Dodge Challenger SRT Hellcat 2015

Back in 2005, when Ford unveiled the newly retro-inspired Mustang, designers from Chevrolet and Dodge took notice of the excitement Ford was generating for nostalgic design coupled with modern performance and convenience and set to work creating their own responses, which resulted in the fifth generation Camaro and the third generation Challenger, the latter of which returned after a twenty five year hibernation. The Challenger SRT8 in particular caused quite a stir - its visual presence and torquey, rumbling 425 horsepower Hemi V8 was considered by many to be the most convincing reinterpretation of its classic counterpart.

 

The ensuing years were not as kind to Mopar though, as both Ford and Chevrolet unveiled ultra-high performance variants of the Mustang and the Camaro that the Challenger simply couldn't keep up with, even with the more powerful 6.4 liter Hemi V8 that made its debut for the 2011 model year. This year however, as the 2015 Challenger sees a refresh across the model line, Dodge decided to drop the equivalent of the Tsar Bomba on the automotive world by introducing the 707 horsepower Challenger SRT Hellcat. But lest you think this is just a big engine and a big number used to grab headlines, we're pleased to report that the Hellcat is not only absurdly fast and surprisingly confident on a road course, it's also really good at being a car you can actually live with.

 

What's the idea behind the Dodge Challenger SRT Hellcat?

 

Dodge CEO Tim Kiniskis lovingly refers to the Hellcat as a "science project", a what-if scenario to see what his engineers, and this platform, are capable of. Clearly the Hellcat is an answer to the top spec offerings from the other two Detroit heavy hitters, the 662 horsepower Ford Mustang GT500 and 580 horsepower Chevrolet Camaro ZL1. To go along with the massive bump in horsepower, the Hellcat gets a beefed up suspension, the largest brakes ever fitted to an SRT vehicle, a comprehensive cooling system and a whole host of comfort and convenience features that end up giving the Hellcat something of a split personality in the best way possible. 

Who might want a car like that?

 

Typically, there's a distinct segmentation between types of performance car buyers. Euro tuner guys stick with BMW, Audi, and Mercedes Benz, import guys have cars like the Subaru WRX STI and the Nissan GT-R, muscle car guys have the modern pony cars, and those with deep enough pocketbooks and are willing to sacrifice some practicality look to cars like the Chevrolet Corvette, Porsche 911 and the Dodge Viper. While the Challenger SRT Hellcat can't suit everyone's needs simultaneously, the car hits far enough above its weight class in many respects that we wouldn't be at all surprised to find a significant percentage of prospective buyers making the jump from a fairly incongruous performance segment. The output is alluring on its own, but coupled with the Challenger's spaciousness, cargo room and, perhaps most importantly, price, the Hellcat makes a very compelling proposition for itself.

 

How does the drivetrain perform?

 

To create the 6.2-liter supercharged V8 used in the Hellcat, engineers started with the 6.4-liter V8 found in the standard SRT and replaced over 90% of the internals, not only to increase performance but also to boost engine durability in order to withstand the sheer force of nature created once the 2380cc twin-screw supercharger was bolted atop it. Official output numbers are rated at 707 horsepower and 650lb-ft of torque, though SRT Powertrain Director Chris Cowland explained that the engine's true performance potential still has yet to be fully exploited.

Sitting down in the driver's seat for the first time, that 707 number stays at the forefront of your mind. It is, after all, what makes the Challenger SRT Hellcat the most powerful production muscle car ever made. So you naturally prepare yourself for some pretty serious pull. Despite our readiness, the first time we dipped deep into the throttle pedal, the effect was awe-inspiring. With all the power being routed to the rear wheels, low end torque can be difficult to measure simply by virtue of how easily the Pirelli PZeros will vaporize into tire smoke. With a patient roll into the throttle, there just isn't another production car under six figures that pulls as hard from 50-100mph as the Hellcat does. It is as fast as they say it is, and because Chrysler opted for supercharging instead of turbocharging, the power delivery is linear all the way to the redline.

