700 HP Hellcat Pulley + Cam Package — What It Really Takes

TL;DR: A stock 2015–2018 Hellcat already makes 707 crank horsepower, so almost nobody searching "700 hp Hellcat" wants 700 at the crank — they want 700 at the wheels, which is roughly 815 at the crank and about 110 horsepower more than the car left the factory with. A pulley and cam package is exactly the right tool for that jump, but the package is bigger than two parts: the cam drags a spring, pushrod and phaser decision behind it, the pulley drags heat and snout load behind it, and the factory 600cc injectors run out before 700 rwhp does. This page works the numbers and states plainly which of these parts we stock and which we do not.

"700 HP Hellcat" Almost Always Means 700 RWHP — Do the Conversion First

This is the premise correction that makes the rest of the article make sense.

Factory ratings on the supercharged 6.2:

If you own any of those, you already own a 700 horsepower car by the crank number. So the search term means something else: 700 measured on a chassis dyno.

Through an 8HP90 automatic, driveline loss on these cars typically runs 13–15%. Check that against your own dyno's correction factor — the number moves with the dyno, the tires and the day. Working the middle of that band:

• Stock 707 crank hp → roughly 600–615 rwhp
• Target 700 rwhp → roughly 815–825 crank hp

So the real ask is +110 to +120 crank horsepower over stock, or about +90 to +100 at the wheels. That is genuinely within reach of a pulley, a cam, supporting fuel and a tune — no short block, no forged pistons, no head studs strictly required for the power itself. It is also enough of a jump that three or four parts you did not budget for become mandatory.

The Pulley: What Overdrive Buys, and What It Costs You

The 2.4L IHI twin-screw on a Hellcat is crank-driven through a belt to an upper pulley on the supercharger snout. Fitting a smaller upper pulley spins the blower faster for the same engine speed — that is the entire mechanism.

Confirm all pulley diameters and boost figures against the specific pulley manufacturer's published data — snout ratios differ between Challenger, Charger, Trackhawk and TRX applications, and boost is a function of the whole combination, not the pulley alone.

Three things the pulley section of most build lists leaves out:

Belt management arrives with the pulley. A smaller upper pulley wraps less belt around it and asks the same belt to transmit more torque. Belt slip on the top end reads on a dyno sheet as a boost drop that looks like a fuel problem. Anyone going past a mild overdrive is also buying a belt, and usually an idler or tensioner solution.

The snout is the wear item you are accelerating. The 2.4 IHI's snout bearings are the known service point, and spinning the rotor pack faster does not extend their life. If the car already whines, fix that first — see the Hellcat snout bearing rebuild guide. We stock three options: CPP-HEMIHC-SNOUT-MET-01 (Metco), CPP-HEMIHC-SNOUT-GEN-02 (Gen-V) and CPP-HEMIHC-SNOUT-MPR-03 (Mopar complete snout assembly).

And the honest disclosure: we do not currently stock a supercharger pulley. Not an upper, not a lower, not a crank hub, not a belt, not an idler. A catalog-wide search returns two rows containing the word "pulley," and both are LS/LT harmonic balancers for a different engine family. On the specific package this article is named after, we sell the cam half and none of the pulley half.

The Cam: Read Our Hellcat Cam Rows Carefully

A cam is where the second half of the 110 horsepower comes from, and it is also where this catalog needs a second look.

We list three camshafts under the Hellcat tag:

Two claims in those titles deserve verification before you order:

"MDS-delete" on a supercharged 6.2. MDS — Chrysler's cylinder deactivation — is a 5.7 and 6.4 feature. The supercharged 6.2 Hellcat does not have MDS to delete. A cam sold as an MDS-delete grind is describing a feature the target engine does not have, which usually means the row was shelved under the wrong engine tag — confirm the application with us before ordering.

"non-VCT" on a phaser-equipped engine. The Gen III Hemi 6.2 uses variable cam timing. Fitting a non-VCT cam to a VCT engine is a real and legitimate build path, but it is not a drop-in: the phaser has to be locked or replaced with a fixed sprocket, and the tune has to stop commanding a cam angle it can no longer achieve. None of that hardware appears on those product pages, so plan for it separately.

