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    End of the Line for the Dodge Viper in 2017?


    • Farewell Viper in 2017?

    The Dodge Viper's future is uncertain after 2017. Allpar got their hands on the proposed UAW contract for FCA and looked at the production changes. According to the contact, the current Viper will end production in 2017 and leave the Conner Avenue assembly plant in Detroit without a vehicle to take its place.

     

    The current Viper has been languishing since its introduction in 2013 due to a combination of a high pricetag and competitors stepping up. Through September, Dodge only moved 503 Vipers, a decrease of 7.9 percent when compared to the year before.

     

    Source: Allpar

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    I posted this earlier in another thread I thought I'd place it here as well.

     

    "I'm actually not sad about that anymore. When it first left us I was..but I honestly just don't care about the Viper anymore. At that price point there are just so many better choices out there that the Viper wouldn't even cross my mind if I was 100k car shopping. If it was priced closer to a regular Stingray(and went up from there) I think it would appeal more to me. At 100k though.. Not as if I would buy it if it were 60k but it just seems more like a 60-100k car(like the Vette) rather than a 90-120k car. Other than the heating issue the Vette has been plagued with what does the Viper do better than it? Make a few hot laps behind the wheel of a professional driver(which Randy Pobst doesn't even like)? That's about it and even then the Z06 would be on it's rear bumper. Interiors? Hands down Vette. I just don't know why anybody would buy a Viper in 2015 unless the sole reason was to have something somebody else doesn't have."

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    I think right now FCA wants to build up the rest of their products and while the Viper is still a great Halo vehicle, I don't think anything from it really advanced any other part of the firm.

     

    What I mean is that a flagship for a brand can be easily justified if you plan on trickling down the technology in the future as a technological demonstrator or you want a specific branding strategy for a name. But the Viper, despite it being so exotic: hand laid carbon fibre, exclusive engines and whatnot; the rest of the car trickled up from Dodge, such as UConnect.

     

    And Dodge already had plenty of performance cred. 

     

    If FCA's house was in order, I don't think this would have happened. But it's still a monster.

     

    And I think the Viper name might be used again, but in a dystopian future for Naturally Aspirated V-10s. It might not be a Viper in essence, but it'll be a Viper in performance.

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    Not surprised....not to mention I see FCA going the other way in terms "fast" cars.

     

    To really start pushing some MPGs, some things have to go....

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    I am saddened if this is true.

    Its easy to say "oh well, it was a good run" especially 25 years worth.

    Its true, that many sports cars dont see a 25 year production run and that is an amazing feat in itself, but like a marriage, when you pass the 7 year itch (I wouldnt know what would be the equivalent in the automobile world if there actually is one) I tend to think that things should be smooth sailing as a name has been established and a core of loyal buyers too.

     

    Yes I know, both Camaro and Trans Am went away...and wasnt THAT sad?

    Proof of what Im talking about though is that CAmaro came back with a vengeance in both sales and performance to beget a 2nd generation Camaro loyal following and a 2nd generation of the 2nd generation resurrection.

     

    When Viper briefly went away a couple of years ago, I naively thought it was never permanent and I naively thought that when it did come back that it was here to stay forever, like the Corvette. In turn, I naively think the Corvette is here to stay forever also ignoring the fact that Corvette was nearly canceled several times in its history. As recently as the C4 to the C5 and the C6 to the C7. The C8 is a lock to happen, but are we sure the C9 will happen?

     

    Anyway, its sad when an automotive icon has to go away, especially an American legend like the Viper as I am an American car guy.

     

    Just to say, the Corvette eats up another competitor...

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    The Viper is a Monster and could have done so many things right. FCA like so many of their auto's is unable to move the product forward with the times. As it is, this is a great run for a Gas Guzzling V10 Monster that few can own and few can actually fit in. Trust me I have tried and while I got in, it was hell to get out and I would NOT have been happy driving it in the uncomfortable position. This in comparison to the Corvette that I can fit in and actually drive.

     

    FCA wants a Halo car, then they need to look at the up and growing EV race scene and build the new viper as a true exotic Hyrbid or EV. 

     

    Having been doing my research for a paper I will publish here in the near future about EV conversion, I have to say it is very easy to get 600HP with 1000lbs of Torque in an electric motor that gives you crazy acceleration.

     

    Having an EV Viper that can trash everyone else out there with a 200 mile battery pack would sell I believe and give FCA a New Halo Car that is Green.

