The 2013 SRT Viper from Dodge: the real thing
New: 640 horsepower. 600 foot-pounds of torque. 100 pound weight reduction. Three models: Base, S, Track Pack.
The 2013 Viper was designed in Auburn Hills, by Americans, and will be built in Detroit, “but we did consult with our friends in Ferrari and Maserati,” according to Ralph Gilles, to get their skills in low-volume products, and are using some of their suppliers, e.g. for seats, to give the Viper some more “magic.”
During the “three headed dog” time, as Ralph called it, they almost sold the Viper off; Sergio, though, said, “We don’t sell our own.” He noted that it's an icon, so they respect what the styling is all about. He mentioned the Hot Wheels car (pulling one out of his pocket), and said “As much as it’s been annoying to us, it’s been fun to watch the car being imagined on line.”
The car shows that “we still have a soul at Chrysler.” They did look at some platforms from Italy but decided to stick with what they had; they completely updated the frame (made by Metalsa), brought back the magnesium beam which really does stiffen the platform, an aluminum and used new technology to make it 50% stiffer than the 2010 Viper. The engine is more powerful and still an 8.4 liter V10. There are seven part numbers for wheels, and Pirelli is supplying tires, 355 in the back and 295 in the front, with a unique compound front to back.
The Viper’s always been a place to experiment with technology, and now uses super-formed aluminum on the sills and doors; the body is mostly carbon fiber, and is now 32% lighter (saving 100 lb). The owners demanded a clamshell hood and now has one; composite intake manifold which flows much better; the torque comes on earlier than before, Viper has the highest torque of any naturally aspirated car in the world.
Launch control
To help maximize straight-line performance in track conditions, all SRT Viper models will include launch control (and traction control) as standard equipment.
From any stability-control mode including Full Off, the system can be engaged by a button on the steering wheel while the car is at a stop. Then, mashing the pedal down won’t merely smoke the rear tires; the computer holds the engine at optimal launch rpm and waits for the driver to release the clutch. Launch control then uses engine throttle only to achieve controlled wheelslip, for maximum acceleration through first gear.
Track Pack
Track Pack takes another 57 pounds off for the lightest Viper ever, 3297 pounds, 5.15 lb/hp all together. Using dry weight (3,143 lb), as many competitors do, the Viper is at 4.91 pounds/horsepower.
| Dry hp:weight ratios (SRT numbers) | |
| Bugatti Veyron | 4.10 |
| Ferrari F12 | 4.70 |
| SRT Viper | 4.91 |
| Lamborghini Aventador | 4.96 |
| Corvette ZR1 | 5.01 |
| Porsche 911 Turbo | 6.22 |
For the first time, Viper has cruise control. Two mode adjustable suspension. It has the 7 inch screen, as used on Dart, but heavily customized, and an 8.4 inch flat screen stereo, also customized (the Harman Hardon surround-sound system drives up to 18 speakers through up to 11 channels, using rare-earth magnets and double the power of the old system). The seats allowed a 90 mm increase in interior space. There are many different interiors, truly making it custom.
Ralph Gilles himself drove the Viper onto the stage.
The car is also debuting in the Forza videogame, and Forza was the first company to test drive the Viper; they put together a video, which is the one that was leaked the day before. A real racing Viper was brought in, a silver one, built for the American LeMans team — with four drivers.
Pricing appears to be set at $137,000, according to “kdaviper.” There’s been absolutely no official word.
The standard Viper has a more traditional look, with the black hood vents, and a plainer interior, with fewer features. The Viper GTS has more comfort features and a more refined look. Inside, choices of fabrics and dash covers provide many options — a Fiat trademark borrowed by SRT.
Engineering: 2013 Viper frame and chassis
Nearly every chassis system has been re-engineered to increase performance and shed weight while keeping a near perfect 50/50 weight distribution. For 2013, the Viper has shed more than 100 pounds with numerous chassis refinements including a new spaceframe with high-strength steels; carbon fiber and aluminum body panels; lighter wheels; and a lighter engine.
The 100% boxed frame has enhanced strength and stiffness; it has been re-engineered and is far stiffer.
Russ Ruedisueli, Vehicle Line Executive – SRT Viper, wrote, “Design and engineering development for the SRT Viper extends far beyond the normal cycles of most sports cars. All SRT vehicles including the Viper must pass the rigorous torture of a 24-hour endurance test that simulates racing conditions.”
