The Second Generation Dodge Viper

The Dodge Viper is now on sale as a 2003 model. It is built at the Conner Avenue Assembly Plant in Detroit, Michigan. Click here for information the first generation Viper.

Click here for Viper SRT-10 specifications

Click here for production notes and problems.

Since its introduction as a concept car in 1989, the Dodge Viper has captured the hearts and imagination of enthusiasts around the globe. It has also captured its share of trophies on the track as a three-time FIA GT2 and Le Mans class champion.

Chrysler in 1989: The Plymouth Reliant was still in production, and minivans were still based on it. Plymouth was still on par with Dodge in sales. Iaccoca was in charge, with Lutz second in command; a cultural change effort was about to get under way, with bankruptcy looming in the horizon if it did not work. Chrysler's last rear-drive car of the 20th century was in its final year - a fourth-generation Valiant, now called the Diplomat.

The new Viper SRT-10 takes the original's unbelievable rush of performance to an entirely new level.

Dodge engineers were aware of the tracks they would have to fill when the decision was made to create a new, true convertible version of America's ultimate sports car.

What began as a simple plan to alter the RT/10's roofline quickly grew to a "blue-sky" redesign when designers and engineers discovered that the accompanying 2.6-inch lengthening of the wheelbase would change more than half of the car's body panels and many chassis components. Vehicle synthesis engineers set to work immediately using the stretch as their opportunity to find incremental ways to update and improve the car.

While the Chrysler Group's famously creative design office staged an internal search for the best new Viper design sketch, performance-minded engineers at then Team Viper began to analyze the opportunities that a redesign could offer on the performance front.

About the same time, combined marketing, engineering and communications teams from Dodge began polling key constituencies on what the next Viper should be - and as important, what it shouldn't be. The replies consistently demanded...

• More horsepower
• Bigger brakes
• Lighter weight
• A new convertible top mechanism
• A dead pedal
• Greater interior comfort

Owners were also asked what they didn't want:

• Digital instrumentation
• Cruise control
• Cup holders
• A "bow-tie" lookalike

It was universally agreed that no matter the degree of change, certain Viper attributes - the car's legacy and signature to the world - must remain.

The message was loud and clear - Viper must be a front-engined, two-seat, rear-wheel-drive sports car. It must have a V-10 making at least as much power as the current 450 hp versions. That a six-speed manual transmission be the only choice. That it be devoid of cupholders, cruise control and traction control. Viper would be a driver's package, and never a luxury boat posing as a sports car.

"Back in 1992, the purpose was to re-orient what the Dodge brand was all about," said Jim Julow, Vice President - Dodge Motorsports and SRT Marketing. "We needed to send a message that we had a new concept - a very historically accurate concept - but one which had not been seen in America for a long time. We wanted to come up with something that was so outrageous, so cutting edge, so purpose built that it said we still had a lot of car nuts around here; people with the know-how to put the most outrageous street car ever on the road."

As part of the Dodge Viper's complete redesign, more than 100 changes and improvements have been made to the chassis, brakes, suspension, tires, engine, transmission, cockpit, electronics and more than a dozen body panels. The commitment was made early on to use a racing-style chassis including fully independent four-wheel suspension, wide tires, and wheels for maximum grip and massive brakes for stopping power.

A race-derived two-seat cockpit looks over a highly functional instrument panel with center-mounted tachometer and a 220 mile-per-hour speedometer. A traditional push-button starter reinforces the purposeful layout and race-car inspirations.

A new version of the Viper's four-wheel anti-lock disc brake system, originally introduced for the 2001 model year, is enhanced for this next-generation car.

With a new bored and stroked aluminum engine block that increases the Viper's displacement from 488 to 505 cu. in. and pushes its V-10 power output to 500 horsepower and 525 lb.-ft. of torque, Viper has no regular-production equal on the road.

The new Viper has a new roofline profile with an easy-to-operate drop top. The Dodge Viper was initially introduced with a full-width sport bar that brought open-air motoring to the Dodge lineup. The second chapter of Viper history was written when the GTS Coupe was added in 1996, and added classic gran tourismo styling to match the car's prodigious performance capabilities.

