Save Forensic Run Data with SRT Performance Pages on Your Dodge

SRT Performance Pages are the factory in-car telemetry app built into Uconnect, giving you acceleration and braking timers, live gauges, G-force tracking, and dyno-style power and torque graphs. You can save runs to USB, an SD card, or upload them through SRT Performance Pages Plus, though which features you see depends on your vehicle’s hardware. Open the Apps menu on your touchscreen right now and look for the SRT tab to see what your car already has.

TL;DR:
Peak G-force values remain stored until manually cleared, which can affect session comparisons if not reset between drives.
Saving run data is limited to a finite number of slots, with newer runs overwriting older ones once capacity is reached.
Full SRT Performance Pages features are tied to specific factory hardware and options, not available on all trims or base models.
Performance data should be analyzed in context, with trends across multiple runs providing more insight than single measurements.
The system is best used as a trend-spotting tool rather than for detailed, lab-grade tuning due to lower sampling frequency and resolution.

Libertychryslerdodgejeep

libertychryslerdodgejeep.com

Keep Your Dodge Ready for Every Drive

Liberty Chrysler Dodge Jeep Ram provides professional service and support for Dodge owners after the sale.

Visit Liberty Chrysler Dodge Jeep Ram

What the Performance Pages show: Home, Timers, Gauges, G-Force, and Dyno
How to access and navigate SRT Performance Pages in Uconnect
Timers and saving or downloading your run data
Gauges, dyno, and G-force: reading and using the data
Race options and Race Cooldown: how they work and when to expect them
Which vehicles and trims include full SRT Performance Pages features
Safety and practical guidance for track use
Understanding what your Performance Pages data actually tells you
Troubleshooting common Performance Pages issues
How Performance Pages compares to other performance tracking systems
How dealership service teams fit into getting the most from your SRT data
Getting more from your SRT-capable Dodge
FAQ
Sources

What the Performance Pages show: Home, Timers, Gauges, G-Force, and Dyno

Performance Pages organize data into five core screens, and understanding each one helps you know what you’re looking at before you start recording runs.

The Home screen lets you customize four widget slots, top-left, top-right, bottom-left, and bottom-right, so you can pin the readouts you check most often, whether that’s boost pressure or your last quarter-mile time.

The official Uconnect SRT Performance documentation confirms the main sections work like this:

Timers track acceleration and braking, sorted into Recent, Last, and Best tickets, with common splits like 0 to 60, the eighth mile, the quarter mile, and brake distance.
Gauges cover oil temperature, coolant temperature, boost, air-fuel ratio, and transmission oil temperature on equipped models, with a Gauge Detail View showing roughly two minutes of history.
G-Force shows front, right, left, and rear peak values plus a friction circle plotting instantaneous and historical points during cornering and braking.
Engine and Dyno pages graph instantaneous horsepower and torque, filling in as you drive so you can compare runs side by side.

Peak G-force values don’t reset on their own. According to Dodge’s 2023 Challenger owner manual, those numbers persist through ignition cycles until you clear them manually from the instrument cluster, which matters if you’re trying to isolate a single session’s results from a previous drive.

How to access and navigate SRT Performance Pages in Uconnect

Getting into Performance Pages takes just a few taps, though the exact path varies slightly by model year and trim.

From the home screen, tap Apps, then select Performance Pages from the list.
On SRT-equipped models, you can also press the Drive Modes button or the dedicated SRT button on the console, then navigate to the SRT tab.
Some vehicles route through an Information Apps or SRT & Apps menu instead, so check both if Performance Pages isn’t immediately visible.
Once inside, swipe or tap the tab bar to move between Home, Timers, Gauges, G-Force, and Dyno.
Tap any widget tile to change what it displays, tap the camera icon to capture a screenshot, and use the Save control to export a run.

The owner manual documentation also notes that some trims use a Selec-Track switch as an alternate entry point into Drive Modes, which can lead you back into Performance Pages from a different menu layer.

Pro Tip: Turn on Historical Data in your Home settings before you start a session. It stamps every screenshot with your VIN, GPS location, and odometer reading, which turns a simple photo into a useful record later.

Timers and saving or downloading your run data

Every timed run gets sorted into three buckets: Recent shows your latest attempt, Last shows the one before it, and Best holds your fastest result for that session or timer type.

Saved tickets don’t pile up forever. The SRT Performance documentation describes a storage limit, and once you hit it, saving a new run overwrites your oldest one automatically.

A documented feature worth knowing: according to the same SRT Performance Pages guide, you can export data three ways, USB drive, SD card, or a web upload through SRT Performance Pages Plus, though the web option requires an active Mopar Owner Connect account.

