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Unread 2012-04-03, 07:18 PM   #76
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Gorgeous looking car.
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Unread 2012-04-03, 07:24 PM   #77
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Gorgeous looking car.


It's no GTS but it's a good looking car. Will wait for my full judgement when I see it in person.
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Unread 2012-04-03, 09:00 PM   #78
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Never been a fan of the Vipers styling and have to say I am still not that impressed. It is IMO the best they have done but doesn't grab me, not like I would have the money for one now anyways though lol.
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Unread 2012-04-03, 09:21 PM   #79
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I keep checking prices on 2008 models. I think trymyZ on here has his listed online again...
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Unread 2012-04-04, 12:53 AM   #80
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08 is still my favorite
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Unread 2012-04-04, 10:54 AM   #81
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http://www.drivesrt.com/live/
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Unread 2012-04-04, 11:12 AM   #82
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It looks good! Looks like a modern original GTS.
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Unread 2012-04-04, 11:20 AM   #83
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2013 SRT Viper / Viper GTS

Proceed with caution: Talk of refinement follows.







It’s been almost two years since Dodge built a Viper. Production of the last-gen car—which was nearly the last in the “final” sense of the word—ceased in summer of 2010, but it’s again time to give thanks to the gods of internal-combustion barbarism: The new Viper is debuting at the New York auto show. But it’s no longer called a Dodge; now it’s just the SRT Viper.
Since the beginning, the Viper’s big, bad V-10 has received just as much attention as the car itself. The good news: It’s still big and bad. The only-bad-in-this-day-of-the-650-hp,-200-mph-Mustang-GT500 news: You’re going to wish it made at least 10 more horsepower; the total is 640 at 6150 rpm and 600 lb-ft of torque at 4950. (The engine revs to 6400 rpm.) Both figures are increases of 40.
V-10 Vitals
A number of small changes help the 8.4-liter engine both hit those higher figures and drop a few pounds. The trick cam-in-cam variable valve-timing system remains, although the profile of the intake lobes was reworked. Engineers credit this with about 10 of the additional horses. A new composite intake manifold with longer runners replaces the old aluminum piece, dropping seven pounds from the top of the engine and ratcheting power up another 10 horses or so and pumping torque up about 20 lb-ft. An aluminum flywheel cuts 11 pounds, helping revs build faster, and sodium-filled exhaust valves help keep engine temps down as well as saving a pound. In total, the engine is 25 pounds lighter now than its predecessor.




There are other refinements, too. New forged-aluminum Mahle pistons will take the heat of aftermarket power adders better than the old cast pieces, and revisions to the block and the head gaskets help reduce temperatures at the rear cylinders, which have been known to get hotter than the rest of the holes. Port fuel injection remains, as packaging a direct-injection system proved too difficult. After being hand-built at the Conner Avenue assembly plant, every single Viper engine will be dyno tested to verify that it hits the advertised marks.
A six-speed Tremec manual remains the sole transmission choice, keeping the Viper in its position as unofficial Save the Manuals posterbeast. A twin-disc clutch transfers force to a new, closer-ratio gearset that is operated by a shifter with reduced throws, while a shorter final-drive ratio of 3.55:1 (in place of 3:07:1) improves acceleration at all speeds. We’re told that the top speed should be 206, although no car has physically verified that. Yet. With launch control, 0-to-60 sprints should take somewhere in the mid-three-second range, and SRT is claiming quarter-miles in the mid 11s and high 120s. To allow owners to track their progress toward these yardsticks, a data-logging system will report acceleration figures and top speed, as well as lateral g. As mandated by the government for all new vehicles sold from 2012 on, the Viper now has—for the first time ever—stability control. Thankfully, it’s fully defeatable; drivers engage full-off mode by holding the button for five seconds when speed is below 25 mph.
Familiar is OK
While the sheetmetal—a sexy melding of first- and second-gen Viper styling cues—is new, what’s underneath is merely modified. Rumors that Chrysler would switch to the Alfa Romeo 8C’s platform turned out to be untrue, and the car rides on the same steel structure as did the last generation. Its wheelbase is unchanged and the aluminum front suspension is only slightly tweaked, but the front track gets wider and the rear suspension geometry is new. (The rear suspenders are also aluminum.) More important, an underhood X-brace headlines a 50-percent increase in torsional stiffness.




