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2020 Dodge Challenger SRT Super Stock is as close as you can get to a new Demon

Although the Dodge Demon was an exclusive, one-year-only muscle car, Dodge has found ways of getting bits of that car to more people. First there was the Hellcat Redeye, that got a detuned version of the Demon engine, down from 840 horsepower to 797. Now there's the 2020 Dodge Challenger SRT Super Stock. It starts with the Hellcat Redeye, but adds a bit of horsepower, and drag race-specific tires and suspension tuning to get one step closer to the monster Demon. The engine is basically the same supercharged 6.2-liter Hemi V8 as the Redeye, but with a new engine calibration that bumps up horsepower by 10 to 807, though torque stays the same at 707 pound-feet. It's coupled to the same eight-speed automatic as the Hellcat Redeye, but it has also been retuned to shift 100 rpm later at 6,400 rather than 6,300 to squeeze as much out of each gear as possible. The rear differential is a limited-slip unit and comes standard with a 3.09:1 gear ratio, which is optional on regular Hellcat Redeyes. The Super Stock also gets revised chassis components. Instead of the regular Hellcat Brembo six-piston brakes up front, it gets lighter four-piston Brembo calipers with slightly smaller rotors, all in the name of going faster at the drag strip. The suspension has been retuned to shift weight to the rear wheels and improve traction at launch. In Track mode, the suspension switches to fully firm rebound and compression at the rear, and firm compression and soft rebound at the front to help facilitate the weight transfer. It stays in this mode as long as full throttle is applied, and reverts to the standard Track settings when lifting off the throttle. The final piece of the drag racing puzzle are the wheels and tires. The regular Redeye's huge wheels and low profile tires are gone in favor of wheels that are just 18 inches in diameter. They're fitted with Nitto NT05R drag radials, the same make and model as on the Demon, at each corner for maximum traction at the strip. These are also the only indicators that you have a Super Stock. All the other badging is the same as the Hellcat Redeye, so only those in the know will recognize a Super Stock model. The final results of these drag-racing enhancements are impressive. Dodge claims a 0-60 time of 3.25 seconds, and a quarter-mile time of 10.5 seconds. Apparently it will finish three car lengths ahead of a regular Redeye at the drag strip. Top speed is less formidable at 168 mph, but that's a limit of the drag tires.

2020 Dodge Charger Widebody Daytona wrecked with 296 miles on the clock

The Dodge Charger SRT Hellcat Widebody Daytona 50th Anniversary Edition can do 0-60 faster than you can say its name, and one new owner appears to have proven that it can all go wrong just as quickly. This one-of-501 sedan currently resting on a Copart lot in California has already met its end.  Dodge named the model after NASCAR's season-opening venue. The Daytona 500 gets the numerical part of its name from the length of the race — 500 miles. This poor White Knuckle example didn't even live long enough to put that much distance behind it; it shows just 296 miles on its odometer, says Motor1.com, who spotted the wreck on Copart.  This poor Widebody suffered a front-end accident severe enough to pop the airbags, which is never a good sign. Both front fenders took a beating, and the passenger-side panel was ripped off completely. The hood was badly buckled in several places, and the bumper covers appear pretty badly thrashed. It's difficult to tell from these photos whether the front crash structure was badly mangled, but we suspect it didn't come out unscathed. The passenger-side front suspension clearly took a beating, as the tire on that side was de-beaded from the wheel.  On the bright side, multiple images show that the car's electrical system is intact; whether it starts and runs is another matter.  The Daytona 50th Anniversary Edition package is, fundamentally at least, little more than a plaque, a sticker package, and a re-rated 717 peak horsepower. What you really get for your money is exclusivity, and thanks to this little "oops," there's more of that to be had. Only 501 were built (to commemorate the number of production units required to homologate the original Charger Daytona for NASCAR racing); just 451 went to U.S. dealers, and the other 50 were reserved for the Great White North where it's built. These models are so scarce that some dealers were already tacking on tens of thousands of dollars in additional markup. Back in December, at least one dealer had slapped a $25,000 market adjustment on a Daytona model (in the same "White Knuckle" finish as the wrecked car here), and others were being spotted with similar tacked-on premiums.  Related Video:    

500+ hp Stellantis 'Hurricane' I6 previews a world without Hemis

After years of rumored development, Stellantis has revealed its new six-cylinder engine family. The 3.0-liter, twin-turbocharged "Hurricane" I6 will offer V8 power, forced induction torque and six-cylinder efficiency in a package designed to fit into any of the company's North American rear-wheel-drive platforms.  What is "V8 power," exactly? Well, in standard output guise, the new I6 cranks out more than 400 horsepower (the specific figure will vary by application) and 450 pound-feet of torque, while the high-output variant is good for more than 500 horses and 475 lb-ft. The final figures will be dependent on the application. We'll save you a little legwork: In current Ram, Jeep and Dodge products, the 5.7-liter Hemi tops out at about 395 hp and 410 lb-ft, give or take, and the 6.4-liter around 485 hp and 475 lb-ft.    This is a clean-sheet design that is only related to the company's turbocharged four-cylinder by some common measurements. The I6 is exclusively direct-injection (no hybrid/port-injection here) and the two I6 variants share 96 common parts, including the block and oil pan design. The differences are found in their internals, intake plumbing, valvetrain components and the turbochargers themselves. Stellantis is not yet ready to share specs or supplier info for the turbos but says announcements will come from its partners soon.  The standard-output I6 has a compression ratio of 10.4:1 and revs to 5,800 rpm. It will run on regular fuel, albeit with reduced performance; 91 octane is recommended for maximum output. The high-output variant has a compression ratio of 9.4:1 and will rev to 6,100 rpm. That one will require premium. The new I6's advantages go beyond basic power output. Every Hemi family engine currently in production is based on an iron block design, so they're heavy. The aluminum-block I6 shaves weight off the total engine package, even if some of that gets added back thanks to the turbos and their associated plumbing. The standard-output I6 weighs 430 pounds, Stellantis engineers told us; the high-output adds just another 11. Fully dressed 5.7-liter V8s are in the 550-560-pound ballpark, and 6.4-liters close in on 600 pounds.  You may be wondering, "Why a clean-sheet gasoline engine now, when the industry is moving toward battery-electrics?" A valid inquiry, and one Stellantis was prepared to address. While the company will be pivoting to electrification over the next decade, it won't be instantaneous.