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Ford Mustang

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Ford Mustang
2011 Ford  Mustang V6 Coupe
Manufacturer Ford Motor Company
Production 1964 – present
Assembly United States
Class Pony car
Body style(s) 2-door 2+2 seat coupé
2-door hatchback
2-door convertible
Layout FR layout
2010 model Ford Mustang badge

The Ford Mustang is an automobile manufactured car by the Ford Motor Company. It was initially based on the second generation North American Ford Falcon, a compact car.[1] Introduced early on April 17, 1964,[2] the 1965 Mustang is the automaker's most successful launch since the Model A.[3]

The Mustang created the "pony car" class of American automobile — sports car-like coupes with long hoods and short rear decks[4] — and gave rise to competitors such as GM's Chevrolet Camaro,[5] AMC's Javelin,[6] and Chrysler's revamped Plymouth Barracuda.[7] It also inspired coupés such as the Toyota Celica and Ford Capri, which were exported to America.


  • 1 Background
  • 2 First generation (1964–1973)
  • 3 Second generation (1974–1978)
  • 4 Third generation (1979–1993)
  • 5 Fourth generation (1994–2004)
  • 6 Fifth generation (2005- )
    • 6.1 2010
    • 6.2 2011
  • 7 Racing
  • 8 Awards
  • 9 See also
  • 10 Notes
  • 11 References
  • 12 External links

[edit] Background

Production of the 1965 Mustang began in Dearborn, Michigan on March 9, 1964 and the car was introduced to the public on April 17, 1964 at the New York World's Fair. It is Ford's third oldest nameplate currently in production next to the F-Series pickup truck line (which has undergone major nameplate changes over the years) and the Falcon which is still in production in Australia.

Executive stylist Pres Harris, who was a fan of the World War II P-51 Mustang fighter plane, is believed by many to have suggested the name and designed the body.[8][9] An alternative view was that the Mustang name was first suggested by Robert J. Eggert, Ford Division market research manager. Eggert, a breeder of quarterhorses, received a birthday present from his wife of the book, The Mustangs by J. Frank Dobie in 1960. Later, the book’s title gave him the idea of adding the “Mustang” name for Ford’s new concept car. The designer preferred Cougar or Torino (and an advertising campaign using the Torino name was actually prepared), while Henry Ford II wanted T-bird II.[10] As the person responsible for Ford’s research on potential names, Eggert added “Mustang” to the list to be tested by focus groups; “Mustang,” by a wide margin, ” came out on top under the heading: “Suitability as Name for the Special Car.”[11][12][13] The name could not be used in Germany,[14] however, because it was owned by Krupp, which had manufactured trucks between 1951 and 1964 with the name Mustang. Ford refused to buy the name for about $10,000 USD from Krupp at the time. Later, the name was also used by Kreidler, a manufacturer of mopeds, so until December 1978 the Mustang was sold in Germany as the "T-5."

Mustangs grew larger and heavier with each model year until, in response to the 1971–1973 models, fans of the original 1964 design wrote to Ford urging a return to its size and concept. It has since seen several platform generations and designs. Although some other pony cars have seen a revival, the Mustang is the only original pony car to remain in uninterrupted production over four decades of development and revision.[15]

[edit] First generation (1964–1973)

1964½ Mustang

As Lee Iacocca's assistant general manager and chief engineer, Donald N. Frey was the head engineer for the Mustang project—supervising the overall development of the Mustang in a record 18 months[16][17] — while Iacocca himself championed the project as Ford Division general manager. The Mustang prototype was a two-seat, mid-mounted engine roadster. This vehicle employed a Taunus (Ford Germany) V4 engine and was very similar in appearance to the much later Pontiac Fiero.

It was claimed that the decision to abandon the two-seat design was in part due to the low sales experienced with the 2-seat 1955 Thunderbird. To broaden market appeal it was later remodeled as a four-seat car (with full space for the front bucket seats, as originally planned, and a rear bench seat with significantly less space than was common at the time). A "Fastback 2+2" model traded the conventional trunkspace for increased interior volume as well as giving exterior lines similar to those of the second series of the Corvette Sting Ray and European sports cars such as the Jaguar E-Type.