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    Not a surprise, the Viper doesn't sell, and FCA just did a new union contract.  I am sure they would love to either close a plant in Detroit or build high margin Ram Trucks or a Jeep in the USA.  While moving low margin stuff like the Dart to Mexico where labor cost is cheap.   Plus the Viper can't fit a Hemi under the hood, the V10 isn't doing them any CAFE favors, and FCA might want to push Alfa Romeo and the Hellcats as their halos.   There are probably a dozen good reasons to end Viper production, not many to keep it going.

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    Well, Viper has sold 503 units YTD, Lamborghini 567 units. It's a very limited exotic- sales are inconsequential; not a valid reason.

    By the same token, the sales-weighted contribution of the Viper is like 1% of the corporate number, if that, so MPG isn't a valid reason.

    Viper legacy is built around the V-10, putting a Hemi in would downgrade it, so that's invalid.

    Alfas could never be made as a halo in the U.S., no; never. Hellcats are still not sports cars, but muscle cars, so that's invalid.

    Viper is alone in it's factory IIRC, so if FCA isn't using space there to build something else right now, that's also… invalid.

     

    Gee, 0-5 on that post.

    Edited by balthazar
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    They did have a longer than normal run and with all the challenges it is amazing it made it this long.

    But sales have tanked. The Corvette and much of the sports car world has left this one behind. It needed to break some new ground but it really never did.

    Sales as they are and the cost of building these is high there was little meat on the bone here if any. Also the fact Sergio really shows no love for Chrysler also is apparent here. He had so many things they could have drawn from to supply this car but they chose not to. Ferrari could have shared much here.

    But I feel the Italian wanted to protect Ferrari and his beloved Alfa that will never match up to this car.

    The other factors like MPG and the like could have been addressed as Chevy is doing. This product was left to rot by Sergio.

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    Also the fact Sergio really shows no love for Chrysler also is apparent here. He had so many things they could have drawn from to supply this car but they chose not to. Ferrari could have shared much here.

    But I feel the Italian wanted to protect Ferrari and his beloved Alfa that will never match up to this car.

     

     

    I naively did not want to believe that...even as far back as when I posted my first response in this thread. Which was October.

     

    I defended Sergio when it came to the Viper because I naively thought he could have just closed the door on it when he acquired Chryco.

    All he did was just green light a dead project on arrival, because in hindsight, its true what you said, some love from Ferrari would have been welcomed...

     

     

    But...when Sergio forced Ferrari to share technology with the other brands, that is when Ferrari people and engineers had a fallout, so maybe, all this blood may not be solely on Sergio's hands, maybe 'tis Ferrari that was not comfortable in sharing tech with a "low class, redneck sports car"...

     

    Because..I find it strange that Sergio just green lit a project in which he could have just let die.

     

    What did I just say? Let me rephrase that.

    The Viper was ALREADY dead when Sergio acquired Chryco.

    Sergio green lit what the Viper team had in store for the  next generation Viper....but those plans died when Chryco. went bankrupt.

    So...Sergio did not have to green light anything....but he did.

     

    And THAT is what is sooooooo perplexing to me.

    Why waste money on a project that WONT bring any money back to you? Fresh from a bankruptcy with more pressing issues for platform sharing than a dead sports car anyway...because the Viper was gone by that time...

    Why waste money on a project when you know that  there wont be a budget for?

    Why waste money on a project when you know you arent serious with it to begin with....because this Viper really had no major improvements from the last generation because there was no money. I remember Ralph Gilles saying he had to perform miracles with the budget and technology he had to work with...

     

    So...good on the Viper team to actually make competition for better technologically advanced machines...

     

    So...my question is:

    Why DID Sergio green light a project when we all know today, he was really not interested in it?

     

    I believe he had some interest in it, but Ferrari clashed with him so he said eff it in the end...

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    I'm surprised it lasted this long. The Viper is a handful compared to much more composed yet equally capable cars.

    Yes everyone stepped up the game and this car just remained with small changes. Chrysler and Fiat never really showed it the love it needed.

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    I am glad the ACR is sending i out with a bang and with the track process the original vipers and the 08 ACR that made them what they were.  IMHO, they still need a 2 seat performance car that is more comfortable, more street-able, and less expensive.  The 6.4 Hemi fitted with an aluminum block starting in the low/mid 50s would be a great starting point, then they could work up from here.  This shouldn't be called a Viper though.  Maybe design a V10 version, new V10 though, maybe based on Hemi Architecture with say, a 6.5 liter displacement and at least 650 HP with as much weight savings as possible.  Call that the Viper.  Just an idea.  Rumors swirl there will be a new one, but they do need to rethink the formula.  

