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 performance. 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, 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 (19921995)
First Generation Viper RT/10
7.998 L (488.1 cu in) V10
400 bhp (298 kW)
465 lbft (630 Nm)
96.2 in (2,440 mm)
175.1 in (4,450 mm)
75.7 in (1,920 mm)
44.0 in (1,120 mm)
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 lbft (630 Nm) 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. 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.
Dodge Viper first generation
0-60 mph (97 km/h): 4.6 sec
0-100 mph (160 km/h): 9.2 sec
quarter mile: 13.1 sec @ 112 mph (180 km/h)
top speed: 164 mph (264 km/h)
700 ft (210 m) slalom: over 66 mph (106 km/h)
skidpad average g: 0.96
Second generation SR (19962002)
Second Generation Viper RT/10, GTS
7.998 L (488.1 cu in) V10 415 bhp (309 kW) (Viper RT/10 1996 – 1997)
450 bhp (336 kW) (Viper GTS and Viper RT/10 from 1998 – 2002)
96.2 in (2,440 mm)
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)
75.7 in (1,920 mm)
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, road racing and drifting. 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. Extensive modifications such as 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/s), 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 2005 by the SRT-10 Coupe.
Dodge Viper second generation
0-60 mph (97 km/h): 4.0 sec
0-100 mph (160 km/h): 8.6 sec
quarter mile: 12.2 sec @ 119 mph (192 km/h)
top speed: 187 mph (301 km/h)
slalom: 73.6 mph (118.4 km/h)
skidpad average acceleration: 1.01 g (9.9 m/s)
Third generation ZB (2003-2006)
Third Generation Viper SRT-10
Dodge SRT-10 (UK)
505 cu in (8.3 L) V10
500 hp (370 kW) @ 5600 rpm
535 lbft (725 Nm) @ 4200 rpm (SRT-10 Roadster)
510 hp (380 kW) @ 5600 rpm
535 lbft (725 Nm) @ 4200 rpm (SRT-10 Coupe)
T56 Tremec 6-speed manual
98.8 in (2,510 mm)
175.6 in (4,460 mm)
75.7 in (1,920 mm)
47.6 in (1,210 mm) (coupe)
48.6 in (1,230 mm) (SRT-10)
48.6 in (1,230 mm) (convertible)
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 enlarged to 505 cu in (8.3 L) which, with other upgrades, combined to increase output to 500 bhp (370 kW) and 525 lbft (712 Nm). Along with the power increases, weight was reduced into the 500 lb (230 kg) range. The chassis was also improved. It became more rigid and weighed 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 saw their MSRP price rise by roughly 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 taillights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars as an added homage to the original Viper coupe. The engine is SAE certified to produce 510 bhp (380 kW) and 535 lbft (725 Nm). 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 chose to give the 2006 model an extended run while preparing the updated 2008 model.
Dodge Viper third generation (SRT-10 roadster)
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: 190 mph (310 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
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)
Fourth generation ZB (2008resent)
Fourth Generation Viper SRT-10
510 cu in (8.4 L) V10
600 bhp (450 kW) @ 6000 rpm
560 lbft (760 Nm) @ 5600 rpm
TR6060 6-speed manual
98.8 in (2,510 mm)
175.6 in (4,460 mm)
75.7 in (1,920 mm)
47.6 in (1,210 mm) (coupe)
48.6 in (1,230 mm) (SRT-10)
48.6 in (1,230 mm) (convertible)
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 lbft (760 Nm) 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. The rev limit was able to be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The development of the engine was done with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG, the controller is capable of monitoring the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power compared to the previous unit.
Changes outside of the engine were less extreme. The Tremec T56 transmission has been replaced with a new Tremec TR6060 which now has 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 have increased driver feedback as well as grip and, along with revised suspension (springs, anti-roll bars, and shock valving), has 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, 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, this was done initially to help improve the cars exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized 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.
The electrical system has been completely revised for 2008. Changes include a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been intertwined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher capacity fuel pump and filtration system.
