Tesla Model S P90D Ludicrous Blows Away Dodge Challenger Hellcat – Drag Race Video

NOV 4 2015 BY MARK KANE 52

Tesla P90D Ludicrous vs Hellcat - Quarter Mile

Tesla P90D Ludicrous vs Hellcat – Quarter Mile

Time for another drag race between the Tesla Model S and Dodge Challenger Hellcat, which is seen as a green machine…but only due to its eye-catching paint color.

But this time Tesla raises the bar by a few tenths as this is P90D (Ludicrous)

According to the video description, the Tesla did quarter mile in 11.4 seconds at 117 mph (188 km/h). However, the Model S’ off-the-line performance makes the Hellcat seem as though it accelerates as quickly an underpowered econobox.

By the way, on the same channel (YouTuber Tesla Dude) we noticed several more videos to satisfy your ludicrous hunger:

“Tesla P90D Ludicrous vs Dragster 1/4 mile”

“Tesla P90D vs 370Z Twin Turbo”

“2015 Tesla P90D Ludicrous vs 2015 Z06 with intake, pulley, tune”

“Tesla P90D Ludicrous vs CTS-V”

“Tesla P90D Ludicrous vs modded CTS-V”

“Tesla P90D Ludicrous vs modded CTS-V”

“Tesla P90D Ludicrous vs modded CTS-V”

Categories: Racing, Tesla, Videos

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52 Comments on "Tesla Model S P90D Ludicrous Blows Away Dodge Challenger Hellcat – Drag Race Video"

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Tesla says: “This isn’t even my final form!”

The CTS-Vs are bad machines. The other videos were smok’n hot (or smok’d).

Corvette engine in a modded Cadillac.

CTS-V and ATS-V are legit.

Too bad that most people wouldn’t even look at Cadillac these days.

Those cars are also about 50% dicounted in price compared with a P90D.

Don’t get me wrong, I love to have a P90D. But given the price and performance, you can’t go wrong with a CTS-V or ATS-V. I would certainly have them over the crappy Hellcat for the same price.

I wonder though what the actual price of that heavily modded CTS-V actually is? Still less than a P90D of course but certainly not MSRP.

Well, there are no upper limit on how much you can add to the mods. But in general, a $30K to $40K will get you pretty far in performance modification.

The CTS-V powertrain already got enough power (640HP and 630ft-lbs of torque) to match or beat the P90D. Some modification in the suspension and tires would easily give it the edge to launch better and catch up to the Model S with far lower weight.

But you get a factory warranty with the P90D where you won’t get one with the modded CTS-V.

Not to mention that P90D would probably launch way better in lower traction conditions such as wet road.

Don’t know if that is a Hellcat, No badge on the fender, and no distinct blower whine.

Yeah, the badge is there, it is just tricky to see on the green car on a sunny day in low res – not sure about the skills on display though

From video:

Oh man. Beaten so thoroughly people ask questions like “That couldn’t have really been a Hellcat, right?”.


He totally bought that badge on ebay. XD

Is that where you got your ‘Ranger Rick’ badge?

I like the one down South where the announcer calls it a Tesler.
Btw stock jumps 10% as shorts cover.
With 20% of Tesla’s stock sold short, to my mind an incredibly high number, Tesla’s stock price is highly volatile. Not for the meek.

I wonder if the guy in the Dodge Hellcat use the red key?

Hahahah! SEE YA! 🙂

Stock Hellcats with Drag radials have run 10.85 at 126mph+. So in these races, it all has to do with the Hellcat’s traction, and ability to launch. The power to weight ratio of the Hellcat is better than the P90D as shown by the trap speed. In general, if traction is there, the higher trap speed car is capable of better acceleration. Generally in this class of car, 10-15hp is needed to make up every 1mph in the quarter mile. For most cars in the 100-130mph trap range, and 3000-4000 lb range…the following is a guideline on equivalents: +1mph trap speed -.10 sec qtr mile= +10hp -100lbs (weight reduction) So a car running 10mph higher traps, can usually do a 1 sec quicker qtr mile A car that weighs a 1000lbs will usually be a second slower with all else being equal. Gaining 100hp, will usually get you 10mph faster traps, and the capability of a second quicker qtr mile. Of course, often, the extra power will just result in wheel spin, and a terrible ET, but trap speeds can still be decent. (ie, Hellcat on street tires) The EVs dominate in launch torque, and controllability. So they do great… Read more »

Nice explanation.