 

We got a chance to drive Hellcats with both of the transmissions which will be on offer and found that both have virtue. The manual six-speed gearbox used in the Hellcat is derived from the Viper, albeit with some added heft to handle the additional horsepower on tap here. Somewhat surprisingly, clutch weight and feel splits the difference between the fairly effortless standard six-speed Challenger's clutch and the particularly heavy unit used in the Viper, placing the Hellcat in a well-compromised middle ground between hardcore performance and stop-and-go traffic livability. 

 

Chrysler's 8-speed automatic, dubbed the TorqueFlight to further recapture some of the nostalgia of the original muscle car era, is essentially a beefed up version of the ZF unit found in cars like the Jaguar F-Type, the BMW M235i, and the Audi RS7. We're fans of this gearbox in those cars, and it doesn't disappoint here either. It is simply leagues better than the archaic 5-speed unit used in the outgoing Challenger SRT, providing fast and firm upshifts, willing downshifts, and a wide span of gear ratios to yield both improved performance and better fuel economy over the outgoing box. In the clip below, you can see just how well this new 8-speed performs under wide open throttle:

Amongst the modern pony cars, the Challenger has always been a step or two behind the Mustang and Camaro in terms of handling prowess. Part of that can be attributed to the Challenger being the heaviest of the three, but it was also clear that the suspension itself needed some updates in order to get on the same page with the other two. That said, perhaps the biggest surprise during our time with the Hellcat was experienced out on the road course.

 

At over 4400 pounds, the Hellcat is certainly no lightweight, but engineers have done an excellent job of hiding a lot of that heft. While the standard SRT 392 and the rest of the Challenger line move to electrically-assisted power steering for 2015, the Hellcat instead gets a hydraulically-assisted rack and pinion unit which also does away with much of the over-boosted numbness found in previous Challengers. Coupled with three-mode adaptive damping, Hellcat-specific springs and sway bars, and sticky Pirelli PZero rubber, the Hellcat is undoubtedly the most sure-footed Challenger we've ever driven on a road course, with quick turn in and unyieldingly flat cornering when the three-mode adaptive suspension is set to Track mode. A Porsche Cayman it is not - and comparisons to two-seater sports cars of that ilk, while perhaps inevitable, are ill-founded.

How comfortable is it?

 

Our drive through the outskirts of Portland before heading to Portland International Raceway gave us a chance to play with the Hellcat's three mode adaptive damping, and we found Street mode, the softest of the three settings, to not only be very compliant over rough road surfaces and stable over pavement undulations, but still engaging and responsive when asked to dive into the occasional backroad sweeper. Sport and Track predictably ratchet up the firmness, and most drivers will only see a benefit from Track mode, in particular, when they're actually on a road course or a very well maintained road, as this setting is firm enough to unsettle both car and driver when used on the less than stellar pavement often found on public streets.

 

As you'll see in the video below, while the Hellcat's active exhaust system and supercharger whine can dominate the conversation when asked to do so, with the windows up and loping along in top gear, the Hellcat settles down and effectively isolates the cabin from road and wind noise. With its long wheelbase and generous interior proportions, grand touring has always been a strength of the Challenger, and while the Hellcat's seats are sporty and well bolstered, they're definitely designed with comfort in mind. Long trips at high speeds would suit this car well.

 

Considering the Hellcat's dimensions, its handling is certainly on par with its competition and the adaptive suspension offers an appropriate setting for nearly all of the driving situations the Hellcat will likely see. The new exhaust system, which uses electronically-controlled valves to modulate exhaust volume based on engine load, throttle position and other real-time factors, sounds incredible and makes dipping into the throttle a gleeful proposition whenever the opportunity strikes. This is the kind of car that can and will get you into trouble, but when it does, you'll have a massive grin on your face.

 

How are the design, materials, and fit when you see the car in person?

