Challenger 392 1 4 mile

Challenger 392 1 4 mile DEFAULT
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2017 Dodge Challenger SRT 392 automatic ( © Stellanis)

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2017 Dodge Challenger SRT 392 automatic ( © Stellanis)2017 Dodge Challenger SRT 392 automatic ( © Stellanis)

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Sours: https://www.automobile-catalog.com/performance/2017/2498015/dodge_challenger_srt_392_automatic.html

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2016 Dodge Challenger SRT 392 automatic ( © Stellanis)

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Sours: https://www.automobile-catalog.com/car/2016/2071250/dodge_challenger_srt_392_automatic.html
  1. Eurorack case with power supply
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Dodge Charger 392 Takes On Challenger SRT Hellcat In Quarter-Mile Drag Race

This is the difference between a Dodge Charger SRT 392 Scat Pack and a Challenger SRT Hellcat.

Are you still unsure whether or not you need the screaming power of a 6.2-L Hellcat engine or the burbling roar of a naturally aspirated HEMI V8? Well, then we’ve got the video to put your debate to rest.

Thanks to Wheels, the YouTube channel that showcases Mission Park Raceway in sunny Mission, British Columbia, we now have video proof of just how different these two Dodge muscle cars can be.

In the left corner is a Dodge Challenger SRT Hellcat painted in unimaginative grey. Although the exterior paint seems rather plain, it looks like something is going to be done with this car’s rear quarter judging by the green vinyl back there.

But we’re less interested in the car’s exterior (which you can full customize straight from the factory) and more interested in the car’s performance. Under the hood is a 6.2-L supercharged V8 engine that has managed to find its way into so many different vehicles that we’re just calling it the Hellcat engine. Power is rated at 707 rampaging ponies and 650 lb-ft of torque. Top speed is 190 mph with a quarter-mile time in the high 10-second range when fitted with drag radials and the proper gas.

RELATED: Sleeper VW Beetle Takes On Dodge Charger Hellcat In Drag Race Action

And in our right corner is the Dodge Charger SRT 392 Scat Pack. The name might be a mouthful, but it indicates that this is the fastest naturally aspirated muscle car that Dodge makes, AND it comes with certain drag-racing technologies that give it a leg up on the competition such as line lock and torque reserve.

Inside is a 6.4-L HEMI V8 with 485 hp and 476 lb-ft of torque. That’s a lot less than the Hellcat, which makes the winner of this race a foregone conclusion. But we’re not here to find out who wins--we’re here to see which car has the best run.

And honestly, they’re both pretty good, but we have to hand it to the Charger for its significantly more smoke-producing burnout.

NEXT: The Honda NSX Takes On Boosted Nissan GT-R In Drag Race Action

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Sours: https://www.hotcars.com/dodge-charger-392-challenger-hellcat-drag-race/
2020 Dodge Charger Scat Pack Widebody 1/4 mile on Stock Tires! MSHS Day 2!

The Dodge Challenger lineup just keeps growing (and aging). On Thursday the company said it will build another variant for 2019: the Dodge Challenger R/T Scat Pack 1320, named for the length of a quarter-mile in feet.

Yes, this will be the grassroots special featuring Dodge’s 392 Hemi V8 with 485 hp and 475 lb-ft, an eight-speed automatic and a bunch of Demon options. Go-fast bits include SRT-tuned Adaptive Damping Suspension with Drag Mode, Line Lock, TransBrake, Torque Reserve and extreme-duty 41-spline half-shafts. Like the Demon, it only features a driver’s seat. Front passenger seats and rears will cost you a buck.

Sticking that power to the pavement are four Nexen SUR4G Drag Spec 275/40R20 tires. That makes this car good for a 1,320-foot time of 11.7 seconds at 115 mph. That’s 0.3 second off the quarter-mile time, and its 0-60 time of 3.8 seconds is also 0.3 second quicker.

As for comfort and convenience stuff, the Challenger 1320 gets dual-zone climate control, power driver’s seat, keyless entry, rear park assist and a backup camera.

Also, instead of the regular Super Bee logo, the 1320 gets a new “Angry Bee,” which is just the same bee with a cooler helmet and an upward-pointed tail.

