The Viper's Fangs

Undercover retro rocket
by Andrew Bornhop

GTS Pic

Consider this: Every single Dodge that rolls out of the Conner Avenue assembly plant in Detroit comes equipped with air conditioning, leather upholstery, power windows, power door locks, dual airbags, an anti-theft alarm and an in-dash CD player with six speakers.

Cushy, cushy, cushy.

Has our elemental friend the Viper gone soft?

Not for a moment. In spite of the amenities and weatherproof cockpit, this GTS remains a menacing Viper at heart, one that's - dare I say it - more brutish, more raw, than the Viper RT/10 roadster.

GTS Engine

Fire up the engine and you'll immediately see why. The 488-cu-in. aluminum V-10 settles into a burbly 700-rpm idle that's far lumpier than the RT/10's. A new camshaft? You bet, one with increased duration to help bump output from the roadster's already stout 415 bhp at 5200 rpm to a whopping 450 at the same rpm. And though the 490 lb-ft of torque (at 3700 rpm) represents only a small gain, it's nevertheless an improvement on the wheel-spinning mother lode of 488 at 3600 already on tap in the 1996 RT/10 roadster.

It's more than just it's cam, however, that ups the GTS's power. The new heads have better flow, and coolant passages nearer to hot spots such as the sparkplugs and valve seats allow Chrysler to bump the compression from 9.1:1 to 9.6:1. The rear-exit exhaust is new, less restrictive but still making the odd sound only twin banks of five cylinders can make. It's not a V-8 roar; it's a deep bellow that never sounds strained, not even at the 6000-rpm redline.

The GTS's 90-degree V-10 is also 80 lb lighter than the RT/10's, thanks primarily to lighter heads and a new thin wall aluminum block with dry cast-iron cylinder liners. Moreover, the GTS engine now has reverse-flow cooling (like GM's LT1 V-8) that allows Chrysler to use a half-gallon less coolant than before. This lets the engine reach operating temperature more quickly to reduce cold-start emissions and saves the GTS a few pounds.

Other weight-reductions efforts include new seats that save 20 lb and a new, more rigid frame that cuts another 60. And beneath the GTS's seductive blue skin are new cast-aluminum control arms, hub carriers and steering knuckles (replacing ones made of stamped steel and cast iron), saving a hefty 15 lb of unsprung weight at each corner. By our scales, the GTS comes in at 3380 lb, 60 lb less than the RT/10 roadster. Imprecise, considering that the new roof (with glass) adds 100 lb, and the dual airbags another 28.

With the reduced weight and additional power, you'd expect this GTS to be quicker than the roadster. It is. In fact, at 4.4 sec to 60 mph and the quarter mile in 12.8 sec at 116.2 mph, the GTS is the fastest production Viper we've tested.

Stopping, however, proves more difficult for the Viper coupe. Distance of 158 ft from 60 mph and 262 ft from 80 mph are good, but not what they could (or should) be. With vented 13.0-in rotors and 4-piston calipers at each wheel, it's not a lack of stopping power. What the GTS needs is ABS, because the front wheels lock easily and brake pressure is difficult to modulate properly. ABS, Chrysler will remind us, is simply not in tune with the Viper's "keep-it-simple" spirit. Maybe so, but this GTS, unlike the roadster, can (and will) be used when the weather is wet.

The GTS weaves through out 700-ft salom like a true Viper should, aided by a small but predictable amount of understeer on its way to a 63.5-mph run. A bit more understeer is present on our skidpad, where the Dodge circles at an impressive 0.97g. Steady throttle means steady understeer, but a quick lift of the pedals means you'll soon be looking out the side window with the GTS's tail hung out wide. And the torquey 10-cylinder - if you had any doubts - keeps the back end out under power... with ease.

The Viper coupe's tendency to understeer a bit more than the roadster doesn't come as a surprise, given that its springs and rear anti-roll bar are softer. The GTS, however, does not feel floaty, partly because of new rear-suspension geometry that lowers the car's roll center and minimizes toe change during wheel travel. Softer shock absorbers are also used all around, a change felt in the GTS's ride, which is more supple than the roadster's, especially on bumpy roads.

So is the new GTS Chrysler's version of the Corvette? No way. The GTS isn't nearly as refined. And it isn't meant to be. This is still very much a Viper: Its interior smells like glue when the engine is hot, you can hear gear rattle when the car is idle in neutral, and it's just about impossible to creep around in low gear without experiencing some driveline backlash.

Why then, is it so seductive? Simply put, it's unique, and it has in spades what most car enthusiasts crave: lots of horsepower and torque, big tires and plenty of style.