 

Another piece of insight Tim Kiniskis offered during his presentation was that designers of the Challenger did not want to make "something that would get lost in a mall parking lot". While the Challenger has always stood out in a crowd, the Hellcat pushes that aggression and sense of nostalgia even further by way of the massive hood scoop and heat extractors, along with gaping lower air intakes that feed the intercooler and brake ducts, which in turn compliments the Hellcat's hunkered-down stance. Designers wisely chose not to attempt to reinvent the wheel when it came to the refreshed design, so subtle cues that recall the 1971 Challenger (as opposed to the 1970 model used to inspire the 2008-14 models) find their way into the front grill, rear LED tail lights, and revised interior. The interior now falls closer in line with the Dodge Charger's cabin and shows a marked improvement in material quality, although some might argue that it comes at a cost of some of the Challenger's identity.

BMW M5

BMW has taken some flack over the past few years for what some diehard fans consider the dilution of its M performance brand, first by gradually loaning out the M badge to appearance packages and more pedestrian upgrades to lesser vehicles, and then by allowing forced induction into the equation after staunchly sticking to the use of naturally aspirated engines in M cars for decades. At its core though, M performance has long centered around two vehicles in particular: the M3 coupe and the M5 sedan. In the late 1990s and early 2000s, the E39-generation M5 achieved near-mythical status as the ideal every day driver's car, and many still regard it as a high watermark for BMW sedans.  Whether or not the E39 M5 is worthy of such praise (we think it is), it set fairly lofty expectations for its successors. Two generations later we find ourselves with the F10 M5, here outfitted with the Competition Pack, ready to spend a week trying to determine whether or not this particular spec of the M5 still champions the same principles that placed its predecessors in such high regard.

What's the idea behind the M5 Competition Pack?

 

The Competition Pack makes a number of subtle changes to the M5 in order to heighten its abilities on a road course while retaining all the comfort and convenience features found in the standard M5. Power sees a small bump from 560 to 575 horsepower, though torque figures remain the same at 500 lb-ft. A sports exhaust system, which brings black chrome tips with it - seemingly the only discernable visual tip-off of this Competition Pack equipped car - is fitted to help resolve some gripes about the standard M5's lack of aural character, while stiffer dampers, beefier sway bars, and a 10 millimeter reduction in ride height all serve to sharpen the M5's handling prowess. Various electronically-controlled performance features, including the Active M Differential and Dynamic Stability Control, have been updated to take advantage of the hardware revisions as wel

How does it drive on the street?

 

We have to wonder what the metric was that caused the engineers at M to decide that the Competition Pack's suspension setup was too harsh for the standard M5, relegating it to a smaller subset of M5 owners who will opt for the upgrade and likely ponder the same. The adaptive suspension offers three flavors: Comfort, Sport, and Sport Plus. In Comfort mode, the suspension remains eminently compliant and comfortable over all but the worst sections of mangled pavement. In this setting, we wouldn't hesitate to jump in this Bavarian highway missile for a cross-country road trip. Sport firms things up a bit, but not to the point of around-town harshness, and was setting we left the car in most often. Sport Plus takes things a step further, and while it is significantly firmer than Comfort and Sport, it's still pretty compliant in comparison to the stiffness we've experienced in other sport-focused coupes and sedans in recent memory. If this were the only setting available, we might be willing to call it a bit stiff, but as the stiffest setting among two lesser modes, along with its inclusion in an option package touting track tuning, we'd be willing to call it a bit on the soft side. Regardless, ride quality is excellent, and despite the M5's formidable mass, body roll and brake dive are kept at bay during all but the most demanding driver inputs.

 

Our test car was fitted the optional carbon ceramic brakes, and given the opportunity to test both panic braking as well as their willingness to stand up to the abuses of lengthy spirited sessions down Mulholland Highway, we can confidently report that these brakes perform superbly. We did note that initial top-of-the-pedal bite could be a little unforgiving around town at times, though.

 

While we were pleased by the user-selectable steering weight, we did notice an odd anomaly in Sport Plus mode that could best be described as a sensation of "slipping" weight resistance in the wheel, even at fairly low speeds, which caused us to keep the steering weight in Sport mode the majority of the time. Despite this small foible, we found the M5's steering to be admirably precise considering the amount of car it is tasked with directing.

