce wheel hop by monitoring wheel slip and reducing torque. Demon Crate: An option that includes a set of skinny front tires, new engine ECU, air filter, a low-temperature thermostat, HVAC switch module with an extra button on it, and a set of Snap-On tools. Now we come to point in our story where we need to explain why the Demon has been banned from drag-racing competition. The NHRA has a rule how quick “stock” cars could run at quarter-mile tracks. Until 2012. that number was an 11.5-second pass. This was changed to a 9.99-second pass or 135 mph trap speed due to factory vehicles becoming much faster. Since the Demon can do a quarter-mile at 9.65 seconds at 140 mph in stock form, it is banned. You can drag race a Demon, but you'll need to get extra safety equipment (roll cage, helmet, and a fire suit) and a Competition License.
      At the moment, Dodge is only doing one year of Demon production with 3,000 for the U.S. and 300 for Canada. No word on pricing, but you'll be able to buy one this fall.
      Source: Dodge
      Press Release is on Page 2
      2018 Dodge Challenger SRT Demon Pulls the Wheels
      Fastest quarter-mile car in the world; banned by the NHRA 840 horsepower and 770 pounds-feet of torque from supercharged 6.2-liter HEMI® Demon V-8 engine makes Dodge Challenger SRT Demon the most-powerful muscle car ever Highest horsepower V-8 production car engine ever produced First-ever front-wheel lift in production car (2.92 feet) as certified by Guinness World Records World’s fastest quarter-mile production car with an elapsed time (ET) of 9.65 seconds and 140 miles per hour (mph) as certified by National Hot Rod Association (NHRA) Challenger SRT Demon is too fast for the drag strip – officially banned by NHRA World’s fastest 0-60 production car: 2.3 seconds 0-30 miles per hour: 1.0 second Highest g-force acceleration of any production car: 1.8 g Air-Grabber™ induction system includes the largest functional hood scoop (45.2 square inches) of any production car Significant upgrades to create the Demon engine include: Larger 2.7-liter per rev supercharger; increased boost pressure to 14.5 psi Higher rpm limit of 6,500 First-ever factory-production car with innovative SRT Power Chiller™ liquid-to-air intercooler chiller system First factory-production car with After-Run Chiller that keeps cooling the supercharger/charge air cooler after the engine is shut off First-ever, factory-production car designed to run on 100+ high-octane unleaded fuel or 91 octane on demand First-ever, factory-production car with TransBrake for more powerful and quicker launches First-ever, factory-production drag car with Torque Reserve, to deliver increased levels of power and torque at launch First-ever, factory-production car with front passenger seat delete Exclusive, serialized Demon Crate offers components that fully unleash the car’s potential at the drag strip Challenger SRT Demon is covered by FCA US LLC factory warranty, including three-year/36,000-mile limited vehicle warranty and five-year/60,000-mile limited powertrain coverage Production of limited-edition single model year (3,000 United States/300 Canada) Challenger SRT Demon begins later this summer; deliveries to Dodge//SRT dealers to begin this fall All customers who buy the new 2018 Dodge Challenger SRT Demon receive one full-day session at Bob Bondurant School of High-performance Driving Dodge has named Hagerty as its official insurance provider of the Dodge Challenger SRT Demon April 11, 2017 , Auburn Hills, Mich. - Dodge rocked the high-performance car world in 2014 with the 707-horsepower Charger SRT Hellcat and Challenger SRT Hellcat, building supercar performance at affordable prices. They were the most powerful muscle cars ever – until now.
      Today, Dodge is shaking the foundation of the entire performance car industry, launching New York International Auto Show week with its wickedly fast new 2018 Dodge Challenger SRT Demon – highly capable on the street, absolutely dominating at the drag strip.
       
      Powered by a 840-horsepower, supercharged 6.2-liter HEMI® Demon V-8, the limited-production Challenger SRT Demon is the world’s most powerful factory-production V-8 – bar none.  NHRA-certified 9.65 seconds @ 140 mph makes the Dodge Challenger SRT Demon the fastest ¼-mile car in the world.
       
      Performance numbers:
      0-30 mph: 1.0 second  0-60 mph: 2.3 seconds Quarter-mile: 9.65 seconds at 140 mph  
      The Challenger SRT Demon also is the world’s first production car to lift the front wheels at launch and set the world record for longest wheelie from a standing start by a production car at 2.92 feet, certified by Guinness World Records. And hold onto your seat. The Challenger SRT Demon also registers the highest g-force (1.8 g) ever recorded at launch in a production car.
       
