Dodge

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Edward Jones – December 20, 2024

2018 Dodge Demon Price, Specs, and Photos

While Dodge had been on a roll with menacing muscle cars, they went above and beyond, creating a muscle car that will go down in history. Based on the popular Challenger Hellcat, the Dodge Demon specs are those of a record-breaking supercar. The Demon SRT is a proud moment for the American automotive industry because it's one of the fastest, most powerful, and most awe-inspiring cars ever coming from an American brand. Not to mention, it's one of the rarest American performance cars as well. 3,300 is how many Dodge Demons were made, and combined with its incredible looks and performance, its rarity makes it quite the desirable machine. FAQs How much does a 2023 Dodge Demon cost? When it was launched, the 2018 Dodge Demon had a starting price of about $84,995. Which is faster, the Dodge Hellcat or Demon? Both cars are incredibly fast, but the Demon is faster than the Hellcat. Is the Dodge Demon street legal? While it may be designed for drag strips, the Dodge Demon is street-legal. Just don't try driving in wet streets with the drag radial tires. What is the top speed of the Demon? The Dodge Demon has a top speed of 211.227 mph, but the Challenger SRT Demon 170 has a top speed of 215 mph. How fast does a Dodge Demon go? The Dodge Demon is renowned for its acceleration. The 2018 model can go from 0 to 60 mph in just 2.3 seconds, and it can complete a quarter-mile drag strip in as little as 9.65 seconds. Just by looking at the Dodge Demon, there's absolutely no doubt that it's an incredible performance car. Its massive intakes, classic proportions, and aggressive stance leave no room for debate that it's a serious vehicle for speed. The outcome of flooring a Dodge Demon in a straight line is something that should never be underestimated because it's one of the very few production cars in the world that can do a quarter-mile in less than ten seconds. This car is an example of when looks aren't deceiving. Starting with the most obvious: it’s a very wide car. Open the door and find a 4-point harness for the driver’s seat. Dodge Demon Price We have reached the most explosive of the Dodge Challenger Demon specs. On paper, the Dodge Demon price is $84,995 MSRP. If you want a passenger seat, it is $1. The rear seats are $1. The carpet for the trunk is $1. And the Demon Crate is also $1. A luxury package includes a heated steering wheel and heated and cooled leather seats for $1,500. An 18-speaker Harmon/Kardon system is $995, and the craziest price is $4,995 sunroof. What comes free is one day of driving instruction at Bob Bondurant’s racing school. Dealers have been marking them up due to the limited production, but Dodge pushes back the build date for each dollar sold over invoice cost. Dodge Demon Specs Dodge started with a new block to build the world’s fastest production car. A giant supercharger now displaces 2.7 liters and is chilled by an intercooler and a shot of cool air from the A/C. This allows the boost to reach 14.7 pounds at launch. Being the first production car equipped with a trans-brake, it allows the Demon to pull a wheelie at the starting line. The record-breaking Dodge Demon horsepower lays down a quarter-mile time of 9.65 seconds at 140 mph, which is why it is banned from NHRA racing - because it lacks a roll cage. Certified by the Guinness Book of World Records, both front tires are in the air for 2.92 feet. For the Dodge Demon 0-60 mph time, the 840 hp and 770 lb-ft of torque will have you at 60 mph in 2.3 seconds. Only 3,000 cars will be built in the US and 300 in Canada, which makes the muscle car a hot commodity, especially considering the Dodge Challenger Demon price. Dodge Demon Production Numbers:3,000 US Market & 300 for Canada = 3,300 Total Dodge Demons Dodge Demon Review The Dodge Demon is perfect for drag racing if you want a genuine muscle car. It is loud, and the ride is stiff. Luxuries are in short supply, but power is not. Developed alongside the Challenger HellCat, the Demon Challenger retains a bit of street civility as long as you stay out of race mode. Adaptive shocks with 12” wide tires at all corners make for excellent grip. The springs are nearly 30% softer than the HellCat, which helps in racing. It also allows the car to return a comfy ride on the highway. Easily converted into drag mode, it is like reviewing a completely different car. Swapping the front tires for the optional skinny ones instantly improves weight transfer. You won't want to run them on the street, as rain and corners will be your worst enemy. The best part of the review is customizing your profile for suspension, steering, transmission shifting, and even ambient lighting. All without getting your hands dirty. Each Dodge Demon for sale has 2 keys. The black key limits horsepower to 500, while the red key unlocks 840 horsepower when running race fuel. This produces consistent 9-second quarter-mile times, making it the first production car to be banned by the NHRA. Cars running faster than 10 seconds require a full cage and other safety equipment. The 2018 Dodge Challenger SRT Demon’s 6.2-liter supercharged HEMI® Demon V-8 engine. Dodge Demon Engine Between the flared front fenders is the most powerful production V8 ever offered. Engineers took the HellCat’s 6.2-liter V8 and topped it with a 2.8-liter supercharger. It is fed by a 1” fuel line that flows more than a showerhead. Full power is accessed by a programmer that comes in the Demon Crate, the $1 box of goodies that will have you ready