C OVER STORY   High - performance engines

© FCA US

The Evolution of a
Performance Powertrain
The Dodge Viper 8.4 l V10
A quintessential example of an evolutionary design, the Generation V 8.4 l V10 Viper engine that
powers the 2016 Dodge Viper ACR (American Club Racer) features unique technology to make
it the largest displacement and highest torque naturally aspirated engine that has ever seen
production in an automotive application. A low inertia aluminium flywheel, variable valve timing
utilising a novel cam-in-cam system, and a swinging oil pickup are among the unique features
that were developed to allow this engine to deliver the performance necessary for the Viper ACR
to claim 13 track records [1]. ATZworldwide 3/2017 features the aerodynamic concept that has
also contributed to these achievements.

30
 AUTHORS

Chris Cowland Joe Johnson

is Director Advanced & is Design Release Engineer for
SRT Powertrain at FCA US LLC the SRT Driveline at FCA US LLC
in Auburn Hillls, Michigan (USA). in Auburn Hillls, Michigan (USA).

Jamie Standring Stephen Parker

is Senior Manager – SRT Power- is Design Release Engineer for
train Engineering at FCA US LLC SRT Base Engine at FCA US LLC
in Auburn Hillls, Michigan (USA). in Auburn Hillls, Michigan (USA).

TOWARDS THE FINAL

EVOLUTION OF THE V10

The current Generation V Viper engine

FIGURE 1 2016 SAE rating run (© FCA US)
is the final evolution of the V10 engine
that was released in 1992 for the origi-
nal Viper. In 1992, the goal was simple:
create a high-output engine that would
mark the Viper as one of the most power-
ful cars of the time. That goal has been
preserved throughout the life of the
engine and vehicle, including the current
engine which is SAE rated at 481 kW
at 6200 rpm and 813 Nm at 5000 rpm,
FIGURE 1. Though the architecture and
layout is similar, technology and strategic
engineering has allowed the Viper engine
output to increase 183 kW (61 %) and
189 Nm (30 %) over its 25 year history –
an exceptional feat for a naturally aspi-
rated engine that has also been subjected
to a 95 % reduction in emissions in that
same time period. FIGURE 2 shows the
evolution of the engine from 1992 to 2016.

CYLINDER BLOCK AND HEADS

The cast aluminium cylinder block of

the 8.4 l V10 is a cam-in-block design
laid out in a 90° V format. It is manufac-
tured using a deck-plate honing process
to ensure minimum bore distortion and
hence friction in the assembled state.
Dry liners are a slip fit into the block
prior to honing. The block also utilises a
MTZ worldwide 03|2017    31
C OVER STORY   High - performance engines
FIGURE 2 Evolution of the Viper engine (© FCA US)
deep skirt, and steel 4-bolt main bearing
caps (2 vertical and 2 horizontal cross
bolts) to increase bottom end rigidity.
The cylinder head uses a 2 valve per
cylinder design resulting in a 72.8 cm3
wedge style combustion chamber and
10.2:1 compression ratio when combined
with flat-top pistons. Valve angles are
12° from the cylinder axis with 52.8 mm
and 40.9 mm diameter inlet and exhaust
valves, respectively. In order to achieve
these large valve sizes the intake and
exhaust valve seat inserts are keyed
together during the assembly process.
To ensure consistency between cylinders
the valve end of the ports are machined
using a 5-axis CNC machining operation.
ROTATING COMPONENTS
A forged steel, 5-throw crankshaft com-
bined with the 90° block format results
in a unique, uneven firing interval (90°-
54°-90°-54°…) and an extremely distinc-
tive exhaust note exiting from the twin
side-exhausts. Connecting rods are of
a bushed I-beam design with ultra-high
tensile strength bolts securing the rod
caps. The pistons are forged from AlSi-
CuMgNi (M142P) alloy with a compres-
sion height of 31 mm and feature a totally
flat top without valve clearance notches.
Piston and ring design has been opti-
mised to minimise friction while provid-
ing the necessary gas and oil control seen
under arduous track conditions. Pistons
32
are anodised and coated to increase
strength and scuff resistance. A 24.0 mm
diameter piston pin runs directly in the
aluminium piston pin bosses.
The Viper utilises an OHV valvetrain
arrangement. The combustion chamber
design and high cam in block location
result in relatively short pushrods
operated by roller-lifter followers with
hydraulic lash elements. The valves are
actuated via shaft mounted investment
cast rockers. Intake and exhaust valves
FIGURE 3 Cam-in-cam variable valve timing camshaft (© FCA US)
are hollow and chrome-plated to reduce
weight and improve wear characteristics.
The exhausts also employ sodium filled
stems to improve the cooling characteris-
tics of the valve. The valves run in sin-
tered metal valve guides.
The variable valve timing (VVT) sys-
tem is unique to a pushrod engine, featur-
ing an assembled cam-in-cam arrange-
ment with 31° of authority – the only one
of its kind found in an automotive appli-
cation. The intake profile is fixed relative
to crank-position while the exhaust is free
to move via an oil operated cam phaser.
The VVT system offers the ability to mini-
mise valve overlap required for cold start
emissions and combustion stability,
whilst allowing for the optimal scaveng-
ing necessary at high loads to meet the
performance targets. FIGURE 3 shows an
exploded view of the cam-in-cam design.
Intake and exhaust duration are 266°
and 270°, respectively and intake valve
lift is 14.3 mm with the exhaust opening
13.6 mm. Although the relatively low
engine speed would appear to pose few
difficulties from a valvetrain perspective,
the dynamic response of the system
proved to be a significant challenge due
to the intake valve mass (91 g) and the
pushrod valvetrain architecture. Consid-
erable effort was expended both analyti-
cally and on a spin-rig to optimise the
dynamic valvetrain behaviour. To main-
tain valvetrain stability, 490 N springs
with a rate of 65 N/mm are used.
LUBRICATION SYSTEM

