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807-horsepower 2020 Dodge Challenger SRT Super Stock is a Hellcat-powered straight line racer

Dodge has made the world's quickest and most powerful muscle car.

Photo courtesy of FCA US LCC

What purrs like a kitty but roars down the drag strip? The 2020 Dodge Challenger SRT Super Stock. The model takes the same Hellcat engine that's in the Challenger SRT Hellcat Redeye and tunes it to achieve a whopping 807-horsepower, making the model the world's quickest and most powerful muscle car.

"I swore that we'd never build another Demon and we won't," said Tim Kuniskis, Global Head of Alfa Romeo and Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT, FCA – North America. "But I also said that every Challenger Hellcat and The drag-racing, quarter-mile-crushing spirit of the limited-production 2018 Dodge Challenger SRT Demon lives on through the 2020 Challenger SRT Super Stock."

2020 Dodge Challenger SRT Super Stock The model contains no unique badging.Photo courtesy of FCA US LCC

The car's supercharged 6.2-liter V8 engine is paired with a 10-speed automatic transmission to deliver 707 pound-feet of torque. It can get from zero to 60 mph in 3.25 seconds and run the quarter-mile in 10.5 seconds at 131 mph. It has a tire-limited top speed of 168 mph.

Dodge has given the Challenger SRT Super Stock a standard Widebody design, which allows for bigger wheels, adding 3.5 inches to the width of the typical Challenger. It wears lightweight 18-inch by 11-inch wheels sporting a Low Gloss Granite finish and 315/40R18 Nitto NT05R drag radials.

The car slows and stops thanks to aluminum Brembo four-pistons brake calipers and 14.2-inch vented rotors. It has a performance-tuned asymmetrical differential.

2020 Dodge Challenger SRT Super Stock The car comes standard with Launch Control and Launch Assist technology to optimize the acceleration experience.Photo courtesy of FCA US LCC

Drivers can switch the car into Track mode to activate the model's revised shock tuning specifically for the drag strip. Its Bilstein high-performance Adaptive Damping Suspension shifts as much weight to the rear wheels as possible. Additionally, the traction control system is disabled, paddle shifters are activated, and the torque converter lockup point is raised.

Auto, Sport, and Custom drive modes are also available to be chosen by the driver. Auto is considered "street mode" and regulates the engine output to the driver's preference (can be customized using the red key). Steering and suspension preferences are also set and Eco mode can be run simultaneously to save on fuel.

Dodge has equipped the model with a number of technologies to make it track-ready. Launch Assist works to mininmize wheel hop while Launch Control holds the engine at the optimal rpm rate allowing to maximum acceleration. Line Lock engages the front brakes to keep the car stationary but leaves the back wheels able to perform a burnout.

2020 Dodge Challenger SRT Super Stock The car comes with 18x11-inch tires.Photo courtesy of FCA US LCC

Torque reserve closes the engine's bypass valve at 950 rpm to manage fuel flow and provide a boost. Race Cooldown allows the car's fan and coolant pump to continue working after the car is shut off.

SRT Performance Pages show the car's data as part of its Uconnect infotainment system. The SRT Power Chiller diverts air conditioning fluid to the unit helping to cool the supercharger.

The car will look like most every other Challenger Widebody on the road, with no special badging to denote the Super Stock credentials.

2020 Dodge Challenger SRT Super Stock The model features a variety of infotainment screens that showcase the vehicle's performance.Photo courtesy of FCA US LCC

Dodge will offer the car in 13 different colors: F8 Green, Frostbite, Go Mango, Hellraisin, IndiGo Blue, Octane Red, Pitch Black, Sinamon Stick, Smoke Show, TorRed, Triple Nickel, and White Knuckle. It's available with a black, black/caramel, Demonic Red, or sepia interior.

Orders for the model open this summer with production beginning in the autumn. Pricing has yet to be announced.

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Biden will target 50 percent of all vehicle sales for EVs by 2030.

Ford

In the last several months, we've seen automakers from all corners of the globe commit to some degree of electrification by the end of the decade and beyond. That includes the American Big Three: Ford Motor Company, General Motors, and Stellantis (Chrysler, Dodge, Jeep, others). Today, President Joe Biden plans to throw his weight behind these efforts by signing an executive order that sets a goal of pushing the sales of zero-emissions vehicles to half of all vehicle sales in the U.S. by 2030.