to race. It unlocks the ability to run race fuel, another first in a production car. The base 6.2L Dodge Demon engine price is $14,995. This will get you the basic Hellcat engine with 707 hp. Pushing it to 840 hp should be fairly easy with a smaller puller and engine tuning. Buy an 807 Horsepower Demon Crate Engine Dodge Demon specs the boost at 14.5 psi or 1 Bar at launch. The intake can inhale 1,150 cubic feet of air every minute. However, the Dodge Demon supercharger is just the beginning of what makes it such a formidable car. The crank, pistons, and rods are all forged, and the oil galleries inside the block flow 50% more oil to the piston squirters. These nozzles are aimed at the underside of the pistons and provide cooling to the beasts of burden. Every block is bored with torque plates to ensure every angle is true when the heads are in place. Squirters were also added to cool the valve springs, allowing the Demon engine specs to reach 6,500 rpm. Dodge Demon Transmission The only transmission offered is the 8-speed 8HP90 automatic. As such, the Dodge Demon required several unique improvements. A specific high-stall torque converter was developed for the ultimate ¼ mile run. It is held back by an internal trans-brake, which locks 1st to reverse. This momentary action allows the engine to rev while under load. This builds boost by the ignition cutting spark to every other cylinder until you release the Demon stats. Once you are rolling, gear changes take only 400 ms, and you feel each one. Many "automotive experts" cried foul at the lack of a manual transmission. A stick shift can't handle power of this magnitude without needing to be rebuilt every few months. The robust internals and unprecedented features of the Dodge Demon Transmission will make it the ultimate choice for resto-mods, and lesser Challengers looking for the ultimate gearbox. The 2018 Dodge Challenger SRT Demon features exclusive Hole-Shot, five-spoke 18×11-inch lightweight aluminum wheels. Dodge Demon Brakes Going fast isn’t fun if you can’t stop, so Dodge ensured the Demon's brakes would be just as capable as the engine. While the rotors and calipers look identical to the Challenger Scat Pack, they asked Brembo to make them as light as possible. So the rotor is smaller than the HellCat, but they are bolted to 12” wide tires at each corner. This allows the Demon to stop from 100-0 in only 96 feet. That is better than any Viper. It must be noted that the skinny tires offer little grip in panic stops. Once you are done racing, put the normal wheels back on before heading home. 2018 Dodge Challenger SRT Demon 2018 Dodge Challenger SRT Demon 2018 Dodge Challenger SRT Demon Dodge Demon Design The menacing look is a function of the Dodge Demon specs for drag racing. The high beam lights were ditched in favor of halos that surround intakes for the engine. The largest hood scoop of any production car helps to channel cool air to the supercharger and believe us when we say that the hood scoop is by no means just for looks. The incredible Dodge Demon supercharger needs as much cool air as possible to do what it does for the car. Every wheel opening is flared in an almost cartoonish way to fit the massive tires. From the inboard lights, hood scoop, and fender wells, there are 3 paths to introduce cold air into the engine. Every Demon is wide and low, with prominent fender flares and aggressive aerodynamics. One design feature that many will look for on this muscle car is the Dodge Demon badge. This badge came to life after multiple sketches, but the final product perfectly represents the power this Demon holds. 2018 Dodge Demon Interior Dodge Demon Interior Because it is intended to be a race car, Dodge Demon specs the interior as Spartan. As mentioned above, if you don’t opt for any of the upgrades, your Demon will arrive with one seat. It does have an infotainment screen with a basic audio system. The screen primarily aims to configure the car’s various suspension and performance systems. A passenger seat and rear seats can be added for $1 each when ordered. Less is more, and we wish more cars could be ordered like this. Engineers were able to cut 216 lbs of curb weight by removing: Seats and seat belts 16-Speaker Audio and wiring Deck lid cover trim Trunk carpet Spare tire cover Sound and heat insulation Tilt-telescopic steering column Parking sensors After all is said and done, the Dodge Demon weight is 4,255 lbs, allowing the Dodge Demon specs to include the first production car to pop a wheelie. It should be noted that popping a wheelie on a public road is not advised. 2018 Dodge Demon Interior Dodge Demon Standout Features The Dodge Demon is the first production car to be banned by the NHRA. Any car that runs 9.99 or faster needs a roll cage, driveshaft loop, and a few other safety upgrades before it can be raced. The Demon box mentioned above costs $1, but it will arrive with skinny front wheels and tires, an impact gun, a jack, and jack stands, and the 103 octane tuner. Each part will be engraved with the VIN and your name, so the extra dollar seems worth it. The first production car with a trans-brake, this fun feature will allow you to pull a wheelie for the perfect holeshot. Dodge Demon 170 For the final year of production, the new Dodge Demon 170 was unveiled and it's easily the most impressive version of the American muscle car thus far. With more power than ever before and astonishing acceleration that would rival electric hypercars, the Demon 170 is the real deal. Just 3,300 examples of the Demon 170 will be made. View All Dodge Demons For Sale

