Bad Boys: Dodge Challenger SRT Hellcat Vs. Chevrolet Camaro ZL1

Chevrolet’s had the 5th-generation Camaro ZL1 out for a couple of model years now, and it’s only real muscle car competition was the now-defunct Ford Mustang Shelby GT500.  The GT500 is now out of production, as the 2015 Mustang will go into production soon.  Dodge’s heavy Challenger SRT8 is a great car for cruising the boulevards and highways of America, it’s just not a handling muscle car like the ZL1.  The ZL1 is meant to be a car that you can take to your local track day without a trailer, win, and drive home.  Dodge desperately needed a competitor to the ZL1, so they rolled out the awesome Challenger Hellcat.  The Hellcat is the most powerful stock American V8 ever.  It makes a thundering, throaty, screaming, 707 horsepower.  That’s right.  However, a dyno test by Motor Trend showed that the Hellcat actually makes more than that.  Back to that later.  The Hellcat is meant to be a car that you can drive to your local drag strip, win against other bone-stock cars, and drive home.

The Camaro uses a detuned LS9 6.2-liter supercharged V8 that pumps out 580 horsepower.  It puts the power down to the ground through either a six-speed manual or a six-speed automatic transmission.  Plus, you can get it as a convertible, which would eliminate most of the visibility issues associated with the 5th-generation Camaro coupe.  While the Camaro may make far less horsepower than the Challenger Hellcat, it makes up for it in a trick suspension and 400 fewer pounds than the Challenger Hellcat.  Sometimes less is more.  Besides, the Camaro beat the 662-horsepower Mustang GT500 in it’s last shootout.

The Challenger uses an all-new 6.2-liter supercharged Hellcat V8 that pumps out a claimed 707 horsepower.  It puts all of those raging ponies down to the ground through either a six-speed manual or a quick-shifting 8-speed automatic adapted from the ZF 8-speed slushbox found in many cars nowadays.  It also comes with a trick suspension adapted from the Viper, and a variety of cool driving modes (like Valet Mode, which lowers the horsepower to 300, limits the revs to 4,000 RPM, and turns all of the nannies on).  Plus, it comes with more street appeal than just about any other new car on the market.  Well, with the exception of the Pagani Huayra…

If you want to kill them with consistency in the acceleration department, go for the ZL1.  It thunders to 60 mph in just 3.9 seconds.  It then goes on to slaughter the 1/4 mile in a stonking fast 12.2 seconds at 116.6 mph.  Whatever way you look at it, that’s pretty fast.  Enter the Hellcat.  It makes the Camaro feel slow.  That’s not surprising.  What makes it’s times even more impressive is the fact that it puts 707+ horsepower down to the ground through relatively skinny 275 millimeter-width tires.  Granted, the tires are Pirelli P Zeroes, but that’s a lot of power going to the ground through not very much tire.  This, of course, makes the Hellcat a difficult one to launch.  Even with launch control enabled, the Hellcat’s best 0-60 run was “just” 3.7 seconds to 60 mph.  It’s probably best to launch the Hellcat in 2nd gear, as that much power can get the Hellcat up to speed quickly, plus it eliminates a time-sapping gearshift.  It then goes on to absolutely embarrass the ZL1 in the 1/4 mile by doing a crazy-fast 11.7 second at 125.4 mph run.  That trap speed won’t only embarrass a Camaro ZL1 owner – it will embarrass a Porsche 911 Turbo S AND a Nissan GT-R Nismo in the 1/4 mile.  America for the win.

Then, you go onto a skid pad.  This is where the intended functions of these two cars show.  The Camaro ZL1 pulled 0.99 G’s on the skidpad.  This is probably thanks to the cool Delphi magnetic shocks, and the quick steering in the ZL1.  While the ZL1 may behave like a sports car, the Hellcat doesn’t.  As Motor Trend‘s Scott Evans put it, “The Challenger handles just like a Challenger.  Understeer into the corner, oversteer out.”  The Hellcat may handle like a boat, but it sticks.  Just ask the 0.94 G’s pulled on the skidpad.  The Challenger may not be the best choice for corner carving on a tight, windy race track, but it will put to shame many well-tuned drift cars as it shreds its skinny rear tires.

