The 2017 Dodge Viper lineup: two trims, one engine, real differences in price and equipment

The 2017 Dodge Viper came in two main configurations: the base GTS and the higher-trim ACR (American Club Racer). Both used the same 8.4-liter V10 engine producing 645 horsepower and 600 lb-ft of torque. The real differences were in suspension tuning, aerodynamics, interior appointments, and price — the GTS started around $88,000 and the ACR around $108,000, though final pricing depended on options and your location.

This was the second generation of the modern Viper, which returned to the market in 2015 after a nine-year absence. The 2017 model year brought no major mechanical changes from 2015–2016, but Dodge made small refinements to infotainment and added a few new color choices. If you're comparing across model years, 2017 is mechanically identical to 2015 and 2016.

Key Takeaways

  • Both 2017 Viper trims use the same 645-horsepower 8.4L V10 engine paired with a six-speed manual transmission — there is no automatic option.
  • The GTS is the base model with street-focused suspension and standard Brembo brakes, while the ACR adds track-specific suspension geometry, larger rear wing, and upgraded cooling.
  • The ACR costs roughly $20,000 more than the GTS and is designed for road course driving; the GTS is the choice for street driving and occasional track use.
  • Both models come with a removable targa roof panel, though the ACR's aerodynamic package makes the roof less practical to remove during driving.

GTS: The street-focused base model

The GTS is the entry point to the 2017 Viper. It features the same 8.4L V10 but with suspension geometry optimized for street driving — softer spring rates, less aggressive anti-roll bars, and a more compliant ride quality than the ACR. The GTS comes standard with Brembo six-piston front and four-piston rear brakes, 19-inch forged aluminum wheels wrapped in Pirelli P Zero tires, and a fixed roof panel (the removable targa top is an option).

Inside, the GTS includes a 7-inch touchscreen with Uconnect infotainment, Bluetooth, a backup camera, and cloth sport seats. Air conditioning and power windows are standard. The cabin is stripped compared to most sports cars — there is no navigation, no leather, and no power seats — but that keeps weight down and cost lower. You get a 400-watt audio system and a 12.3-inch digital instrument cluster.

The GTS is the right choice if you plan to drive the Viper on public roads most of the time and use a track day occasionally. It rides better on rough pavement, costs less, and doesn't require the constant cooling management the ACR demands.

ACR: The track-focused performance variant

The ACR (American Club Racer) is built for road course driving. It uses the same 8.4L V10 but adds a completely different suspension setup: stiffer springs, stiffer anti-roll bars, and geometry tuned for cornering grip rather than ride comfort. The ACR also includes a large fixed rear wing (not removable), a front splitter, and a diffuser — all designed to generate downforce at speed. Cooling is upgraded with a larger radiator and additional cooling ducts to handle sustained track sessions.

Braking is identical to the GTS (Brembo six-piston front, four-piston rear), but the ACR's suspension geometry and aerodynamics make the brakes work harder and more effectively during hard cornering. The ACR rides on the same 19-inch wheels but wrapped in Pirelli P Zero Corsa tires, which are stickier and wear faster than the GTS's P Zero all-season rubber.

The ACR's interior is nearly identical to the GTS — same infotainment, same digital cluster, same cloth seats. The main difference is that the ACR's fixed roof panel and aggressive aerodynamics make it less practical for daily driving. The large rear wing limits visibility, and the stiffer suspension transmits every road imperfection into the cabin. The ACR is a single-purpose car: it exists to lap a road course quickly and safely.

Engine and transmission: no variation across trims

Both the GTS and ACR use Dodge's 8.4-liter naturally aspirated V10, the largest displacement engine in any production car sold in the United States in 2017. It produces 645 horsepower at 6,200 rpm and 600 lb-ft of torque at 5,000 rpm. There is no turbocharger, no supercharger, and no hybrid system — just displacement and eight valves per cylinder.

The only transmission available is a six-speed manual. There is no automatic, no dual-clutch, and no CVT. You shift it yourself. This is a deliberate choice by Dodge to keep the Viper focused on driver engagement and to avoid the weight and complexity of an automatic gearbox. If you cannot or do not want to drive a manual, the 2017 Viper is not an option.

Fuel economy is poor by modern standards — the EPA rates the Viper at 11 mpg city and 19 mpg highway. The V10 requires premium (91 octane minimum, 93 recommended) and holds 18.5 gallons. Real-world fuel consumption on a road course can drop to single digits.

Suspension and handling differences between GTS and ACR

The suspension difference between GTS and ACR is the single biggest practical distinction between the two trims. Both use double-wishbone independent suspension front and rear with coil springs, but the spring rates, damping, and geometry are completely different.

