Dodge viper srt10 Roadster price, specs and more. Find performance data and specifications for the engine and brakes or find the top speed of the
The Viper was conceived as a historical take on the classic American sports car. The iconic AC Cobra was a source of inspiration, and the final version of the Viper bears this out with its powerful engine, minimalist straightforward design, muscular and aggressive styling, and high performances. Some saw claims to kinship with the Cobra as a marketing exercise, ignoring that Carroll Shelby was heavily involved in the initial design of the Viper, and subsequent design of the Viper GTS coupe. Notably, the later (1996 through 2002) Viper GTS coupe took a few design cues from the Pete Brock designed Shelby Cobra Daytona Coupe. Though the proportions seem similar at first glance, the designs are quite unique. Carroll Shelby was key in the development of the RT/10 as well as having a hand in the development of the GTS (Viper Coupe) model.
The Viper was initially conceived in late 1988 at Chrysler's Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. Produced in sheet metal by Metalcrafters,[4] the car appeared as a concept at the North American International Auto Show in 1989. Public reaction was so enthusiastic, that chief engineer Roy Sjoberg was directed to develop it as a standard production vehicle.
Sjoberg selected 85 engineers to be "Team Viper," with development beginning in March 1989. The team asked the then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on Dodge's V10 truck engine[citation needed] for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10, which the production car was meant to use, was ready in February 1990.
Official approval from Chrysler chairman Lee Iacocca came in May 1990. One year later, Carroll Shelby piloted a pre-production car as the pace vehicle in the Indianapolis 500 race. In November 1991, the car was released to reviewers with first retail shipments beginning in January 1992.
The first prototype was tested in January 1989. It debuted in 1991 with two pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Japanese-built Stealth because of complaints from the United Auto Workers, and went on sale in January 1992 as the RT/10 Roadster.
The centerpiece of the car was its engine. It was based on the Chrysler LA design, which was a truck engine. The original configuration made it too heavy for sports car use, so Lamborghini, then owned by Chrysler Corporation, revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Chrysler felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.
The engine weighed 711 lb (323 kg) and produced 400 bhp (300 kW) at 4600 rpm and 465 lb·ft (630 N·m) at 3600 rpm, and thanks to the long-gearing allowed by the engine, provided fuel economy at a United States Environmental Protection Agency-rated 12 mpg-US (20 L/100 km; 14 mpg-imp) city and 20 mpg-US (12 L/100 km; 24 mpg-imp) highway.[5] The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Some small bits of the suspension, (tie-rod ends and parts of the front wheel hubs) following the manufacturer's "engine first" mantra, were sourced from the Dodge Dakota pickup. It had a curb weight of 3,284 lb (1,490 kg) and lacked all modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as "the world's biggest Fat Boy Harley", and likened driving it to "playing ping pong with a Louisville Slugger baseball bat." Despite this, in straight line performance, it completed a quarter mile (402 m) in 12.6 seconds and had a maximum speed of over 180 mph (290 km/h). Its large tires allowed the car to average close to 1 lateral g in corners, placing it among the elite cars of its day. However, the car proved tricky to drive at high speeds, particularly for the unskilled.
The car was spartan, although it featured inflatable lumbar support and adjustable seats. Along with the absence of exterior door handles, the vehicle lacked side windows and a roof. Although a soft top cover was available, it was designed primarily for indoor vehicle storage. Side curtains of fabric and clear plastic operated by zippers could be inserted into the door and hand-bolted when needed. All of these decisions were made to reduce weight. The battery is located in the sealed compartment over the rear wheel well to increase rear-end weight and traction. The car shipped with a tonneau cover and video tape on soft-top assembly (the soft top is removable and folds to fit in the trunk). In 1994 A/C was added as an option.
A coupe model called the GTS was introduced in 1996. Dubbed "double bubble", the roof featured slightly raised sections above each seat to accommodate usage of helmets, a throwback to its intended purpose. Vipers can be seen participating often in drag racing and road racing. The GTS, like its predecessor, was chosen as the pace car for the 1996 Indianapolis 500.
Despite its similar outward appearance, the car was distinct enough to be considered a new generation model.[citation needed] Extensive modifications included a reworked engine with higher power and less weight, an almost completely redesigned chassis that was made 60 lb (27 kg) lighter and 25% stiffer in torsional rigidity through meticulous computer analysis, a thoroughly redesigned suspension, and reduced braking distances; the 1996 to 2002 Viper GTS had a lighter (approximately 650 lb (290 kg)) 450 bhp (340 kW) engine, which could complete the quarter mile in 12.3 seconds, 0.3 seconds and 16 mph (26 km/h) faster than its predecessor, and increased top speed by 11 mph (18 km/h) or so. The revised suspension, stiffer chassis, and aerodynamic body raised lateral grip to 0.98 g (9.6 m/s²), although other reports show the 1992 model with 1.0 g. Contemporary tires have improved upon this measure significantly. Slalom runs could often reach or exceed 70 mph (110 km/h). Brakes once again lacked ABS initially, and proved to be the car's weakest point. The brakes hurt the car in numerous comparison tests, such as a 1997 "supercar comparison" by Motor Trend, in which the Viper GTS placed at the top against cars such as the Ferrari 355, Chevrolet Corvette, Porsche 911 Turbo, Acura NSX-T, Mitsubishi 3000GT, and the Toyota Supra in all performance exercises except braking. The car not only placed last, but had considerably longer stopping distances than other vehicles. ABS was introduced further into the production run, though braking performance was not necessarily significantly improved. In a Sports Car International comparison conducted in 2002, the Viper ACR (with ABS) was compared to the 911 GT2 at Thunderhill Raceway Park. Both cars were very capable, and quick around the test track, but the Viper proved more difficult to drive, and the braking system was blamed very specifically for the gap in lap times (approximately GT2: 2 minutes, ACR: 2:04) between the two cars.
