Viper V-10 recieving upgrades in future?

[kdaviper]

The problem is the viper chassis and engine are designed to handle and make 640+HP. Once it is regulated to 500 HP the extra weight in the engine and chassis are problems for it. If you only needed to make 500 HP unrestricted you wouldn't create an 8 liter monster or make the chassis as heavy because you would design both for much less HP.

The GTS-R is as light as the rules will allow...

 

[Brass Monkey ACR E]

CAMEHAFTS&LIFTERS will be a thing of the past-WHY? Solenoid operated valves train are the FUTURE,don't laugh really think about it

 

[Steve M]

CAMEHAFTS&LIFTERS will be a thing of the past-WHY? Solenoid operated valves train are the FUTURE,don't laugh really think about it

You are right, but they have to make them cheap enough for mass production, and also reliable enough to get through at least the powertrain warranty, and longer if the company that goes this route doesn't want to look like they put out engines that die as soon as the warranty is up.

 

[Paul Hawker]

Due to restrictions the GTS-R makes less power than the stock street Viper.

They just gave SRT an increased restrictor size and weight reduction to more closely align it's performance with competitors at LeMans. (Nice last minute surprise)

 

[VENOM V]

Due to restrictions the GTS-R makes less power than the stock street Viper.

They just gave SRT an increased restrictor size and weight reduction to more closely align it's performance with competitors at LeMans. (Nice last minute surprise)

Oh nice! They were pretty slow in practice, needed some help. So here it is! Good luck Team Viper.

 

[PeerBlock]

Gen6 will probably get FI IMO.
Cheaper, lighter, more efficient and more power. Whats the downside?
Sad but true..

Definitely not cheaper because a reliable, "production" FI engine needs to use more durable materials. Lighter? Not if it uses an iron block. FI engines also tend to run hotter, have very high exhaust gas temps and have lag. Even a supercharger has lag since it takes time to compress the air even though the S/C is driven by a belt.

What a lot of people don't seem to get about the viper's V10 is that it's putting out 640 HP as easily as an econobox puts out 120 HP. That, and it has >500 ft-lbs of torque basically off idle and past the redline.

High revving, small displacement V10, high output - would be fantastic.

I would not have purchased a Gen 5 if this is the kind of engine it came with. The small displacement would kill the torque vs what you get with 8.4L.

Another disadvantage the Viper has, compared to a lot of exotics, is its near 50/50 weight distrobution... It's not going to have the same 0-60 time as a car with similar power to weight, but 60% of its mass sitting over the rear wheels... that's one reason mclarens etc are able to put down such amazing numbers so consistently.
The bottom line is TAANSTAFL, and the more compromises you make to one area to facilitate better performance in another area, the worse overall performance suffers.

Weight shifts during acceleration and deceleration and the gen 5 can hit 60 in first gear, in about 3 seconds. Having balance isn't a disadvantage when you want a car that can do more than simply accelerate quickly in a straight line. It does take more skill to handle a car that isn't weighed down on one end or the other since they're less forgiving to driver error.

The problem is the viper chassis and engine are designed to handle and make 640+HP. Once it is regulated to 500 HP the extra weight in the engine and chassis are problems for it. If you only needed to make 500 HP unrestricted you wouldn't create an 8 liter monster or make the chassis as heavy because you would design both for much less HP.

Perhaps to some extent this is true, but I think you're overestimating the "weight savings" among various engines. Most people are surprised to find out that a 2.0L turbo I4 weighs as much or more than certain 6.0L V8 engines because the turbo engine has an iron block while the V8 has an aluminum block. The V8 also puts out more power and torque without FI.

 

[ringram]

GM LSA vs LS7 the LSA Supercharged is cheaper, and more powerful.

But I take your point about heat and throttle lag, though the PD helps with lag.

Not much lag with the eaton PD's

You must be registered for see images attach

 

[MoparMap]

I was surprised when I had my 00 XKR regarding the supercharger. I was expecting a little more response from the engine all the time since it was a screw type setup, but it was downright lazy until it would up to around 2.5-3k. I've always said that if I wanted power I wanted it all the time, so I like N/A because what you have is what you have. You don't have to worry about getting into boost or running out of nitrous or anything.

 

[PeerBlock]

GM LSA vs LS7 the LSA Supercharged is cheaper, and more powerful.

But I take your point about heat and throttle lag, though the PD helps with lag.

Not much lag with the eaton PD's

The LSA is more of a comparison to the LS3, and is priced around $11K for the crate version vs around $6K for the LS3.

The LS7 is essentially a racing engine including a dry sump oiling system. It is priced around $13K...the oiling system could easily account for that extra $2K. The appropriate comparison to the LS7 would be the LS9, which is around $25K for the crate version of what you'd get in a ZR1.

As far as pricing from GM goes, the supercharged versions of their LS-series engines are roughly double the comparable NA units.

The dyno would not show lag, but you'd feel it while driving, especially if you have to slow down from a high speed, then accelerate quickly again. It's not as pronounced as it is with a turbo but it's there.

 

[eachey51]

Thats were the new cuda **** in. Th challenger remains th same muslce car cruiser n the cuda will b lighter to compete with mustang n comaro

 

[eachey51]

The viper gts-r only has 450 hp thanx to restrictors meant to make th performance thruout th field level.