The new design was styled under the direction of Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster[18][19] — in Ford's Lincoln – Mercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca.

Having set the design standards for the Mustang,[20] Oros said:

I told the team that I wanted the car to appeal to women, but I wanted men to desire it, too. I wanted a Ferrari-like front end, the motif centered on the front – something heavy-looking like a Maserati, but, please, not a trident – and I wanted air intakes on the side to cool the rear brakes. I said it should be as sporty as possible and look like it was related to European design.[20]

Oros added:

I then called a meeting with all the Ford studio designers. We talked about the sporty car for most of that afternoon, setting parameters for what it should look like—and what it should not look like—by making lists on a large pad, a technique I adapted from the management seminar. We taped the lists up all around the studio to keep ourselves on track. We also had photographs of all the previous sporty cars that had been done in the Corporate Advanced studio as a guide to themes or ideas that were tired or not acceptable to management.

Within a week we had hammered out a new design. We cut templates and fitted them to the clay model that had been started. We cut right into it, adding or deleting clay to accommodate our new theme, so it wasn't like starting all over. But we knew Lincoln-Mercury would have two models. And Advanced would have five, some they had previously shown and modified, plus a couple extras. But we would only have one model because Ford studio had a production schedule for a good many facelifts and other projects. We couldn't afford the manpower, but we made up for lost time by working around the clock so our model would be ready for the management review.[18]

Favorable publicity articles appeared in 2,600 newspapers the next morning, the day the car was "officially" revealed.[21][22] A Mustang also appeared in the James Bond film Goldfinger in September 1964, the first time the car was used in a movie.[23]

To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components, many of which were already in production for other Ford models. Many (if not most) of the interior, chassis, suspension, and drivetrain components were derived from the Ford Falcon and Ford Fairlane (North American). This use of common components also shortened the learning curve for assembly and repair workers, while at the same time allowing dealers to pick up the Mustang without also have to spend massive amounts of money on spare parts inventories to support the new car line.

Original sales forecasts projected less than 100,000 units for the first year.[24] This mark was surpassed in three months from rollout.[25] Another 318,000 would be sold during the model year (a record),[26] and in its first eighteen months, more than one million Mustangs were built.[24] All of these were VIN-identified as 1965 models, but several changes were made at the traditional opening of the new model year (beginning August 1964), including the addition of back-up lights on some models, the introduction of alternators to replace generators, and an upgrade of the V8 engine from 260 cu in (4.3 l) to 289 cu in (4.7 l) displacement. In the case of at least some six-cylinder Mustangs fitted with the 101 hp (75 kW) 170 cu in (2.8 l) Falcon engine, the rush into production included some unusual quirks, such as a horn ring bearing the 'Ford Falcon' logo beneath a trim ring emblazoned with 'Ford Mustang.' These characteristics made enough difference to warrant designation of the 121,538 earlier ones as "1964½" model-year Mustangs, a distinction that has endured with purists.[27]

All of the features added to the "1965" model were available as options or developmental modification to the "1964½" model, which in some cases led to "mix-and-match" confusion as surprised Ford exec hurriedly ramped up production by taking over lines originally intended for other car models' 1965 years. Some cars with 289 engines which were not given the chrome fender badges denoting the larger engine, and more than one car left the plant with cutouts for back-up lights but no lights nor the later wiring harness needed to operate them. While these would today be additional-value collectors' items, most of these oddities were corrected at the dealer level, sometimes only after they had been noticed by buyers.

[edit] Second generation (1974–1978)

1974–1978 Mustang II.

The 1970s brought about more stringent pollution laws and the 1973 OPEC oil embargo. As a result, large, fuel-inefficient cars fell into disfavor, and the Pony Cars were no exception. Lee Iacocca, who became president of the Ford Motor Company in 1964 and was the driving force behind the original Mustang, ordered a smaller, more fuel-efficient Mustang for 1974. Initially it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact.

