Kuniskis noted the Demon’s TransBrake was a tricky piece of hardware and the team redesigned the system dubbing it version 2.0 for its improved user interface. New 43-spline rear half shafts were swapped in with larger inner connecting splines to ensure things didn’t snap under the torque during a launch. That rear differential is now pressure cast instead of flow cast, which makes it 50% stronger than the Demon’s rear differential. It hooks to a 240-mm rear differential and a larger CV joint with revised geometry housing. The Demon’s 8-speed automatic transmission has an updated output flange to accommodate a larger diameter prop shaft that’s 30% stronger than the Demon’s. “You can drain the tank in 5.75 minutes,” Kuniskis said. The system flows 25% more fuel through injectors that flow at up to 164 gallons per hour. The fuel rail and injector system was upgraded to handle the change to E85 capability. The system reduces induction air temps by up to 45 degrees by diverting the air conditioning system to cool the supercharger’s intercooler both before and after a run down the dragstrip. The Power Chiller system SRT developed for the Demon carries over to the Demon 170. The engine also features new pistons, rods, nitride-coated intake valves, valve guides, cranks, billet main caps, spark plugs, and an upgraded crank damper. That’s about 25% higher than the Demon on race gas and 50% more than a Hellcat Red Eye. The cylinder heads are rated at 2,500 psi on E85. A modified version of the Hellephant’s supercharger, it's fed by a new 105-mm throttle body and hooked to a 3.02-inch pulley. Engineers swapped out the Demon’s 2.8-liter supercharger for a 3.0-liter supercharger pushing 21.3 psi. The Demon’s 6.2-liter V-8’s cast-iron block had to be modified for Demon 170 duty with studs for higher clamping force for the heads to enable higher cylinder pressures. The only internal pieces of the engine still shared with the Demon are the camshaft, valve springs, and lifters. Kuniskis said the team ended up replacing far more than originally intended because engines kept blowing up. As soon as it dips below 10 seconds it needs a safety cage and when it eclipses nine seconds it needs a parachute, both of which can result in a ban until those items are added.Ģ023 Dodge Challenger SRT Demon 170 The Demon 170 powertrainĭodge began developing the Demon 170 as a modified Challenger Demon but with the goal of four-figure horsepower. The NHRA already gave the Demon 170 a violation letter for its ability to run a sub-nine-second quarter mile. The Dodge Demon 170 is the fastest accelerating and quickest production car money can buy.Īs a reference point, the Demon had 840 hp and 770 lb-ft of torque on E85, ran the quarter mile in 9.65 seconds at 140 mph, pulled 1.8 g during acceleration, and posted a 0-60 mph time of 2.3 seconds. It rips through the quarter-mile in an NHRA-certified 8.91 seconds at 151.17 mph, and its 60-foot time is 1.20 seconds. On a non-prepped dragstrip it will still make the 0-60 mph run in less than 2.0 seconds, though Dodge CEO Tim Kuniskis noted it won’t run that on a street. The Hellephant C170 crate engine carries its name for the same reason.ĭodge said the Demon 170 launch from 0-60 mph in 1.66 seconds and pull 2.0 g off the line on a prepped surface with rollout. The Demon 170’s name is a riff on the 170-proof rating of E85 fuel. It can also run on any combination of the two as the electronics automatically determine the percentage of ethanol in the fuel and recalibrate the engine to run accordingly. Filling the tank with premium fuel (E10) drops power output to 900 hp and 810 lb-ft. Peak output on E85 is rated at 1,025 hp and 945 lb-ft of torque. 2023 Dodge Challenger SRT Demon 170 Demon 170 performance numbers
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