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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 – November 06, 2020

You Can Now Buy an 807 Horsepower Demon Crate Engine

Mopar is continuing their tradition of releasing crate engines with the launch of the new 807 horsepower Hellcrate Redeye Supercharged HEMI crate engine. This is, according to FCA, "the most powerful production muscle-car engine ever available to builders and enthusiasts." This monstrous engine can push out 807 hp and 717 lb-ft of torque on 91-octane gas and is the same one found in the famous 2018 Dodge Challenger SRT Demon. How Many Dodge Demons were Made? “With the addition of this new supercharged HEMI, Mopar now offers five HEMI crate engines with a range of 375 to 1,000 horsepower,” said Mark Bosanac, Head of Mopar Service, Parts and Customer Care for FCA – North America. “All Mopar crate engines are quality-tested and factory-backed to deliver proven performance to our enthusiasts.” Intended for pre-1976 vehicles, this new engine is an awesome deal at $21,807. You can learn more by visiting CrateHEMI.com. See All Dodge Demons For Sale

By Andrew Nabors – October 13, 2020

Jay Leno Drives His 1996 Dodge Viper GTS

Before Bob Lutz cleaned up GM, he was Chrysler's Director of Marketing and reported directly to Lee Iacocca. In order to make sure the world saw what the original Viper was transforming into, he called up our favorite Late Night host. It is hard to believe that a car this memorable is already 25 years old, so here is Jay Leno driving his 1996 Dodge Viper GTS. 1996-2002 Dodge Viper Price, Specs, Photos & Review If you weren't aware, this was the first Viper coupe, and it included a few items the RT/10 Roadster lacked. Buyers of the GTS were spoiled with Air Conditioning, windows, full-length exhaust, and 50 more horsepower. Although they look nearly identical, the GTS only shares 10% of its parts with the roadster. This was done to make it incredible in the corners and aerodynamic for triple-digit cruising. Don't believe the poets who say never to meet your heroes, because driving a Viper GTS will cure any ailments. You will long for a time of uncomplicated cars with massive power. That's why our dealers have a healthy selection of venomous snakes to choose from. Click the button below because these American classics are appreciating every day. Browse 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">

2020 Dodge Challenger SRT Super Stock: The newest Dodge drag rac

By Andrew Nabors – October 02, 2020

2021 Dodge Challenger SRT Super Stock Will Be Super Limited

Most of us missed out on the opportunity to purchase a new Dodge Demon for sale because only 3,300 cars were built. It offered 808 horsepower and 717 lb-ft of torque from a supercharged 6.2-liter V8. Capable of 9-second quarter-mile times, it was banned by the NHRA until a roll cage and other safety equipment could be installed by the owner. Fast forward a few years and the engineers have figured out how to offer the same performance without using race fuel. You better act fast because the 2021 Dodge Challenger SRT Super Stock will be super limited. 2018 Dodge Demon Specs, Photos, Price, & Review Due to the extensive modifications to the Challenger Hellcat, Dodge announced that only 200 examples of the Super Stock will be offered. Each one will have 807 horsepower and 707 lb-ft of torque for only $81,090. It will arrive with all their drag racing technology like the Power Chiller, Launch Assist, and adjustable suspension modes. The forged 18" wheels are lighter than those offered on the Demon, but only 4-piston brakes will fit behind them. With 3.09 gears in the differential, there is plenty of room for improvement. Due to their limited numbers you need to get your deposit in ASAP. Click the button below to find our SRT dealer near you and stay with us for all your Dodge news. Browse Dodge Challenger For Sale

The 2021 Dodge Challenger Mopar Drag Pak is the quickest, fastes

By Edward Jones – September 03, 2020

2021 Dodge Challenger Mopar Drag Pak is Insane and Ready ...

Are you ready to take over the drag strip? If you are, then you need to hurry up and set your sights on the 2021 Dodge Challenger Mopar Drag Pak. This new drag monster is the quickest, fastest and most powerful Drak Pak that's ever been created. Its 354-cubic-inch HEMI V8 that's based on the same engine that won the 2018 NHRA Factory Stock Showdown (FSS) and NMCA Factory Supercar championships. Upgrades include the new 3.0-liter Whipple twin-screw supercharger, upgraded forged internals, and more. On top of the new supercharger cover rests a serialized red and chrome Drag Pak badge. Other enhancements include the four-link rear suspension, a Mopar K-member in the front, double-adjustable Drag Pak-specific tuned Bilstein coilover shock absorbers, roll cage built to meet rigorous safety requirements, a race-ready interior and a lot more. Dodge is also offering two different wheel and tire combinations, one with Bogart wheels and Mickey Thompson tires, and another with Weld Racing wheels and Mickey Thompson tires. Only 50 examples of the 2021 Challenger Mopar Drag Pak will be created, but you can contact Dodge//SRT Concierge by calling (800) 998-1110 to register for the opportunity to order one for yourself. See All Hellcats for Sale