The lubrication system features an

11 cm3/rev gerotor oil pump which is
driven directly from the crank nose.
­Perhaps unusual in a high performance
vehicle application is the utilisation of
a wet sump system rather than the more
common dry sump arrangement. The
wet sump system offers significant pack-
aging, weight and cost benefits over the
dry sump but does present interesting
oil control challenges in a vehicle capa-
ble of up to 1.7 g cornering forces. In
order to ensure that pressure is main-
tained under the most adverse track con- FIGURE 4 Oil sump
ditions a novel swinging pickup design baffling and pickup
system (© FCA US)
is used. The pick-up pipe is pivoted on
the centerline of the engine underneath
the crankshaft allowing the pick-up to
follow the oil in the sump under hard
cornering events. Significant time was
also put into the baffling system which
assists in keeping oil near the pickup
during the high lateral and longitudinal
accelerations seen during typical track
use. FIGURE 4 shows detail of the pick-
up and baffling arrangements.

INTAKE AND EXHAUST

The engine uses a composite intake mani-

fold with tuned length intake runners.
Earlier generation Viper engines used alu-
minium intake manifolds, but the change
to composite offered charge temperature
reduction and flow improvements result-
ing in elevated volumetric efficiency, and
hence higher power and torque. The
intake re-design also reduced weight by
over 3 kg for the Generation V engine.
Packaging within the engine bay is
extremely tight around the exhaust
­manifolds due to the deep wheel wells
required for the wide front tyres. The
manifolds are a tube and shell design
with centre exits. Exhaust aftertreatment
is accomplished using a two stage sys-
tem on both banks of the engine – a
0.998 l front ceramic catalyst followed
by a 0.984 l metallic rear catalyst. Maxi-
mum exhaust gas temperature into the
upstream catalyst is 927 °C. The Viper
achieves US Federal emissions certifi­
cation for light-duty vehicles with this
arrangement. The catalysts are strategi-
cally situated to allow the exhaust to exit
in the door sill panels just ahead of the
rear wheels, resulting in a race-inspired
look and sound of the car.
MTZ worldwide 03|2017    33
MANUFACTURING
The Generation V Viper engine is hand
assembled at the Conner Avenue Assem-
bly Plant in Detroit, Michigan (USA).
Every engine is dyno tested. The dyno test
comprises a custom designed 42 min cycle
and includes monitoring of critical quality
parameters prior to release of the engine.
DRIVELINE
The driveline behind the Gen. V Viper
engine, FIGURE 5, requires special con-
sideration particularly given the engine
torque output and track based thermal,
dragstrip, and 24-hour durability
requirements. The Viper uses the first
and only North American application of
an aluminium flywheel. This flywheel
is 5kg lighter than the steel unit it
replaces; it also reduces rotating iner-
tia by 40 % and improves clutch dura-
bility due to its improved heat dissipa-
tion. It features an industry exclusive
rotary-riveted steel friction face that
also saves mass versus traditional bolt-
in or crush-rivet designs.
Additionally, the Gen V Viper is one
of the only production super sports car
still avail­able with only a manual trans-
mission, the Tremec TR6060. Due to
this direct focus on driver involvement
the entire clutch and shift system was
designed to optimise performance and feel.
The change to a dual disc clutch increased
torque capacity 17 %, reduced disc inertia
20 %, improved damper rate by 32 % and
reduced pedal load: all without sacrificing
feel or performance. A revised shift tower
shortened throws 12.5 % and improved
cross car gate definition and feel.
The transmission features vespel fork
pads and hybrid bronze/carbon triple
cone synchronisers for 1st and 2nd gears,
and double cone units in gears 3 to 6 to
reduce shift effort and improve durabil-
ity, as well as a unique high torque input
gear set. Transmission ratios were specif-
ically chosen to minimise 0 to 60 mph
time and ensure optimal on-track accel-
eration at corner exit of any track in any
gear. FIGURE 6 shows the resulting drive-
line ratios. Additionally the optional 0.5
6th gear ratio improved highway fuel econ-
omy and reduced interior cruising noise.
C OVER STORY   High - performance engines
FIGURE 5 Generation V Viper driveline (© FCA US)
Additionally the driveline in the Viper
ACR focused on mass reduction by elimi-
nating the need for a differential cooler
for track outings under 25 min through
the use of cooling fins on the rear axle
cover and specially located under-car