The new model (dubbed and badged "Mustang II") was introduced two months before the first "Energy Crisis" in October 1973, and its reduced size allowed it to compete more effectively against smaller imported sports coupés such as the Japanese Toyota Celica and the European Ford Capri (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). First-year sales were 385,993 cars, compared with the original Mustang's twelve-month sales record of 418,812.[28]

Lee Iacocca wanted the new car, which returned the Mustang to more than a semblance of its 1964 predecessor in size, shape, and overall styling,[29] to be finished to a high standard, saying it should be "a little jewel."[30] However not only was it smaller than the original car, but it was also heavier, owing to the addition of equipment needed to meet new U.S. emission and safety regulations. Performance was reduced, and despite the car's new handling and engineering features the galloping mustang emblem "became a less muscular steed that seemed to be cantering."[31]

The car was available in coupé and hatchback versions. Changes introduced in 1975 included reinstatement of the 302 CID V8 option (called the "5.0 L" although its capacity was 4.94 L) and availability of an economy option called the "MPG Stallion". Other changes in appearance and performance came with a "Cobra II" version in 1976 and a "King Cobra" in 1978.

[edit] Third generation (1979–1993)

1985–1986 Ford Mustang GT

The 1979 Mustang was based on the larger Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The interior was restyled to accommodate four people in comfort despite a smaller rear seat. The trunk was larger, as was the engine bay, for easier service access.

Body styles included a coupé, (notchback), and hatchback; a convertible was offered in 1983. Available trim levels included L, GL, GLX, LX, GT, Turbo GT, SVO (1984–86), Cobra, and Cobra R (1993).

In response to slumping sales and escalating fuel prices during the early 1980s, a new Mustang was in development. It was to be a variant of the Mazda MX-6 assembled at AutoAlliance International in Flat Rock, Michigan. Enthusiasts wrote to Ford objecting to the proposed change to a front-wheel drive, Japanese-designed Mustang without a V8 option. The result was a major facelift of the existing Mustang in 1987, while the MX-6 variant became the 1989 Ford Probe.

  • 1979 served as an Indianapolis 500 pace car and Ford built 10,478 commemorative replicas.[32]
  • 1982 models had the option of a true 5.0 liter 302 cubic inch V8 engine instead of the 4.2 liter V8. 1983 was the first year for a 5-speed transmission.
  • 1985 model year received a new roller cam block, roller cam, and roller lifters.
  • 1986 was the first year of fuel injection.
  • 1988 V8 model was equipped with mass air in California cars only, then in 1989 all cars were equipped.
  • 1993 year had hypereutectic instead of forged pistons and was also rated at 205 hp (153 kW) instead of the previous years 225 hp (168 kW).[33]

[edit] Fourth generation (1994–2004)

2002 Ford Mustang Convertible

In 1994 the Mustang underwent its first major redesign in fifteen years. Code named "SN-95" by Ford, it was based on an updated version of the rear-wheel drive Fox platform called "Fox-4." The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs.[34] For the first time since 1973, a hatchback coupe model was unavailable.

The base model came with a 3.8 OHV V6 (232 cid) engine rated at 145 bhp (108 kW) in 1994 and 1995, or 150 bhp (110 kW) (1996–1998), and was mated to a standard 5-speed manual transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GT, Ford retired the 302 cid pushrod small-block V8 after nearly 40 years of use, replacing it with the newer Modular 4.6 L (281 cid) SOHC V8 in the 1996 Mustang GT. The 4.6 L V8 was initially rated at 215 bhp (160 kW), 1996–1997, but was later increased to 225 bhp (168 kW) in 1998.[35]

For 1999, the Mustang received Ford's New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model. The Mustang's powertrains were carried over for 1999, but benefitted from new improvements. The standard 3.8 L V6 had a new split-port induction system, and was rated at 190 bhp (140 kW) 1999–2004,[36] while the Mustang GT's 4.6 L V8 saw an increase in output to 260 bhp (190 kW) (1999–2004), due to a new head design and other enhancements. There were also three alternate models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1, as well as the 305 bhp (227 kW) (1999) 320 bhp (240 kW) (2001–2002),[37][38] and 390 bhp (290 kW) 2003–2004[39] Cobra.

[edit] Fifth generation (2005- )

2007–2009 Ford Mustang GT/CS convertible

At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang, codenamed "S-197," that was based on an all-new D2C platform for the 2005 model year. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace,[40] the fifth-generation Mustang's styling echoes the fastback Mustangs of the late 1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism."