Along with the updated performance came the inclusion of some of the "luxuries" the car did without before. Dual front airbags were added to the vehicle's safety equipment list in 1996 on the GTS and 1997 on the RT/10 as mandated by the government. The car was also exported to Europe, where it was rebadged as a Chrysler, and sold under this marque from 1997 to 2003. European models had a detuned version of the Viper V10.
In the first six years of production almost 10,000 Vipers were sold. Minor evolutionary changes including new 18" diameter wheels and tires were introduced in the 1999 model. Subsequent versions featured light-weight hypereutectic pistons and an improved exhaust system, side exhaust having been dropped part way through production year 1996 for the RT/10; all production GTS Viper Coupes had rear exit exhaust. 1999 saw the introduction of the Cognac Connolly leather interior package. Continuing the refinements, ABS was introduced in 2001. In 2002, the end of second generation production was celebrated with the release of 360 commemorative "Final Edition" models. These models were painted red with white stripes, paying tribute to the famous race-winning Oreca cars. The RT/10 was replaced by the SRT-10 in 2003 and the GTS was replaced in 2006 by the SRT-10 Coupe
The Dodge Viper underwent a major redesign in 2003, courtesy of DaimlerChrysler's Street and Racing Technology group. The new Viper SRT-10, which replaced both the GTS and the RT/10 was heavily restyled with sharp, angled bodywork. The engine's displacement was increased to 505 cu in (8.3 L)[8] which, with other upgrades, increased output to 500 bhp (370 kW) and 525 lb·ft (712 N·m). Despite the power increases, engine weight was reduced to about 500 lb (230 kg). The chassis was also improved, becoming more rigid and weighing approximately 80 lb (36 kg) less than the previous model. An even lighter and stronger chassis was planned, but was abandoned because of cost (parts from the planned suspension were used in the Hennessey Viper Venom 1000 Twin Turbo.) The initial model was a convertible. In 2004 Dodge introduced a limited-edition Mamba package; Mamba-edition cars featured black interiors, with red stitching and trim and price increased by about MSRP US$3000. 200 Mambas were produced.
The Viper SRT-10 Coupe was introduced at the 2005 Detroit Auto Show as a 2006 model. It shares many of its body panels with the convertible, but takes its side and rear styling from the Competition Coupe. The coupe looks much like the previous Viper GTS and retains the "double-bubble" roof shape of the original along with the original GTS's tail lights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars like the original Viper coupe. The engine is SAE-certified to produce 510 bhp (380 kW) and 535 lb·ft (725 N·m). Unlike the original coupe, the chassis was not modified. This makes the coupe heavier than the convertible, and thus slightly slower to accelerate. Handling and high-speed performance are improved by the coupe's stiffer frame, reduced drag, and increased downforce.
No 2007 model Vipers were produced; instead, Chrysler extended production of the 2006 model while preparing the updated 2008 model
In 2008, with the introduction of the 510 cu in (8.4 L) V10, the Viper produced 600 bhp (450 kW) at 6000 rpm and 560 lb·ft (760 N·m) at 5100 rpm, and also received better flowing heads with larger valves, Mechadyne cam-in-cam variable valve timing on the exhaust cam lobes, and dual electronic throttle bodies.[8][9] The rev limit could be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The engine was developed with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG; the controller can monitor the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power than the previous unit.
Changes outside of the engine were less extreme. The Tremec T56 transmission was replaced with a new Tremec TR6060 with triple first-gear synchronizers and doubles for higher gears. The Dana M44-4 rear axle from the 2003–2006 model now has a GKN ViscoLok speed-sensing limited-slip differential that greatly helps the tires in getting grip under acceleration. Another performance upgrade was the removal of run-flat tires; the new Michelin Pilot Sport 2 tires increased grip and driver feedback and, along with revised suspension (springs, anti-roll bars, and shock valving), made the Viper more neutral in cornering.
The modifications made to the 2008 model year car were enough for Chrysler to make it distinct from the first SRT-10, and the 2008 model became known as Gen IV,[citation needed] just in time for release with Chevrolet's 638 hp (476 kW) Corvette ZR1. Another notable change is the reworking of the exhaust system; previous third-generation Vipers had their exhaust crossover under the seats which resulted in a large amount of heat going into the cockpit, which was done initially to help improve the car's exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized for their lackluster exhaust notes. The 2008 Viper exhaust utilized a new exhaust system with no crossover, reducing the heat that enters the cockpit.
The electrical system was completely revised for 2008. Changes included a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been combined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher-capacity fuel pump and filtration system.[10]
Car and Driver magazine tested the car, and found a 0-60 mph (97 km/h) time of 3.5 seconds, a 0-100 mph (160 km/h) time of 7.6 seconds, and a quarter-mile time of 11.5 seconds at 126 mph (203 km/h).[11] Dodge's claims for top speed are 197 mph (317 km/h) and 202 mph (325 km/h), for the Roadster and Coupe respectively. Car and Driver also tested the Viper's track performance, and managed a fast sub-3 minute lap time around Virginia International Raceway. The Viper's time, despite hot weather, was faster than the Corvette Z06[disambiguation needed], Ford GT, Nissan GTR, Porsche 911 Turbo, 911 GT3, and 911 GT2, Audi R8, and similar cars. According to Car and Driver and Motor Trend, the car's slightly adjusted suspension setup and new differential gave it cornering ability as sharp as before with better control, feedback, and response.