The Scat Pack 1320 Package adds $3,995 to the base price of $38,995, plus the mandatory automatic ($1,595) and destination ($1,395) and your total comes to $45,980. Dealers will be taking orders late this year; vehicles will be delivered in the first quarter of 2019.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.autoweek.com/news/a1702681/2019-dodge-challenger-r-t-scat-pack-gets-quarter-mile-special-edition/

4 mile challenger 392 1

Near-Stock Dodge Charger RT Scat Pack Runs an 11.61 Quarter Mile

The Scat Pack trim for the modern Dodge Challenger and Charger is one of the best bang-for-the-buck performance packages on sale in the United States today. The Scat Pack trim features the 392 cubic inch Hemi packing 485 horsepower and 475 lb-ft of torque, making these the least expensive cars at that power range in the US market while also having go-fast features like Brembo brakes, a sport suspension package and a unique exterior design.

With 485 horsepower and a price in the low $40k range, the Scat Pack Challenger and Charger are known for being great performance cars for the money, but that last part takes away from the fact that these are just, plain great performance cars – and they happen to cost far less than other cars with roughly 500 horsepower.

Today, we bring you an example of the performance capabilities of the Dodge Charger R/T Scat Pack, as the B5 Blue sedan shown here turned in an 11.61 quarter mile time with just a change of wheels and tires, as well as removing the unneeded seats.

Dan John’s Scat Pack
The B5 Blue Dodge Charger R/T Scat Pack shown here is owned and driven by Dan John. His car has less than 500 miles on it and the engine is 100% stock to the paper air filter. No tune, no nitrous, no cold air intake, nothing. The transmission is also stock, as is the rear differential and the front wheels.

The only changes made to this Hemi-powered Charger since it left the assembly line is that John removed the rear seat and the passenger seat, while replacing the stock rear wheels and tires with a set of 18x10-inch Bravado wheels wrapped in 305/45/18 Mickey Thompson Street ET R drag radial tires.

In other words, he might have shaved 200 pounds by removing the seats and moving to the 18-inch rear wheels while the MT Street ET R tires allow him to launch a whole lot harder than the stock tires did. With just those changes and nothing else, Dan John ran an 11.614 at 117.36 miles per hour.

The Quickest Scat Pack
After speaking with Dan John about his 11-second Scat Pack, I reached out to Bogdan Gilewski. Bogdan owns a crazy-fast Dodge Charger Super Bee and is an expert in high performance 392 cars, so I checked with him to find out where John’s quarter mile time ranks. According to Bogdan, an 11.61 is the quickest time by any modern Scat Pack Dodge with so little done.

We won’t call this a stock record, as the car is not stock, but it has stock power, some weight reduction and good rear tires. If anyone out there reading this has a Scat Pack Challenger or Charger that has gone quicker than 11.61, hit me up and Facebook and let me know the details. Until then, it appears that Dan John’s B5 Blue Charger is the quickest Scat Pack car with stock power, tires and no seats.

While the record might not mean anything to many people, the fact that this 4,600-pound sedan ran an 11.61 with good tires and minor weight reduction goes to show the performance capabilities of a well-driven Dodge Scat Pack car.

Sours: https://www.torquenews.com/106/near-stock-dodge-charger-rt-scat-pack-runs-1161-quarter-mile
Challenger SRT 392 1/4 mile 11.608 @ 117 mph

Today’s Dodge Challenger is so effective at channeling its Nixon-era predecessors that we’re surprised it doesn’t run on leaded gas. Delightfully brash if a bit oafish, it is an old-school type of badass that its main rivals have evolved away from. While Chevrolet and Ford were out chasing Nürburgring lap times with the latest Camaro and Mustang, Mopar engineers built a streetable Challenger that can pop a wheelie. The new-for-2017 Challenger T/A, however, is a hard-core reminder that, once upon a time, Dodge’s muscle coupe was an actual production-based road racer.

The T/A takes its name from the SCCA’s legendary Trans-American championship, which was in its prime in 1970 when Dodge joined the series and sent the then new Challenger to battle AMC Javelins, Chevy Camaro Z/28s, and Ford Mustang Boss 302s on North America’s premiere racing circuits. Although the 1970 Challenger T/A was short-lived and ultimately unsuccessful in competition, its racing pedigree and scrappy attitude made Mopar royalty out of the 2399 roadgoing homologation cars.