By Andrew Nabors – January 27, 2021

2003-2007 Dodge Viper SRT-10 Price, Specs, Photos & Review

For a wild concept car to evolve into a 3rd generation, the 2003 to 2007 Dodge Viper SRT-10 For Sale offers no apologies. As the flagship of the Street & Racing Technology division, this limited run was known as SRT-10 Viper. Because no Dodge Vipers were built for the 2007 model-year, we are only looking at four years that saw incredible advances in technology and power for every new Dodge Viper SRT-10. 2003-2007 Dodge Viper SRT-10 Price For those that want to experience the best aspects of the third-generation Dodge Viper for sale, you will need to assume to contemplate their rarity into the equation. On the showroom floor, the 2003-2007 Dodge Viper SRT-10 MSRP started at $79,995. Age has been kind to these cars, so the Dodge Viper price is still competitive with late-model domestic sports cars for sale. Another factor is body style. The third generation Dodge Viper was built as the SRT-10 convertible. The only year for a hardtop was the 2006 Dodge Viper SRT-10 coupe, and no cars were offered for 2007. 2003-2007 Dodge Viper SRT-10 Review Development of the 3rd-generation Dodge Viper began before the 21st century. Starting from the ground up, engineers sought to give owners unparalleled performance and grip. Only a few parts were shared with the predecessor, so many owners of previous Vipers for sale chose to upgrade. The Best Dodge Vipers You Can Buy Today Starting with a new chassis, the car was stronger and 80 lbs lighter. This allows unsprung weight to be lower, and the ride more comfortable. Comparing widths, the front tires are 2 3/4" thinner. This staggered width and diameter preserve rotation in the corners. Every new car for sale has some type of traction control or stability system. You will not find any such annoyances on any 2003-2007 Dodge Viper SRT-10. Driving the Viper is rewarding because it can be relaxing with such abundant torque. Downshifting is not required for acceleration, but the car is thirsty. If fuel mileage and silent running are your life goals, the Viper loves premium fuel and its rumble is not easily squelched. 1996-2002 Dodge Viper Specs In order to understand what the third-generation Dodge Viper for sale has to offer, let us consider what every 2003-2007 Dodge Viper SRT-10 specs include. Based around an 8.3-liter V-10, the convertible uses a high-strength aluminum space frame to weigh in at 3,373 lbs. Known internally as the ZB I chassis, it spawned a coupe for only one model year The 2006 Dodge Viper SRT-10 Coupe represents a rebirth of styling first seen on the Dodge Viper GTS. As with all Dodge Viper for sale, an automatic transmission was not offered. Instead, the Tremec six-speed manual was treated to triple-cone synchros. Dodge Viper Specs Price: $79,995 Engine: 8.3-litre V10 Transmission: 6-speed manual Horsepower: 510 hp Torque: 535 lb-ft 0-60 mph: 4.0 seconds 1/4 mile: 12.4 seconds @ 116 mph Top Speed: 190 mph Weight: 3,373 lbs Sell My Dodge Viper: Get a Cash Offer 2003-2007 Dodge Viper SRT-10 Engine Starting with a new block, the 2003-2007 Dodge Viper SRT-10 engine was a clean-sheet design. Under the heads, you will find a bore of 102.4 mm along with a stroke of 100.6 mm. This nearly-square engine initially offered 500 horsepower along with 525 lb-ft of torque. Something special was needed for the return of the coupe. Revisions to the cam and heads bumped output of the 2006 Dodge Viper SRT-10 engine output to 510 horsepower and 535 lb-ft of torque. Thanks to the massive displacement, even simple upgrades result in nice gains. The block and heads of the Dodge Viper engine easily support stroker cranks. A 9-liter beast with slight boost easily offers four-digit horsepower. The aftermarket has unlocked the programming of the camshaft phaser, so find a tuner and hang on. 2003-2007 Dodge Viper SRT-10 Transmission Perhaps the most loved feature of every Dodge Viper for sale is the six-speed. With no provision for an automatic, the 2003-2007 Dodge Viper SRT-10 transmission is a bulletproof manual. Easily capable of handling over 600 horsepower, it was built-to-order by Tremec. 1991-1995 Dodge Viper RT/10 Roadster Price, Specs Starting with a beefy case, it is loaded with steel shift forks, triple-cone synchronizers, and a 30-spline input shaft. The shift bushings are bronze, and first gear is 2.26. With 5th and 6th being deep overdrives, the 3.55 differential offers acceleration in any gear. Because the transmission is so large, it forced designers to move the pedal box outboard. Insulating the floor pan is a great way to keep transmission heat from roasting your toes. 2003-2007 Dodge Viper SRT-10 Interior Before 2003, the Dodge Viper interior was mostly an afterthought. But a serious effort was made to make the car appeal to buyers around the world. Therefore, the 2003-2007 Dodge Viper SRT-10 Interior is functional and ergonomic. While some controls are shared with corporate cousins, the quality is better than most exotic cars for sale. The gauges are white face, with the tachometer playing center stage. Autometer supplied a full suite of auxiliary instrumentation that includes oil pressure, oil temperature, coolant temperature, voltage and the speedometer. Under them, all is a prominent red starter button that gratifies even the most jaded driver. 2003-2007 Dodge Viper SRT-10 Brakes For much of the car's evolution, every Dodge Viper for sale lacked Anti-Lock Brakes. Known as ABS, the manufacturer viewed such advancements as supplements to lesser cars. When it came time for the 2003-2007 Dodge Viper SRT-10 for sale, they utilized 14" brake rotors with 4-piston calipers. Often used as upgrades for earlier cars these 2003-2007 Dodge Viper SRT-10 brakes are among the best on the market. 2003-2007 Dodge Viper SRT-10 Standout Features One of the best aspects of all 2003-2007 Dodge Viper SRT-10 for sale is their standout features. Starting with perfect weight balance, every 2003-2007 Dodge Viper SRT-10 will wow you thanks to incredible ergonomics. With an optimal ride height, you will find everything you need close at hand. Although the 2003-2007 Dodge Viper SRT-10 is a limited model run, it was highlighted by the Mamba Edition. This exclusive package was based on the Dodge Viper GTS-R concept in 2000. Starting with new angular bodywork, a new aluminum spaceframe was much stiffer than before. Black leather with red contrast stitching adorned every Mamba Edition, adding an additional $3,000 to the 2003-2007 Dodge Viper SRT-10 price. Dodge Viper For Sale " width="680">

