Nico Rosberg Is the Biggest Disappointment of 2016

In December, Nico Rosberg, the 2016 F1 Champion, tweeted out a big, fat Thanks! to his Mercedes AMG Petronas racing team for the hard work they put into helping him achieve his “childhood dream.” Now that he’s won his childhood dream, Rosberg, the son of F1 champion Keke, has decided to retire to Monaco.

Nobody likes a hater, but here goes: Nico Rosberg, the soft-handed Monagasque semi-royal born with a silver racecar in his mouth, hasn't just walked away from the sport—he's disgraced it by declining to defend a title bestowed upon him by a vastly superior car and, frankly, a whole lot of luck.

His reasons are a press conference laughline, reserved for disgraced politicians and deposed executives: the schedule is grueling; he wanted to spend more time with his family; etc.

I’ve been to a lot of F1 and NASCAR races. I’ve even followed drivers around behind the scenes, and traveled with them between races. It can be grueling. Every race week begins and ends with a long flight in the tight confines of a Gulfstream G550. Then there are tech meetings, mandatory press availabilities, sponsor meet-and-greets where you have to shake hands (gross!) with doughy car dealers in, say, Beijing or Texas. Add to that workouts for staying in racing shape, a rigorous diet in which you have to skip the pudding, and the distant sound of ravenous, autograph-demanding fans somewhere beyond the paddock gates.

Then you have to actually race the car, which is really, really hard.

How much can one guy take?

The truth is that Rosberg, has retired at the top of a game that was rigged in his favor from the day he started racing. He never would have earned it if it hadn’t been offered to him. He was a talented carting driver at a young age—competing against Lewis even then. He went on to race for his father’s Formula 3 Euro Series team, and then became the first driver to win the nascent GP2 championship in 2005. He steered his way onto the Williams F1 team and raced for six years in F1 before earning a GP victory in 2012—with Mercedes. Arguably, it’s not a bad career, but it’s not exceptional.

When Rosberg shocked everyone—including his loyal boss, Toto Wolff—and announced his retirement, I can understand why the hard-nosed old F1 codgers were so polite about it. But at the same time, it’s surprising that no one protested. They're the tough guys—Nigel Mansell, David Coulthard, Martin Brundle, David Hobbs—who spend their weekends taking potshots at Lewis Hamilton and ginning up excitement in a sport that has been mostly stripped of heroics (come on, this year’s winner quit!) and transformed mostly into a dazzling master class in advanced materials science and aerodynamics.

These pundits don’t have the guts to call out Rosberg for what he is: a semi-royal too spoiled grind it out, too coddled to stick around and protect a championship that was handed to him by Paddy Lowe and deep-pocketed Team Mercedes AMG Petronas. Paddy & Co. built a car so completely dominant that any F1 driver could have driven it to a podium finish just about every week. To not stick around and defend your first championship is a betrayal of the sport.

It’s telling that his dazzlingly talented teammate, Lewis Hamilton, ended up on the cover of Time last month. He’s the real face of F1 because he combines talent with an inexhaustible, you-gotta-kill-me-to-get-me-outta-the-cockpit need to race. That Hamiton lost to Rosberg in 2016 is because he had really shitty luck: his ERS system failed twice, his engine blew out once, failed once more, and his hydraulics shit the bed in Singapore. All told, the reliability issues probably cost Hamilton 40 points in the race to the Driver’s Championship. Rosberg beat him by 5 points.

Rosberg knows all this, and he’s getting out while the getting’s good. The chassis on the F1 cars will change significantly this coming year, which will place added emphasis on aerodynamics, and could chip away at Mercedes’ massive horsepower advantage. Red Bull, Ferrari and Renault are expected to come to the grid with much more competitive entries in '17. The cars will be bigger, faster, more difficult to drive and, according to Mercedes team boss Toto Wolff, "deploy much more G on the driver—like in the past."

There are great drivers in this sport: Hamilton, Sebastian Vettel, and Fernando Alonso are hanging in there; Max Verstappen and Daniel Ricciardo are some of the most naturally gifted drivers to come along in a generation. And Valtteri Bottas, the [likely] incoming Mercedes driver, will easily fill Rosberg's small shoes with his prodigious talents. We look forward to a Formula 1 season where the competitors want to win because they can’t imagine doing anything else.

