The Viper has always scared the hell out of me.
My aversion to the famed American sports car has nothing to do with its immensely powerful ten-cylinder engine or its Matchbox-like styling - those attributes are genuinely captivating. Instead, I have found little to like in a vehicle that is brash, coarse, uncivilized and untrustworthy at the limit. Rather than unload a slew of bitter complaints directed at each of its previous four generations, let's just say that the Viper has always represented the automotive equivalent of barbarous mechanical mayhem.
That is, until now.
After a three-year absence, an all-new Viper debuted at the 2012New York Auto Show. No longer under the Dodge umbrella, Chrysler's supercar returned wearing the new performance-orientedSRT (Street and Racing Technology) brand label. Despite its familiar shape and engine configuration, the completely redesigned coupe promised not only more power but better handling, superior craftsmanship, innovative technology and a world-class cabin.
While this may sound as if the automaker's halo two-seater has been tamed after being forced through politically correct manners and etiquette classes, my observation - after spending a couple days with the snake on public roads and at Sonoma Raceway - is that the iconic Viper may be much more refined and less temperamental, but it still has some of the longest and sharpest fangs in the segment.
The original 1992 Dodge Viper RT/10 Roadster was one outrageous street car. Available only in red, each of the 285 copies was fitted with a truck-sourced 8.0-liter V10 engine developing 400 horsepower and 465 pound-feet of torque. While raw performance was impressive at the time (0-60 in 4.6 seconds and a top speed of about 165 mph), the two-seater was about as domesticated as Paleolithic man. It not only lacked a roof, but windows and air conditioning too.
As the rest of the industry was embracing anti-lock brakes (ABS) and electronic stability control (ESC), the Viper seemed to shun anything that would have resulted in even mild domestication.
Four generations of Dodge Viper would eventually be built (through July of 2010), Unfortunately, years of evolutionary changes improved performance but did little to tame its natural callousness – the old Viper was fast, but unfriendly to the uninitiated, uncomfortable on the road and very difficult to drive at the limit. Chrysler finally ceased production of its flagship in July of 2010, with the promise of a new super sports car diligently in the works.
Despite the three-year gap, the 2013 SRT Viper isn't an entirely clean-sheet design. Carried forward from its predecessor is its basic backbone tubular steel space frame, but it has been significantly upgraded with a sturdy-but-lightweight cast magnesium firewall and countless other tweaks including a new aluminum x-brace under the hood (overall, the new platform provides 50-percent more torsional rigidity). Bolted to the frame is a new carbon-fiber clamshell hood, roof and decklid (all are painted, but the woven material is easily viewed when the hood or trunk lids are opened). The door skins, and kick plates, are constructed from lightweight aluminum alloy. All told, the lighter materials have cut about 100 pounds off the weight off the new chassis.
The aggressive styling of the bodywork pays homage to the original Viper GTS Coupe (circa 1996), but is fresh and modern with bi-xenon HID headlamps (LED running lights) and diode-based illumination for the brakes and blinkers. The engineering teams worked very hard to ensure aerodynamics were optimized. The front splitter feeds air to the radiators and front brake ducts while an intake on the B-pillar feeds cool air to the rear brakes. A lift-reducing spoiler is integrated cleanly into the rear decklid. Overall, the drag coefficient is .364, as downforce took priority over sleekness. Interestingly, the '13 Viper coupe is shorter in overall length than the '13 Porsche 911 Carrera (175.7" to 176.8") – I'm guessing a betting man could score quite a few drinks based on that optical illusion.
Mechanically speaking, the Viper's specifications should rouse an automotive enthusiast to the point of giddiness.
Under the long hood is the automaker's famed naturally aspirated 8.4-liter ten-cylinder engine. Even though it lacks four-valve cylinders and direct injection, the updated 90-degree 20-valve sequentially injected all-aluminum engine features sodium-filled exhaust valves, forged aluminum pistons, a forged steel crankshaft and a lightweight composite intake. The wet sump engine has also been engineered with a swinging pickup in the oil pan to ensure lubrication under racing conditions (Pennzoil synthetic is now the factory fill, replacing Mobil 1). Burning premium unleaded gasoline, the V10 is rated at 640 horsepower at 6,200 rpm and 600 pound-feet of torque at 5,000 rpm. (As of today, EPA estimates for fuel economy are not available.)
Mated to the front-mounted engine is a standard six-speed manual gearbox. Compared to its predecessor, the Tremec TR6060 has been improved with closer gear ratios and a shorter final drive (reduced from 3.07 to 3.55). While this arrangement may come at the expense of fuel economy, all of the gears are much more useable and top speed is now reached in sixth. A GKN ViscoLok speed-sensing limited-slip rear differential helps put the power to the pavement while a new short-throw shifter inside the cabin improves shift feel, accuracy and speed.
The suspension is comprised of cast-aluminum unequal-length upper and lower control A-arms, front and rear. Damping is fixed on the standard model, but there are two-mode Bilstein DampTronic shock absorbers on the GTS trim (more details on that in a moment). Both models benefit from engineering upgrades (e.g., the rear toe link has been moved forward of the axle for better tow control and improved stability). The steering is traditional, relying on hydraulic assist for its rack-and-pinion.
Braking is accomplished with 14-inch ventilated iron rotors at all four corners, each clamped by a four-piston monobloc caliper. An optional SRT Track Package upgrades the brake system with identically sized StopTech two-piece slotted rotors (iron friction surfaces with aluminum hats) to reduce unsprung weight and improve cooling under extreme abuse. The ABS system is now four-channel, a marked improvement over its predecessor's three-channel system.
Read more by Michael Harley at Autoblog.com
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