Launching Off the Line: Dodge Challenger SRT8 392 Delivers New Levels of Performance With Loads More Torque, Horsepower and Maximum Handling

October 25, 2010 , Auburn Hills, Mich.

Dodge’s ultimate modern American muscle coupe, the Dodge Challenger SRT8 392, receives a big boost in horsepower and torque with the introduction of the legendary 392-cubic inch HEMI V8 powertrain for the street.

And the product story goes beyond the power rumbling under the hood.

Dodge performance loyalists asked for more power off the line, and the 2011 Dodge Challenger SRT8 392 answers the call with 470 horsepower and 470 lb.-ft. of torque. That’s 90 lb.-ft. more torque at 2,900 rpm compared with the previous 6.1-liter V-8 engine.

Building on its original mantra of a rear-drive coupe that delivers balance between form and function, the Dodge Challenger SRT8 392 also brings world-class ride and handling along with high-performance braking and the latest technology that delivers improved fuel efficiency.

New, highly damped shocks offer a firm ride that maintains the feel for everyday commuting while being fully capable for the more challenging situations. SRT engineers recalibrated the suspension geometry to improve Challenger’s balance, corning ability and steering responsiveness. Quicker steering ratios and new negative camber settings all around dramatically improve Challengers appetite for cornering.

The performance SRT-tuned, fully hydraulic steering system also has been improved with a new, heavy-duty pump and revised gearing to give drivers more direct feel and on-center response.

The result: the 2011 Challenger SRT8 392 is now more nimble and playfully "tossable" while still capable of an incredible .93g of lateral acceleration on the skid pad – the most of any production Challenger.

To kick off 2011-model year production, Dodge will build 1,492 Inaugural Edition models of the Challenger SRT8 392, all with exclusive content.

On the outside, Dodge is offering unique customization for those first 1,492 owners. Two colors and new full-body stripe combinations include Deep Water Blue with standard Stone White stripes or Bright White Clear Coat with standard Viper Blue stripes. All Inaugural Edition models will ride on standard 20-inch SRT-exclusive wheels that feature a polished face and satin black painted pockets.

Unique “392 HEMI” badges flank both fenders touting the historically significant V-8 engine. Mopar quad exhaust tips deliver the performance exhaust note while adding a serious muscle car styling cue. A larger front splitter and integrated front fender spats give this Challenger SRT8 392 better overall high-speed aerodynamics and balance.

A newly modified front fascia chin spoiler improves aerodynamics and is accent painted for a more aggressive look. The rear decklid spoiler also is completed in matching body color.

The race-inspired interior of the Challenger SRT8 392 Inaugural Edition features standard Smooth Pearl White leather-trimmed seats and dual blue stripes accented by unique blue stitching. Each of the front seats features an embroidered “392” just below the headrest. An exclusive, serialized “Inaugural Edition 392 HEMI” dash plaque, showing the sequential build number from 1 to 1,492, rounds out the exclusive interior content.

There’s a lot of history attached to the iconic 392 HEMI name.

The original 392 HEMI engine was introduced in 1957 model year Chrysler and Imperial products, replacing the 354 cubic-inch version of the original HEMI launched in 1951. The new and improved HEMI V-8 engine was quickly adopted by drag racers of all types, and following various historical speed runs on land and water, soon became affectionately referred to simply as the “92.”

After 1958, the 392 HEMI was gone as a production engine, but it still remains a legend. Collectors are now preserving many historic 392-powered race cars and hot rods and proudly displaying them on show car circuits.

In 2007, Mopar – Chrysler Group LLC’s service, parts and customer-care brand – helped celebrate the 50th anniversary of the original 392 by launching a modern, crate engine version of the 392 HEMI.

The 2011 Dodge Challenger SRT8 392 is built at the Brampton Assembly Plant in Brampton, Ontario, Canada, and will arrive in U.S. dealerships in the fourth quarter of 2010.

May 2010 Dodge Challenger Sales Figures Released

Chrysler has released their monthly sales statement for May with Dodge Challenger sales edging upward by 115 units to a new monthly record eclipsing last months previous record high. Comparing Challenger sales to other Chrysler products--it outsold the 300, Sebring, Patriot, Grand Cherokee, Commander, Journey and Nitro. Below is a complete breakdown on Challenger sales.