A new structural X-brace ties the four corners of the engine compartment together; borrowed directly from Viper GTS-R and Competition Coupe race models, the aluminum brace enhances steering response and makes the entire car stiffer. A new aluminum impact beam at the front of the 2013 SRT Viper also contributes to overall mass savings and weight distribution, while increasing crashworthiness. A cast-magnesium, machined front-dash structure stretches across the full width of the car. Greater structural integrity at the suspension pickup points allowed SRT to better tune the damper.
The Viper continues with its front mid-engine layout that has the engine set back fully behind the centerline of the front wheels. The engine also is offset 40 mm to the right, which contributes to more area in the driver foot well for ideal placement of the throttle, brake and clutch pedals. More importantly, the offset helps cross-car weight distribution with the driver, increasing track performance. It might, however, prevent Viper from being made in a right-hand drive configuration for the UK, Japan, Australia, New Zealand, and other RHD markets.
Viper body engineers were able to achieve the provocative body shapes and effectively reduce mass with the use of lightweight materials including composites and super-formed aluminum. The roof, hood and hatch are constructed of high strength carbon fiber while the entire door structure and panels are lightweight aluminum. (By weight, the Viper body is 44% carbon fiber, 27% aluminum, and 22% composites.)
Front and rear suspension
With a front track widened from 61.7 inches to 62.4 inches, the independent front suspension uses cast-aluminum unequal-length upper and lower A arms that reduce unsprung mass and enhance handling and dynamic wheel control. For 2013, the suspension has been thoroughly retuned with new Bilstein® aluminum-body shocks, spring rates and hollow front- and rear-stabilizer bars. The rear suspension includes cast-aluminum, unequal-length, upper and lower A arms, toe-control links and coil springs. Rear track is 61 inches (1,550 mm).
Viper GTS uses new gas-charged, monotube Bilstein Damptronic Select aluminum-bodied shock absorbers with large 46 mm pistons. The new two-mode shocks have street and track settings, selectable through a switch on the console. In street mode, the shocks are designed to provide a compliant ride, while still providing damping levels appropriate for the extreme capabilities of the SRT Viper GTS; race mode goes all out.
Spring rates on the base Viper’s passive-shock package have decreased 5%, while spring rates on the Viper GTS model’s Damptronic package have increased 5%.
Both front- and rear-stabilizer bars are hollow for weight savings and are 27 mm in diameter. The rear suspension has been re-engineered with the relocation of the rear-suspension toe-link, moved from behind the rear-axle centerline to in front of the rear axle. The inner pivot of the link uses a tuned bushing to manage rear-toe compliance with respect to lateral load. Overall, the suspension has been retuned to enhance stability and make it easier to “toss” the Viper into turns.
2013 Viper brakes
Four-piston Brembo brakes with fixed-aluminum calipers with 355 mm x 32 mm vented rotors are used in each position. Pistons are 44 mm/40 mm, opposed, and brake calipers are forged and weight optimized by fully machining all surfaces. The calipers are among the stiffest available with distortion from heat nearly eliminated even under the most demanding braking conditions. Total swept area of the brake system is 603 square inches spread over all four corners.
The new master cylinder and power-brake booster for 2013 moves from a front-rear split to diagonal-split hydraulics.
Traction control and electronic stability control
For the first time the SRT Viper models will include both electronic stability control (ESC) and traction control systems. The ESC system is a four-mode setup with speed sensors at each wheel along with a yaw sensor, lateral G and steering-wheel angle sensor. The system is track capable in all modes, including “Full On.” On GTS, two graduated levels of stability and traction control are available in addition to “Full Off” to progressively reduce the amount of assist, as driver skills and confidence are gained.
With the system in Full On, drivers receive the maximum benefits of both the traction control system and stability control without unnecessary intrusion and the full cornering capability of the vehicle is realized. Sport mode allows more longitudinal and lateral slip before the traction control and stability control system are engaged.
For competition, the Track mode has no traction control while the higher limits of Sport Mode stability control are maintained. In Full Off mode, both the traction control and stability control are disabled with the anti-lock braking system (ABS) remaining active. A steering-wheel mounted button enables the driver to select the optimal mode depending on road conditions or preference. A telltale graphic in the instrument cluster advises the driver which setting is activated in the ESC system.