The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base model is powered by a 210 hp (157 kW) cast-iron block 4.0 L SOHC V6, which replaces the 3.8 L pushrod V6 used previously. The Mustang GT features an aluminum block 4.6 L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produces 300 hp (224 kW). The 2005 Mustang GT has an approximate weight to power ratio of 11.5 lb (5.2 kg)/bhp. The base Mustang comes with a standard Tremec T-5 5-speed manual transmission while Ford's own 5R55S 5-speed automatic, a Mustang first, is optional. Though the Mustang GT features the same automatic transmission as the V6 model, the Tremec T-5 manual is substituted with the heavier duty Tremec TR-3650 5-speed manual transmission to better handle the GT's extra power.[41]

Ford announced in July 2007 that all 2008 Mustangs would have seats containing material derived from soybeans,[42] harking back to some of Henry Ford's ideals.

A new option for the 2009 Mustang was the glass roof. This $1,995 option is in effect a full roof sunroof that splits the difference in price and purpose of the coupe and convertible models.[43]

[edit] 2010

For the 2010 models, Ford unveiled a redesigned Mustang prior to the Los Angeles International Auto Show. The 2010 Mustang remains on the D2C platform and mostly retains the previous-year's drivetrain options. The Mustang received a thoroughly revised exterior, with only the roof panel being retained, that is sculpted for a leaner, more muscular appearance and better aerodynamic performance (coefficient of drag has been reduced by 4% on V6 models and 7% on GT models [44]).

The V6 for base Mustangs remains unchanged, while the Mustang GT's 4.6 L V8 has been revised to specifications similar to that of the 2008–2009 Mustang Bullitt's 4.6 L V8, resulting in 315 hp (235 kW) at 6000 rpm and 325 lb·ft (441 N·m) of torque at 4250 rpm.[45] Other mechanical features for the 2010 Mustang include new spring rates and dampers to improve ride quality and control, standard traction control system and stability control system on all models, and new wheel sizes. For the Mustang GT, two performance packages were made available. Other new features and options for the 2010 Mustang include Ford SYNC, dual-zone automatic climate control, an updated navigation system with Sirius Travel Link, a capless fuel filler, and a reverse camera system to aid in backing up. The SYNC, navigation, and the reverse camera are not available on the basic V6 coupe.

2010 Ford Mustang V6 coupe

The 2010 model year Mustang was released in the spring of 2009. Ten models were available for the 2010 Mustang, with base prices ranging from $21,395 for the basic V6 to $51,725 for the GT500 Convertible.

[edit] 2011

Ford revised all the Mustang's engines for 2011. The new V6 is a smaller 3.7 L (227 cu. in.) aluminum block engine weighing 40 lb (18 kg) lighter than the outgoing version. The engine produces 305 hp (227 kW) and 280 lb·ft (380 N·m) of torque. Ford announced on December 28, 2009 that the 2011 Mustang GT would feature a 5.0 liter (302 cu. in.) engine displacement that will produce 412 horsepower and 390 ft/lbs of torque on "premium fuel" (gasoline with a pump octane rating of 93); on "regular fuel" (gasoline with a pump octane rating of 87), these numbers fall to 402 hp (300 kW) and 377 lb·ft (511 N·m).[46] The power and performance that the 2011 Mustang GT puts out is largely due to the new Ford 5.0-liter V8 “Coyote” engine. The Coyote is a 32 valve (4 valves per cylinder) with Twin Independent Variable Cam Timing (TiVCT). These cams will control intake and exhaust functions of the vehicle which will maximize combustion and ultimately power. The transmission can be bought in a 6 speed automatic or manual (up from the previous 5 speed transmission). The innovative Electronic Power Assist Steering (EPAS) removes the conventional hydraulic power steering pump. The system does not use belts previously required for steering, thus drive train horsepower loss is decreased. An optional Brembo brake upgrade is available. These brakes essentially come from the Shelby GT-500 and this the first time they will be offered on the Mustang. In addition to the upgraded brake package, Ford will throw in a pair of 19” wheels and performance tires.[47] The Shelby GT500's 5.4L block is now made out of aluminum, instead of iron as in previous years, and is now rated at 550 hp (410 kW) and 510 lb·ft (690 N·m) of torque. Due to being made of aluminum instead of iron, the new block is 102 lb (46 kg) lighter than the old one, which helps to improve fuel economy, acceleration, handling, and steering precision.