In other words, in a traditional ICE car, it takes a bit of driver skill to get a good quarter mile time whereas the P85D you just mash the pedal and keep the car straight.

Yup, in all elelectric cars, all you do is just to smash down the pedal.

It is more easier to get consistent launch.

That is what it matters the most in the drag racing when cars are closely matched.

Actually, it’s a lot of driver skill, especially coming off the line. Hearing how Hellcat was just idling the engine on start, it would start off with minimum torque. Had the driver started at peak torque RPM (or even just high RPM), I suspect it’d passed the Tesla much sooner.

I thought I posted an explanation of such here earlier, but it disappeared. Not sure if it’s my computer problem or mod doesn’t like what I had to say. 🙁

I briefly read your comments, and believe that you were questioning why a ICE car can’t launch with full HP/Torque off the line. All you have to do is look at the dyno charts and you will see most ICEs don’t make much HP at all at low speeds. And of course they make 0 HP at 0 RPM. So they have to rev their engines and do a clutch dump or brake torque the converter to get some RPM up to help mitigate this. Dragsters painstakingly set up their staged clutches just to make a perfect launch possible. And of course, you need drag tires or AWD. Unfortunately using an intermediate device such as a clutch or torque converter to engage the higher rpms of the engine to a stationary drivetrain results in generation of heat, clutch slippage, hydraulic losses, etc as you try to match the rpms of the two halves. At worse, the peaky nature of the clutch often will result in breaking tire traction. Then when the clutch finally engages, or the tires stop spinning, and the motor rpm lowers, the inexperienced driver may bog the engine. So compared to an automatic, the manual clutch is… Read more »

Hey SparkEV

It isn’t the mods or the content that are tripping the system, it is the frequency of the links back to your blog.

Once a certain number of links are hit (think it is ~15 off the top of my head) the filter believes you are spamming and auto-tosses the post. From there (to retrieve it) someone has to go root through the spam folder (which is deep) if we want to bring them back.

I’d suggest just keeping links back to your blog at one every two of three days and you should be fine.

Hi Jay. Thanks for clarifying. will do.

Is that why my post disappeared? 🙁

I don’t know, I don’t see anything in our spam/moderation fiter. Generally it is one of three things:

-multiple links to one site (ie ~15 links in 15 days, or something like that)
-more than 2 links in one comment (gets held until someone approves – to avoid “china farmers”)
-flagged inappropriate words (all the major curses, etc)

If you read my blog post, I work out the math. At Corvette peak torque at 3rd gear, driving force is only 0.8G, far less than 1.2G Lateral acceleration spec, so it shouldn’t spin the wheels. Using first gear, it’s up to how high one wants to go with regard to torque, but math shows 1.1G is possible without losing traction. Doing so would make Corvette accelerate from 0-60 with 1.1G from 0MPH, 2.5sec time. As to the question of clutch problem, that’ll only be possible to know via experiments, unless there are Corvette engineers here reading. But I suspect it would be possible for at least one run, maybe more. So then the question of 0-60 time becomes, at what level of clutch slippage is acceptable? I mean, EVERY manual transmission car slips the clutch to some degree, why not slip it all the way to 60 MPH? As to Leaf question, I wrote a love letter post to inform Leaf drivers and make suggestion if they didn’t know already. I don’t think anyone’s brought up the issue before, although I’m sure plenty of people were annoyed by it. Hopefully with expiration of NCTC in couple of years and… Read more »
SparkEV said: “EVERY manual transmission car slips the clutch to some degree, why not slip it all the way to 60 MPH?” The problem here is that you’re suggesting a clutch can take the place of a CVT (Constantly Variable Transmission). It doesn’t work that way. The more the clutch slips, the more torque you lose. So if you want to start out in, say, 3rd gear*, so you can reach 60 MPH without shifting, then for most of that 0-to-60 MPH run, you’re gonna be losing most of the engine’s torque to clutch slippage. In other words, most of the engine’s power will be wasted. Obviously you can’t win a race that way, competing against a car that does not waste most of its motor’s power. Starting out in 3rd gear also means you get off to a slow start, even aside from the clutch slippage, because of the unfavorable gear ratio. The reason drag racers start out a race in 1st or 2nd gear is so they can get off to a quick start, using a gear ratio more suited to low speeds… altho that “quick” start is still slow compared to the Ludicrous™-enabled Tesla Model S P90D!… Read more »

More nonsense from PuPu. Go read my blog on this topic. Corvette can go 70MPH on first gear. I use third gear as an example to simplify peak torque RPM in my “ride the clutch to 60MPH” proposal.