By Andrew Nabors – October 07, 2020

1996-2002 Dodge Viper Price, Specs, Photos & Review

While it took a few years for the public to embrace the Dodge Viper for sale, enthusiasts had no idea what was in the works. Going back to basics, engineers retained the exterior styling of the RT/10 Roadster while making significant improvements to the engine and chassis. The 1996-2002 Dodge Viper price, specs, photos and review are an essential resource if you are considering a second-generation Viper. In addition to numerous upgrades, the RT/10 Roadster was joined by the 1996 Viper GTS coupe for sale. Let's take a look at both. to find out which one is right for you. 1996-2002 Dodge Viper Price As the 1996 Dodge Viper GTS price reflects the development of a new model, it had an MSRP of $66,000. The 1996-2002 Dodge Viper price for the RT/10 roadster remained at $58,600. For this amount, buyers had more content to choose from. Instead of burning your legs, both models gained full-length exhaust. Glass replaced the plastic windows for more security and insulation, and an aluminum hardtop was offered on the roadster along with a sliding top window. 1996-2002 Dodge Viper Review Driving a second-generation Dodge Viper for sale is much more rewarding than its predecessors. That is thanks to a stronger frame that uses aluminum to shave 70 lbs compared to the previous models. While the major changes can be felt in the RT/10 roadster, the 1996-2002 Dodge Viper GTS pushed the car into competing on the world stage. Their first coupe incorporated a double-bubble roof so that both occupants could wear full helmets with racing harnesses. 1992-1994 Dodge Viper RT/10 Roadster Price, Specs, Photos & Review Performance on the street and the track was unprecedented thanks to strong a-pillars and a solid roof. Visibility was down but power was up, so it makes the GTS more collectible among some enthusiasts. While they look very similar, the 1996-2002 Dodge Viper GTS only shares 10% of its parts with the RT/10. That is why you should drive both before making a decision. 1996-2002 Dodge Viper Specs For the sake of brevity, both models of the 1996-2002 Dodge Viper specs are identical. The 8-liter V10 engine gained full-length exhaust and high-flow manifolds. With the ability to breathe deeper, a more aggressive cam bumped power to 450 hp and 388 lb-ft of torque. Both cars used the Borg-Warner T-56. It was their strongest offering, incorporating steel shift forks and triple-cone synchros. A conservative differential ratio of 3.07 allows for deep overdrives on the highway, and swapping to 3.73 gears offers much faster acceleration. Dodge Viper Specs Price: Starting $58,600 Engine: 8-litre V10 Transmission: 6-speed manual Horsepower: 450 hp Torque: 488 lb-ft 0-60 mph: 3.1 seconds 1/4 mile: 12.2 seconds @ 118 mph Top Speed: 189 mph Weight: 3,375 lbs 1996-2002 Dodge Viper Engine While the motoring world was initially unsure about the Dodge Viper engine, it was the 1996-2002 Dodge Viper that truly set it in a class of its own. After extending the Magnum V8 by two cylinders, the odd-firing order made a unique soundtrack on the early cars. Now that both pipes ran full-length, the crossover allows for deep rumble and screaming shifts. Having 450 horsepower in 1996 required cars much more expensive, or else forced induction that was inefficient at best. The 388 lb-ft of torque is available at most any RPM, allowing the driver to stay in 3rd gear into illegal speeds. Thanks to beefy internals, the Viper engine is capable of much more power using traditional hot-rodding tricks. Ported heads and new cams will make your 1996-200 Dodge engine more powerful than most cars on the street. 