Note the contrast on the 6.4 side of the same catalog, where the rows are explicit and correct: CPP-HEMI64-CAM-BTR-02 (BTR Hemi Stage II) and CPP-HEMI64-CAM-COMP-01 (COMP Thumpr) both read "VCT-compatible hydraulic roller." The catalog knows the distinction — it just may have applied it to the wrong family. Until those Hellcat rows are corrected, confirm the grind number and its VCT compatibility with the manufacturer before you buy.

What you actually want for a 700 rwhp blower car is a boost-friendly grind: modest overlap, a wide lobe separation angle around 114–116°, and duration in the low 230s at .050 in. Boost fills the cylinder; overlap lets it back out the exhaust. The naturally aspirated instinct to add overlap is exactly backwards here. Check the specific grind against the manufacturer's boost recommendation.

Browse camshafts filtered to the Gen III Hemi family and read the VCT line on every row.

Two Parts That Must Go With the Cam

Neither of these is optional, and both are in stock.

Valve springs. The factory Hellcat spring is a good spring — it is a dual spring, Mopar PN 5037428AB, and we list it as CPP-HEMIHC-VTRAIN-MPR-02. If your cam's lift stays inside the factory envelope, the OE spring may carry it. Past that, or if the engine has miles on it, replace them while the cam is out. Springs are the cheapest part on the engine and the most expensive one to skip. COMP's beehive set is listed as CPP-HEMIHC-VTRAIN-COMP-01.

Pushrods. Any cam change moves the pushrod length requirement. CPP-HEMIHC-VTRAIN-COMP-03 covers the Hemi pushrod set. Check your geometry rather than assuming — a mid-lift sweep across the valve tip is worth the hour it takes.

Worth mentioning but genuinely optional at this power: head studs. CPP-HEMIHC-HARDWARE-ARP-01 is the ARP Hemi stud kit for the Hellcat. At 700 rwhp on 13–14 psi you are not, on most cars, lifting a head. If the heads are coming off for any other reason, stud it then — pair with the Cometic MLS gasket, CPP-HEMIHC-GASKET-CMT-04, which is listed specifically for Hellcat and stroker boost applications. If the heads stay on, spend the money on fuel instead.

Fuel: The Worked Number That Decides Your Injector

This is where 700 rwhp packages most often fail, and it is arithmetic rather than opinion.

Take 700 rwhp back to roughly 815 crank hp. A boosted gasoline engine on a conservative tune runs a brake specific fuel consumption around 0.60 lb/hp-hr. Check that against your tuner's actual logged number — 0.55 to 0.65 is the realistic band and it moves the answer.

• 815 hp × 0.60 lb/hp-hr = 489 lb/hr total fuel
• ÷ 8 injectors = 61 lb/hr per injector
• ≈ 640 cc/min at 100% duty cycle
• At a sane 85% maximum duty cycle: ≈ 750 cc/min required

The factory Hellcat injector is 600cc — we list it as CPP-HEMIHC-FUEL-MPR-04. On that arithmetic it is out of fuel at 700 rwhp on gasoline, running past 100% duty before the target. It is a genuinely good injector for a stock or lightly-pullied car. It is not the injector for this package.

CPP-HEMIHC-FUEL-ID-03 is the Injector Dynamics ID1050x set, and at roughly 1050 cc/min it covers the gasoline requirement with real margin. On E85 the fuel mass requirement rises about 35% — call it 1,010 cc/min needed at 85% duty — which the ID1050x still covers, but only just. If E85 and more than 700 rwhp are both in your future, size above 1050 now.

What is not on our shelf: fuel pumps. The Hellcat's dual in-tank pump system is at its own limit in this same power range, and a bigger injector fed by a pump that cannot keep rail pressure up is a lean top end, not more power. We do not currently list Hellcat fuel pumps or pump modules — source that separately and log rail pressure at wide-open throttle before and after.

Shop fuel injectors for the Gen III Hemi family.

Heat Is What Takes the 700 Back

A pulley-and-cam Hellcat that makes 700 rwhp on the first pull and 645 on the third does not have a fuel problem. It has an intake air temperature problem.

Overdriving a positive-displacement blower raises discharge temperature roughly in proportion to the extra air it moves against the same pressure ratio. The Hellcat's air-to-water intercooler and heat exchanger were sized for 707 hp with a factory margin, not for a pullied car doing back-to-back pulls. When IAT climbs, the tune pulls timing — and that timing is what made the number.

