Wednesday, August 3, 2011
Friday, July 29, 2011
Tom Walkinshaw and his team at Jaguar Sport, who build this extraordinary supercar, have decided that there is only ever going to be one set of independent performance statistics taken on the XJ220 and those are the ones you will read here.
The car that we tested, registered J999 JAG, is Walkinshaw’s own and the ‘001’ on its kickplates shows it to be the very first of the 350-strong production run. The figures were taken at Millbrook and, along with 1000 miles of non-stop evaluation in England and Wales, represent the first and last clinical analysis of the performance of this, the fastest production car in the world.
The XJ220 is driven by a four-cam, 24-valve 3.5-litre V6 engine derived from the units that powered the XJR10 and 11 sports racers. In road car trim its outputs, at 40C, are 542bhp at 7200rpm and 475lb ft of torque at 4500rpm. At the 18C we had at Millbrook, Jaguar Sport’s engineers estimated the 220 to be giving about 580bhp and “in excess of 500lb ft of torque”. That deals with the first misconception: that a small-capacity V6 wouldn’t cut the mustard.
The second concerns the XJ220’s weight. At five metres long and 2.2 metres wide, the presumption is that the XJ 220 is grossly overweight. But do not mistake size for portliness, as this bonded-aluminium Jaguar carries no fat at all. It’s all muscle. The proof is that, at 1456kg, it is at least 150kg lighter than the Lamborghini Diablo, Ferrari 512TR and even the Bugatti EB110GT. It all adds up to a power-to-weight ratio of at least 372bhp per tonne.
Savage acceleration really is a given here. But what’s really incredible about the XJ220 is its ability to provide such performance in a way that it never, ever intimidates. If we’re still looking for misconceptions, it would be forgivable to assume that a race-derived engine with a small capacity for its enormous output would deliver its power with the friendly progressiveness of a kick in the teeth.
Not so. Its throttle response and, just as important, the weighting of the accelerator pedal, means you can draw on the Jaguar’s performance with absolute accuracy. Use only half the pedal’s travel and it goes like a Golf GTi, moving smartly into Porsche 968 territory with a little extra pressure. A bit more and you have Honda NSX acceleration on hand. The next stage takes you into the domain of the Ferrari 512TR, from which you will only erupt if you nail the pedal to the floor, something you could not conceivably do by accident.
The engine itself sounds awful at its 1000rpm idle, more akin to a pail of nuts and bolts being poured through a Magimix than a pukka race-bred engine.
When it comes to the numbers, though, this car is in a league of its own. It will hit 60mph from rest in 3.6sec, and in first gear. Second asks only for 4.3sec more to take you to 100mph. The Jaguar XJ220 does 130-150mph in fourth in 4.2secs, It’s easier if you say it quickly. It will do 140-160mph in 6.4sec. In top. It recorded a 150-170mph time (11.1sec) within the confines of Millbrook’s mile straight with ease, something no other car has even attempted in our hands.
We were unable to measure the top speed of the XJ220 but we know it will circulate the banked Nardo test track in the south of Italy at 213mph and that this equates to a genuine 220mph.
And yet it is also the finest handling supercar we have ever driven. Such is its damping that supercars we previously considered superlatively well-controlled over difficult roads now seem flawed and spongy after the Jaguar.
Economy is probably not of the greatest concern to those about to spend more than £400,000 on a car but, for the record, the Jaguar stretched a gallon of super unleaded an average of 13.8mpg. The interior of the XJ220 is airy and spacious for two people, the seats are excellent, well able to hold you in place during quick cornering and keep you comfortable, and the driving position is among the best offered by supercars. Sadly, the ergonomics are flawed, but beautiful design details abound: curved slats ahead of the windscreen not only look good but also help air-flow. That said, the boot, though wonderfully trimmed, is almost useless. Oddments fit well enough but any larger bags travel in the car with you. There’s no space under the bonnet, either, as this is given over to the cooling system.
Friday, July 8, 2011
The Ascari A10 sports car, developed by British manufacturers and similar to the Spanish GT version, is rated in the top ten supercars for 2006. Its lightweight carbon fiber body of less than 3,000 pounds (1,361KG) is designed more for the racetrack than the road. There were only a few models of this fast car built, somewhere between 10 and 50, and although expensive, it promises incredible speed and power.