On November 4, 2009, Dodge Car Brand President and CEO Ralph Gilles had announced that the Viper would end production in the summer of 2010.[12]
On February 10, 2010, Dodge began accepting orders for the Viper SRT10 "Final Edition" models. Only 50 of these units will be produced (20 coupes, 18 roadsters and 12 ACRs). "Final Edition" cars carried the special build code, "AXZ", and were to be the very last of the Viper cars. "Final Edition" Vipers were available in SRT10 Coupe and Convertible configurations.[13]
July 1, 2010 brought about the then-end of production for the Generation 4 Dodge Viper. During an event hosted by Dodge and the Viper Club of America, the final production Gen 4 Viper, which was given a gold finish and accentuated by contrasting orange stripes, rolled off the assembly line and was presented before attendees of the ceremony. Its completion commemorated the end of the production run of the Gen 4 Viper.[14]
Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V-10 engine production was transferred from Mound Road Engine to Conner Avenue Assembly in May 2001.
It was reported that Chrysler had intended to cease production of Dodge Viper in December 2009 and to sell off the Viper brand. Originally, Devon Motor Works was the only bidder, bidding $5.5 million.[32] However, following the Chrysler Group LLC's acquisition of Viper assets,[33] the company announced it was no longer pursuing a sale of the Viper business assets and continuing the production of Dodge Viper SRT10.[34] Nevertheless, Devon Motor Works later unveiled a Dodge Viper-based Devon GTX, as 2010 model.[35] The special-edition Viper, called the Viper ACR-X, was produced to celebrate its last year and was delivered at a Viper Days event at Gingerman Raceway in June 2010. This special model is for track use only and is the spec car for the Dodge Viper Cup, and has an additional 40 horsepower (640 hp (477 kW)).
In 2012 a new Viper or replacement is expected.
Based on the Viper GTS, the GTS-R was launched in late 1995 as an attempt to prove the capabilities of the Viper design worldwide, although the racing programs mostly concentrated on Europe. Using production block, cylinder heads, and crankshaft, Dodge engineers were able to extract up to 750 hp (559 kW) from the normally 450 hp (336 kW) second-generation 8.0 L V10 engine. The chassis was re-engineered from the ground up by British sports manufacturer Reynard Motorsport's Special Projects Division under chief engineer Paul Brown, while Oreca assembled and maintained the racing cars.
The car made its competition debut in the 1996 24 Hours of Daytona with Canaska Racing, followed by Oreca in the BPR Global GT Series. Oreca went on to take most of the success with the Viper, winning the FIA GT Championship three times, 24 Hours of Le Mans class wins three times, and an overall win at the 24 Hours of Daytona in 2000.
Between 1999 and 2002 Zakspeed won the 24 Hours Nürburgring three times, with Viper chassis[46] C15 and C36. In an attempt to outsmart the 2003 24h rules in which the GTS-R was granted special admission as "Chrysler Viper 1.350 kg 90 Liter 2 x 30,8 mm (air restrictors)",[47] Zakspeed entered as Dodge Viper. In pit stops, they filled with more than 90 liters of fuel, were penalized twice and finished fifth on track, with 134 laps. Afterwards, they appealed at DMSB and were disqualified[48] altogether, with "Wertungsausschluss"[49] (exclusion from classification) for the Chrysler Viper. As the rules limited engine capacity to 6200 cc since 2005, Zakspeed converted the engine into a V8[50][51][52] of that size.
Following the end of official factory support for the program in 2001, Vipers were used by privateer teams with much success. Viper GTS-Rs continued to be used competitively into 2007.
As of 2003 a special, non-street legal Viper SRT-10 Competition Coupe was available from Dodge for race car drivers, picking up where the GTS-R racing variant left off. The power and torque ratings were improved, and with the vehicle stripped of anything not essential for racing, such as the interior body panels, carpet, instrumentation, air conditioning, and stereo systems, which lightened the car by 380 lb (170 kg). The Competition Coupe comes equipped with a full roll cage, a racing fuel cell, and other racing-related equipment. It is not sold through dealers and is purchased from Dodge directly with a price of approximately US$155,000. The Viper Competition Coupe is raced predominantly in the U.S. in the Viper Racing League, sanctioned by Viper Days. The Viper Competition Coupe also races in the highly competitive GT class of the SCCA Pro Racing World Challenge. Dan Archer was the 1999 GT driver's champion in a Dodge Viper.
In 2004 Samuel Hubinette teamed up with Mopar and DC Performance in Los Angeles used a Competition Coupe with a modified rear axle for Formula D, in which he won the title before the car was barred by the end of the season (as FD would adopt D1 Grand Prix regulations from the following year, which had already prohibited the car from competing) and was replaced by an SRT-10 the following season.
After a few one-off entries in the Spa 24 Hours, from 2006, the Viper Competition Coupe raced in Europe fulltime for the first time, joining the new FIA GT3 European Championship with the Italian team Racing Box. At the end of the year Oreca announced the development of a package transforming the car to GT2 regulations in national championships.
The Primetime Race Group use a Viper Competition Coupe in the American Le Mans Series in the GT2 class. They began racing in the end of the 2007 American Le Mans Series season. During the 2008 American Le Mans Series season they raced full-time with Hankook Tires. The car's best result was a 5th place in the GT2 class at the 2008 12 Hours of Sebring. The team continued to develop and race the Viper in the 2009 American Le Mans Series season, with Dunlop Tires.
Beware of the highly venomous viper on the roads! Dodge has launched its ever powerful 600HP 2008 Dodge Viper SRT10 Roadster sports car for the brave kids on the road. It is likely to reach the American roads in the summer pausing a survival threat for the other roadster crawlers. Thanks to the engine technology developed by Street and Racing Technology (SRT) Engineering, Chrysler Group, for offering an 8.4-liter aluminum V-10 engine for this sparkling Viper SRT10 in eight different colors.
