You know what a Venn diagram is, right? It is one of those designs where you have two or more circles representing the members of different groups, and the area where the circles overlap shows common members of these groups. One of my favorite jokes goes like this:
Here is another chart of "The Venn diagram of people who care about font choice and people who care about food trucks is one only." Venn for you: the circle of people who have the talent and training to lead the new-for-2016 Viper ACR to its limits, and the circle of people who can afford the $ 117.500 more-tax-and-under MSRP on the window sticker. How much overlap you think there is between these circles?
speaking Nominally, this is the third variant representation of the current generation Dodge ( nee SRT) Viper, in the wake of the Viper and the Viper TA TA wing pylon 2.0. But that's like calling Led Zeppelin "last Yardbirds queues with Jimmy Page."
So how do you make a car that is already much faster around a track that just about everything else on the market and cut laptime further? Well, you could increase power, but Dodge did not bother to do so. The 8.4L V10 already makes 645 hp naturally aspirated, delivered with the kind of brute force and persistence usually associated with 1300cc sportbike Suzuki, such as the only engine of change is to adapt exhaust tips low restriction. No, the CAB is not a wannabe Z06. Let's see what you not for your money.
carbon-ceramic brakes, 30mm at the front with six-piston calipers, both mounted on a Viper for the first time.
Bilstein shocks. The aluminum body cut 14 pounds empty weight. Adjustable clamps allow the car to have its ride height adjusted to just over four inches. It is also possible corner-balance the car for a specific driver, as you do with real racing cars. The damping is adjustable for compression (how fast the shock absorbs pressure) and rebound (how fast it relaxes once out of the pressure).
Kumho V720 tires. Designed from scratch to meet the needs of the car by the man who probably invented the concept "DOT-R" sticky race rubber with the construction of the street legal, these Kumhos worth a few seconds a lap by them- same. Erich Heuschele SRT notes that they are designed to maintain a constant outlet and heat dispersion over several sessions. "Part of the competition has tires that are after a few laps," Heuschele notes, before tactfully decline to comment on the Viper's ability to maintain engine performance over a long racetrack without induced suralimentation- "Heat Soak ". These tires are 0 treadwear and can reportedly handle wet roads as well. Backwater? Better call your girlfriend and ask for a return home. The front tires are a report of 25 outrageous appearance so that the Viper can use 19 "front wheels. - All the better to clear the big brakes Potholes should be avoided at all cost At All Costs
.... 
A rear diffuser with rubs replaceable because -. You're going to hit them on the surface of the track sometimes
removable vent wing, part of the Aero package Extreme. American flag in the background Placement strictly on purpose.
removable, adjustable front splitter, carbon fiber and reinforced with aluminum. Double "dive plans", blower patiently refined in order not to lose as much front grip so the rear end out a little and change the angle at which the plans meet the wind.
the full rear diffuser.
And this monstrous rear wing. The sum total of all the aerodynamic modifications, refined over hundreds of iterations "CFD" on a computer and hundreds of hours in a wind tunnel, is almost a ton of support for the top speed of the Viper. What falls from 206 mph to 177, with the permission of all wings and things. Consider the amount of wind pressure it takes to cut nearly 30 mph from the speed of a car. Now, apply it on the tires. This will help you understand why this car can do what he does.
To counter the weight of all that carbon fiber, the CAB is a domestic well.
The new stereo loses its twelve speakers. Interior trim panels in the cargo area are deleted. The quilted leather will get a Viper GTS is replaced by Alcantara and power assistance for the seats disappear. Soundproofing? It's gon DO YOU SAY they have done, I can not hear. Carpet? Not much. But if, like me, you want a full serving of pimp juice in your rink rat, you can restore all appointments unique interior through the "1 1" Viper program. On the way to VIR, I was driving a 1-of-1 with a full interior GTS-watt stereo grand and TA 2.0 aerodynamics. Hell of a car. As a Shelby Mustang with within a Mark III.
The bare-bones ACR sells for $ 117,500 plus taxes, title and (can you believe it?) A charge of gas-guzzler. That's a lot of money over the $ 84.995 you'd pay for a basic Viper GT that will disappear in the distance should your ACR challenge of a race in a straight line that lasts longer than a few seconds. So what do you get for the money?
The video below will not answer your question. There is a 2:59 lap VIR Grand Course. Strictly speaking, the transport mail - but it really is maybe fifteen seconds slower than what the car can do. To prevent anyone from an Aaron gold in one of only five pre-production ACRs available for the program, SRT has given each of us some very nice instructors and asked us to leave some room on the track for errors. They also limited each training session to one full lap of the race. So what you see is your humble author trying to play by the rules.
Even at this relaxed pace, however, the CAB is simply the most brilliant legal Street- car I've ever driven on a race track . Before this week, my point of reference for behavior on the track in a stock impasse supercar has been somewhere between 2.0 and TA Viper Ferrari 458 Speciale. (The 650S McLaren needs more front tire, in my not so humble opinion.) Compared to the CAB, the above mentioned cars could also be based Mustangs.
First, the CAB has all the good points of the current Viper. There is enough room for me to swing my elbows a little. The six-speed transmission has positive detents, jet reasonable length, and - oh yeah - it's not a stockbroker double pansy-ass special clutch. Control efforts are heavy enough to communicate, but not so much that it's tiring to drive the car. Moreover, brakes, clutch, and steering feel while "organic", not controlled by computer. The electronic stability control has a runway control and sports a usable framework and although you will not keep the kids how the PSM Porsche, it can help you correct an error if you try. Visibility is acceptable. indoor heat and airflow, the point of the original Viper GTS coupe and not entirely fixed in the latest Viper ACR badge to wear the most miserable, is now fine but not exceptional.
I said before the Viper feels like a great Miata. You can trust him to do exactly what you ask, and you must be prepared for the consequences of your actions. The worrying thing is that all this occurs at much higher speeds than what you can get in a Miata, so your margin of error is smaller. This CAB feels like a very large Radical. The aerodynamic grip is as real as the ability of a 747-800 to leave the ground and it is evident in almost every corner of the large VIR track course.
Without going into too much detail shock / spring behavior (delicious, like smooth butter on top of a first class steak) or the frankly amazing ability of these Kumho tires to resist overheating the best way to describe the behavior of the CAB on track is ... Culture . It responds to driving a manner that only the actual race cars can. When he slips a bit, it gives you plenty of warning and all the time you need to solve the problem. It is probably the least stressful supercar I've never driven on a race track and it completely outclasses the competition.
In the second half of the day, the engineers at SRT gave me a small aerodynamic adjustments to the front and rear spoilers as the balance of the car a little more towards a "neutral" behavior ( neither understeer nor oversteer) and made me fall in love even further. You can adjust your CAB as you want in a few minutes in the pit lane, and you get used to a new track you can gradually sharpen the saw until you are four-wheel sliding your path for each output.
I took every running session I could in the ACR and earned a total of five "hot towers" behind the wheel. He was far from enough. Oh, it was enough to see that the car is everything I wanted it to be, but it was not enough to satisfy my desires explicit. I'd love to put a ten, fifty, two hundred laps on it during a weekend. I do not get tired. The beauty of the ACR is that it is so capable and so transparent that it helps you learn about your own abilities.
In a perfect world, these cars would be distributed in the same way the aliens in "The Last Starfighter" their chosen human champion: finding the most talented drivers and make sure they each had in the garage with a big stack of Kumhos to burn. In this world, it's back to Venn diagram and vanishingly small group of people who can write the check and walking. If you are one of them, you should not hesitate.
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