2013 SRT Viper: More bite than ever

The original Viper was the lovechild of four die-hards who wanted to create a modern version of the diabolical Shelby Cobra. Among them were Bob Lutz (who at the time was one of the grand poobahs at Chrysler) and the legendary Carroll Shelby (father of the original reptile and all its subsequent reincarnations). Knowing these two, the project was probably born in the wee hours of the morning, with cigars and whisky flavouring the conversation.

The Viper prototype sparked a buzz at the 1989 Detroit Motor Show. Within 30 months, the production model was out, thanks to 85 engineers, technicians and stylists. In November 1991, when the Viper R/T 10 made its global debut in California, journalists were presented a long, wide and burly roadster equipped with a 400-hp 8.0L V10. The machine blew minds, even on the fast Willow Springs circuit.

• Also: Viper Production Resumed
• Also: Prefix Medusa: A Viper Without its Top

I know what I’m talking about because I was there. As the only journalist from Quebec, I represented both the Car Guide and Toronto Star. I was amazed by what these talented individuals had achieved in record time and with what was considered a ridiculous budget for an American automaker at the time.

Charmed by the snake

The first Viper was only supposed to appear in a limited number of 1992 units. After all, this vehicle was far from perfect with handle-less doors, a hood that was nothing more than an inadequate raincoat, an interior clad in grey plastic, and seats that roasted your thighs because of the exhausts that ran directly underneath them. And yet, it had King Kong’s heart beating under its vast hood, in addition to a ghastly grin and personality to match. And that’s pretty rare. 

Twenty-one years later, I’m back for another mid-November, California launch – this time it’s the all-new fifth-gen Viper. Over the years, this vehicle has been transformed into a coupe, won the 24 Hours of Daytona, dominated its category at the 24 Hours of Le Mans and recruited an army of devoted followers. The Viper was redesigned in 1996, 2003 and 2008, before production was halted in 2010.

Following the virtual merger of Chrysler and Fiat, one of the rumors flying around was that a new Viper would be created based on the lovely Alfa Romeo 8c and equipped with an Italian V8. The idea was enough to work fans into a tizzy. But the opposite ended up happening, with the Viper lending the core of its structure to the Alfa Romeo Zagato TZ3 Stradale, of which only nine units were made. 

The new Viper remains true to its traditional image of a youthful American sports car, rivalling the sexagenarian Corvette.  In fact, it is built on an improved version of its old tubular frame. On top of that lies a familiar yet boldly updated body, a totally revamped 8.4L V10 with rocker arms, and an brand spanking new interior.

The fifth generation owes its existence to Ralph Gilles, SRT Group’s chief stylist and fearless leader. Gilles convinced Sergio Marchionne of Chrysler-Fiat brass that it was necessary to revive a pure sports car, despite the fact that the company was mired in a terrible financial struggle for survival.

Two versions, two missions

Unlike the first Viper, the newest generation launched as a coupe. A roadster is sure to follow, but there’s no word on when. To satisfy Viper purists while attracting new buyers, the Street and Racing Technology Group has created two different versions of the beast: the SRT and GTS.
The Viper SRT was designed to deliver the rough, visceral sensations sought by the vehicle’s dedicated fan base, while offering a certain degree of comfort and cutting edge security systems. It comes with less soundproofing, less equipment, less luxurious trim and a more simple suspension. Not to worry though, it’s still got the same 8.4L V10 and 6-speed manual gearbox.

On the other side of the coin is the GTS, whose mission is to drive the Viper up the sports car ranks and to make it more versatile and attractive in the eyes of new buyers. Its dual objective is to glide smoothly across the highway then roar into action on the track. To pull this off, the GTS’s suspension has been equipped with adjustable Bilstein shocks that can either be set to Street (for comfort) or Race (for uncompromised performance).

These new Vipers are the first in the family to come with stability control systems. The GTS’ comes with four distinct modes: Full On, Sport, Track and Full Off. As for the SRT’s, it’s either on or off, period.

Form and function

Above all else, the Viper is an animal: long, low and wide. The new gen may be instantly recognizable, but it’s now more elegant and more modern. Every detail has been carefully considered and refined in the design shop and wind tunnel. The result is a spectacular coupe that – with a drag coefficient of 0.369 – promises to stay nailed to the road as it charges to its maximum speed of 330 km/h.

The new Viper is 68 kg lighter than the previous edition, thanks to its carbon fibre hood, roof and liftgate, and aluminium doors. At 1,495 kg, the simpler version is lighter than a Corvette ZR1 or a Porsche 911 Turbo. In fact, it weighs nearly 200 kg less than the Nissan GT-R.

Buyers can shave another 26 kg off its weight by selecting the Track Pack option, which includes lighter, slotted brake rotors and alloy wheels decked out in Pirelli P Zero Corsa tires. These are made from grippier, more flexible rubber than the factory-standard P Zero tires.

