How Does Automatic Transmission Change Gears

As drivers, we know how the transmission works: we push the clutch in, change the gear and then continue driving normally. Manual transmission also teaches us how to perform clutch control without stalling or rolling on an incline. So how does an automatic car change gears?

There are more parts in this system that makes it a more complicated system. An automatic car has something called a torque converter. For the car to move forward, whether manual or automatic, torque is needed for the initial momentum.

The torque converter is a fluid link where its job is to connect the engine to the transmission and the transmission to the driven wheels (Front Wheel Drive or Rear Wheel Drive).

The engine is connected to the transmission in a bell housing. This is where the torque converter is. The transmission also contains something called planetary gear sets which provide different gear ratios.

The engine’s flex plate is also connected to this torque converter. So the torque converter basically takes the place of a clutch in an automatic car. When the crankshaft rotates it also rotates the converter. This is how the torque converter will disconnect and connect the engine’s power to the load being driven.

The torque converter has main components that make automatic transmission successful. These include:

  • The impeller – connected to the engine which is responsible for driving the turbine using viscous forces on the transmission fluid.
  • The turbine – connected to the transmission input shaft that sends the torque force to the transmission.
  • The stator – which sits between the impeller and the turbine. It lessens churning losses.
    The lock up clutch.

During the compression of the fluid it returns from the turbine that works against the impeller and its rotating movement that also acts on the engine.

The stator redirects the fluid so that the majority of the velocity gets driven towards the impeller which then adds to the torque produced by the motor. It can only rotate in one direction if the impeller and turbine are moving at the same speed. Stators do not apply torque when on a highway, only when coming to a stop or accelerating.

A planetary gear set consists of a sun gear and planet gears which rotate around the central sun gear, like our solar system. A planet carrier gear connects the planet gears with a ring gear that meshes them. The planetary gear set prevents certain components from moving when using clutches and brakes. This alters the input and the output of the system that changes the overall gear ratio.

Depending on which component is fixed it will determine the final gear ratio. If a ring gear is stationery or fixed, the ratio will be shorter than if the sun gear is fixed or stationery.

Brakes Noises Solutions

There will come a time whilst you are driving that you will have problems with your brakes. You might not notice it immediately but once you start to hear the noises, know that there is something wrong.

First thing’s first. Slowly pull over to the side of the road as soon as you start to hear these noises. Make sure that you keep a good distance from the road in case you have a flat tyre instead and need to change it.

These are the different noises your brakes make that you should be fully aware of:

Grinding – grinding is usually the sound of two metal pieces rubbing together. So know that this means that you have a severely damaged brake pad. Without a brake pad, there is nothing that is stopping you safely. It is recommended that you do not continue to drive as it could prevent you from stopping at a traffic light.

Knocking from the rear – this constant annoying sound you hear when applying brakes indicates that there is a problem with the rear drums. There could be a possibility that the brake or rear drum has been resurfaced which is causing that knocking sound. Fixing this problem can be done by yourself but it would be wise to get a technician to fix it.

Squeaking – this is a sign that wear has been done to the brakes. If not fixed it could be dangerous to you. The squeaking sound is usually caused by a wear indicator. This lets the driver know that wear is being detected. Make sure that you get the brakes replaced immediately. You can still drive a good distance before being in danger but make sure that they get replaced soon.

If you are aware of the problem whilst you are driving and know that the problem is dangerous to you and other drivers make sure that you switch your hazard lights on and drive slowly and calmly. If your brakes don’t work at all, release the accelerator and slowly move into the side lane. With the car losing momentum you will eventually come to a stop. Engine braking will also assist the car to slow down. Engine braking is achieved by gearing down.

When you are close to coming to a stop, pull up the hand brake slowly so that your wheels don’t lock up thus making you swerve around dangerously.

The Mercedes Tuning – What Are The Reasons To Tune Your Vehicle?

We are very well aware of the shooting fuel prices in the market. Hence, it is crucial to tune your Mercedes, so that it delivers great mpg. There are many reasons of the Mercedes tuning like better acceleration, enhanced torque, great economy, more power, healthier engine etc.

We have seen rapid growth in the technology in the field of automobiles. The super chip tuning technology is developed especially for the premium cars like Mercedes. The tuning is efficient for both the petrol and diesel version of car. It will ensure that your car gives best performance without any hassle.

