I personally badgered Fluidampr for years to get them to produce a damper for the Hellcat motors. Voila! They listened to me and others and are now producing one for the Hellcat!
You may need to have shocks replaced. To go further with ride quality, you can get custom wheels that have 18" diameter and use tires with taller sidewalls to provide better traction and better ride. You should be able to fit 305's on the rear an 285's on the front. Make sure they are identical ride height from rim to road, and turn the same number of times per mile, as you have AWD. I lambasted Chrysler for not doing more to make the V6 a hot rodding item. With a better set of heads, it could have been an aftermarket Hellcat killer, especially in the rain with AWD. Still waiting to hear back from them. Correction. Waiting to hear back from them a second time. They already responded to first letter. UPDATE: They sent me back a copy of my letter stamped as received by them this time, also. Also, I meant the V6 in FORCED INDUCTION form, especially with AWD, could be a real Hellcat killer, most especially in the rain.
However, I specifically chose the sizes that, due to years of research, I have found to fit UNDER the fenders of a Challenger. Note how the fronts are not 305, as those would have a tough time fitting under the front fenders, but the rear fenderwells have more room, thus the 305's, but with the greater-offset rear hub positions of the AWD gems, one woud need custom wheels to position that rubber right in the sweet spot. My suggestion, if one wants to maximize one's traction, is to get some actual tires of the size desired, and find where the center of the tire needs to be if the edges are positioned optimally. Now, to maximize the fun quotient of the V6 without having to install massively upgraded transmission, driveshafts, and all that, then you would want modifications that keep torque fairly close to stock, but provide power further up in the RPM range. This can be accomplished with a centrifugal supercharger, as its boost curve is parabolic and is a function, given same downstream level of resistance, of the square of the RPM of the compressor. One merely has to [bring a bucket of cash] match the RPM of the Procharger or whatever brand so it boosts as high as you want it for a given torque ceilig (to preserve driveline) for a given RPM, then match the setup to it. Also, upgraded valve springs to handle higher RPM would be a relatively inexpensive price to pay, as that centrifugal blower will keep boosting way past 10,000 RPM, as long as you are within its design limits for speed. The rest of the motor, though, I am not sure how far past factory redline the chain drive and e'rything else would dare to go. But, wiping the self-satisfied smirk off the Hellcat owners' faces would be so worth it. Then, assuming you haver a 2015-or-later Challenger, you can have the PCM modified to take full advantage of the higher rev potential. Turbocharging can be done, also, but would be more complex to optimize while carefully avoiding excessive torque to avoid having to upgrade driveline components. PS: one more thing, as Richard Holdener would gladly tell you, is to make sure you have the ring gaps to suit whatever level of boost at which you are aiming. The pistons and rings are not really the main risk points, as Garage 54 demonstrated with one of their Ladas: Also, kind reader, note that on a naturally-aspirated engine, the highest stress on the connecting rods is at the top of the exhaust stroke. On a turbocharged engine, with its high exhaust backpressure, the highest stress is at the bottom of the power stroke, but, alas, these stresses are close to identical. Now, the problem with a supercharged engine is that the cushion of high backpressure in exhaust is not there, and it also has a more powerful power stroke, so it experiences more stress overall, or more often, on the connecting rod. Thus, an upgraded set of pistons and rods can be a boon for the V6, if one wants it to live long term at higher RPM and some boost.
I was unaware of the AWD's greater offset rear hub position that can accommodate a 305 under the fenders! The widest acceptable tire on my non flared R/T is a 285. The inline 6 twin turbo Hurricane (540 hp version) may possess the Hellcat challenging potential you aspire to but not sure we're ever going to be able to purchase one in a Challenger? Bing Videos
No, I despise the I6 and the mentality that fantasized anyone would want one. V engines are the fun and exotic engines. You know why the BMW M1 FLOPPED? It brought an inline six into the exoticc car segment. Otherwise the car was a winner. It NEEDED a V-anything, preferably V12. In the last bastion of inline engines being cool, namely, motorbikes, even as we speak, V-engine bikes are doing very well and other manufacturers than Ducati are exploring V4 motors for their top-end superbikes Something about the V engine configuration appeals to human beings, no matter how much soulles robots worship inline engines. For bikes, myself, i much prefer an inline four or six. I really like the exhaust notes evenly spaced, and do not like the Crossplane Cleverness that makes them sound like a farty V engine. For cars, V engines are KING.
Challengers have enough room for 305 tires under the rear fender wells. The change you would have to have between a V8 Challenger and an AWD is the greater offset because the faces of all four wheel hubs are pushed further out in the AWD versions to allow same-size wheel front and rear, while working with the AWD system forcing the width on the front.