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    With the ability of Ferrari engineering they really need to look to them for a new car. They really could have hit one out of the park but really did not get all the support that could or should have been given. I blame the Italy first thinking here as they treat Dodge as the red headed step child. 

     

    The ACR is nice but they left a lot on the table with the standard car. 

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    With the ability of Ferrari engineering they really need to look to them for a new car. They really could have hit one out of the park but really did not get all the support that could or should have been given. I blame the Italy first thinking here as they treat Dodge as the red headed step child. 

     

    The ACR is nice but they left a lot on the table with the standard car. 

    So a Dodge  is a Testarossa is what you are saying?

    Not a Ferrari as I originally thought....HMMMMMM  :scratchchin:

     

    122403.jpg

    Edited by oldshurst442
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    Well I should have known not to open the blocked post. It is a click I will never get back. 

    Why Hyper?

     

    You dont have a sense of humor?

     

    Are you that into yourself that you cant laugh a little?

     

    Block me all you want...I aint NEVER going away!!!

     

    And the more you resist me, the more Ill bug you, until you remove that stick out of your :butthead:

    Edited by oldshurst442
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    The Viper ACR is incredible.

     

    I would reckon though that you have to be able to survive just how much the car punishes you to deliver the kind of performance it is capable of.

     

    So aside from race car drivers, there is not much left for the Viper.

     

    And really, it should be a car that has limited production runs. If it's a long-term production car, then it will need some real support, some real corporate back-bone to do it.

     

    Now the Corvette is the everyday hero sports car, but I'd still say it's not an exotic. And it has developed a reputation for greatness on GTLM class racing, but I'm not sure if that pans out for real endurance like the Monster ACR in the Z06 production car.