I literally couldn’t stop laughing when I heard this, but it’s 100% true.  Motor Trend‘s Kim Reynolds said that the Camaro felt like something developed by Infiniti’s Red Bull Racing Formula 1 team or McLaren’s Formula 1 team.  The Hellcat, on the opposite side of the spectrum, “feels like it was developed by HOT ROD’s Freiburger and Finnegan.”

Should you choose to road-trip either of these two cars, invite me or some friends along!  The Camaro has visibility akin to a solitary confinement prison cell at Abu Grahib, but it’s V8 hums along, the cool shocks absorb anything any road can throw at it, and it’s got a great sound system.  The Challenger Hellcat is THE ultimate road trip car.  I’ve heard that it’s ride is a bit busier, but it keeps you more alert than the quiet, subdued Camaro ZL1.  It’s seats are something that you’ll want in your living room.  The supercharged Hellcat Hemi has an absolutely demonic supercharger whine when you step on it – batten the hatches when the Hellcat comes to town!  The 8-speed automatic transmission is found in almost every new Chrysler/Dodge/Jeep/Ram/SRT product these days, and it is more beefed up in the Challenger Hellcat to handle the crazy power numbers.  The Hellcat’s engine note when you step on it sounds like somebody supercharged Roadkill’s Blasphemi 1955 Chevrolet Bel Air gasser.  It sounds absolutely spectacular.  The best part is, Dodge has released a Hellcat Hemi engine note ringtone.

Inside, the Challenger is definitely the car of choice.  Aside from the crazy powerful engine and the sinister sheetmetal that looks straight out of 1970, the Challenger is really quite the ticket to being comfortable.  It’s got one of the best interiors in the segment, which it has had since day 1, an intuitive infotainment system, an even better Boston Acoustics sound system, plenty of room for five adults, and a stunningly low entry price of $60,995.  Then, the Camaro ZL1 enters the room.  Sure, it’s got Alcantara all over the bloody cabin, and snug, comfortable Recaro bucket seats, but you can tell Chevy cared more about what was under the hood.  Dodge didn’t have to try very hard to update the cabin in the Challenger.  If you can’t swing $60,995, no worries.  Chevy has a great Camaro ZL1 with your name on it for just $57,650.

While these two cars have traded blows in straight lines, in the curves, and elsewhere, street appeal is definitely part of what muscle cars are all about.  In a nutshell, the Camaro looks like just another Camaro with big black wheels and a vented hood, while the Challenger looks like it just stepped out of the Trans-Am racing series.  It just looks like pure evil.

This is America.  Just like basketball (and many other ball sports), there are NO ties.  There are only winners and losers.  In my humble opinion, the Challenger Hellcat will always come out on top.  It’s got a focus on power, presence, and straight-line performance define what a muscle car is supposed to be.  It shows that the boys over at Dodge know how to make a world-class muscle car after years and years of being pushed around by Ford and Chevy.  While I like the ZL1 as a capable and well-balanced sports car, it just doesn’t really seem like as good of a muscle car of the Challenger Hellcat.  Like the muscle cars of the 1960’s and 1970’s, the Challenger Hellcat is built to dominate the streets with some serious power under the beautifully sculpted hood.  The Hellcat proves to me that the ultimate muscle car wasn’t built in the 1960’s or 1970’s – it is now, and here to stay.

