High Downforce

High Downforce

Dodge Viper review

The 2010 Dodge Viper ranks 6 out of 8 Super Luxury Sports Cars.
The 2010 Dodge Viper SRT10 is an amazing performer on both road and track, but its sports-tuning and limited convenience and safety features make it impractical for everyday use. "Explosive power and surprising handling prowess make Dodge's flagship vehicle a thrilling ride," writes Consumer Guide. "Beyond that, though, Viper is an emotional statement that makes little sense as daily transportation."

Engineered for folks who care more about mind-numbing sports performance than comfort and luxury, the 2010 Dodge Viper SRT10 offers no compromises. It is as bare on the inside as it is powerful and capable on the track. Automobile Magazine explains, "The Dodge Viper has always been a raw sports car with very few frivolities." The 2010 Dodge Viper SRT10's lack of convenience and safety features is proof of that.

True sports enthusiasts, however, won't mind -- as few vehicles priced under $90,000 can keep pace with this beast of a machine. And yes, equipped with a 600-horspower, 8.4-liter V10 engine that launches it from 0 to 60 mph in just four seconds, the 2010 Dodge Viper SRT10 is indeed a beast. The track-tuned American Club Racer (ACR) trim is even more impressive. In fact, it beat the Chevrolet Corvette ZR1's Nurburgring record in 2009 and just recently snagged the production car lap record at Laguna Seca Raceway in California.

Other Sports Cars to Consider

If power, speed and handling are what you're all about, then the 2010 Dodge Viper SRT10 is the car for you. Shoppers, however, should also check out the 2010 Nissan GT-R. Its 485-horspower, 3.8-liter twin-turbocharged V6 engine isn't as powerful as the 2010 Dodge Viper's, but it does teleport (yes, teleport) from 0 to 60 mph in the low three-second range. And though it's not as wildly styled as the 2010 Dodge Viper SRT10, its interior is a lot more accommodating.

Performance - What the Auto Press Says

The 2010 Dodge Viper SRT10 proves itself a competent super car on both road and track, but isn't comfortable to drive on a daily basis.

"Vette and Viper are pretty much even (and impressive) in roadholding, lane change, and braking distance, but the Viper wins on the track. It's easier to drive around the road course as well, thanks to great feel from the quick steering and solid brake pedal." -- Car and Driver

"On surface streets, the Viper is actually well behaved. You don't have to restrain it from taking off, and in routine situations, the six-speed stick goes from first to third to save fuel. But on a track or closed road, the car runs like 600 pent-up thoroughbreds." -- Detroit News

Acceleration and Power

Auto reviewers are enamored by the 2010 Viper STR10's explosive 8.4-liter V10 engine. It generates 600-horsepower at 6,000 rpm and 560 pound-feet of torque at 5,100 rpm. A six-speed manual transmission is standard. According to Dodge, it can accelerate from 0 to 60 mph in just four seconds.

A Viper American Club Racer (ACR) trim is even wilder. Automobile Magazine reports: "Last year, the car was able to snag the Corvette ZR1's Nurburgring record. This year, the Dodge crew took the 2010 Viper ACR back to Laguna Seca Raceway in California to recapture the (unsanctioned) production car lap record. With a time of 1:33.915, the team drove away with the mission accomplished."

Though the EPA has not yet rated the 2010 Viper's fuel economy, the highly-similar 2009 model nets a city/highway fuel economy of 13/22 mpg.

The "Viper is rough, raw, loud and unrefined when compared to other sports cars, and therein lies much of its appeal. As with previous generations, when you pin the gas pedal, you'll be pinned to the seatback. Jam on the brakes and you can feel your internal organs slam against your rib cage." -- Edmunds

"Explosive, even at part-throttle, even from modest rpm. No opportunity yet to time, but Dodge targets under-4-second 0-60-mph times and a 200-mph top speed. Clutch and gearshift demand deliberate action but are not taxing." -- Consumer Guide

"Stomp on the gas, and the car flat goes, laying down rubber without the fuss of wheel hop or excessive spin. All the modulation necessary for a good launch comes from a decisive right foot." -- AutoWeek

"The shifter also has much shorter throws and clearly defined gates, which makes it a pleasure to operate. I'd accepted that a beefy gearbox needed a meaty and somewhat clumsy gearshift. Apparently not." -- Cars.com

Handling and Braking

Test drivers report that the 2010 Viper handles marvelously for a high-performance speed machine; however it's not easy to live with as a daily driver. The new American Club Racer (ACR) trim, which is specially tuned for track performance, is even more aggressive.

