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2005 Dodge Viper 2dr Convertible SRT10
Dodge Viper
The Dodge Viper is a V10-powered sports car made by the Dodge division of Chrysler. Production of the two seat sports car began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995. The car, and numerous variations, has made many appearances in TV shows, video games, movies, and music videos. The replacement for the fourth generation Dodge Viper formed the basis for the Mercedes-Benz SLS AMG, but financial problems forced Chrysler to end production of the current Dodge Viper after 18 years.[1][2]
Development
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. 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 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,[3] 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 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.
First generation RT/10 (1992–1995)
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|
| Production | 1992–1995 |
|---|---|
| Body style(s) | 2-door roadster |
| Engine(s) | 7.998 L (488.1 cu in) V10 400 bhp (298 kW) 465 lb·ft (630 N·m) |
| Transmission(s) | 6-speed manual |
| Wheelbase | 96.2 in (2,440 mm) |
| Length | 175.1 in (4,450 mm) |
| Width | 75.7 in (1,920 mm) |
| Height | 44.0 in (1,120 mm) |
| Curb weight | 3,284 lb (1,490 kg) |
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.[4] 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 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.
[edit] Performance
Dodge Viper first generation
- 0-60 mph (97 km/h): 4.6 sec[5]
- 0-100 mph (160 km/h): 9.2 sec
- quarter mile: 13.1 sec @ 112 mph (180 km/h)[5]
- top speed: 164 mph (264 km/h)
- 700 ft (210 m) slalom: over 66 mph (106 km/h)
- skidpad average g: 0.96
[edit] Second generation, Phase II SR (1996–2002)
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| Production | 1996–2002 |
|---|---|
| Body style(s) | 2-door roadster 2-door coupe |
| Engine(s) | 7.998 L (488.1 cu in) V10 OHV415 bhp (309 kW; 421 PS) (Viper RT/10 1996 – 1997 only) 450 bhp (336 kW; 456 PS) (Viper GTS 1996 – 2002) (Viper RT/10 1998 – 2002) |
| Transmission(s) | 6-speed manual |
| Wheelbase | 96.2 in (2,440 mm) |
| Length | 175.1 in (4,450 mm) (1996-99 RT/10) 176.4 in (4,480 mm) (2000-02 RT/10) 176.7 in (4,490 mm) (GTS) |
| Width | 75.7 in (1,920 mm) |
| Height | 44.0 in (1,120 mm) (RT/10) 47.0 in (1,190 mm) (GTS) |
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 550, Chevrolet Corvette, Porsche 911, and Honda NSX 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.
[edit] Performance (GTS)
Dodge Viper second generation, phase II SR
- 0-60 mph (97 km/h): 4.0 sec[6]
- 0-100 mph (160 km/h): 8.6 sec[citation needed]
- quarter mile: 12.2 sec @ 119 mph (192 km/h)[6]
- top speed: 180 mph (290 km/h)[6]
- slalom: 73.6 mph (118.4 km/h)[6]
- skidpad average acceleration: 1.01 g (9.9 m/s²)[6]
[edit] Third generation ZB (2003–2006)
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|
| Also called | Dodge SRT-10 (UK) |
|---|---|
| Production | 2003–2006 |
| Body style(s) | 2-door roadster 2-door coupe |
| Engine(s) | 505 cu in (8.3 L)[7] V10 500 hp (370 kW) @ 5600 rpm 525 lb·ft (712 N·m) @ 4200 rpm (SRT-10 Roadster) 510 hp (380 kW) @ 5600 rpm 535 lb·ft (725 N·m) @ 4200 rpm (SRT-10 Coupe) |
| Transmission(s) | T56 Tremec 6-speed manual |
| Wheelbase | 98.8 in (2,510 mm) |
| Length | 175.6 in (4,460 mm) |
| Width | 75.7 in (1,920 mm) |
| Height | 47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (SRT-10) 48.6 in (1,230 mm) (convertible) |
| Curb weight | 3,380 lb (1,530 kg) |
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)[7] 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 by 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.
[edit] Performance
Dodge Viper third generation (SRT-10 roadster)[7]
- 0-60 mph (97 km/h): 3.9 sec
- 0-100 mph (160 km/h): 8.36 sec
- quarter mile: 11.77 sec @ 123.68 mph (199.04 km/h)
- top speed: 189.5 mph (305.0 km/h)
- slalom: 70.4 mph (113.3 km/h)
- skidpad average acceleration: 1.05 g (10.3 m/s2)
- 100-0: 274 ft (84 m)
Dodge Viper third generation (SRT-10 coupe)
- 0-60 mph (97 km/h): 3.8 sec
- 0-100 mph (160 km/h): 8.36 sec
- quarter mile: 11.77 with stock turbo sec @ 123.68 mph (199.04 km/h)
- top speed: 192.6 mph (310.0 km/h)
- slalom: 70.4 mph (113.3 km/h)
- skidpad average acceleration: 1.05 g (10.3 m/s2)
- 100-0: 274 ft (84 m)
Dodge Viper third generation Chipa Edition Red line[7]
- 0-60 mph (97 km/h): 3.5 sec
- 0-100 mph (160 km/h): 8.1 sec
- quarter mile: 11.54 sec @ 123.68 mph (199.04 km/h)
- top speed: 199 mph (320 km/h)
- slalom: 70.9 mph (114.1 km/h)
- skidpad average acceleration: 1.05 g (10.3 m/s2)
- 100-0: 274 ft (84 m)
[edit] Fourth generation, Phase II ZB (2008–2010)
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| Production | 2008–2010 |
|---|---|
| Body style(s) | 2-door roadster 2-door coupe |
| Engine(s) | 510 cu in (8.4 L)[8] V10 600 bhp (450 kW) @ 6000 rpm 560 lb·ft (760 N·m) @ 5600 rpm |
| Transmission(s) | TR6060 6-speed manual |
| Wheelbase | 98.8 in (2,510 mm) |
| Length | 175.6 in (4,460 mm) |
| Width | 75.7 in (1,920 mm) |
| Height | 47.6 in (1,210 mm) (coupe) 48.6 in (1,230 mm) (SRT-10) 48.6 in (1,230 mm) (convertible) |
| Curb weight | 3,460 lb (1,570 kg) (base) 3,408 lb (1,546 kg) (ACR) |
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.[7][8] 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.[9]
Car and Driver magazine recently 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).[10] 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, 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 announced that the Viper would end production in the summer of 2010. A new car Template:As in 2012 to replace the current Viper, but it is not known if the new car will have the Viper name.[11]
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 will carry the special build code, “AXZ”, and will be the very last of the fourth generation Viper cars. “Final Edition” Vipers will be available in SRT10 Coupe and Convertible configurations. Pricing for this special, limited production offering has not been announced.[12]
July 1, 2010 brought about the end of production for the Dodge Viper. During an event hosted by Dodge and the Viper Club of America, the final production 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 Chrysler’s fastest production automobile.[13]
[edit] Performance (2008 base model)
Dodge Viper fourth generation, phase II
- 0–60 mph (0–97 km/h): 3.5 sec [14]
- 0–100 mph (0–160 km/h): 7.6 sec [14]
- quickest quarter mile: 10.92 sec @ 127.79 mph (205.66 km/h) [15]
- average quarter mile: 11.6 to 11.9 sec.
- top speed: 202 mph (325 km/h)
- slalom: 74.2 mph (119 km/h)+
- skidpad average acceleration: 1.06 g (10.4 m/s²)
- 100–0 mph (160–0 km/h): 270 ft (82 m)
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