Sales of the Dodge Challenger for May of 2010 were 3,828 compared to 2,695 from May of 2009 showing a 42% increase in sales from the previous year. Year to date Challenger sales are 14,580 compared to 13,713 for 2009, which is a 6% increase.

Month to Month sales increased slightly as April 2010 Challenger sales were 3,713 compared to May 2010 sales of 3,828 which is a 3% increase from the previous month.

First published by Matt Rigney Author June 4th, 2010

2010 TS Performance Sled Pull

Once a year, the nation's strongest sled pulling trucks compete at the TS Performance sled pull event in Kentucky. This year, the action moved from Bowling Green to the Franklin County fairgrounds in southern Kentucky-a venue that seemed even more ideal for hosting the massive pulls TS Performance is known for.

Also new to the event this year were qualifying rounds for the 2.6 and 2.8 pulling classes the first night, followed by the finals the next evening. More than 60 competitive trucks showed up to battle it out in the 2.6 and 2.8 classes. A dozen 3.0 trucks also made the call-giving spectators a taste of big horsepower-followed by eight Super Stock trucks, which displayed the ultimate in diesel horsepower. But sled pulling wasn't the whole story.

A large vendor row allowed big names in the industry like ATS, Nitto Tire, Scheid Diesel, Columbus Diesel Supply, MBRP, and DieselSite to showcase their latest and greatest products. Diesel Performance Motorsports' industry-standard dyno was also on hand and running steadily both days of the event. A show-'n'-shine competition brought out some slick looking trucks, and the Miss TS Outlaw 2010 bikini contest (which you can check out at DieselPowerMag.com) kept attendance high. Follow along as we recap all the TS Performance sled pull action, and mark your calendars for the TS Performance Outlaw drag race scheduled for July 24. We'll be there looking to put your truck in the magazine.

2.6 CLASS SLED PULL (TOP FIVE):
First Jason Beasley '06 Dodge 307.11 feet
Second Daniel Musselman '95 Dodge 307.07 feet
Third Blair Beyer '98 Dodge 304.05 feet
Fourth Garry Woodward '04 Dodge 301.07 feet
Fifth Jerrod Neal '06 GMC 299.04 feet

2.8 CLASS SLED PULL (TOP FIVE):
First Adam Hallien '97 Dodge 311.31 feet
Second Terry Coppess '98 Dodge 310.07 feet
Third Chris Muhs '98 Dodge 299.99 feet
Fourth Chase Eller '01 Dodge 293.94 feet
Fifth Tyron Taylor '96 Dodge 293.53 feet

3.0 CLASS SLED PULL (TOP FIVE):
First Wesley Kusilek '07 GMC 308.79 feet
Second Rod Tarr '97 Dodge 294.15 feet
Third Brad Ingram '96 Dodge 293.20 feet
Fourth Dalton Tarr '96 Dodge 290.01 feet
Fifth Andrew Sauer '97 Dodge 285.99 feet

SUPER STOCK SLED PULL (TOP FIVE):
First Kent Crowder '08 Dodge 280.10 feet
Second Ben Miller '08 Ford 271.00 feet
Third Russell Dionne '96 Dodge 267.07 feet
Fourth Robert Miller '06 Dodge 262.09 feet
Fifth Faith Miller '96 Dodge 252.02 feet

2010 Truck of the Year Winner: Ram Heavy Duty 2500/3500

Despite the effects of the Great Recession on personal-use truck sales, there is still demand for pickups ready to do hard work. The heavy-duty truck market has gotten smaller, but the guys who buy those pickups are fiercely loyal to the segment-they need the extreme capability these hard-working haulers provide. Some may wonder why anyone would own a truck that can tow nearly 20,000 pounds, but for a lot of people in construction, those who transport vehicles or goods, and those with ranches, this is just a part of everyday life.