1996-2002 Dodge Viper Transmission Even with all the advancements, the 1996-2002 Dodge Viper transmission remained the bulletproof Borg-Warner T56. Because of ever-tightening fuel economy standards, the government-mandated a 1st to 4th "Skip Shift" under light loads. This irritant made sure the catalytic converters were working. Along with the electronic reverse lockout, they can easily be deactivated by unplugging them. While the transmission gears were evenly spaced, the differential was not built for acceleration. The 3.07 ratio is easily swapped out for 3.73 or higher, this offers more acceleration at the sacrifice of top speed. Contemporary critics malign the brand for never offering an automatic transmission. The simple reason why is power and grip. The 1996-2002 Dodge Viper specs include both. Automatic transmission technology was not capable of providing reliability without significant weight gains. 1996-2002 Dodge Viper Interior Two considerations shaped the Dodge Viper interior. The first was government-mandated safety equipment. So diving into the Dodge parts bin, they added airbags. Everything else was based on performance. White analog gauges were aimed at the driver. The tachometer becomes redundant once your ears learn the exhaust note, but the speedometer is paramount. You can easily be at triple digits in seconds. Without cruise control, it is all that keeps you from a court date. New Street Legal Dodge Viper World Record Set Most drivers have one complaint about the Dodge Viper interior: the pedal box. Having massive front tires and a beefy transmission on either side, the pedals are not a straight shot for your legs. Those with hip or knee issues be warned, this is not the car for you. Interior heat is also constant. Since the catalytic converters are large, the composite floor pans offer little protection. This is easily fixed with a few layers of insulation. The 1996-2002 Dodge Viper interior for the GTS coupe was the first to accommodate power windows, power locks, and Air Conditioning as standard equipment. 1996-2002 Dodge Viper Brakes When it comes to stopping, bigger is always better. That is why the 1996-2002 Dodge Viper brakes measure 13" at all corners. The front rotors are over 1.25" thick to prevent warping, with the rears being 0.86". All four calipers have four pistons with excellent pedal feedback. While they are power-assisted brakes, the minimal engine vacuum translates to a classic car feel. With no provisions for anti-lock, the art of threshold braking must be learned to keep from locking the wheels and flat-spotting the tires. With such a significant swept area under the brake pad, it is easy to tame this beast in the corners and on the street. 1996-2002 Dodge Viper Standout Features One of the most obvious features of the 1996-2002 Dodge Viper are the 17" wheels. Measuring 10" front and 13" wide on the rear, they offered the tires ample sidewall height to soak up the uneven pavement. Another advantage is that taller tires will easily tell you when they are at their limits. Not only through their screams, but the feedback through the steering wheel is also a great analog instrument. But as drivers began to stress the cars in endurance racing, they noticed the steering rack could easily wear out its bushings. Therefore, every 1996-2002 Dodge Viper was offered a reinforcement from the frame to the steering box mounts. This is one area of bargaining when looking for a Viper, as the brace makes a noticeable improvement on the track and street. By mid-1999, the improvement was added to the assembly line. Other standout features you might not know is that the GTS stripes are wider than the RT/10. This was done to keep the graphics in proportion to the body lines using perspective as a trick to the eye. Almost every year had a unique color choice, giving collectors something to fight over. The transmission skip shift and a light flywheel take some getting used to, but they become second nature after a few days. Often the uninformed public has notions that the car is unreliable, but Vipers only usually need oil changes and tires. Click the button to find your Viper and stay with us for all your Viper updates. Sell My Dodge Viper: Get a Cash Offer Browse Dodge Viper For Sale " width="680">

By Andrew Nabors – August 26, 2020

1991-1995 Dodge Viper RT/10 Roadster Price, Specs, Photos...

