The Dodge Viper, Part 5

Viper Competition Coupe
As of 2003, a special, non-street legal Viper SRT-10 Competition Coupe is available from Dodge for race car drivers, picking up where the GTS-R racing variant left off. The power and torque ratings have been improved, but the vehicle has been stripped of anything not essential for racing, such as the interior body panels, instrumentation, air conditioning, and stereo system which lightened the car by 380 lb (170 kg). The "CompCoupe" 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 as, essentially, a very expensive race car component. Pricing is approximately US$139,000. The Viper Competition Coupe sees action in the highly competitive SCCA Speed GT World Challenge.

In 2004 Samuel Hubinette used a Competition Coupe with a modified rear axle for the Formula D, in which he won the title before the car was barred by the end of the season (due to the fact 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 will race in Europe fulltime for the first time, joining the new FIA GT3 Cup with the Italian team Racing Box.

The Dodge Viper, Part 4

Viper GTS-R
Using such production engine components as the block, cylinder heads, and crankshaft, Team Viper engineers were able to extract up to 750 hp from the normally 450 hp 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, losing much of the Roadcar's heavy tubular steel and fibreglass structure in favour of lightweight carbon fibre components.

The car made its competition debut in the 24 Hours of Daytona with Canaska Racing in 1996, then the 24 Hours of Le Mans, when a GTS-R finished tenth overall in its very first run for glory. The next year, Team Viper (who now switched services to Oreca) switched to the GT2 class and proceeded to dominate, winning five titles in the FIA GT Championship between 1997 and 2002. Oreca switched to the prototype class in 2000, but customer Vipers continued to be the most competitive in the series.

In 1998, Team Viper returned to Le Mans to set new track records in practice. When the checkered flag dropped on the 24th hour of the longest day in racing, Viper GTS–R racers finished first and second in their class to become the first American car to win at Le Mans in three decades, and the first–ever production–based American car to grace the winner's circle.

In addition to the race cars, Chrysler built 100 street-legal 1998 GT2 Championship Edition Vipers, which were rated at 460 hp (343 kW) and 500 ft·lbf (67 N·m) of torque. Named after the GT2 categories it competed in, it was aesthetically similar to the GTS-R with its paint job, aerodynamics package, and visual options in order to publicize the Viper's achievement in the FIA and Le Mans. Also in 2005 LeMans Series season two Viper GTS-R cars were entered by the privateer team Paul Belmondo Racing.

The Dodge Viper, Part 3

The Dodge Viper underwent a major redesign in 2003, courtesy of DaimlerChrysler's Street and Racing Technology (SRT) group. The new Viper SRT-10 was heavily restyled with sharp, angled bodywork. The engine was enlarged to 8.3 L which, with other upgrades, combined to increased output to 505 hp (375 kW) and 525 ft·lbf (711 N·m) of torque. The chassis was also improved. It became more rigid and weighed approximately 80 lbs less than the previous model. The cornering was exceptional, rivaling or surpassing many other supercars from Ferrari and Porsche. An even better chassis and engine were planned for the car, but Chrysler feared that the Viper's price would reach $100,000. Even if that were the case, the Viper's price would still undercut its rivals significantly. 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 saw their MSRP price rise by roughly $3000. 200 Mambas were produced.

The new Viper SRT-10 Coupe (no longer called the GTS) was introduced in 2005 at the Detroit Auto Show as a 2006 model. It shares many of its body panels with the convertible but takes its side and rear styling cues from the Competition Coupe (see below). The new coupe looks much like the previous Viper GTS and retains the "double-bubble" roof shape of the original, along with the original GTS's taillights as well offering the original Viper Blue paint scheme with white stripes (referred to as GTS Blue) for an added homage to the original Viper coupe. The engine was also certified by the SAE to produce 510 hp and 535 lb/ft of torque. It is important to note that the engine makes the same power as before, only the numerical value of the power was changed. Unlike the original coupe, the chassis was not modified. This made the new coupe heavier than the convertible, and thus slightly slower in low speed acceleration. Handling and high speed performance were improved by the coupe's stiffer frame, reduced drag, and increased downforce.

It has been confirmed officially that the 2008 Viper will get a 90hp bump up to 600hp and a 25lbft torque bump up to 560lb-ft from a displacement increased up to 8.4 liters (510ci/8354cc), better flowing heads with larger valves and dual throttle bodies. The development of the engine was done with help from McLaren Cars and Ricardo. Changes outside of the powerplant are minimal, but still influential. The T56 transmission has been replaced with the new Tremec TR6060, and a revised shifter has been paired with the new gearbox. Shifts are claimed to be 18% quicker (faster than the Corvette Z06). The Dana M44-4 rear axle from the 2003 model now has a GKNVisco differential that greatly help the tires in getting grip under acceleration. One last performance upgrade was the removal of run-flat tires; the new tires remove most of the minor flaws of the early gen III models and should give the Viper nearly unmatched handling on any circuit. 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, this was done initially to help improve the cars exhaust note, since the first 2 generations of Viper, which had no crossover, were criticised for their lackluster exhaust notes. For 2008, the Viper exhaust will utilize a new exhaust system with no crossover, reducing the heat that enters the cockpit, but still produces an exotic sound.

The third generation Viper has been sold in Europe since 2004, the first model to be sold as a Dodge, as part of Chrysler's new sales strategy for the European market. It's however sold as the "Dodge SRT-10", as the Viper name is a registered trademark in the UK.