From the outside, you can tell the SRT apart from GTS because the former has six vents on the hood while its sister has only two. Plus, the SRT’s Rattler wheels have five wide spokes whereas the GTS’ Venom wheels have six thin double spokes. Another clue: The contrasting colour stripes come to a rounded point on the SRT’s nose, while they stay their full width as they stretch down to the GTS’ bumper.

Both versions of the Viper feature a major intake manifold at front of the hood. It blasts the engine with fresh air and gives the Viper a 575 Maranello look. It’s amusing to think that Ferrari could be another brand under the Fiat umbrella. The new Viper coupes also have large crescent-shaped air exhausts under the front fenders, side-exit exhausts and a double bubble hardtop.

From comfort to opulence

The cabin is decidedly improved. The dashboard is characterized by clean lines, the finish is smart and the center console is lower, leaving more room for your elbows. All gauges are clear, as is the 8.4-inch touch screen in the middle and the 7-inch display in front. That said, the multitude of menus and interactive controls can be overwhelming at first.

The GTS’s interior is almost entirely dressed in leather. The SRT comes with the same Sabelt sport seats found in Ferraris, but they’re covered in ballistic nylon and resistant vinyl and can only be adjusted manually. That said, the SRT’s cockpit is far from austere with Nappa leather enveloping the dashboard and primary controls.

The only serious drawback is the limited amount of space available for the driver’s left foot. Even your average shoe will find the aluminum footrest too narrow and the few millimetres separating it from the clutch pedal insufficient. The V10 mid-engine’s position translates into near-perfect weight distribution at 49.6/50.4%, though it also means that the console and sides are wider.

Same but totally different V10

The Viper’s V10 has kept its essential stroke and bore dimensions, and its central cam still varies the exhaust timing, but all of the engine’s parts are new. It’s gained another 40 horses for a total of 640 horsepower at 6,200 rpm and 600 lbs.-ft. of torque at 5,000 rpm. Yes, that is more than any other naturally aspirated engine on the market.

The composite intake manifold, sodium-cooled exhaust valves and aluminum steering wheel all contribute to livelier revving, while helping slash the vehicle’s weight by 12 kg. Forged Mähle pistons help too, but they were actually selected for their robustness, as owners are inevitably going to add turbochargers to push output over the 1,000 horsepower mark.

The Tremec TR6060 manual gearbox is still the only transmission available. Shifting distance is shorter and a sixth gear comes in handy for city driving or pushing the vehicle to its maximum speed. Mounted directly on the gearbox, the shifter is a little short and you need a good amount of energy and grip to shift effectively.

The twin-disc clutch lowers rotational inertia by 20% and the pedal is fairly light. Its stroke could have been just half as long, though, considering how high the friction is. Like on the orginal Viper, the factory-standard limited-slip differential distributes torque between the two immense 355/30ZR19 rear tires, and the new Launch Control (activated via a button on the steering wheel) is great for cold starts.

Character and control

I had no trouble driving the first generation Viper, even when pushing it on the Willow Springs Track without any electronic systems – or later when I took a GTS coupe around the PMG oval at an average of 295 km/h. No worries, or almost no worries. And yet, I didn’t feel quite as comfortable the first time I got behind the wheel of the new Viper, despite the fact that it has obviously been refined and the quality of its assembly has been improved. Not to mention the new anti-skid and traction control systems, as well as the ABS brakes and air bags.
My apprehension was mostly due to the lack of space for my (average-sized) left foot and the high biting point on the clutch. Oh, and there’s also that low rumbling sound emitted by the exhaust when you start the vehicle. And it was raining. Even with all the electronic systems, the Viper’s 600 lbs.-ft. of torque commands a lot of respect.

Right from the first corner, I was impressed by the finesse and precision of the steering and front train, with its 295/30ZR18 tires. The big aluminum X brace under the hood is largely responsible for the improved structural rigidity, which the SRT’s engineers consider better by 50%.
On the (finally dry) pavement of the Sonoma Track, the Viper took on some sharp corners before proving its superior adherence and balance with an acute sliding point. It inspired our confidence, but we would have needed several laps to fully assess the vehicle’s limits. The V10’s torque is always present, but the power and sound only show their true colours at higher revs.

The virtues of being civilized

The GTS seemed a little more stable and precise on the track, with its Bilstein DampTronic shocks being three times better in Race mode. However, when in this mode, they react to the slightest groove or bump in the road. For a much smoother and more comfortable ride, try the SRT in Street mode. 

We enjoyed the Harman Kardon sound system and the other civilized trinkets included on this model – a testament to the grand tourer that this vehicle aspired to be. Not to mention the exclusive smell of leather that greets you as soon as you open the door. You have to travel light, however, as the trunk space is far from ample beneath the large rear liftgate.

Obviously, this vehicle costs money. Big money. The SRT starts at $97,395 USD, while the GTS starts at $120,395. Add a few options packages and you’ll end up paying a lot more still. Its Canadian prices have yet to be released.

One thing is for sure: these new Vipers may be decidedly more modern and refined, but they haven’t lost their animal instincts. In fact, they now bite harder than ever – it’s just that they have learned how to behave themselves when they have to.