The new Viper's bi-fold clamshell top with single center latch makes it a true convertible.

The Dodge Viper SRT-10 is available in red, black and bright silver metallic.

Competition Coupe

Debuting alongside the Dodge Viper SRT-10 Convertible will be the Viper Competition Coupe.

With a coupe-shaped composite body based largely on the Dodge Viper GTS/R concept car shown at the 2000 North American International Auto Show, and a track-ready chassis based on the new 2003 Dodge Viper SRT-10 convertible, this new car will emerge as a serious competitor from the first lap.

The objective was to create a racing car for Viper owners, strengthen the performance image for the Dodge brand, create awareness of the Performance Vehicle Operations group, continue Viper's road racing heritage and maximize use of existing SRT-10 parts to minimize cost.

The Competition Coupe makes extensive use of production pieces to keep the estimated retail price at $100,000. The Viper Competition Coupe will deliver racers an extremely high level of performance for the price. A full complement of racing enhancements, including window net, 27-gallon (100-liter) fuel cell, racing slicks, differential cooler and ducted brakes ensure that the Dodge Viper Competition Coupe is track-ready as delivered.

Though largely based on the SRT-10 convertible, the Competition Coupe develops 20 more horsepower (520 bhp) and 15 more lb.-ft. of torque (540 lb.-ft.) than the street-going version. Power is enhanced via a performance camshaft and tuned exhaust.

The competition coupe also adds improved driver and engine cooling, a differential cooler, trap door oil pan and low-inertia flywheel.

Anti-lock brakes are modulated by an electronic front-to-rear braking distribution control.

Dodge has added a backbone FIA-legal safety cage with engine bay bracing to the production car's backbone tubular steel space frame. A single competition seat with six-point driver restraint system, driver-activated fire-suppression system and electronic dash and data acquisition system round out the racing modifications.

Double wishbone-type suspension is upgraded with spherical bearing control arm attachments, two-way adjustable coil over dampers and a driver-adjustable blade-type rear anti-roll bar. Three-piece aluminum wheels are shod with Michelin 315/30ZR18 front and 355/30ZR18 rear racing slicks.

Exterior aerodynamic enhancements include front splitter, larger rear diffuser and adjustable rear wing. Composite body panels, several of which are carbon fiber, are based on the Viper GTS/R Concept Car.

"The idea for a next-generation racing version came from the Viper owner body about two years ago," said John Fernandez, Director, Performance Vehicle Operations. "A large proportion of owners enjoy racing their cars in organized competition."

Dodge officials expect to build 25 cars in the first year, but have the ability to expand production as demand grows. Plans include technical support for competitors at all major events.

Performance targets for the Viper Competition Coupe are 3.8 sec. acceleration from 0 to 60 mph, a top speed of 185 mph, lateral acceleration of 1.25g and a curb weight under 3000 lbs. There are no plans at this time to homologate the Dodge Viper Competition Coupe for American Le Mans Series or 24 Hours of Le Mans racing (which the original Viper did quite well in).

Production began at the Conner Avenue Assembly Plant (Detroit) in late 2002. The Dodge Viper Competition Coupe cannot be titled for highway use.

Engine

The 8.3-liter, 505 cubic-inch Dodge Viper V-10 engine retains the basic architecture of its predecessor, which in turn was based on the venerable LA V8s. The Conner Avenue Assembly Plant is the only auto plant in America that builds its own engines.

The new engine delivers 90 percent of its whopping 525 lb.-ft. of torque from 1500 to 5600 rpm. The all-new cast aluminum cylinder block has interference-fit cast-iron liners and cross-bolted main caps, and overall sealing is also improved.

Both bore and stroke have been increased over past models, raising displacement volume by 3.5 percent to 505 cubic inches. Block length, block height, bore spacing, firing order, rod length and compression ratio are unchanged.

The Viper V-10 includes a six main bearing crankshaft with increased stroke length and cross-bolted main bearing caps. All-new cast aluminum alloy pistons, weighing slightly less than prior years - despite larger diameter - are included, as are all-new cracked-steel connecting rods that are lighter yet stronger than prior model years.