scoops. The cover also contains ports to
allow customers to install a differential
cooler for endurance racing.
RACING SUCCESS
The Viper engine strategy began with
a simple mantra, “There is no replace-
ment for displacement”, resulting in the
birth of the first Viper V10 as an 8.0-l
engine in 1992. From its simple roots
as a production pushrod overhead valve
engine it has secured a rich racing pedi-
gree. Most notably the Viper engine
has shown its prowess in FIA endur-
ance  racing. The GTS-R engine was
first homologated in 1996 as an 8.0-l
engine for the FIA GT-1 class. The
engine was significantly restricted to
limit power. In 1997 the same 8.0-l
engine was adapted to the FIA GT-2
class with even smaller restrictors.
FIGURE 6 Driveline ratios (© FCA US)
34
The GTS-R engine was primarily pro-
duction based; in fact the same engine
block casting was used for all 1996 to
1999 production Viper engines. The
engine featured unique main bearing
diameters as well as specialty cylinder-
head castings, intake system, and a dry
sump oiling system. The engine pro-
duced far more torque across the engine
RPM range than its smaller displac­ement
forced-induction European counterparts.
Corner exit acceleration was unmatched
in the GT-2 class. This along with careful
fuel consumption strategy allowed the
Viper GTS-R to win 16 FIA GT-2 class
races as well as three consecutive class
wins at 24 Hours of Le Mans and an
overall win at the 24 Hours of Daytona.
The success of the GTS-R racing engine
led to further development of Viper racing
engines, all even closer to their production
counterparts. Next was the Competition
Coupe in 2003, a 8.3-l adaptation; fol-
lowed by the Viper ACR-X engine, a 8.4-l
version in 2010; and finally the Genera-
tion 5 based IMSA GTLM homologated
GTS-R 8.0 l, and the unrestricted GT3-R
8.4-l engines in 2013.
The last GTS-R engine in 2013 was yet
again homologated as an 8.0 l V10 and
featured an extreme amount of low end
torque (nearly 815 Nm at 3800 rpm). Peak
power was generated around 4400 rpm
due to the twin 29.6 mm restrictors. This
output level was achieved on E-85 fuel
and provided an alternative to the typical
high-revving, high-horsepower based
race engine. The engine powered the
Generation V Viper GTS-R to driver and
team championships in 2014. This engine
has found itself adapted to not only For-
mula-D and World Challenge racing, but
also Baja and Offshore Marine Racing
applications where privateer efforts con-
tinue to attain championships.
SUMMARY
The Viper has established considerable
marks in its 25-year lifetime; with produc-
tion car track records at the most note-
worthy tracks in the world (Nürburgring,
Laguna Seca, and many others) and wins
at Le Mans in the 1990s. With the push for
CO2 emissions reduction and downsized
boosted engines it is unlikely that a large
displacement, naturally aspirated engine
will see light of day in an extreme perfor-
mance road car ever again. However the
Generation V Viper ACR, and its 481 kW
and 813 Nm output, demonstrates that
supposedly “old-school” powertrain
options can compete successfully with
today’s ultra-high technology powertrains
as seen in some competitors vehicles.
REFERENCE
[1] 2016 Dodge Viper ACR Is Undisputed Track
Record King. Online: https://www.scca.com/
articles/1998486-2016-dodge-viper-acr-
is-undisputed-track-record-king, access:
16 December 2016
 Grid Integration
of Electric Mobility
Taking the mobility
transition forward
2nd International ATZ Conference
nce www
.ATZ
live

Grid
.com

16 and 17 May 2017 | Berlin | Germany of El Integratio

ectri n
Taking
the m
obility
c M obilit
INTEGRATING DECENTRALIZED
2nd In
ternat
ion
trans y
ition f
orwar
16 an
d 17 M al ATZ Con d
RENEWABLE ENERGY SOURCES ay 201 f erence
7 | Be
rlin | G
erman
y
EXPLOITING THE FLEXIBILITY
OF CHARGING PROCESSES

DATA TRANSMISSION AND

DATA SECURITY

INFRASTRUCTURE AND
REGULATORY FRAMEWORK
© fo
tolia

Simult
INTEG aneou
RATIN
G Germa s Inte
DECE
NTRA n and rpretin
RENE LIZ
WABL ED EXPLO Englis g
E ENE h
International platform SOUR
CES RGY IT
OF CH ING THE F
ARGIN LE
G PRO XIBILITY
CESS INFRA
for the automotive industry, DATA
DATA
TRAN
SM
ES ST
REGU RUCTURE
LATOR A
SECU ISSION AN Y FRA ND
RITY D
energy providers, grid operators, Intern
a
MEWO
RK
energ tional pla
the IT sector and politicians y pro tf
viders orm for th
, grid e
opera automotiv
tors, e
the IT industry,
secto
r and
politi
cia ns
/// KINDLY SUPPORTED BY

Phone +49 611 7878-131 PROGRAM AND REGISTRATION

Abraham-Lincoln-Straße 46
65189 Wiesbaden | Germany
Fax +49 611 7878-452
ATZlive@springer.com www.ATZlive.com
MTZ worldwide 03|2017    35