Performance:

(2003-2006)

0-60: 3.8 sec.

0-100: 8.36 sec.

quarter mile: 11.7 sec. @ 123 mph

top speed: 196 mph

slalom: 72.4 mph

skidpad average g: 1.05

The Dodge Viper, Part 2

Second generation models increased engine power, improved suspension, and reduced braking distances; the 1996 to 2002 Viper GTS had a 450 bhp (336 kW) engine, which could complete the quarter mile 0.7 seconds faster and increased top speed by 35 km/h (22 mph) or so. A number of third party firms have modified the car to boost performance.

A coupe model, called the GTS, was also introduced in 1996. An interesting feature of the coupe was the "double bubble" roof contours; two small humps to accommodate drivers wearing helmets. Indeed, the Viper's performance has made the vehicle popular for both amateur and professional racers. Vipers can be seen participating often in drag racing, road racing and drifting. The GTS, like its predecessor, was chosen as the pace car for the 1996 Indianapolis 500.

Dodge contracted French racing team Oreca to build a racing version of the Viper known as the GTS-R in the FIA GT Championship's GT2 category, where they won the series in 1997, 1998, 1999, 2001 and 2002 (the last two with Larbre Competition). The car also won its class in the Le Mans 24 Hours from 1998 to 2000 and took overall win at the 24 Hours of Daytona. Dodge would celebrate by releasing a special edition model with the winning car's livery.

In the first six years of production almost 10,000 Vipers were sold. The second generation Vipers were exported to Europe, where they were sold as Chryslers.

The 1999 model was the last Viper that had forged pistons. Subsequent years had lighter-weight, hypereutectic pistons similar to other sports cars, as well as improved exhaust systems. 1999 saw the introduction of the Cognac Connolly package, which saw cars with distinctive Cognac colored interior, special leather and interior trim. Also in 1999, the American Club Racing (ACR) model was introduced. This model featured suspension and engine enhancements focused on maximizing performance in road racing and autocross environments. Horsepower was bumped to 460 bhp in these models. Continuing chassis refinements, ABS braking 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.

Performance (GTS):

0-60: 4.0 sec.

0-100: 8.6 sec.

quarter mile: 12.2 sec @ 118 mph / 2000 RT/10 ran 11.98 in magazine test)

top speed: 190+ mph

slalom: 71.3 mph

skidpad average g: .98

The Dodge Viper, Part 1

The Dodge Viper is the most powerful production car made by Dodge. Production of the two seat sports car, the Dodge Viper, began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995.

The Viper was conceived as a modern take on the classic American muscle car. While there are some who insist that the iconic AC Cobra was a source of inspiration, the final version of the Viper was far too large and heavy to seriously claim any direct lineage with the compact and lightweight vehicle. Most saw claims to kinship with the Cobra as a marketing exercise, although Carroll Shelby was involved in the initial design of the Viper.

The Viper was initially conceived in late 1987 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. The car appeared as a concept at the North American International Auto Show in 1989, and public reaction was so enthusiastic, that chief engineer Roy Sjeoberg was directed to develop it as a production car.

Sjoberg selected 85 engineers to be "Team Viper", with development beginning in March 1989. The team asked then-Chrysler subsidiary Lamborghini to cast some prototype aluminum blocks based on their V10 truck engine 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 preproduction car as the Indianapolis 500 pace car. In November 1991, the car was released to reviewers with first shipments beginning in January 1992.

The first prototype was tested in December 1989. It first debuted in 1991 with three pre-production models as the pace car for the Indianapolis 500 when Dodge was forced to substitute it in place of the Stealth, and went on sale in January 1992 as the soft roofed RT/10 Roadster.

The centerpiece of the car was its engine, with the car claimed as being built around it instead of the driver, boasting very few comforts, which did not even include door handles. Originally designed as a truck engine and based on the Chrysler LA engine, then a division of the Chrysler Corporation, revamped Dodge's cast-iron block V10 for the Viper by recasting the block and head in aluminum alloy, and giving the engine a significant power boost. Some within Lamborghini felt the pushrod two-valve design, while adequate for the truck application for which the engine was originally created, was unsuitable for a performance car and suggested a more comprehensive redesign which would have included four valves per cylinder. However, Chrysler was uncertain about the Viper's production costs and sales potential and so declined to provide the budget for the modification.

The engine produced 400 hp (298 kW) at 4600 rpm and 450 ft·lbf (610 N·m) of torque at 3600 rpm, and thanks to the long-gearing allowed by the torquey engine, provided surprising fuel economy at a claimed 21 mpg US (11.2 L/100 km) if driven sedately. The body was a tubular steel frame with resin transfer molding (RTM) fiberglass panels. Typical of American performance car design, it had a front-mounted engine driving the rear wheels; it was also heavy with a curb weight of 3,280 lb (1,488 kg) and lacked many 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 in 12.9 seconds and had a maximum speed of 164 mph (264 km/h).

Suspension on the first-gen Viper was equally frugal, with many front-end pieces coming directly from the Dakota pickup truck.

Performance:

0-60: 4.6 sec.

0-100: 9.2 sec.

quarter mile: 12.5 sec. @ 112 mph

top speed: 180+ (confirmed by Road and Track magazine / 1992)

700 ft slalom: over 65 mph

skidpad average g: .96

http://en.wikipedia.org/wiki/Dodge_Viper