Ascari A10 Data
Base Price 650,000 USD
Power 625 hp
Zero to 60 mph 2.8 s
Zero to 100 mph 5.9 s
Top speed 220 mph (354 km/h)
Engine: 5 liter, V8 BMW M5 4941 cc 625HP
The power of the Ascari A10 comes from the modified BMW 5.0 liter V-8 engine, with the standard six-speed sequential transaxle, where the gearshifts operate as paddles, similar to other race cars. Additions and modifications to the engine, however, include cams with advanced timing, new rods, and pistons, as well as a dry sump lubrication system. It has the same steel sub-frame for the power train and rear suspension as the KZ1 sports car, but the height of the coil spring units can be adjusted hydraulically on front and rear. This is a unique feature, not found on most other supercars, where adjustments can only be made manually. Handling should be easier than before, with front and rear anti-roll bars installed, which are also adjustable. The builders of the A10, not to be outdone by their competitors and to ensure adequate braking at such high speeds, have installed ventilated ceramic disc brakes, with 6-pot calipers on the front and 4-pot calipers on the rear.
The exterior design of this luxury race car is more dramatic than its predecessor the KZ1, with wider headlamps, a different grille, and higher wheel arches to accommodate larger rear tires. In addition, it features a splitter in the front, fixed rear wing, and five detachable body panels for added race trace utility. Even with standard features such as a battery isolator, rollover cage, electric windows, and air conditioning, it still weighs 55 pounds less than the KZ1.
Klaas Zwart, the owner of Ascari, may well have designed the fastest exotic car in the UK, outperforming the Ferrari Enzo as is claimed. The A10 is certainly a rare and distinctive car, one that is much desired to own.
Friday, April 18, 2008
The Ultimate Aero posted 257.41 mph on the first pass and 254.88 mph on the second for an average of 256.18 mph. Official data were collected via a GPS tracking system from Austrian data acquisition company Dewetron. Guinness World Records later verified data for an official top-speed announcement on Oct. 9, 2007. At that speed the Ultimate Aero broke the official record held by the Koenigsegg CCR (242 mph) and the unofficial record (253 mph) held by Volkswagen's (VLKAY) $1.6 million Bugatti Veyron (BusinessWeek, 9/17/07).
And the car could go even faster. NASA's wind tunnel testing facility in Langley, Va., found the Ultimate Aero to be aerodynamically stable at speeds up to 273 mph. It just ran out of road. "If there was additional straight pavement on which to accelerate, the top speed would have been considerably higher, so if anyone challenges our record there is tons left on the table," says Chuck Bigelow, the brave soul who piloted the Ultimate Aero on its record-breaking run.
Changing Gears, Chasing a Dream
Achieving the record wasn't just a matter of bragging rights, though. For company founder Jerod Shelby it was a business decision. From early on Shelby, who started the West Richland (Wash.) company in 2000, decided that he had to break the production car top-speed record in order to establish credibility for his infant company. "No one is going to buy a $600,000 car they never heard of," he says.
As Junus Khan, his director of marketing, adds: "Being a brand-new player, it was important to do something extraordinary in order to gain credibility and to be taken seriously. Our main goal wasn't just to break the speed record, it was to become a well-known, respected manufacturer of world-class exotics."
Before he was able to realize his dream, Shelby, 39, a former go-kart champ and an engineer by trade, spent 13 years developing patents for medical-device company Advance Imaging Technology in nearby Richland, Wash. One of his patents is for a radiation-free medical device that uses sound waves to scan for breast cancer.
After more than a decade developing breakthrough medical technology, Shelby -- who is no relation to legendary auto designer Carroll Shelby -- realized that his financial success would afford him the opportunity to pursue his lifelong automotive ambitions. "I always thought it would be great if I could design my own car. So about nine years ago, while eating at an Italian restaurant, I did my first napkin drawing. Amazingly, the final product looks very similar to our early sketches."
The final product stood waiting for me on a sunny afternoon in mid-December at a 13-mile loop in the Nevada desert (watch the video). I had previously driven the Veyron, and SSC wanted to get my feedback on the Ultimate Aero. So I went out to Las Vegas to meet Shelby, Khan, and the stakeholders in SSC's first and, so far, only dealership. The guest of honor, a sultry red and black Ultimate Aero, is No. 7 of the 50 Shelby plans to build and is the only customer-ready example that currently exists in the U.S.