Car and Driver recently tested the car and got 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). 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, Porsche 911 Turbo and 911 GT3, Audi R8, and other such 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 even 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 will arrive in 2012 to replace the current Viper, but it is unknown whether the new car will have the Viper name.
On February 10, 2010, Dodge began accepting orders for the Viper SRT10 “Final Edition” models. Only 32 of these units will be produced. “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 released.
Performance (2008 base model)
Dodge Viper fourth generation
060 mph (097 km/h): 3.5 sec
0100 mph (0160 km/h): 7.6 sec
quickest quarter mile: 10.92 sec @ 127.79 mph (205.66 km/h)
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/s)
1000 mph (1600 km/h): 270 ft (82 m)
The second generation Vipers were exported to Europe, where they were sold as Chryslers.
The third generation Viper was being sold in Europe during 2005-2006, the first model to be sold as a Dodge, as part of Chrysler’s new sales strategy for the European market. In the United Kingdom it is referred to as a Viper, but it is actually sold as the Dodge SRT-10, as the Viper name is a registered trademark in the UK. Prodrive currently handles the importation and modification of Vipers to meet European laws. According to 2009 research by internet company Yahoo, the Viper is the second most fuel consuming car on sale in the United Kingdom.
In order to meet FIA homologation requirements as well as to celebrate Chrysler winning the 1997 FIA GT2 class championship, 100 modified Viper GT2 Championship Edition street legal cars were sold. These upgraded GTS cars were rated at 460 hp (343 kW) and 500 lbft (678 Nm) of torque. It featured bodywork 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 GT Championship.
The back of the new Dodge Viper ACR at the 2009 North American International Auto Show.
The American Club Racing (ACR) model was introduced in 1999. This model featured suspension and engine enhancements focused on maximizing performance in road racing and autocross environments. Horsepower was (by way of K&N air filters and smooth intake tubes) bumped to 460 hp (370 kW) in these models, while torque went to 500 lbft (678 Nm). Weight was reduced by over 50 pounds (23 kg) by stripping the interior and removing other non essential items such as the fog lamps. The new stiffer, adjustable suspension removed another 14 pounds (6.4 kg) Along with engine and handling mods, these models are distinguished by an “ACR” badge, along with 20 spoke BBS wheels.
A new ACR was added to the Viper line up after the 2008 model year. Its upgrades are more drastic than the original, including street legal racing tires, two piece brake rotors, adjustable suspension, and significant aerodynamic revision. No engine modifications were made, so figures remain at 600 hp (450 kW) and 560 lbft (760 Nm) as in the base car. The ACR gives an advantage of being street legal. The ACR is similar to the MOPAR Viper that Dodge displayed at various auto shows. Weight is also decreased by as much as 80 lb (36 kg) by way of the “Hardcore Package” which deletes radio, speakers, amplifier, trunk carpet, hood pad and tire inflator. Its aerodynamic upgrades produce 1000 lbf (4.4 kN) of down-force at 150 mph (240 km/h), or roughly 10 times the downforce the base Viper SRT-10 can produce at the same speed. No upgrades were given to the interior except for the addition of a professional beacon-tripped lap timer.
The Viper ACR is built alongside the standard SRT-10 at the Conner Avenue plant in Detroit. The aerodynamic components are produced and assembled to the vehicle by Prefix Corporation located in Rochester Hills, Michigan.
To commemorate the end of the fourth generation Viper and mend the gap from the car’s production end until the release of the new car, Dodge is offering an improved version of the ACR specifically designed to run in the Dodge Viper Cup Series. The new car, dubbed Viper ACR-X, takes the basic ACR and adds 40 hp, a new set of downforce enhancing front canards, and new materials that, along with a stripped interior, reduces weight to 3300 lbs. It is a purpose built race car, and is not street legal. According to Dodge, the car beat the regular record holding ACR around Laguna Seca by about four seconds (1:33.9 to 1:31). Price has only increased by $12,000 US, bringing the total cost to $110,000. Production is slated for the spring of 2010.
