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2018 Dodge Challenger DEMON For Sale
2018 Dodge Challenger DEMON

2018 Dodge Challenger DEMON


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Year:
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Extended Warranty Quote
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Documentation:
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Shipping: Auto Transport Quote Price: $159000.00

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2018 Dodge Demon

1 of only 224 Limited Plum Crazy Demons Made

840HP of pure adrenaline!

Welcome to a EVS Motors Auction!
Call Us! 888.878.2213 or even better you can even email info@evsmotors.com if you have questions that need to be answered quickly!



Year2018Enginesupercharged 6.1 v8MakeDodgeTransmission8 SPEED AUTOMATICModeldemonPaint Colorplum crazyOdometer10 milesInterior ColorBLACKVIN

2c3cdzh91jh102501

Tire Treadlike new

Call Us!
888.878.2213 or email info@evsmotors.com
if you have questions that need to be answered quickly!Here is your chance to own a nearly $250,000 vehicle for nearly half!!!!!

World's Fastest Production Vehicle!

Just when you thought Dodge couldn’t possibly one-up itself, the 2018 Challenger SRT Demon raises horsepower and performance of the Challenger—again. The Demon doesn’t just nudge the previous Hellcat’s 707-horsepower red-key rating. It also adds 101 more horses (on pump gas). Both default to a mere 500 hp with the black key.

A caveat: For the timed performances claimed in its press releases, Dodge fitted pizza-cutter front tires, drag racing slicks, ran it at 147 feet above sea level at 8:34 p.m. with a 40-degree ambient temperature on a fully prepared surface, and used 100-octane fuel to allow the 6.2-liter supercharged V-8 to make at least 840 hp and 717 lb-ft or torque. The National Hot Rod Association certified the Demon’s quarter mile at 9.650 seconds at 140.09 mph. Dodge additionally claims 1.0 second to 30 mph and 0–60 mph in 2.3 seconds. Huzzah. Whether you consider that a “production-car record” is up to you.

Actually, those buyers would need to spend at least $1 more on the black wooden Demon Crate, which includes those “front-runner” drag wheels (minus tires), valve stems, a powertrain control module with the high-octane calibration to recognize 100 octane, the added virtual button to select it from the touchscreen, and a huge, conical performance air filter. The custom-serialized crate also contains a passenger-side mirror blank to cover the hole after its removal, Demon-branded tools to change the car from street to track use, and a custom foam carrier, which fits neatly in the trunk to carry the skinny wheels and tools. (It reminds us of the original 1967 Camaro Z/28, whose exhaust headers and other race-ready items were reported to be shipped in the trunk of the otherwise stock car.)

Downsizing the wheels from 20 inches to 18 saved another 16 pounds, as did shrinking the front brakes. Switching to hollow anti-roll bars saves 19. Smaller savings come from ditching the parking sensors and the power tilting/telescoping steering mechanisms (the adjustments are manual now). All told, the Demon is some 215 pounds lighter than a Hellcat.

Accessing Torque Reserve

Learning to use the car’s standard line lock to produce smoky burnouts to heat the stock Demon-spec Nitto drag radials (315/40R18) was the easy part. Learning to use the transbrake to access the car’s torque reserve proved a little more challenging. It’s a bit of a rub-your-belly-and-pat-your-head exercise: The car must be in Drag mode with the brake pedal firmly depressed with the left foot. You then need to pull and hold both shift paddles and raise the engine rpm sloooowly (to gently load the transmission), whereupon once the minimum rpm is reached, you can release one paddle then the brake (the car stays put while adjusting engine rpm with the throttle), and finally the other shift paddle. This transfers up to 2,500 pounds of weight rearward, making the horizon dip and the front tires dance over the sticky dragstrip. Hold on to your molars.

It feels very odd/disconcerting to remove pressure from the brake pedal—holding the enraged car in place with a mere shift paddle while the transmission is fully locked up feels akin to holding a bull from charging out of its pen by a single hair of its tail. The engine even sounds odd while it burbles angrily under light throttle. It’s not like a supercharged V-8 but more like a Cessna 152 idling before takeoff. But the effectiveness of the transbrake is undeniable. The high-stall-speed torque converter, the torque multiplication that occurs inside the TorqueFlight 8HP90 eight-speed transmission, and the 8.3-psi boost from the 2.7-liter (per revolution) supercharger allow for 534 lb-ft of torque available immediately at launch (at about 1,500–2,000 rpm).