The Bugatti and Ultimate Aero are very similar when you look at some of the key performance and hardware statistics. They both contained expensive, lightweight materials such as aluminum and carbon fiber; a mid-mounted engine aided by the use of turbochargers (two for SSC and four for Bugatti); 1000-plus horsepower; 0 to 60 mph times under three seconds; and a top speed above 250 mph. This is where the similarities end and differing characteristics start to become more apparent.
First off, the Veyron sends power to all four wheels while the Ultimate Aero utilizes a rear-drive setup with no traction control. Yes, you read that correctly -- no traction control. In the engine department, Bugatti favored the use of 16 cylinders while SSC made do with eight. The Ultimate Aero's weight, thanks in part to the smaller engine and lack of all-wheel-drive system, comes in at a much lower curb weight than the Bugatti. Most shocking, the $1.6 million Veyron costs more than 2.5 times as much as the SSC.
Bugatti pitches the Veyron as being the best of both worlds -- luxurious and civil when you want it to be, and shockingly fast when you feel the urge for speeding tickets. "It's this unique combination between very docile, everyday handling and top speed. So you can drive this car normally like a Golf or Passat, and at the same time, you can overtake [Formula 1 champion Michael] Schumacher with your tie on," says Bugatti communications chief George Keller.
The SSC, although surprisingly smooth and comfortable over rougher surfaces, does not pretend to be anything other than an involved driver's car. And it is. There is no power steering, which makes for a killer workout when navigating the car at low speeds, but at the same time makes for a more connected and authentic road feel while traveling at speed and during handling maneuvers.
Regarding Shelby's decision to do without traction control for the Ultimate Aero, it was a move he saw as consistent with pure sports cars that are not interfered with by the electronic nannies seen in many of today's modern cars. There is also a traditional manual gearshift lever to your right, which, in my opinion, makes for a more rewarding and engaging experience in a car of this performance caliber.
You don't need to be Mario Andretti to pilot the Ultimate Aero, but chatting on the cell phone and sipping a latte while behind the wheel is probably a bad idea. And although extremely well-balanced -- fuel is stored up front as to counter the mid/rear weight bias from the engine -- the Ultimate Aero demands your respect and attention if you would like to remain vertical or out of traction. "We celebrate the Ultimate Aero's unique differences because we did not create this car for everybody. The Veyron is an amazing car, but the Bugatti driver and the SSC driver are two very different people," says Khan.
Flick a switch on the Ultimate Aero's instrument panel, hold down the ceiling mounted starter button, and what can only be described as a lion's roar emanates from all that American muscle resting behind your head. Standing outside of the car at idle, the ceramic exhaust pipes emit a pleasing grumble alluding to the symphony of power that awaits your right foot.
Inside the Car, On the Road
Probably the first thing I noticed after takeoff was all the amusing noises reverberating in the cabin. They're a mix of high-tech happenings and muscular emissions. The twin turbos cradling the engine, for instance, make an awesome pinging sound as the wastegates switch on and off between them. Shelby lovingly refers to them as "the twins." The turbo pinging, along with a ferocious exhaust note, becomes more aggressive as you tear through each of the six forward gears. With a quick flick of the wrist, the Ultimate Aero's transmission precisely clicks into each gear gate as you rapidly climb to triple-digit speeds.
How rapid? How about reaching 60 mph in 2.78 seconds in first gear. Like a well-funded brewery, the SSC's power is always on tap. And thanks to massive 14-in. vented and slotted disc brakes up front (eight-piston calipers) and in back (six-piston calipers), the Aero only needs 103 feet to get back down to zero.
The interior is just as well thought out. "You hear feedback about other cars, like the shifter is too far away or the steering wheel is too close," says Shelby. "So we did a lengthy study about different sized bodies and how they fit into cars. We talked to a lot of owners. We would look at a 55 percentile female and a 95 percentile male, and there is a huge swing in arm/leg length, eye level, etc. We came up with an interior that is suitable for men and women of every size."
The specially made Recaro seats are super-snug and effectively keep your body in place while ripping through corners. This is necessary considering the Ultimate Aero literally handles like it's on rails. Like a high-end camera, just point and shoot where you want to go.