Aren't you curious to know its capacity of throwing the 'venom' on the roads? SRT engineers beautifully performed their engineering skills by equipping this fast roadster with the best engine possible on the roads by complying with the regulatory measures such as Federal Tier 2, Bin 5, and California's Low Emissions Vehicle (LEV) 2 mandates.
Fast car SRT adopted the racer's formula for the 2008 Dodge Viper SRT10 Roadster - bigger displacement, efficient breathing and higher engine speed. The exceptional performance of the Viper SRT10 sports car, added to its eye-catching appearance, is going to make new records on the roads. Apart from the interior and the exterior, Dodge offers a lot of customizable options to SRT 10 Viper owners who are crazy for cars with a difference.
The exterior of the 2008 Dodge Viper SRT10 will grab the attention of the snake-catchers. The fast car comes in eight different exterior colors including the slippery snake-green, venomous violet and the dangerous red. The color, along with the larger hood scoop, will make this roadster live up to its name. The eight vents provided at the hood provide sufficient airflow from the engine.
The interior of this sports car is no exception to its adventurous journey. The cockpit is fully equipped with all the instruments including the center-mounted tachometer and 220 mph speedometer. Apart from the five different color combinations offered to the interior, other noticeable feature is the bezel finish applied to its instrument panel and the console.
The cylinder heads of Viper SRT 10's engine is equipped with computer numerically controlled (CNC)- shaped combustion chambers, and larger valves with variable valve timing (VVT). VVT helps the valves to operate automatically as per the engine requirements, and thus offers a lot of relaxation time to the engine resulting better efficiency and cleaner surrounding. Another innovation in the engine technology of this sports car is the platinum-tip spark plugs that are used to ignite the fuel mixture in the engine. These plugs are fired by the plug coils placed on the cylinder-head covers.
The advanced safety and security technology adopted in the Viper SRT10 will pump in more enthusiasm in the car lovers to possess this vehicle not only as a racing car, but as a luxury car for everyday use. The safety measures at SRT10 include adjustable pedals, advanced multistage front air bags with occupant classification system, anti-lock brake system, belt-alert, and many more like that.
Behold four machines sitting on the pointy end of a horsepower skyrocket that lifted off sometime in the 1980s and hasn’t hit the chutes yet.
For now, anyone can buy these vehicles by flashing a valid driver’s license and a healthy checkbook. But this may be it. The last act. The apogee right before reentry, when post-peak oil prices and carbon-emissions limits and general economic malaise threaten to make memories out of 500-horsepower cars. Maybe someday you’ll bore grandchildren with tales of Porsche GT2s practically falling out of trees for just $198,875. Is it 1971 all over again? Who knows? Maybe you’ll be telling them from the back seat of their parents’ 700-hp minivan.
These days, the only certainties are that factories still make fast cars, magazines still review them, and the public still buys them. Determined not to shirk our duty, we gathered these sharp darts for some track work and desert road running. They have little in common except being the heaviest ordnance currently sold by their respective brands. We didn’t say our duty was particularly tough.
With the new 638-hp 2009 Chevrolet Corvette ZR1 still months off, the 505-hp Corvette Z06 became the old man in our quartet, new in late ’05 as an ’06. Aluminum-frame trusses, a cast magnesium roof, and carbon-fiber floorboards and front fenders help make it a very special Vette, as does the 505-hp, LS7 7.0-liter dry-sump V-8. Chevy fitted $5545 in convenience and Bose-audio options to our Jetstream Blue Metallic example (the stratospheric paint option runs $750).
The American Club Racer (ACR) badge was first pasted onto Dodge Vipers in 1999, and the mission brief hasn’t changed: Put Viper owners on the track. The newest ACR upholds the legacy with an assortment of name-brand racer bits, including KW Suspensions coil-over shocks with jounce, rebound, and ride-height adjustment; StopTech slotted rotors with Brembo calipers; Michelin Pilot Sport Cup pseudo-slicks (size 295/30— in front!); and a carbon-fiber front splitter and rear wing that produce a claimed thousand pounds of downforce at 150 mph. The single option on our car: a red stripe down the driver’s center line, $1650.
Our third instrumented test of Nissan’s freshly unwrapped GT-R starts here. By now you should be able to quote the relative percentages of steel, cast aluminum, and carbon fiber in the GT-R’s body (roughly 80, 15, and 5, respectively), recite the front-axle torque-split spread in the electronic all-wheel-drive system (10–50 percent), and name the brake-caliper paint supplier (we have no idea). The big option is the $2050 Premium pack, including navigation and an 11-speaker Bose audio boombox. This car has it.
Porsche’s long staircase of models currently tops out at the 911 GT2. Its 3.6-liter boxer-six has 50 more horsepower than the 480-hp all-wheel-drive 911 Turbo, but the GT2 uses two fewer wheels to apply its 505 pound-feet of torque to the pavement. Sounds like a formula for carnage-filled YouTube videos, except that the GT2 has fast-acting traction and stability control, plus launch control. We’ve got $6315 in options here, including $1815 black-painted wheels, $1250 in body-color console and dash trim, and $340 in risqué red seatbelts. Every car would go quicker with red seatbelts.