Federal Safety Regulators Look Into Alleged Rollaway Problems with Ram 1500s, Dodge Durangos

Recent accusations have raised a concern for owners of the current generation Ram 1500 and Dodge Durango. Vehicles equipped with the rotary-dial shifter have been said to roll away despite being placed in park. Those at the NHTSA are looking into this problem in hopes of preventing further issues.

This inspection will represent about one million vehicles. 43 complaints have been filed against the trucks and SUVs, reportedly leading to 25 accidents and 9 injuries. The parking brake was not applied in any of these instances, skipping over concern for such equipment. In an email with Car & Driver, company spokesman Eric Mayne stated ““FCA US is cooperating fully with NHTSA’s investigation, the scope of which is limited … Other vehicles equipped with rotary shifters are not included. In accordance with prudent practice, the Company joins NHTSA in urging all drivers to use their vehicles’ parking brakes.”

The machinery being analyzed is separate from the “Monostable” shifter, the source of nearly 1.1 million recalls by FCA earlier in the year. This incident caused a whopping 266 crashes and 68 injuries globally, according to the NHTSA. That problem led to many lawsuits, including one involving Star Trek actor Anton Yelchin who was fatally trapped by a rolling 2015 Jeep Grand Cherokee.

By attempting to source the cause behind these alleged problems, it will help make sure that customers are safe and the shifter is up to FCA’s standards.

This 120MM Gun Built into a Shipping Container Is Pretty Damn Genius

Finnish defense contractor Patria has adapted its NEMO 120mm smooth-bore, gyro stabilized motor gun system to fit into an easily transportable shipping container. I did a writeup all about the innovative NEMO, a lightweight version of Patria’s Advanced Mortar System, a couple years ago. In the past, the system has been showcased as integrated directly into land combat vehicles and on littoral combat boats. But now NEMO comes in a self contained “plug-and-play” container. Patria says it is the biggest containerized gun system on the planet. Dare you disagree?

Everything is all fitted inside the container, from the gun turret, its ammo handling system, magazine and power supply to its operations station. The same “box” can be mounted on a vessel’s deck, on a pier, on a flatbed truck or sat directly on the ground. From those positions, NEMO can be put to work in fire modes that are direct (like a tank) and indirect (like an artillery piece). In the latter, it can have five rounds impact a target area all at once via Multiple Rounds Simultaneous Impact (MRSI) firing solutions calculated by the gun’s computer system. The NEMO can fire a three round burst in 12 seconds, and has maximum firing rate of ten rounds per minute and a sustained firing rate of seven rounds per minute—a lot of firepower in a small package.

The container the system is built around is very similar to a standard 20 foot container, although it is 23.5 inches lower. A cover goes on the top of it to conceal the turret during transport. With the cover on the container has the same dimensions as a standard shipping container. A tubular structure has been fitted under the container’s skin to give the it better rigidity in order to absorb the recoil and vibration from the NEMO gun system. Different levels of armor protection can also be added to the container depending on the threat environment and the weight restrictions of its host vehicle, if it has one at all.

A cutaway of the containerized NEMO system.

Inside it holds 100 rounds of various 120mm rounds, and is operated by three people—two loaders and one gunner who is also the commander. A self-contained air conditioning system provides environmental control and protection against nuclear, biological and chemical (NBC) attacks.

This modular design allows for NEMO to be deployed on multi-role vessels, even highly maneuverable littoral combat boats.

The coolest thing about this is you can just stick it wherever you need it, whether that be on an oil platform or on a maneuvering ground vehicle or patrol boat. This also means that a military can save a lot of money by not having to purchase larger amounts of NEMO systems that would otherwise be fully integrated into their host vehicles. As such, it also means these vehicles can be freed up for other tasks when not being deployed with NEMO onboard. The concept just offers far more flexibility and affordability for a large variety of mission sets that NEMO could be applied to as opposed procuring discreet, fully integrated individual weapon systems.

The modular NEMO container system mounted on a flatbed combat truck. NEMO's barrel is stabalized allowing for shooting on the move.

The trend toward containerized weapon systems is a somewhat controversial one, but it has continued to grow in recent years. Anti-ship and cruise missiles may be the most eyebrow raising examples container-mounted weaponry, a concept that Russia has pioneered in recent years. Just recently the Norwegian-built multi-role Naval Strike Missile has also been put forward in a containerized variant as well. Other shipping container-based weapons concepts have included rocket systems and armed remote sentry systems. But what makes the containerized NEMO so intriguing is that it is not just a disguise for a stand-off missile launcher, but a persistent weapons system that can be used for low intensity conflicts and security keeping as well as higher-intensity warfare.