Importance of tuning

Once the vehicle is tuned, it will reduce the emission and improve the performance by 15%. It is quite obvious that tuning will help your vehicle in multiple ways. However, you must tune the vehicle timely to avoid any inconvenience. The experts recommend visiting to the mechanic once in three months. The professionals will make sure that none of the part needs repairing.

As the fuel prices have increased, so does the dependency on vehicles. It is crucial to keep your car in good shape. If you maintain the car properly, then the car will run efficiently for long years without any hassle. Else, it would require regular repairing that will ultimately lead to lower mpg and reduce the performance.

What to consider while tuning the exhaust system?

The exhaust system of the Mercedes includes a front pipe, exhaust manifold, catalyst converter, silencer, exhaust tip and tail pipe. While tuning the system, muffler is the easiest to deal. The professionals will replace the stock muffler with high performance muffler.

As a result, you will get a free flow exhaust system. You must keep in mind that the inlet and outlet pipe of the muffler is of the same size as front and tail pipe. Check out the diameter of tail and front pipe. They must have same dimensions for better performance. Other terms of the exhaust system is a little complicated to understand. You must have knowledge of the engine’s power band, exhaust back pressure and usable RPM.

If excessive pressure is produced by the system, then it will have a negative impact on the performance of the engine. This will restrict the flow of exhaust gases. As a result, the engine will be inefficient to expel exhaust gases. Ultimately, it would lead to much reduced engine power.

Dos and the don’ts

Make sure that you never attach pea-shooter instead of the exhaust system to the engine. You must also not install a 10 inch wastewater pipe. In case the exhaust pipe is big enough, then it will lead to much reduced flow velocity of the gases. You have to keep in mind to get the exhaust back pressure perfect.

While tuning the exhaust system, the professionals aim to increase the power of the engine by the right exhaust tuning.

Upgrading the Radiator and Cooling Fan on a 1969 MGB Roadster

In all the 18+ years of ownership of our 1969 MGB Roadster it has never overheated, but a minor leak from the radiator in 2016 necessitated its change so I decided it was the right time to upgrade the cooling system in preparation for the next 18 years.

While checking on prices for a new radiator I came across a company in The Netherlands offering an aluminium radiator for not much more than a standard one, so ordering was a no brainer. Fortunately I ordered this about one month before the British voted to leave the EU and the Pound plummeted against the Euro.

As the whole cooling system had to come apart I thought I would also replace the engine driven radiator fan with an electric one. I have fitted Kenlowe fans to my cars in the past and while they worked perfectly well I had two issues with them. Firstly fitting with their universal fitting kit was never that accurate and always looked a bit untidy and secondly the sensor was an odd bulb arrangement which fitted in the head of the radiator and slotted into an extra seal, which I found difficult to make watertight.

This time I opted for a Revotec fan as it fixed both these problems. Each fan comes with a laser cut aluminium frame which fits onto long bolts in place of the normal ones and the sensor is embedded into a special section of aluminium tube which along with two short hoses replaces the normal convoluted top hose. The Revotec came complete with a good set of instructions and all necessary wires, connectors, and even a set of cable ties to tidy up the wiring.

Inevitably my work involved in replacing the cooling system doesn’t stop there as while this was removed from the engine compartment I cleaned it up as much as possible. The radiator surround and expansion tank, I had previously fitted, were removed and painted with black Smoothrite and the water pump hub in yellow. The inner wings were cleaned, a few areas touched in and all polished. I replaced the lower radiator hose, crankcase breather and oil cooler grommets at the same time while I had easy access.

Everything was installed relatively smoothly and with no problems. I wired in the fan and controller loosely to make sure everything worked properly, before I committed to cutting the wires to size and fixing it as tidily as possible.

The MGB all fired up first time and amazingly there were no leaks from anywhere. The controller worked well and after allowing the engine to heat up and the fan cut in OK. It took a few cycles to set it at about the right operating temperature. A good road test in varied conditions also proved successful, still without leaking. The Revotec works really well generating a huge airflow which cools the radiator very quickly and cuts in and out smoothly. My only criticism of Revotec is that nowhere in the instructions did it say what ampage fuse was needed to the fan supply. A quick Google search found this on the Revotec website. So why on earth don’t they include it in the printed instructions?

In theory removing the engine driven fan should also release a few extra bhp but no-one ever said how much. But as the MGB was originally only 95 bhp, and presumably over the years this has dropped a bit, even only a few bhp could make a 5% difference although there wasn’t any noticeable difference during my road test.