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      The front end is where you’ll make your decision as to whether you like the Ridgeline or not. There is an imposing grille with a long chrome bar on top. A set of large headlights sits on either side of the grille. Other design items to take note of are the sculpted hood and front bumper. Personally, I found the front end to a bit over the top. Honda was trying to make the Ridgeline look tough and imposing, but the end result is a look that is trying too hard. 
      At least Honda got the Ridgeline’s bed right. Compared to the last model, Honda added four inches to the overall length of the bed (64 vs. 60 inches). This gives the Ridgeline the longest standard bed in the class. Unlike competitors, you cannot option a longer bed for the Ridgeline. Honda has also fitted some clever ideas for the Ridgeline’s bed. First is the in-bed trunk that offers 7.3 cubic feet of space where you can stow tools or luggage, giving the Ridgeline a significant edge in practicality than its competitors. Second is the dual-action tailgate which allows the tailgate to be opened downward or to the side.
      The recent crop of trucks have been stepping up their game when it comes to interiors and the Ridgeline is no different. The interior is borrowed from the Pilot crossover and brings forth an easy-to-understand control layout and high-quality materials. One item that wasn’t carried over from the Pilot was the push-button transmission selector. Instead, the Ridgeline sticks with a good-ole lever. Thank you, Honda.
      The Ridgeline proved to be a very comfortable pickup truck thanks to supportive leather seats, and power-adjustments for the driver. I took this truck to Northern Michigan and back during the holidays, and I never felt tired or had any soreness afterward. The back seat provides more than enough head and legroom for passengers. The bottom cushion of the back seat can also be folded up to provide a decent amount space for carrying larger items.
      Honda’s infotainment system in the Ridgeline has to be one of the most frustrating systems we have ever come across. The eight-inch system gets off on the wrong foot by using touch-sensitive controls for the volume and other functions that don’t always respond whenever pressed. At least you can use the steering wheel controls for a number of these functions. HondaLink needs a serious revamp in terms of its interface as trying to do simple things is very convoluted. For example, if I want to pick a podcast episode from my iPod, I have to jump through a number of menus to just to get to the listing of the specific show I want to listen to. You can avoid using HondaLink by plugging in your iPhone or Android phone and using CarPlay or Android Auto. 
      All Honda Ridgeline’s come with a 3.5L V6 producing 280 horsepower and 262 pound-feet of torque. This is paired up with a six-speed automatic. The base RT to the RTL-T has the choice of front or all-wheel drive. The RTL-E and Black Edition only come with all-wheel drive. No other V6 truck in the class can match the performance of the Ridgeline’s V6. Acceleration is strong whether you’re leaving a stoplight or making a pass. The run to 60 mph is said to take around 7 seconds, making this one quick midsize truck. The six-speed automatic delivers fast and smooth shifts.
      All-wheel drive Ridgelines like our tester come with Honda’s Intelligent Variable Torque Management system. This system quickly redistributes the amount of torque going to each wheel to improve handling and traction. AWD models also get the Intelligent Traction Management system which adjusts the settings of the powertrain to help you get through whatever terrain you find yourself in. We put these systems to the test by driving through an unplowed road with deep snow. The Ridgeline was able to make it through without breaking a sweat. That doesn’t make the Ridgeline a truck you want to take on an off-road trail as it only offers 7.9-inches of ground clearance and no low-range.
      The Ridgeline’s payload is towards the top the of class when compared with other midsize crew cab trucks. Front-wheel drive models can haul between 1,447 to 1,565 pounds in the bed. All-wheel drive models have a payload capacity of 1,499 to 1,584 pounds. For towing, the Ridgeline falls a bit short. Front-wheel drive models have a max tow rating of 3,500 lbs, while AWD models are slightly higher at 5,000 lbs. For most people, the Ridgeline will be enough to handle various towing needs. If you need a bit more, then the Chevrolet Colorado and GMC Canyon are ready to help.
      The EPA rates the Ridgeline AWD at 18 City/25 Highway/21 Combined. My average for the week landed at 23.6 mpg in a 60/40 mix of highway and city driving.
      Previously, we’ve considered GM’s midsize trucks as having the best ride in the class. The Honda Ridgeline now holds that honor. The unibody platform and four-wheel independent suspension setup give the Ridgeline a ride that is almost equal to a passenger sedan. Bumps and other imperfections are smoothed out. The Ridgeline is a decent handling truck as well. There isn’t much body roll and it feels stable when going into a corner. We do wish Honda would make the steering slightly heavier for the Ridgeline.
      The Honda Ridgeline may not meet the true definition of a pickup truck, but it is one in spirit. Yes, the unibody architecture does limit the capabilities of the Ridgeline as it cannot haul or tow heavy items. Nor can it go deep into the wilderness due to decisions made by Honda on the Ridgeline’s off-road capability. But it is in other areas that the Ridgeline begins to stand out such as the clever ideas in the bed, comfortable interior, and a ride that is more in tune with a regular car. They might not be the advantages you would expect in a truck, but they are something that Honda believes will bring in those interested in a pickup minus a lot of the issues that other models have. 
      To put it another way, the Honda Ridgeline is like Festivus from Seinfeld; they’re both for the rest of us.
      Disclaimer: Honda Provided the Ridgeline, Insurance, and One Tank of Gas
      Year: 2017
      Make: Honda
      Model: Ridgeline
      Trim: RTL-E
      Engine: 3.5L SOHC 24-valve i-VTEC V6
      Driveline: Six-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 280 @ 6,000
      Torque @ RPM: 262 @ 4700
      Fuel Economy: City/Highway/Combined - 18/25/21
      Curb Weight: 4,515 lbs
      Location of Manufacture: Lincoln, Alabama
      Base Price: $41,370
      As Tested Price: $42,270 (Includes $900.00 Destination Charge)
      Options: N/A
    • By William Maley
      Later this month, the 2017 Mazda CX-5 will begin arriving at dealers in the U.S. Before this happens, Mazda has revealed the pricing for the upcoming crossover. The base CX-5 Sport will carry a price tag of $24,985 (includes a $940 destination charge).
      All CX-5s will come equipped with a 2.5L SkyActiv-G four-cylinder and six-speed automatic (sorry, no manual transmission is on offer for this generation). The 2.5 produces 187 horsepower and 185 pound-feet of torque. Front-wheel drive comes standard, while Mazda's i-ACTIV all-wheel drive system adds $1,300 to the base price.
      The CX-5 Sport comes decently equipped with 17-inch alloy wheels, LED headlights, Smart City Brake Support, 7-inch color touchscreen with Mazda Connect, push-button start, and power accessories. 
      The CX-5 Touring ($26,855) adds blind-spot monitoring with rear-cross traffic alert, dual-zone climate control, leatherette upholstery, heated front seats, six-way power driver's seat, keyless entry, and auto-leveling LED headlights.
      Wrapping up the CX-5 lineup is the Grand Touring ($30,335). This model features full LED lighting outside, 19-inch alloy wheels, leather seats, eight-way power driver's seat with lumbar, rain-sensing wipers, and heated exterior mirrors.
      Options for the CX-5 include navigation, Bose audio system, heated steering wheel, heated rear seats, radar cruise control, lane departure warning, and automatic high beams.
      Source: Mazda 
      Press Release is on Page 2