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Dodge viper srt10
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| Dodge viper srt10 |
Roadster price, specs and more. Find performance data and specifications for the engine and brakes or find the top speed of the Dodge viper srt10
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| Dodge viper srt10 |
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| Dodge viper srt10 |
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| Dodge viper srt10 |
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| Dodge viper srt10 |
The Viper was conceived as a historical take on the classic American sports car. The iconic AC Cobra was a source of inspiration, and the final version of the Viper bears this out with its powerful engine, minimalist straightforward design, muscular and aggressive styling, and high performances. Some saw claims to kinship with the Cobra as a marketing exercise, ignoring that Carroll Shelby was heavily involved in the initial design of the Viper, and subsequent design of the Viper GTS coupe. Notably, the later (1996 through 2002) Viper GTS coupe took a few design cues from the Pete Brock designed Shelby Cobra Daytona Coupe. Though the proportions seem similar at first glance, the designs are quite unique. Carroll Shelby was key in the development of the RT/10 as well as having a hand in the development of the GTS (Viper Coupe) model.
The Viper was initially conceived in late 1988 at Chrysler's Advanced Design Studios. The following February, Chrysler president Bob Lutz suggested to Tom Gale at Chrysler Design that the company should consider producing a modern Cobra, and a clay model was presented to Lutz a few months later. Produced in sheet metal by Metalcrafters,[4] the car appeared as a concept at the North American International Auto Show in 1989. Public reaction was so enthusiastic, that chief engineer Roy Sjoberg was directed to develop it as a standard production vehicle.
Sjoberg selected 85 engineers to be "Team Viper," with development beginning in March 1989. The team asked the then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on Dodge's V10 truck engine[citation needed] for sports car use in May. The production body was completed in the fall, with a chassis prototype running in December. Though a V8 was first used in the test mule, the V10, which the production car was meant to use, was ready in February 1990.
Official approval from Chrysler chairman Lee Iacocca came in May 1990. One year later, Carroll Shelby piloted a pre-production car as the pace vehicle in the Indianapolis 500 race. In November 1991, the car was released to reviewers with first retail shipments beginning in January 1992.
The first prototype was tested in January 1989. It debuted in 1991 with two pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Japanese-built Stealth because of complaints from the United Auto Workers, and went on sale in January 1992 as the RT/10 Roadster.
The centerpiece of the car was its engine. It was based on the Chrysler LA design, which was a truck engine. The original configuration made it too heavy for sports car use, so Lamborghini, then owned by Chrysler Corporation, revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy. Some within Chrysler felt the pushrod two-valve design, while adequate for the truck application, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. Chrysler, however, was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.
The engine weighed 711 lb (323 kg) and produced 400 bhp (300 kW) at 4600 rpm and 465 lb·ft (630 N·m) at 3600 rpm, and thanks to the long-gearing allowed by the engine, provided fuel economy at a United States Environmental Protection Agency-rated 12 mpg-US (20 L/100 km; 14 mpg-imp) city and 20 mpg-US (12 L/100 km; 24 mpg-imp) highway.[5] The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Some small bits of the suspension, (tie-rod ends and parts of the front wheel hubs) following the manufacturer's "engine first" mantra, were sourced from the Dodge Dakota pickup. It had a curb weight of 3,284 lb (1,490 kg) and lacked all modern driver aids such as traction control or anti-lock brakes. Car and Driver magazine referred to this generation as "the world's biggest Fat Boy Harley", and likened driving it to "playing ping pong with a Louisville Slugger baseball bat." Despite this, in straight line performance, it completed a quarter mile (402 m) in 12.6 seconds and had a maximum speed of over 180 mph (290 km/h). Its large tires allowed the car to average close to 1 lateral g in corners, placing it among the elite cars of its day. However, the car proved tricky to drive at high speeds, particularly for the unskilled.
The car was spartan, although it featured inflatable lumbar support and adjustable seats. Along with the absence of exterior door handles, the vehicle lacked side windows and a roof. Although a soft top cover was available, it was designed primarily for indoor vehicle storage. Side curtains of fabric and clear plastic operated by zippers could be inserted into the door and hand-bolted when needed. All of these decisions were made to reduce weight. The battery is located in the sealed compartment over the rear wheel well to increase rear-end weight and traction. The car shipped with a tonneau cover and video tape on soft-top assembly (the soft top is removable and folds to fit in the trunk). In 1994 A/C was added as an option.
A coupe model called the GTS was introduced in 1996. Dubbed "double bubble", the roof featured slightly raised sections above each seat to accommodate usage of helmets, a throwback to its intended purpose. Vipers can be seen participating often in drag racing and road racing. The GTS, like its predecessor, was chosen as the pace car for the 1996 Indianapolis 500.
Despite its similar outward appearance, the car was distinct enough to be considered a new generation model.[citation needed] Extensive modifications included a reworked engine with higher power and less weight, an almost completely redesigned chassis that was made 60 lb (27 kg) lighter and 25% stiffer in torsional rigidity through meticulous computer analysis, a thoroughly redesigned suspension, and reduced braking distances; the 1996 to 2002 Viper GTS had a lighter (approximately 650 lb (290 kg)) 450 bhp (340 kW) engine, which could complete the quarter mile in 12.3 seconds, 0.3 seconds and 16 mph (26 km/h) faster than its predecessor, and increased top speed by 11 mph (18 km/h) or so. The revised suspension, stiffer chassis, and aerodynamic body raised lateral grip to 0.98 g (9.6 m/s²), although other reports show the 1992 model with 1.0 g. Contemporary tires have improved upon this measure significantly. Slalom runs could often reach or exceed 70 mph (110 km/h). Brakes once again lacked ABS initially, and proved to be the car's weakest point. The brakes hurt the car in numerous comparison tests, such as a 1997 "supercar comparison" by Motor Trend, in which the Viper GTS placed at the top against cars such as the Ferrari 355, Chevrolet Corvette, Porsche 911 Turbo, Acura NSX-T, Mitsubishi 3000GT, and the Toyota Supra in all performance exercises except braking. The car not only placed last, but had considerably longer stopping distances than other vehicles. ABS was introduced further into the production run, though braking performance was not necessarily significantly improved. In a Sports Car International comparison conducted in 2002, the Viper ACR (with ABS) was compared to the 911 GT2 at Thunderhill Raceway Park. Both cars were very capable, and quick around the test track, but the Viper proved more difficult to drive, and the braking system was blamed very specifically for the gap in lap times (approximately GT2: 2 minutes, ACR: 2:04) between the two cars.