Carbon fiber was used for the hood—again clamshell hinged—roof, and hatch, while the doors and sills are aluminum and the firewall is magnesium. The engine is now slightly offset toward the passenger side, keeping side-to-side weight distribution more balanced with just a driver aboard. Fore/aft spread of the base car’s 3350 or so pounds is an enticing 49.6 percent front, 50.4 rear.
While the Viper has always been a tremendous performer, its interior trimmings have historically been just as brutal as its track prowess. No more. The thin-shell seats come from Sabelt—the same company that makes Ferrari’s chairs—and are covered in cloth, with leather surfaces an option. They will, of course, accept a six-point harness. The cabin is more spacious, too. Those seats sit about an inch farther back and down than they did before, and engineers say they’ve lengthened the cockpit by about 3.5 inches. New hydraulic engine mounts keep vibrations out of the cabin. While we consider these pluses, the masochists among us worry about the appearance of the phrase “new-found manners” in Viper press releases.
Wait Just a Little Bit Longer
When the 2013 Viper goes on sale at the end of the year, it will be offered in two trim levels: base and GTS. The GTS model gets a new, driver-selectable two-mode suspension system, additional Sport and Track settings for the stability control, unique wheel designs, and standard Nappa leather throughout, as well as additional options for interior color. Both trims get Pirelli P Zero rubber measuring 295/30-18 up front and a steamroller-like 355/30-19 in the rear. Buyers will have the choice of polished, black, or matte-black finishes with either wheel design. An available SRT Track package adds ultra-lightweight wheels shod with Pirelli P Zero Corsa soft-compound tires, as well as lightweight two-piece brake rotors from StopTech.




Base price for this hopefully not too civilized Viper jumps up about eight grand over 2010’s levels, just past $100,000. The Viper GTS starts slightly above $120,000. That 10-horses-more-powerful Shelby GT500 might cost barely more than half what a base Viper will, but it doesn’t have a hand-sanded and -buffed paint job. That is the kind of refinement nobody in the Viper community will contest. View Photo Gallery
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Unread 2012-04-04, 11:48 AM   #84
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Video URL: http://www.youtube.com/watch?v=AwKd5W8ouew
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Unread 2012-04-04, 11:49 AM   #85
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So it will be about 3,300 lbs...they only shaved off about 100 lbs. With the added 40hp, it should be quick...not a whole lot quicker, but quick. I am guesstimating, with the launch control, it should be good for very high 10's at around 132-133 mph.

I love the rear end...not too crazy about the front. Impartial to the side/profile look. It definitely looks very European...like a mix of a Ferrari and an Aston...it has lost is buffed look. It is no Gen II GTS, but she will do.

Now, let's see some numbers...
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Unread 2012-04-04, 12:29 PM   #86
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In the mid-1800S, Austrian monk Gregor Mendel proposed that traits passed from parents to offspring followed observable patterns. At the same time, Charles Darwin published his theories on natural selection of advantageous traits and adaptations. Their ideas upended biological science, but while they were pondering pea plants and birds, they may as well have been examining the product development cycle of, say, the 2013 SRT Viper.
More than two decades after its launch, the Viper remains something of an outsider. We've put it up against domestic competition from Chevrolet's Corvette, and against the best of Europe and Asia. But it never seemed to fit quite right in any of those categories. It was too raw and uncompromised, almost to a fault. How, then, does one go about updating such a car for the modern world?

