The SRT, Née Dodge, Viper had always taken
a giddy pleasure in meting out discipline to drivers whose egos get the better
of them. If you thought for a moment you had tamed the beast, the Viper was apt
to spank you the second you feathered in a hair too much throttle.
That is, the old Viper would. With this
newest generation, you’re just as likely to get burned by the car’s massive
power for a moment’s inattention. But, for the first time since its birth 22
years ago, the car also tries to save your butt.
The addition of stability control is just
one noteworthy way the Viper has upped its game. The car sports several
refinements, going a long way toward erasing the former car’s crudeness. Lest
you think the Viper has lost its bite, think again: This is the best Viper
we’ve tested, both on and off the track.
The
SRT Viper GTS is a visual standout from every angle, inside and out
Launching the car isn’t easy, though. With
640 hp on tap, the tires struggle to hook up. We got the best launches without
launch control, repeatedly breaking 4.0 seconds to 60 mph, feathering the
clutch and throttle off the line to limit wheelspin.
Once underway, passing speeds are downright
explosive; the car requires 1.3 seconds to fly from 30 to 50 mph, with 1.7
seconds from there to 70 mph.
The new car is noticeably better handling
side-to-side transitions than any Viper we’ve tested. The hydraulic
power-steering system is wonderfully hefty in feel.
It’s communicative and responsive; set to
track mode, the Bilstein DampTronic suspension system—paired with the sticky
Pirelli P Zero Corsa rubber—keeps the car slithering exactly where you point
the nose.
There
are 10 cylinders under the engine cover
The Viper is no Miata, though, so you
really feel the weight transfer when it winds through cones. The Viper stops
nearly as effectively as it goes, the optional StopTech-slotted brake rotors on
our tester pulling the car to a stop from 60 mph in a world-class 110.9 feet,
even if the back end dances around a bit.
Still, as much as the newest Viper revels
on track, the real revelation comes when merely driving around town. The
previous generation— rather, every previous generation— punished its occupants
for simply heading to the grocery store, the stiff, unforgiving suspension
crashing hard over every road imperfection even at temperate speeds, the heat
from the massive V10 filling the cabin, the noise drowning out everything. This
car, by comparison, feels almost sedan-like, with the adjustable suspension in
street setting smoothing out the harsher bumps. The added insulation keeps much
of the heat on the engine side of the firewall, and the extra sound-deadening
material muffles just enough V10 roar to occasionally enjoy the Harman Kardon
stereo system or even a conversation. “No, I don’t purchase these cars to
commute in, but it is nice to know that if I choose to drive the car to work, I
won’t be worn out upon arrival,” wrote one owner.
The
SRT Viper GTS gets a wealth of equipment, including navigation and cruise
control
The interior itself gets a major upgrade,
too. It no longer feels like an unfinished warehouse inside but a real luxury
space befitting its $120,000-plus sticker. “The jump from the 2008 interior to
the new SRT is HUGE,” said one owner.
“I can’t state how nice it is to have
current interior technology in a Viper. I pay for the performance and will
gladly trade off creature comforts to go fast, but it is a nice addition.” Said
another, “Interior? What can you say? Vipers aren’t supposed to be this nice on
the inside, are they?”
They are now.