The engine features a brand new wet-sump oil system with twin, cast-in wing tanks. The bottom of the pan is 3/4-in. closer to the crank centerline, allowing the engine to be lowered in the car for improved weight distribution.

Cylinder heads on the Viper V-10 are redesigned semi-permanent mold (SPM) 356 T6 aluminum, with improved intake port, exhaust port and combustion chamber cooling and sealing. Lower-profile die-cast magnesium cylinder head covers with steel internal baffles and anti-slosh foam are also new for 2003.

A single-piece, central dual-plenum, cast aluminum intake manifold is also new. It boasts shorter runners and a single, non-staged two-barrel throttle body for lower hoodline and higher peak horsepower RPM. The intake manifold is an all-inclusive Integrated Air and Fuel Module (IAFM) with tubular fuel rails, injectors, sensors, wiring and throttle body - delivered assembled and pre-tested.

A lighter weight, lower friction valvetrain is virtually all new, with roller rocker assemblies, single valve springs and larger diameter intake valves.

The exhaust system is comprised of fabricated 1.625-in. diameter tubular stainless steel Tri-Y exhaust manifolds. Each manifold is close coupled to a 1.0-liter catalyst with secondary-1.0 liter door sill catalysts and resonators, and aft of those are dual cross-over pipes with an "H" in the middle ending at tuned side exhaust exits.

Other engine highlights include a new engine oil cooler, a new cooling system with power steering pump hydraulically driven fan, a new air cleaner assembly with dual oval air filter elements, and a new power steering pump and pulley.

Transmission

The Dodge Viper's Tremec T56 six-speed manual transmission has become the standard of the performance car industry and is now featured in several competing models. It is fully synchronized with electronic reverse lockout and 1-4 skip shift. Other highlights include updated internal components improved with new heat-treating process, a short-throw shifter and single piece main shaft.

Transmission torque capacity improvements were developed from work with the Dodge Viper GTS/R race car.

Weight Reduction

As is the case with increased power, reduced weight is one of the two most effective means by which a car's performance can be enhanced. Overall, the SRT-10 weighs approximately 100 pounds less than previous models.

Thirty-four pounds were saved with the use of an award-winning one-piece magnesium front of dash, which replaces a multi-piece welded steel unit. Dodge engineers chose a cast magnesium instrument panel support, which provides lower torso energy management with no additional steel parts required - an industry first - as well as a weight savings. Use of magnesium played a further role in weight reduction, as the hard top standard feature was eliminated, with a change to an integral folding top with magnesium shell.

A full-width sport bar has been replaced by the integral folding top and vinyl-covered frame-mounted aluminum sport hoops. Additionally, the hood and front fenders have been redesigned, replacing the one-piece sheet-molded composite (SMC) clamshell hood with a conventional SMC hood and resin injection molded (RIM) fenders.

Other weight savings measures include use of zero pressure run-flat tires, which eliminate the need for the spare tire and jack; aluminum-bodied shock absorbers; side-exit exhaust with cross-over "H" pipe and resonators, which eliminates the need for full-length pipe routing of the mufflers; carbon fiber fender supports; and a new air conditioning compressor, which reduces weight by one pound.

Aerodynamics

Chrysler's rolling roadbed wind tunnel was used extensively for improved dynamic evaluation of the all-new 2003 Dodge Viper SRT-10. The car was tested and tuned for low drag and front/rear downforce balance. The coefficient of drag was reduced by seven percent over the previous generation roadster.

A new 2 mm aluminum belly pan improves airflow and increases vehicle stability. The pan starts just behind the engine and continues to the rear fascia. Positive downforce is measured at 150 mph. Additional venturi tunnels just aft of the front fascia reduce lift and direct air toward brake components.

Chassis/Suspension

Frame stiffness on the 2003 Dodge Viper SRT-10 is significantly increased for improved NVH and handling. A manufacturing process known as net form and pierce is used for improved dimensional control. Total torsional frame stiffness is increased 31 percent.

