2018 Dodge Challenger SRT Demon V8 Dyno Run

2018 Dodge Challenger SRT Demon V8 Dyno Run from youtube by DPCcars
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Displacement: Supercharged 6.2-liter V-8

Construction: Deep-skirt cast iron block; aluminum alloy heads with hemispherical combustion chamber

Output:
840 bhp (626 kW) @ 6,300 rpm; 770 lb.-ft (1,044 N•m) @ 4,500 rpm with Direct Connection Controller and unleaded 100 octane minimum fuel

808 bhp (603 kW) @ 6,300 rpm; 717 lb.-ft (972 N•m) @ 4,500 rpm with Premium 91 octane fuel

Production site: Saltillo Engine Plant, Ramos Arizpe, Mexico
62 percent new content compared with Hellcat V-8: engine block; crankshaft; pistons; connecting rods; supercharger
Cylinder heads machined on dedicated Demon/Hellcat CNC machines

Engine block is deck plate honed to minimize bore distortion
Every Demon and Hellcat engine is dyno tested for 42 minutes under load up to 5,200 rpm before being shipped to assembly plant in Brampton, Ontario

More air: Largest functional hood scoop opening (45.2 square inches) and triple-inlet air box (903.1 cubic inches). High flow, low restriction inlet system designed to deliver cool air into the supercharger.

Air-flow rate: 1,150 cubic feet per minute

SRT Power Chiller™: Redirects air conditioning refrigerant from cabin to chiller unit; reduces charge air temperature by 18 degrees Fahrenheit

Supercharger:
Twin screw, 2.7 liters per revolution

Rotors 1.1 inches longer compared with Hellcat

Maximum boost pressure 14.5 psi compared with 11.6 psi for Hellcat

Dual water/air heat exchangers integrated into supercharger housing

Electric pump flows up to 11.9 gallons per minute

Engine internals:
Forged alloy steel crankshaft with 90.9-millimeter stroke and revised balancing
Induction-hardened crank bearing surfaces; individual journal optimized main bearing clearances
Forged high-strength alloy pistons; 30-micron increased piston to bore clearance
Powder forged connecting rods; upgraded shank and big end; revised ultra-high tensile fasteners
Flow doubled on piston cooling oil jets
Revised design valve springs
33 percent increase in oiling for valve springs and rocker tips – lubrication and cooling
Single-groove collets on valve stems for improved stability
Fuel injector pressure increased 27 percent
Oil pan and windage tray optimized for high acceleration – tested up to 1.8 g

Transmission: TorqueFlite 8HP90 eight-speed automatic
Upgraded automatic transmission torque converter increases torque multiplication 18 percent
Torque converter stall speed increased 11 percent
In Drag Mode, transmission minimizes torque cut during gear changes – 400 millisecond shifts

Drivetrain:
Limited-slip differential
230-millimeter ring gear in high strength alloy, heat-treated aluminum differential housing
3.09 final drive ratio for maximum acceleration
20-percent thicker prop shaft made of high strength, low alloy steel tube; high strength steel stub shafts
Upgraded halfshafts with 8-ball Cross-Glide inner and outer joints; larger diameter barshafts with 41-spline count; high alloy steel inner and outer stub shafts

Nitto drag radial tires achieve up to 40 percent more launch force

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