      “With Demon, our goal was to build a car that would tattoo the Dodge logo into the subconscious of the general market, beyond even our loyal enthusiasts, said Tim Kuniskis, Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT, FCA North America. “To do so, we had to set records that have never been set before, do more than has ever been done before, go beyond even the legendary Hellcat. The result: an 840-horsepower, 9-second muscle car unlike anything that has ever come before it.”

      The Challenger SRT Demon’s record-setting performance is the result of collaboration among the Dodge//SRT, Design, Engineering, Powertrain and Manufacturing teams inside FCA US LLC, many of whom are experienced and active drag racers. While the 2018 Dodge Challenger SRT Demon remains a potent street car, every component was scrutinized and optimized for weight, capability and durability on the strip.
       
      The performance records flow from an impressive list of street-legal production car industry firsts. That list includes:
      Factory-installed wider, Nitto street-legal drag radials for improved grip, 40 percent more launch force compared with SRT Hellcat tires Available Direct Connection engine controller calibrated for 100+ unleaded high-octane fuel SRT Power Chiller™ redirects air conditioning refrigerant to chill the charger air cooler After-Run Chiller runs the cooling fan and the low-temperature circuit coolant pump after engine shutdown TransBrake locks the output shaft of the TorqueFlite eight-speed automatic transmission to hold the car before launch, allowing the driver to increase engine rpm for higher torque and quicker response Torque Reserve boosts engine air flow and supercharger rpm before launch, delivering wickedly fast acceleration Drag Mode suspension tuning maximizes weight transfer to the rear wheels for better traction Drag Mode Launch Assist uses wheel speed sensors to watch for driveline-damaging wheel hop at launch and in milliseconds modifies the engine torque to regain full grip and then continues accelerating the car down the track Available narrow “front runner” wheels for use at drag strips cuts front-end weight Wide-body exterior styling, with concealed wheel well attachments house Challenger SRT Demon’s massively wide 315/40R18 tires Front passenger seat and rear seat deleted to reduce weight (can be optioned back for $1 each) Production of the limited-edition single model year Challenger SRT Demon begins later this summer, with 3,000 vehicles for the United States and 300 vehicles for Canada. Deliveries to Dodge//SRT dealers will begin this fall.
       
      Dodge has named Hagerty as its official insurance provider of the Dodge Challenger SRT Demon – Hagerty is a company for people who love cars and they already protect many of the rarest high performance cars in the world.
      Demon’s heart: Supercharged V-8
      The heart of the 2018 Dodge Challenger SRT Demon is the supercharged 6.2-liter HEMI Demon V-8, rated at 840 horsepower and 770 pounds-feet of torque. The red-painted Demon engine has been certified to the SAE J1349 industry standard for its horsepower and torque ratings. The engine also meets all applicable legal emissions regulations.
       
      While the Demon V-8 shares its architecture with the 707-hp 6.2-liter supercharged HEMI Hellcat V-8, it is not simply a Hellcat engine with more boost. The Demon V-8 engine has 25 major component upgrades from the Hellcat engine, including supercharger, pistons, rods, valve train and fuel injection system.
      Among the changes, compared with the Hellcat V-8, the Demon’s supercharged V-8 features:
      Larger supercharger: 2.7 liters versus 2.4 liters Increased boost pressure: 14.5 psi versus 11.6 psi Higher rpm limit: 6,500 rpm versus 6,200 rpm Fuel: Two dual-stage fuel pumps versus one Larger induction air box with three sources of intake air: Air-Grabber™ hood, driver-side Air-Catcher™ headlamp and an inlet near the wheel liner In addition, the HEMI Demon V-8 includes a high-speed valvetrain, strengthened connecting rods and pistons, and improved lubrication system. The upgrades enable the engine to sustain higher output and pressures while meeting FCA US LLC’s stringent durability requirements.
       
      One key to the Challenger SRT Demon’s best-ever power output is air – the supercharged Demon V-8 takes in plenty of it. The SRT Demon’s Air-Grabber™ hood includes the largest functional hood scoop (45.2 square inches) of any production car.
       
      The Air-Grabber™ hood is sealed to the air box, which is also fed from the driver-side Air-Catcher™ headlamp and an inlet near the wheel liner. Combined, those sources give the Demon V-8 an air-flow rate of 1,150 cubic feet per minute, 18 percent greater than the Hellcat V-8 and the largest air induction volume of any production car.
       