Drivers, Start Your Engines

The 2017 T/A model is yet another stonking variation of the current Challenger that was last updated for 2015, albeit one with aggressive handling hardware and lots of satin-black touches. Its extra nostalgia comes as part of a $4400 to $7200 bundle, depending on the trim level and which Hemi V-8 you opt for: a 5.7-liter with about 375 horsepower or a 6.4-liter (close enough to 392 cubic inches to satisfy Chrysler’s history-minded marketers) with 485 horsepower and 475 lb-ft of torque. Our test car featured the latter mated to the Challenger’s optional $1500 eight-speed automatic, which erases the six-speed-manual 392’s $1000 gas-guzzler tax, effectively making the automatic transmission a $500 option.

HIGHS: Rip-snortin' Hemi V-8, clever automatic transmission, unapologetically retro.

Dodge opened up the new T/A engine’s breathing with a standard, variable performance exhaust system and a less restrictive air filter fed by both the hood scoop and a pair of Air-Catcher intakes within the two inboard headlights (accented by LED-illuminated T/A logos). Neither engine’s output changes, but the 392’s raucous bellow is too intoxicating to ignore. The Challenger’s trip-wire throttle and stubborn lack of traction make it tricky to leave the line without spinning the rear tires, but the Hemi’s mellifluous rap makes it even more difficult to lift off once the fun starts.

Although C/D never tested the original Challenger T/A, we did strap test gear to the mechanically identical 1970 Plymouth ’Cuda AAR that shared the Trans-Am grid with the Dodge. Powered by a conservatively rated 290-hp 5.6-liter (340-cubic-inch) V-8 backed by a four-speed manual, the 3585-pound AAR’s lazy 14.3-second quarter-mile run at 100 mph pales in comparison to this big 392’s 12.5-second blast at 116 mph—on pace with similarly powered Challengers from the 21st century.

While the manual gearbox would have been even more old-timey, we can’t fault how quickly and deftly the new Challenger’s ZF-sourced automatic controls the Hemi’s thrust, whether on its own or via the wheel-mounted shift paddles. The T/A averaged a decent 17 mpg during its time with us, and the 26 mpg it returned on our 200-mile highway test loop—1 mpg better than its EPA highway rating—would have made it a veritable Prius in 1970.

A Dancing Pachyderm

Decades of tire and suspension advancement also let today’s car run circles around its predecessor at the test track. The T/A stopped from 70 mph in a solid 151 feet and topped the charts among modern Challengers with 0.93 g of grip, which would be pretty impressive if the hottest Ford and Chevy pony cars weren’t playing on the far side of 1.0 g. Dodge’s chassis upgrades come via the included Super Track Pak, which lowers the body by 0.5 inch and fits non-adjustable Bilstein dampers and a three-mode stability-control system that can be fully deactivated. Versions with the 392 engine also receive massive Brembo brakes—15.4-inch front rotors clamped by six-piston calipers and four-piston, 13.8-inch discs in back—surrounded by new 20-inch forged-aluminum wheels shod with either 275/40ZR-20 all-season tires or our example’s $695 Pirelli P Zero performance rubber.

LOWS: Brittle ride, battleship heavy, middling grip, relatively hefty price.

Apollo astronauts would have gotten a kick out of Dodge’s Performance Pages that display on the infotainment screen with a touch of the Super Track Pak button. When you’re not distracted by its many gauge readouts and performance timers, the system allows you to adjust the launch-control rpm and various settings for the steering weight, stability control, and transmission responsiveness via Comfort, Sport, and Track modes. None of the computers lend any feel to the T/A’s fairly quick 14.4:1 steering rack, nor were they as useful as a careful right foot on our quickest acceleration runs. And we dig that there is no setting to truly tame the T/A’s overtly loud-and-proud swagger on the street.