Now for the dyno results.  The Challenger Hellcat is rated by the SAE (Society of American Engineers) at 707 horsepower and 650 pound-feet of torque at the crank.  Dodge is lying through their teeth.  This engine is almost as powerful as an engine in NASCAR’s Nationwide Series.  The Hellcat Challenger puts down 635 horsepower and 591 pound-feet of torque at the wheels.  Factor in a 12% driveline loss (automatics are getting more and more efficient every year), and the Challenger Hellcat makes about 722 horsepower and 672 pound-feet of torque at the crank.  Both of those are more than advertised.  Some other cool things about the Challenger Hellcat:  When Motor Trend did their dyno test at K&N Air Filter’s Riverside, CA dyno shop, the Hellcat was the fastest car ever strapped down to the massive rollers there.  The speedometer topped out at 202 mph, but the Hellcat accelerated to 225 mph, which is the fastest the dyno can possibly go there.  While the Hellcat will never, ever get up to 225 mph stock (a brick goes through the air better), it’s cool to know that the SRT team of engineers didn’t bother fitting a speed limiter to the car.  Not only is it the fastest, but it’s also the hottest.  The Hellcat took five industrial fans pointed at it to keep it cool for it’s dyno pull.  An interesting fact to know about the Hellcat is that it will suck all of the air out of a 10 X 13 foot room in just one minute at full throttle.  It will also drain all 19 gallons of it’s fuel tank in a minute at full throttle.

Now on to the Camaro ZL1.  The ZL1 makes only 580 horsepower and 556 pound-feet of SAE-rated torque.  The car that Motor Trend tested made just 472 horsepower and 482 pound-feet of torque at the wheels.  K&N noted that that’s about 20 fewer horsepower than they are used to seeing from a stock Camaro ZL1.  Assuming a 10% driveline loss for the Camaro, it’s making a still-impressive 524 horsepower and 536 pound-feet at the crank.  That’s almost 60 horsepower than rated.

Why did the Hellcat need five industrial fans pointed at it?  Well, the Hellcat needs a LOT of air to operate optimally, and superchargers throw off lots of heat.  This 2.9-liter supercharger shoves 11.9 pounds of boost into the engine.  This supercharger is common in tuned muscle cars, and it’s not uncommon to see more boost out of it.  However, I just think that the Hellcat’s engine can’t easily make more power before it presses the self-destruct button.  It’s like the Nissan GT-R, where the engine has been tuned so much that Motor Trend found in a test last year that the engine kept loosing 5 pounds of boost from the two massive turbos.  That’s a lot of boost, so you’ve got to wonder if engines this powerful are tuned to within an inch of their life.

What about the ZL1?  Was it a dud car, or has GM just been radically overrating their engines?  Who knows?  Dyno results range anywhere from far more than what the manufacturer says to far below.  It depends on the dyno itself, the way the car is strapped down, if it has enough air going into the engine, the temperature of the air, and what gear the car is in.  There are literally thousands of different factors in dynoing a car.  It probably wasn’t in Motor Trend’s best interest to dyno two powerful cars with heat-making superchargers in the end of a SoCal summer in Riverside.  While Dodge does say that the Hellcat will last 20 minutes in 100 degree heat at a track and get consistent results, one has to wonder if the Challenger can really last that long without overheating.  Time will tell (pardon the pun) the reliability of this powerful engine.

The engine technology in the Hellcat Hemi goes back to 2002.  That’s a really long time for a cylinder head design to be around in one basic form or another.  Granted, that design works – really well, but Ford and Chevy have definitely stepped up their engine game.  The Mustang GT500 used an aluminum block, which took off 100 pounds off of the front of an already-heavy car, and a bunch of other really cutting-edge engine technology.  Chevy’s LS9 and LSA V8’s are really beasts of engines, but obviously not in the ZL1 dynoed by Motor Trend.  The Hellcat engine block was originally going to be aluminum, but was vetoed at the 11th hour by a Dodge executive.  It’s a shame.  The aluminum engine block would have shaved at least 100 pounds off of the front of a nose-heavy car, bringing it’s curb weight down to about 4350 pounds or so, which would be almost 100 pounds heavier than the also-chubby Camaro.

When it comes to transmissions, the ZF 8-speed automatic is the best transmission in a muscle car now.  Chevy’s six-speed automatic doesn’t like to downshift, even when told to.  Ford didn’t offer an automatic transmission in the GT500, but it used a TREMEC TR6060 six-speed manual.  This is a great six-speed manual.  It’s used by Ford, Chevy, and Dodge.  It’s also common in road-racing cars.  It’s beefy, reliable, and has good gearing for almost any engine.  The fact is, the Hellcat with the 8-speed ZF transmission is probably the best combination.  It’s going to be hard for even an experienced driver of a manual transmission to put 635 horsepower and 591 pound-feet of torque down to the ground.  That’s why Dodge offers 3 power settings – 300 horsepower, 500 horsepower, and 700+ horsepower.  In daily driving, the most power anybody will ever really need is 150 horsepower and about 200 pound-feet of torque.  Plus, the Hellcat with the automatic transmission will get 24 mpg on the highway.  The Camaro only gets 21.  The Mustang only got 22.