Mopar Concept Coupe
“Mopar Concept Coupe” Viper at the 2007 Detroit Auto Show
A prototype 2008 Mopar Viper Coupe, with 675 hp (503 kW), appeared at the 2007 North American International Auto Show. There are currently no plans for production. This concept appears to have been a sneak peek at the Viper ACR. Performance parts from this car are for sale through Mopar.
Main article: Chrysler Firepower
The Chrysler Firepower was a grand touring concept based on the Viper chassis that would have been equipped with the Hemi V-8. The pricing would have targeted a slightly less affluent buyer, or one desiring an automatic transmission.
Main article: Dodge Copperhead
The Dodge Copperhead was a concept car based on the Viper platform that was intended as a cheaper, more nimble car. It was powered by a V6 engine instead of the Viper’s V10. It never reached production. Dodge paid homage to this concept with the limited production Copperhead Edition Dodge Viper. Copperhead Vipers featured a copper colored paint similar to the concept, among with other unique changes.
John Lingenfelter Memorial Trophy
2008 Most Expensive Car for Repair Costs, Bankrate.com
The 25,000th Viper is owned by Kurt Busch and the milestone was commemorated by Bob Nardelli, Chrysler LLC Chairman, in a ceremony at the Conner plant in March 2008.
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 interested of the sale by bidding $5.5 million. However, following the Chrysler Group LLC’s acquisition of Viper assets, the company later announced it was no longer pursuing a sale of the Viper business assets, and continue the production of Dodge Viper SRT10. Nevertheless, Devon Motor Works later unveiled a Dodge Viper-based Devon GTX, as 2010 model.
Following the release of the Viper in 1992, several North American and European teams attempted to race Viper RT/10s. Based on production cars and using an added roof for rigidity, the cars were not able to perform as hoped. Although they were never officially backed by Dodge, they got the company interested in developing a fully-backed race car by time the second generation Viper was under development.
A Dodge Viper GTS-R used by Zakspeed in 2006 24 Hours Nrburgring
Main article: Chrysler Viper GTS-R
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 would mostly concentrate on Europe. Using such production engine components as the 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 would assemble and maintain 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 would go 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 Nrburgring three times, with Viper chassis 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)”, Zakspeed entered as Dodge Viper. In pit stops, they filled in 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 altogether, with “Wertungsausschluss” (exclusion from classification) for the Chrysler Viper. As the rules limited engine capacity to 6200 cc since 2005, Zakspeed converted the engine into an V8 of that size.
Following the end of official factory support for the program in 2001, Vipers have been used by privateer teams with much success. Viper GTS-Rs continued to be used competitively even into 2007.
Viper Competition Coupe
A Viper Competition Coupe competing in the FIA GT3 European Championship
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, along with the vehicle being 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 as, essentially, a very expensive race car component. Pricing is approximately US$140,000. 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 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 will continue to develop and race the viper in the 2009 American Le Mans Series season, now with Dunlop Tires.
