GSS Supercars is offering a 50th anniversary Mr. Norm 1972 GSS Supercharged Demon Tribute package. Only 10 cars will be built and they will be added to the Mr. Norm's Grand Spaulding Dodge Registry. The 50th Anniversary GSS Demon Tribute is available for the following models (R/T Scat Pack, SRT Hellcat, SRT Hellcat Redeye, SRT Demon, and SRT Super Stock). The package starts at $45,995 for the standard body models, which obviously does not include the price of the car. The package includes the following: Exterior 50th Anniversary Supercharged Demon Custom Painted Side and Hood Stripes Mr. Norm’s GSS Demon Custom Painted Graphics on Front Fenders 3D Diecast Full-Color Demon Emblem on Grille and Tail Panel Tail Panel Custom Painted to Match Stripes Mr. Norm’s Speedway Rear Spoiler Mr. Norm’s Stainless Steel Hood Latch Mr. Norm’s Functional Stainless Steel Hood Pins and Lanyards Mr. Norm’s Demon Fuel Cap Emblem Pentastar 3D Gold Emblem on Lower Right Front Fender Mr. Norm’s Grand Spaulding Dodge Emblem on Rear Spoiler Mr. Norm’s Embossed Metal License Plate Interior – Mr. Norm’s Pistol Grip Shifter Handle with Your Choice of Grips for 6-Speed Manual Transmission cars HURST Pistol Grip Handle – Polished with Black Anodized Aluminum Grips for Automatic Transmission cars Mr. Norm’s / Katzkin Tuscany Leather with Contrasting Stitching, Carbon Wings, & Choice of Inserts Mr. Norm’s 50th Anniversary GSS Supercharged Demon Emblem Embroidered on Front Seats Mr. Norm’s 50th Anniversary GSS Supercharged Demon Tribute Serial Number Dash Plaque GSS Chrome 3D Dashboard Emblem Mr. Norm’s Start/Stop Button Overlay Mr. Norm’s 50th Anniversary GSS Supercharged Demon Steering Wheel Accents and Emblem Mr. Norm’s Signature Plush 4-Piece Carpet Mat Set Mr. Norm’s 50th Anniversary ’72 Supercharged Demon Tribute Bright Door Sill Accents Chassis – Mr. Norm’s Supercharged Demon 20-Inch Wheels Forged Rallye Wheels 20-Inch x 10-Inch (Front), 20-Inch x 10-Inch (Rear) – Standard Body 20-Inch x 11-Inch (Front), 20-Inch x 12-Inch (Rear) – Widebody Nitto NT 555 G2 Directional Radial Tires – Standard Body Michelin Pilot Sport SP Radial Tires – Widebody 275/40ZR20 (Front), 315/35ZR20 (Rear) – Standard Body 305/35ZR20 (Front), 345/30ZR20 (Rear) – Widebody (4) Mopar TPMS Sensors and Valve Stems Hotchkis Lowering Springs and 4-Wheel Alignment Flowmaster 3-Inch Flowmaster Outlaw Mufflers Mr. Norm’s 50th Anniversary GSS ’72 Supercharged Demon Tribute Plaque on Core Support Documentation- 50th Anniversary Challenger Registered In The Original Grand Spaulding Dodge Registry Personal Letter of Congratulations 8.5-Inch x 11-Inch Certificate of Authenticity Suitable For Framing 50th Anniversary Options – Speedway Front Splitter with Adjustable Heim Joints Mr. Norm’s GSS Billet Strut Tower Brace (For Non-Supercharged/Non-Shaker 6.4-liter Challengers Only) Custom-Painted, Hand Lettered, and Striped HEMI Rocker Covers Diamond TEK Stitch Door Panel Inserts (Colors Can Be Custom Picked)
You wonder how valuable it would be to have the car on the Original Grand Spaulding Dodge Registry? Norm Kraus sold his dealership in 1977 and passed away, at the age of 87, on Feb. 26, 2021.
The photos are not of a supercharged car. I notice the wheels are the "supercharged" wheels. I am guessing they are saying "Demon" in the "old school Demon" sense, not the "Modern Dodge Demon" sense.
You are correct. The engine bay photo is a 392 Scat Pack. The 50th Anniversary GSS Demon Tribute is available for the R/T Scat Pack, SRT Hellcat, SRT Hellcat Redeye, SRT Demon, and SRT Super Stock. Since the original 1972 340 Demon had a Paxton supercharger (360 hp.), it would make sense to also configure the 50th Anniversary car with a supercharged engine.