Race cars are stripped down, and so, too, is the Demon. Chucking the rear bench saves 55 pounds. The front-passenger chair, with all those levers and gears allowing finicky people to adjust it to their comfort, takes 58 pounds with it as it goes, leaving the driver alone with his thoughts. (Both seats can be added back in as options for $1 apiece.) All the speakers are gone, except for two that hang around to sound the seatbelt-warning chime required by law. The associated wiring and simplified head unit account for a 24-pound savings. Yanking the trunk trim saves 20 pounds, and Kuniskis says his team begrudgingly left some sound deadening in the firewall but chucked it from the rest of the car. “There are a couple pieces we had to leave, but we Swiss-cheesed ‘em.” That saved another 18 pounds and makes for a car that he says sounds “wicked.” He adds: “If you don’t like the sound of a supercharger, you won’t like this car. The thing howls in your ear when you’re driving.”

Just as “Hellcat” refers both to the car and the engine, so, too, does “Demon.” And while the Hellcat engine has an orange block, the Demon’s is red. Only the block and the heads are shared between the two; Dodge isn’t saying yet how the engine’s internals are fortified, but everything from the crank to the valvetrain has been beefed up to handle the extra output. The supercharger grows from 2.4 to 2.7 liters, with max boost climbing from 11.6 to 14.5 psi.

To meet the airflow needs of such a brute, the Demon gets a new hood with a larger scoop. The Hellcat has had its innermost driver’s-side headlight hollowed out and ducted into the airbox; the Demon gets that same treatment, plus its passenger’s-side light becomes a similar void.

As colder air makes more power, Dodge added what it calls the After-Run Chiller, which runs the fans and pump to keep the coolant circulating, aggressively bringing the intercooler temp back down to ambient. Then the SRT team took it one step further, plugging an additional heat exchanger into the intercooler’s fluid circuit that allows them to use the air conditioner to super-chill the coolant as much as 45 degrees below ambient temperature. “On a muggy 80-degree day,” says Kuniskis, “your car thinks it’s in Alaska.”

A torque-management system cuts fuel to random cylinders and retards the timing when the car is in Launch mode, allowing the Demon to spin up its supercharger and stuff the engine full of boost. The staccato soundtrack that results is a bit of bonus drag-strip theater.

Incredibly, the ZF eight-speed in the Demon remains unchanged. It gets a trans brake [see “Explained,” below] and a higher-stall torque converter that is tweaked for additional torque multiplication, but the gear ratios even carry over from the Hellcat. Everything aft of the transmission is beefed up, though. The driveshaft tubing is 20 percent thicker, the differential gets a higher-strength gearset and a sturdier case, and the half-shafts are fortified. A shorter 3.09:1 final-drive ratio (compared with the Hellcat’s 2.62) better matches the engine speed to the Demon’s single-minded mission of Christmas-tree racing.

To encourage the driver to keep that mission in focus, the Demon also includes a number of new infotainment features. A real-time display of horsepower and torque output will try to distract you as you manage the real-world implications of that output, while a data-recording feature will generate a log of runs. It helps track any performance changes due to anything from shifting weather to new parts. You can adjust your launch-control rpm and handicap your reaction time by customizing the timing of the shift light for each individual gear, or just keep an eye on things with digital gauges for oil pressure and temperature; coolant, trans fluid, intake-air, and intercooler temps; the air-fuel ratio; the supercharger boost; and the battery voltage. Another screen plots the effectiveness of the After-Run Chiller and tells you precisely when the car is ready for another full-power pass. Still others will clock your zero-to-60, zero-to-100, and eighth- and quarter-mile times as well as your reaction time against an in-car countdown.

As thorough and as uncompromising a rethink as the Demon is, it won’t be a huge step up in price from the Hellcat. It starts at $86,090, although dealers shouldn’t have a hard time finding people to pay many tens of thousands more. Dodge will crank out 3000 Demons for U.S. customers and an additional 300 for Canadians. Deliveries begin this fall.

The Demon, while obviously a numbers car, is about something else beyond numbers. It’s about headlines. Kuniskis stresses the importance of the Demon being the ultimate. “If the car ran 10.2 seconds and it was not banned, and it was not the quickest, that’d be great, but nobody would care because it wasn’t the quickest zero to 60, it wasn’t the quickest quarter-mile, it wasn’t banned, and it didn’t do a wheelie. But when it does all those things, that’s when people go: ‘Wow, what just happened? That Bugatti is supposed to do that, not a Dodge.’”



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