Plug in a properly formatted USB drive before your session starts so the Save button isn’t grayed out when you need it.
Screenshots captured with Historical Data enabled carry metadata including VIN, timestamp, GPS coordinates, odometer, and outside temperature.
If Save stays unavailable, try a different USB drive, since some formats or partition types aren’t recognized by the head unit.
SD card slots, where equipped, work as a secondary storage option if your USB port is already in use for something else.

Gauges, dyno, and G-force: reading and using the data

Raw numbers only help if you know what they’re telling you between runs.

Rising oil or coolant temperature across back-to-back passes often signals heat soak, a common issue on hot days or short cooldown intervals between runs.
A boost gauge that trends lower on your third pass than your first can point to intercooler heat buildup rather than a mechanical problem.
Dyno graphs that show a sudden dip in power partway through the curve, especially if it repeats across multiple runs, are worth mentioning to a service technician rather than dismissing as a one-off.
The G-force friction circle is useful for reviewing braking and cornering consistency, since a lopsided pattern can suggest uneven tire wear or a brake bias issue.

Factory telemetry is genuinely useful for spotting trends, but it samples less frequently and with less precision than a dedicated aftermarket data logger. Treat Performance Pages as a trend-spotting tool you check between runs, not a lab-grade instrument for fine-tuning.

Race options and Race Cooldown: how they work and when to expect them

The Race Options menu bundles several features aimed at consistent, repeatable runs rather than daily driving.

Launch Control helps manage wheel slip off the line for a more consistent start.
Line Lock holds the front brakes while leaving the rear wheels free, useful for warming up tires before a run.
Shift Light and Chiller, where equipped, support shift timing and charge-air cooling respectively.
Race Cooldown keeps cooling fans and low-temperature circuit pumps running after you shut the engine off, lowering supercharger and charge-air cooler temperatures.

Race Cooldown first appeared on the 2018 Challenger SRT Demon, and became standard on the Charger SRT Hellcat the following year, and it’s particularly valuable on supercharged engines where heat soak between passes can cost you power. Activate it through the Race Options menu before shutting down, and give it the recommended time to run before disconnecting the battery or leaving the vehicle unattended for long periods.

Which vehicles and trims include full SRT Performance Pages features

Not every Dodge with a touchscreen gets the full Performance Pages suite, and the gap between trims is larger than most owners expect.

According to Dodge’s owner documentation, these features are tied to factory hardware and option codes rather than a software toggle you can switch on.

Supercharged 6.2L engines typically unlock the fullest set of Race Options, including Race Cooldown.
Drag-pack hardware, like 1320 package components, often pairs with extended timer and launch features.
Adaptive suspension or active steering options can add related tuning pages depending on the model.
Naturally aspirated 6.4L vehicles frequently use a simpler Performance Control page instead of the full SRT Drive Modes suite.

Third-party tools that claim to unlock SRT pages on unsupported hardware carry real risk. The same documentation cautions that forcing these features through unauthorized software can jeopardize warranty coverage and destabilize Uconnect itself.

Pro Tip: If you’re shopping for an SRT-capable model, checking the build sheet against your VIN at the dealership is far more reliable than guessing from trim badges alone.

Safety and practical guidance for track use

Performance Pages are built for measuring runs in a controlled setting, not for chasing numbers on public roads.

Dodge’s owner manuals are consistent on this point: this guidance appears across multiple model-year documents, which state that these measurement tools are intended for off-highway or controlled environments and should never be used to test performance limits on public streets.

Before any track session, run through the basics: check tire pressure and condition, top off fluids, confirm your brakes are bedded in, and buckle every occupant. Consider professional pre-track prep and detailing services like those at Dakota Marine & Motorsport in Lakeville, MN to keep your car in top condition. Wear a helmet where your track requires one. And don’t read too much into a single run. Temperature, surface grip, and even a slightly different launch can shift your numbers more than any mechanical change would.

Understanding what your Performance Pages data actually tells you

A single quarter-mile time or peak G-force number means very little on its own. The value comes from comparing runs under similar conditions.

Look at trends across a session rather than isolated numbers. If your 60-foot times are creeping up across five runs while ambient temperature climbs, that’s tire heat and track grip talking, not your car losing power. If your dyno graph’s torque curve shape stays consistent but the peak number drops a little each pass, that’s consistent with heat buildup rather than a mechanical fault.

Cross-reference gauges with your timer results. A quarter-mile run paired with an oil temperature spike tells a different story than the same time posted with normal temperatures, even though the stopwatch result looks identical. Similarly, G-force friction circle data is most useful when you compare several laps or passes rather than judging a single pull.