      The additional air inlets help reduce the temperature of the intake air by more than 30 degrees Fahrenheit compared with the Hellcat V-8, which improves overall throttle response.
       
      Heat is the enemy of speed at the drag strip, so Dodge//SRT engineers looked for more ways to keep the intake air as close to the optimum temperature as possible.
       
      The innovative SRT Power Chiller™ is a production car first. It diverts the air-conditioning refrigerant from the SRT Demon’s interior to a chiller unit mounted by the low-temperature circuit coolant pump. Charge air coolant, after being cooled by ambient air passing through a low-temperature radiator at the front of the vehicle, flows through the chiller unit, where it is further cooled. The chilled coolant then flows to the heat exchangers in the supercharger.
       
      Every run down the drag strip generates plenty of heat. The After-Run Chiller, a factory-production car first, helps the SRT Demon get ready for the next run as quickly as possible.
       
      When the engine is shut down, the After-Run Chiller keeps the engine cooling fan and low-temperature circuit coolant pump running to lower the supercharger/charge air cooler temperature, helping the Challenger SRT Demon minimize heat soak effects. The driver can track the supercharger coolant temperature on the 8.4-inch Uconnect touchscreen in the instrument panel, and know in real time when the supercharger is at the optimum temperature for another run.
       
      The impact of the SRT Power Chiller™ and After-Run Chiller, combined, lowers intake air temperature by up to 45 degrees Fahrenheit.
      Fueling performance: 100+ unleaded high octane
      The Challenger SRT Demon is the first-ever, street-legal factory-production car designed to run on 100+ unleaded high-octane fuel. That fuel is readily available at select gas stations, specialty shops and drag strips.
       
      The keys to unleashing the SRT Demon’s full performance fury are in the Demon Crate: Direct Connection Performance Parts include a new powertrain control module calibrated for the high-octane unleaded fuel and a new switch bank for the center stack that includes a high-octane button.
       
      The SRT Demon leaves the factory with a powertrain control module configured for 91-octane premium unleaded pump gasoline, which delivers top level performance.
       
      The switch to the Direct Connection controller enables the supercharged HEMI engine to extract the maximum power from the knock-resistant fuel at high pressures and optimum spark timing. Drag racers can anticipate improvements in elapsed times (ETs) and trap speeds with the high-octane fuel.
       
      The Challenger SRT Demon is engineered to be able to run on a mix of 100+ octane and premium unleaded fuels without hurting the engine, but the high-octane function won’t activate if the combined fuel octane is too low. A message in the gauge display tells the driver the car will use the premium fuel calibration until the engine is shut off and restarted. How does the car know? The controller monitors the engine’s knock sensors.
       
      There will be plenty of fuel available: the SRT Demon carries dual fuel pumps (versus one pump in the Challenger SRT Hellcat), larger fuel injectors and fuel lines that handle higher pressures.
       
      Similar to the Challenger SRT Hellcat, the SRT Demon comes with two key fobs. The black fob limits engine output to 500 horsepower. The red key fob unlocks the engine’s full output of 808 horsepower and 717 pounds-feet torque. With either key fob, the driver can activate Eco and Valet Modes. Eco Mode revises the transmission shift schedule to include second-gear starts. Valet Mode limits the engine to 4,000 rpm and reduces torque output.
       
      The high-octane unleaded fuel capability with the optional Direct Connection powertrain controller boosts engine output to 840 horsepower and 770 pounds-feet of torque.
      TransBrake is a production car first
      Every Dodge Challenger SRT Demon is equipped with the standard TorqueFlite 8HP90 eight-speed automatic transmission. Already a proven and robust gearbox used with the HEMI Hellcat V-8, the transmission gets some significant changes for duty in the Challenger SRT Demon.
       
      Internal changes include an upgraded torque converter that delivers an 18 percent increase in torque multiplication. Also, the stall speed is increased 11 percent and the lockup speed is increased.
       
      The Challenger SRT Demon is the first-ever, factory-production car with TransBrake, which locks the transmission output shaft to hold the car in place before a standing start. This lets the driver increase engine speed up to 2,350 rpm without overpowering the brakes, resulting in quicker power delivery and up to 15 percent more torque at launch.
       
