Maintenance and cost on a widebody vs a non widebody will be more, but shouldn't be too awfully bad. I personally would like to have it, but missed out as mine is a 2018 392 Daytona, those and the Scat Pack's didn't have the option yet, that happened on the 2019's and up when SRT 392 went away. If you actually take it to a track often, then this option would probably benefit you more than just a daily street driven car. The Adaptive Suspension is subjective to some buyers. What should really help with the widebody is the grip in cornering and just body roll in general. The 305's "should" help more with traction on the widebody, but these things are torque monsters, so better quality tires from the stock Pirelli's (if that's what it comes with) for traction off the line are still needed. Regarding the Dynamics Package, does that still add the larger 275 width tires, 6 piston brakes up front, and other Hellcat goodies, or is that standard now with a 392? To me the upgraded brakes alone are worth it, as well as the wider tires from the stupid 245's they keep adding on high horsepower cars. They both still felt huge, and their size would surely be intimidating in wheel-to-wheel racing, but they're great fun for club runs against the clock.The widebody stance looks very nice, some may not like it, so it is up to you whether you like it or not, I know I like it. Neither car really seemed to "shrink" on the track. Both transmissions self-selected the optimal gear for every corner when left to their Track mode programming. The programming is the same, so the difference is likely attributable to higher engine and transmission inertia. I also preferred the quicker, crisper shift quality of the 392's 8HP70 transmission to that of the Redeye's beefier 8HP90, which is fortified with stronger clutches and larger shafts. We ran with the traction control in Street mode, and I felt it intervening frequently in the Redeye almost never in the Scat Pack. The Redeye Widebody's combination of mechanical grip, huge straight-line speed, and looser nose had me charging into some corners too hot and blowing the exits. On the 15 undulating curves and multiple hills of Club Motorsports' 2.5-mile course, the Scat Pack Widebody's limits feel a bit more accessible-or perhaps just better aligned with my natural slow-in-fast-out driving style. Note that by contrast, the Redeye Widebody is just a Widebody package on a Redeye with no fundamental tuning changes. New Bilstein three-mode adjustable shocks are borrowed from the Hellcats but are uniquely tuned to match this spring/bar setup, the weight of the lighter naturally aspirated engine, and to work with the big 305/35ZR20 Pirelli P Zero three-season (or P Zero Nero all-season) tires. These hollow bars are now the same diameter as the Hellcat's solid ones. The anti-roll bars are stiffened by increasing their diameters from 32 to 34mm in front and from 19 to 22 in back relative to base Scat Packs. Its rear springs are shared with the Hellcats. At 359 lb/in, these are the stiffest front springs on any Challenger, up from 313 on the Hellcats and 284 on the base Scat Pack. His team ended up with a completely new spring/damping/roll-stiffness setup. "This started out as a project to just put the Widebody package on the Scat Pack, but then we thought, 'Why don't we try to go a bit further,'" explains SRT vehicle dynamics chief Erich Heuschele.
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