Outstanding Ride, Handling and Capability
A leap forward in handling to the SRT Viper has been made via changes in the basic structure and refinements to suspension geometry. Performance is increased, weight is shed and Viper keeps its near perfect 50/50 weight distribution through its mid-front engine configuration - classic Viper since its inception in 1992.
A new lighter and stiffer space frame structure uses high-strength steel, magnesium, aluminum and carbon fiber to form the basis for all that's good with the 2013 Viper. SRT engineers designed the Viper with 50 percent more torsional rigidity and re-engineered nearly every chassis system to make the new Viper ready for both street and track.
Starting with a new chassis, SRT engineers improved torsional rigidity while shedding weight with strategic use of high-strength steel, aluminum and magnesium in critical areas. The frame is completely boxed for more strength and stiffness, aided by a new structural "X" member that ties together all four corners of the engine bay, similar to the all-conquering GTS-R competition car of 1996-2000. A cast-magnesium front firewall/dash structure, the largest such automotive casting in the world, enables unmatched strength, stiffness and mass reduction in that portion of the car.
The rear trunk pan is now a part of the overall structure, contributing to the new Viper's improved torsional rigidity. Viper has shed nearly 140 lbs., with the use of the latest lightweight materials, including composite body panels, lighter wheels and reduction in overall engine weight. Curb weight is as little as 3300 pounds with available SRT Track Package.
Suspension Enhancements
All of those characteristics provide an optimum platform for the four-wheel independent suspension system. All four corners incorporate aluminum unequal-length upper and lower "A" arms in a "SLA" (Short upper arms and Long lower arms provide optimum camber to keep tires in maximum road contact). Performance coil springs, gas-charged, aluminum body Bilstein® monotube dampers and tubular stabilizer bars front and rear complete the race-type suspension system.
The new suspension system and wheel package provides a wider front track. Rear suspension geometry is revised to move the toe link from behind the rear axle centerline to the front for increased stability on maximum acceleration and cornering. Wheelbase is 2,510 mm (98.8 inches), overall length 4,463 mm (175.7 inches) and width is 1,941 mm (76.4 inches).
Stabilty control is available for the first time on Viper and has been tuned by SRT's experienced in-house racers. The core SRT Viper has just two modes, "Full On" and "Full Off". GTS has four modes, "Full On," "Sport," "Track" and "Full Off." The settings affect the Vehicle Dynamic Control (VDC) and Dynamic Traction Control (DTC). Full Off deactivates both, but leaves active both the Anti-Lock Brake System (ABS) and Electronic Brake Force Distribution (EBD).
Both the core SRT Viper and Viper GTS take advantage of these electronic controls to optimize acceleration from a complete stop with standard launch control. The driver actuates launch control via a steering-wheel-mounted button, floors the throttle as the system holds rpm to the predetermined launch rpm, then releases the clutch. The TCS controls wheelslip by throttle only to maximize longitudinal acceleration. Viper accelerates smoothly and as quickly as possible without over-spinning the drive wheels and without over-revving the engine. Tuned clutch hydraulics ensure optimal clutch actuation.
The newly-available performance-oriented "Track Package" contributes a nearly-50-pound weight reduction through the use of Pirelli Corsa competition tires, two-piece brake rotors and ultra-lightweight wheels. The six-lug wheels are 18 by 10.5 inches in front and 19 by 13 inches in the rear on both Track Package and standard offerings. Tires are P295/30ZR18s on the front and P355/30ZR19s on the rear.
The ultra-performance steering system incorporates a premium power-assisted rack-and-pinion steering gear with a 16.7:1 steering ratio. Turning circle is 12.34 meters, 2.4 turns lock-to-lock. The system is tuned to provide exceptional on-center precision and linear response, enhancing the driver's communication with tires to the road through the steering wheel and offering increased effort gradient relative to cornering load.
Specific weight reduction contributors:
The new frame, using high-strength steel and optimized geometry, brings a 30-pound mass reduction without compromising strength or stiffness
"Lightening" holes in the ring gear of the rear axle represent a weight reduction of approximately .5 pounds
Ultra-light wheels included in the "Track Package" bring mass reductions of 24 pounds per set and the entire "Track Package" enables a weight saving of about 57 pounds, thanks in large part to the wheels and two-piece brake rotors
A robust, optimally-sized aluminum drive shaft - approximately 3.5 inches (88.9 mm) in diameter
A thinner, more efficient radiator core - 42 mm versus 52 mm - offers improved overall cooling while reducing weight
Tubular (hollow) front and rear stabilizer bars - five pounds lighter each than solid bars - represents a significant weight savings