2003 Dodge Tomahawk Concept

Carving a Unique Niche among Faceless Car Brands

OK, Ive ridden a lot of powerful motorbikes but this thing is beyond intimidating. After hearing it roar, or more precisely making sort of a ripping sound as if the most powerful chainsaw on earth was tearing through solid sheets of steel, my heart pounded and blood boiled over with a desire I havent felt since Dodge handed over the keys to their latest Viper SRT-10.

Any real speed enthusiast has to appreciate an automaker daring enough to build a 500-hp 8.3-L V10 powered sports car, but that same appreciation borders on love when the same mechanical technology is applied to a motorbike.

Or maybe its lust? I mean, how many motorcycles have an estimated 0 to 60 mph sprint of 2.5 seconds and a calculable terminal velocity exceeding 400 mph? Of course at that speed, even on a faring equipped bike, rider and machine would launch into the air emulating an F-104 jet fighter at take-off. But despite reality, the sensationalism of achieving more than half mach 1 speed is fun to contemplate.

"The Dodge brand philosophy always challenges us to grab life by the horns," commented Trevor Creed, Chrysler Groups Senior Vice President of Design. "In the case of the Tomahawk, grabbing and holding onto anything for dear life is a necessity."

While it wont come close to breaking the sound barrier higher than average top speeds than conventional motorcycles could be possible on the Tomahawk. Whats its advantage? Other than its world class displacement, Dodges two-wheeler actually boasts four wheels wrapped in four thick Dunlop tires, P120/60R20s on the front and P150/50R20s at the rear, mounted on an obviously unconventional suspension system.

Up front, polished billet aluminum single-sided parallel upper and lower control arms are mounted via ball joints to aluminum steering uprights and hubs. A single, fully adjustable centrally located coil-over damper joins a pullrod and rocker-actuated mono linkage and center-lock racing-style hubs to complete the package.

The rear suspension incorporates hand-fabricated box-section steel inboard swing arms, plus a "hydral-link" lockable recirculating hydraulic circuit parking stand. A single fully adjustable centrally located Koni coil-over damper and pushrod and rocker-actuated mono linkage connect through to center-lock racing-style hubs.

The Tomahawks dual center hub steering system incorporates a rocker arm and push/pull rod linkage with roller bearings. A polished billet aluminum steering yoke with turned aluminum grips and billet levers looks as stunning as it reportedly works.

What about the transmission? The only thing that could handle the power is an aluminum-cased two-speed, sequential racing-style gearbox with dog ring, straight-cut gears. A double-disc, dry plate hand-lever actuated clutch works similarly to conventional motorcycles.

The engine is longitudinally mounted at the bikes center, powering the rear wheels. Its a stressed member of the monocoque chassis and billet aluminum frame, reducing weight, size and increasing torsional rigidity. As beautifully detailed as it is functional, its an awesome spectacle to behold.

Set inside each 20-inch billet aluminum front disc wheel is a 20-inch perimeter-mounted drilled and machined stainless steel rotor. A total of four 4-piston fixed aluminum calipers, two per wheel for 16 pistons in total, were custom designed for the Tomahawk. The blue anodized caliper finish is stunning.

The rear braking system features a 20-inch perimeter-mounted drilled cast-iron rotor plus a single 4-piston fixed aluminum caliper per wheel, for a total of 8 pistons. Just like conventional bikes the front brake is hand activated while the rear responds to the right foot.

Being that the Viper-derived V10 is water cooled, a set of two aluminum radiators have been mounted on top of the engine intake manifolds, force-fed from a front-mounted, belt-driven turbine fan. A total of 11 quarts of coolant should keep things from overheating.

Of course the exhaust pipes will no doubt be red hot - believe me Ive experienced it personally with calf burns from the Vipers side mounted system. The Tomahawk sports equal-length tubular stainless steel headers with dual collectors and rear outlets popping out at the center position, no where near the legs.

At the other end twin 12-watt LED headlamps with beam-modifying optics and masked lenses look like a set of missile launchers on something that should be in Arnold Schwarzeneggers latest Terminator movie, T3. These lamps, incidentally, turn with the wheels to offer enhanced visibility around corners. The taillights use eight LEDs.

As far as motorbikes go the Tomahawk is expectedly heavy at 1,500 lbs, but then again its less than half the weight of the wickedly quick Viper SRT-10 that shares its engine. This radical power to weight ratio is just what makes the new concept so audacious. Who cares that its 3.25 gallon fuel tank will hardly get it across town when factoring in something less than the Vipers rather thirsty fuel consumption, nothing will get you down the block quicker.

And nothing could possibly get its rider noticed more than the Tomahawk. Its absolutely gorgeous, in an industrial art meets sci-fi flick sort of way. Its artisanship nears perfection and attention to detail puts to shame any production motorbike, proving just what Chrysler Groups design and engineering team is capable of when budget constraints are loosened.

Will Dodge build it? Theyd be crazy to do so considering todays lawsuit happy world. Some crash helmet makers have even considered getting out of their main line of business because of inanely concocted lawsuits stipulating fault of manufacture when Johnnys helmet couldnt withstand a 100 mile-an-hour impact into a light pole.

But build it or not, Dodge has given us an unexpected yet much appreciated peak at creative design and engineering genius gone wild. Its more than a bold statement of the Ram brand, but typifies the automakers no holds barred attitude to product. From its in-your-face pickups to the testosterone overload Durango and Magnum concept vehicles, both expected to be hardly changed when they go into production next year, Dodge is carving a unique and welcome niche among its mostly faceless competitors.