      Driver-oriented step-by-step instructions are displayed on the instrument cluster to guide the driver through the staging process and help them keep their focus on the Christmas Tree.
       
      The TransBrake helps to improve driver reaction time and launch consistency by using the steering wheel paddle shifters as a launch trigger – a paddle launch improves reaction time by 30 percent compared with a foot-brake launch. In addition, the system enables delivery of initial torque to the flywheel as soon as 20 milliseconds after launch.
       
      TransBrake works in conjunction with another SRT Demon first-ever factory-production car feature, Torque Reserve, to deliver increased levels of power and torque at launch.
       
      Torque Reserve becomes active once engine speed passes 950 rpm. It does two things:
      Closes the bypass valve, “prefilling” the supercharger with boost Manages fuel flow to cylinders and manages spark advance or retard to balance engine rpm and torque With TransBrake and Torque Reserve active, the SRT Demon has more than 8 psi of boost at launch and up to 120 percent more engine torque than without Torque Reserve. TransBrake also preloads the driveline with torque, leading to full engine torque delivery at the rear wheels 150 milliseconds after the shift paddle is released. That results in faster acceleration at launch, faster 60-foot times and an improvement of more than a tenth of a second in quarter-mile times, which can be an entire car length.
       
      Driveline components have been upgraded to get all that power and torque to the rear wheels, on every run.
       
      Changes include:
      Upgraded prop shaft with a 15 percent increase in torque capacity. The prop shaft uses high-strength steel. Shaft tube thickness increases by 20 percent and the stub shafts are heat treated for enhanced durability The rear differential housing has 30 percent more torque capacity. The housing is made from heat-treated A383 aluminum alloy. New material for the gear set has higher fatigue strength, with a deeper case hardening depth and two-step shot-peening manufacturing process to increase compressive residual stress The rear half shafts are larger in diameter; use a high-strength, low-alloy steel; and have 41 splines (up from 38), delivering a 20 percent increase in torque capacity. Eight-ball joints handle more torque, while reducing operating temperatures by more than 86 degrees Fahrenheit Production car first: Drag-mode Launch Assist
      SRT engineers went digital to isolate and resolve one of the biggest challenges to clean launches and driveline integrity – wheel hop.
      In simple terms, wheel hop happens when tires quickly slip and regain traction at launch, rapidly storing up and releasing energy in the driveline. These high torque spikes can quickly and severely damage driveline components – and up until now, the only solution was to back out of the throttle.
       
      Not with the Challenger SRT Demon. In a first for a factory-production car, the SRT Demon’s Launch Assist uses the wheel speed sensors to watch for signs that the tires are slipping/sticking. If slip is detected, the SRT Demon’s control module momentarily reduces engine torque to maximize traction almost instantly – without the driver having to lift. Launch Assist reduces loads in the driveline from wheel hop by more than 15-20 percent, dramatically reducing component damage.
      Production car first: Street-legal drag tires
      The Challenger SRT Demon is equipped with a set of four standard Nitto NT05R street-legal, drag-race tires, a first for a factory-production car.
       
      The 315/40R18 tires were specifically designed and developed exclusively for the SRT Demon, with a new compound and specific tire sidewall construction. The drag radials give the SRT Demon a 15-percent larger tire contact patch and more than twice the grip of the Challenger SRT Hellcat.
       
      The sticky drag tires are mounted on lightweight 11x18-inch wheels, with each tire measuring 12.6 inches wide. Putting full-size tires at all four corners gives drag racers an extra set of rear tires when the front tires are replaced with narrow front-runners at the track.
       
      A unique rear knuckle reduces negative camber by 0.5 degrees, “standing up” the tire and increasing the size of the tire contact patch.
      Engineering: More traction, less weight
      The main mission of the 2018 Dodge Challenger SRT Demon is to cover the quarter mile as quickly as possible. To do this, it combines the best of both mechanical and electronic tuning to deliver maximum launch grip while still maintaining precision directional control.
       
      The Bilstein Adaptive Damping shocks have been tuned for drag racing, shifting as much weight as possible on the rear tires at launch for maximum traction. The weight transfer improves rear tire grip by 11 percent.
       
      Mechanically, weight shift in the Challenger SRT Demon is aided by softening up some key suspension components. Those changes, compared with the Challenger SRT Hellcat, include:
      Softer springs: 35 percent lower rate front/28 percent lower rate rear Softer, lighter, hollow sway bars: 75 percent lower rate front/44 percent lower rate rear When Drag Mode is activated, the front Bilstein shocks are set for firm compression and soft rebound damping, while the rear Bilstein shocks are set for firm compression and firm rebound damping.
       