The new aluminium radiator and Revotec fan should serve the car well for a long time and it gave me the excuse to clean up the engine bay.

A Guide to Tuning Your Car

Electronic tuning of diesel engines has been known for almost a decade. Before that there are limited scopes to enhance the performance tuning. With the introduction of electronic engine management, this has changed. It was possible for tuners now to build on the excess air that the diesel ingests through the air filters to squirt more fuel that what is normally done. After this, around late 1990s, computer controlled engines were manufactured that gave tuners much greater scope to improve engine efficiency.

Why Tune your Car?

For enthusiastic drivers, it is quite attractive to extract extra performance from their vehicles. Diesel tuning aims to improve the engine efficiency and enhance normal driving conditions by around ten to fifteen per cent. With the cost of fuel going up with each passing day, there is a more need of making your car economical by boosting its performance and with improved engine torque.

Things to Remember before you Tune

There is a number of cheap tuning software available online. But, not all of them are good and your car might not be ready for a remap. Here are some of the important points to consider before you have your diesel tuned –

  • Before you think about tuning, always check the health of your car. Check its engine, tyres, suspension and more. In case you have any engine problems, ensure that you get it sorted before you think about tuning.
  • Always research about tuning so that you know exactly what you will be getting as many of these processes are irreversible.
  • It is best to talk to tuning companies and judge them based on their answers. Compare their offers and then check their websites for customer feedback so that you can be sure that you are picking the right one.
  • You should eliminate any service provider making questionable claims and also those that appear unreliable.
  • It is best to look for service providers that provide great after-sales service.
  • Also, look for providers that offer insurance as it will help you in case anything goes wrong during the tuning process.
  • It is important to see your tuner face to face by taking your car to them and you can ask them appropriate questions regarding the performance of your car.

Which Type of Tuning is the Best?

Diesel electronic tuning involves the modification of the electronic instructions that is sent to the different engine components. Chipping and tuning software rewrites changes the software written to the ECU using carefully developed modified programs that changes the engine management instructions. You can also opt for plug and play packages that intercept the standard ECU signals by placing a small box of electronics between the ECU and the key engine components. The effectiveness of these will vary depending on the cost and the kind of software that is being used.

Where to Find The Only Tucker Convertible in the World?

Preston Tucker, the man behind the Tucker automobile, was a charismatic rebel who was unfortunately possessed by his creativity and determined to do what many said couldn’t be done. His cup of creativity bubbled with activity. As his career unfolded, it became clear his destiny was to shake off his contemporaries and to do what had never been done before. He was David looking for his Goliath. He was fearless and more than a bit of a gambler. Ready to risk his fame and fortune, he jumped head first into an inevitable collision with the establishment. He was determined to capture his dream and build a car that he believed America deserved – a safer, sportier and entirely unconventional sedan with baked-in engineering that his competitors could not match.

Early in his career he and a partner worked to help Henry Ford with race car engineering and design. Tucker was the inventor of the Tucker Turret, a powered gun turret that was mounted to military vehicles in the Second World War. The Tucker Turret was an innovation that played a key role in the success of the allied armies.

Tucker is most remembered for his attempt to challenge the big three American auto manufacturers by starting his own, ultra innovative car company, the Tucker Corporation. Tucker’s goal was to apply his unconventional wisdom and common sense to build a car that excelled in areas such as styling, safety, performance, value, and engineering. If Tucker succeeded it would have taken the “Big Three” several years and hundreds of millions dollars to retrofit their cars in an attempt to compete. And as they did so they would have been relegated to the side of the road as they watched a Tucker drift by, eroding their domination of the American car industry. Tucker accomplished what he set out to do with what he called the Tucker 48.

The Tucker 48 sedan was unlike any other car in the world when it was introduced. Some of its most unique features were a “Safety Windshield”, a centered swiveling third headlight, a quick swap powertrain setup, and a rear mounted “flat six” aircraft engine that had been updated with water jackets for proper cooling. The Safety Windshield was anti-shard laminated and was designed to be easily removed in the case of an accident. The centered swiveling third headlight was synchronized to the movement of the steering wheel to help the driver see around bends in the road. Even today, synchronized headlights don’t appear in any but the most expensive cars and their appearance is a relatively recent addition to what are supposed to be “state of the art” automobiles.

The quick swap powertrain (engine and transmission) setup was designed to be easily be swapped within fifteen minutes of arriving at a Tucker service department. This system was developed so that customers could drop off the powertrain at the dealership and leave quickly with a “loaner powertrain.” This would allow an owner to avoid waiting, sometimes for days, as their car was repaired, an inconvenience common among conventional cars. Imagine the advantage of such an option if you were on a long distance trip with a car full of kids.