If you get a Hellcat, please, please, pretty please, let me know!  I will feature you on my blog, but ONLY if you either take me for a ride, or let me drive it!  If you do either of these, I will interview you, take wonderful pictures, and wax poetic about being in a Dodge Challenger SRT Hellcat for the rest of my life.

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The Greatest American Turbocharged Cars

Many people think that turbochargers belong in heavily modified import cars.  Well, that’s partially true.  Europe has turned out some impressive turbocharged cars, as well as the US of A.  Here are America’s greatest turbocharged cars.

  • Ford Mustang SVO:  The 2015 Ford Mustang has a 2.3-liter turbocharged 4-cylinder engine, just like the SVO Mustangs of the 1980’s.  The first turbocharged Ford Mustang showed up in 1979 with a 135-horsepower, turbocharged, 2.3-liter four-cylinder engine.  It was an alternative to the downsized 4.2-liter V8 found in the Mustang GT.  But, it wasn’t until Ford’s Special Vehicle Operations (SVO, now known as Special Vehicle Tuning or SVT) got their hands on one that it became anything noteworthy.  It came with a factory-installed Hurst short-throw shifter, revolutionary Koni adjustable shocks, ABS disc brakes at all four corners, a limited-slip differential, and a screaming, turbocharged 205 horsepower.  Drivers even had the cool option of flicking a dash-mounted switch that allowed the car to run on lower-grade fuel for a certain amount of time.  When it ended it’s production run in the late 1980’s, it was something to be feared.  It looked especially menacing in grey.
  • 1965 Chevrolet Corvair:  Believe it or not, the Corvair actually had a go-fast option.  It had two, in fact.  One was the Crown Corvair, which used a mid-mounted 283-cubic-inch Corvette V8, and the other was a turbocharger bolted onto the engine.  From the factory.  It made 150 horsepower initially, but by the time the Corvair died, it made 180 horsepower.  Unlike many other turbocharged cars, the turbocharged Corvair did not use a wastegate, the internal exhaust flap that opens at higher engine speeds to prevent over-spinning the turbine.  Instead, Chevy engineers simply built enough backpressure into the exhaust system to prevent overboost and serious engine damage.  Very few Corvairs with the turbocharged engine were ever made.
  • Oldsmobile F85 Jetfire:  Oldsmobile was one of the early adopters of turbocharging technology.  It released the powerful F85 Jetfire in April of 1962, and the car was something of a small success.  It took the fabled 3.5-liter high-compression “Rocket” V8, cranked up the boost, and let it rev.  It made a screaming 215 horsepower, and it was easily quicker than many naturally aspirated cars of 1962.  Plus, owners got an ashtray-sized boost gauge in front of the shifter.  The engine had problems with detonation, which is the process where the hot air-fuel mixture under pressure spontaneously ignites before the spark plug has a chance to ignite it.  So, the Turbo-Rocket engine was fed a mixture of methanol alcohol and water (the same stuff fed to dragsters).  This allowed the mixture to not ignite as quickly and get a higher octane level.  Today, water/alcohol injection is commonplace in high-performance tuner car applications, but isn’t it cool that F85 Jetfire owners had to periodically fill their “Turbo Rocket Fluid” reservoir?
  • Buick GNX:  If there’s a poster-child for American turbocharged cars, the Buick GNX wins, hands-down.  The all-black, tire-smoking, Ferrari Testarossa-beating, quarter-mile waltzing Buick GNX was and still is a force of nature.  Buick initially started turbocharging it’s anemic 3.8-liter V6 in 1978 for the Regal and the LeSabre, introducing the fast Regal Grand National line in 1982.  It culminated with 1987 with the GNX.  Buick purposefully underrated the crank horsepower at 276 horsepower, but dyno tests showed that the car made at least 315 horsepower at the wheels.  This means that the car made somewhere close to 360-370 horsepower at the crank.  It even beat the twin-turbo Callaway Corvette that I featured on my blog a couple of months ago in the quarter mile.  The GNX would go through the quarter mile in the low 13-second range at around 125-130 mph.  Just 547 GNX’s were built in 1987, each specially massaged by AMC/McLaren.  Today, the turbo Buick’s are something of a legend, and many go for upwards of $30,000.  The car was so successful on the street the Buick entered a naturally-aspirated V8 version of the car in NASCAR’s Grand National series (now known as the Nationwide Series), where it was extremely competitive.