The Viper SRT-10's four-wheel independent suspension - with lightweight high-performance aluminum control arms and knuckles - features revised geometry for greater limit-handling progressivity. It includes lightweight aluminum-bodied front and rear coil-over shocks with revised tuning and new springs, six-bolt hubs, and tubular stabilizer bars.

The high-tech Viper SRT-10 suspension includes a new Dana 44-4 Hydra-Lok torque-sensing, limited-slip differential with spread bearing design.

Brakes

"World class" describes the stopping performance of the new Dodge Viper SRT-10, thanks to improved braking components. The new brakes consist of Brembo 44/40 dual opposing piston fixed front calipers with 14-inch rotors. In the rear, new Brembo 42/38 dual opposing piston rear calipers also grip 14-inch rotors. The 2003 Viper also gets a new remote-mounted Brembo parking brake rear caliper. Molded brake-cooling ducts are found up front.

Wheels and Tires

Polished 18x10-inch front and 19x13-inch rear forged aluminum wheels with flush-mounted Viper medallion center caps wear P275/35ZR18 front and P345/30ZR19 rear black sidewall Michelin zero pressure (ZP) tires, with low-pressure sensors in the valve stems.

Exterior

New resin injection molded (RIM) and sheet-molded composite (SMC) panels make up the windshield frame, cowl panel, rear quarter panels, front fenders, doors, hood, decklid, and front and rear fascia.

The new Viper SRT-10 also displays a larger grille opening, and integrated louvers are prominent on the new, lower hood, as well as new stamped aluminum side sills with aluminum heat shields and bonded insulation.

Interior

A new driver-focused design makes up the interior of the new 2003 Dodge Viper SRT-10, complete with a relocated, center-mounted tachometer, real machined metal surfaces and improved pedal placement. A new, traditional pushbutton starter refires old-time sports car memories.

The center gauge stack includes an oil pressure gauge and warning lamp; oil temperature gauge and warning lamp; coolant temperature gauge and warning lamp; voltage gauge and charging system warning lamp; passenger airbag off indicator lamp; and the pushbutton start switch.

Included in the main gauge cluster is a 220 mph (355 kph) analog speedometer with an LCD odometer and trip odometer; a 7000 RPM tachometer with an up-shift and redline indicator arrow lamp; warning lights for door ajar, door unlocked and low tires; information center with warning lamps for seat belts, brake system, decklid ajar and airbag; turn signal indicator lamp; high-beam indicator lamp; fog lights indicator lamp; ABS indicator lamp; and check engine indicator lamp.

The full-length floor console is equipped with a soft-touch molded-shape padded arm rest, covered storage bin with mat, CD storage, cigar lighter and airbag deactivation switch.

Satin chrome is featured on the gear shift lever and knob, gear shift boot trim ring, parking brake release handle, door handles and release levers, while the shift knob, shift boot, parking brake handle, parking brake boot and steering wheel rim are leather.

The throttle, brake and clutch pedals are power-adjustable, with four inches total travel. The feature aluminum die cast pedal pads and adjustable aluminum driver's foot rest (dead pedal).

Driver and passenger bucket seats are preferred suede and leather-style with six-point restraint system provisions.

The in-dash AM/FM radio is equipped with a six-disc in-head CD changer. Other audio features include a seven-channel 310 watt (RMS) under-seat amplifier, two 3/4-inch instrument panel-mounted tweeters, two 6 1/2-inch low-mass full-range Alpine loudspeakers, one 6 1/2-inch subwoofer with ported enclosure and two 2 3/4-inch fill speakers mounted in the bulkhead.

A new air conditioning design allows for improved performance and the addition of blend air, while a new duct design gives greater airflow.

The new Viper SRT-10 also comes equipped with a new glove box with locking cover, and a new three-spoke, carbon fiber-look leather-wrapped steering wheel, with a Viper logo center medallion.

Convertible Top

The 2003 Dodge Viper SRT-10 introduces the first true convertible top to America's ultimate sports car. It is a manual bi-fold clamshell soft top with a rigid cloth-covered magnesium front panel, a single center latch and a heated glass blacklight.

