Had my Challenger for a year now but am just getting to the forums side of things. Been a Mopar guy for most my life but mostly stuck with Rams. Always wanted Mopar muscle so I decided to go after this bad boy...so happy I did. Has its up and downs but...despite everything I truly love this car and never has a car made me smile as much as this has. Looking forward to learning, tips, advice and sharing the Challenger love.
Welcome to the forum and congratulations on your Scat Pack. Check out the informative interviews of the designers of the 2006 Challenger concept and the 2008 production car. They really give you incredible insight into how the retro-styled Challenger evolved from the drawing board to reality. 2008 Challenger Designer Interview -- Segment 1 - YouTube 2008 Challenger Designer Interview -- Segment 2 - YouTube 2008 Challenger Designer Interview -- Segment 3 - YouTube Designer Interview ; Segment 4 - 2009 Challenger - YouTube Designer Interview; Segment 6 - 2009 Challenger - YouTube Dodge Challenger: Exterior Styling - YouTube Challenger Designers - Castiglione and Barrington, Part 1 - YouTube Challenger Designers - Castiglione and Barrington, Part 2 - YouTube Challenger Designers - Castiglione and Barrington, Part 3 - YouTube Challenger Designers Castiglione and Barrington Pt. 4 - YouTube Challenger Designers Castiglione and Barrington Pt. 5 - YouTube Challenger Designers - Castiglione and Barrington, Part 6 - YouTube Challenger Designers - Castiglione and Barrington, Part 7 - YouTube
Welcome nice ride! Please let me know if I can help you at all with any of your Challengers OEM and performance products.
Not that I would imply you have any need to do this, buuuut, Porsche engineers discovered that the peak load on the connecting rod for a 917 flat 12 engine was at the top of the exhaust stroke when naturally aspirated, and at the bottom of the power stroke when turbocharged. However, in spite of it making twice the horsepower turbocharged or so, the values for peak connecting rod loads were IDENTICAL for the aforementioned peaks. Ah, the internal combustion engine. You can collect wisdom and knowledge about it for decades and still find new stuff. Did you know why automakers adore buzzy, high-revving small engines so much? They wear out more quickly and are cheaper to provide with a transmission, clutch, or torque converter than far-higher-efficiency large slow-turning engines. Big Diesel has found that for every drop in 100 RPM, they pick up another 1 percent in efficiency, with no other changes to the engine. Imagine an engine that turns 2000 RPM peak versus 7,000. That is 50X100 rpm slower, so 50 percent more efficient. It would be a torque monster, as are big diesel trucks. But, auto makers would have to have beefier transmissions and driveshafts, also lower-ratio rear axle gearing. There is an entire direction I will not bother to head off in here, but these things keep me fascinated. We have not even scratched the surface when it comes to fun with engines in this world.
Actually my EcoBoost runs around 1700 RPMs on the highway at 70 MPH. Not to say it's not over taxed, just that it runs lower RPMs than some of the diesels I owned. 500 Cadillac was one of the smoothest slow turning engines ever made. I never owned a Caddy, nor did I care for the few GMs I owned.