      That configuration is maintained as long as the car runs at wide open throttle. When the driver backs off the gas pedal, the system switches to firm compression and firm rebound front and rear for improved handling. 
       
      Also during Drag Mode, the traction control system is disabled to enable the rear wheels to spin for a burnout, but the electronic stability control system remains engaged to help the driver with straight-line performance.
       
      In pursuit for every tenth of a second, engineers looked to cut as much weight as possible. The result: Equipment removed from the Challenger SRT Demon weighs more than 200 pounds.
       
      How the weight was lost:
      58 pounds: Removed front passenger seat and belt 55 pounds: Removed rear seat, restraints and floor mats 24 pounds: Removed 16 audio speakers, amplifier and associated wiring 20 pounds: Removed trunk deck cover trim, carpeting, spare tire cover 19 pounds: Used smaller, hollow sway bars 18 pounds: Removed mastic, body deadeners, insulators and foam 16 pounds: Used lightweight all-aluminum four-piston brake caliper and smaller, 360-mm two-piece rotor 16 pounds: Switched to lightweight wheels and open-end lug nuts 4 pounds: Switched to manual tilt/telescope steering column 2 pounds: Removed park sensors and module Buyers have the option to add back the front passenger seat, rear seats and trunk carpeting kit for $1 each. Other options include the Harman Kardon 19-speaker, 900-watt audio system, power sunroof, heated and ventilated leather front seats with heated steering wheel, painted Satin Black hood, or new painted Satin Black hood, roof and decklid package.
      Dual personalities: Performance Pages and Drive Modes
      The 2018 Dodge Challenger SRT Demon gives the driver the capability to set up the car for on-road precision, maximum drag strip performance or anything in between.
       
      The nerve center for those personalities is SRT Performance Pages and Drive Modes, displayed on the Uconnect 8.4-inch touchscreen.
       
      Performance Pages arm the driver with real-time data, including a graphic display of engine horsepower and torque with gear changes plotted; supercharger coolant temperature; timers for reaction time, 0-60 miles per hour (mph), 0-100 mph, eighth-mile and quarter-mile elapsed time and vehicle speed; instantaneous and peak longitudinal and lateral g-forces; and gauge readouts for engine oil temperature and pressure, coolant temperature, transmission fluid temperature, intake air temperature, air-fuel ratio; intercooler coolant temperature, boost pressure and battery voltage.
       
      The Drive Modes include the Challenger SRT Demon-exclusive Drag Mode. Drive Mode settings include Auto (Street) Mode, which sets the Bilstein Adaptive Damping Suspension (ADS) for comfortable ride with compliant handling, and Custom Mode, which lets the driver select between Auto and Drag Mode configurations for the transmission, paddle shifters, traction, suspension and steering.

      Auto (Street) Mode options:
      Engine output level is set based on which Demon key is in the vehicle   If red key is present, the power level can be set per customer preference Transmission, suspension and steering default to Auto Mode (Street) Customers can set suspension and steering preference Electronic Stability Control defaults to full on Paddle shifters can be turned on or off per customer preference Eco mode is available only in Auto Mode Drag Mode options:
      TorqueFlite eight-speed transmission runs a calibration optimized for acceleration Electronic Stability Control is optimized for straight-line acceleration Suspension calibration changes to full firm in rear and firm compression/soft rebound in front Paddle shifters are turned on Steering is set to Drag Mode for high-speed stability Cabin cooling diverted to SRT Power Chiller™ Torque converter lockup point is raised in Drag Mode TransBrake is available in Drag Mode only Custom Mode options:
      Nearly every combination of options available in Auto (Street) or Drag can be configured in the Custom Mode. For example, a driver could select the elements of Drag Mode related to engine and transmission performance, but could select Sport Mode for the suspension and steering, providing the on-road driving dynamics of a Challenger SRT Hellcat When equipped with the Direction Connection Performance Parts powertrain control module, the driver can use 100+ high-octane unleaded fuel in any drive mode.
      Drivers can also select line lock, which engages the front brakes to hold the Challenger SRT Demon stationary but leaves the rear wheels free for a burnout to heat up and clean the rear tires. The system will also let the driver perform a controlled rolling burnout. The system engages for up to 400 rear wheel revolutions.
       