Smart glass actuation lowers and raises windows by 8 mm upon entrance and egress for optimum door sealing. A rigid front panel doubles as a functional tonneau, with a 180-pound load capacity in stowed position. The flat surface is useful in parade activities.

Safety

Next Generation, Multistage driver and front passenger air bags are found on the 2003 Dodge Viper SRT-10, as are outboard-mounted, constant-force seat belt retractors with pretensioners.

The 2003 Viper marks the first use of low-profile flat (beam-style) front windshield wiper blades for better wet-weather visibility.

Other safety features include zero pressure run-flat tires with low-pressure sensors in the valve stems (and low-pressure warning lamp in dash); child seat upper tether anchorage; Lower Anchors and Tethers for Children (LATCH); an inside emergency trunk lid release; and an energy absorbing steering wheel.

Electrical

A new battery run-down protection system automatically turns off accessories if left on for an extended time when the car is not running. It also includes an operator-activated feature, doubling battery storage time.

High-intensity discharge (HID) low- and high-beam headlamps provide improved light output, while additional Halogen bulbs are in place for high-beam fill lighting.

Standard keyless entry includes door lock and unlock, decklid release and a panic button.

Other electrical features include door locks that are power operated and speed sensitive; new flush-mounted, electro-mechanical front door handles; an electric rear window defroster; a new electrical harnesses, a 136 amp alternator and 2.0 kw starter motor; new engine management sensors and powertrain control module; and a 600 amp maintenance-free battery.

Viper Team Biographies

Osamu Shikado, Design Manager, Advance Product Design

Credited with the exterior of both the 1998 Chrysler Chronos and 1999 Chrysler Citadel concept vehicles, Osamu Shikado debuted his first-ever two-door car just two years ago. It was the 2000 Dodge Viper GTS/R concept car. At the same time Shikado was in the middle of the development of the 2003 Dodge Viper SRT-10.

Osaka, Japan - born Shikado (47) has been with the Chrysler Group Design Studios since 1994. He is married, has two children and now holds the job of Design Manager in Chrysler Group's Advance Product Design Studio in Auburn Hills, Mich.

"When I look at the original Viper, the most important design cues are the two massive elements which interlocked at the middle of the body. The original Viper has distinctive characteristics, but from some angles it looks cartoonish.

"I added some crease lines on the body surface. It is the strongest departure from the very rounded original one. My intention was to make it appear to have been sculpted out of solid metal, representing strength and power.

"To enhance the new Viper's muscular form, we gave the body a strong profile with higher belt line, dramatic side gill and a 'bump-up' rear fender shape.

"A lower hood incorporates a larger grille opening - boasting an even bolder version of the Dodge-signature cross-hair design - and adds integrated engine louvers for effective airflow in the engine compartment.

"The rear wheels were moved back 2.6 inches and the A-pillar was pulled three inches forward to allow for bigger doors and for improved ingress and egress.

"I like the rear three-quarter view. It looks like some kind of predator set to capture the prey."

"In the beginning, there were 20 or more designers involved in the sketching process. Six of the sketches were picked and turned into scale models.

"The sketches were picked two weeks after the assignment, so we quickly could look at scale models. After several weeks we debuted these to (then Executive Vice President - Product Development and Design) Tom Gale and Trevor Creed. The decision was made to narrow down the themes to two full-size clay models which were fabricated into full-size fiberglass models.

"My model had an evolutionary Viper look, similar to what you see in the 2003 Dodge Viper SRT-10. The other model still had 'Viperness', but was a radical departure from the original Viper. Ultimately, we decided against this over-the-top change."

Aerodynamic Tuning

"We were challenged several times to change some design details for aerodynamics. We spent a lot of time in the DC-Auburn Hills wind tunnel with a 3/8-scale model. Next we took the full-scale model to a place near Stuttgart called FKFS (Forschungsinstitut fur Kraftfahrwesen und Fahrzeugmotoren Stuttgart) where they have a full-scale wind tunnel.