Achievements: Viper Motorsports
2008 British GT Championship – won by J. Gornall & J. Barnes
2007 British GT Championship – won by B. Ellis & A. Mortimer
2007 Brazilian GT3 Championship
2007 24 hours of Nurburgring – SP8 Class, won by team Zakspeed
2006 Australian GT Championship – won by Greg Crick
2006 Dutch Supercar Challenge – won by Hans Ambaum
2006 Formula D – Championship – won by Samuel Hubinette
2006 24 hours of Nurburgring – SP8 Class, won by team Zakspeed
2006 Spa 24 Hours G3 – won by team Signa Racing
2005 FFSA GT Championship – won by O. Thevenin & P. Bornhauser
2005 24 hours of Nurburgring – A8 Class, won by P. Zakowski, R. Lechner & S. Bert
2004 SCCA Speed GT – Drivers Championship won by Tommy Archer
2004 FFSA GT Championship – won by P. Bornhauser
2004 Formula D – Championship, won by Samuel Hubinette
2004 Belcar Championship
2004 Italian GT Championship
2004 1000 Miles of Brazil – won by S. Zonca, A Lancellotti & F. Gollin
2003 FFSA GT Championship – won by D. Defourny & P. Goueslard
2003 Belcar Championship – won by Team GLPK
2003 Italian GT Championship – won by Team Racing Box
2003 Swedish GTR Championship – won by Team Tre Q AB
2003 EuroSeries GT Championship – won by Team Michael Martin Racing System
2002 FIA GT Championship GT1 Drivers, won by Christophe Bouchut
2002 FIA GT Championship GT1 Teams, won by Larbre Competition
2002 Belcar Championship – won by Team GLPK
2002 Swedish GTR Championship – won by Team OKA Racing
2002 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, R. Lechner & P. Lamy
2002 Spa 24 Hours – won by C. Bouchut, S. Bourdais, D. Terrien & V. Vosse
2001 FIA GT Championship GT1 Drivers, won by Christophe Bouchut & Jean-Philippe Belloc
2001 FIA GT Championship GT1 Teams, won by Larbre Competition
2001 FFSA GT Championship – won by D. Dupuy & F. Fiat
2001 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, M. Bartels & P. Lamy
2001 Spa 24 Hours – won by C. Bouchut, J.P. Belloc & M. Duez
2001 1000km of Fuji Endurance Race
2001 Belcar Championship – won by Team GLPK
2001 Swedish GTR Championship – won by Team OKA Racing
2000 FFSA GT Championship – won by D. Dupuy & F. Fiat
2000 Grand-Am – GT2 Class Champion
2000 24 Hours of Daytona – Overall victory
2000 American Le Mans Series – Class Champion, Team Oreca
2000 24 Hours of Le Mans – GTS Class 1st and 2nd place, won by team Oreca
1999 FIA GT Championship Drivers, won by Olivier Beretta & Karl Wendlinger
1999 FIA GT Championship Teams, won by Viper Team Oreca
1999 24 Hours of Le Mans – GTS Class 1st, 2nd, 3rd, 4th, 5th and 6th place finishes, won by Team Oreca
1999 American Le Mans Series – Class Champion, Team Oreca
1999 VLN German Championship Series – Won every race of season (10/10), Team Zakspeed
1999 24 hours of Nurburgring – Overall victory, won by Peter Zakowski, H.J. Tiemann, K. Ludwig & M. Duez
1998 FIA GT Championship GT2 Drivers, won by Olivier Beretta & Pedro Lamy
1998 FIA GT Championship GT2 Teams, won by Viper Team Oreca
1998 24 Hours of Le Mans GT2 Class 1st and 2nd , won by Team Oreca, First series production based American car to win at Le Mans
1997 FIA GT Championship GT2 Drivers, won by Justin Bell
1997 FIA GT Championship GT2 Teams, won by Viper Team Oreca
^ “The American Carrozzeria”. http://www.theautochannel.com/vehicles/coll/sci/112metal.html. Retrieved 2009-04-17.
^ Vehicle Table
^ a b A history of the Dodge Viper from concept to current generation
^ a b c d e “1997 Dodge Viper GTS – American Car – Motor Trend Magazine”. Motortrend.com. 1997-05-01. http://www.motortrend.com/roadtests/112_9705_1997_dodge_viper_gts/index.html. Retrieved 2009-11-23.
^ a b c d e “2006 Dodge Viper Specifications” (online). http://www.automobilemag.com/am/2006/dodge/viper/specifications.html. Retrieved 2007-09-25.
^ a b “Dodge Specs & Upgrades [2008 Viper”]. Chrysler. http://www.dodge.com/bridge/vehsuite.html?app=vehiclespecs&family=viper&model=Technical&zipcode=10101&year=2008. Retrieved 2008-05-02.
^ “First Look: 2008 Dodge Viper Coupe and Convertible”. Motor Trend. http://www.motortrend.com/roadtests/exotic/112_0702_2008_dodge_viper/engine.html. Retrieved 2008-06-18.
