2005 Dodge Viper Test Drive

Since its first existence as a '92 model, the Dodge Viper has always been about power. But with the 2005 model, it's gone from basic powerhouse to a far more refined performance super-car, available as a coupe or roadster (convertible). The Viper's V-10 output has increased from 400 horsepower in '92 to an alarming 500 ponies for '05, making this one of the fastest production cars on the planet. It also might be the best handling. MSRP: $81,495; Warranty: 3/36,000

First Glance

The Viper is essentially a street-legal, out-of-the-box ferocious racecar that has been 'comfortized' with a nicely appointed, fully finished interior. In fact, I find the Viper's cockpit to be more exciting and better assembled than that of the '05 Corvette. The very snug fitting, hugely bolstered seats in the Viper are a good example of what I mean. They are manually adjusted, traveling only fore and aft in addition to slight recline while the Corvette teases with multiple power seat adjustments, including side bolstering. The all-business Viper does away with the extra weight of servomotors and the additional hardware needed to match the Corvette's lavish spoils. Adding to the Viper's no-nonsense approach to performance is a set of power adjustable, drilled aluminum pedals positioned very closely together in a long, narrow foot-well. Some care is needed to not catch the edge of the accelerator when applying the brakes, however for race trained drivers the pedal setup is perfect for heal-and-toe driving. Drivers must remember though, there is no vehicle stability program in the Viper to compensate for driver incompetence.

In the Driver's Seat

After unlatching and easily dropping its soft-top, I slid the key into the ignition which energized the Viper's electrical system. Then came the moment of elation as I put my finger on the red dash-mounted 'engine start' button and fired up 500 of the meanest horses Dodge has ever corralled under a hood. Although I've driven several powerful cars in my life, I was stunned by the explosive power under the Viper's long, double-gilled hood. The source of that energy utilizes 10 cylinders to create a whopping 8.3-liters (505 cu in) of combustible space. Once engaging the accelerator, prepare to feel the brutal kick of 525 pound-feet of torque in a vehicle that at 3,380-lbs, weighs less than a Nissan 350Z convertible - get the picture, or should I say punch? DaimlerChrysler claims a Viper 0 to 60-mph time of less than 4 seconds, and I'm a believer. A car with this much 'go' better have as much 'stop.' I don't think the Viper's antilock 4-wheel discs got anything warmer than room temperature; remaining strong, predictable and fade-free throughout my descent on a twisty mountain road. And, not for nothing, you just have to hear the side-outlet exhaust pipes roaring at full volume. It's almost frightening.

On the Road

The Viper's massive V-10 is mated to a 6-speed manual transmission. Tossing the lever from gear to gear requires a purposeful tug, the benefit of which is a clean, crisp shift. With gearing on the tall side, highway speeds can easily be surpassed without shifting to 3rd. That translates into 2nd gear passing power so formidable it's almost shocking. Regardless of speed, the Viper grips the road like an over-caffeinated cat on a shag carpet. Although I haven't track tested the adrenaline inducing snake, based on my road test, I am satisfied that little else other than a true racecar (and I even question that) can match the Viper's breathtaking handling. Despite its flat cornering and extreme road-holding thresholds, the engineers at Dodge have managed a remarkably decent ride, well beyond my expectation. The ease of driving the Viper in city traffic was also far better than I had expected. Its civility really showed through chugging bumper-to-bumper with the 9 to 5'ers. The Viper uses premium fuel and if that wasn't as expensive as liquid gold, the Viper could validly serve as a wild daily driver.

Journey's End

Before I end this review, I must comment on how balanced and forgiving the Viper is. Its throttle has tremendous travel, adding horsepower in a very progressive manner making the car almost as simplistic to drive with professional smoothness as a Corolla. Albeit, the Viper's brake pedal exhibited some over-sensitivity at low speeds, related no doubt to the massive binders at all four-corners. Many high performance cars are equipped with grabby, fast-locking clutches - not the Viper. Whether pulling away from a stop or jamming cogs at redline, hooking-up the mighty V10 was smooth and fluid thanks to a progressive take-up on a long-travel pedal. Capping-off my exhilarating ride in the land-locked missile was a bite at a seaside café, following which it was time to point the venomous reptile toward home. With the chilly night air keeping company, I could soon see the twinkling lights of my city and the bridge that would all too soon take me there. The Viper is an incredible ride, full of well-mannered fury, fight and testosterone packaged in a dramatic, sharply cut body. Yes, it's the stuff of dreams.