Dodge Viper GTC Time Attacke (Groupe 2.0 Package)

Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
Dodge Viper GTC Time Attack
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
Demonic Red interior of 2016 Dodge Viper GTC
2016 Dodge Viper GTC painted in custom “1 of 1” exterior col
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Source: Stellantis Media

8.4 Liter natuarally aspirated V10 Pushrod. That’s the dream. When you hear the screaming of this beauty you forget about everything else around you. If it were up to me, I would just leave it at that an we could all agree that’s all one should have to say about a car to cause goosebumps. But since the Google-Algorithm wants me to write at least 300 words – here are some facts you should know about the Dodge Viper GTC Time Attack Group 2.0 Package.

In the Viper Hierarchy, the GTC is located above the SRT base model and below the GTS version. It came with plastic interior and 50 Million colour combinations to choose from if you decided to go with the One-of program avalaible for the GTC and the ACR. Yes you heard right – plastic interior but 50 Million colour combinations for the exterior. The basic plastic interior does not mean you won’t find any GTC’s with leather fittings. Customers were able to switch up more or less all the options from the various models, which is why you will find the GTS leather interior in the GTC and SRT or the Time Attack packages on the GTS.

One of the main reasons for the chaotic compilations on this particular car is that it was a rather small production series with surprisingly little demand. Also the Viper was completely handbuild – including the engine. A treat that you usually expect to find on European million-dollar, high-end luxury cars and not in one of the most American cars ever made.

The Gen 5 Dodge Viper – explained

A naturally aspirated V10 pushrod with only two valves per Cylinder and so much displacement that you could fit more than 4 VW golf engines in there – definitly cool but kind of antiquated for a race car, isn’t it? Well not exactly. Dodge was well aware of the challenge they were facing when trying to build a car that was as American as possible and still could take on the competition in Europe.

The main goal was to build a track-oriented car, meaning a car that could take corners at high speeds and accelerate through them at high torque ratios. The challenge is rather simple to tell: In order for a car to take a corner as quickly as possible it has to stick to the ground and not slip away when steering – in other words; overcome the famous “centrifugal force” that pushes people on the backseats against the doors. This is easier said than done; aside from the usual suspension and tire fitting, engineers have to take a look at two main areas – aerodynamics and the center of gravity. On the Viper the aerodynamic features are quite impressive, especially on this Time Attack Group 2.0 and the ACR. They produce tons of downforce to make sure the car stays on the ground.

But what does this have to do with the engine? Aerodynamics actually nothing, but the center of gravity does. If you want a car to be quick on a curvy track, a ton of downforce is not everything. The center of gravity is the point in which the majority of you weight is concentrated. The more central and especially the lower the weight sits in a car, the better it can handle around corners. Just imagine a shopping cart with a crate of beer in it. The weight sits in the cart and going around corners shouldn’t be a problem. Now imagine puting 5 crates on top of each other. Neglecting the fact that it will be kind of heavy – when going into a turn you’ll have to be very careful or else the cart will tip over. It’s the same thing with cars, which is why sports-cars are characteristically built very low, have the seats as low as possible and the fuel tank right above the ground and not on the roof. All to make sure that th weight lays as low as possible in the vehicle.

Now this is where the engine comes in. It represents one of the heaviest parts of the car, especially when it’s a bigass V10 such as the one built into the Viper. Now, if we want to keep our center of gravity as low as possible we have to put that engine as deep in the car as we can, but since below the block we need space for the oil-pan, on top of the fact that a V10 is everything but small dodge had to come up with some ideas.

Why a pushrod engine?

Firstly the engine-block in the Viper is made out of aluminium, which is more lightweight than a steel-block. But what’s more interesting is the engine layout – Dodge went with a pushrod, meaning that instead of  one or even two camshafts on-top of each cylinder-bank there is only one that sits inside the block between the two cylinder banks. The solution not only makes the engine less tall and more compact, but also a lot lighter since there is only one instead of 4 camshafts. Another big advantage is that pushrods have more low-end torque than other engines as they only feature one valve per cylinders. That’s because ff you have only one intake valve, air is more restricted when entering the combustion chamber, therefor it’s traveling faster meaning that it will stir up better with the fuel. A better air-fuel mixture results in more efficient combustions which then results in more power – so much power in fact that the 5th gen Viper produces over 800 Nm (600 ft lb) of torque which is the most any naturally aspirated production car ever made. Sounds great so far, right? So why did no one think about that before, considering the fact that push-rods have been around for way longer than overhead-camshafts?