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">

2021 Ram 1500 TRX Launch Edition front 3/4

By Edward Jones – August 20, 2020

The Ram 1500 TRX Launch Edition Sold Out in Three Hours

The new Ram 1500 TRX was unveiled last week as the most powerful, quickest and fastest production truck in the world. This week, the Ram 1500 TRX Launch Edition was revealed. And now? Now we have learned that the Launch Edition sold out in just about three hours. That means that 702 orders for the truck were placed 180 minutes. That's just about four orders per minute! “The groundswell of demand for our all-new 2021 Ram 1500 TRX Launch Edition validates our efforts to bring the fastest, quickest, most powerful pickup truck to market,” said Mike Koval Jr., Head of Ram Brand. “We said the Ram 1500 TRX Launch Edition would go fast. And we meant that in more ways than one.” If you were one of the 702 that happened to order one of these insane trucks, hats off to you. See All RAMs for Sale

By Andrew Nabors – August 17, 2020

2021 Ram 1500 TRX Debuts as World's Fastest Production Truck

You were warned on Friday. We told you Ram was about to unchain a beast of a truck. Now it is time to contemplate the capabilities of a Hellcat Hemi-powered Pickup. Officially rated a 702 horsepower and 650 lb-ft of torque, it offers consistent quarter-mile times under 13 seconds. It reaches 60 mph in 4.5 and 100 mph in 10.5 ticks. This power is sent to all wheels by a full-time active transfer case. The control arms are forged aluminum, and they are bolted to 2.5" Bilstein Black Hawk e2 adaptive suspension. RAM TRX Specs, Price & Horsepower The front end is independent and the rear is a Dana 60. Both have locking 3.55 differentials and offer over 13" of travel at each corner. The body is 8" wider thanks to composite fenders and wider steel bed sides. They are needed to house the 325/65/18 tires mounted on 9" wide wheels. It has 11.8" of ground clearance and the ability to ford 32" of water. " width="680"> Fiat-Chrysler spared no expense, as the AFS headlight system offers 15 degrees of motion in sync with the steering angle. It was borrowed from their cousins at Ferrari. With a payload capacity of 1,310, it can also tow 8,100 lbs with ease. It offers 5 driving modes for the street and three offroad modes that were developed over a year of testing across the U.S. With an approach angle of 30.2 and departure of 21.9, you will have no problems navigating rough trails. Over 100 performance parts and upgrades are already available from MOPAR, and this proven engine will respond to the same modifications used by Hellcat owners to outrun anyone else.

By Andrew Nabors – August 12, 2020

2021 Ram TRX Hellcat Teased Ahead of Next Week's Reveal

Back in 2002, Dodge dropped a 2001 Viper V10 engine and six-speed manual into a Ram. It was a concept for the Detroit Auto Show and it was so wild nobody figured they would build it. Now we look back at the 2004 Ram SRT-10 as one of the meanest trucks ever offered. That will change on Monday when the Hellcat-powered Ram TRX is revealed. Never tell Fiat-Chrysler they can't do anything. The Durango Hellcat will scare your kids or pull a massive trailer. The Jeep SRT-8 is a shorter wheelbase with the same abilities and the Trackhawk cures depression. Yesterday they announced the Maserati Ghibli and Quattroporte can now be ordered with a Ferrari 3.9-liter twin-turbo V8. RAM TRX FOR SALE The notion of a Ram that can easily make 800 horsepower with a pulley swap will make you forget about COVID, politics, and murder hornets. This is probably why the 3rd generation Raptor is rumored to arrive with the supercharged heart of the GT500. GM is too busy transitioning to all-electric, and that's why their performance trucks are built by SVE. We will have all the Ram TRX details for you on Monday. " width="680">

2021 Dodge Charger SRT Hellcat Redeye: With 797 horsepower the C

By Andrew Nabors – July 02, 2020

2021 Dodge Charger SRT Hellcat Redeye & Durango SRT Hell...

It has been an odd year so far. We're all in the same weird mess, so thankfully our friends at Dodge's SRT Division have given us hope for the future. A pair of simultaneous press releases offer a combined 1,507 horsepower and 1,352 lb-ft of torque. That is the perfect way to celebrate Independence Day, with a new Widebody Charger Hellcat Redeye and a new Durango Hellcat. The sedan evokes Demon power to offer 797 horsepower and 707 lb-ft of torque, and the SUV offers 710 & 645 (respectively). While the Durango will only be offered for one year, the Jeep Trackhawk for sale offers the same power without 3-row seating. Both can easily tow almost 9,000 lbs and offer low 11-second timeslips. The Durango and Jeep are nearly identical with the Dodge offering a 5" longer wheelbase, so either one is a great decision. " width="680"> What makes the Charger so brutal is the largest supercharger ever offered on a production car. The 2.7-liter blower sends 14.5 lbs of boost into the 6.2-liter. The most powerful sedan on the market makes use of Torque Reserve to hold 3.9 lbs of boost in the intake to offer 55% more torque at launch than a standard Hellcat. Other Demon goodies include the SRT Power Chiller, After-Run Chiller, and massive 41-spline axles. All four wheels are 20" x 11" wearing 305/35 Pirellis. The car has been relentlessly tested to offer consistent 1/4 mile times of 10.6 @129. With a top speed of 203 mph, Germany's fast sedans are on their back foot. Browse Charger SRT Hellcat For Sale

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