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Old 08-28-2007, 08:42 AM   #91
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Talking Yep!!!!

Quote:
Originally Posted by FReaKyJeRoeN View Post
A loaded Z06 with the left over $5K spend on mods will probably as fast as, if not faster than, the '08 Viper and you'll have a more civilized ride. That said, a Viper is more exclusive; I've seen 2 Vipers while in the USA and about 20 C6 Z06's (but about 10 of those were on dealer lots). I'd pick the Z06 however. Now that I've seen a few in real life, I think it's one of the meanest looking cars out there
The 08 Viper has been tested by Motor Trend month's ago. Only a few tenth's quicker than the Z06 in the quarter, and unless they made drastic changes to ride quality, handeling and comfort SCREW THE VIPER
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Old 08-28-2007, 11:52 AM   #92
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Originally Posted by biturbo View Post
Yes, but bad ass sports cars are supposed to be fast, very fast.
This new Viper may be a bit faster than Z06, but very little. So it does not compensate in performance what it lacks in many other areas.
Point taken...

Bottom line is that a "1st place" in Car & Driver" doesn't make a car better than all others in its class.

It all depends on your priorities.

Several posts in this thread have summed it up very well. Viper gets attention, has lots of character (good and evil), and is very fast. Z06, while not quite as fast, has a better balance of refinement and practicality with its brutal power.

So, pick your poison & enjoy! It's a great time in history that we can actually argue about which 500+HP American sports car is better.
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Old 08-28-2007, 08:16 PM   #93
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2008 Dodge Viper SRT10
Dodge rolls out the same Viper, only more of it
2008 DODGE VIPER SRT10
ON SALE: September
BASE PRICE: $83,995
DRIVETRAIN: 8.4-liter, 600-hp, 560 lb-ft V10; rwd, six-speed manual
CURB WEIGHT: 3450 lb
0 TO 60 MPH: 3.9 sec (mfr)


By NATALIE NEFF







PHOTO GALLERY
Hurtling up the hill toward a roller-coaster complex, details from an earlier recon run start to blur. Take turn seven deep, turn in late, carry speed through turns eight and nine. Got it. Then brake slightly for 10, and quickly get back on the throttle through 11 and 12 up the hill. So far, so good. But the sharp right-hander at the top is blind from below its crest and calls for setting up properly long before reaching the turn-in. By the time the car rounds the corner and faces the steep downhill exit, it’s off-line and going way too fast.

Don’t lift, don’t lift . . .

Sometimes the right foot has a mind of its own. It lifts.

The rear end starts to swing wide left. Quick hands, to the left, back right, then left again, chasing the tail as it yaws this way and that across the asphalt, horrific visions filling the mind, of black flags, a humiliating walk through the pits, every eye fixed on the bonehead who threw grass and gravel across the track and left the rest with one fewer car to drive, a sit-down with the editor, a tarnished reputation. Weirdly, ambulances and emergency rooms don’t even figure, just a banged-up ego.

It feels like an eternity, but in just three or four corrections, the car straightens out, without spinning off-track or even dropping a wheel, and in time to make the left-hand corner at the bottom.

The only reminders of the slithery ride downhill are a pair of taxed adrenal glands and knees that won’t stop quaking—and no one has to be the wiser, including the editor. Exhale.

Yup, it’s a Dodge Viper, all right, a car that’ll bite you in the butt in a blink if not handled with more respect than you reserve for your own mama.

In more ways than not, it’s the same Viper that’s been rolling out of Dodge’s Connor Road assembly plant in Detroit since the big redesign for 2003, only more so. The engine gets a few significant modifications, including redesigned camshafts, a slight bump up in compression and a bit more displacement. The hood has been changed for better aerodynamics, while the only major revision to the suspension involves new tires and the requisite adjustments to shocks and springs necessary to accommodate them.

Still, it only took those few modifications. The car now boasts a true 200-mph top speed.

Pushing the car to that speed is a V10 now displacing 8.4 liters, up from 8.3, each cylinder seeing a one-millimeter increase in bore diameter. The bigger engine now sucks air through CNC-shaped ports and combustion chambers, uses larger valves with hollow stems and features a cam-in-cam variable valve-timing system, whereby the cam lobes adjust relative to each other as they turn on concentric shafts. Combine all that with a revised air box, a 10.2 compression ratio (up from 9.6), new throttle bodies borrowed from Dodge’s 4.7-liter V8, a fuel system with 15 percent increased flow and a 20 percent improvement in exhaust flow, and the result is a whopping 600 horses of power.

