Dodge calls its 2008 Viper SRT10 sports car the "icon of the Dodge brand." That makes sense because many Dodge models are racy and the Viper continues as America's most muscular sports car.
The biggest news about the latest Viper SRT10 (Street and Racing Technology and 10 cylinders) is an increase in its V-10 engine's horsepower to 600 from 510.
2008 Viper SRT10
PRICE: $83,145-$83,895
LIKES: Powerful. Brutally fast. Amazing styling.
DISLIKES: Stiff ride. Long clutch throw. Mainly for open-road or track driving.
Estimated fuel economy goes from 12 mpg in the city and 21 on highways to 13 city and 22 highway despite stricter, more realistic EPA economy tests. Premium fuel is required. So is a $1,700 gas guzzler tax.
Engine size has been increased from 8.3 to 8.4 liters, and torque of 560 pound feet usually is associated with big-rig diesel trucks -- not two-seat sports cars.
The only other American sports car that comes close to the rear-wheel-drive Viper is the 505-horsepower Chevrolet Corvette Z06 coupe, which costs $70,175. The Viper is sold as a $83,895 coupe or $83,145 convertible.
Among mechanical changes are revisions to the engine cylinder block and heads and to intake and exhaust systems. A larger oil pump helps prevent engine oil starvation during fast cornering. The new cylinder heads havelarger valves, and variable valve timing has been added to meet future emissions requirements. The Viper meets California's Low Emissions Vehicle (LEV) 2 mandates.
The Viper looks as menacing as when it was initially introduced as a 400-horsepower V-10 model for 1992. It primarily was an "image car" to keep car buyers excited about Dodge.
The only major styling change for 2008 is a dramatic-looking new hood with a larger engine air inlet and new extractor slots to rid the engine compartment of excess heat.
Performance is astounding. The Viper blazes from 0 to 60 mph in 3.7 seconds and to 100 in a brisk 8.4 seconds. It reportedly can top 200 mph, although Indianapolis 500 racer Danica Patrick only got it to 180.84 mph during a Motor Trend magazine speed test article. (She drove a Corvette Z06 to 177.38 and a $300,000-plus Lamborghini Murcielago to 191.41.)
The Viper comes only with an updated six-speed manual transmission, which has shorter throws. It works with a stiff, long-throw clutch with a new twin-disc design that's supposed to slightly cut down on clutch effort.
No automatic transmission ever has been offered because the Viper always has been a ferocious, no-frills sports car, influenced by the iconic 1960s Shelby Cobra 427 sports car. Any Corvette model always has been more comfortable and useful on a daily basis.
While it started out without even roll-up manual windows, the new Viper has air conditioning, cruise control, a decent sound system, leather upholstery, adjustable pedals, engine start/stop button, xenon headlights and power windows, doors and locks with remote keyless entry.
Among few options are "Razor" wheels with five U-shaped spokes. There's still no power convertible top, but one really isn't needed.
The Viper has anti-lock brakes and a redesigned limited-slip differential. But it doesn't come with side air bags or traction/anti-skid control. Anyone who drives this car carelessly can easily spin out, despite its huge wheels and custom tires.
It's a good idea to find clear, dry open roads for the Viper because it's unhappy in town, where only the smoothest driver will avoid the car's normal clanking and grinding sounds. The Viper emits gear noise when starting out, along with sounds indicating normal driveline free play. My test coupe had lots of blind spots, which called for careful maneuvering in town.
The stiff suspension doesn't like road defects such as potholes and cracks. And its ride is jerky on bumpy roads and uneven expressway surfaces.
On the other hand, the Viper's heavy steering is go-cart quick, and the car handles superbly with its race-bred all-independent suspension. It stops superbly, with a linear-action brake pedal.
Acceleration is nothing short of violent if you floor the throttle in lower gears. One soon realizes that they're in virtually a race car, meant to be driven hard, fast and smoothly on defect-free tracks. It's best to take a high-performance driver's course before hitting the road.
Getting in and out requires climbing over wide door sills into the purposeful interior, which has supportive bucket seats but a somewhat crudely designed but comprehensive instrument panel. There's no "dead pedal" on which to rest your left foot, which is an annoying omission. The console bin is shallow, and I could find only one cupholder.
Interior materials feel somewhat cheap for such an expensive car. And doors feel flimsy and close with a tinny sound -- although the Viper is no lightweight competition car at 3,440 (convertible) to 3,450 (coupe) pounds.
Trunk room is adequate for some soft luggage. The trunk lid smoothly raises on struts, but the interior lid looks unfinished because it has no lining.
You can get the Viper in a dazzling array of metallic paints in vibrant colors. Five new exterior colors are Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue.
My test coupe was Snakeskin Green and drew the usual stares a Viper gets, no matter what its color. Everyone seems to know it's something special.
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