What Is the Story Behind the Ferrari and Norwood?

The Man, The Myth, The Legend, Bob Norwood, has been building, racing, restoring and servicing vintage/race Ferraris and other vehicles for over fifty years. He’s known for incorporating innovative developments into high-performance automotive design.

His passion for automobiles started at a young age. At 13, he drove a 1946 Ford Coupe in his first competitive drag race. He continued drag racing while in high school, driving a six cylinder GMC G-Gas Coupe and later an A-Sports Corvette. In 1971, he raced a Superstock Hemi-Cuda and made it number two in the world A/FC point standings.

Norwood got into Cam AM racing in 1982 with the purchase of the 1979 Citi-Corp Championship car from Carl Hass. He ran SCCA A-Sports with driver Phil Compton and continued on in 1983 with the addition of a second Lola 333 driven by Mike Rowe. The Norwood team partnered with Don Walker in late 1983, bought Team VDS and won Cam AM in 1984. At one point he was the proud owner of 137 listings in the Guinness Book of Automotive World Records.

In the mid ’80s, Bob’s modified Ferrari 308 QV, the first with programmable fuel injection, set two class speed records on the Bonneville Salt Flats and one of them stood for 26 years.

His Ferrari 288 GTO rebody still holds the record as the fastest Ferrari in the world and his intercooled twin turbo Ferrari Testarossa won a Road & Track Magazine Shootout.

In the late ’80s, Norwood equipped a Ferrari 12-cylinder Boxer engine with a locomotive sourced supercharger. It featured a lightened flywheel and knife-edged crank and could rev from the engine’s 1200 RPM idle to the 9,000 RPM redline in just over a tenth of a second. It was certified on a Superflow 901 engine dyno to make 1,400 horsepower on 120-octane gasoline at 60 psi boost.

The short-stroke 3.2-inch bore engine was upgraded with a billet Crower crankshaft, extra-long Crower rods and custom forged pistons. It was managed by a Haltech F3 EFI controller and a Firepower Direct-Fire 12 coil ignition system. Fast forward to today and he is making (including the engine block and heads) custom 5.0 liter 4 cylinder engines from scratch that produce 3,000+ horsepower!

Drawing on his racing background and passion for Ferraris, Norwood’s first Ferrari restoration projects were a 330 2+2 road car and a Boano club racer. He then built his first Ferrari replica, a 59/TR (Testarossa), and went on to build four more. He has since built numerous Ferrari replicas, including the 330/P4. After years of building P4 replicas, GTO rebodies, and 250 Testrossa 59s, he decided to build rebodied Ferrari 250 GT SWB Spyders (scroll down to learn more about these and his 330 P/4s).

In addition to his own projects, he builds race and street motors for several racing teams and is one of the leading service and restoration providers for Ferrari owners/collectors around the world.

Drive the Jaguar XJ and Get Swaddled In the Lap of Luxury

Luxury doesn’t always mean expensive cars with uninspiring performance, it is more about comfort and unmatchable performance in its segment.

Beauty like a Unicorn

Mainstream automakers like Jaguar are always focused on customer satisfaction, not only for the buyers but also for the viewers or the guests on board. The compact luxury Jaguar XJ model is designed to grab eyeballs, the sleek looks with hand-crafted interiors and ambient lightings are epitome of status and class.

The XJ offers sheer driving pleasure without sacrificing on the luxury, the car sails through the imperfections in the road. The traditional British designs add zinc to its classy leather based interiors with heated and cooled massaging seats, making the XJ an automotive version of The Taj Mahal.

Herculean Power

As the name suggests, Jaguar is all about strength and adaptability, it has plenty of robust power in its segment. The Jaguar XJ has steroids running through its veins with a 5.0-liter V8 supercharged engine that cranks out 470 horsepower along with 424 pound feet of torque. The car breathtakingly shoots up to almost 60 miles an hour within 4.2 seconds. Even if you are the most aggressive of the drivers, before you stop admiring the interiors and properly steady the wheels, XJ will reach almost 100mph, of course with maximum safety!

Technological Advancements

As an automaker, Jaguar has always been on the cutting edge of the automobile technology. It’s easy to get captured by the luxury of the XJ, with features you never thought you are going to need, until you actually experience them. For instance, the seats are designed to pamper your body and adapt as per your comfort, it’s more like being hugged by a seat.