Wheels and tires, steering
Wheel sizes are 18 inches by 10.5 inches up front and 19 inches by 13 inches in the rear. The new wheels are 16 pounds lighter, cutting unsprung mass. The five-spoke, forged-aluminum “Rattler” wheel design on the 2013 Viper model is available with fully polished (standard), glossy black, or low-gloss black finishes. The Viper GTS has a split six-spoke forged-aluminum ‘Venom” wheel design with three available finishes including polished face with graphite-painted pockets (standard), fully painted hyper-black or fully painted low-gloss black.
Specially formulated, Pirelli P-Zero Z-rated tires are new; up front, tires measure P295/30ZR18, while rear tires are P355/30ZR19. The new tires have improved lap times and skidpad grip, with better cool and wet weather performance and better road feel. (The compound includes silica and carbon black molded into an asymmetric, wide rib tread design which resists deformation).
New steering gear for the hydraulic rack-and-pinion system has better road feel, on-center precision, and effort gradient as cornering loads increase. Steering ratio is 16.7:1 with 2.4 turns required lock-to-lock.
Viper Powertrain: Engine, Transmission, Axles
The iconic hand-assembled 8.4-liter all-aluminum V-10 engine continues, upgraded again with improvements in oiling, airflow and an industry-first single-cam variable-valve timing system. For 2013, the engine has a new ultra-high-flow, composite intake manifold, new forged pistons, new lightweight, sodium-cooled exhaust valves, and an aluminum flywheel, as well as new catalysts to reduce back pressure. (Sodium is added to the exhaust valve stem for better heat transfer and helps prevent hot spots in the valve head and combustion chamber that can lead to engine knock.) The result is an improvement of 40 lb.-ft. of torque and 40 horsepower, with weight savings of more than 25 pounds for the fully dressed engine.
The Tremec TR6060 six-speed transmission has been refined with tighter gear ratios and a shorter-throw (by 12%) shifter. The final -drive ratio has been shortened to 3.55 from 3.07, giving the 2013 SRT Viper even more voracious and effortless acceleration at all speeds. The sixth gear provides more power at the higher rpm ranges of the engine (Ralph Gilles said they can now be used more often, rather than only in highway cruising; and the car now achieves top speed in 6th rather than, as before, in 5th). The leather-wrapped shifter assembly is connected directly into the transmission to eliminate levers and pivots. The result is a direct-mount shift system that provides a solid and precise shift feel.
The 90-degree, deep skirt block uses high-strength cast T356 aluminum and includes cast-iron bore liners, strengthened bulkheads for block rigidity, and improved water jackets for consistent temperatures across the engine. The bore and stroke of the cylinders are 103 mm by 100.6 mm (respectively); compression is 10.2:1.
The forged-steel crankshaft is supported by six main journals with cross-bolted, four-bolt, main-bearing caps, two vertical and two horizontal. Forged, powder -metal connecting rods measure 158.6 mm. Forged aluminum pistons are 10 g lighter than the prior design, and designed for lower friction; reduced diameter, full-floating 24 mm piston pins are new. New steel piston rings also reduce friction with a 1.5 mm top and a 1.2 mm second ring width.
The aluminum flywheel reduced weight by 11 pounds, and includes a steel outer-ring gear and friction wear surface for durability. When combined with a twin plate 240 mm twin-disc clutch, the flywheel cuts overall rotating inertia by 20%, good for roughly 1/10th of a second reduction in 0-to-60 acceleration and better performance in lap times on a typical road course by approximately 0.5 seconds. (Together, the composite intake and revised block cut 17 lb.)
For improved cooling, particularly at the rear cylinders, the head gaskets have been redesigned through the use of computer simulations, validation and extensive testing to provide more balanced cooling across all cylinders.
With optimized coolant flow, a more balanced cylinder-to-cylinder temperature distribution allows for improved performance.
Oil system
The 8.4-liter V-10 cast-aluminum oil pan is fitted with special baffles, channels, and scrapers to funnel engine oil back into the sump, and serves as a structural component to reduce powertrain bending.
A unique, race-proven swinging arm oil pickup moves with relationship to G-forces encountered in tight-track turning conditions, acceleration and braking conditions. Exclusive to the Viper, the swinging pickup moves within the oil pan to ensure that the maximum amount of oil is available to the engine without any losses due to side-to-side sloshing in the pan.