  • 1989 Pontiac 20th Anniversary Turbo Trans Am:  The all-white Pontiac Trans Am picked to be the pace car for the 73rd annual Indy 500 was completely different than the first turbocharged Trans Am, which was all mustache and no Burt.  This 1989 force-fed pony car was something completely different.  I liken it as the Pontiac storm trooper to the Buick GNX Darth Vader.  Pontiac subcontracted an engineering firm to swap Buick GNX engines (made by Buick for Pontiac) into the Trans Am.  But, the story doesn’t (and shouldn’t) end there.  Anniversary-edition Trans Am’s got better-flowing heads than the GNX, stainless-steel headers, GNX-sized Eaton intercoolers, a cross-drilled Comp Cams crankshaft, and their own engine tuning higher up in the powerband.  The net result was a car that officially produced 250 horsepower at the crank, but made closer to 320 horsepower at the crank.  This marked a return to the horsepower-underrating days of the muscle car, started by, you guessed it, Pontiac.  It was the fastest pace car ever in the history of the Indy 500, which is impressive, given the fact that many fast cars have been chosen since then.
  • Ford Thunderbird Turbo Coupe:  The Beach Boys made the T-Bird famous with the line, “fun, fun, fun, until her daddy takes it away.”  The T-Bird was fun until Daddy (the EPA) introduced emissions regulations that took the fun out of the T-Bird.  By 1982, the T-Bird was a horrible, anemic shoebox of a car.  Happily, 1983 saw the rising of the phoenix.  It’s beak-like hood had twin nostrils that meant that there was a turbocharged engine underneath that pointy hood.  Other than the amazingly 1980’s-FILA edition, the T-Bird Turbo Coupe was at it’s peak in 1987 and 1988.  That was when stick-shifted version of the Fox-bodied T-Bird came equipped with a whistling 190 horsepower, four-wheel ABS disc brakes, and a limited-slip differential.  Those nostrils on the hood, by the way, are functional, as they feed air directly to the top-mounted intercooler.
  • Shelby GLHS:  It’s hard to find a car that has a shape that’s more square than the Dodge Omni.  The blocky Omni had all of the sporting pretensions of a worn-out water shoe.  Then, you hand the Omni over to Carroll Shelby.  Early Omni GLH (unofficially Goes Like Hell) cars weren’t turbocharged, but by the mid-1980’s, America was becoming obsessed with the turbocharger.  So, by the mid-1980’s, the Omni GLH had enough punch to beat any VW GTI of the era.  For the 1986 model year only, 500 cars were further tweaked by Shelby to become the Omni GLHS (Goes Like Hell S’More), which was a 175-horsepower breadbox with more boost, better suspension, and factory options like a roll cage and heavy-duty oil cooler borrowed from the Ram 250 with the Cummins Diesel.  Quite possibly the best part of the GLHS:  The uprated top speed of the GLHS was too much for the regular 85 mph speedometer of the Omni, so Shelby simply added a sticker to the bottom of the gauge with increments up to 135 mph.
  • Shelby CSX-VNT:  Another Shelby creation was the CSX-VNT, which was based off of the homely Plymouth Sundance and Dodge Shadow.  Initially, the CSX-VNT packed 175 horsepower, and like the earlier GLHS, went like a bat out of hell.  Shelby built a small run of 1,001 cars for the Thrifty rental car company with slightly less power.  In the final year of CSX-VNT production, 1989, the CSX-VNT included some new, unique technology previously only seen on race cars – variable turbine geometry.  Computer-controlled vanes moved to direct the hot exhaust gas stream to improve spool-up time.  While it’s power rating remained the same at 175 horsepower, it had dramatically better response time in the low end, virtually eliminating turbo lag.  The next time this technology would show up in the U.S. market would be in 2011, with the 997-generation Porsche 911 Turbo.  That was more than 15 years later.