The V6's EPA-estimated fuel economy is 19 mpg-US (0.12 L/km) city/29 mpg-US (0.081 L/km) highway with the standard six-speed manual transmission, or 19 mpg-US (0.12 L/km) city/31 mpg-US (0.076 L/km) highway with the optional six-speed automatic transmission. The 5.0L V8 is rated at 17 mpg-US (0.14 L/km) city/26 mpg-US (0.090 L/km) highway with the standard six-speed manual transmission, or 18 mpg-US (0.13 L/km) city/25 mpg-US (0.094 L/km) highway with the optional six-speed automatic. The Shelby GT500 is rated at 15 mpg-US (0.16 L/km) city/23 mpg-US (0.10 L/km) highway with the standard six-speed manual transmission.

Dodge Viper

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Dodge Viper
Draginline waiting.jpg
Manufacturer Chrysler Corporation (1992–1998)
DaimlerChrysler (1998–2006)
Chrysler LLC/Chrysler Group LLC (2008–2010)
Production 1992–2010
Assembly Detroit, Michigan, United States
Class Sports car
Layout FR layout
Engine(s) 7.998 L (488.1 cu in) - 8.4 L (510 cu in) V10
Transmission(s) 6-speed manual
Designer Tom Gale

The Dodge Viper is a V10-powered sports car made by the Dodge division of Chrysler. Production of the two seat sports car began at New Mack Assembly in 1992 and moved to its current home at Conner Avenue Assembly in October 1995. The car, and numerous variations, has made many appearances in TV shows, video games, movies, and music videos.


  • 1 Development
  • 2 First generation RT/10 (1992–1995)
    • 2.1 Performance
  • 3 Second generation, Phase II SR (1996–2002)
    • 3.1 Performance (GTS)
  • 4 Third generation ZB (2003–2006)
    • 4.1 Performance
  • 5 Fourth generation, Phase II ZB (2008–present)
    • 5.1 Performance (2008 base model)
  • 6 Europe
  • 7 Variants
    • 7.1 Viper GT2
    • 7.2 Viper ACR
    • 7.3 Viper ACR-X
    • 7.4 Mopar Concept Coupe
    • 7.5 SRT-10 Carbon
    • 7.6 Firepower
    • 7.7 Copperhead
  • 8 Recognition
  • 9 Production
    • 9.1 Total American sales
  • 10 Motorsports
    • 10.1 Viper GTS-R
    • 10.2 Viper Competition Coupe
    • 10.3 Achievements: Viper Motorsports
  • 11 References
  • 12 External links

[edit] Development

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,[1] 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.

[edit] First generation RT/10 (1992–1995)

First Generation Viper RT/10
Production 1992–1995
Body style(s) 2-door roadster
Engine(s) 7.998 L (488.1 cu in) V10
400 bhp (298 kW)
465 lb·ft (630 N·m)
Transmission(s) 6-speed manual
Wheelbase 96.2 in (2,440 mm)
Length 175.1 in (4,450 mm)
Width 75.7 in (1,920 mm)
Height 44.0 in (1,120 mm)
Curb weight 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 lb·ft (630 N·m) 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.[2] 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.