Jaguar XJ is a well connected luxury car, its state-of-the-art connectivity environment takes luxury to another level. The customizable touch screen located at the central console provides user-friendly interface with mind-blowing features. The navigation system is capable to recognize voices and learn your regular journeys, the inbuilt hard drive in the system can also store your personal data.

With so many features, Jaguar makes sure to keep the driving pleasure alive by letting you be the boss instead of allowing the technology to have all the fun. XJ has successfully balanced its technological aspects with modern day enhancements in automobile industry, where you get a room to explore what’s in the store for you every time you open the door.

Classic Cars: Original, Restored, Restored and Modified

Not all owners of classic cars think in the same way. Some prefer to keep them original (patina and minor issues), some completely restore them and some restore them and also do modifications. All three require the love and attention to detail of a classic car collector. No matter his preference the commitment, effort and knowledge associated with this very involved hobby is admirable.

Original Vehicles

An original vehicle is one that has been maintained so well that it has all of its original factory specified parts. Their parts have been mostly fixed rather than replaced and if they had been replaced at one time it will have been with the original part intended for the model from the exact year of its introduction. To determine the originality of a classic, enthusiasts look for “matching numbers”, serial numbers that are stamped on parts throughout the car that match each other and the number originally associated with the car in its year.

Pros and Cons

Original vehicles are extremely hard to come by. To produce one takes the most time and money because the original parts are as rare as or more rare than the car itself. Because of the lack of availability of models and their parts, many car owner’s claiming “original” are actually restored. A true original and a restored vehicle should look the same and nearly operate the same, but because of the difference in original parts vs. re-manufactured parts, the prestige and value of a true original is significantly higher. The value of the three types of vehicles fluctuates based on the changing demand of collectors just like many consumables, but original vehicles, even in their shabbiest appearances can sell for 35% more than their perfectly restored opponent, a reason why you’ll find a lot of speculation on which route to take.

Restored Vehicles

Restored vehicles are made to look and drive like they did the day they were introduced to consumers. Their owners however, choose to replace parts with factory refurbished remakes of original parts. Using the original as inspiration, a car restorer will match the interior, parts and paint as closely to its glory days as possible.

Pros and Cons

Because restoration parts are easier to obtain and the restoration route creates more of its kind, this vehicle is less rare and often less valuable than an original. This is also the reason a collector can achieve results faster and perhaps joyride in his car sooner and for longer, a pro that’s hard to argue if you’re familiar with the work required of an original. As previously stated, the monetary value of a restored is less than an original in many cases, but there is value in having the most fun in your car and if that’s a high priority for an owner than this is a fine choice!

Resto-mod Vehicles

Resto-mod is short for restored and modified. These vehicles are the furthest from originals. They are restored and often “modernfied” if you will. Some owners choose to enhance the engine, make it more fuel efficient, or add modern luxuries like a preferred sound system or safety features.

Pros and Cons

The sky is the limit for an owner with the freedom of modifications. He can build his dream car! Resell for these cars is difficult though and the return could be even less than was put in it so this is the biggest pit fall. The reward is grand and the risk too, is grand, but for many this is the perfect fit for them. The value of a restored and modified vehicle is very unpredictable because the vehicle has been tailored to its owner’s specific tastes and he’d have to find a similar buyer, something to consider when choosing this method and while choosing each modification as well, if reselling is an area of importance at all.

The debate and judgment of this sector of cars will always be, keeping this art form alive and well, but one thing is certain; classic car owners love their cars and that’s worthy of respect. After considerable research you’ll find that each collector has to make their car collecting decisions based on his own lifestyle and what he plans to do with it, re-sell or enjoy. Judge a collector not by the category of his car, but how well it’s been done and cared for.

2016 Dodge Challenger SRT Hellcat – American Muscle Car

The Dodge Challenger SRT Hellcat is a version of the 2015 Dodge Challenger with a supercharged 6.2-liter HEMI engine rated at 707 hp (527 kW) and 650 lb ft (881 Nm) of torque. Dodge left the power trains untouched new for the Dodge challenger hellcat. Hellcat challenger 2016 is a main salvo in the Horsepower Wars, which offering classic muscle car metal and seriously awesome engines. This engine is also available in the Dodge Charger SRT Hellcat. The inner driving light on the left front has been removed to allow air to get into the engine resulting in more torque, and the wheel wells are different from the standard SRT to accommodate the 20-inch aluminum wheels. This is a very difficult car to launch on a sticky drag strip.