BMW says the M5's 4.4 liter biturbocharged V8 has gained 15 horsepower with the Competition Pack. Truth be told, we couldn't tell the difference, but it's of little consequence since the standard M5 pulls like an absolute freight train. In a straight line, few cars outside of bonafide supercar territory stand a chance. BMW quotes the M5 Competition Pack's 0-60 time as 4.1 seconds, but we have no doubt that the real figure is well under four seconds. The M5's seven speed dual clutch transmission is happy to fire off near-instantaneous shifts whenever called upon, and gearing is such that this big sedan will simply pin you to your seat when you bury the throttle at any speed under 60 mph. Turbo lag is fairly minimal, but you will feel the turbos spool up if you're loping along and decide to stab the throttle.

 

That V8 also makes a curious noise. While we initially chalked it up to the notorious decision by BMW to pipe in simulated engine sounds through the stereo, the Competition Pack's sport exhaust system makes it clear that it wasn't just a case of a fake exhaust noise versus real exhaust noise. The sport exhaust essentially sounds much like what we've heard in the standard M5 only louder, both from inside the cabin and outside the car. It's an oddly robotic but thoroughly modern growl that probably won't find an immediate home in the Engine Sound Hall of Fame, but isn't necessarily unpleasant, either.

 

 

Would it work well for track days?

 

If we had to really pinpoint where the BMW faithful may be on to something about the M division's current trajectory, it would likely start at the track. While the M5 is certainly no slouch in the straights by any measure, the sedan's near 4400 pound curb weight simply cannot be overlooked in a track setting. Would the M5 be a lot of fun at a race track? We're sure it would be, but then again, so is a Mazda MX-5. If the question changes to whether the M5 would be a standout performer at the track, the answer is less encouraging. Even with the Competition Pack - which addresses many of the critiques of the standard M5's less than savory at-limit habits - it's still a 4400 pound sedan, and as a result, it simply cannot fully hide that mass when driven hard in demanding driving situations.

 

So yes, we think it would work fine for track days, and we can say with certainty that the engine, transmission and brakes are more than up to the task. However, we doubt those with track experience in race-prepped vehicles will confuse the M5 with a stripped out race car any time soon.

The 2003 E39 M5 is the last year BMW built that generation of the M5 and is the best year for that model. Earlier E39 models had problems with the Vanos timing systems (which were expensive to repair), issues with carbon buildup and a couple of other minor things. However, in 2003 all the WRINKLES have been ironed out and the car was near perfection.

The E39 M5 has a 4.9 liter V8 that produces approximately 400 hp at 6,600 rpm and 369 lb-ft of torque at 3,800 rpm and redlines at 7,000 rpm. Despite a curb weight of 4,000 lbs, the E39 M5 can hit 0-60 mph in 5.0 seconds according to official performance specs, but some have claimed they could consistently hit 0-60 mph times of 4.5 seconds. Additionally, the car is very well balanced and handles like a dream and gives the driver good feedback. I used to take mine out to the mountains and I was not afraid to push it on the curvy mountain roads following a group of M3s, which is not an easy feat.

The 2010 E60 M5 is also the last year BMW built that generation of the M5 and is likely the best year. Earlier E60 models had issues with the iDrive system and the 7-speed Sequential Manual Gearbox (SMG) III, but after a series of upgrades, these issues seem to have gone away.

The E60 M5 has a 5.0 liter V10 that produces approximately 500 hp at 7,750 rpm and 383 lb-ft of torque at 6,100 rpm and redlines at 8,250 rpm. Although the E60 M5 also has a curb weight of approximately 4,000 lbs, the massive power upgrade propels it from 0-60 mph in only 4.8 seconds. What's interesting about the two is that, up until 60 mph, both M5s are nearly neck and neck. However, the E60 M5 starts to pull away quickly after the 60 mph mark, and it keeps going and going. What's more interesting is that the E39 M5 feels faster as the car's peak torque is achieved at a much lower rpm (3,800 rpm versus 6,100 rpm for the E60 M5) and hits the driver instantly, whereas with the E60 the driver has to be a little more patient

5 Fastest Jaguars of All Time

Legendary British car maker Jaguar (NYSE:TTM) has been designing and building world-class sports cars for more than ninety years. Having produced vehicles under several different ownership groups, the company now finds itself under Tata Motors, along with Land Rover. As one of the world’s premier automakers, Jaguar has become a leader in pushing the envelope in terms of vehicle design, innovative engineering and blistering speeds.