[edit] Performance

Dodge Viper first generation

  • 0-60 mph (97 km/h): 4.6 sec[3]
  • 0-100 mph (160 km/h): 9.2 sec
  • quarter mile: 13.1 sec @ 112 mph (180 km/h)[3]
  • top speed: 164 mph (264 km/h)
  • 700 ft (210 m) slalom: over 66 mph (106 km/h)
  • skidpad average g: 0.96

[edit] Second generation, Phase II SR (1996–2002)

Second Generation, Phase II SR Viper RT/10, GTS
Dodge Viper GTS - the fixed-roof coupe version of  the Viper
Production 1996–2002
Body style(s) 2-door roadster
2-door coupe
Engine(s) 7.998 L (488.1 cu in) V10 OHV 415 bhp (309 kW; 421 PS)
(Viper RT/10 1996 - 1997 only)
450 bhp (336 kW; 456 PS)
(Viper GTS 1996 - 2002)
(Viper RT/10 1998 - 2002)
Transmission(s) 6-speed manual
Wheelbase 96.2 in (2,440 mm)
Length 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)
Width 75.7 in (1,920 mm)
Height 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 and road racing. 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.[citation needed] Extensive modifications included 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/s²), 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 2006 by the SRT-10 Coupe.

[edit] Performance (GTS)

Dodge Viper second generation, phase II SR

  • 0-60 mph (97 km/h): 4.0 sec[4]
  • 0-100 mph (160 km/h): 8.6 sec[citation needed]
  • quarter mile: 12.2 sec @ 119 mph (192 km/h)[4]
  • top speed: 180 mph (290 km/h)[4]
  • slalom: 73.6 mph (118.4 km/h)[4]
  • skidpad average acceleration: 1.01 g (9.9 m/s²)[4]

[edit] Third generation ZB (2003–2006)

Third Generation Viper SRT-10
Dodge Viper  SRT-10 roadster
Also called Dodge SRT-10 (UK)
Production 2003–2006
Body style(s) 2-door roadster
2-door coupe
Engine(s) 505 cu in (8.3 L)[5] V10
500 hp (370 kW) @ 5600 rpm
525 lb·ft (712 N·m) @ 4200 rpm (SRT-10 Roadster)
510 hp (380 kW) @ 5600 rpm
535 lb·ft (725 N·m) @ 4200 rpm (SRT-10 Coupe)
Transmission(s) T56 Tremec 6-speed manual
Wheelbase 98.8 in (2,510 mm)
Length 175.6 in (4,460 mm)
Width 75.7 in (1,920 mm)
Height 47.6 in (1,210 mm) (coupe)
48.6 in (1,230 mm) (SRT-10)
48.6 in (1,230 mm) (convertible)
Curb weight 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 increased to 505 cu in (8.3 L)[5] which, with other upgrades, increased output to 500 bhp (370 kW) and 525 lb·ft (712 N·m). Despite the power increases, engine weight was reduced to about 500 lb (230 kg). The chassis was also improved, becoming more rigid and weighing 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 price increased by about MSRP 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 tail lights, as well as offering the original GTS Blue with white stripes paint scheme on the initial run of First Edition cars like the original Viper coupe. The engine is SAE-certified to produce 510 bhp (380 kW) and 535 lb·ft (725 N·m). 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 extended production of the 2006 model while preparing the updated 2008 model.

[edit] Performance

Dodge Viper third generation (SRT-10 roadster)[5]

  • 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: 189.5 mph (305.0 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 (SRT-10 coupe)

  • 0-60 mph (97 km/h): 3.8 sec
  • 0-100 mph (160 km/h): 8.36 sec
  • quarter mile: 11.77 sec @ 123.68 mph (199.04 km/h)
  • top speed: 192.6 mph (310.0 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[5]

  • 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)

[edit] Fourth generation, Phase II ZB (2008–present)

Fourth Generation, Phase II Viper SRT-10
2008  Dodge Viper SRT-10 roadster
Production 2008–2010
Body style(s) 2-door roadster
2-door coupe
Engine(s) 510 cu in (8.4 L)[6] V10
600 bhp (450 kW) @ 6000 rpm
560 lb·ft (760 N·m) @ 5600 rpm
Transmission(s) TR6060 6-speed manual
Wheelbase 98.8 in (2,510 mm)
Length 175.6 in (4,460 mm)
Width 75.7 in (1,920 mm)
Height 47.6 in (1,210 mm) (coupe)
48.6 in (1,230 mm) (SRT-10)
48.6 in (1,230 mm) (convertible)
Curb weight 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 lb·ft (760 N·m) 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.[5][6] The rev limit could be increased by 300 rpm due to the improved valve-train stability from both the new camshaft profiles and valve-springs. The engine was developed with some external assistance from McLaren Automotive and Ricardo Consulting Engineers. Electronic engine control is developed by Continental AG; the controller can monitor the crankshaft and cylinder position up to six times during each firing and has 10 times more processing power than the previous unit.