A Hand-Built Record-Breaker
SSC is already well on its way to reaching the 50-car production run planned for the Ultimate Aero. The 2007 order bank, which opened more than halfway into 2007, has been put to bed with five cars sold and delivered internationally. And 2008 has already seen eight orders with six-figure down payments to match. Next on the company agenda is a four-door, four-seat, luxury sports sedan aiming at near or above 220 mph.
When you consider SSC's daunting challenges and its David vs. Goliath situation, it is all the more impressive that they came out on top. And like the founders of many startups, Shelby has been intimately involved in the design and development of his baby. In fact, workers in SSC's assembly plant have become quite used to Shelby turning wrenches alongside them during the 3.5 months it takes to hand-build each Ultimate Aero. "I know the part-number and price of every part on this car, which you will never see at a larger company," says Shelby.
With 1,183 hp and 1,094 foot-pounds of torque, the Ultimate Aero's all-aluminum, twin-turbocharged V8 has more horsepower than any other street-legal production car, another record for which the company is applying.
But wait, there's more.
The car also holds the best-recorded speed for navigating the slalom (73.1 mph), and bests all others in the ever-important weight-to-horsepower ratio (2.33). "A lot of people think that powerful, American supercars are only good at going straight, but our car will out-handle just about anything that you put next to it," Shelby says. "When Road & Track tested a pre-production version of our car, it broke the Ferrari Enzo's slalom course record. It will just take time to get the word out on how capable we are."
Friday, March 14, 2008
Thursday, January 24, 2008
- A Barabus Electromech control system computer handles engine management.
- The ignition system is integrated coil-on-plug.
- A longitudinally mounted transaxle, with unique Barabus bell housing, transfers power to the wheels.
The gill-like ducting is fully functional, venting air into the engine. The autoclave carbon fibre body panels beautifully incorporate the advanced aerodynamics and including full underside air management, advanced front tray and side skirt designs.
Upholstery is covered with finest leathers and suedes. Accents are brushed aluminium or carbon fibre and painted body-colour highlights. Air conditioning, adjustable pedals.
The Barabus has a unique interior feature: the rear view "mirror". There is a small video camera mounted in the rear of the car, with the display is shown normally where the rear mirror is situated.
The Barabus TKR is for sale worldwide. Built in Colonella, Italy, the TKR will be sold through select Barabus certified dealers specializing in exotic automobiles. Worldwide volume is projected to be 300-400 cars over the estimated three-year production run.
The Barabus TKR is on sale at its introduction at the famed British Motorshow, with the first vehicles to be delivered to customers in four months. The Manufacturer’s Suggested Retail Price (MSRP) is £360,000 (668000$).
Wednesday, August 22, 2007
The performance of the 2006 dream car is already the first attention-getter. The Gemballa GTR 650 Avalanche's motor boasts a breathtaking 650 hp. Part of the motor's conversion by the Gemballa engineers included eliciting an impressive 820 Nm torque, guaranteed to bring a satisfied smile to the driver's lips already at 4800 RPM. In comparison, the standard Porsche 997 model features maximum 400 Nm torque at 4600 RPM. The difference puts the GTR 650 Avalanche's sprinting qualities in a class all their own. The GTR 650 Avalanche reaches the 200 km/h mark in only 11.2 seconds, and its top speed leaves doubters in the dust: The irrepressible GTR 650 Avalanche engine delivers a maximum tempo of up to 335 km/h.
But peak performance wasn't the only item at the top of the Gemballa engineers' spec sheet. The Porsche conversion specialists placed just as much emphasis on the safety and durability of the Avalanche. Titanium piston rods, an intake system specially developed by Gemballa, three intercoolers and a special turbo configuration ensure Gemballa pleasure for a long time to come. And its lucky owner only has to share this pleasure with one passenger, because for safety reasons, from 650 hp the GTR 650 Avalanche is only available as a two-seater.
Massive eight-piston brake calipers and accordingly sized 380 millimeter diameter perforated disk brakes make sure the Avalanche also slows to a safe stop. The GTR 650 Avalanche sits on 19 inch wheels with tires sizes of 235 (front) and 315 (rear). The new 20 inch racing wheels are also optionally available, with tire sizes of 245 (front) and 325 (rear). For the particularly ambitious driver who would like to push the GTR 650 Avalanche's envelope, for example on the Nordschleife, Gemballa also offers an optional roll bar.