"Steering is nicely weighted. Viper's extraordinary width, low center of gravity, and steamroller tires provide uncanny grip and race-car response in changes of direction. The suspension is pliant enough to keep Viper on course through bumpy corners taken at reasonable speed. Stopping control is resolute, with fine brake modulation and little discernible nosedive." -- Consumer Guide

"And despite not having traction control, the Viper sticks to the road and handles remarkably better than the 2006 model it replaces. This is in part because of the tweaks engineers made to the Viper's fully independent four-wheel suspension, as well as the new extra wide Michelin Pilot Sport PS2 high-performance tires that claw into the road." -- Detroit News

"The Viper is more benign than you would think. There's so much rear-end grip that it's difficult to get a little back-end slide using the gas pedal, although the Viper is harder to manage once it does go sideways. We still prefer the Viper's mild understeer to the Corvette's tank-slapping oversteer." -- Car and Driver

"Maybe even more compelling than the awesome acceleration and flexibility of the powerplant was the ability of the brakes to repeatedly haul this relatively heavy car down from race speeds lap after lap." -- Popular Mechanics

"Most of the time, effort, and development dollars have been spent on stuff that makes the ACR go faster through the twisty bits-suspension, brakes, wheels and tires, and aerodynamics. Especially the aerodynamics. Just chew on this for a moment: At 150 mph, the regular Viper coupe generates 100 pounds of downforce; at the same speed, the Viper ACR generates 1000 pounds of downforce." -- Motor Trend-------

Dodge Viper Prices

We want to help you get a good deal on the Dodge Viper. While MSRP and Invoice prices are set by the manufacturer, they tell only part of the story. What you really need to know is what other people are paying for the Viper. We work with TrueCar, Inc. to help you determine what constitutes a Great Price, Good Price, or High Price for the vehicle.

2010 Dodge Viper: 2dr Cpe SRT10

Transmission: Manual MPG: 13 City / 22 Hwy Engine: Gas V10 8.4L/512

MSRP: $91,005

Invoice: $86,479

2010 Dodge Viper: 2dr Cpe SRT10 ACR *Ltd Avail*

Transmission: Manual MPG: 13 City / 22 Hwy Engine: Gas V10 8.4L/512

MSRP: $91,005

Invoice: $86,479

2010 Dodge Viper: 2dr Conv SRT10

Transmission: Manual MPG: 13 City / 22 Hwy Engine: Gas V10 8.4L/512

MSRP: $90,255

Invoice: $85,790

Exterior - What the Auto Press Says

Available in both coupe and convertible body styles, the Viper's exterior design is as functional as it is wild and bold.

"A word of warning: The Viper's signature side exhaust pipes make the side sills dangerously hot. Expect to occasionally singe your calves." -- Edmunds

"To spot the Viper with the most venom, just look for the slightly larger hood vents and the optional Razor wheels, as shown on our test car. But more important, pay attention to its colors and stripes. An array of metallic paints is now available, in wild, vibrant colors. We would expect future owners of this Viper to be just as wild and colorful, and have a good appreciation for the smell of burning rubber." -- Road and Track

 

Interior - What the Auto Press Says

Reviewers find that the Viper's interior cabin lacks much of the comfort, convenience and refinement found in rivals. For a greater super-luxury cabin experience, check out the Porsche 911 Carrera and Jaguar XK.

"Dodge says the simplicity of the interior is by design, calling it 'racing inspired.' My quibble: When a car costs $85,000, its interior should reflect $85,000." -- Detroit News.

"Rich upholstery, but the cabin's only relief from hard matte plastic and textured vinyl are some metal trim pieces." -- Consumer Guide

Seating

Auto writers report that the Viper's low-slung cabin hinders entry and exit. Once inside, however, most find that its seats are supportive. Still, tall folks may not be comfortable.

Though the Viper only provides seating for two, most four passenger vehicles in this class -- like the BMW 6-Series and Mercedes-Benz CL -- feature backseats so cramped that reviewers say they're unfit for average size passengers.

"The cabin is cramped for tall occupants. Firm, form-hugging seats are supportive in turns, but climbing in or out is a chore. Seats lack height adjustment, and close-set pedals are skewed far to the left. Their power adjustment is a plus. Engine heat turns the footwells into ovens, and the doorsills are hot to the touch from exhaust pipes within." -- Consumer Guide

"Getting in and out is a gymnastic exercise of hurdling the door sill and ducking under the low roof. ... The deep buckets, however, make the most of the cramped interior, and the pedals are adjustable. Once you're in the Viper and moving, it's actually pretty comfortable." -- Car and Driver

"You'll feel your body conform to the racing seat as soon as you slide into the low-lying car. Its bolsters hold you snugly in a friendly embrace. The cockpit engulfs you, welcomes you to the Viper experience." -- Detroit News

"Seats are designed like those in a race car, to hold occupants snugly during aggressive maneuvers, but will be a tight fit for many." -- Kelley Blue Book

"Inside the Viper, things are cramped and there's still no proper dead pedal, but it's fairly easy to find comfort in its heavily bolstered seats, which have suede center sections to keep occupants stuck in place." -- Edmunds

Interior Features

Reviewers criticize the Viper for its short list of standard convenience features and difficult-to-use navigation system. Among other features, the Viper ACR "Hard Core" model lacks an audio system and carpet.