Within the next few months, the heavy-duty category will heat up, as all three manufacturers have all-new offerings coming. The Ram Heavy Duty is the first to market, and it's already ahead of the game. When Ford and GM's all-new heavy-dutys come out, both new diesel engines are going to require urea injection to meet emissions requirements that take effect January 2010. The Ram Heavy Duty's Cummins inline-six turbodiesel, which puts out an impressive 350 horsepower and 650 pound-feet of torque, met those requirements-without urea-over a year ago. Instead, the Ram's 2500 and 3500 use a NOx adsorber with precious metals that convert the NOx into inert gases. Not only does this mean the Ram's emissions and exhaust systems are less complex than those in the upcoming Ford Super Duty and Silverado/Sierra HD (which could improve reliability and help keep maintenance costs down), it also means that, at the dealership, the Ram will very likely have a price advantage over its competitors. And while in this size category diesel is king, there are plenty of heavy-duty truck buyers who prefer gas power. The 5.7-liter Hemi, the Ram's base engine, has the most horsepower (383) and torque (400 pound-feet) of any V-8 in its class-and only the Ford Super Duty's V-10 has more torque than the Hemi, but it still has less horsepower.

The Ram's platform is similar to last year's, yet has undergone significant upgrades and enhancements that improve ride, handling, and noise levels. It uses a hydroformed, fully boxed frame, with coil springs in front and a live-axle, leaf-spring rear. There's no shortage of variety throughout the truck line, with a regular cab, Mega Cab, and a real crew cab, replacing the smallish Quad Cab option in the previous Ram. Buyers can choose from single or dual rear wheel setups, rear drive or two four-wheel-drive systems, short or long bed, three different axle ratios, and four trim levels. There's also the awesome Power Wagon, a Hemi-powered 2500 crew cab with 4.56:1 gears, electronic locking diffs, electronically disconnecting front anti-roll bar, skidplates, heavy-duty battery and alternator, and winch.

Much of what is so impressive about the heavy-duty Ram is not only how easily it does all the tasks it's built for, but also how easy it is on the driver. During Truck of the Year testing, we took all the contenders through a driving loop, empty and with a full payload (bags of rock salt); our test crew also measured acceleration and braking data with each truck outfitted both ways. Testers noted that performance was excellent with or without a heavy load and, as expected, ride improves with a load in the bed. There were rave reviews for the Cummins engine, which not only provides gobs of power, but is surprisingly quiet doing it. Driving loops with the salt or without, the truck handled basically the same. That's how the Rams were throughout the week-they did everything asked of them without effort, and drove like much smaller trucks than they are.

Maximum towing capacity for the Ram 3500 is 17,500 pounds, significantly higher than the F-350's 16,000 or the Silverado/Sierra 3500HD's 13,000. And as the testers at this year's Truck of the Year discovered, towing a large boat is very easy with the Ram. As Ed Loh says, "I never thought I'd tow a trailer as long or as heavy as this 28-foot Chaparral, but a minute into the climb up Templin Highway, it was really no big deal. All the towing gizmos made it easy, and of course, so did the monster motor." The gizmos, in this case, are a diesel exhaust brake and Class IV receiver hitch with a four-pin/seven-pin harness plug. Our 3500 also had the integrated electronic trailer brake controller, plus it came with ingenious towing side mirrors that are normally vertical, but flip 90 degrees to make it easier to see around a trailer.

Judges noted that the interior materials and design are much nicer than in the past and that improvement makes this cabin the best in its class. The strategically added sound deadening makes it incredibly quiet too. You basically have to stand outside the truck while it's running, to hear the diesel.

The Ram is quieter and more comfortable and people-friendly than before without sacrificing its considerable capability. Several configurations even have lower MSRPs than they did in 2009. As Mark Williams explains, "Timing is everything. What a great break that, in the midst of all of this economic turmoil, the new Ram HD gets out ahead of its other two competitors-so much so, in fact, that Ford was forced to pull its project ahead, introducing the Super Duty almost 12 months before it goes on sale." The Ram Heavy Duty is so good, it's caused the other manufacturers to change their plans. So good that, when it came time to vote, we unanimously chose it as this year's Truck of the Year.