That question was pondered long and hard in the deep, dark recesses of Chrysler headquarters. In the end, it was decided that the Viper had become an icon, and as such, there could be no wholesale redesign of the car. Evolutionary changes were called for, ones that would improve the car's performance, design, and value without losing the elemental incivility that makes the Viper special.
The result is a car that has clearly adapted to its environment, but that still carves its own path. It remains a V-10-powered, rear-drive beast with side-exit exhaust pipes and no automatic transmission option. It's a car that Viper purists can appreciate, but can still appeal to supercar connoisseurs, or so the SRT people hope.








Some adaptations were unavoidable. Stability control is now mandated by law, so for the first time ever, it's standard on the Viper. Anticipating the potential blowback, SRT says its engineers spent nearly as much time developing the stability control system as they did the rest of the car. The goal was to create a system that would help drivers when needed without their noticing. It even does a bit of torque vectoring with the brakes to keep wayward drivers out of ditches. Of course, if you're feeling brave, you can always just turn the system off and try your luck.

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Unread 2012-04-04, 12:30 PM   #87
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The adaptations didn't stop there. The drive-by-wire throttle was retuned for quicker response, while the steering ratio was quickened to remove nearly a full turn lock-to-lock and the track width was increased to its widest ever. The standard dampers were upgraded to Bilstein aluminum-bodied units with coil-over springs, and optional electronically adjustable shocks have been added to the mix. Those springs are significantly stiffer and continue to hold down an all-aluminum suspension that uses upper and lower control arms at all four corners. Each corner also suspends a 14-inch brake disc -- solid or optional two-piece -- with a four-piston Brembo caliper and conservative 19-inch wheels wrapped for the first time in Pirelli tires -- PZeros or optional Corsas -- rather than Michelins.
Providing Herculean forces for the updated suspension to contend with is the familiar 8.4-liter overhead-valve V-10, but it too has adapted. The intake manifold is composite, lowering the engine's weight and center of gravity. Cooling has been improved to even out temperatures across the long block of cylinders. The valves are lighter, and, on the exhaust side, filled with sodium. The rotating assembly is now entirely forged, from the pistons to the connecting rods to the crankshaft. The refinements result in an extra 40 hp and 40 lb-ft of torque, totaling 640 hp and 600 lb-ft of torque. "Truck engine" this ain't.

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Unread 2012-04-04, 12:30 PM   #88
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The engine now revs more freely to its 6200-rpm redline, thanks to a lightweight aluminum flywheel. It continues to turn a Tremec six-speed manual transmission, but the box has been reworked to reduce shift effort and increase accuracy. SRT has also tightened up the gear ratios for better acceleration and swapped out the old 3.55 rear end for a new 3.07 gear set, still with standard limited-slip differential. The result: an extra 5 mph on the top end for an estimated top speed of 206 mph.







All the power in the world, though, does no good without a proper chassis. Determined to prove the Viper could do more than drive in a straight line, SRT took lessons from the track. The frame itself has been lightened by 25 pounds and stiffened up. A massive piece of cast magnesium creates the firewall, perhaps the largest automotive application of the material yet, Chrysler claims. A tubular X-brace crisscrosses the engine, not for show but to improve torsional rigidity on the track. SRT says the chassis is now 50 percent stiffer when it comes time to twist.

