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Spy shooter confessional | Autoblog Podcast #554

On this week's Autoblog Podcast, Editor-in-Chief Greg Migliore and Green Editor John Snyder talk to SpiedBilde spy photographer Brian Williams about just how he manages to get the shots of those camouflaged prototypes. Then, our editors discuss driving the Dodge Challenger Hellcat Redeye Widebody. They also chat about a couple of news items, including the official reveal of the Audi E-Tron Quattro, as well as the latest happenings at Ferrari — like the beautiful Monza SP1 and SP2.Autoblog Podcast #554 Get The Podcast iTunes – Subscribe to the Autoblog Podcast in iTunes RSS – Add the Autoblog Podcast feed to your RSS aggregator MP3 – Download the MP3 directly Rundown Chatting with spy photographer Brian Williams of SpiedBilde Driving the 2019 Dodge Challenger SRT Hellcat Redeye Widebody Audi E-Tron Quattro Ferrari Monza SP1 and SP2, and other Ferrari news Feedback Email – Podcast@Autoblog.com Review the show on iTunes Related Video:

Mopar Hellephant is sold out, but here are 4 other awesome crate V8s to try

Despite a relatively enormous $30,000 price tag, Mopar's 1,000-horsepower supercharged Hellephant crate engine sold out in just 48 hours. Some enthusiasts may have missed out on the crazy engine due to lack of funds, or they just assumed there would still be some Hellephants down the line. But worry not, swap-happy gearheads. There are plenty of V8s in the world to pick from, and we highlighted four favorites. They're not as powerful, but they're all cheaper, and still have a lot to offer. Mopar 6.2L Hellcrate Odds are a lot of prospective Hellephant buyers were Mopar fans to begin with, so we'll start the list with the next-most-potent offering: the Hellcrate. This is the same supercharged 6.2-liter V8 found under the hood of the Dodge Charger and Challenger Hellcats and the Grand Cherokee Trackhawk. It makes 707 horsepower and 650 pound-feet of torque like those cars, too. It's also about $10,000 cheaper than the Hellephant engine at $20,020, and that leftover money can be used to finish the project or for aftermarket upgrades to get it closer to the Hellephant's output. GM LS9 6.2L The Hellcrate isn't the only factory supercharged crate engine on the market. From General Motors comes the supercharged 6.2-liter LS9 V8. This is the engine that was used in the C6 Corvette ZR1. At 638 horsepower and 604 pound-feet of torque, it doesn't make as much power or torque as the Hellcrate. But it does boast a dry sump oil system. So instead of pumping oil out of a pan at the bottom, the engine uses an oil tank mounted remotely that pumps oil into the engine. This means the engine is shorter overall, and can be mounted lower for a better center of gravity. It also means that there's almost no risk of running the engine dry in hard cornering, as could happen with a normal oil sump where the oil can slosh to the side without the oil pump. Basically, it offers some major benefits if you want supercharged V8 power for a road course car. It's also a tad cheaper than the Hellcrate at $18,149. But get one while you can, because GM is only selling what's left from when it was building the C6 ZR1. Ford Aluminator 5.2XS Our pick from the Blue Oval lacks a supercharger, but it's still pretty sweet.

2018 Dodge Durango SRT First Drive | Speed, and space for six

We're gathered along with other members of the media at the Indianapolis Motor Speedway to drive a trio of new vehicles from Dodge's performance arm. Alongside a pair of SRT Challengers – the Demon and the Hellcat Widebody – the 2018 Dodge Durango SRT towers over the coupes, and is surprisingly menacing to behold. Its proportions may be relatively simple, but its hood scoop, air vents, and aero features let us know that this car is built for performance. A set of sporty wheels and bright Brembo brakes reiterate its purpose. A badge on the fender bearing the number "392," denoting the V8's displacement in cubic inches, gets us thinking about classic muscle. Even with the Demon sitting feet away, just looking at the Durango has us excited to drive it. Our first stint in the Durango SRT takes place on the infield road course at Indy. We had just gotten out of the Challenger SRT Hellcat Widebody, driving the same circuit, and we expected the Durango to seem tame by comparison. We were mistaken, mostly. The Durango SRT's seating position feels very upright, particularly due to a helmet that kept us from settling into the headrest. Still, we make ourselves comfortable, able to adjust the steering wheel right where we want it. Everything is in Track Mode – transmission, AWD, suspension, and steering – except for stability control, which is still set to Street. Taking off from behind Indy's famous bricks, throttle tip-in is quick, and the Durango SRT springs to life. The Durango feels fast under wide-open throttle in a straight line, which is impressive consider we had just gotten out of a louder, faster coupe. Dodge claims a 0-60 time of just 4.4 seconds, and it's that kind of acceleration that makes us agree with Dodge's boastful claim that the Durango SRT is a "three-row Charger." Then we take the first corner. The steering feels progressive, if not super tight, but the size and weight of the Durango quickly make themselves known. Body roll reminds us that this is, in fact, a tall utility vehicle, and definitely not a Charger. We lean to the side as the tires dig in, pulling the Durango around its axis and toward the apex of the corner despite the lateral momentum they are fighting. We're hesitant, but the instructor in the passenger seat coaches us to keep on the throttle despite what our inner ear is telling us. The Durango manages to stay stuck to our line as we push harder through the corners than we had thought possible.