  • GMC Syclone:  In 1990, Gale Banks Engineering cracked the 200-mph mark at the Bonneville Salt Flats in a compact GMC pickup truck with no turbocharger or supercharger.  In 1991, the streetable version of that high-powered pickup showed up on dealer lots.  It’s 4.3-liter Vortec V6 engine was turbocharged with the help of Gale Banks himself.  It came standard with ABS and AWD, neither of which were options on the S15 Sonoma.  You couldn’t haul much with the Syclone, unfortunately, as it was only rated to haul 500 pounds.  Too bad, but you could still fill the bed with the egos of every single Porsche, Ferrari, Lamborghini, and Maserati driver on the road.  This all-black, one-year-only mini-truck was the fastest-accelerating production vehicle in America for a few years, easily getting off of the line, thanks to the torque-rich engine and AWD.  It got to 60 mph somewhere in the low 4-second range.
  • GMC Typhoon:  A spin-off of the one-year-only Syclone, the Jimmy-bodied Typhoon was officially rated at 280 horsepower, though dyno tests showed that it made at least that at the wheels, meaning that it made somewhere around 320 horsepower at the crank.  It could easily beat a Ferrari 348 off of the line and up to about 70 mph, when the 348 really got into the powerband.  Just under 5,000 Typhoons were made between 1992-1993, and unlike the black-only Syclone, could be bought in a variety of colors.  In fact, Clint Eastwood used to drive a Forest Green Typhoon around in his Dirty Harry days, where he would pull up to a stoplight and ask punks if they felt lucky. Most thought they were going to beat some middle-aged guy in his SUV with their Mustang or import car.
  • Dodge Neon SRT4:  In 2003, Chrysler/Dodge’s Street Racing Technology (SRT) team got hold of the friendly-faced Neon subcompact car, and built what is still the car to beat for bang-for-your-buck performance.  A frog-eyed four-door sedan with a functional front-mounted intercooler peeking out of the grille, the tiny Neon made mincemeat out of everything from a Porsche Boxster to a Nissan 350Z.  Dodge claimed 230 horsepower, though dyno testing showed that the car made at least that much, if not more at the wheels.  This means that the engine was making close to 280 horsepower at the crank.  Something else that is cool about the Neon SRT4 is the fact that it doesn’t have a muffler on it.  This allows it to have vastly better turbo flow.  Resonators keep the volume semi-sane, but the Neon really makes a lot of noise when you give it some go-juice.
  • Chevrolet SS Turbocharged:  Initially available only as a supercharged coupe, the Cobalt SS was always OK in performance testing, but it wasn’t going to set any records.  Starting in 2009, the Cobalt SS came as either a sedan or coupe with a turbocharger bolted onto a small four-cylinder engine.  It made 260 horsepower.  Should you want a cool sleeper, if you aren’t afraid of the ignition recall, you can get a Cobalt SS, take the badges off, swap the big chrome rims for something more discreet (like the regular Cobalt rims), and you’d have the makings of a good sleeper.  It had a no-lift-shift system – just keep your right foot floored so that you don’t loose boost – and you’ll see the quarter mile fly by in under 13 seconds, and will keep up with a Porsche 911 on a road course.  Take it out to the twisties out on the road, and you’ll be able to keep up with a motorcycle, thanks to the tiny size of the Cobalt.

1986 Ford Mustang SVO 1986 Shelby Omni GLHS 1988 Ford Thunderbird Turbo Coupe

1989 Shelby CSX-VNT 2004 Dodge Neon SRT4

 

1962 Oldsmobile F85 Jetfire 1965 Chevrolet Corvair Spyder Turbo

1987 Buick GNX

1989 Pontiac Trans Am 20th Anniversary Edition

1991 GMC Syclone 1992 GMC Typhoon