NEW '16 Hellcat, White w/ black Laguna Interior, Harmon Kardon, ZR Tires, 9 mi!

Brand New! Never been titled or driven off the lot.

LOADED with all the right features...

MSRP: $ 71,325

- Bright White Exterior

- Black Interior with Laguna Lux Performance Seats

- Harmon Kardon Audio Group: 19 speakers incl. Subwoofer ($1,995 option)

- 275/40ZR20 P Zero Summer Tires ($595 option)

- Heated and ventilated seats

- Keyless start

- Heated steering wheel

- Navigation

- HD Radio

Here is a full run down of the Hellcat from Car and Driver!

There’s an insuppressible sense of buoyancy among Dodge folks of late. Certainly, t can’t be attributed to the Dart compact or the complete lack of a Dodge-brand entry in the hugely popular mid-size-sedan segment. It’s not even that the Viper sports car has been newly re-Dodged after wearing only an SRT badge in 2013–14. No, he smiles on the faces of the Dodge Boys folks are on account of one special thing, nd its name is Hellcat.

By now, ou’ve surely heard about Dodge’s prodigious supercharged Hellcat V-8—that it takes 80 horsepower just to run its supercharger, hich can suck the air from a 10-by-13-foot room in one minute, nd that its fuel injectors can fill a pint glass in six seconds. Oh, nd that it produces 707 horsepower and 650 lb-ft of torque, hich turn the Dodge Challenger SRT Hellcat from a mere muscle car into a ballistic, ive-seat supercar capable of hitting 60 mph in 3.6 seconds and passing the quarter-mile in 11.7 seconds at 126 mph, ccording to our first test, ith a claimed top speed of 199 mph.

Now Dodge plunks that angry mill into the 2015 Charger SRT Hellcatto create the world’s most powerful production sedan. Dodge says it can rocket to 60 mph in 3.7 seconds on its way to an NHRA-certified quarter-mile at 11 seconds flat (on street tires), ith a top speed of 204 mph. We have not yet tested those claims with our own equipment, ut after our first stint behind the wheel in rural Virginia and West Virginia, ncluding a few hours on-track at Summit Point Motorsports Park, e will verify its ability to create huge grins.

Big, at, hit-eating grins. While the Charger may be the more, hem, ature Hellcat, t created the same fits of uncontrollable gasping, iggling, nd cursing every time we stabbed the go pedal. Like its two-door sibling, he Charger Hellcat is seriously fast, s no joke at the track, nd makes sounds best described as NSFW. Yet the Charger is a friendlier, ore approachable creature, hanks in large part to a suspension tuned more for street performance—“touring,” in car speak—than for track-day or drag-strip craziness.

“The philosophy is a little bit different,” said Russ Ruedisueli, ead of engineering for SRT. “On the Challenger, e wanted the car to be sprung a little bit stiffer, here to be a little less roll. On the Charger, here’s more of an emphasis on ride. It’s not to say that you’ll be embarrassed out on the track, ou know, ut it’s not a ‘track car.’ ” Specifically, he springs and shocks are softer, he anti-roll bars aren’t quite as thick, nd the amount of slip allowed by the traction and stability control is recalibrated. These changes make allowance for the four-door’s longer wheelbase, tated 4575-pound curb weight (probably close to accurate; our scales said the Challenger weighs 4488 while Dodge claimed 4439), nd its 56/44 versus 57/43 weight distribution.

Yet it hardly embarrasses itself on a circuit. After switching all chassis and powertrain settings to “Track,” we tackled Summit Point and immediately got comfortable with the car’s sharp turn-in and tidy, redictable body motions. It always drives big (because, ith a wheelbase of 120.4 inches, t is big), ut the steering—hydraulically assisted for the Hellcat, ersus electric for other Chargers—is talkative and ultimate grip is quite high. Powering hard out of the curves, he rear end breaks away gradually and predictably yet is easily catchable with a bit of opposite lock. Driven smoothly, his is not a scary cat.

As expected, cceleration is explosive. Gravity shifts exactly 90 degrees to your back with a firm stab of the accelerator, nd thanks to lightning-quick (if rather harsh) shifts of the beefed-up TorqueFlite eight-speed automatic transmission, arth’s downward pull doesn’t tuck back beneath the car until you decide to back off. On Summit’s front straight, e stayed pinned to the seatback as the red-faced speedo swept up toward 150 mph. Bringing the Hellcat back to earthly speeds are huge Brembo six-piston front and four-piston rear brake calipers clamping down on massive 15.4- and 13.8-inch front and rear discs. Other sledgehammer supersedans, uch as the BMW M6 Gran Coupe and the Mercedes-Benz CLS63 AMG, re plenty competent on the track, oo, ut the Charger feels less robotic and far easier to rotate and steer with the gas pedal.

The Charger Hellcat remains thrilling on the street. Our first impression is that the Charger makes the Hellcat’s atomic-level power even more accessible, hanks to carrying a greater proportion of its weight over the drive wheels. The long wheelbase contributes to self-centering at speed, hile the ride quality remains smooth, t least with the suspension in “Street” mode. As with the Challenger Hellcat, he Charger could probably benefit from rear tires wider than its 275/40-series Pirelli P Zeros. That they’re all the same size means all four tires can be rotated come service time, hich many customers will probably see as a plus. Those mounted at the rear are easy to set alight, hich makes for a crowd-pleasing show of might—and great temptation for the driver. Prolonged burnouts send tire smoke billowing out of the air extractors in the aluminum hood. Yep, t’s cool.

The Hellcat’s styling can draw a crowd, dding a dose of death-row convict bad-assery to the already menacing appearance of the restyled 2015 Charger. All SRT versions share a fresh bumper treatment with a pocket-style grille, gaping lower air intake, nd a swollen hood to accommodate a NACA duct, lthough only the Hellcat gets the aforementioned hood vents. Out back, one-piece spoiler squats atop the trunklid, he bumper integrates functional air extractors and a lower diffuser, nd can-sized tailpipes do the talking. Side-sill extensions visually connect Dodge’s 20-inch “Slingshot” wheels finished in either matte black or a copper-ish “Brass Monkey” finish.

After a long day of hard-charging, e settled down to put this thing in context. At $64,990, his most demonic of Chargers costs $2300 more than the Challenger SRT Hellcat, et it is a far more justifiable purchase (especially if a spouse has any say) with its comfortable interior, dult-friendly back seat, nd large trunk.

Unlike the Challenger version, hich has to face-off against the Chevy Camaro ZL1 and the upcoming Ford Mustang GT500, he Charger Hellcat doesn’t have much competition; you’d have to spend two or three times its price to find anything remotely similar. As such, arring another spike in fuel costs, he Charger Hellcat could be an even bigger boon to the Dodge brand than the Challenger Hellcat. It’ll be interesting to see which one sells best. For its part, odge says it is “letting the market decide.” As for us, e’ll take one of each.