In the late 1980s, automotive engineers started to realize that high-performance cars could meet emissions standards, and advancements in technology led to the 1991-1995 Dodge Viper R/T 10 Roadster for sale. Lee Iaccoca was the big boss at Chrysler, responsible for taking a bankrupt business and making it a world leader. After the Minivan, K-Cars, and the LeBaron exceeded expectations, he was ready to retire with a bang. Calling an old friend, Carroll Shelby agreed to help him build a Cobra for the 90's. Starting in 1988, they began work on a 2-seat roadster. Once it was ready for production, Mr. Shelby showed off its abilities as the Pace Car for the 1991 Indy 500. 1991-1995 Dodge Viper RT/10 Price Every Dodge Viper has been built by hand at the Mack Avenue Assembly Plant. The first-generation cars are known as SR1 among owners, and the 1991 Dodge Viper RT/10 Roadster MSRP was $52,000. This included the federal gas guzzler tax and adjusted for inflation, a new 1992 Dodge Viper RT/10 Roadster for sale would be worth just over $97,070 in the summer of 2020. Because the car was unlike anything on the road, dealers were marking them up to $100,000, making incredible profits due to the limited demand. 1991-1995 Dodge Viper RT/10 Roadster Review In order to understand what an SR1 Viper was truly like, you need to spend some time at a race track. Every aspect of the design and function of the 1991-1995 Viper was for performance. Driving is incredibly fun, but sacrifices to civility are plenty. The pedal box is off-center due to the massive engine, therefore your feet must learn a new three-pedal dance. The side pipe exhaust exits just below your ears, and since it has no crossover, you get a unique blast of an inline 5-cylinder. The suspension is tuned to grip at triple-digit speeds, so some consider it brutal. You will need to find smooth pavement and avoid reflectors. 7:01 Viper’s Return to the Green Hell The flywheel is light, so you will stall it a few times. That is because every Dodge Viper for sale used the same six-speed manual transmission. The Borg-Warner T56 is bulletproof and featured double overdrives for highway cruising. You won't be distracted by modern annoyances because the 1991-1995 Dodge Viper RT/10 Roadster doesn't have a few things you might like. Things like Air Conditioning, airbags, traction control and anti-lock brakes were not offered. Eisenglass windows could be zipped into place, and the roof was convertible top fabric. It has tons of grip and 460 lb-ft of torque, so every 1991-1995 Dodge Viper must be treated with respect. 1991-1995 Dodge Viper RT/10 Roadster Specs While many believe the body panels are fiberglass, the 1991-1995 Dodge Viper RT/10 Roadster Specs begin with Kevlar and Carbon Fiber. Dodge had just purchased Lamborghini, and the sharing of knowledge allowed the Viper specs to be lighter and stronger than its competitors. This is why the 1991-1995 Dodge Viper RT/10 Roadster 0-60 is 4.5 seconds. Due to the lack of a roof or proper windows, the 1991-1995 Dodge Viper RT/10 top speed is 165 mph. Nevertheless, the 1/4 mile could be achieved in mid to low 12-second times with a skilled driver. Then & Now: First Generation Dodge Viper Dodge Viper Specs Price: Starting $52,000 Engine: 8-litre V10 Transmission: 6-speed manual Horsepower: 400 hp Torque: 465 lb-ft 0-60 mph: 4.5 seconds 1/4 mile: 12.6 seconds @ 114 mph Top Speed: 165 mph Weight: 3,285 lbs 1991-1995 Dodge Viper RT/10 Roadster Engine Engineers at Chrysler wanted 10 cylinders to make the 1991-1994 Dodge Viper RT/10 Roadster engine. Instead of starting from scratch, early prototypes were based on the 5.9-liter Magnum. The stroke was increased to 3.88 and two cylinders were added to reach 7.99 liters. While a V10 engine would be ideally balanced at 72 degrees, this would require extensive revisions to the block and heads. That is why each 1991-1995 Dodge Viper RT/10 Roadster has 90 degrees of cylinder separation. This requires an odd firing order to maintain balance. It also endows the Viper with a unique exhaust note, as it lacks a crossover tube between the manifolds. It was a revolutionary design that was also used in other Dodge products later on. 1991-1995 Dodge Viper RT/10 Roadster Transmission The immense torque and lightweight of the 1991-1995 Dodge Viper RT/10 Roadster required six gears to achieve decent fuel mileage. While this could have been done by ZF, they turned to Borg-Warner to commission an all-new six-speed. The 1991-1995 Dodge Viper RT/10 Roadster would benefit from triple-cone synchronizers, steel shift forks, and an electrical lockout of reverse gear. The design was taken over by Tremec, who still produces an improved version nearly 3 decades later. Many enthusiasts don't realize the 1991-1995 Dodge Viper RT/10 Roadster has a differential ratio of 3.07. Even a subtle upgrade to 3.55 or 4.10 will provide a healthy increase to rear-wheel torque. 1991-1995 Dodge Viper RT/10 Roadster Interior In keeping with American roadster traditions, the first 1991-1995 Dodge Viper RT/10 Roadster interiors were spartan to say the least. Air Conditioning was not an option on the early cars, and the audio system was an FM cassette deck. Storage space is at a minimum, and the cramped footwells reach over 100 degrees thanks to the catalytic converters. The seats are very comfy with deep bolsters, but the steering column is not adjustable. The only windows are temporary Isinglass protectors that zip into place. The only auxiliary switches are for the fog lights, and the white face gauges will strain your eyes on a dark night. Sell My Dodge Viper: Get a Cash Offer 1991-1995 Dodge Viper RT/10 Roadster Standout Features Compiling what is unique about the 1991-1995 Dodge Viper RT/10 Roadster can best be done by addressing what is missing. You will not have ABS, so threshold braking is the only way to stop. No traction or stability controls put you in control of your destiny. With early cars devoid of roof panels or windows, you might want to stick to sunny days. Because the engine is externally balanced, the offset weight of the flywheel will take some getting used to. Because it is a pushrod engine with overhead valves, there are many companies that offer upgrades to all systems. While they were massive at the time, the 275/40 ZR 17 (Front) & 335/35 ZR 17(Rear) tires are quite common and affordable. Other maintenance like brakes and oil changes are also inexpensive, which makes the 1991-1995 Dodge Viper RT/10 Roadster a bargain among its contemporaries. Browse Dodge Viper For Sale " width="680">