Along with the updated performance came the inclusion of some of the "luxuries" the car did without before. Dual front airbags were added to the vehicle's safety equipment list in 1996 on the GTS and 1997 on the RT/10 as mandated by the government. The car was also exported to Europe, where it was rebadged as a Chrysler, and sold under this marque from 1997 to 2003. European models had a detuned version of the Viper V10.
In the first six years of production almost 10,000 Vipers were sold. Minor evolutionary changes including new 18" diameter wheels and tires were introduced in the 1999 model. Subsequent versions featured light-weight hypereutectic pistons and an improved exhaust system, side exhaust having been dropped part way through production year 1996 for the RT/10; all production GTS Viper Coupes had rear exit exhaust. 1999 saw the introduction of the Cognac Connolly leather interior package. Continuing the refinements, ABS was introduced in 2001. In 2002, the end of second generation production was celebrated with the release of 360 commemorative "Final Edition" models. These models were painted red with white stripes, paying tribute to the famous race-winning Oreca cars. The RT/10 was replaced by the SRT-10 in 2003 and the GTS was replaced in 2006 by the SRT-10 Coupe
The Dodge Viper underwent a major redesign in 2003, courtesy of DaimlerChrysler's Street and Racing Technology group. The new Viper SRT-10, which replaced both the GTS and the RT/10 was heavily restyled with sharp, angled bodywork. The engine's displacement was increased to 505 cu in (8.3 L)[8] which, with other upgrades, increased output to 500 bhp (370 kW) and 525 lb·ft (712 N·m). Despite the power increases, engine weight was reduced to about 500 lb (230 kg). The chassis was also improved, becoming more rigid and weighing approximately 80 lb (36 kg) less than the previous model. An even lighter and stronger chassis was planned, but was abandoned because of cost (parts from the planned suspension were used in the Hennessey Viper Venom 1000 Twin Turbo.) The initial model was a convertible. In 2004 Dodge introduced a limited-edition Mamba package; Mamba-edition cars featured black interiors, with red stitching and trim and price increased by about MSRP US$3000. 200 Mambas were produced.
The Viper SRT-10 Coupe was introduced at the 2005 Detroit Auto Show as a 2006 model. It shares many of its body panels with the convertible, but takes its side and rear styling from the Competition Coupe. The coupe looks much like the previous Viper GTS and retains the "double-bubble" roof shape of the original along with the original GTS's tail lights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars like the original Viper coupe. The engine is SAE-certified to produce 510 bhp (380 kW) and 535 lb·ft (725 N·m). Unlike the original coupe, the chassis was not modified. This makes the coupe heavier than the convertible, and thus slightly slower to accelerate. Handling and high-speed performance are improved by the coupe's stiffer frame, reduced drag, and increased downforce.
No 2007 model Vipers were produced; instead, Chrysler extended production of the 2006 model while preparing the updated 2008 model
In 2008, with the introduction of the 510 cu in (8.4 L) V10, the Viper produced 600 bhp (450 kW) at 6000 rpm and 560 lb·ft (760 N·m) at 5100 rpm, and also received better flowing heads with larger valves, Mechadyne cam-in-cam variable valve timing on the exhaust cam lobes, and dual electronic throttle bodies.[8][9] The rev limit could be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The engine was developed with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG; the controller can monitor the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power than the previous unit.
Changes outside of the engine were less extreme. The Tremec T56 transmission was replaced with a new Tremec TR6060 with triple first-gear synchronizers and doubles for higher gears. The Dana M44-4 rear axle from the 2003–2006 model now has a GKN ViscoLok speed-sensing limited-slip differential that greatly helps the tires in getting grip under acceleration. Another performance upgrade was the removal of run-flat tires; the new Michelin Pilot Sport 2 tires increased grip and driver feedback and, along with revised suspension (springs, anti-roll bars, and shock valving), made the Viper more neutral in cornering.
The modifications made to the 2008 model year car were enough for Chrysler to make it distinct from the first SRT-10, and the 2008 model became known as Gen IV,[citation needed] just in time for release with Chevrolet's 638 hp (476 kW) Corvette ZR1. Another notable change is the reworking of the exhaust system; previous third-generation Vipers had their exhaust crossover under the seats which resulted in a large amount of heat going into the cockpit, which was done initially to help improve the car's exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized for their lackluster exhaust notes. The 2008 Viper exhaust utilized a new exhaust system with no crossover, reducing the heat that enters the cockpit.
The electrical system was completely revised for 2008. Changes included a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been combined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher-capacity fuel pump and filtration system.[10]
Car and Driver magazine tested the car, and found a 0-60 mph (97 km/h) time of 3.5 seconds, a 0-100 mph (160 km/h) time of 7.6 seconds, and a quarter-mile time of 11.5 seconds at 126 mph (203 km/h).[11] Dodge's claims for top speed are 197 mph (317 km/h) and 202 mph (325 km/h), for the Roadster and Coupe respectively. Car and Driver also tested the Viper's track performance, and managed a fast sub-3 minute lap time around Virginia International Raceway. The Viper's time, despite hot weather, was faster than the Corvette Z06[disambiguation needed], Ford GT, Nissan GTR, Porsche 911 Turbo, 911 GT3, and 911 GT2, Audi R8, and similar cars. According to Car and Driver and Motor Trend, the car's slightly adjusted suspension setup and new differential gave it cornering ability as sharp as before with better control, feedback, and response.