This modular NEMO system was originally built for the UAE, and input from their military was integral in its final configuration. But Patria clearly sees a larger market for the system, and in an era where sea basing and distributed lethality are all the rage, and where modular and multi-role anything and everything is what seems to get funding, this system could be a huge hit.

The modular NEMO system in its minimalist form.

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Donald Trump’s EPA Nominee Is a Dirty Joke

You’d think that the lead-flavored water in Flint, Michigan, all by its deadly self, would make it clear that the “P” in Environmental Protection Agency was something that every American could get behind.

That was before President-elect Donald Trump nominated Oklahoma Attorney General Scott Pruitt to head the EPA. The New York Times called Pruitt a “close ally” of the fossil-fuel industry, but that’s underplaying reality. He’s a corporate shill, the Pinocchio of serial polluters—all strings attached. And if auto executives in Detroit think the selection is great news for their own industry, they’ve been huffing something from the tailpipe. Ask Volkswagen how playing fast-and-loose with emissions rules has worked out for their business and image.

Let’s not even get into the high comedy of the EPA being led by a man who sued it, all while denying climate change and basic principles of environmental science. This is a state attorney general who not only fought to dismantle President Obama’s efforts to combat climate change, but let the coal industry ghostwrite the petitions he submitted in the case. That’s like seeing Preet Bharara, the crusading U.S. Attorney for New York’s Southern District, allowing Wall Street criminals to write the case for their innocence. It’s like an AG suing the government on behalf of big tobacco. How’s this for a literal chicken-shit public servant: Pruitt sided with Big Agra to weaken rules to protect Oklahomans against chicken manure fouling a scenic river and lake.

As for cars, the déjà vu, Seventies-style bleating has already begun in some benighted corners, claiming that the industry can’t possibly lift fuel economy to an average 54.5-mpg for new cars by 2025, nearly doubling today’s levels. There’s one problem with that: After mounting a half-hearted defense, carmakers voluntarily agreed to the rules. They assured us that, while challenging, the standards were within their engineering reach.

Beyond arguments for cleaner air and a chance to mitigate global warming, it’s crazy that anyone needs to revisit Detroit’s once-shameful history of fighting any call for fuel efficiency or pollution controls, preferring to whine, prevaricate or sue rather than lift a lazy finger and innovate. As homegrown automakers have finally come to understand, green regulations tend to be a boon to competitiveness, not a hindrance. The original Clean Air Act and fuel-economy rules of the Seventies may have (temporarily) killed off the muscle car. But they also saved Detroit from itself, forcing it to eventually meet the threat of efficient small cars from Japan and Europe, by developing its own fuel-saving cars, engines and technology.

Fast forward to today. General Motors, again spurred to compete by a bankruptcy—and, yes, a government demand for more-efficient cars—is enjoying all-time record sales and profits. Even their highest-profit SUVs and pickup trucks deliver dramatically better fuel economy than they did even a decade ago. A competitive threat from Tesla has GM responding with their own remarkably engineered cars, like the Volt plug-in hybrid and Bolt EV.

As for those muscle cars, we’re in a golden age that would make a Sixties buyer think he’d died and gone to gearhead heaven. The Ford Shelby GT350 and Chevrolet Camaro 1LE and ZL-1 can beat some of the best European sport sedans around a track. A buyer can walk into any Chevy dealer for a Corvette Stingray that combines 460 horsepower, near-supercar performance and nearly 30 mpg on the highway – or even a 650-horsepower Z06. So much for regulations putting a kibosh on Detroit’s business, or preventing consumers from having the cars and trucks of their dreams.

Certainly, auto regulators can be guilty of overreach or misplaced optimism. The latest west-coast call is for 15 percent of new cars to emit zero tailpipe emissions by 2025, yet sales of EVs are largely stuck in neutral. The current system includes a tangled mess of zero-emissions tax credits that have barely budged American’s car-buying habits, thanks mainly to dirt-cheap gasoline. But throwing out targets completely, or leaving the rules up to automakers, can’t be the right answer. If automakers and elected officials want to argue that CAFE fuel-economy rules are a flawed mechanism, I’m willing to listen – but let’s see them get serious about higher gasoline taxes, carbon trading or some other system that puts responsibility on automakers, consumers and energy producers alike.