A single gerotor oil pump provides the pressure for the oiling system and is directly driven off the crankshaft. The engine oil cooler is standard.
Oil change intervals are recommended at 6,000 miles, using Pennzoil 0W40 synthetic motor oil only. The crankcase capacity with filter change is 10.5 quarts. A special SRT-designed oil filter is needed.
The intake assembly is new, using a lightweight composite intake manifold for better fuel/air distribution, excellent thermal capabilities, and reduced weight. Its runners are around one inch longer, and the move to composite from aluminum reduced air charge temperatures significantly.
- New, electronically controlled twin throttles dramatically improve throttle response and control.
- Pushrods are 10 percent stiffer with wall thickness increased from .06 inch to .08 inch.
- Heat transfer, particularly during short hot-soak conditions, is lower; the composite intake has better insulating characteristics to ensure a cool intake charge for improved response and power.
- Like the block, heads are constructed of high-strength, T356 aluminum. The chambers have been CNC machined for flow and charge motion. Structural changes increased durability.
- Combustion chambers are 72 cc in volume. Intake and exhaust valves are both angled at 12 degrees. Lightweight, hollow-stem, intake valves measure 52.8 mm (exhaust valves are 40.8 mm).
- Valves are actuated by a single assembled camshaft in the block. The Viper engine uses a unique roller-type cam-in-cam design that enables independent exhaust phasing relative to the intake. According to Ralph Gilles (speaking with Allpar’s Jeremy White), the cam lobes are new, with a more aggressive slope.
- Viper’s 600 lb.-ft of torque make it the highest torque of any naturally aspirated automotive engine in the world.
- The intake profile has been revised to provide more usable torque at the higher rpm ranges of the engine.
- The V-10 is equipped with variable-valve timing (VVT) on the exhaust side.
- Ignition is through 10 individual coil packs mated to dual-platinum spark plugs. Spark plugs have been designed for a 100,000-mile change interval.
- Stainless steel tube-in-shell exhaust headers reduce restriction and backpressure. Revised tuning provides a more distinct character at part throttle and authoritative tone at a higher rpm with quieter sound at a mid-range rpm.
- For 2013, a revised catalyst wash coat system reduces backpressure by nearly 20%.
- Viper now includes a new powertrain mounting system that uses two hydromounts for the engine. Made of highly elasticized rubber, filled with a fluid, the hydromounts offer superior damping characteristics. Two hydromounts are used on the engine to help control vibration.
Exterior design
The new 2013 SRT Viper carries the proportions of the three previous body styles. The redesigned Viper badge, named “Stryker” by the Viper Club of America, is in the center of a new clamshell carbon-fiber hood. Selected to satisfy Viper purists, the hood cuts weight and provides access to the front suspension and the V-10 powerplant.
A newly designed, larger dedicated “cold-air” intake is integrated into the hood. The 9-inch (229 mm) by 2-inch (51 mm) scoop puts cooler air directly into the engine and doesn’t mix with air taken in for the radiator. As a result, the incoming air is only 10° above ambient temperature on average, producing consistent power output.
Three air extractors are on both sides of the centerline of the power-bulge hood on the base Viper to remove heat and reduce air turbulence. Viper GTS has dual extractors to give the hood a more refined and organic look. Both designs were refined in Chrysler’s full-sized wind tunnel in Auburn Hills.
Dual-function, bi-xenon projector headlamps are tightly packaged with white light-emitting diode (LED) daytime running lamps and LED turn signals in a sinister “snake eye” configuration.
Functional “blisters” in the headlamp lenses create a three-dimensional view, while visually reducing the front overhang appearance. The 70-mm projectors are surrounded with silver rings – the only “bright element” in the car’s face – and are set against matte-black (Viper) or Dark Neutral Metallic Graphite (Viper GTS) bezels.
The lower front grille, purposefully designed as an evolution of the traditional Viper “bottom mouth” configuration, discretely carries a refined V-shape structure (which was re-created, independently, without having seen or heard about it, by allpar artist JackRatchett).
Front-brake cooling ducts in body color (Viper) or high-gloss black (Viper GTS) within the lower grille channel air to the front rotors and Brembo® calipers. Sculpted air inlets at the lower outboard corners of the front fascia channel incoming air through the front wheel wells to reduce lift and increase high-speed stability. The dramatic fender “gills” carry the same mold-in-color black serpentine textures as the grille extractors.