The GTS uses softer springs and dampers tuned to absorb road imperfections and provide a more compliant ride on public roads. Anti-roll bars are thinner, allowing more body roll in corners. The result is a car that feels more forgiving on rough pavement and less fatiguing on long drives, but it will lean more in hard cornering and feel less planted at the limit.

The ACR uses much stiffer springs and dampers, thicker anti-roll bars, and geometry changes (increased negative camber, adjusted toe) that prioritize cornering grip over ride quality. The suspension is tuned to keep the tires loaded and working at their peak grip during sustained hard driving. On a road course, the ACR will corner faster and feel more stable. On a rough street, it will be harsh and uncomfortable.

Aerodynamics and cooling: why the ACR looks different

The ACR's most visible difference is its aerodynamic package. It includes a large fixed rear wing, a front splitter, and a rear diffuser — all designed to generate downforce and improve stability at high speed. The GTS has no rear wing, no splitter, and no diffuser. This makes the GTS cleaner and lighter, and it looks less aggressive.

The aerodynamic package is not just for show. On a road course at speed, the ACR's downforce improves cornering grip and braking stability. The trade-off is that the rear wing blocks rear visibility, the front splitter is fragile and straightforward to damage on speed bumps, and the entire package adds weight and complexity. For street driving, the aerodynamics are unnecessary and create practical problems.

Cooling is also upgraded on the ACR. The radiator is larger, and there are additional cooling ducts and vents to pull air through the engine bay during sustained hard driving. The GTS has adequate cooling for street driving and occasional track days, but if you plan to run multiple back-to-back laps, the ACR's cooling advantage becomes real.

Interior, comfort, and daily usability

Both the GTS and ACR have nearly identical interiors. You get a 7-inch touchscreen with Uconnect infotainment, Bluetooth, a backup camera, and a 12.3-inch digital instrument cluster. The audio system is 400 watts. Climate control is standard. Seats are cloth sport seats with manual adjustment — no leather, no power adjustment, no heating or cooling.

Storage is minimal. There is a small cubby behind the seats and a trunk, but the Viper is not a car for road trips. The cabin is loud at highway speeds because there is minimal sound deadening — weight reduction is a priority. The removable targa roof panel (optional on GTS, fixed on ACR) adds to the open-air experience but also adds wind and engine noise.

The GTS is more practical for daily driving because its softer suspension and lack of aerodynamic appendages make it easier to live with. The ACR is a track car that happens to be street-legal; it is not designed for comfort or convenience.

Pricing and what you actually pay

The 2017 Viper GTS started at approximately $88,000 before options and destination charges. The ACR started at approximately $108,000. These are manufacturer suggested retail prices (MSRP) and do not include the $1,295 destination charge, taxes, or dealer fees.

Options on both models include the removable targa roof panel (GTS only, since the ACR roof is fixed), different wheel finishes, and paint colors. There is no options package — you build the car à la carte. The final price depends on your dealer's markup, your location's taxes, and which options you choose.

Used 2017 Vipers vary widely in price depending on mileage and condition. A low-mileage GTS might sell for $70,000–$80,000, while an ACR with higher mileage could be $85,000–$100,000. Track-use history and accident damage affect value significantly.

Frequently Asked Questions

Can I get the 2017 Viper with an automatic transmission?

No. The 2017 Viper comes only with a six-speed manual transmission. There is no automatic option for any model year of the second-generation Viper (2015–2017). If you need an automatic, you will need to look at other sports cars.

Is the 2017 Viper GTS good enough for track driving?

Yes, the GTS can handle occasional track days. The suspension and brakes are capable, and the engine is powerful. The ACR is better for sustained track use because of its stiffer suspension, upgraded cooling, and aerodynamic downforce. If you plan to run multiple laps in a row or attend track days regularly, the ACR is the smarter choice.

What is the difference between the removable roof and the fixed roof?

The GTS offers an optional removable targa roof panel that you can take off and store. The ACR has a fixed roof. The removable panel adds weight and complexity, but it gives you an open-air driving experience. The ACR's fixed roof is lighter and more rigid, which helps with structural stiffness and aerodynamic stability.

How much does the ACR cost compared to the GTS?

The ACR's MSRP was roughly $20,000 higher than the GTS. That covers the upgraded suspension, larger radiator, aerodynamic package, and track-specific tuning. Whether that premium is worth it depends on how you plan to drive the car — street only favors the GTS, track-focused driving favors the ACR.

Do both trims use the same tires?

No. The GTS comes with Pirelli P Zero all-season tires, which are a compromise between grip and longevity. The ACR comes with Pirelli P Zero Corsa tires, which are stickier and designed for track use but wear faster and are noisier on the street. You can swap tires, but the ACR's suspension geometry is optimized for the Corsa's characteristics.