I don’t know why I bother with reponse to you anymore. You can’t seem to grasp even the most basic stick shift concepts and accuse me of not having driven sticks, not to mention your total lack of basic Physics knowledge. Torque is reduced by slipping clutch when engine RPM is constant? Seriously? How do I respond to that brand new law of Physics?

You are failing to look at some very important factors when calculating your data. The Corvette when accelerating relies solely on the two rear wheels. On Lateral acceleration it is mostly the outer two tires PLUS the traction (to a lesser extent) derived from the inside tires. There is more contact area under play for cornering than acceleration. Of course AWD changes the acceleration figures greatly. But so far, there is no AWD Corvette.

I agree inner tires play some role in skid pad, but center of mass to fulcrum (rear wheel contact patch) is lot longer on acceleration. How much advantage it brings isn’t clear. But we can deduce.

Corvette should accelerate more than 1G. Otherwise, even their 2.95sec 0-60 won’t be possible as it starts at much lower acceleration in the beginning, only to be made up at higher RPM. If we assume peak torque of 650 ft-lb at first gear is reached (~40 MPH), acceleration easily exceeds 1.3G.

By the way, some terminology correction.

Getting Leafed is when you (any EV including Leaf) wait for a Leaf charging slower than their L2 would cost if they had to pay (40kW for 6.6kW L2, 20kW for 3.3kW L2). It’s annoying, but Leaf may have no choice if they need 80% to get home or next charger.

Getting Leafracked is when waiting for Leaf charging at 6.6kW or slower. They could just plug into L2 instead of taking DCFC. This is just being bad, especially if the person is siting there. I explain in my blog why this is only Leaf, not others.

If you witness Leaf pulling into only dual head charger while perfectly working Chademo is empty, that’s Leafracker. Merely finding a Leaf charging at dual head with empty Chademo is unknown. This is discussed in my blog.

“you will notice the LEAF is 10x more refined, smoother, almost no torque steer, more high speed stability, quieter, and roomier”

I don’t know how you can quantify 10x more refined. But since “refined” are already a subjective term, I will let it go. =)

Smoother, maybe.

“almost no torque steer”. Yes, the torque steer on the Spark EV is very apparent, but in order to have torque, you need to have enough low end power/torque for a FWD car. Since LEAF doesn’t have much of either, then you shouldn’t have any torque steer. =)

I don’t know if the high speed stability is true. I certainly didn’t see any difference. Of course, due to small size and lower weight, the Spark EV could be a bit more floaty if you insist.

I actually found the Spark EV to be very roomier for its size. Surprisingly so. And it is certainly way easier to park than the LEAF.

Leaf is better than SparkEV in lots of way; refined would be the word, and seating for 5.

Leaf is not smoother. But Leaf is lot slower, so it makes it seem smoother.

If you drive SparkEV with max power of 70kW (about that of Leaf power/weight ratio), you don’t feel torque steer.

SparkEV has very high headroom, more than Tesla S, and that makes it seem roomy inside. Dogs love it!

SparkEV is floatier, but not as much as he makes it sound. Worst is when big rigs pass by, and high headroom causes more “wiggle”.

But none of that matters when Leaf (with DCFC) is almost $10,000 more than SparkEV. Even lease is (was?) double the cost.

But his statement of 10x more refined is certainly an exaggeration. Of course, that is subjective scale anyway. That is no different than saying that LEAF is 10x uglier than the Volt.

I believe for the same size and class, Spark EV is way better than its comparble ICE version where LEAF is only somewhat better than its comparable ICE version.

