Driver's Notebook: Snake Charmer
December 1, 2007
As thunder rumbles along the treetops and lightning crackles across the sky, I’m in a race against the rain at Virginia’s International Raceway. I complete only a few laps in the Dodge Viper SRT10 before a deluge of water sends corner workers scattering for shelter and cuts track day short. So I take a slight detour onto public roads to test the Viper’s wet-weather capabilities in real-world situations. The horsepower-rich brute maintains traction even under brisk acceleration, and its huge Michelins never hydroplane. Furthermore, the defroster actually works and the top doesn’t leak—impressive considering the Viper’s rough and tumble heritage.
With exaggerated styling, a vestigial convertible top, ankle-searing side exhausts and a then-astounding 400 hp, the original 1992 Viper made no apologies for its unrefined nature or lack of creature comforts. A major redesign in 2003, however, brought sleeker exterior styling, a larger cabin and a number of accoutrements, such as a conventional convertible top and operational side windows made of glass. The engine grew to 8.3 liters, and 500 became the magic number for horsepower and torque ratings.
For 2008, Dodge bored out the V-10’s aluminum block to 8.4 liters. Other enhancements include larger valves, innovative cam-in-cam technology that uses a hollow camshaft for variable valve timing, a new two-piece intake manifold and less restrictive air-cleaner and exhaust headers. All told, the Viper now has bragging rights to an impressive 600 hp and 560 lb ft of torque. "A legendary big-game hunter once said, ‘Bring enough gun!’" says Kipp Owen, director of Chrysler’s Street and Racing Technology (SRT) Engineering. "We’ve created some very powerful artillery."
A Tremec 6-speed manual transmission and a limited-slip differential inherited from the class winning Viper Le Mans racing program are also new. The speed-sensing unit makes traction control virtually unnecessary, as do Michelin Pilot Sport PS2 tires wrapped onto 18 x 10-inch front and 19 x 13-inch rear forged aluminum wheels.
All of this refinement doesn’t mean the Viper has left its signature quirks by the wayside. Squeezing into the car still requires yoga-like flexibility, and its side exhaust pipes still singe the legs of those who are less-than-cautious when getting out. And it takes some time getting used to the restricted rearward view—especially in the coupe—and over the long hood with its new air intake scoop and cooling louvers.
Quirk aside, the best parts of the Viper just got better. All you need is first gear and the Viper will reach 60 mph from a stop in less than four seconds. Though the clutch and shifter are a bit stiff, steering is quick and direct. The faster you go, the smoother everything works. The lightweight, race-derived independent suspension lets you point the long nose at the apex of a turn, then smoothly power through. Big 14-inch Brembo brakes respond quickly without fading and bring the Viper to a steady stop.
Despite the conventional wisdom that a Viper must be manhandled, the latest iteration proves to be a surprisingly well-mannered monster. Dodge’s engineers better be careful—this civilized Viper might ruin its nasty reputation.
Dodge, www.dodge.com
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