Changes outside of the engine were less extreme. The Tremec T56 transmission was replaced with a new Tremec TR6060 with 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 increased grip and driver feedback and, along with revised suspension (springs, anti-roll bars, and shock valving), 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,[citation needed] 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, which was done initially to help improve the car's exhaust note, since the first 2 generations of Viper, which had no crossover, were criticized for their lackluster exhaust notes. The 2008 Viper exhaust utilized a new exhaust system with no crossover, reducing the heat that enters the cockpit.

The electrical system was completely revised for 2008. Changes included a 180-amp alternator, twin electric cooling fans, electronic throttles, and completely new VENOM engine management system. CAN bus architecture has been combined with pre-existing systems to allow for regulatory compliance. The fuel system was upgraded to include a higher-capacity fuel pump and filtration system.[7]

Car and Driver magazine recently tested the car, and found 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).[8] 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, Nissan GTR, Porsche 911 Turbo, 911 GT3, and 911 GT2, Audi R8, and similar 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 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 not known if the new car will have the Viper name.[9]

On February 10, 2010, Dodge began accepting orders for the Viper SRT10 "Final Edition" models. Only 50 of these units will be produced (20 coupes, 18 roadsters and 12 ACRs). "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 announced.[10]

[edit] Performance (2008 base model)

Dodge Viper fourth generation, phase II

  • 0–60 mph (0–97 km/h): 3.5 sec [11]
  • 0–100 mph (0–160 km/h): 7.6 sec [11]
  • quickest quarter mile: 10.92 sec @ 127.79 mph (205.66 km/h) [12]
  • 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/s²)
  • 100–0 mph (160–0 km/h): 270 ft (82 m)

[edit] Europe

The second generation, phase II SR Vipers were exported to Europe, where they were sold as Chryslers.

The third generation, phase I ZB 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.[13] 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 car with the second-highest fuel consumption on sale in the United Kingdom.[14]

[edit] Variants

[edit] Viper GT2

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 lb·ft (678 N·m) of torque. They had bodywork with similar appearance to the GTS-R, with the same color scheme, aerodynamics package, and visual options, in order to publicize the Viper's achievement in the FIA GT Championship.[15]

[edit] Viper ACR

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 had suspension and engine enhancements focused on maximizing performance in road racing and autocross environments. Horsepower was, by the use of K&N air filters and smooth intake tubes, bumped to 460 hp (370 kW) in these models, while torque increased to 500 lb·ft (678 N·m). Weight was reduced by over 50 pounds (23 kg) by stripping the interior and removing other non-essential items such as the fog lamps (replacing them with brake ducts). The new stiffer, adjustable suspension removed another 14 pounds (6.4 kg) These models, which also have engine and handling modifications, has an "ACR" badge and 20-spoke BBS wheels.

A new ACR was added to the Viper line-up after the 2008 model year. Its upgrades were 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 power and torque remain at 600 hp (450 kW) and 560 lb·ft (760 N·m) as in the base car. The ACR is street-legal, and is similar to the MOPAR Viper that Dodge displayed at various auto shows. Weight was also decreased by 80 lb (36 kg) by using the "Hardcore Package", without radio, speakers, amplifier, trunk carpet, hood pad or 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. The interior was upgraded only by the addition of a beacon-tripped lap timer.

The Viper ACR was built alongside the standard SRT-10 at the Conner Avenue plant in Detroit. The aerodynamic components were produced and assembled to the vehicle by Prefix Corporation located in Rochester Hills, Michigan.[16]

[edit] Viper ACR-X

To commemorate the end of the second generation Viper and mend the gap from the car's production end until the release of the new car, Dodge offered an improved version of the ACR specifically designed to run in the Dodge Viper Cup Series. This car, named Viper ACR-X, added to the basic ACR 40 hp (30 kW), a new set of downforce-enhancing front canards, and new materials that, along with a stripped interior, reduced weight to 3,300 lb (1,500 kg). 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 increased by US$12,000, to $110,000. Production was planned for the spring of 2010.[17]

[edit] 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, but is not planned for production. This concept appears to have been a sneak peek at the Viper ACR. Performance parts from this car are sold by Mopar.