Over the years, as car designs have morphed from one trend to another, Jaguar has been able to make the most out of its talented engineering department by creating cars that not only compete with the best, but that have been able to set benchmarks of their own. Throughout the decades, Jaguar has set marks for having the fastest car in the world, along with other vehicles that are able to accelerate from 0-60 mph at mind-blowing velocities. Looking into the future, the company has its eyes set on higher efficiency standards, hybrid technology and finding a way to blend both of those with top speed.

The current slate of Jaguar cars available leaves consumers with a variety of options and styles to fit their preferences. The last few years have seen some of Jag’s fastest cars to date hit the market. But how about speed over the years? We’re taking a look at some of Jaguar’s fastest cars to ever hit the streets anywhere in the world, and it might be surprising just how fast some of these vehicles can go. While we excluded concept cars that would have otherwise found their way into the top five, the models that do populate the list are impressive in their own right.

Read on to see Jaguar’s five fastest models of all-time.

Lovers of luxury cars have come to appreciate BMW as one of the world’s foremost automakers. With nearly a century of production under the company’s belt, manufacturing has never been higher, with almost 300,000 vehicles now rolling off of BMW assembly lines in the U.S. alone every year. Over time, the company has solidified its reputation as a world leader in innovation and design, and simultaneously becoming a heavyweight in the luxury vehicle segment.

BMW designs have shifted over the years from boxy sedans to sleek, modern speed machines. Many of the company’s vehicles can hit blistering top speeds, most of them in excess of 150 miles per hour (though many are electronically-limited). As BMW has solidified and streamlined their fleet of cars and SUVs, its line of motorcycles have also climbed to be among the world’s finest. As part of a trio of German luxury auto makers, BMW has been able to keep up with best of the rest in the face of an evolving and hugely competitive automobile market.

You know that BMW has put out some serious speedsters over the years, but for those really seeking a thrill, which car is the right choice? Here are the top twenty fastest BMW models from over the years ranked according to their zero to 60 mile per hour time, and excluding concepts and modified models.

10. M3 CRT

Similar to the M3 DCT, the CRT model is a lightweight M3 variant that outperforms many of its siblings. Jetting down the road thanks to 450 horsepower from a 4.4-liter V8 engine, this model takes advantage of lighter and more aerodynamic carbon fiber components for stronger performance. The bad news for car buffs, though, is that the 2012 M3 CRT was limited to a mere sixty-seven units in production, and none of them were sold in the United States. If you do happen to catch a glance of one of these BMW masterpieces somewhere, be sure to take your time and get a good look. Oh, and as far as performance? The CRT can go zero to 60 in 4.4 seconds.

9. M5

Matching up nicely with its bigger brother the M6, the BMW M5 is faster and sexier than ever. Speed fans will find no problems getting their fix from its 560 horsepower courtesy of the 4.4-liter V8 engine. Now in its fifth generation, BMW engineers have had plenty of time to perfect the latest M5, nailing down weight, precision steering, throttle response and transmission shift programming to make it one of the most formidable vehicles on the road. If all of that is not impressive enough, consider a zero to 60 acceleration time of 4.3 seconds.

8. M3 GTS

Holding its own against the forces of the M5 and M6 is the M3 GTS. Engineers went to work to outfit this M3 variant for the track, removing extra weight and installing an ultra titanium exhaust system. With 444 horsepower from the 4.4-liter V8 engine, the M3 GTS is more than capable of handling plenty of competition on the track or freeway. The M3 GTS also can hit speeds of 60 miles per hour from zero in 4.2 seconds. Although its price tag checks in at nearly twice that of the regular M3 model, the extra performance that allows the M3 GTS to be one of the fastest BMW models of all time makes it worth it.