The new Avalanche's body and interior are equally as exclusive and unique as its driving performance and safety components. All of its add-on components are made of carbon. Fenders and sidewalls are all metal. And the future owner of the GTR 650 Avalanche can also look forward to Gemballa sport seats, a Gemballa sport steering wheel and aluminum pedals. Starting at 240,000 Euros, the new Gemballa dream car becomes tangible sports car euphoria.
Saturday, April 21, 2007
Ferrari Enzo Data
Base Price $670,000
Power 660 hp
Zero to 62 mph 3.4 s
Zero to 100 mph 6.5 s
Top speed 217.5 mph (350 kph)
The CCX is the latest iteration of the Koenigsegg CC family. The CCX is in many aspects a new car since it has been re-engineered to comply with the US regulation and market demands. Still, it has been a key issue for the Koenigsegg Team to keep the distinctive and record breaking CC shape. We believe it is important to avoid trends and instead hone the aerodynamic shape of the CC range for the future, only enhancing its unique look and appearance with tighter lines and a more aggressive stance. We also believe in continuity. A new Koenigsegg shall show a clear lineage from its predecessor and shall not follow any other design trends – but enhance its already proven concept and shape to perfection.
CCX stands for Competition Coupe X. The CCX commemorates the 10th anniversary of the completion and test drive of the first CC maiden prototype, which rolled out from the R&D Department in 1996.
Koenigsegg CCX Data
Base Price $540,000
Body & Interior
The CCX features a completely new set of body and interior parts. The new body incorporates a new front bumper design, engineered to function well in the stringent 2.5 mph bumper test, including enhanced brake cooling, fog lamps and US side position lights. The front lamps have been slightly redesigned to suit the new bumper line.
There is a new scoop on the front bonnet acting as a larger fresh air-intake for the occupants and new air vents have been added behind the front wheels in order to further evacuate air from the cockpit. The frontal shape revisions now allow for effective track use options to be added. The side rocker panels feature side skirts in order to further enhance downforce by increasing underbody area. The new exterior of the car has been created using the industry leading Icem Surf CAD software, guaranteeing a perfect fit and finish as well as optimal highlights.
The car is 88 mm longer in order to comply with the US rear impact regulations and in order to free up space around the rear muffler. The rear clamshell now features a glass window over the new CCX engine, clearly showing off the bespoke and unique Koenigsegg Block casting. The mufflers have received improved cooling, by incorporating grill vents above in the clamshell. The number plate area is now adapted to suit both US and Euro size number plates.
There is a further 50 mm in headroom, making the CCX the most spacious super car on the market, truly considering the taller driver's needs. Koenigsegg believes to have found a niche by enabling really tall drivers to fit well inside the car, still with its highest point only 1120mm above the tarmac.
In corporation with Sparco, and Koenigsegg test driver Loris Bicocchi, Koenigsegg has developed a new seat design for the CCX. The structures of the seat are still carbon fibre, but now feature fully padded front surface and a tilting backrest. The striking and very comfortable Tempur padded CCR seats can still be fitted in the CCX on special order.
Wheels / Brakes
The optional ceramic 382 mm front discs are coupled to 8 – piston callipers and in the rear the 362 mm size is retained with 6 piston callipers. The optional industry first carbon fibre wheels save another 3 kg per wheel compared to the already lightweight magnesium wheels that come as standard. The ceramic discs save another 2 kg per wheel, giving the Koenigsegg CCX lower unsprung weight than any other super car.
Koenigsegg now also offers the ceramic discs and carbon wheel upgrade to all previous Koenigsegg models. Aerodynamic Enhancement
Between the raised speedster humps there is a new type of vortex generator originally conceived and patented by Torbj๖rn Gustavsson at Vortaflow and implemented as a Ram Air engine booster by Christian Koenigsegg on the CCX. Due to the fact that there is a fresh air engine intake right below the rear window, the vortex generator redirects the air directly into the air intake and thereby creating a positive pressure in the air box. To normally obtain this phenomenon in a mid engine car a roof scoop is required, increasing frontal area. In the case of the CCX, the small frontal area can still be kept and reward visibility is unaffected, even though it has now got a true ram air intake over its mid mounted engine.
The CCX now features wholly digital, intelligent fuse and relay unit. This means that there are not physical fuses or relays as such. The unit is programmable and is can-bus connected to a display unit which sends crucial information to the driver. The main advantages of this system are its reliability, light weight, small physical size, programmability and direct information to the driver. The system is prepared for future upgrades and functions.
