While waiting for the latest version of the Dodge Viper SRT-10 to arrive - the model that local media will test-drive - let me describe my recent experience with the 2003 Viper SRT-10, which is mechanically identical to the 2004 edition.
The opportunity to race a 500 horsepower Viper around the Chicago Motor Speedway, located at 3301 S. Laramie Ave. in Cicero, Illinois, was offered to members of the Midwest Automotive Media Association (MAMA), by DaimlerChrysler Press Relations.
Admittedly, driving on a sanctioned course is light-years away from normal day-to-day commuting, but can you think of a better place to experience the full muscle and maneuverability of a vehicle like the Dodge Viper?
Just shortly before journalists were allowed to pilot that third generation Viper on the race track, Chrysler Group's Performance Vehicle Operations (PVO) Program Director Herb Helbig, gave a brief overview, pointing out some of the 100-plus styling and engineering improvements on the SRT-10.
Gone is the exotic, yet troublesome, one-piece sheet-molded lift-forward hood found on the original Vipers, replaced by traditional front fenders, and a hood that opens from the rear. While not as glamorous, the set-up on the SRT-10 saves about 40 lbs., and actually makes better aerodynamic sense.
As the stories go, the old hood occasionally acted like an airfoil, creating unwanted lift to the front end; not a very desirable trait for racing cars. Another improvement include the 10 large louvers on the new hood, which cause air pressure that is exerted, to be forced down, resulting in less wind drag.
Further design elements found on the original 1992-2002 RT/ 10 production models that are missing from the new SRT-10, include the full-width sport bar (roll bar), and its removable rear window.
With a lengthened wheelbase, from 96.2 to 98.8-inches, Dodge designers were able to create a true convertible, utilizing a tight weatherproof bi-fold clamshell top and electrically heated glass rear window. Also, the rigid front panel of the convertible top cleverly doubles as a functional tonneau.
Though the new Viper’s wheelbase has been increased by 2.6 inches, the actual car is 1.1-inch shorter then past generations, thanks to the abbreviated rear end, which features a subtle decklid spoiler to help increase down-force, as does the partial belly pan on the underside of the body and frame.
Back by popular demand, are the side exhausts, this time partial covered by the rocker panels, and exiting just inches before the rear wheels.
Exposed pipes were a major feature on the original Vipers; but disappeared after the 1995 edition. It seems that Chrysler wanted to sell the Viper worldwide, and since uncovered pipes were illegal in Europe, they were eventually eliminated.
Another styling cue that was retained on the front body panels of the SRT-10, are the deep-cut side scallops, plus the 2004 Viper is available in four exterior color choices - Viper White, Viper Red, Viper Black and Viper Bright Silver Metallic.
Complimenting the beautiful new body form, are polished 18x10-inch front and 19x13-inch rear forged aluminum wheels that wear Michelin zero pressure tires. Michelins has been on all production Vipers from day one, and the latest versions have low-pressure sensors in the valve stems, with warning light in the dash.
Along with the exterior changes found on the 2003-2004 Viper, the tastefully finished cockpit now accommodates both tall and short drivers. This is made possible, because the standard-equipped power-adjustable gas, brake and clutch pedals offer four-inch total travel. Additionally, the SRT-10 has a driver's footrest (dead pedal), which can be manually adjusted.
Since the tachometer is the most important instrument on a monster-racing machine like Viper, Dodge made the 7,000-rpm redline tach as the largest of the gauges and centered it between the 220-mph speedometer and fuel gauge. Placed slightly to the right and stacked vertically, are the voltmeter, oil pressure, oil temperature, and engine coolant temperature gauges. All the main and secondary gauges boast white faces with red indicators.
What is surprising, and somewhat tongue-in-cheek, is the addition of a push-button ignition starter, similar to racing cars of the past. After the key is inserted in the SRT-10 ignition, the dash mounted red button is pushed to fire-up the sleeping beast.
Once buckled into the five-point harness, and slamming down the accelerator pedal, the Viper 's V-10 launched forward, seemingly, with the thrust of a NASA rocket. An incredible 525 lb.-ft. of torque, enables the SRT-10 to explode with power as early as 1500 RPM, easily accelerating from zero-to-sixty miles per hour in 4-seconds, and creating enough G-force to slam bodies further into the seat back. Blasting down the straightaway, and power shifting the Tremec T56 six-speed manual transmission, (only tranny offered), everything streamed by as blurs of colored lights.
Eventually, further virtues of driving the new SRT-10 Viper became apparent, especially the greatly improved rear-wheel drive handling characteristics, and the supportive leather and suede bucket seats that kept occupants from sliding side-to-side while rounding tight corners.
In addition, stopping the car was incredibly quick, by means of the standard ABS-assisted four-wheel vented discs with four-piston Brembo calipers that are painted red and visible through the front and rear 10-spoke wheels.
Along with the intoxicating tonal reverberations of Viper's 8.3-liter V-10 (505-cid)-aluminum block engine, other tunes emanated from the super 500-watt stereo sound system, with speed-sensitive volume compensation.
Whether on the track or cruising the highways, the Viper SRT-10 is a more civilized brute, yet its testosterone-injected V-10 continues to make it as powerful, and desirable as high-performance import costing 3-times the Dodge Viper’s $80,996 invoice.
In some cultures, a viper snake is good luck, actually welcomed and kept in homes. As an alternative, you might prefer the good fortune of a Dodge Viper supercar parked in your garage. |