Pruitt has yet to take office, but don’t hold your breath over potential epiphanies or friendly lunches with Al Gore. Pruitt’s legal machinations have largely tipped his hand. Before he’s picked out the office carpet, he’ll look to gut the government’s new rules or even the right to regulate power-plant emissions. With Pruitt’s blessing, coal-producing states are already fighting for their right to spread noxious clouds from coast-to-coast. Or even farther, where they can bump up against Paris climate agreement—which Trump has vowed to "cancel" like some pesky reality show—and give China yet another excuse to turn daylight to smoggy darkness in Beijing.

Yet even if Pollutin’ Pruitt can somehow dismantle the EPA or rules on auto and power-plant emissions, he may quickly find himself overwhelmed and overruled by the same free market that he professes to love. Coal is an increasingly uncompetitive pariah, its decline irreversible, thanks to cheap natural gas, the rise of renewables and global regulations that see it as planetary poison. Consumers may not always vote at the polls, but they'll vote with their pocketbooks for efficient, affordable energy, cleaner cars and air and water that won’t kill you.

For automobiles especially, California—that Thor's hammer of market clout—is already calling the regulatory shots. The nation's largest car market has been regulating tailpipe emissions since the late Fifties, long before it was in vogue. Even the feds now follow its lead on emissions rules, including that coming, nationwide 54.5-mpg standard. Throw in 13 states and the District of Columbia that also hew to Golden State standards, and you’re talking a solid majority of all U.S. auto sales.

Pruitt has invoked States' Rights to argue that the EPA has no right to meddle in the energy economies of coal-burning states: He'll have a hard time arguing that California has no similar right to set its own energy or pollution standards, or for other states to follow suit, especially when they're arguing for less pollution, not the right to burn coal and belch mercury and sulfur dioxide across all 50 states. And automakers, I’ll predict, will never again build cars that don’t meet 50-state standards—meaning one model for California and other strict states, one for everyone else—because designing and selling separate models is just too expensive and unwieldy, including for European and Asian makers. If Pruitt needs a crash course in this global auto reality, I'd recommend Alan Mulally, the former Boeing and Ford CEO whom Trump is now considering for Secretary of State.

I'm hopeful that Ford, GM and Fiat Chrysler will heed lessons as well. If they're smart, homegrown automakers will avoid backsliding like some sketchy addict who can’t handle some tough love and discipline. They must resist any urge to sweet-talk Trump or Pruitt into a free pass to pollute. The Good Old Days of Detroit aren’t in its hazy, hapless past. We’re living them right this second, with the best cars America has ever produced. Now, tell me again why we should turn back the clock?

Follow The Drive's Chief Auto Critic Lawrence Ulrich on Twitter.

Champagne and Bullshit: The Costly Failure of the Terrifying Lotus T125

To a car enthusiast, automotive journalists are more spoiled than most people. We're flown across the world for a day or two to spend time behind the wheel of, say, the newest Porsche, or to a manufacturer-sponsored, full-line track day at Laguna Seca or Paul Ricard. People think we we have one of the greatest gigs in the world. And I happen to agree.

But the kind of people who truly see behind the curtain, who end up with the LaFerrari’s in their actualgarages rather than on magazine covers, often do not have the greatest gig in the world. It’s often something mundane, but it's done to such a high level that the result is vast amounts of money. For example, the richest person I know manufactures cardboard boxes. He lives in the third largest house in Florida.

If, by chance, you’re an enthusiast of a particular brand of car and buy your way up the ranks as you make your billions, you may end up with a golden ticket to an event that "never happened." Like my friend Karl, who is a man not only of means, but also of taste. He “works to live,” rather than “lives to work,” and loves his cars.

Karl brought one of the coolest cars I’ve ever reviewed, the Lingenfelter LS3 powered, six-speed swapped, Jaguar XJL Vanden Plas, and more recently, what is probably one of the world’s more perfect Porsche 914s. Karl is a world traveler, a collector, and a racer, and sends me the craziest stories about things he’s seen and done.

And one of his stories was just too good not to share.

In 2010, Karl went to Lotus’s HQ in Hethel, then on to Paris on an exclusive invitation sent out only to the best customers of Lotus during the ambitious and doomed reign of CEO Dany Bahar. Karl was offered a chance to buy the Lotus T125 .