Keep your comparison baseline consistent. Compare runs on the same tires, similar fuel levels, and similar ambient conditions whenever possible, since Performance Pages doesn’t automatically normalize for any of that. The data is accurate for what it measures in the moment, but interpreting it well means accounting for everything happening around that measurement, not just the number on the screen.

Troubleshooting common Performance Pages issues

Most Performance Pages problems trace back to a handful of repeat causes rather than a deeper system fault.

If timers doesn’t start, confirm the vehicle is stationary first. Several timer types require you to be at 0 mph before the system arms itself, and a slow roll can prevent that from registering. If the Save button is grayed out, the most common cause is a missing or incompatible USB drive. Try a different drive formatted to a standard file system, and confirm it’s seated fully in the port.

If gauges show no data or freeze, a quick cycle of the infotainment system often resolves it, since this usually reflects a display refresh issue rather than a sensor fault. Persistent gauge errors, especially ones tied to oil pressure or coolant temperature, are worth having checked by a technician rather than ignored, since those sensors also feed other vehicle systems. If G-force or dyno pages appear blank on a vehicle that should support them, double-check that you’re not on a trim where that specific page isn’t included in the factory build, since a missing widget is sometimes a hardware gap rather than a glitch.

How Performance Pages compares to other performance tracking systems

Smartphone apps and standalone data loggers both compete for the same job Performance Pages does, with different tradeoffs.

Phone-based performance apps are flexible and easy to update, but they rely on your phone’s GPS and accelerometer rather than data pulled directly from the vehicle’s own sensors, which can make their timer results less consistent run to run. Dedicated aftermarket data loggers sample at a higher rate and often track more parameters, which suits serious track days, but they cost more, require installation, and add another system to maintain.

Performance Pages sits in the middle. It pulls directly from factory sensors, so your gauge and dyno readings reflect what the vehicle’s own computer is seeing, and it requires no extra hardware or subscription for the base functions. The tradeoff is that it’s bound to whatever hardware your specific trim came with, and you can’t add sensors or expand its parameter list the way you could with a standalone logger. For most owners checking trends and comparing runs, that built-in access is more convenient than it sounds.

How dealership service teams fit into getting the most from your SRT data

The questions we hear most from SRT owners aren’t about the touchscreen itself, they’re about what the numbers mean. Why did boost drop on pass three? Why is coolant temp climbing faster than last season? Our service team checks the sensors, cooling components, and Uconnect software behind those readings every day, so a saved run or a screenshot from your Performance Pages app gives us a real starting point instead of a guess.

If you want a second opinion on what your data is showing, book a visit through our service department or ask us to confirm your exact factory equipment with a VIN check.

— michael

Getting more from your SRT-capable Dodge

If your Performance Pages screen is showing warning signs, a climbing oil temperature, inconsistent boost, or a dyno curve that looks off, our service center can check the sensors and cooling components behind those numbers rather than leaving you to guess.

Shopping for a car that already has the full SRT suite built in takes the guesswork out of matching features to hardware. We can help you find the right fit and walk through available options along the way.

Browse our new vehicle inventory for SRT-capable models currently in stock.
Check genuine Mopar parts and accessories for cooling system and sensor components.
Apply for vehicle financing or get a trade-in value before you visit.

Bring your saved run tickets or screenshots with you to your appointment. They give our technicians a faster, more accurate starting point than a description alone.

FAQ

What’s faster, a 392 or Scat Pack?

Scat Pack refers to the 6.4-liter naturally aspirated engine option available on some Dodge models, so performance is comparable between them when configured similarly. Actual results depend more on transmission choice, gearing, and tires than on the name badge itself.

Which Dodge Charger model years should I be cautious about?

Specific model-year reliability concerns vary and are best confirmed through a vehicle history report and a pre-purchase inspection rather than general reputation. Checking the build sheet and service history for any used Charger gives you a clearer picture than relying on broad year-based assumptions.

How do I get SRT Performance Pages on a Dodge R/T?

R/T models typically use a simpler Performance Control page rather than the full SRT Drive Modes suite, since full Performance Pages features are tied to specific hardware and option codes. Third-party tools claiming to force-enable these pages on unsupported trims risk your warranty and Uconnect stability, so confirming your actual equipment through your VIN is the safer route.

Is SRT faster than a Hellcat?

Hellcat is itself an SRT-badged trim, so the comparison usually means a Hellcat versus other naturally aspirated SRT variants like the Scat Pack. The supercharged Hellcat engine produces more power than naturally aspirated SRT options, which generally translates to quicker acceleration numbers on the same track and conditions.