On November 4, 2009, Dodge Car Brand President and CEO Ralph Gilles had announced that the Viper would end production in the summer of 2010.[12]
On February 10, 2010, Dodge began accepting orders for the Viper SRT10 "Final Edition" models. Only 50 of these units will be produced (20 coupes, 18 roadsters and 12 ACRs). "Final Edition" cars carried the special build code, "AXZ", and were to be the very last of the Viper cars. "Final Edition" Vipers were available in SRT10 Coupe and Convertible configurations.[13]
July 1, 2010 brought about the then-end of production for the Generation 4 Dodge Viper. During an event hosted by Dodge and the Viper Club of America, the final production Gen 4 Viper, which was given a gold finish and accentuated by contrasting orange stripes, rolled off the assembly line and was presented before attendees of the ceremony. Its completion commemorated the end of the production run of the Gen 4 Viper.[14]
Dodge Viper production began in May 1992 at the New Mack Assembly Plant and was moved to Conner Avenue in October 1995. Viper V-10 engine production was transferred from Mound Road Engine to Conner Avenue Assembly in May 2001.
It was reported that Chrysler had intended to cease production of Dodge Viper in December 2009 and to sell off the Viper brand. Originally, Devon Motor Works was the only bidder, bidding $5.5 million.[32] However, following the Chrysler Group LLC's acquisition of Viper assets,[33] the company announced it was no longer pursuing a sale of the Viper business assets and continuing the production of Dodge Viper SRT10.[34] Nevertheless, Devon Motor Works later unveiled a Dodge Viper-based Devon GTX, as 2010 model.[35] The special-edition Viper, called the Viper ACR-X, was produced to celebrate its last year and was delivered at a Viper Days event at Gingerman Raceway in June 2010. This special model is for track use only and is the spec car for the Dodge Viper Cup, and has an additional 40 horsepower (640 hp (477 kW)).
In 2012 a new Viper or replacement is expected.
Based on the Viper GTS, the GTS-R was launched in late 1995 as an attempt to prove the capabilities of the Viper design worldwide, although the racing programs mostly concentrated on Europe. Using production block, cylinder heads, and crankshaft, Dodge engineers were able to extract up to 750 hp (559 kW) from the normally 450 hp (336 kW) second-generation 8.0 L V10 engine. The chassis was re-engineered from the ground up by British sports manufacturer Reynard Motorsport's Special Projects Division under chief engineer Paul Brown, while Oreca assembled and maintained the racing cars.
The car made its competition debut in the 1996 24 Hours of Daytona with Canaska Racing, followed by Oreca in the BPR Global GT Series. Oreca went on to take most of the success with the Viper, winning the FIA GT Championship three times, 24 Hours of Le Mans class wins three times, and an overall win at the 24 Hours of Daytona in 2000.
Between 1999 and 2002 Zakspeed won the 24 Hours Nürburgring three times, with Viper chassis[46] C15 and C36. In an attempt to outsmart the 2003 24h rules in which the GTS-R was granted special admission as "Chrysler Viper 1.350 kg 90 Liter 2 x 30,8 mm (air restrictors)",[47] Zakspeed entered as Dodge Viper. In pit stops, they filled with more than 90 liters of fuel, were penalized twice and finished fifth on track, with 134 laps. Afterwards, they appealed at DMSB and were disqualified[48] altogether, with "Wertungsausschluss"[49] (exclusion from classification) for the Chrysler Viper. As the rules limited engine capacity to 6200 cc since 2005, Zakspeed converted the engine into a V8[50][51][52] of that size.
Following the end of official factory support for the program in 2001, Vipers were used by privateer teams with much success. Viper GTS-Rs continued to be used competitively into 2007.
As of 2003 a special, non-street legal Viper SRT-10 Competition Coupe was available from Dodge for race car drivers, picking up where the GTS-R racing variant left off. The power and torque ratings were improved, and with the vehicle stripped of anything not essential for racing, such as the interior body panels, carpet, instrumentation, air conditioning, and stereo systems, which lightened the car by 380 lb (170 kg). The Competition Coupe comes equipped with a full roll cage, a racing fuel cell, and other racing-related equipment. It is not sold through dealers and is purchased from Dodge directly with a price of approximately US$155,000. The Viper Competition Coupe is raced predominantly in the U.S. in the Viper Racing League, sanctioned by Viper Days. The Viper Competition Coupe also races in the highly competitive GT class of the SCCA Pro Racing World Challenge. Dan Archer was the 1999 GT driver's champion in a Dodge Viper.
In 2004 Samuel Hubinette teamed up with Mopar and DC Performance in Los Angeles used a Competition Coupe with a modified rear axle for Formula D, in which he won the title before the car was barred by the end of the season (as FD would adopt D1 Grand Prix regulations from the following year, which had already prohibited the car from competing) and was replaced by an SRT-10 the following season.
After a few one-off entries in the Spa 24 Hours, from 2006, the Viper Competition Coupe raced in Europe fulltime for the first time, joining the new FIA GT3 European Championship with the Italian team Racing Box. At the end of the year Oreca announced the development of a package transforming the car to GT2 regulations in national championships.
The Primetime Race Group use a Viper Competition Coupe in the American Le Mans Series in the GT2 class. They began racing in the end of the 2007 American Le Mans Series season. During the 2008 American Le Mans Series season they raced full-time with Hankook Tires. The car's best result was a 5th place in the GT2 class at the 2008 12 Hours of Sebring. The team continued to develop and race the Viper in the 2009 American Le Mans Series season, with Dunlop Tires.