Here is a good read about Mr. Norm. https://www.torqtalk.com/home/muscle-car-legend-mr-norms-grand-spaulding-dodge
A centrifugal supercharger would have been a good addition. Put in cams for rock-bottom torque and let the supercharger fly that car over the top at the higher RPM's.
One thing I learned from Richard Holdener is that adding induction system boost raises the aready-shaped torque/hp curves by a proportion close to boost times normal naturally aspirated pressure. The beauty of the centrifugal, to me, is that with their falling torque curves after peak torque when naturally aspirated, engines can continue making more power to whatever redline you choose. I will use an actual graph by Richard. First graph is stock motor in blue, Comp Cams cam and ported heads are the red-colored lines. Naturally aspirated, the thing gets BETTER power than a hot-rodded system below 4700RPM. However, The much-vaunted Hemi tosses out Big Block Chevrolet numbers of around 515hp at 7000 RPM with only ported aftermarket heads and a cam. Many would be happy right THERE. Eat your hearts out, Brand-X-mongers. Then, a centrifugal blower is added. I think Westech limits down-low torque readings to not blow up their dyno, but, anyway, there are the results with red now being the supercharged engine, and green the mod engine with cam and heads, and the blue is still the baseline. 677hp peak at only around 6500 RPM Since this test didn't show us the boost curves, which would have been FANTASTIC for comparison purposes, the torque suffered from the blower at no measured RPM. So, about 510 hp to 677 at around 6500RPM, which indicates to me around 4.18PSI of boost EFFECTIVE (14.7 plus 4.18)X510/14.7 equals 677. Not a whole hollering heck of a lot of (effective) boost yields a pretty nice increase. I would have liked to see RH just leave the truck boringmaster cam in there with unported heads and THEN see how great a contrast the uberlader could have made. But, as you can see, the red lines mirrored the green lines pretty closely, so the boost just spaced the new curve around 150hp higher than the old curve (of the upgrades to heads and cam.) So, in short, you just pick your supercharger to find the size you like, then spin it at an RPM ratio that gives you the boost you like at the various RPM's you run. If you spin it really fast, you have to use a wasteful blowoff valve to vent the extra pressure so you don't blow your engine with too much power at high RPM, so you can hit the blowoff valve PSI then ride it from, say, 4000 RPM to redline. If you carefully select the pulley so that the engine is just hitting its tolerance of extra power at top RPM with NO blowoff valve, you will instead get an ever-rising boost curve that doesn't have an exaggerated upswing at X RPM, then stays planted at some peak torque value all the way to redline. Same with turbos. You wither get cute little turbos that are all red-faced and puffing at a low RPM, then use the wastegate to relieve exhaust pressure and engine stress at higher RPM, for rapider response, or you size your turbos so the wastegate is rarely needed and they are more efficient across the board, BUT, less boost available for snappy response down low. If you use a titanium compressor wheel, you can get away with those little whizzers and jack up the boost to whatever RPM the turbo can tolerate at lower RPM, and ride it to the redline with an electronic wastegate controller. My opinion: you are better off spinning some dual-ceramic-hybrid-ball-bearing titanium-compressor turbos at low RPM up to max boost, then riding that all the way to redline, relieving MUCH of the exhaust backpressure, which is less stressful on the engine, to keep the boost tame to redline. Long-tube headers before the turbos would be ideal, as they allow the engine to behave rather normally at all times, especially when wastegates in full efffect. You can use the programmable wastegate to relieve stress on the engine at ALL times, hardly ever spooling the turbos, until it is time for race mode, than flip some Frankenstein switch to crank up the boost all of a sudden, somewhat like the Porsche 930 Turbo and its between-the-front-seats Boost Screw you used to manually adjust the boost when needed. Note boost curves of centrifugal (blue) versus turbo with electronically-managed boost limit: View attachment 8242 Centrifugals, however, are very simple to tune for, as you just find the pulley that gives you what you want and use a blowoff valve to vent extra pressure at top RPM if needed, but they are not as fuel-efficient. Since you are almost never at top RPM and W.O.T., you can can live with the occasional burst of inefficiency.
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Note boost curves of centrifugal (blue) versus turbo with electronically-managed boost limit: Centrifugals, however, are very simple to tune for, as you just find the pulley that gives you what you want and use a blowoff valve to vent extra pressure at top RPM if needed, but they are not as fuel-efficient. Since you are almost never at top RPM and W.O.T., you can can live with the occasional burst of inefficiency.