^ 2008 Dodge Viper SRT10 Coupe and Convertible – Short Take Road Test/American Performance/High Performance/Hot Lists/Reviews/Car and Driver – Car And Driver
^ Ross, Jeffrey N. (2009-11-04). www.autotropolis.com “”Dodge Car Brand CEO Confirms End of Viper Production””. Autotropolis.com. http://www.autotropolis.com/auto-industry-news/dodge-car-brand-ceo-confirms-end-of-dodge-viper-production.html www.autotropolis.com. Retrieved 2009-11-04.
^ a b Mark Gillies (September 2007). “2008 Dodge Viper SRT10 Coupe and Convertible – Short Take Road Test” (online). Car and Driver.com. http://www.caranddriver.com/reviews/hot_lists/high_performance/american_performance/2008_dodge_viper_srt10_coupe_and_convertible_short_take_road_test. Retrieved 2009-02-19.
^ Phillips, Drew (2009-03-25). “One Quick Snake: Stock 2008 Dodge Viper runs 10-second quarter mile”. Autoblog.com. http://www.autoblog.com/2009/03/25/one-fast-snake-stock-2008-dodge-viper-runs-10-second-quarter-mi/. Retrieved 2009-07-17.
^ Dodge SRT-10 | evo Car Reviews | Car Reviews | evo
^ “Drive Smart – Yahoo! Cars UK”. Uk.cars.yahoo.com. http://uk.cars.yahoo.com/drive-smart/articles/article/18/. Retrieved 2009-11-23.
^ special Dodge Vipers – Viper GT2 and ACR
^ Ron Batt (2008-04-28). “04/28/2008 – Prefix Delivers First Viper ACR”. Prefix Corporation. http://www.prefix.com/Announcements/. Retrieved 2008-05-05.
^ Ron Batt (2009-12-10). “Dodge Reveals Viper SRT10 ACR-X Turn-Key Racer; Hits Tracks Next Summer”. http://wot.motortrend.com/6584953/auto-news/dodge-reveals-viper-srt10-acr-x-turn-key-racer-hits-tracks-next-summer/index.html. Retrieved 2009-12-12.
^ “Best 10, Worst 10 Cars for Repair Costs”. Yahoo.com. Bankrate.com. 2008-09-05. http://finance.yahoo.com/family-home/article/105665/Best-10,-Worst-10-Cars-for-Repair-Costs. Retrieved 2008-09-06.
^ “25,000 Vipers Loose on the Streets”. Reuters. 2008-03-12. http://www.reuters.com/article/pressRelease/idUS183994+12-Mar-2008+PRN20080312. Retrieved 2008-07-07.
^ Report: Chrysler’s Viper Brand Attracts Just One Bid of $5.5 Million
^ “Viper sticks with Chrysler”. June 1, 2009. http://www.allpar.com/news/index.php/2009/06/viper-sticks-with-chrysler-kenosha-may-go-to-fiat/. Retrieved June 1, 2009.
^ It ALIVE! Dodge Viper LIVES!
^ Monterey 2009: 2010 Devon GTX
^ “World Sports Racing Prototypes – Viper chassis numbers”. Wsrp.ic.cz. http://wsrp.ic.cz/chassis/chassis_viper.html. Retrieved 2009-04-29.
^ Zakspeed legte Protest ein. Die Zakspeed-Viper (Peter Zakowski, Pedro Lamy und Robert Lechner), als Sieger der beiden vergangenen Jahre einer der Top-Favoriten auf den Gesamtsieg, wurde zweimal wegen eines zu groen Tankvolumens mit Strafen belegt. Die Lokalmatadoren beendeten das Rennen schlielich auf Rang fnf. Das Team legte gegen die Strafen Berufung ein, verlor aber vor dem Berufungsgericht des DMSB und wurde nachtrglich aus der Wertung ausgeschlossenhttp://adac.24h-rennen.de/archiv/2003/chronik-2003.html
Kevin Smith. “Preview Test: Dodge Viper RT/10”. Car and Driver (March 1992): 3843.
“The Closest Thing To Having A Lola Champ Car In Your Garage” duPont Registry (June 2006) pg. 119
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