"Not that it makes a difference in a contest where adrenaline matters most, but the Viper -- in the grand Viper tradition -- lacks any sort of creature comforts beyond the ubiquitous air-conditioning and power windows." -- Edmunds.

"Audio and climate systems are generic Dodge items. The instruments have black markings and white faces. The speedometer and fuel gauge can suffer sunlight reflections, rendering them hard to read. The navigation system absorbs most audio functions, suffers from a small screen, and is hard to program." -- Consumer Guide

"I'm a little disappointed by the lack of cruise control. It makes all kinds of sense, really, because it would be easy to go into a turn and lose control before there was time to shut it off and take over. Still, I find cruise helps me keep from inadvertently creeping above the speed limit. With the electronic throttles, cruise would add little cost and practically no weight." -- Cars.com

"One of the few complaints is the instrument panel. It has a giant, centrally located tachometer and a tiny speedometer placed to the side. Because the speedometer is so small and hard to read, I could not safely check my speed at the end of VIR's front straight, and still have time to correctly determine where to step on the brakes..." -- AutoMedia.com

"The standard ACR is 40 pounds lighter than the regular Viper coupe. An optional "Hard Core" pack saves an extra 40 pounds through the removal of the audio system, underhood silencer pad, trunk carpet, and tire inflator. The radio is replaced by a lightweight cover that can be configured to mount the lap timer that comes with the package. Hard-core, indeed." -- Motor Trend

Cargo

The Viper coupe provides 14.7 cubic-feet of cargo space -- which is the largest amount in is class. Critics, however, complain that it lacks adequate in-cabin storage. Super luxury sports car shoppers in need of practical cargo room should also check out the Mercedes-Benz CL.

"On the practical side, the coupe has about 14.7 cubic feet of cargo room (the roadster has 8.4 cubic feet). Impracticalities include a lack of cupholders, no truck release in the cabin and no cruise control." -- Cars.com

"A few soft bags fit in the trunk of either body style. The trunk's lid is very heavy, and must be opened for clearance to raise or lower convertible top. Cabin storage is limited to a small center console and dashboard glovebox." -- Consumer Guide

Safety - What the Auto Press Says

The 2010 Viper has not been crash tested by the federal government or insurance industry. In fact, it's unlikely that it will be -- as it's a limited-production vehicle.

Standard safety features include advanced multistage front airbags and an anti-lock brake system (ABS). The Viper doesn't come equipped with traction or stability control -- which is a cause for concern.

"Safety: Good. No traction control but Viper includes adjustable pedals, knee bolsters, airbags and other standard safety features." -- Detroit News

"Despite technological advances over the past two decades, the Viper has just enough safety equipment to make it legal, delegating the remaining responsibility to the hands and feet of the driver. If the performance numbers alone aren't enough to cause heart palpitations, consider that traction and stability control are not available, and circumstances can go from exhilarating to terrifying in short order." -- Edmunds

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Can you explain to me in detail on why Formula 1 cars have high drag coefficients?

I know it has something to do with downforce but how does that make the car go faster?

No, that is high negative-lift coefficients that give it downforce. NOT DRAG...LIFT. And it is stated as "negative lift" because ordinarily lift acts upward.

High drag coefficient in and of itself is NEVER desirable, unless the goal is to bring something to a rest.

It is only due to the design to get a high negative-lift coefficient, that you coincidentally get a high drag coefficient. What you WANT in negative-lift, you PAY FOR in drag.

The way that negative lift makes a race car go faster is that it enables the wheels to gain more traction with the road.

The upper limit of deliverable traction is given by the product of:
1. the NORMAL FORCE of the road pushing up on the tires
2. the surface condition called coefficient of static friction

To get more deliverable traction, you can either:
1. make the car require a greater support force from below
or
2. pick a different set of surface conditions such that the road/tire combination is rougher/stickier.

We really have limited control over #2...so we instead control #1. You can either accomplish this by (A) adding more material to the car, or (B) have another object push down on the car.

The problem with (A) is that sure you get more traction, but that traction becomes less effective, acting upon an object of larger inertia. Changing the mass is a no-op in terms of the limit of traction-based acceleration.

So what we do is (B) in order to accomplish #1. We make the air push downward on the car, by specially shaping the car so that it deflects oncoming air upward to receive a downforce from the air.

So, now my question for you is:
In theory (not necessarily in practice), can a race car be driven upside-down on the ceiling in the steady state? Suppose, for argument's sake, that it has a roof-support during its acceleration zone, so that it doesn't need to depend upon upthrust during that initial speed-up period.

Proline High Downforce Wing