The inline 6 platform has for decades and continues to be a tremendously successful offering from BMW. One example is the N54 (twin turbo inline 6 in the early 335's, 135's and beyond) placed in world renowned styling packages providing incredible fun factor (easily and economically magnified to the extreme due to the capacity of it's forged internals). How To Build a 500hp, 11sec. N54 335xi for less than $1,500 - ARM Motorsports Many of the Supercar Exotics in addition to many Exotics are powered by other than V engines including the I6.
The inline six being worshiped by euros may be a wonderful experience, but the Land of Zelenskyy Worship is not where most Challengers are sold, and in North America, I-6 engines are rightly considered boring. Over-the-highway trucks use them. Chained-to-the-repair-bay BMW's use them. But, the vast majority of people in North Ameria have no desire for them. I know anyalytical AI robotss may get the closest any robot gets to sexually excited when thinking of them, but, alas, North America is not mostly inhabited by Germans and other robots. W12's and W16's are also exotic car engines, and there was even a W12 in the A8 in a Transporter movie. How much Germans gush over inline six engines has no bearing on North American reality, nor does the BMW marque, where they have about 250 diferent models, that seem to change by the hour. I had sarcastically wondered if they would produce a 1-serioe electric bicycle. Do they have a 1-series car yet? I don't care. I6 engines are for big rigs. Ironically, the biggest, most powerful truck engine for that genre of vehicles is the Scandia V8. I6's have a boring sound, worse, incredibly, than I4's. Speaking of I4's; here is one that is actually exciting: BTW, f1 was going to go to a turbo I4 formula prior to the V6 we see now, but the FIA shot it down as not being snot-nosed enough, or they feared the Germans once again Sturmpanzering them again, but, alas, that is what the Germans did anyway, for 8 seasons in a row, helmed by BLM boy, Lewis Hemilton. The M12 from the BMW F1 program. Strangely, even they despised the I6., and went for an inline four. But why? But HOW? We are dealing with human beings, after all, and human beings in this side of the world do not worship Zelenskyy or think I6's are heroic. Europe, however, seem to be shrieking in glee at the idea of following Hitler and Napoleon into Russia and tjese same people adore the I6 motor. Yet, again, despite its inherent smoothness, the I6 does not inspire much emotional reaction. It is a great design, which is why the big rigs like it, but it does not inspire loyalty or excitement over here. The V8 was spawned by America back in the Ford Flathead days, then the Chevy V8, etc. Ford even monkeyed with their flat-plane-crank V8 recently to make it sound less like an English cigarette and European, so averse did they deem buyers to be to the exhaust note of it. I thought that was rather curious and very American. Reddit: The GT350 uses "4-3-1" exhaust headers on each cylinder bank. This means that two of the primary pipes join together before a 3 to 1 collector. It's an unusual arrangement for a flat plane crank V8, and Ferrari tends to use a "4-1" header design. The firing order is different too. The GT350's firing order is 1-5-4-8-3-7-2-6, while Ferrari uses 1-5-3-7-4-8-2-6. The firing order and exhaust header design go a long way into explaining the unique exhaust note of the GT350, there's more than simply it having a flat plane crank. HOWEVER, the Viper is not in Teeebakky-chawmping good ol' boy markets, only, thus my desire to see it with a truly monstrous V12 that gains its exhaust note from low RPM, like a warbird. It can gain its macho points from the size and low RPM, without having a weirdo V10 configuration based on truck block 360 assembly line thrift, which engine seemed to turn off the entire European market due to its lack of sophistication and ancient OHV technology. Americans seem to like V8's, if they SOUND like a 1-8-4-3-6-5-7-2 firing order V8. Soemthing about having those two exhaust pulses per side close together seems to thrill the people in this market, while turning off the lovers of I6 eingines. Myself, I like the flat-plane sound, especially at very high RPM, and with fast valve events, like a Ferrarri. However, the staccato rumble of the V8 has a nice feel to it, emotionally, especailly in an over-cammed giant-carburetor(s) OHV V8 struggling to keep runnig at idle speeds. It's about emotional connection, which the Lizard-Robot thing that helmed Mopar until he got beamed back up to his mothership or whatever seeed to lack. Over here, we were not raised on I6 engines, and the Hemi was and is the greatest tAmerican V8 of all time, eventually claiming 100 percent of the Top Fuel and Top Alcohol market share and trophies. Most Euros do not understand the appeal of fuel-dripping zoomie exhaust pipes with literally deafening sound levels of a Tractor Pulls, drag races and monster trucks. Trying to put the European preferences over on the American market failed as badly as trying to put a Snug Fit condom on an Elephant's schlong and tell him it was more sensible, resulting in one of the greatest and most abysmally epic failures in the entire history of the automotive industry.