2019 Dodge Challenger SRT Hellcat Redeye Widebody

By Andrew Nabors – February 13, 2019

2019 Dodge SRT Hellcat Widebody Price, Specs, Photos, Review

As much as we loved the Dodge Demon, it had a few quirks. Aside from collectors hoarding them, there was no option for a manual transmission. That's why we jumped for joy for the 2019 Dodge SRT Hellcat Widebody. We spent a week with this stick-shift beast and it did not disappoint. If you want the power without the aggressive looks, the widebody package is optional. It should be standard thanks to the wider rubber at all corners. Starting with the most obvious aspect, the Tremec transmission was inherited from the Viper. The clutch is numb yet predictable, and the flywheel does a great job of keeping the blower spinning during off-throttle cornering. How Much is a Dodge Demon? View Complete Price & Specs 2019 Dodge SRT Hellcat Widebody Photos 2019 Dodge SRT Hellcat Widebody Engine It easily handles the 717 horsepower and 656 lb-ft of torque from the supercharged 6.2L. If you enjoy the occasional drag race, the 8.4" screen optimizes suspension, enables launch control rpm, and the 2019 Dodge SRT Hellcat Widebody has something you won't expect. A line-lock keeps the front brakes locked to allow the rear rubber to heat up. You will have consistent low 11 second times thanks to the after-run chiller. Once the car is shut down, an auxiliary electric water pump and the fans run for a few minutes to prevent heat soak. 2019 Dodge SRT Hellcat Widebody Specs Price: $62,190 Engine: Supercharged 6.2L V8 Transmission: Six-Speed Manual Horsepower: 717hp Torque: 656 lb-ft 0-60 mph: 3.5 seconds Top Speed: 199 mph 2019 Dodge SRT Hellcat Widebody Review After a week of driving, here is our consensus. Seating position and controls are excellent. Visibility is not as bad as the Camaro, but its close. The curb weight of 4,490 lbs is easily upset in the corners, so you need to be ready to wrestle the wheel. The power is incredible. It doesn't care what gear you are in, the 2019 Dodge SRT Hellcat Widebody acceleration is always available. Thirst is only quenched by premium fuel, and we were not able to get above 12 mpg. 2019 Dodge SRT Hellcat Widebody Price For under $70,000, it could be daily driven if you don't mind the price of fuel, your mileage may vary. Of course, this car is available as a narrow body, but it looks too close to all the V6 rental Challengers. It is worth the price to have so much fun! Click the link below to browse the great incentives from our dealers and stay with us for more great reviews. Shop All Challenger Hellcats FOr Sale Also Check Out: Ford GT vs Dodge Demon in the 1/2 Mile Hennessey Announces 1200 HP Hellcat Redeye