That’s 90 hp more than the outgoing model, with 25 more lb-ft of torque (560 lb-ft at 5000 rpm) to boot.

Dodge is quick to point out that although power peaks at 6100 rpm, most of the torque can be had between 4000 and 6000 rpm. Truth is, there’s a ton of torque everywhere.

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

While the suspension is essentially a carryover design, the Viper does get a new speed-sensing limited-slip differential to help put power to the road. The action from the new TR60 Tremec six-speed manual, upgraded from the former TR56, feels like an improvement, too, with a much-needed reduction in shifter travel. The tranny’s new dual-plate clutch manages significantly more torque while producing 15 percent less inertia than the unit it replaces. The result is greatly improved pedal effort, appreciated not only in banging through the gears on a track but also when negotiating a tight parking lot at low speeds.

Carving a line through the twisting north course of Virginia International Raceway, the Viper turns in as quickly and precisely as any car we’ve driven, with more grip than we know what to do with. This Viper handles so well it’s difficult to tell how much difference those extra ponies make; 600 hp sounds impressive, and we appreciate how instantly the car powers out of turns, but the headline-grabbing number does little to tell the story of how incredibly the car handles. All of our ham-fistedness aside, the new Viper eats up the track and spits it out like nothing else with a sticker less than $100,000.

We only see 115 mph, maybe 120 down the front straight, though the Dodge folks say this Viper can hit 145 before reaching the braking zone. We take their word; the kink next to the flag stand is nastier than it looks on track maps, and barreling toward it flat-out saps whatever nerve we might have mustered from successfully negotiating the near loop on the hill.

Still, we appreciate the new rubber even from those speeds. Michelin Pilot Sport 2s replace the former run-flats and, with help from 14-inch vented discs gripped by big Brembo calipers at all four corners and ABS, erase speed more quickly than expected by the time we stomp the binders. Dodge claims it will come to a complete stop from 60 mph in less than 100 feet; if that pans out in tests, it will match the best yet tested, the current Porsche 911 Turbo (99 feet), for braking.

The Viper shares something else with Porsche, if Dodge is correct: a 0-to-60-mph time of less than four seconds. Again, if it’s able to match that time in tests, it will put the Viper in the rarefied company of cars called 911 Turbo, Carrera GT and GT2 and Ford GT. The last Viper tested, the redesigned-for-2004 SRT10, boasted 500 hp but couldn’t come close to Dodge’s sub-four-second claim. This time, there’s little doubt it will hit that mark or turn a quarter-mile run in 12 seconds or better.

For all its added go, the Viper looks almost identical to the outgoing model. Even for a mid-cycle refreshening, the design changes are minimal. From the outside, styling differences for both roadster and coupe models involve only the hood, with a bigger air scoop and larger louvers. There are also five new exterior colors to pick from, including Snakeskin Green, which, disappointingly, doesn’t come embossed with scales.

The interior is largely carryover, including the push-button ignition and adjustable pedals, but Viper shoppers now have five interior color schemes from which to choose, from all black to black combined with red, blue, slate or tan, and a choice of bezel finishes on the instrument panel and center console. A navigation system and Sirius satellite radio are also available for the first time. Otherwise, the only serious change inside the cabin involves front airbags, which now feature a weight-sensing system that ensures deployment of the airbags with a force appropriate to the sizes of the occupants.

As per tradition with the Viper, the coupe will cost more than the roadster when they begin trickling into showrooms this month—but neither will cost more than it did for the most recent model for 2006. With a $580 destination charge included, the roadster will sticker at $83,995, with the coupe coming in at $84,745. That’s a heckuva lot of bang for the bite.
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Old 08-29-2007, 08:10 AM   #94
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Re: review by Natalie Neff
Another "all is good" review. Nothing to criticize. Viper is perfect.
That may be OK, for some.