Two types of fobs used in 2016 Dodge Challenger SRT Hellcat

The 2016 hellcat charger will come equipped with two separate key fobs; use of the “black” fob will limit engine output to 500 horsepower, while the “red” fob will enable the full output capability.

2016 dodge challenger configurations And Acceleration:

The aptly named Hellcat has a supercharged 6.2-liter V-8 good for 707 hp and 650 lb-ft, with either a six-speed manual or eight-speed automatic. The automatic is faster, hitting 60 mph in 3.6 seconds, while the manual is more fun and still quick doing 0-60 in 3.9 seconds. The Hellcat has a quarter mile time of 10.85 seconds; this was accomplished with street legal drag tires. On stock tires the Hellcat was able to achieve 11.2 seconds @ 125 mph on the quarter mile. The Challenger SRT Hellcat can accelerate from 0-60 in 3.6 seconds and can brake from 60-0 in 109.0ft. Top speed is 199mph to 202mph. The Challenger Hellcat has a lateral acceleration of 0.94g.

Let’s talk about acceleration, if you tickle the throttle just right, the Dodge Challenger Hellcat delivers seriously awesome acceleration, which is much quicker than can be achieved with its built-in launch control feature. 0 to 60 mph happens in 3.6 seconds, 100 mph comes up in 7.8 seconds, and the quarter-mile is covered in 11.7 seconds at 126 mph, with the challenger hellcat’s massive supercharger whining like a hive of angry bees the entire time. Although standing start acceleration runs in the Hellcat are breath-taking. Top gear acceleration from 30 to 50 mph and from 50 to 70 mph happens in 1.8 and 2.3 seconds. The big coupe squats back, the transmission quickly kicks down to a lower gear, and the car rockets forward, its rear tires slipping and fighting to maintain contact with the road.

Dodge Challenger Hellcat Engine:

A tamer Hellcat challenger experience can be found within the “SRT Performance Pages” of the car’s standard 8.4-inch connect touch screen infotainment system. Here, car owners can adjust the Dodge Challenger SRT Hellcat’s dampers, traction control, shifting, and horsepower settings. The latter function offers options to keep the stable doors open and let all 707 horsepower run free or to corral 207 of those ponies. The same settings can be accessed by swapping between the Hellcat’s red and black proximity keys-the former defaults to the high-horsepower mode and the latter to the less-powerful option. Either way, the Hellcat remains a handful.

The engine horsepower may leave the impression that 2016 hellcat charger has created a one trick pony car, all about epic straight-line pulls, the two-door proves to be a decent partner on winding roads, so long as you keep the pace a few notches below fullout. You’d not expect so, seeing that the 6.2’s iron block contributes to putting nearly 57 percent of the Hellcat’s 4493 pound curb weight on its front wheels. But the Challenger Hellcat’s well-sorted suspension and quick, relatively talkative steering rack keep you in control during cornering. Both the suspension and steering can be adjusted among Street, Sport, and Track settings within the SRT Hellcat Performance Pages to suit conditions and your driving style.

Dodge Challenger SRT Hellcat specs And Interior:

Now let’s come into the car and talk about the interior, comfortable seats, a modern infotainment system, and a decent ride quality make for an agreeable day-to-day partner. Tall drivers should avoid the $995 sunroof option, as it robs too much headroom. For the record, this SRT Hellcat weighed five pounds more than the 2015 automatic car without the sunroof. Save that money to feed the car a steady diet of premium fuel. In our hands, the Hellcat sucked down a gallon every 13 miles. The EPA rates this automatic-transmission version at 13 mpg in the city, 22 on the highway. With the standard six-speed manual, the highway rating drops to 21 mpg.

Dodge Challenger Hellcat Price:

Dodge increased $5200 to the automatic Challenger Hellcat’s base price for 2016 (and $4300 for the stick-shift car), more or less keeping for itself the extra profit that dealers had been adding to the price on 2015 models, which some buyers were willing to pay for the honor of being a Hellcat early adopter. Offsetting the sticker price bump, the 2016 car comes with a standard navigation system and can be equipped with full leather seats at no cost, two popular items that combined to add $2490 to 2015 editions. This new SRT Hellcat also brings additional functions to the U-connect infotainment system, including drag and drop customization of the menu bar. The final price is $70,775 with the automatic transmission, sunroof, and summer tires.