By Allyson Harwood
Photography by Julia LaPalme

MOPAR TO THE MAX THE BIGGEST ENGINE THAT COULD

“Max Wedge” is the name that put Dodge and Plymouth on the performance map in 1962 and forever. It’s the name Mopar® enthusiasts gave Chrysler’s Maximum Performance engine packages for the company’s 1962–1964 factory-built drag racing cars. These machines were the catalysts that made “Mopar” the name for Chrysler performance. Dodge and Plymouth versions of the engines were introduced at the Chicago Auto Show in February 1962. They were part of a “maximum performance” package for any model in the two car lines except station wagons. The packages were identical, except for their names. Dodge called its version the “Ram-Charger,” while Plymouth used the name “Super Stock.”

Tom Hoover, of Ramchargers and (later) HEMI ® fame, led the development of the packages, endowing them with brand new “short ram” intake manifolds with staggered 4-barrel carburetors, forged pistons, heavy-duty crankshaft, a new cylinder head with larger valves and dual valve springs, a special camshaft, and “streamlined” cast-iron exhaust headers. A new adjustable cast-iron rocker arm design was used in place of the non-adjustable stamped steel rockers on all other big-block 413s. Tubular pushrods were used in place of the standard solid steel version. The list is long because virtually every part was modified on these engines—even the tri-metal engine bearings, with slightly wider clearances.

Two versions of the new Max Wedge 413 were available—one with an 11 to 1 compression ratio developing 410 hp, and another with a 13.5:1 ratio rated at 420 hp.

The complete maximum performance vehicle package included either a heavy-duty version of the T-85 3-speed manual or the A-727 automatic transmission. Also included was a 3-inch diameter exhaust system leading to “lakes” pipes that could be opened for racing. When the pipes were capped the exhaust exited through two large Chrysler mufflers to dual 2-inch exhaust pipes.

The 1962 Max Wedge packages were available starting at the beginning of May that year. According to exhaustive research by ex-Chrysler executive Darrell Davis, 298 Plymouths and 214 Dodges were produced in 1962 with the Max Wedge package. Chrysler’s intent was to get as many of the 13.5:1 packages as possible into the hands of real drag racers “to win at supervised drag events and bring … the recognition [to Dodge and Plymouth] of being the hottest of the new cars on the strips,” according to dealer bulletins of that time.* The strategy worked, as the 1962 Max Wedges blew away the Chevy 409s and Ford 406s during the months following Max Wedge introduction, moving Dodge and Plymouth from “also-rans” to the leaders of the pack on the drag strip. Tom Grove, a top Chevy 409 racer in California, said he was lured to the Mopar fold by Melrose Chrysler-Plymouth owner Charlie DiBari. Grove immediately went out and broke all his Chevy strip records in an out-of-the-box Plymouth 413.† He also went 165.44 mph at the Bonneville Salt Flats. Grove’s Plymouths competed under the name Melrose Missile through the race HEMI era. Other racers took their cars to track records all over America, winning hundreds of trophies in the process. The transformation of Dodge and Plymouth’s reputations in the market was total, making them the cars to beat on the drag strip.

Chrysler upgraded the Max Wedge to 426 cid in 1963 by opening up the bore to 4.25 inches. Two versions were again available, based on compression ratio—11 to 1 and 13.5 to 1. The engines were rated at 415 hp and 425 hp respectively. The 413 engine’s carburetors and cylinder heads were carried over. Late in 1963, the 426 was upgraded with new carburetors having .25 inch larger (1-11/16") primary throats (same as the secondaries). Other changes included a hotter cam with higher lift (.520") and more exhaust valve opening duration. Also a relief was machined in the head near the intake valve for more airflow. The engine was re-titled 426-II to signify the changes. Chrysler did not change horsepower ratings.‡

A “light weight” package was also released in 1963 to make the Max Wedges even more dominant. Available only on the 13.5:1 package, it included aluminum right and left front fenders, hood with air scoop, light weight front bumper and supports, aluminum front bumper dust shields and black front and rear floor carpets without jute backing. Also the battery was moved to the right side of the trunk. In the trunk were “special carburetor air horn, hood sealing gasket and flame arrestor” for customer or dealer installations.