      2017 MAZDA CX-5 PRICED FROM MSRP OF $24,045
      Mazda’s Best-Selling Compact Crossover SUV a Remarkable Value with Segment-Exclusive Standard and Available Technologies IRVINE, Calif. (March 8, 2017) – The previous Mazda CX-5 ended its tenure as a compact crossover SUV segment favorite, winning the praise of automotive critics and the hearts of consumers. CX-5 became Mazda’s best-selling vehicle in the U.S. Its successor, the all-new 2017 CX-5, will arrive in late March at dealerships nationwide with a starting MSRP of $24,045, building on the momentum that has made the model an unequivocal hit.
      The 2017 CX-5 hits a sweet spot in the compact crossover SUV segment for its refinement, quality, craftsmanship, design, efficiency, safety and dynamics among a long list of other reasons. No matter which trim level is selected, CX-5 also represents a remarkable value.
      The entry CX-5 Sport trim features 17-inch alloy wheels, black cloth-upholstered seats, cruise control, air conditioning, power windows, power mirrors, pushbutton starter, LED headlights, variable intermittent windshield wipers, carpeted floor mats, a 40:20:40 split-folding rear seat, Smart City Brake Support and power door locks. Additionally, CX-5 comes standard with MAZDA CONNECTTM, which pairs a 7-inch color touchscreen- and Commander-control-knob-operated infotainment display that incorporates AM/FM/HD radio, vehicle diagnostics, a backup camera, Bluetooth phone and audio integration and two USB ports for phone connectivity and charging.
      CX-5 Touring adds a six-way power driver’s seat, leatherette seating surfaces with Lux Suede inserts, Blind Spot Monitoring with Rear Cross-Traffic Alert, heated front seats, rear privacy glass, auto-leveling LED headlights, a six-speaker audio system, Mazda Advanced Keyless Entry, leather-wrapped steering wheel and shifter handle, illuminated vanity mirrors, a rear center armrest, rear HVAC vents, dual-zone climate control, rear USB ports and a reclining rear bench seat.
      Further building on CX-5 Touring is the Preferred Equipment Package, which includes a BOSE® 10-speaker audio system with CenterPoint 2 and AudioPilot 2, a power glass moonroof, power liftgate, navigation, auto-dimming mirrors with Homelink and auto on/off headlights. Customers can also opt for the Touring i-ACTIVSENSE Package on top of the Preferred Equipment Package, adding High Beam Control, Lane-Departure Warning, Lane-Keep Assist, Mazda Radar Cruise Control and Smart Brake Support.
      Adding greater levels of equipment yet is CX-5 Grand Touring, adopting black or parchment leather seating surfaces, 19-inch alloy wheels, eight-way power driver’s seat with power lumbar support, SiriusXM satellite radio, rain-sensing wipers and heated exterior mirrors. Other additions include Adaptive Front-lighting system, LED fog lights and LED tail lights. Finally, CX-5 Grand Touring’s Premium Package comes with a windshield-projected Active Driving Display with Traffic Sign Recognition, a power front passenger seat, heated rear outboard seats, heated steering wheel and windshield wiper de-icer.
      All models come standard with the SKYACTIV-G 2.5 engine and six-speed SKYACTIV-DRIVE automatic transmission. Front-wheel drive is standard, with Mazda’s predictive i-ACTIV all-wheel drive available on all trim levels.
      MSRP FOR ALL MODELS IS AS FOLLOWS:
      Model/Trim Package Front-Wheel Drive i-ACTIV AWD CX-5 Sport $24,045 $25,345 CX-5 Touring $25,915 $27,215 •Touring Preferred Equipment Package $780 $780 •Touring  
      i-ACTIVSENSE Package
      $625 $625 CX-5 Grand Touring $29,395 $30,695 •Grand Touring Premium Package $1,830 $1,830  
      AVAILABLE PREMIUM PAINT COLORS:
      Soul Red Crystal $595 Machine Gray Metallic (CX-5 Touring and Grand Touring models only) $300 Snowflake White Pearl Mica $200  

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