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R&T Reviews: 2003 Dodge Viper SRT-10 (6/2002)
2003 Dodge Viper SRT-10
New skin, more bite
By Matt DeLorenzo
Photos by John Lamm
When I first glimpsed the slick new skin encasing the Dodge Viper, my heart skipped a beat. I wasn't swooning from the shape, but rather from a nagging feeling that maybe this American icon had lost its edge. In place of a bulbous, brooding brute of a car that you couldn't help but love for its sheer outrageousness, sat a muscular athlete with the chiseled, clean-cut look of an All-American.
A quick look at the spec sheet put many of these fears to rest — the all-new 2003 model promises more displacement at 8.3 liters (or 505 cu. in.), 500 bhp and 500 lb.-ft of torque.
But how would these beastly numbers square with this beautiful body? Very well, as I discovered at Chrysler's Arizona proving grounds. For not only have the engineers managed to increase the all-around performance levels of the car, they have achieved a level of refinement in the delivery of that output that is wholly consistent with the Viper's new look.
In shedding its original skin, the Viper has taken a huge step forward both in aesthetics and hardware. If the original inspiration of the car was Carroll Shelby's Cobra, a case could be made that lead designer Osamu Shikado has drawn on the sensual lines of a Ferrari.
And unlike the first-generation Viper, which was a celebration of what was called "Yestertech" and the lack of refinement implied by the term, Dodge engineers have transformed the Viper into a daily driver and simultaneously increased its performance capability.
Still, making over a legend must have seemed a daunting task to the Chrysler design team. Initial sketches show at least a half dozen different directions before Shikado's profile was selected and married with a side scallop shaped like a hockey stick (from designer Eric Stoddard) and an aggressive front cross-hair air inlet (contributed by Dave Smith).
Head-on, the Viper retains its boldness thanks to that grille opening and a functional hood scoop. Detailing like the multi-element headlamps, louvered air extractors and crisp fender creases adds to this take-no-prisoners aura. The Viper will continue to grab attention in rearview mirrors across the country.
A big change from the previous model is the switch to a conventional hood from the forward- hinged clamshell design. This greatly reduced cost — the previous composite hood with its compound curves cost as much as the engine. Still, it's hard to pick up on the change because the cutline on the side of the car before the front fascia and the fender lines up with the cut for the side scallop, giving the car the same appearance as the clamshell-hood Viper.
In side profile, the Viper softens a bit. Offered only as a convertible, the body has a gentle upturn in the haunches that would make Pininfarina proud. This line flows around and gently turns upward at the tail to form a ducktail spoiler. Rounded taillamps and a decklid-integrated center-mounted brake light are almost delicate in their execution.
Unlike the Viper GTSR show car, a coupe that sported a huge rear wing, the production Viper roadster uses underbody air management, including pronounced rear splitters to keep the rear end planted on the pavement at speed. The final design cue of note is the return to side exhausts.
The Viper's footprint has changed considerably. Wheelbase is up 2.6 in. to 98.8, width is increased 2.4 in. to 75.7 and at 47.6 in. high the car is 0.6 in. taller than the current GTS coupe and 3.6 in. taller than the roadster. And yet, the new Viper has a 2.0-in.-narrower front track of 57.8 in. (rear track remains unchanged at 60.9 in.), and the car is 0.9 in. shorter in overall length at 175.5 in.
What this means is a larger passenger compartment. The footwells are larger not only because of the increase in width, but also because the front wheels are farther forward. The front bucket seats fit snugly with excellent side bolstering and come equipped with both three- and four-point belt webbing. The narrower sills and larger door opening make getting in and out much easier. In a world where it seems every manufacturer is raising the seats in their vehicles for a commanding view, it's a real treat to sit low and semi-reclined in true sporting fashion.
The redesigned cockpit sublimely blends brushed aluminum accents with straightforward analog instruments. Secondary gauges, including coolant temperature, oil pressure and volts, have been repositioned in a vertical row just to the right of the main instrument binnacle. The only nit to pick with the interior is the Chrysler parts-bin sourcing of the radio and climate controls.
Twist the key ... and nothing happens. There's a large red start button on the console. Punch it and the 8.3-liter V-10 rumbles to life. One of the complaints associated with the side exhausts on the first Vipers was that you heard only the five cylinders on whatever side of the car you happened to be sitting in or standing near, a noise that some uncharitably characterized as sounding like a UPS truck.
Initially, an electronic noise canceling/augmenting system was proposed and abandoned. Instead, a rear crossover pipe connecting the back ends of the exhaust system was employed, allowing right and left bank decibels to commingle. The result is a much more satisfying rumble at idle and more urgent bark when the accelerator is mashed. Thus, we get an exhaust note that is more refined but no less potent.
The Tremec T-56 6-speed manual is gifted with short, sure throws. With such prodigious power on tap, clutch take-up is remarkably civil. At low throttle openings, the car is tractable, the rack-and-pinion steering easy to handle. Jump on the throttle and the familiar head-tossing acceleration is there. The Viper's ability to explode out of the blocks hasn't changed. What has changed is its handling ability.
The longer wheelbase and a drivetrain mounted more than an inch lower in the chassis give the Viper a much more settled feel when charging through corners. Transitions are more progressive, especially the shift from understeer to oversteer. In the previous Viper, it would happen in a split second; with the new car, there's better communication as you begin to reach the car's limit, making it easier to correct once the rear end steps out. The old car felt ham-******; the new Viper is more like harnessed fury waiting to be released.
In addition to the car's lower center of gravity and chassis changes, the new tires, Michelin Pilots developed specifically for the car, provide better grip and an improved ride. On the front, P275/35ZRs are mounted on 18 x 10-in. wheels, while on the rear, P345/30ZR tires are fitted to 19 x 13-in. alloy rims.
Braking is also upgraded, thanks to the use of Brembo 4-piston calipers at all four corners, along with advanced ABS.
Although my driving was limited to a slalom course and short blasts around a mile-long oval, the time in the new Viper was well spent. Even with the windows down and traveling at about 90 mph, I found that the cabin, with its rather high beltline, is well protected from buffeting. The manual top, which has a hard shell from the header to the top of the backlight, much like the Porsche Boxster's, is easy to raise and lower, although the center-mounted latch makes a hellacious metallic thwang when it's released.
The side windows are shaped so that the rear corner of the top is out of your peripheral vision, thereby avoiding a claustrophobic feel when the top is in place. And the top itself is well insulated, which will allow Viper owners to enjoy their cars virtually year-round no matter the climate.
Production is already ramping up at the Detroit assembly plant and the first models are expected in showrooms later this summer. Having discovered that the Viper feels as athletic as it looks, I enjoyed watching my qualms about this reborn icon disappear in a cloud of tire smoke.
