Karşınızda 2014 model SRT Viper TA…

“TA” uzantısı İngilizce “Time Attack” ifadesinin kısaltması. Bu ifade “time trial” gibi düşünülürse “zaman deneme” gibi düşünülebilir.
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Orijinal Yazı:
The Viper gets itchy for some track action / BY ALEXANDER STOKLOSA
It’s no secret that many Viper owners have an affinity for taking their beastly sports cars to the track, despite—or, more likely, because of—the car’s infamously unique driving experience. The Viper has always made drivers work hard to reach its high limits, and the car can mercilessly punish mistakes. The latest Viper, resurrected for 2013, has tamed some of these demons, but it can hardly be considered soft. To keep the car’s hairy-chested image strong, SRT is turning out a new track-oriented Viper TA and debuting it at the 2013 New York auto show.
Total Time Attack Annihilation
TA is an acronym for Time Attack, a mission this new Viper has been specially tuned to carry out on road-race circuits. (If the TA name sounds familiar, that’s because Chrysler has used it on muscle cars in the past.) The street-legal, track-oriented Viper isn’t as extreme as, say, Viper ACRs of yore, but it’s a pretty thoroughly sorted stopgap model that should tide Viper track monkeys over until a true ACR replacement arrives. Well, it will tide some Viper aficionados over, at least—initially there will be just 33 TAs produced, all painted in this far-from-subtle Crusher Orange hue.
The TA starts life as a base Viper, to which SRT fits the dual-mode Bilstein dampers from the uplevel GTS model, the Advanced Aerodynamics package with carbon-fiber front splitters and rear spoiler, and wheels and tires from the optional Track package. The Bilsteins are tuned for more firmness than in the GTS, and the two driver-selectable suspension settings are rechristened Soft Track and Rough Track. SRT also tweaked the springs and anti-roll bars to be more track-friendly, and the stock aluminum engine-bay-spanning X-brace is swapped for a carbon-fiber piece. SRT is still working out whether to include the Track package’s StopTech brakes or to stick with a variation of the stock pieces. Regardless, the goal is increased thermal efficiency for less fade.

No Hyperbole, It’s Track-Focused
SRT says it based the TA on the non-GTS Viper because the regular car is lighter. A noble gesture, but because the TA gets the adaptive dampers, it ends up being 51 pounds heavier than a Viper with the Track package, but lighter than a GTS with the Track pack by 26 pounds, based on SRT’s claimed weight figures. (The Track pack–equipped Viper and Viper GTS both are lighter than their regular-grade counterparts.) There are no changes under the hood, so the TA uses the same 640-hp, 8.4-liter V-10 as the rest of the Viper lineup.
Free of the GTS’s fancier Nappa-leather interior duds, the TA cabin is pretty utilitarian. The cloth-and-vinyl interior might not be flashy, but all of that not-leather on the seats is grippy and better at holding the driver and passenger in place during hot laps. Stitching on the steering wheel, seats, door panels, center console, and instrument panel is color-matched to the TA’s Crusher Orange exterior, and is the lone attempt at spicing up the businesslike atmosphere.

The 2014 Viper TA still is being developed—note the lack of a final decision on brakes—but SRT is looking at extending the TA treatment further down the road. An SRT representative tells us that the company will monitor the popularity of the initial 33-car production run, and is considering releasing additional builds in other colors. When the TA becomes available later this year, it will be positioned between the SRT Viper and the Viper GTS. As such, expect pricing to fall around $116,000.
We’re particularly interested in how the TA’s upgrades alter the Viper’s on-track behavior; the car has no trouble attacking circuits, but it has a few issues attacking driver trepidation. In a recent comparison test we conducted at Mazda Raceway Laguna Seca, the Viper lost to the aging C6 Chevrolet Corvette ZR1 largely because its high performance wasn’t as easily accessible. The car’s intimidation factor is cool, but so is feeling comfortable at the limit.
Kaynak: car and driver

Dr. Abdullah DEMİR

1973 yılında Trabzon’da doğdu. İlk, orta ve liseyi Trabzon’da tamamladı. 1992 yılında Marmara Üniversitesi Teknik Eğitim Fakültesi Makine Eğitimi Bölümünü kazandı. 1996 yılında Otomotiv Öğretmeni olarak mezun oldu. 1999 yılında yüksek lisansını tamamladı. 1997-2000 yılları arasında Marmara Üniversitesinde Araştırma Görevlisi olarak çalıştı. 2009 yılında Kocaeli Üniversitesi Fen Bilimleri Enstitüsünde “Fren Disklerine Uygulanan Kaplamaların Frenleme Performansına Etkisinin Deneysel İncelenmesi” konulu tez çalışmasıyla doktor oldu. Demir, İBB - İstanbul Otopark İşletmeleri (İSPARK) AŞ’de sırasıyla, Teknik İşler Şefi, İşletmeler Müdürü, Etüt Plan ve Proje Müdürü, Etüt ve Planlama Müdürü olarak çalıştı. 2011 yılında Marmara Üniversitesi Teknoloji Fakültesi Makine Mühendisliği Bölümü’nde Yardımcı Doçent olarak göreve başladı. Başta otomotiv olmak üzere, güç aktarma organları, alternatif yakıtlar, ulaşım ve otopark yönetimi alanlarında ulusal ve uluslararası dergilerde, kongre ve sempozyumlarda yayımlanmış makale çalışmaları bulunmaktadır. Ayrıca “Güç Aktarma Organları”, “Otopark Uygulamalarında Teknoloji, Çevre ve Emniyet Faktörleri”, 40 bin kelimelik “Otomotiv ve Temel Teknik Bilimler Sözlüğü”, 11 bin kelimelik “Sistem Sistem Otomotiv Teknik Terimler ve Terminolojiler Sözlüğü”, 2500 kelimelik “Otopark Endüstrisi Sözlüğü” gibi yayınları da bulunmaktadır. www.otoguncel.com web sitesinin editörlüklerini yürüten ve wushu spor dalında uluslararası hakem olan Demir, evli ve iki çocuk babasıdır.

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