"We tried to figure out what was the best design for the floor pan, and also what the optimum rear decklid height was. We looked at several other elements, such as a separate rear spoiler and the diffuser on the rear fascia.

"The rear end is the thing we had to work on and change the most. The front of the body required very little tuning for engineering feasibility. For example, headlamps were packaged into a tight and very short front overhang. Also the rear fenders, rear decklid and rear fascia were optimized a couple of times for aerodynamic reasons such as the reduction of Cd (coefficient of drag) and the increase of downforce on the rear wheels.

"The reason we picked the FKFS wind tunnel is that it has a rolling road bed - a moving belt - so we could see the effect of aerodynamics on a driving vehicle. We could see the airflow over and under the body. We found out that the new aerodynamics were very effective, with a seven percent reduction in drag over the previous Viper roadster."

Ralph Gilles, Director of Design & Product Identification

Chrysler Group Design Studios Director of Design & Product Identification since 2001, Ralph Gilles is known for his work on the interior of the recently introduced 2002 Jeep Liberty and concept vehicles such as the 1998 Dodge Intrepid ESX2, 1998 Jeep Jeepster and 2000 Dodge Viper GTS/R.

American-born Gilles (32) grew up in Montreal. He started at the Chrysler Group Design Studios in 1992, is married and has two children.

"For me personally, simplicity was another point. I didn't want the interior to be too gimmicky. Just straightforward, with basic shapes.

"The overall impression when someone gets in the car is every bit as good as any of the other supercars in fit and finish. In addition, the interior is very authentic, very honest.

"There are now some authentic metal pieces in the interior. The ring around the shifter is a die-cast metal piece. The door pulls are real metal. And we have a lot of exposed hardware, which is true to the functional mission.

"The starter switch is an exception - it's tongue-in-cheek. We had it in the 2000 Viper GTS/R concept. And we said to ourselves, 'Wouldn't it be cool?' And it never went away. We kept showing it, and showing it. People talked about it: 'You're not really going do that, are you?' We just never took it out. And low and behold, it got engineered and it's there. That was fun.

"Overall, the interior works, it's snug. It makes you feel contained. You feel like you're very secure in there. You can't help but feel like this was built for you."

New Interior Design Features

"What's new about this interior is the overall quality. The tachometer has a different placement from past models and is the largest of all the gauges. That's something that we researched. The tachometer is the only thing that most performance-oriented people care about. On the track, the rest - such as the speed - is irrelevant. And with this much power on tap, revs are very important. Performance as a theme is reinforced by all the elements of the interior.

"Similar to the starter switch, it has been a dream of our team to put exposed precision fasteners in a vehicle. We're glad we got to do it in this new Viper. And they are all functional. Every single one of them is actually attached to something. They hold the bezel together. They are not molded-in plastic dummies.

"The carbon fiber surface on the steering wheel leather is cool, too. That's a great idea that Margaret (Hackstedde, Director - Color, Fabric and Mastering Design) had. We used it in the Dodge Charger concept car years ago. It kind of went unnoticed, but we thought it was a unique design feature, and couldn't wait to find a place to use it.

"There are myriad little design elements that surprise and delight. You'll sit in your new Viper and say 'Wow, look at that. Someone really thought about that.'"

The Dodge Viper use of carbon fiber

The 2003 Dodge Viper uses carbon fiber for its door inner panels, windshield surrounds and front fender supports. The material, previously used mainly in racing and exotic cars, is strong, light, but expensive. Because of its reputation, it's been used as an accent material on cars pitched to younger or more enthusiastic buyers, and is also used in the Honda NSX Type R. The next-generation Corvette is expected to use the material somehow, if only for bragging rights.

Dodge's use is about as close as carbon-fiber has come to a needed role in mass production. It is used to replace metal and save weight, mainly at the front fender support, which holds up most of the front half of the Viper. Ford, on the other hand, has chosen to go with aluminum on its GT40, though the concept car had a composite body. (The Corvette has used sheet-molded plastic for its body for fifty years.)

(Thanks to Doug Hetrick for the info)

Dodge Viper RT/10 Convertible Specifications

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