Beware of the highly venomous viper on the roads! Dodge has launched its ever powerful 600HP 2008 Dodge Viper SRT10 Roadster sports car for the brave kids on the road. It is likely to reach the American roads in the summer pausing a survival threat for the other roadster crawlers. Thanks to the engine technology developed by Street and Racing Technology (SRT) Engineering, Chrysler Group, for offering an 8.4-liter aluminum V-10 engine for this sparkling Viper SRT10 in eight different colors.
Aren't you curious to know its capacity of throwing the 'venom' on the roads? SRT engineers beautifully performed their engineering skills by equipping this fast roadster with the best engine possible on the roads by complying with the regulatory measures such as Federal Tier 2, Bin 5, and California's Low Emissions Vehicle (LEV) 2 mandates.
Fast car SRT adopted the racer's formula for the 2008 Dodge Viper SRT10 Roadster - bigger displacement, efficient breathing and higher engine speed. The exceptional performance of the Viper SRT10 sports car, added to its eye-catching appearance, is going to make new records on the roads. Apart from the interior and the exterior, Dodge offers a lot of customizable options to SRT 10 Viper owners who are crazy for cars with a difference.
The exterior of the 2008 Dodge Viper SRT10 will grab the attention of the snake-catchers. The fast car comes in eight different exterior colors including the slippery snake-green, venomous violet and the dangerous red. The color, along with the larger hood scoop, will make this roadster live up to its name. The eight vents provided at the hood provide sufficient airflow from the engine.
The interior of this sports car is no exception to its adventurous journey. The cockpit is fully equipped with all the instruments including the center-mounted tachometer and 220 mph speedometer. Apart from the five different color combinations offered to the interior, other noticeable feature is the bezel finish applied to its instrument panel and the console.
The cylinder heads of Viper SRT 10's engine is equipped with computer numerically controlled (CNC)- shaped combustion chambers, and larger valves with variable valve timing (VVT). VVT helps the valves to operate automatically as per the engine requirements, and thus offers a lot of relaxation time to the engine resulting better efficiency and cleaner surrounding. Another innovation in the engine technology of this sports car is the platinum-tip spark plugs that are used to ignite the fuel mixture in the engine. These plugs are fired by the plug coils placed on the cylinder-head covers.
The advanced safety and security technology adopted in the Viper SRT10 will pump in more enthusiasm in the car lovers to possess this vehicle not only as a racing car, but as a luxury car for everyday use. The safety measures at SRT10 include adjustable pedals, advanced multistage front air bags with occupant classification system, anti-lock brake system, belt-alert, and many more like that.
Behold four machines sitting on the pointy end of a horsepower skyrocket that lifted off sometime in the 1980s and hasn’t hit the chutes yet.
For now, anyone can buy these vehicles by flashing a valid driver’s license and a healthy checkbook. But this may be it. The last act. The apogee right before reentry, when post-peak oil prices and carbon-emissions limits and general economic malaise threaten to make memories out of 500-horsepower cars. Maybe someday you’ll bore grandchildren with tales of Porsche GT2s practically falling out of trees for just $198,875. Is it 1971 all over again? Who knows? Maybe you’ll be telling them from the back seat of their parents’ 700-hp minivan.
These days, the only certainties are that factories still make fast cars, magazines still review them, and the public still buys them. Determined not to shirk our duty, we gathered these sharp darts for some track work and desert road running. They have little in common except being the heaviest ordnance currently sold by their respective brands. We didn’t say our duty was particularly tough.
With the new 638-hp 2009 Chevrolet Corvette ZR1 still months off, the 505-hp Corvette Z06 became the old man in our quartet, new in late ’05 as an ’06. Aluminum-frame trusses, a cast magnesium roof, and carbon-fiber floorboards and front fenders help make it a very special Vette, as does the 505-hp, LS7 7.0-liter dry-sump V-8. Chevy fitted $5545 in convenience and Bose-audio options to our Jetstream Blue Metallic example (the stratospheric paint option runs $750).
The American Club Racer (ACR) badge was first pasted onto Dodge Vipers in 1999, and the mission brief hasn’t changed: Put Viper owners on the track. The newest ACR upholds the legacy with an assortment of name-brand racer bits, including KW Suspensions coil-over shocks with jounce, rebound, and ride-height adjustment; StopTech slotted rotors with Brembo calipers; Michelin Pilot Sport Cup pseudo-slicks (size 295/30— in front!); and a carbon-fiber front splitter and rear wing that produce a claimed thousand pounds of downforce at 150 mph. The single option on our car: a red stripe down the driver’s center line, $1650.
Our third instrumented test of Nissan’s freshly unwrapped GT-R starts here. By now you should be able to quote the relative percentages of steel, cast aluminum, and carbon fiber in the GT-R’s body (roughly 80, 15, and 5, respectively), recite the front-axle torque-split spread in the electronic all-wheel-drive system (10–50 percent), and name the brake-caliper paint supplier (we have no idea). The big option is the $2050 Premium pack, including navigation and an 11-speaker Bose audio boombox. This car has it.
Porsche’s long staircase of models currently tops out at the 911 GT2. Its 3.6-liter boxer-six has 50 more horsepower than the 480-hp all-wheel-drive 911 Turbo, but the GT2 uses two fewer wheels to apply its 505 pound-feet of torque to the pavement. Sounds like a formula for carnage-filled YouTube videos, except that the GT2 has fast-acting traction and stability control, plus launch control. We’ve got $6315 in options here, including $1815 black-painted wheels, $1250 in body-color console and dash trim, and $340 in risqué red seatbelts. Every car would go quicker with red seatbelts.
Dodge viper srt10
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