The Leaf and the Spark both have near instantaneous throttle response. I believe my 2012 Leaf is probably close to the 0-20 mph time of the Spark even. We will see, as my friend and I are going to test our cars soon on my Vbox. The Spark does accelerate great from 20mph up though, as I hot-rodded through town in one. I just ordered a fluid black, fully loaded i3 BEV for 52K, It should be here beginning of January. Although the i3 will accelerate as good as the Spark at 40mph, I absolutely hate the delayed throttle response of the i3. In some ways, my 2012 LEAF is plenty of fun in that respect. Especially since it is a sleeper, and many people expect them to be the slowest car on the road. As far as clutches, a normally factory street car will not tolerate much slipping at all. Other than getting the initial launch from a stand still to engage the engine/drive train, it certainly will not hold up to a peak hp/rpm launch for very long. And even if it did, slipping does you no good. Your generating wasted clutch burning heat, and your not transfer… Read more »
Congrats on i3! 🙂 I haven’t test driven it, but it’s quicker than M3 to ~30MPH (you prolly saw the video). I don’t know why but it brings smile to my face when I see EV kicking gas car’s butt. That’s probably why I smile a lot with SparkEV. 🙂 I can’t say if clutches won’t hold up until it’s attempted, but all you need is one or few runs. I don’t think there’s requirement that car has to be intact for X miles after run for 0-60 time to hold. You are wrong about clutch power transfer. At slower wheel RPM to avoid losing traction, power is far less than high RPM engine produces with clutch slip. Clutch just happens to absorb the extra power to avoid losing traction, and there is no penalty to acceleration. It takes some Physics to see it. If you read my blog, I address all the issues you bring up, including cost; I think $3K for clutch job on new Vette is way too low! NRG DCFC in CA are the result of CA lawsuit against NRG. It’s nothing to do with demand. This is especially true with CCS. In fact, I’m not… Read more »
Elroy said: “…slipping [the clutch] does you no good. Your generating wasted clutch burning heat, and your not transfer full hp to the wheels till the clutch is fully engaged and not slipping at all.” SparkEV replied: “You are wrong about clutch power transfer.” No, Elroy is 100% correct. In fact, he didn’t go far enough. Until the clutch comes very close to being fully engaged, by far the majority of the engine’s power will be wasted; will not be transferred to the wheels. Just engaging the clutch lightly will transfer very little of the engine’s power to the wheels. SparkEV, you have made several posts to multiple articles here at InsideEVs, suggesting that a high-performance gasmobile could beat or at least equal the acceleration ability (and 0-60 time) of a high performance EV, such as the Model S P90D, without shifting gears. In your posts, you claim the gasmobile could achieve this by running the motor a maximum RPMs, and avoiding shifting gears by using the clutch to regulate acceleration. From your posts, SparkEV, I conclude you have never driven a manual transmission gasmobile, and so you don’t have any experience with, or “feel” for, what a gasmobile’s clutch… Read more »

Oh believe me, I have over a hundred screen shots tracking the Chademo charging rates on my LEAF. The LEAF Spy Pro makes a nice little graph of the charging rate of your whole charging session. As long as your clutch is not fully engaged, you are losing energy. Sure the engine may be making more horsepower because it is doing a launch at higher rpms, but the clutch isn’t designed to take that rpm differential between drive and driven parts under high power situations for very long at all. Sometimes, it can be measured in minutes if subjected to this kind of abuse.

I think the hard launch of my 12 LEAF will keep it close to my friends Spark 0-20, and possibly 0-30…I will try and post a video!

I keep having to explain basic Physics…

When Tesla P90D launched, how much power is being delivered to the wheels at 1 MPH? If your answer is 400+HP, well you can do the math and see that is not possible. Since there is no “slip”, even the electric drive train won’t be making 400+HP at 1 MPH. At 0.000001 MPH, Tesla would be making close to 0 HP.

In case of gas car, engine is producing 600 HP (or whatever high amount) at high RPM, yet what needs to be delivered to the wheels at 1 MPH is far less. Power lost in clutch slip is the mechanism to balance them. Again, this is basic Physics.

I didn’t think the clutch would last even 10 seconds, let alone minutes. But 0-60 would only take 2.5 seconds. Two good runs is all you need for bragging rights.

And PuPu, go study Physics and drive a stick shift before writing nonsense. Ever heard of “riding the clutch?” I’m merely taking that to extreme levels.

“Had the driver started at peak torque RPM (or even just high RPM), I suspect it’d passed the Tesla much sooner.”

— doubtful. The 1/4 mile time of a well-driven Hellcat on drag tyres is only a fraction of a second faster than a P90DL. If the Dodge wins, it’ll be at the very, very last moment.

Funny that out of all the cars here, only Cadillac CTS-V has beaten the P90D. Corvette was the next closest one until the owners can’t keep up with poor shifting. But the Nissan and Hellcat never had a chance.

Haha… I love how the Tesla’s camera is pre-aimed to face rearwards.