The next and final Max Wedge changes were put in place for the 1964 model year when the 426-III engine was launched. It was pictured in photos with a complicated cast-iron exhaust system in which equal 21-inch branches came together in a series of “Y-shapes” that gathered each bank of four pipes into two and then into one via a steel tube manifold attached to the cast-iron piece. These “Tri-Y” manifolds were created mainly for NASCAR because steel tube headers weren’t legal at that time, unlike NHRA and AHRA for drag racing. Cylinder heads were also strengthened and improved. Other changes included stronger connecting rods, a new crankshaft and a larger capacity oil pan.

The big news for the 426-III package was a new Chrysler heavy-duty 4-speed transmission. A Hurst gearshift was optional for this gear box. The light-weight package was carried over with the addition of an aluminum radiator air shield, stone deflector and hood lock supports. Every pound was counted as Chrysler left no stone unturned in the search for weight reduction.

The 426-III packages lasted only part-way through the 1964 model year—until the introduction of the 426 “Hemispherical Head” engine in the first months of the calendar year. However, these packages are still on the drag strips today, winning sportsman-class races year after year in tribute to the superiority of Chrysler engineering. Parts are still available from Mopar. For example, two cylinder heads for the 1962–64 Max Wedge are available in the Mopar Performance catalog: part no. P5007494 with 2.08" intake, 1.88" exhaust (the original dimensions); and P5249824 with 2.14" intake, 1.81" exhaust (the exhaust valve was made smaller to make room for the bigger intake). Go to your Mopar Performance dealer or view the entire catalog online at www.mopar.com.

* The above information is from the Darrell Davis Super Stock Package guides covering the Max Wedge and HEMI package cars. For copies, contact Davis at ddavis8839@aol.com. They are also available at the Walter P. Chrysler Museum, http:// www.wpchryslermuseum.org.

† Grove’s comments are in a multi-page Plymouth advertising insert in a 1963 Super Stock magazine. See http://maxwedge. com/extras/63ssply.php. See also http://maxwedge.com/, an excellent source of information on the Max Wedge series.

‡ Willem L. Weertman, “Chrysler Engines 1922–1998” SAE International 2007. Weertman retired from Chrysler as Chief Engineer, Engine Design. He led the design of the 426 HEMI engine, among others.

See also: Hot Rod Magazine, May 1962 page 26 for a very detailed description of the new 413 Max Wedge (though they called it the “H-D” 413).


Courtesy of Mopar Magazine

The 2011 Dodge Charger!

The photos reveal an evolutionary, not revolutionary, approach, but we can definitely see where Dodge has made its flagship sedan more aggressive than before. The headlamps are crisply detailed and we like the look of the large diameter wheels and tires.

Curiously, the Charger still has its ram head logo, not the double stripe that the division says it will begin using in the future to differentiate itself from the newly-separated Ram trucks division.

Expected to hit the market later this year as a 2011 model, the redesigned Dodge Charger was previewed recently during Chrysler’s five-year product plan announcement. Based on the teaser image released by the automaker and information we’ve gleaned from insiders, our artist put together two exclusive illustrations of the car – which seem to be backed up by the spy photos shot in mid-December.

With a sweeping character line reminiscent of the 1999 Dodge Charger Concept, the car is expected to combine qualities of the present retro model with the more modern show car that preceded it.

Dodge brand chief Ralph Gilles said the car will feature a “class-leading” interior to match the dramatic new exterior. The car will come standard with Chrysler’s new Pentastar V6, while the more powerful R/T could have a turbocharged V6 rather than the current 5.7-liter V8. The SRT8, which hardly takes fuel efficiency concerns into account, is expected to be powered by an enlarged 6.4-liter V8 that should boast at least 450 horsepower.

All three engine configurations are expected to be available when the Charger launches in late 2010. Currently, the automaker’s Brampton, Ontario, assembly plant is set to begin production in October 2010 – but given Chrysler’s current situation, don’t be surprised to see that date be pushed back a few months.

Pricing has not been released, but we expect the base MSRP to remain just over $25,000.

By Andrew Ganz

Dodge Circuit - The electric sports car

You might recognise the Dodge Circuit electric sports car's shape. Yup, it's based on the Lotus Europa and looks the business. It's powered by batteries and an electric motor - top speed is 120mph and it does 0-60mph in under 5.0sec.