How does a pushrod engine work?

There are a few very good reasons for why the pushrod had been replaced by overhead-cam engines. In a pushrod engine, the camshaft pushes on rods that connect to the valves, sitting on top of the cylinder. Since there is only one shaft in the middle the engine is limited to 2 valves per cylinder. This might be great for low-end torque, but if you want reasonable fuel consumption it might not be the best solution. Also the valves have to be inline with the rods, meaning that you can not place them at the perfect angle needed for optimum airflow. Next the pushrod can’t rev as high as a overhead-cam engine. That’s because there is a lot of material needed to connect the camshaft to the valves. The motion from the camshaft has to travel all the way up to the valves in order to activate them. More reciprocating mass and moving parts limit the engine speed as it is physically harder to move. In an overhead-cam engine, the camshaft is linked directly to the valves which allows for higher speeds. The last big problem is that in a regular pushrod you can not change the valve-timing while in a overhead-cam engine you can, thanks to solutions such as VTEC, NTEC or Valvetronic. This again limits the engines efficiency and power – but Dodge found a solution to that issue.

In the Viper you will find a so called performance-camshaft. These kind of camshafts can sometimes be found in muscle cars that are used on drag-strips. A performance camshaft is built so that the engine always runs at full power (which makes them sound f*****g amazing) but also causes it not to meet emission standards and is therefor illegal. Dodge found a way around that too. They developed a camshaft in a camshaft where one is built into the other. The performance-shaft is activated by five pistons that connect it with the regular, rotating shaft and by that switching the valve-timing to full-throttle.

The whole process is rather complicated and pretty sophisticated. If you are interested in learning more about the Vipers technology I recommend you go check out Donut Media’s video on the ACR which very well explains the process using animated visuals. You can find the video here.

Quick Facts

Year

2017

Cylinders

10

Displacement

8390 ccm (516 ci)

Horsepower

645 

Top Speed

306 km/h (190 mph) - the aero-package helps with corners but makes it slower on the straights

0-60mph / 0-100kmh

3.4 s

Engine

Type

naturally aspirated V10 pushrod

Position

mid-front

Displacement

8390 ccm (516 ci)

Compression Ratio

10.2:1

Boost Pressure

/

max. RPM

6400

max. Torque @RPM

814 Nm (600 lb ft)@5000 - record for naturally aspirated prod. cars

max. Horsepower @RPM

645 hp@6200

Valves/Cylinder

2

Valvecontrol

Pushrod with Variable-valve timing (VVT)

Transmission

Drivetrain

RWD

Type

6-speed manual

Gear Ratios

2.26 - 1.58 - 1.19 - 1.00 - 0.77 - 0.50

Final Axel Ratio

3.55

Design

Seats

2

Doors

2

Length

4463 mm (175.7in)

Width

1941 mm (76.4 in)

Height

1246 mm (49.1 in)

Weight 

1560 kg (3439 lb)

Paint Options

Adrenaline Red, Anodized Carbon (Matte), Billet Silver Metallic, Ceramic Blue Clear Coat, Competition Blue, GTS-R Blue Pearl Coat, Gunmetal Pearl, Stryker Green Tri-coat Pearl, Stryker Orange Tri-coat Pearl, Stryker Purple Tri-coat Pearl, Venom Black Clear Coat, Viper White Clear Coat, Yorange Clear Coat + 16,000 custom colour options & 48,000 stripe-combinations

Interior Colour Options

Black, Black/Demonic Red, Black/Header Red, Black/Sepia, Black/Yorange, Demonic Red, Sepia, TA Black/Orange

Interior Materials

Plastic or leather

Cw value

/

Design by

/

Performance

Top Speed

306 km/h (190 mph) - the aero-package helps with corners but makes it slower on the straights

0-60mph / 0-100kmh

3.4 s

60-120mph / 100-200kmh

6.7 s

60-0mph / 100-0kmh

/

1/4 Mile

39 m (130 ft)

Price

New 

≈130.000 $ (depending on the options chosen)

Used 

≈300.000 $

Make sure to check out the other cars we covered so far on this website.

 

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