Biden's target is not legally binding, but the industry is already jumping on board. In a joint statement, Ford, General Motors, and Stellantis confirmed that they aim to hit an EV sales volume of 40-50 percent annually. It's worth noting that the President's 50 percent goal and the automakers' sales targets also include plug-in hybrid vehicles, which still use a traditional gasoline engine.


Jeep PHEV The target also includes plug-in hybrid vehicles, which still use gas engines.Jeep


Auto unions and dealers are not opposed to the ambitious roadmaps laid out by the Big Three, but both have differing views on what is essential and how things will ultimately play out. While aware of the goals, the UAW is focused on wage growth and the preservation of jobs and benefits. It feels that an increase in EV production volume must happen here in the U.S. to include good-paying American union jobs.

Dealers, to a degree, are supportive of the goals but skeptical of their ultimate success. Some feel that electric vehicles do not present the earth-shattering shift in functionality and usability that other new products, such as smartphones, did in different industries. Regardless of concerns and skepticism, it appears that automakers are going all-in on the shift to electrification, so we're bound to see a wealth of new battery-electric and plug-in hybrid vehicles in the next few years.


GM battery facility rendering Automakers are pledging billions to increase EV and PHEV production volume.GM

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The Nissan Pathfinder is just at home on the trial as it is on the road.

Photo courtesy of Nissan North America

One of my favorite poems is Robert Frost's "The Road Not Taken". The message is about making choices and, how the road taken made all the difference. Often in life and on the road, we have to make one choice. Take one road. No turning back. I thought of this poem on my recent test drive in the 2022 Nissan Pathfinder in the hinterlands of Montana, when I could take two different roads—paved and dirt—and that made all the difference!

Nissan has redesigned and retooled its fifth-generation Pathfinder instilling greater latitude for buyers who want to travel both types of roads and expand their adventure footprint. After seven decades of off-road development, 35 years in the business of selling Pathfinders, and with more than 1.8 million sold in the U.S., this Japanese automaker has moved the needle with a ground-up revision of the previous-gen model.

2022 Nissan Pathfinder The 2022 Nissan Pathfinder is a capable off-roader.Photo courtesy of Nissan North America

The full-sized sport utility is available in four trims (S, SV, SL and Platinum) and two- and four-wheel drive versions; Nissan expects that nearly 60 percent of buyers will choose four-wheel drive. The Pathfinder is in a segment that has grown larger each year as more families want a vehicle for around-town, school and playdate runs and for weekend getaways with traction technology that allows travel in the backcountry and good towing capability. Direct competitors are the Toyota Highlander, Honda Pilot, and Ford Explorer.

A day-long drive of approximately 150 miles on tarmac and over a variety of dirt roads and tracks provided the opportunity to assess the Pathfinder's updates. A late-spring snowstorm added slickness to all the road surfaces in the region and allowed the Pathfinder to show off its traction capabilities at both slow and higher speeds and with lane change and emergency-braking maneuvers, when towing. I concentrated my evaluation on the augmented hardware and software designed to enhance the crossover's capabilities for backcountry travel and towing.

What I found most notable over every road surface was the comfortable ride and responsive handling that come from a collection of upgrades—and, in particular, as a result of the following: the gearing on the new nine-speed transmission, with paddle shifters for personal and more precise shifting for sport driving and slowing over rough terrain; the new terrain mode system that's engineered for different driving conditions; the four-wheel drive system that moves torque more quickly to avoid wheel slip; the improved suspension system; and new tires with a larger contact patch and more aggressive tread pattern, among other changes.

2022 Nissan Pathfinder Pathfinder's drive modes are designed to inspire confidence. Photo courtesy of Nissan North America

The Pathfinder provided sure-footed motoring and comfort over uneven surfaces. Its 7.1 inches of ground clearance easily maneuvered over the small obstacles on the trail and hill descent control took the reigns without hesitation for steeper and longer downhills on traction-compromised surfaces.

I was also impressed with the Pathfinder's towing competence and appreciated the standard trailer sway control onboard all trims. It offered notably strong, mannered acceleration from a standing start and excellent straight-line braking without porpoising for either exercise.

The new 2022 Pathfinder brings off-road and towing attributes that are important to families who are seeking to spend time in the backcountry for days trips and longer and for overlanding in terrain that doesn't require a true off-road vehicle with a low range. It's will appeal to buyers who want don't want to have to choose only one road.

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