Never heard of the Lotus T125? Join the club—I hadn’t either. First, a bit of backstory:

In 2009, Lotus Cars of Hethel, UK—founded by the legendary Colin Chapman—was, as usual, in financial trouble. Lotus was under ownership of Malaysian manufacturer, Proton, and had lost money for 15 straight years. So Proton hired a man named Dany Bahar to be CEO of Lotus. His goal? To turn a profit.

Bahar had an Aaron Eckhart look, a background in marketing, and had a resume consisting mostly of making fuck-tons of money—he was Chief Operations Officer at Red Bull from 2003 to 2007 and created Red Bull Racing (and Scuderia Toro Rosso), in addition to expanding Red Bull’s involvement in other mainstream sports. Then, from 2007 to 2009, he ran Ferrari’s comically profitable licensing division, expanding the brand’s reach into countless suburban mall storefronts and into massive projects like the Ferrari World theme Park in Abu Dhabi. Ferrari, for those not in the know, makes significantly more money on licensing its name and logo than it ever has building or racing cars.

In theory, the Lotus hire was inspired: Dany Bahar was young, handsome, energetic, and had worked hugely profitable ventures in the automotive world. Unfortunately, successful as he was, Bahar had critical blindspots: he never worked within a budget, and he never built cars. Both of these issues would be prove crucial to his downfall.

But before then, the apex in Bahar’s stint at Lotus was the 2010 Paris Motor Show, to which our friend Karl was given a golden ticket on Lotus’s dime. He was asked not only to see the five new Lotus road cars Bahar had planned to launch, but also, potentially, to buy the ultimate track car: the Lotus Type 125.

About a dozen people worldwide were invited to the Lotus factory in Hethel two days before the Paris Motor Show, and then told that Lotus has a secret track car project and they are on the VIP list to buy it. Karl went to the factory, where he and the others were given a tour by Clive Chapman, Colin Chapman’s son. They were shown where vintage Lotus racing cars were restored, where the factory race cars were maintained; they were shown legendary cars from Lotus history, liveried in John Player Special, or single-stage green and yellow.

Then they were taken out to the race track for hot laps in the then-new Evora GT4 race car; Karl told me his instructor for the wet track day was none other than Greg Mansell, son of F1 Champion Nigel Mansell. “He was five years my junior but a far more talented driver than I was,” Karl recalled.

But they still hadn't been told what the secret project track car was. For that, all the guests were flown to Paris on brand new Hawker 4000 and Premier jets. On their arrival, the same vintage race cars that had been shown in Hethel were now set up in the basement of the Louvre—that's right: the museum that has the Mona Lisa—like matchbox cars on risers, having somehow beaten multiple private jets across the channel. And on its own riser a floor above them all sat the Lotus 125.

The 125, or “Project Exos” as it was internally called, is as close to a Formula One car as any company in history has been willing to sell in numbers. It truly was the ultimate track car. To the untrained eye it looks, sounds, and goes identical to a modern F1 car. It was made entirely of Carbon Fiber and weighed just 1,400 lbs. It had a 650-horsepower Cosworth V8 that ran up to 10,300 RPM, and would theoretically do 2,800 miles in between teardowns—five times what an F1 motor would do.

Who was there to assist with test fittings and answer technical questions about the car? None other than Sir Stirling Moss and Takuma Sato, who chatted about the project like two guys at a car meet. All around the Louvre basement were priceless artifacts from Lotus’s history: Jim Clark trophies, Senna driving suits, Andretti helmets from the golden era of Lotus F1. “Outrageously good looking people,” Karl says, milled about flashing six-figure watches, exchanging business cards from their respective houses of high finance. Apparently, it was a finance-heavy crowd.

As everyone sat down to their five-star dinner, Lotus’s new concept cars, presumably mocked up on existing Exige and Evora chassis, rolled down the center catwalk like a fashion show. After dessert, each of the guests was handed an “Exhibitor” badge for the Paris Motor Show and a ticket home, first class, on the Eurostar.

I don’t even want to think about what that event cost. But it sounds like something the head of marketing from Ferrari would put on, doesn’t it? At Ferrari, they would’ve spent ten million bucks, and then sold a car to every single person invited. Because it would be some nutty, double-priced track-only version of the “normal, roadgoing” version all their rich-guy friends had: the ultimate one-up for the customer, and the ultimate profit-grab for the company—in the Ferrari scenario, everybody wins.

