reviewed for the Times Union’s Autos Weekly
by Dan Lyons

Dodge Viper comes in hardtop and convertible models.
Hardtops are more practical than convertibles.
Therefore, Dodge Viper is practical.

In Logic, that’s called a syllogism, and if they all were about cars, maybe I wouldn’t have slept through as many college classes. Actually, though, there’s a little truth in those three sentences. The new Vipers aren’t exactly daily drivers, but they are more practical than the last generation Vipers. And those Vipers were miles more practical than their muscle car ancestors. Remember, “practical” is a relative concept.

The first Dodge Viper slithered onto American streets in 1992. It was based on a show car, never intended for production, so in some ways, it wasn’t – practical. Practical, in that it wasn’t designed with windows or a top. But, public reaction was so intense that Chrysler decided that they had to build it. As a result, first generation Vipers had some rather inelegant solutions to weatherproofing; things like plastic side curtains, and a cumbersome, targa top. A hardtop version followed, four years later.

The second generation Viper arrived in 2003, with the roll-out of the SRT10 convertible. Since then, we’ve waited for the other snake to drop. This year it did, in the form of the Viper SRT10 Coupe. Hard or soft top, the gen two Vipers have a new look: more carved than smoothed, lower and more wheel focused. Seen from the side, Viper carries the low car/tall wheel/small sidewall look to an extreme. Coupes share most body panels with convertibles, but the entire rear section (and obviously, the double bubble hardtop) are unique to this model.

Ever seen a fighter jet up close? Big on the outside, small on the inside. Ditto Viper Coupe. It’s low slung with a snug cockpit, but the relationships are right: an arm’s length reach to the shifter, switches within grasp. Driver and passenger are cradled in thick sport buckets, bolstered to keep you in place. The foot well is a little bigger now than it used to be, but, finding room for big feet is still no small feat in there. My size 11½’s frequently grazed the pedal next to the one I was aiming for. A big tach is front and center in the dash display, with the speedometer relegated to second chair. A red Start button does the ignition honors. Just above, a quartet of gauges march up the center stack in formation, while below and to the side, controls for HVAC and sound system are uncomplicated and non-distracting. There’s space for one cup holder in the center console, so in the unlikely event that you need coffee to stay awake while driving, you’ve got a spot to park it. The sound system generates enough power (310 watts) to make itself heard over engine and road noise. Out back, the Coupe’s trunk is noticeably bigger than the convertible (14.65 cu. ft vs. 8.4); impressively practical, dare I say, for a performance car.

The hardtop is as hard-nosed as the soft top, when it comes to performance. Both Vipers pack a venomous, 505 cubic inch V-10 engine. It makes 500 horsepower, 525 lb. ft. of torque (rising to 510/535 in 2007) . Viper has Supercar performance, but without the supermodel fussiness that often accompanies such gaudy numbers. The trip from 0-60 mph, for instance, is covered in less than 4 seconds. Unlike the classic muscle car era, Viper’s performance comes with no old school worries like loading up the plugs or overheating. The V-10 is as content chugging stoplight to stoplight as a minivan. The Tremec T-56 six speed transmission is linked to a Hurst shifter with a tennis ball sized knob. It has a firm, positive feel going from gear to gear, and the only complaint is the skip shift feature that shunts you from first to fourth when driving at low speeds, in the interest of better mileage. The trick is to give it just enough gas, to bypass.

Viper is as at ease airing it out on a road course as it is shuffling through a traffic jam. It’s a heavy car (3,450 lb.), and while it feels its size in tight maneuvers, it has enormous stick in corners, feeling well-planted and secure. Steering is very direct, with a comfortable heft to it. The brakes are world class strong, and at speed, the bellow of the V-10 sounds like a cross between a muscle car and a Mack truck. While Viper is a blast to drive, it’s also a busy drive. The Michelin run-flat Pilots will let you know when you hit a bump, and they will hunt on a crowned road or uneven pavement, keeping the driver active in the saddle.

The world of supercars is populated mostly by high priced, high performance cars with high maintenance personalities. The Dodge is something different - a 500 horsepower, contradictory combination of daily driver and raw race car. It’s a link in the chain between old school muscle and modern day exotic. The stiff sticker price and strong personality requires a buyer with solid finances and a flexible attitude. If your idea of a dream car blends the barely civilized, Sixties Shelby Cobra with a shot of modern creature comforts, nothing gets you there like a Viper.

Numbers and Dollars
2006 Dodge Viper SRT10 Coupe
MSRP: $83,145
As Tested: $90,890

Drivetrain
Engine: 8.3 litre V10
Horsepower: 500 @ 5,600 rpm
Torque: 525 @ 4,200 rpm
Transmission: 6 speed manual

Weights and Measures
Wheelbase: 98.8"
Length: 175.6”
Width: 75.2”
Height: 47.6”
Weight: 3,450 lb.

Interior
Head Room: 36.5” f Leg Room: 42.4”
Cargo volume: 8.4 cubic feet

Chassis
Suspension: Independent front and rear
Brakes: Four wheel disc, ABS
Tire size: 275/35ZR18 f/345/30ZR19 r Michelin Pilot run-flats

Mileage
EPA estimated mpg’s, city/highway: 12/20
As tested: 14

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