The parts that fix it — a larger heat exchanger, a higher-flow intercooler pump, a reservoir — are not in our catalog. What we do stock that helps around the edges:

• CPP-HEMIHC-INDUCTION-ARR-01 — Arrington ported Hellcat intake manifold, worth real airflow at this power level
• CPP-HEMIHC-FUEL-NW-02 (Nick Williams 103mm) and CPP-HEMIHC-FUEL-ACF-01 (Accufab 105mm billet) — throttle bodies, both a sensible pairing with a pullied blower
• CPP-HEMIHC-IGNITION-NGK-03 — plugs; step one range colder and close the gap for the extra cylinder pressure — set the exact heat range and gap with your tuner
• CPP-HEMIHC-IGNITION-MPR-02 — Mopar high-output Hellcat coil, PN 68223569AB

See forced induction and supercharger parts for what we carry on the blower side today.

The Honest Gap List

For a 700 rwhp pulley-and-cam package, these are the line items we do not currently stock. Source them before you start:

1. Supercharger pulleys — upper, lower and crank hub. The literal subject of this package.
2. Supercharger belt, idler and tensioner — mandatory beyond a mild overdrive.
3. Fuel pumps and pump modules — the injector upgrade is only half the fuel system.
4. Heat exchanger and intercooler pump — the difference between 700 on pull one and 700 on pull four.
5. Non-VCT conversion hardware (phaser lock or fixed sprocket) — needed if you buy one of the non-VCT cams listed above.
6. Headers and mid-pipe — not required for 700 rwhp, but the usual companion purchase.

What We Would Actually Put in the Cart

For a healthy stock-block Hellcat, targeting 700 rwhp on 93 octane with a good tune:

Plus, from elsewhere: the pulley, the belt, the fuel pumps, the heat exchanger and the tune. The tune is not optional and it is not an afterthought — it is the part that turns the other parts into 700.

FAQ

Isn't a Hellcat already a 700 horsepower car? Yes, at the crank — 707 hp for 2015–2018 cars and 717 for 2019-and-later Challengers. Searches for "700 hp Hellcat" almost always mean 700 at the wheels, which is roughly 815 at the crank and about 110 horsepower above stock.

How much rear-wheel horsepower does a stock Hellcat make? Through an 8HP90 automatic at 13–15% driveline loss, a 707 hp car typically reads 600–615 rwhp. The figure depends heavily on the dyno, the correction factor and the tires, so treat any single number as a data point rather than a spec.

Will a pulley and cam alone get me to 700 rwhp? Not by themselves. You also need fuel — the factory 600cc injectors run out of duty cycle short of 700 rwhp on gasoline — plus a belt that holds the extra load, cooler plugs, and a calibration written for the combination.

What injector do I need for 700 rwhp? From roughly 815 crank hp at 0.60 lb/hp-hr BSFC: about 489 lb/hr total fuel, or 750 cc/min per injector at an 85% duty cycle limit. The factory 600cc injector does not cover that; an ID1050x-class injector does, with margin on gasoline and less on E85.

Do I need head studs at 700 rwhp? Usually not for the power alone. At 13–14 psi on a healthy stock block, factory head bolts generally hold. If the heads are off for another reason, stud them then and use an MLS gasket rated for boost. Otherwise put the money into fuel and cooling.

Will a smaller pulley hurt my supercharger snout? It accelerates wear on a known service item rather than causing a new failure. The 2.4 IHI's snout bearings are the documented weak point. If the blower already whines, rebuild the snout before you add overdrive.

Do you sell Hellcat supercharger pulleys? Not currently. We stock the cam, valvetrain, fuel, throttle body, intake, ignition and snout parts for this package, but no supercharger pulleys, belts or idlers. Source those separately.

Why do your Hellcat camshafts say "MDS-delete" when the Hellcat has no MDS? That is a question we are asking too. MDS is a 5.7 and 6.4 feature, so those rows appear to be shelved under the wrong engine family — and they are also described as non-VCT on a phaser-equipped engine. Confirm the grind number and VCT compatibility with the manufacturer before ordering.

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