And we’re at the dawn of electrification of cars. Can you guys imagine what it will be like once those batteries double or triple in sike?

Won’t make too much difference since Model S is already traction limited in 0-30mph.

A battery pack with 2-3 times the capacity certainly would make a difference in longer drag races, and races to 100 MPH or faster. The Model S P90D can already blow away virtually any gasmobile away in the 0-30 range. A more powerful battery pack would extend that dominance to higher speeds, just as the increase in power from P85D to Ludicrous™-enabled P90D has already extended the dominance of the Model S over the Dodge Hellcat from the 1/8 mile run to the 1/4 mile run.

You need to see this that was also posted here:
BMW M4 with a mere 425 hp vs “700 hp” P85D

Except this time, the race starts at 40mph. Check out what happens at the 1min mark.

Tesla has their work cut out for them and in fact, I believe they will NOT make the necessary modifications or engineering decisions to make a true race quality endurance car, given the amount of the time has already past and yet they are still plagued by the same issues of overheating where back to back drag races results in reduced power mode.

The same issue results in them NOT completing a single lap at full power mode on ANY relatively short race track so far. Not just Nurburing, but Leguna Seca, etc.

The ultimate test for Tesla would be if they can do Pikes Peak without overheating. And remember, like those race tracks, this isn’t a top speed run at all. Lots of curves, just all uphill.

I believe they need to loose the frunk at the very least to put additional cooling and possibly loose rear trunk or seating capacity for radiators behind a difuser in order to compete.

“A battery pack with 2-3 times the capacity certainly would make a difference in longer drag races, and races to 100 MPH or faster” Maybe or likely if the rest of the powertrain can handle it. The acceleration limitation is more complex. If we remove the “bottle neck” from battery, the next one will be motor drives and motors and lastly gearing. The first thing is that will the 2x to 3x pack able to have higher voltage or higher current. That is heavily dependent on the pack configuration. There are no magic answers. Higher Voltage means higher motor rpm and higher current implies higher torque but both eventually will run into saturation and end up overheating the motor even if the motor drives can handle it. Now, if Model S doesn’t change the gearing, then its top end acceleration is still limited as the rpm increases past 71mph, the motor is highly limited by the back emf which limits how fast the motor can spin with drive voltage. So, even if you have more capacity in the battery, if the motor and drives system don’t support it, you still won’t get more peformance. Lastly higher voltage would also require… Read more »

Funny, the Tesla comes from the factory and just goes like heck.

Mod the daylights out of ICE car. End of the day, you’ll be pouring money into engine rebuilds and drivetrain work.

EVs have arrived.

I would love to see a Tesla P90d with FOUR adults in it race those cars that lost. Se if it would make a big difference.

@$130K it is a pretty hefty price leaving the factory though.

But keep in mind that on the track or windy courses, most of those cars in the video are more than likely leaving the P90D in the dust. Okay, maybe not the crappy Hellcat. But the CTS-V, even in its stock form are capable of matching up to the P90D and certainly beat it on the windy roads or tracks with its higher power/weight ratio and better chassis and handling.

CTS-V is pretty legit performance sedan.

He should’ve go up against AWD cars too. This was a couple days ago:
Tesla-Besting Enfield Becomes Europe’s Quickest Electric Car (w/video)

This EV ran an impressive 10.84 seconds at 121.11 mph. That translates to several car lengths ahead of the this P90D.

Now….. look at the Nissan GT-R next to it.

The beauty however with EV powertrain mods is that they are much, much simply compared ICE mods.

The Tesla has not just the advantage of AWD but also its heavier weight by nearly 1000 pounds gives the street tires much more extra friction (with the usual EV off-the-line torque to compensate for the weight).

For RWD ICE, tires and suspension make all the worlds of difference. Perfect illustration is the 2016 Ford Cobra Jet, a factory produced 8 second 1/4 mile (!!) race car that still retains 75% of the stock powertrain:


The same principle applies to comparably lighter EVs. The nearly exact same type of tires and suspension allowed the Battery and Assult EV Miata (and 2-speed transmission) to break into the 7.8’s from mid-8’s. That’s a huge difference without any mods to powertrain, just suspension tuning.

Tesla Model S P90D VS Nissan GTR


Tesla gets whooped by a 6 cylinder!

definitely tesla is a pride for the American, European cars goodbye

Tesla is pride of Americans, but how is it European? If pride is shared, it’s African (Musk) or Japanese (Panasonic).