40 2014 SRT SPECIAL
A SMALL PROBLEM
The Viper’s petite rear
posed a big challenge.
“Having a custom fuel
cell made to fit the car
was almost impossible,
and I have the invoice to
prove it!” laughs Riley.
With a range of driver
heights on the roster, an
pedal assembly is fitted.
Drivers just push a
button to get perfect,
preset pedal depths. M a r
TURN THE SCREW
Riley also went
open-wheel on its rear
wing adjusters, with a
system similar to those
on IndyCar front wings
that change the angle
with a twist of a knob.
Riley Technologies ditched
perch style of ride-height
adjustment for an F1-like,
system that’s quicker and
more accurate (RIGHT).
WORKING THROUGH THE TO-DO LIST
Taking a deeper dive into the
road-to-race alterations required
for the Viper led SRT and Riley
Technologies to craft a to-do list
that consisted of hundreds of
major and minor tasks to bring the
first cars to the test track.
“With the frame in front of you,
you can look at the attachment
points for the suspension and decide
where you want to move them within
the boundary of the rules,” says Bill
Riley. “Plus, you look at the cooling
needs, where you’ll carry all the fluids
for the car, including the fuel, and how
you can move them in directions
that would be advantageous for
the performance of the car.”
The ACO’s production-based
mandate for GT racecars gives little
latitude for creativity, meaning
Riley was allowed to do light
remodeling, rather than wholesale
makeovers of the base chassis they
were charged with developing.
“The road car engine is already
up against the firewall,” says Riley.
“If we could, we’d cut out a section
and move it back a few inches;
every manufacturer would do that,
but it isn’t allowed. So we end up
massaging what comes off the
assembly line. We produce a carbon
fiber body for the car, but it’s tightly
controlled by the rules, so it keeps
you from doing anything truly wild.
“You work on being efficient
wherever possible, which is one of
the biggest areas they let you
make changes. Getting air in and