Unique Koenigsegg Engine
The Engine in the CCX retains the incredible performance and power of the CCR engine, while running on US 91 octane fuel and complying with California emission regulations. In order to reach this challenging goal, extensive rework had to be done to emission related items, such as new cylinder heads with larger valve area and more optimally flowing cylinder head ports. Dual smaller injectors per cylinder were integrated, as well as new camshafts, a new carbonfiber individual runner intake plenum, a new engine management system, updated fuel and EVAP system. New exhaust system where the catalytic converters are moved closer to the engine for earlier light-off time. A returnless fuel system has also been implemented with pumps integrated into the new fuel tank. All in all, a heavy rework in order to retain the unique performance of the CCR engine and at the same time comply with the strictest emission regulations in the world.
The new and cleaner CCX engine also incorporates the first engine block design that is specifically created and cast for Koenigsegg, with the Koenigsegg shield embossed in the casting on both left and right side of the engine block. This new block design is an all aluminium construction made out of 356 aluminium with a T7 heat treat that has undergone a High Intensity Pressure process in order to further enhance block integrity as well as a cylinder bore chill during casting. The new block reaffirms the future development of Koenigsegg engines and makes Koenigsegg stand out among low volume super car manufacturers, due to the fact that Koenigsegg engineer the engine completely in house in combination with the fact that it is also built, assembled, and dyno tested in the Koenigsegg production plant. The Koenigsegg Engineers also incorporated the most powerful internal piston coolers in the industry – bringing down the piston temperature by as much as 80% more than competing systems, which was a must in order to run high cylinder pressure with 91 octane fuel.
Friday, April 20, 2007
The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling.
While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb-ft of torque.
“A legendary big-game hunter once said, ‘Bring enough gun!’ – and with the new 2008 Dodge Viper SRT10, we’ve created some very powerful artillery for sports-car enthusiasts,” said Kipp Owen, Director – Street and Racing Technology (SRT) Engineering, Chrysler Group. “With 600 horsepower – 90 more than before - and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car.”
The new 2008 Dodge Viper SRT10 will arrive in Dodge showrooms in North America this summer with a new level of customization options, including five new exterior colors, four new interior color combinations and a new wheel design.
Dodge Viper SRT-10 Data
Base Price N/A
Power 600 hp
Zero to 60 mph less than 4.0 s
Zero to 100 mph N/A
Top speed 190 mph
When SRT powertrain engineers set out to get more venom from the 2008 Dodge Viper SRT10’s powerplant, their objectives included not only increasing performance, but also complying with stringent regulatory requirements, such as federal Tier 2, Bin 5 and California’s Low Emissions Vehicle (LEV) 2 mandates.
Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer’s basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.
SRT engineers didn’t stop there. Upgrades were developed to handle the 8.4-liter V-10’s increased horsepower and torque levels, while improving traction, driveability – and durability.
The 2008 Dodge Viper SRT10’s V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the previous larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.
The transmission is the latest evolution of the Tremec T56 six-speed manual, known as the TR6060. It features 10 percent wider gears for higher torque capacity and a new synchronizer package. A new shifter system results in reduced shifter travel. Club racers will applaud a new provision for adding an external transmission cooler.
Bold Exterior Styling
The 2008 Dodge Viper SRT10 remains available in two body styles – Roadster and Coupe. Both feature a dramatic new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to facilitate a greater cooling effect for the more powerful 8.4-liter, 600-horsepower V-10 engine underneath.
Eight exterior colors will be introduced throughout the model year – five of which are all-new including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue. Racing stripes continue to be an option with six dual painted stripe colors available: white, black, silver, graphite, blue and red.
Race-inspired Interior Design
The 2008 Dodge Viper SRT10 cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel with center-mounted tachometer and 220-mph speedometer.
Five interior colors will be available in 2008: black, and four new color combinations in black/red, black/blue, black/slate or black/natural tan. A choice of bezel finishes on the center instrument panel and console adds to the increased level of customization.
Wednesday, March 7, 2007
Power 700 hp
Zero to 60 mph 4.4 s
Zero to 100 mph N/A
Top speed 218.4 mph (351.45 km/h)
Power 605 hp
Zero to 60 mph 3.6 s
Zero to 100 mph N/A
Top speed 205 mph / 330 km/h