But the biggest problem this lady has is that she never heard of C6 Z06
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Old 08-29-2007, 09:19 AM   #95
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got any power to weight ratio on that Dodge? I know the Z06 is just about 50/50. That is really balanced btw, just about as good as it can get for an auto.
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Old 08-29-2007, 10:09 AM   #96
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Quote:
Originally Posted by aaronbsteele View Post
got any power to weight ratio on that Dodge? I know the Z06 is just about 50/50. That is really balanced btw, just about as good as it can get for an auto.
I think you mixed yourself up between weight distribution and power to weight ratio.
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Old 08-29-2007, 10:46 AM   #97
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Originally Posted by biturbo View Post
Re: review by Natalie Neff
Another "all is good" review. Nothing to criticize. Viper is perfect.
That may be OK, for some.

But the biggest problem this lady has is that she never heard of C6 Z06
This brings her credibility into question. Any discussion of the competition must include the C6 Z06.
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Old 08-29-2007, 02:49 PM   #98
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got any power to weight ratio on that Dodge? I know the Z06 is just about 50/50. That is really balanced btw, just about as good as it can get for an auto.
The Viper is F 49.4/R 50.6
The Z06 is F 50.9/R 49.1
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Old 08-29-2007, 02:58 PM   #99
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So, in fact, the Viper has better weight distribution than the Vette, even while weighing more.

Gm should just put in a different cam for 525hp and ditch the run-flats, then they wouldn't be in such a position. Right now the Viper looks as though it may be faster...
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Old 08-29-2007, 03:34 PM   #100
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Quote:
Originally Posted by Schuyler View Post
So, in fact, the Viper has better weight distribution than the Vette, even while weighing more.

Gm should just put in a different cam for 525hp and ditch the run-flats, then they wouldn't be in such a position. Right now the Viper looks as though it may be faster...
It is in the C&D comparison, but I think we should wait for more tests to get some solid numbers.
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Old 08-29-2007, 04:00 PM   #101
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Could someone who has the car and driver post the performance figures?
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Old 08-29-2007, 05:46 PM   #102
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Who cares...either ya like the vette and are gonna shell out the coin, or ya like the viper and gonna shell a little more. Some guy nailed it 5 threads ago. They're both fast, way too much power..more than anyone needs (even though im about to make mine faster...why...why not), and it's great to be able an buy something in this day and age that has 400+ horses. Have fun, see ya on the streets.
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Old 08-29-2007, 06:22 PM   #103
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Who cares about the performance numbers? I do, hence me asking... if your going to do me a favor and post the numbers then ill appreciate it, if you dont care about the numbers then dont worry about it and leave you comments to yourself
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Old 08-29-2007, 07:48 PM   #104
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car and driver posted the times and they were .2ths of a second faster than the z06 around the track and zero to 60mph.

I'd say its the fact that chrysler dumped the runflats more than the 600hp engine..

JMO
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Old 08-29-2007, 07:50 PM   #105
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2008 SRT-10 Viper vs Z06 Corvette
August 26th, 2007
Car and Driver is the first to release a heads up battle between the new 2008 Dodge Viper SRT-10 and the current Chevrolet Corvette Z06. For the straight-line drag racers it’s a close call with the Viper pulling 0-60 in 3.5 seconds running through the 1/4 mile barrier in 11.6 seconds at 126 MPH. The Z06 did 0-60 in 3.7 seconds and pulled 11.7 @ 125 MPH in the 1/4 mile. While the Viper did win, we would have expected some higher trap speeds from the milestone breaking 600HP V10 Viper. Without knowing the exact test conditions we think quicker and faster times are sure to come from the the actual buyers when they start hitting the drag strips across the country with these monsters.

Not forgetting about the “twisties” (the unofficial Bimmer crowd mantra) the Viper outdid the Z06 around a 2 mile road course by 1 second. Even with the Viper winning the tests Car and Driver still choose the Corvette Z06 as the overall winner. With the prices of these two cars slowly converging to about $7,000 of each-other it makes for some interesting decisions for the buyers in this market.

We know the Z06 is very “mod” friendly with more horsepower and torque readily available with very simple bolt-ons and tuning. Will the Viper be the same? Will we be seeing 700HP Vipers with simple modifications? We’re looking forward to seeing how much power the new Viper is really putting down to the wheels as well as some real world drag strip times, so send in those dyno results and timeslips!
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