The 2013 Viper’s “double-bubble” roof maximizes headroom while maintaining a low frontal area, and is constructed in carbon fiber for the first time. Rear brake ducts (gloss black or optional carbon fiber), integrated into the B-pillars, channel air downward to cool rear rotors and calipers while also visually stretching the roof, window graphic and side view profile. The rear back glass is flatter, inset and carries a seal free exposed edge of glass, the result of an extended canopy.
Dramatically shaped doors are constructed using an innovative superform aluminum process to achieve lightweight targets and aggressive styling. New door-release handles are electronic-solenoid-switch (touch) activated and work in unison with SRT Viper’s Keyless Go system. (Exterior handles are on the tops of the doors and are painted body-color.)
The exhaust system exits forward of the rear wheels with cast aluminum, sill-mounted exhaust bezels. A one-piece, anodized aluminum fuel door carries the “VIPER” font.
For the first time, the 2013 SRT Viper models carry LED taillamps that integrate stop and turn illumination in one element; the lens has a snakeskin texture. With dark-masked lenses, the horizontal lamps appear dark until the LED elements fire. Each lamp carries 50 LEDs that provide a unified “crystallized” effect. (Headlights are 2.8” bi-xenon HID projector beams, and running lights, turn signals, and tail-lamps are all LEDs.)
The lightweight carbon-fiber decklid carries the central high-mounted stoplight (CHMSL), with the new “Stryker” logo.
A new rear appliqué, body color on the Viper and gloss black (or carbon fiber) on the Viper GTS, accentuates the rear width proportions. Rear ports beneath the taillamps extract air from beneath the car and rear wheelhouse to relieve pressure buildup. The rear diffuser was designed in the wind tunnel for enhanced aerodynamic performance (drag coefficient, cD, is 0.364). The brake and differential cooler vents are functional, not for show.
For 2013, the SRT Viper lineup will feature the deepest, richest, highest quality paint ever offered with optional painted stripes that are buried under a top-layer of clear coat. The Stryker Red was originally shown to management with 16 layers of paint; the current version contains four layers.
Paint colors will be black, white, Adrenaline Red, Gunmetal Pearl, Race Yellow, Shadow Blue Pearl, Stryker Red tinted Pearl, and Viper GTS Blue Pearl. Calipers are painted black on the base Viper, red on Viper GTS.
Both the Viper and GTS models feature their own unique optional stripe pattern in three available colors including Black, Bright White and Gunmetal Pearl.
See 2013 Viper Specifications and Sizes
The rumors and the eerily accurate rendering
As we predicted, the new Viper has a retuned 8.4 V10. Inside the 2013 Viper, the seats are from Sabelt, which also supplies Ferrari; for the first time, Viper owners can have a power seat.
In mid-2010, Ralph Gilles said the 2013 Dodge Viper would use weight-saving expertise, materials, and technology (but not parts) from Ferrari, with a V-10 derived from the current 8.4L engine. Gilles said the Viper will always be V10 powered, but that there might be a V8 powered sibling (presumably along the lines of the once-proposed, Daimler-rejected Chrysler Firepower).
Viper Venom
Several Viper models are reportedly planned, including one unexpected name: the Viper Venom. While there have been Viper SRT10 and GTS models (the latter being a racing variant), Venom is new. The name was used in 1994, during Chrysler Corporation's comeback, for a Dodge concept car which sported Viper cues in the grille with classic-Charger-style doors; the Dodge Venom was a rear wheel drive car powered by a 245 horsepower 3.5 liter V6, possibly used as a design study for the second-generation LH series which debuted in 1998.
The name was also used by Hennessy's short-run adapted Vipers, and, more recently, for a paint color.
Some additional information supplied by Automotive Engineering International
Some Viper renderings that didn’t turn out to be quite as accurate as we’d have hoped
See the alternative renderings
Dodge and SRT Vipers at Allpar
Viper production
How Dodge Vipers are builtVipers: cars and models
- Before production
- 1992 to 2002: Viper RT/10 and GTS
- 2003-2007: Dodge Viper SRT-10
- 2008-2010: McLaren lends a hand
- Revisioned: 2013 and onwards (Specs)