SRT also found weight savings in the body. The hood, roof, hatch, and door sills are now carbon fiber. The doors are aluminum, while the fenders and bumpers are reinforced plastic. SRT engineers say they've removed about 100 pounds of weight from the car, despite all the extra bits they've added. That beautifully curvaceous body is functional, too. The drag coefficient is down to 0.36, and every scoop and vent is functional and improves either cooling or aerodynamics.
The biggest extra bit, of course, is the interior. The old Viper's interior was cheap. It was one of the biggest turn-offs for potential cross-shoppers, projecting an image of low quality and poor design. None of that can be said for the new interior. SRT set three goals: materials, craftsmanship, and quality. The leather, the designers say, is of the same quality demanded by Bentley and Lamborghini. The seats are made by Sabelt, the company used by Ferrari, because, upon seeing the first seats SRT came up with, Sergio Marchionne remarked, "What the **** are these Barcaloungers doing in here?" The new seats also have more travel, a boon for taller drivers. The center console and shifter have been lowered an inch for comfort and ease of shifting. Even the air vents are multipiece affairs, made of plastic rather than metal to save weight.
That's not to say the Viper has gone soft on us. SRT will offer two models at launch, the Viper and the Viper GTS. The "base" Viper is aimed at the purists, the no-frills, hard-core fans. It gets a basic black interior, black headlight buckets and brake calipers, polished five-spoke wheels, a body-color rear trim panel, non-adjustable Bilstein shocks, and an old SRT10-style hood with six gaping vents. Chrysler's 8.4-inch touch-screen infotainment system is standard, but now features custom background images matched to the interior color and special SRT functions like engine output displays, extra gauges, g meters, and a lap timer that can save your track results and send them to a website where you can share them with your friends. Also standard is a 7-inch digital display in the center of the gauges that can be reconfigured to show in-car functions, a g meter, lap timers, and, of course, the tach. To top it off, a red Viper logo fades into the center of the tach as you approach redline.







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Unread 2012-04-04, 12:37 PM   #89
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between the weight loss, power additions and change in rear gears (biggest seat of the pants difference IMO) this car will feel damn quick. The rear gear set was always a complaint of the GenIV from the people I talked to.

I feel like the front is too agressive and overpowers the rear, but I'd have to see it in person to really tell.
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Unread 2012-04-04, 12:46 PM   #90
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ADV1 already photoshopped some wheels on it.

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Unread 2012-04-04, 12:49 PM   #91
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I feel like the front is missing something. Like it isnt tall enough or something. It just doesnt look right.
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Unread 2012-04-04, 01:09 PM   #92
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I think I will have to see it in person to made a decision if I like it or not.

The windshield back looks like the Gen 2 GTS, and I'm just not sure if I like that hood or not.

Performance wise....that thing should be a beast!
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Unread 2012-04-04, 01:11 PM   #93
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I like it, doesn't look "American" anymore though.
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Unread 2012-04-04, 01:14 PM   #94
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I like it, doesn't look "American" anymore though.

Odd considering it was designed and will be built 100% in Detroit
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Unread 2012-04-04, 01:17 PM   #95
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Odd considering it was designed and will be built 100% in Detroit
Still doesn't have the "rough and tough" American appearance the original Viper did.

Looks more European to me. My buddy and I agreed it looks like a Ferrari/Corvette/Gen IV Viper mixed up.

I'll have to see it in person to see what I really think, or better pics.
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Unread 2012-04-04, 01:21 PM   #96
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Yeah I can see where some lines changed etc.. I do like some things in the design over others
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Unread 2012-04-04, 01:24 PM   #97
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I am glad and surprised that they stuck with an 18/19 wheel package. Props to them for not going with huge 20" that do absolutely nothing but hender performance (and allow for the massive brakes others are using...LOL)
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Unread 2012-04-04, 01:42 PM   #98
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I need convertible pictures. lil over 100k you say.... HM...
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Unread 2012-04-04, 01:54 PM   #99
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Looks: The more I look at it the more I like it. It’s obviously a modern GTS with some European flair but it’s done well. I don’t like the looks as much as the original GTS but that might be because I own the original GTS.

Power: 640 HP and 600 TQ was lower than most (Including me) expected. I really thought it would be closer to 700 than to 600.

Weight: 100pds less not bad at all especially because the new interior can’t be light.

Interior: AWESOME better than I ever thought a Viper would have. Best improvement over the GEN 4 is the interior.

Nannies: Stability Control we where expecting I got over that. Wasn’t expecting Launch Control and to be honest it really bothers me. A Viper’s launch control should be the owners right foot.

Overall I like it and if I had more $$$ it would be in my garage in 9 months.
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Unread 2012-04-04, 02:45 PM   #100
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