916HP Challenger Hellcat

Discussion in 'SRT Hellcat General Discussions' started by srtfan, Jul 9, 2015.

  1. srtfan

    srtfan SRT Hellcat Supporter Gold Supporting Member

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    This owner on this board?

     
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  2. budkole

    budkole Best Color and fastest is undoubtedly WHITE

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    10986946_10204998664600522_2965507635757712823_n.jpg
     
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  3. hellcat1

    hellcat1 Gold Member

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    His name is Ross..
     
  4. bolivarshagnasty

    bolivarshagnasty Gold Member

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    How did we figure 916 hp? I've got 862 hp x .85 (15% drivetrain loss) = 733 What am I missing here?

    edited to add......... Also looks like they are pushing it to 6300+ rpm.
     
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  5. hellcat1

    hellcat1 Gold Member

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    Maybe 20% drivetrain loss
     
  6. Driver72

    Driver72 Gold Member

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    Bolivar, I was about to post the same.
     
  7. Driver72

    Driver72 Gold Member

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    *** Edit: Update...I stand corrected with what I posted below in this post. See my post a couple down. I can admit when I'm wrong. ***

    This is on a Dynojet which everyone knows most read high to begin with.
    Funny they didn't post the baseline so we all can see what it was at stock.
    Wish they would of done that.

    Their "stage 1" was a minor tune and increase rev limiter which got 15-25 rwhp (691 total as they showed)

    Then the Stage 2 was 42 rwhp more (733 rwhp total).

    Where they think what they did is getting 200 crank hp more than the stock motor is beyond me.
     
    Last edited: Jul 10, 2015
  8. bolivarshagnasty

    bolivarshagnasty Gold Member

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    Yeah, that looks like what they have done. Based solely on what I have read here, that is overly optimistic.
     
  9. hellcat1

    hellcat1 Gold Member

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    There is a four stage system,, your only seeing two....give it time
     
  10. VanishingPoint

    VanishingPoint Silver Member

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    Bah.
     
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  11. Driver72

    Driver72 Gold Member

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    Ok folks I stand corrected.

    I spoke to a very very knowledgeable SRT Tech and guys from a race team who told me that the Hellcat has a 20% drivetrain loss.

    So 916 rwhp - 15% = 733 rwhp

    Just as these guys stated and got.
    That is one well calibrated Dynojet then.

    Stock RWHP if accurate Dyno then should be in the 570 rwhp range.

    I'm getting mine Dyno tested today on a Dyno Dynamics Dyno
    Then having my aluminum driveshaft and car back exhaust put and and dumping again.
    Will report back
     
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  12. MoparProud

    MoparProud Silver Member

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    There's a couple problems with that...potentially.

    If the Hellcat has a 20% driveline loss, they'd all be dynoing about 566....they are 100hp over that. So then they are rated well under 100hp....we're talking 810hp+ true.

    Now, assuming these knowledgable folks did say 20%, that's about 141hp. That's 141hp at 707, that's 141hp at 485hp, that's 141hp at 1000hp. Driveline doesn't magically take more power to turn the higher the power output, it is what it is, a fixed number. And any engineer or racer will let you that, yeah?

    And we all know dyno's are....what they are. Not rock solid, better as tools.
     
  13. hellcat1

    hellcat1 Gold Member

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    Bottom line, we need more power,, I'm going to be the first to put in a flux capacitor, then were going to make serious horse power, lol
     
  14. rayzazoo

    rayzazoo DRIVESRT.COM Gold Supporting Member

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    I think we need to relook some of these numbers and definitions. I would not get caught up in the 15%-20% "drivetrain loss" to get the "crank" horsepower that the company is advertising. That number does not accurately represent the engine with accessory losses like the supercharger etc. This is where the SAE standard is used because it accounts for accessory losses and is used to accurately compare the Hellcat to other engines.

    The focus needs to be on RWHP and how that translates to the vehicle performing in real world situations (1/4mi racing, autocross, regular driving get-up-and-go). Over the years, I've seen companies push advertised power to get people hooked on a number rather than focusing on how the product improves the customer's car performance in real world driving/racing.

    As a summary of the below data, all corrected for SAE standard

    Stock - 666 RWHP @ 6300 rpm
    Stage 1 - 691 RWHP @ 6300 rpm (+25 RWHP) - tune, rev limiter increase
    Stage 2 - 733 RWHP @ 6300 rpm (+67 RWHP) - 10% ATI damper, tune, rev limiter increase


    HP - at the engine
    RWHP - at the wheels
    SAE - Society of Automotive Engineer standard; 78 deg F inlet air, 0% humidity, standard air 100 kPa
    STD - Standard, no correction to SAE standard

    They did a base line and it was 654 RWHP / 609 RWTQ

    Stock Engine - 818 HP @ 6200 rpm - (no accessory loss e.g. supercharger taking approximately 80 HP in accessory loss; assuming 80% to RWHP loss)
    Stock Engine est - 721 HP @ 6300 rpm
    Stock Engine - 714 HP @ 6200 rpm SAE tested results
    Stock Engine - 707 HP @ 6000 rpm SAE tested results
    Stock RWHP - 654 RWHP @ 6000 rpm

    0.925 RWHP / HP ratio

    Stock RWHP - 666 RWHP @ 6300 rpm estimated
    Stock RWHP - 660 RWHP @ 6200 rpm estimated

    Dyno 1 - corrected for SAE
    Stage 1 - 691 RWHP @ 6300 rpm - tune and rev limiter increase
    691 RWHP / 0.925 = 747 HP @ 6300 rpm Stock Engine
    691 RWHP / 0.800 = 864 HP @ 6300 rpm Stock Engine (assumes no accessory loss)

    Dyno 2 - corrected for SAE
    Stage 2 - 733 RWHP @ 6300 rpm - 10% ATI damper, tune, and rev limiter increase
    733 RWHP / 0.925 = 792 HP @ 6300 rpm Stock Engine
    733 RWHP / 0.800 = 916 HP @ 6300 rpm Stock Engine (assumes no accessory loss)
     
    Last edited: Jul 12, 2015
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  15. MoparProud

    MoparProud Silver Member

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    But that's not accurate. The engine in no way makes 818hp; without that loss to supercharger drag, i.e. no supercharger, you have a run of the mill sub-500hp engine. That's why I hate these correction factors and such, I realize their purpose but it's impossible to get zero drag and the forced air the supercharger adds. Trying to account for drag from the blower and equating it to 800+hp isn't accurate. My opinion.

    Theoretically, if someone can calculate the exact amount of air the supercharger pushes (engineers already know this), remove the supercharger and put a turbo on and push that exact amount of air, that's as close to no loss as you're going to get. I bet you're not making 800+hp. Of course then you're getting different power bands and drivability concerns the OEM considered, there's a reason it's blown and not turbocharged from the factory, and that's probably primarily a combination of driving experience (snappy instant power with blower, lag with turbo) and packaging I'd guess.
     
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