Posts tagged Dodge

The Dodge Viper is different from most performance cars, because of a very specific X-factor. You get in, and it’ll tell you from the first twist of the key, if you’re listening: This car could kill you.

Now, objectively, any car could do that. The Viper, however, is a machine to be treated like a loaded gun. It’s a serious, serious piece of equipment. If things go wrong in this 600-horsepower monster, they’re going to go bad so quickly and at such high speeds that there won’t be much chance of recovery. Do something stupid in a Viper and it won’t hesitate to turn on you. There aren’t many cars this serious, and in the Viper, the potential danger is written in every curve of the sheet metal.

That’s always been the draw, of course, and Dodge didn’t do anything to dull the Viper’s fangs with the redesigned 2008 version. Externally, the only differences are a new hood and a wider range of color choices, but under the skin, the ’08 Viper packs a massive horsepower increase and handling refinement.

Yes, you read that first number right: 600. The reworked 8.4 liter V10 under the Viper’s considerable hood has been updated and upgraded, the better to keep up with the 500-horse Corvettes and Mustangs coming out of factories in Detroit and Bowling Green these days. The Viper’s all-aluminum mill remains basically the same; the updates are in the details. The old Viper V10 was re-bored, and the SRT engineers made significant changes, including a new track-friendly oil pickup and a larger oil pump. Compression was bumped, and variable valve timing and cam phasing are used for a combination of big power and a smooth idle–the new Viper is actually more refined than previous, less powerful versions. Revisions to the head and a new intake manifold are where most of the increased horsepower comes from. The fuel injectors have moved into the head itself, though the Viper’s engine doesn’t go all the way to direct-injection. The cooling system has also been upgraded with electric fans. All of that engineer-speak isn’t as sexy as the result of course: 600 horsepower and 560 ft-lbs of torque.

To help get that power to the road, there’s a new Tremec transmission with a twin-plate clutch. The shifter is shorter and more precise, and working the new Viper’s gears is surprisingly easy. A new speed-sensing limited-slip differential helps get the power to the road without drama. That doesn’t mean you won’t still get a hard shove sideways when you flat-pedal the Viper from first to second, of course, but it’s easier to modulate. The big V10 drones at normal speeds. On public roads, it’s loafing–sixth gear is a superfluous exercise in turning 1000 rpm at 60mph. Launching the Viper on public roads is an experience in overkill as well. Give it half-throttle, squeeze for a heartbeat, then shift from first to fourth, because you’re already going 60. The Viper is rated to reach and cruise at 200 miles per hour, should you have a spare race track. This car will reach ludicrous speeds with a suddenness that many drivers won’t be able to handle. Expect many Vipers to be destroyed at the hands of drivers with more money than sense.

For all of that, it’s docile at city speeds, if treated with proper care. The Viper has been around since 1992, and it’s been getting more refined the whole time. With this much power, contact with the road is vital. The Viper does this with 18×10″ wheels up front, and massive 19x13s in the rear. Michelin Pilot Sport tires offer an improved ride without sacrificing grip. The suspension architecture hasn’t changed, but the fully independent, coil-over shock setup has been tweaked for better road manners and to handle the additional power. The Viper has gotten surprisingly…well, not civilized exactly, but it’s a lot easier to live with than it used to be. It feels solid on the road, in the same way that a Corvette feels big and planted, without any body flex. There’s a sort of all-over reaction to bumps and inputs, similar to a race car’s. Even the Viper roadster isn’t the least bit flimsy or wobbly–or, if it is, your standards are insanely high. That’s what an American sports car feels like–powerful, torque for ages, and above all, big. This car claws its way confidently through corners and rides on rails. The limits are high, and it’s best not to be afraid to use the Brembo 4-piston brakes to keep the Viper in line. After all, it may seem tame, but it’s looking for your weakness.

Five new colors brighten the lineup, including a very cool metallic lime green called “Snakeskin.” Style-wise, there’s a new “screen-door” hood with larger scoops and heat extractors and some additional wheel choices. The sinister, ground-hugging silhouette hasn’t changed. Though production numbers will remain low as always, there’s a greater range of personalization features available for ’08. Two-tone interiors, a choice of interior trim and the new palette allow Viper owners to perfect the look of their vehicles.

If you’re brave enough to slip in behind the wheel, you’ll find yourself in a tight, businesslike chamber. The A-pillar and windshield header are close to the driver’s head, and the racing-style seats press your elbows forward. Tallish sills give the feeling of being engulfed in the Viper. The hood contours are somehow much more exaggerated from the driver’s seat; the fenders are like walls on either side of the hood, and you can see the heat coming through the larger hood vents at stoplights. The driver is faced with a simple pair of gauges, and a set of white-faced ancillaries running down the left side of the console. Beyond that it’s simple–big center hump with a small cubby, Dodge parts-bin radio, HVAC, and that’s about it. Cupholders? Forget about it. Cargo space? Enough for a small bag or two. Then again, you weren’t planning to use your Viper to travel anyway, were you? The roadster’s Z-fold top is manual, and drops easily to nestle beneath the big trunklid. Because the trunk must be open to raise or lower the top, it’s not a stoplight action, but it is quick.

It’s not a car to be taken (or driven) lightly, but for those who are willing to brave the danger, the Viper is an immensely rewarding drive. With big power and equally big performance, the stakes are high but the potential fun-factor is also sky-high. The improved appearance is just the icing on the cake. What the Viper will do is stomp just about any challenger in its price range or higher, and it’ll stomp you, too, if you’re not careful. You have been warned. This is a serious E-ticket ride, and prices start at $83,995 for the roadster and $84,075 for the coupe.

Specifications:

All specs are for the 2008 Dodge Viper SRT-10

Length: 175.6 in.

Width: 75.2 in.

Height: 47.6 in.

Wheelbase: 98.8 in.

Curb weight: 3440 lb.

Base price: $83,995

Engine: 8.4 liter OHV V10

Drivetrain: six-speed manual transmission, rear-wheel drive

Horsepower: 600 @ 6100

Torque: 560 @ 5000

Fuel capacity: 16.0 gal.