Inspired by Peter Brock's Cobra Daytona Coupe, the GTS is a throwback to the Sixties, a twin-striped racing car for the street, a car blessed with more than a few luscious curves.

The body itself is made of a fibreglass reinforced plastic, sharing no parts at all with the roadster's. It's also much sleeker, with a drag coefficient of 0.35 versus the roadster's 0.50. The improved aerodynamics and increased power result in a top speed of 185 mph, about 15 mph better than the RT/10's.

Countless details adorn the GTS body, and a few are particularly note-worthy. The exterior door handles, for instance, are little L-shape pieces recessed into the black rear portion of each door. A simple push of a button (integrated into the handles) triggers a solenoid that electrically unlatches the door. Electric latches on a Viper? Out of place, yes, but needed to let the side windows fully retract into the GTS's shallow doors.

Other neat GTS bits are the NACA duct on the hood and the racing-style aluminum fuel-filler cap. The duct is functional, feeding air directly to the engine for a ram-air effect at speed. The cap, however, is purely esthetic. It looks great, just like it has been pulled right off a Cobra. But when you pop it open, you'll see that it hides a conventional twist-off gas cap.

No big deal; you forget about such incidentals when you drive the GTS. Getting into the car isn't easy, what with its low roof, wide doorsills and deep bucket seats, Once in, though, there's plenty of room for those long of leg, torso or both. And via a knob below the GTS's 3-spoke magnesium steering wheel, the pedal height can be tailored to each driver. Still, there isn't any place to put your left foot when it's not on the clutch.

GTS Interior

The gauges are analog dials, easily read and mounted in a revised dash that blends neatly into the door panels. A passenger airbag resides where you'd expect a glovebox, which is found in the rearmost portion of the GTS's very wide center console. Unique to the GTS is a rotary headlight switch; this, because the old pull-on/push-off switch would occasionally get turned off by the driver's left knee. A lack of space has also played a role in Chrysler's choice of power windows-there simply isn't enough width in the cockpit for conventional cranks.

The GTS's bucket seats offer more lateral support than the roadster's and prove to be more comfortable over the long haul, helped by an inflatable lumbar support. Curiously, the shoulder harness passes over your inboard shoulder, which tends to catch people off guard.

The GTS, however, seldom does. It's remarkably easy to drive. Dump the clutch from just above idle and you're on your way. The abundance of torque keeps the car from being the least bit finicky. It doesn't seem to matter what gear you're in, as long as you're moving. The gearshift lever feels robust (as it should, considering that it's mounted right above the 6-speed box) and the gates are well defined. Actuation of the clutch - which is a quarter-inch diameter than in the roadster - is simple, and the pedal effort isn't as high as you might expect. The pedal are also properly positioned for heel-to-toe downshifting. If, however, the GTS is shifted out of 1st gear at low rpm, a device shunts the lever over to 4th gear.

This never happened with us because the GTS invites hard driving and absolutely relishes bursts up to triple-digit speeds in 3rd and 4th gears. The rack-and-pinion steering feels naturally weighted, though the ratio is quick enough to make the GTS feel almost darty. Complicating things is the car's tendency to follow seams in the pavement, likely attributable to the significant width of the 275/40ZR-17 front Michelin Pilots.

These tires have been designed for better wet-weather grip, which obviously isn't much of a concern with the roofless Viper. In our dry tests they provided excellent grip in turns, helping the GTS corner with good balance and composure. When the back end does break loose - as can happen when you unload the rears and immediately get back on the throttle - it does so more predictably than in the roadster.

On the road, engine and rolling both make their way into the GTS cabin, making the car louder inside than, say, a Corvette. But normal-volume conversation is now at least possible on the highway, something that's not true in the RT/10. Wind noises isn't a concern and the side windows are firmly anchored, never fluttering at high speed.

Simply put, there's nothing on the market just like a GTS, apart from, maybe, an RT/10 roadster. But remember, the GTS is weatherproof. And you can roll up its windows and lock it like a normal car.

The GTS, first and foremost, is a Viper. And that means it's a basic car, but one that just happens to have a better power-to-weight ratio than a Porsche 911 Turbo. One that, like a Harley-Davidson, could be built only in America. And, as exotics go, one that's a hell of a bargain. At $73,030 (there are no options), all 1750 GTS coupes being built in 1996 will be gobbled up fast.

Who would have ever thought the K-car company could built something this wild?

»The Viper's Fangs »Visual Gallery »RT/10 »GTS »GTS-R
»Articles »Viper TV »Links