Supercharged 572 Hemi Challenger SRT8 – Craven Performance

A brand new Challenger build from Craven Performance in St. Peters, Missouri had been running for only a couple of days when RamblinAround caught up with it at Mega Mopar weekend. Under the hood sits a fuel injected, 10-71 supercharged 572 Hemi the shop expects to clear 1200 horsepower once it hits a dyno. No numbers yet, no track pass logged, just a blower poking through the hood and a sound that already turned heads in the parking lot.

Most builders wait until a car is finished, tuned, and track proven before they let a camera anywhere near it. Craven Performance in St. Peters, Missouri had other plans. Their newest Challenger had been running for exactly a couple of days, no dyno numbers yet, no quarter mile pass on record, when the RamblinAround channel found it sitting at Mega Mopar weekend and asked to take a closer look. Underneath the hood sat a fuel injected, 10-71 supercharged 572 Hemi, a combination the shop expects to clear 1200 horsepower once it finally sees a dyno, and the sound alone was enough to make it the loudest thing in the parking lot before a single pull had been logged.

A 572 Cubic Inch Starting Point

A stock Hemi, even in its most aggressive factory Hellcat or Demon form, tops out well short of 572 cubic inches, which puts this engine firmly in stroker territory, built from the ground up rather than pulled off a dealer shelf. Stacking a 10-71 roots style supercharger on top of that displacement, then feeding it through modern fuel injection instead of a carburetor, is the kind of combination usually reserved for drag strip specials rather than a car meant to see a public road, and it is exactly why commenters immediately started comparing it to the wildest builds they had ever seen roll through a Mopar event, and it is precisely that kind of over the top ambition that keeps builders like Craven Performance in business.

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The Blower Doing All the Talking

That 10-71 supercharger is not a subtle add on, it is the visual centerpiece of the entire build, poking well above the hood line with an intake scoop one commenter nicknamed the bug catcher for its wide, hungry opening. A blower that size typically adds somewhere in the neighborhood of 300 to 450 horsepower on its own, on top of whatever the naturally aspirated 572 short block is already capable of producing, which is part of why Craven Performance and RamblinAround both expect a four digit horsepower number once the car finally gets strapped to a dyno.

Comparisons to the Original Snot Rod

Longtime Mopar fans in the comments immediately drew a line back to Snot Rod, a nickname tied to modified 2006 through 2008 Dodge Challenger concept and early builds running an 871 supercharger, a smaller blower than the 10-71 sitting on this car. That comparison matters to the Mopar crowd because it places Craven Performance’s build in a lineage of factory adjacent Challenger experiments that pushed the platform’s supercharging potential years before the Hellcat ever reached a showroom floor.

Why Roots Superchargers Still Win Fans

Modern muscle car builders increasingly reach for twin turbo setups when chasing four digit horsepower, but the comment section under this video leaves little doubt where Mopar loyalists still stand. Multiple viewers argue that a real muscle car build has to run a roots style blower, the same supercharger family Chrysler, Ford, and GM have all used on factory performance cars for decades, precisely because of the instant throttle response and the visual drama of a supercharger poking through the hood, something a hidden turbo setup simply cannot replicate.

Mega Mopar Weekend at Gateway Motorsports Park

This Challenger made its public debut at Mega Mopar weekend, an annual gathering at Gateway Motorsports Park outside St. Louis that draws Mopar builders and owners from across the Midwest for two days of cars, dyno pulls, and drag strip runs. RamblinAround’s host notes he spent the entire weekend at the event, which is why viewers can expect several more Mopar focused videos to follow this one, each pulled from the same gathering of supercharged, stroked, and otherwise heavily modified Challengers and Chargers.

An Estimated Six Figure Engine Alone

One commenter, doing rough math on parts alone, estimated the engine block for this build could run in the neighborhood of nineteen thousand dollars before even accounting for the supercharger, fuel system, tuning, or labor. Whether or not that specific figure is exact, it captures just how much investment sits under this hood before the car has logged a single competitive run, and it explains why Craven Performance was still in the tuning phase rather than rushing the car to the strip the moment it fired up.

What Comes Next for This Build

RamblinAround’s host promises to follow up once the car finally sees dyno time, and the anticipation in the comments makes clear that viewers are already invested in the outcome, debating everything from expected quarter mile times to how the factory Challenger chassis will handle putting that much power to the pavement. For a build this new, with the paint still fresh and the tune still being dialed in, the most interesting chapter of this Challenger’s story has not been filmed yet.

The Hellcat Effect on Builds Like This

Modern Challengers already leave the factory with forced induction as standard equipment on Hellcat and Demon trims, a reality that has changed what counts as an impressive build within the Mopar community. A naturally aspirated stroker no longer turns heads the way it once did, which is part of why shops like Craven Performance keep pushing further, stacking a massive roots blower on top of an already oversized short block, chasing a number that stays ahead of what Dodge itself now sells straight off a dealer lot. Whatever number the dyno eventually shows, this build has already done its job of turning heads before the first pull. Craven Performance built a reputation on exactly this kind of over engineered Mopar, and this Challenger looks like it will keep that reputation intact. A car this loud at idle rarely disappoints once it actually gets to prove itself on the strip. Until then, the parking lot at Gateway Motorsports Park will have to do. That is where builds like this one earn their reputation, one dyno pull at a time. Fourteen hundred pounds of boost and displacement do not build a reputation by sitting still.

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