But the T/A needs more tire and a serious diet. With 55.3 percent of the car’s hulking 4274 pounds sitting over the front wheels, understeer is abundant and there’s no escaping this Dodge’s oppressive bulk. Body roll is minimal at the limit, but the stiff and choppy suspension containing all that mass had us wishing for the top-spec SRT 392 model’s comfier three-mode adjustable dampers. Even though the T/A changes direction better than any Challenger we’ve driven, a Camaro SS or Mustang GT would need to be loaded with passengers to make it a close fight on a racetrack.

Too Cool for School

Our test car’s Destroyer Grey paint made for a sinister pairing with the T/A package’s matte-black finish on the wheels, hood, fascia, roof, trunklid, fuel-filler door, and body-side T/A stripes. We especially like the classic Challenger script on the rear spoiler and the optional $295 hood pins. Even in available T/A colors such as Go Mango and Yellow Jacket, few cars could pull off looking like a weapons-grade peacock as well as this Dodge. (The most photogenic of the original T/A race cars were painted bright green, a hue echoed in today’s Green Go.) More black trim and a 180-mph speedometer highlight the T/A’s standard cabin upgrades. On the higher-end 392 and 5.7-liter T/A Plus models, black nappa leather replaces the stock houndstooth cloth on the supportive front sport seats, and our test car also had the excellent 8.4-inch Uconnect touchscreen interface with navigation as well as Android Auto and Apple CarPlay, a $795 option.

The base T/A’s order book opens at $38,490, but you’ll need a sizable $46,090 to step into the 392, about five grand less than the full SRT 392 model. But at $53,995, the final tally on this example surpassed even that mark, thanks to options such as the $1695 Leather Interior group (heated and ventilated front seats, aluminum trim bezels, a power tilting and telescoping steering column with a heated wheel), a $1595 Harman/Kardon premium audio system, the $1195 Technology group (adaptive cruise control, automatic high-beams, forward-collision warning, rain-sensing wipers), and the $1095 Driver Convenience group (HID headlights, remote starting, blind-spot monitoring with rear cross-traffic detection).

That pricing pushes the top Challenger T/A above the cost of the track-focused Chevrolet Camaro SS 1LE and the Ford Mustang GT with the Performance package—and not far from the entry point of Ford’s 526-hp Shelby GT350. Those comparisons, however, matter little to the Mopar enthusiasts who get the T/A’s racing lineage. While it may not be the sharpest tool in the paddock, the T/A 392 earns pole position as a tire-smoking wormhole to the good ol’ days.

Specifications

SPECIFICATIONS

2017 Dodge Challenger T/A 392 automatic

VEHICLE TYPE
front-engine, rear-wheel-drive, 5-passenger, 2-door coupe

PRICE AS TESTED
$53,995 (base price: $46,590)

ENGINE TYPE
pushrod 16-valve V-8, iron block and aluminum heads, port fuel injection
Displacement
391 in3, 6410 cm3
Power
485 hp @ 6100 rpm
Torque
475 lb-ft @ 4100 rpm

TRANSMISSION 
8-speed automatic with manual shifting mode

DIMENSIONS
Wheelbase: 116.2 in
Length: 198.0 in
Width: 75.7 in
Height: 55.9 in
Passenger volume: 94 cu ft
Trunk volume: 16 cu ft
Curb weight: 4274 lb

C/D TEST RESULTS
Zero to 60 mph: 4.2 sec
Zero to 100 mph: 9.3 sec
Zero to 130 mph: 16.0 sec
Zero to 150 mph: 24.2 sec
Rolling start, 5-60 mph: 4.3 sec
Top gear, 30-50 mph: 2.2 sec
Top gear, 50-70 mph: 2.6 sec
Standing ¼-mile: 12.5 sec @ 116 mph
Top speed (drag limited, mfr's claim): 176 mph
Braking, 70-0 mph: 151 ft
Roadholding, 300-ft-dia skidpad: 0.93 g

FUEL ECONOMY
EPA combined/city/highway: 18/15/25 mpg
C/D observed: 17 mpg
C/D observed 75-mph highway driving: 26 mpg
C/D observed highway range: 480 mi

c/d testing explained

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This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io

Sours: https://www.caranddriver.com/reviews/a15091075/2017-dodge-challenger-t-a-392-automatic-test-review/

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