7. M3 Coupe DCT

BMW’s M3 has a storied past, and when the 2012 model was released with a seven-speed DCT transmission, it reigned in a new victory for M3 fans. DCT is an acronym for double-clutch transmission, and when paired with the car’s 4.0-liter V8 engine, it can make for a formidable adversary to most other sports cars on the market. Capable of speeds of up to 180 miles per hour via 414 horsepower, the M3 Coupe DCT makes for a worthy contender for king of the road no matter where you take it. These days the DCT-equipped M3 and M4 can hit 60 miles per hour in just 4.1 seconds.

6. 3 Series M3 F80

The 3 Series M3 F80 is a relatively new model, introduced for the 2014 model year. This car has amazing pick up behind an engine kicking out 425 horsepower and 406 pound-feet of torque. The vehicle was introduced to the public for the first time at the 2014 International Auto Show in Detroit and has so far only been released in Europe. Look for the United States to get its first available models for the 2015 model year. The 155 mph mark is governed, so a quick look at the car’s quickness puts it up with the top models with a lightning-quick4.1 second zero to 60 time.

5. M6 Coupe

When it comes to high-performance, the M6 Coupe has pretty much become one of the car world’s premier symbols. The two-door coupe makes the most of its aerodynamic chassis, powered by a 4.4-liter, 8-cylinder V8 engine, the M6 is capable of a top limited speed of 155 miles per hour, and hitting zero to 60 miles per hour in 4.1 seconds. With 560 horsepower and a slew of interior luxuries, the M6 is living up to the name BMW has built for it over all these years and variations.

4. M5/M6 Competition Package

BMW took their popular M6 and M5 models and outfitted them specifically for the track with the Competition Package variant, adding power and some mechanical tweaks to improve performance. Total horsepower has been bumped up to 567, though the zero to 60 miles per hour time remains at 4.1 seconds. A twin-turbo V8 powers this monster down the road, and for all intents and purposes, the M6 Competition Package can hold its own against almost anything. For those with racing on their minds, this is the ideal M6 variant.

2. M6 Gran Coupe

Another newer version of the M6, the Gran Coupe is able to hold its own with the best of them. Like its sibling vehicles, the M6 Gran Coupe comes with a twin-turbo 4.4-liter V8, producing 560 horsepower and 500 lb.-ft. of torque. The engine is paired with a 7-speed dual clutch gearbox, delivering a driving experience that few other cars on the road can match, especially when you consider its zero to 60 time of 3.8 seconds. The streamlined exterior really set this car apart, arguably making it one of the sexiest options available in the luxury car market.

1. M5 30th Anniversary Edition

It1s hard to find a BMW model more beautiful than the M5 30th Anniversary Edition, released this year. Not only is it beautiful, but packed to the gills with power. This M5 variant can kick out a stunning 600 horsepower from a twin-turbo 4.4-liter V8 engine, and go from 0-60 mph in a mind-blowing 3.7 seconds. If you’re hoping to get a chance to take it for a drive or even get a glimpse, your odds are not good. Only 300 of these special cars are slated for production and a mere thirty of them are bound for the United States.

Mercedes-Benz

Mercedes-Benz is the innovator of the automobile. The first car hits the roads in 1886. Mercedes-Benz has a long history of introducing new innovative technologies. The company is located in Stuttgart, Germany. Mercedes was the car with a fuel efficient Diesel engine. Mercedes is famous for their intelligent safety innovations like ABS, ESP, Airbag, Distronic Plus adaptive cruise control, Blind spot assist, crosswind assist, Attention Assist and PreSafe. Especially the E-Class, the luxury S-Class which dominates the high-end segment, the legendary SL roadster and the G-Class off-road car have a long history.

The Most Beautiful Cars of 2015: Audi A5/S5/RS5

Another example of the long nose and short deck school of automotive design, the Audi makes it look original just the same. What’s more, the car is unmistakably an Audi. All of the company’s design cues are there, but assembled in a manner more beautiful than any Audi before it—or since (to date). The A5 looks for the entire world like a muscular individual who is perfectly at ease with their muscularity. In other words, the look of the Audi isn’t boastful, it’s just plain correct, perfectly tasteful, and approachable.