By Andrew Nabors – November 27, 2018

Dodge SRT Challenger Hellcat Specs, Price, Photos & Review

Few cars are truly legendary, but the Dodge SRT Challenger Hellcat specs are simply amazing. You don't have to be a baby boomer to appreciate the bulked-up elegance of this sporty car that manages to combine nostalgia for the good old days with modern design and convenience. The Challenger Hellcat specs are those of an exciting, power-filled model that tops the American muscle car market by impressing critics and car lovers alike. Buyers get style, power, and speed for their money in this widebody car. Only drivers seeking adventure need apply for this automotive experience. While it handles so well anyone can drive it, this model would be wasted on drivers who only see a car as transportation. Challenger Hellcat Engine The Hellcat has a supercharged 6.2-liter V-8 gas engine that provides 717 hp @ 6200 rpm and 656 lb-ft. @4800 torque. It is thanks to a 2.4-liter supercharger along with an aggressive ignition profile. Each piston has its own oil squirter that prevents detonation by cooling them at Bottom-Dead-Center. That impressive amount of power can propel you around a track or be contained for a super Sunday drive with the family. The gas mileage stays reasonable with an estimated highway MPG of 21 and city MPG estimated at 13. One of the Challenger Hellcat specs that is most intriguing are its dual key fobs. The black key fob cuts the car's power to 500 hp and shuts down some of the features, allowing less adventurous folks to drive it in comfort. The red key fob gives you the Hellcat unchained and releases all the power and speed you can handle. Challenger Hellcat Specs: Horsepower: 717 hpTorque: 656 lb-ft0-60 MPH: 3.6 Seconds1/4 Mile: 10.9 @ 12760-0 Braking: 139 ftTop Speed: 200 mph Dodge Demon vs Hellcat 1/4 Mile Shootout Challenger Hellcat Transmission This Challenger Hellcat specs offer you the choice between a six-speed manual or eight-speed automatic. The automatic version can hit 60 mph in an impressive 3.6 seconds. The manual is slightly slower, hitting 60 mph in 3.9 seconds, but offers manual fans the control and authenticity they love. Either choice takes the boring out of the morning commute. If you enjoy 3-pedal driving, the SRT Hellcat is among the most powerful manual transmission cars ever offered. Challenger Hellcat Brakes The Challenger Hellcat specs 4-Wheel Disc Brakes controlled by 4-Wheel ABS. The computer incorporates emergency brake assist and hill hold control along with the stability system. The massive 6-piston front and 4-piston Brembo brakes have 15.4 vented and slotted rotors for exceptionally high performance. This powerful braking system can handle the SRT's off-the-charts engine, and it has been embraced by the aftermarket as an upgrade for classic Dodge, Plymouth, and other MOPAR Muscle Cars. Challenger Hellcat Design The Challenger Hellcat specs are built with all the muscular features you could possibly want. Dodge produces these cars in bold colors and lets you add modern hood stripes as well as classic side stripes and graphics. You can also choose a Shaker hood design or power bulge aluminum hood among other tough-looking elements. Your Challenger will never blend in with traffic. Hennessey Announces 1,200 Horsepower Hellcat Redeye The design also makes this powerhouse easy to handle. The long wheelbase and balanced chassis mean that drivers can safely indulge themselves with power runs at the track. You get all the thrills of the racing life with the addition of stability and comfort. The wheelbase for the SRT Hellcat SRT is 116.2, the length is 197.5, and the height is 55.7. The base curb weight is 4448 lbs. This model has a rear wheel drive and an 18.5-gallon fuel tank capacity. All these specs add up to an impressively wide, power-charged road monster of a car. Dodge Challenger SRT Hellcat Price The SRT Challenger Hellcat price starts at $64,295 but can range upward depending on the options you choose. Unlike many mass-produced cars, you can still order a new Challenger Hellcat specs at the dealer. The first option will be the 8-speed automatic. The six-speed manual is no charge, but the automatic transmission adds $2,995 to the sticker. The next upgrade would be forged wheels at $995, and the 3.09 differential. It offers much better acceleration than the 2.62 gears found on normal Hellcats. A Harmon-Kardon audio system is $1,595, and the widebody package is $6,000. If you don't need rear seats, it will arrive without them for $1 more. Challenger Hellcat Interior The exterior is impressive, but the interior keeps up with lots of design touches that add comfort and style. Buyers will enjoy leather or premium synthetic seats as well as a power driver seat and heated front seats. There is a pass-through rear seat and a 2nd-row bench seat which means the car can handle up to five passengers. Other wild Challenger Hellcat specs include a power tilt/telescoping steering column, fixed rear windows, illuminated front cupholder, rear cupholder, compass, Dual-zone front automatic AC, cargo area concealed storage, and two 12V DC power outlets. The Challenger SRT also features a navigation system and an onboard hands-free communication system with wireless cell phone hookup. Challenger Hellcat Standout Features This road warrior hasn't left civilization behind. The Challenger comes with keyless entry, backup camera, trip computer, universal garage door opener, optional remote engine start, HID headlights, alarm, and power door locks. The interior is aggressively modern. The Challenger also comes with an impressive warranty. Basic coverage includes three years or 36,000 miles. The drivetrain is covered for five years or 60,000 miles. You are protected against corrosion for five years and unlimited miles, with roadside assistance covered for five years and 60,000 miles. Additionally, the US NHTSA crash test gave the Challenger RST 5 stars, which means you can feel good about transporting family and friends. The Challenger Hellcat specs maintain its legendary reputation in the 2018 model year. And they do so while also incorporating a more modern exterior design as well as many interior comfort features. While the car looks to be a monster vehicle on the road, it's certainly not a monster to drive. You can have your grandmother take it to church and then you can drive it to the track later. Critics and buyers agree that the Challenger SRT lives up to the hype and is well worth the money. The American muscle car is still thriving, especially with the continued evolution of the Challenger series. View All Challenger Hellcats For Sale " width="680">

Dodge

duPont REGISTRY News

duPont REGISTRY Group

Support

Subscribe