      Performance Pages also includes rpm-adjustable launch control and by-individual-gear-adjustable shift light displayed in the instrument cluster.  A new data recorder feature lets the Challenger SRT Demon driver build an archive of data to help optimize the car for track and weather conditions, while helping to improve driving techniques.
       
      Eco and Valet Modes are accessed in the Performance Pages. When Valet Mode is activated, engine horsepower is reduced and rpm is limited to 4,000. Also, certain performance features, such as steering wheel paddle shifters and Launch Control, are disabled. The driver can activate and de-activate Valet Mode with a four-digit PIN code they create.
      Functional and Intimidating Design
      The 2018 Dodge Challenger SRT Demon is the widest Challenger ever and first-ever, factory-production muscle car with wide-body fender flares.
       
      The wide body flares are designed to amplify the Challenger SRT Demon’s menacing stance, while making room for wider tires with concealed attachments. The fender flares, which cover the lightweight 18x11-inch wheels with exclusive, specifically designed Demon-branded 315/40R18 Nitto NT05R drag radial tires front and rear; add 3.5 inches to the Challenger SRT Demon’s overall width. The front side marker lights are styled to flow with the shape of the fender flares.
       
      The entire chassis is e-coated for durability before final assembly.
       
      Additional defining exterior features include the wide Air-Grabber™ hood scoop – the largest functional hood scoop (45.2 square inches) of any production car – and new Demon logos flanking each fender.
       
      The driver is the focus in the interior of the Challenger SRT Demon, as it is for every model in the Challenger lineup.
       
      Both the front passenger seat and rear seat, along with their corresponding seat belts, are deleted in the standard configuration of the Challenger SRT Demon.
       
      Customers have the option of adding seats into the car, as well as adding leather coverings, when it is ordered. The front seat(s) have the Demon head logo stitched or embossed into the seat back.
       
      Seating configurations:
      Driver seat only, premium cloth covered Driver and front passenger seat, premium cloth covered Driver and front passenger seat, Laguna leather and Alcantara suede covered Driver, front passenger and rear seats, Laguna leather and Alcantara suede covered Facing the driver is a flat-bottom SRT Performance steering wheel wrapped in Alcantara with paddle shifters. The SRT white-face gauges include a 200-mph speedometer and flank the 7-inch thin-film transistor (TFT) cluster display screen. A custom carbon fiber instrument panel badge with “Demon” script is located on the outboard vent and signifies the build sequence number.
       
      A new four-point harness bar, available through Speedlogix, is available for use at the track. Mounting points for the bar are accessible, making it easy for customers to install without cutting or drilling anything.
       
      Standard cloth seats include Ballistic II inserts with silver embroidered Demon head logo in the seat backs. An optional Laguna Leather Package includes leather covered seats and trim with embossed Demon head logo. 
       
      The 2018 Dodge Challenger SRT Demon will be available 14 exterior colors: B5 Blue, Billet Silver, Destroyer Grey, F8 Green, Go Mango, Granite Crystal, Indigo Blue, Maximum Steel, Octane Red, Pitch Black, Plum Crazy, TorRed, White Knuckle and Yellow Jacket. 
       
      All exterior colors are available with Satin Black hood, roof and decklid.
      Demon Crate Carrying Exclusive Components
      The Demon Crate, available to buyers of the Dodge Challenger SRT Demon, contains components that fully unleash the car’s potential at the drag strip and is fully customized with the buyer’s name, VIN and serial number.
      The Demon Crate contains:
      Direct Connection Performance Parts: Performance powertrain control module with high-octane engine calibration Replacement switch module containing high-octane button Conical performance air filter Passenger mirror block-off plate Narrow, front-runner drag wheels Demon-branded track tools: Hydraulic floor jack with carrying bag Cordless impact wrench with charger Torque wrench with extension and socket Tire pressure gauge Fender cover Tool bag Foam case that fits into the SRT Demon trunk and securely holds the front runner wheels and track tools The Demon Crate is further customized with the buyer’s name, VIN and serial number.
       
      Production of the 2018 Dodge Challenger SRT Demon begins later this year at the Brampton (Ont.) Assembly plant.  
       
      The Challenger SRT Demon is covered by FCA US LLC’s factory warranty, including three-year/36,000-mile limited vehicle warranty and five-year/60,000-mile limited powertrain coverage.
       
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