[edit] SRT-10 Carbon

For the 2003 SEMA show, Chrysler displayed a highly tuned Viper SRT-10 in coupe form. The vehicle's name comes from the carbon fiber used to reduce the weight by 150 lbs (total down to 3200 lbs). However, even more significant were the engine modifications, which increased power to 625 hp; no torque or RPM figures were given. Along with the carbon fiber hardtop, a front splitter and rear spoiler were added, however these parts were not nearly as significant as those on the later SRT-10 ACR, and no downforce/drag information was provided to show that they were even functional. The car was a concept only, and never produced.[18]

[edit] Firepower

The Chrysler Firepower was a grand touring concept based on the Viper chassis that would have been equipped with the Hemi V-8, with automatic transmission. Price would have been slightly lower than other models.

[edit] Copperhead

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 produced a limited-production Copperhead Edition Dodge Viper, with copper-colored paint similar to the concept car and other changes.

[edit] Recognition

  • John Lingenfelter Memorial Trophy
  • 2008 Most Expensive Car for Repair Costs,[19]
  • 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.[20]

[edit] Production

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, bidding $5.5 million.[21] However, following the Chrysler Group LLC's acquisition of Viper assets,[22] the company announced it was no longer pursuing a sale of the Viper business assets and continuing the production of Dodge Viper SRT10.[23] Nevertheless, Devon Motor Works later unveiled a Dodge Viper-based Devon GTX, as 2010 model.[24] Subsequent to Dodge's announcement, the true suitor of the Viper brand became known to the public. A group lead by John Tober and Bernie Katz along with Revstone Industries had been negotiating with Chrysler all along to purchase Viper for $40 million. That group planned to launch an aggressive U.S. and European racing program to support a newly designed Viper the group planned to launch in 2012. Tober and Katz, also part owners of the U.S. based North American Road Racing Association (NARRA) ultimately became the sanctioning body for the Dodge Viper Cup created for the new ACR-X. Dodge also became the series sponsor for the Viper Racing League. In 2012 a new Viper or replacement is expected. As of 2010 The special-edition Viper called the Viper ACR-X is in production to celebrate its last year and is expected to be delivered at a Viper Days event at Gingerman Raceway in June 2010. This special model is for track use only and is the spec car for the Dodge Viper Cup, and has an additional 40 horsepower (640 hp (477 kW)).

[edit] Total American sales

Calendar Year Sales
2008[25] 1,172
2009[26] 482

[edit] Motorsports

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, the company became interested in developing a fully-backed race car by the time the second-generation Viper was under development.

[edit] Viper GTS-R

A Dodge Viper GTS-R used by Zakspeed in 2006 24 Hours Nürburgring

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 mostly concentrated on Europe. Using production 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 assembled and maintained 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 went 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 Nürburgring three times, with Viper chassis[27] 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)",[28] Zakspeed entered as Dodge Viper. In pit stops, they filled with 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[29] altogether, with "Wertungsausschluss"[30] (exclusion from classification) for the Chrysler Viper. As the rules limited engine capacity to 6200 cc since 2005, Zakspeed converted the engine into a V8[31] of that size.

Following the end of official factory support for the program in 2001, Vipers were used by privateer teams with much success. Viper GTS-Rs continued to be used competitively into 2007.

[edit] 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 was available from Dodge for race car drivers, picking up where the GTS-R racing variant left off. The power and torque ratings were improved, and with the vehicle 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 with a price of approximately US$140,000. The Viper Competition Coupe is raced predominantly in the U.S. in the Viper Racing League, sanctioned by Viper Days. The Viper Competition Coupe also races in the highly competitive SCCA Speed GT World Challenge.

In 2004 Samuel Hubinette used a Competition Coupe with a modified rear axle for Formula D, in which he won the title before the car was barred by the end of the season (as 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 continued to develop and race the Viper in the 2009 American Le Mans Series season, with Dunlop Tires.

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