But when Danny Bahar’s Lotus tries to sell the craziest track car ever built? Different outcome altogether. I’ll let Karl finish it off:

I didn’t buy a Lotus 125. I don’t think anyone else did, either. Danny got fired. The project never moved forward. I never read about this amazing event in any auto magazine. I never heard about it from anybody.Unless I showed them the pictures of us with priceless vintage Lotus race cars, of me with Clive Chapman in the barn where 1960s Lotus race cars were built, of me with Takuma Sato at the Louvre, with cars parading down the catwalk while people ate dinner, with a Russian gangster on the Hawker across from me with a bling watch drinking champagne from the bottle, nobody in the car community believed me that it happened. But it did happen, and I do have the pictures, and it was ridiculous.”

Zero. They sold zero cars. From what I understand, only two T125 “Exos” Prototypes were ever built. One featured the “Exos” livery and was on display in the Louvre event, and shown to the media later. The other, liveried in the traditional “John Player Special” black and gold, enjoyed a brief moment in the spotlight when Jean Alessi tried to teach Jeremy Clarkson how to drive one on Top Gear.

So what went wrong?

After watching that Top Gear segment, both Karl and I find ourselves in agreement: even for a very experienced driver, the T125 doesn’t look like much fun. Crazy? Scary? Fastest thing on four wheels? Absolutely. But something to do as a hobby? No way. Apparently, a dozen or so other people agreed with us.

I honestly believe I could get into one of those Ferrari FXXK’s and have a few laps at a good pace without being pants-shittingly terrified. You might even call it fun. But the reason most people don’t show up at track days in Formula One cars is that most drivers, even very experienced ones, don’t have the first bit of what it takes, mentally or physically, to get the most out of that experience. Looking inward here, I’d probably have just enough confidence to go just fast enough to have a massive crash, but before the downforce really started working, so, too slow to avoid said crash. That’s just me; your results may vary. But in my defense, Karl, who has much more actual racing experience than me and has put in track time on 3 continents in fast GT cars (Porsche 993 RSR), open wheel cars (Formula Mazda), and unobtainium toys (a Ferrari 333SP), agreed. It was just too much car, and if it’s too much car for a guy like that, who’s it really for?

None of the planned concept cars in the basement of the Louvre actually happened. Danny Bahar was accused of mis-using company funds, which, after this story, makes total sense, and he was fired. He and Lotus then sued each other a couple of times, and eventually came to a settlement.

Now, five years later, Proton still owns Lotus, but it seems to be focusing its energy on turning the Evora into something truly wonderful, which it might have with the new Evora 400. The press launch was at a cheap race track in Michigan, and journalists all stayed at the modest Baymont Inn. Hopefully, the new Exige and Elise will be homologated for the US. And though the Type 125 never got off the ground, at least the best part of it is still around: you can still buy that 650 HP Cosworth Engine as a crate motor from their web site.

And Danny Bahar? He lives in Dubai with his family, and is the founder of ARES Performance, a self-styled “atelier” which offers custom paint jobs and body kits for luxury cars, a la Mansory or Hamann. A veritable “Far-East Coast Customs,” if you will. Which, let's be honest, for that dude, sounds about right.

For $56,000, You Can Have a Hellcat-Powered Wrangler

If you’ve ever had the opportunity to drive both a Hellcat (Charger or Challenger) and Jeep Wrangler, you can certainly appreciate each vehicle's individual capability. The Hellcat and its pavement-scorching 707 horsepower is scary fun and always good for a few smiles and close calls. It's also common knowledge that the Jeep Wrangler is arguably the most capable off-road vehicle from the factory. But what if you could have both in one vehicle?

Hell yea.

Dakota Customs of Rapid City, South Dakota decided to make the Mopar marriage happen and the result is quite possibly the most insane Jeep on the planet.

The Hellcat conversion consists of the 707-hp Hellcat engine and all the modifications necessary to make it work in the Wrangler. On top of the factory goodies, the Dakota Customs package includes a Walbro dual fuel pump system, intercooler system and CSF custom race radiator. The engine also gets airflow assistance and a nasty note via stainless steel Borla headers.

The beast.

You might assume this type of power would almost be unusable off-road but as the video below displays, it’s more than helpful.

The package starts at $56,000 on top of the purchase price of the Wrangler which could be upwards of $50,000 itself. But even at $100,000 or so, isn't it kind of worth it? Interested in getting one for yourself? Just use this form on Dakota Customs' site to get the process started!

Turn your speakers up and hear that Hellcat scream!