2014 SRT Viper Review

All the exterior changes seem like a child's play compared to the cabin transformation, though. As a small recap, we have to explain Vipers of the past caused muscular fever through the driving position alone, while the cabin surface appearance was a sight you quickly wanted to forget. Well, the SRT Viper has none of those problems.

First of all, the car now accepts humans aboard. They've increased seat travel by 90 mm, the exact value used for the floor pan and bulkhead extension. At the same time, the overall position is 20 mm lower. Together with the bubble roof, the latter asset allows the Viper to accommodate tall people. Yes, you racing fans, this also means you won't be rubbing your helmet against the roof.

Moreover, you can now adjust seat height by 40 mm – a first for the Viper. The Viper GTS even offers electric control for this. What is this world coming to?

In case you noticed a serious increase in driver foot well space, that's because the engine is offset slightly to the right. This position also improves the car's lateral weight distribution when you spend time alone with the Viper on the track.

The access is decent, but looking at the small doors you still get the feeling of a race car that has to compromise by accepting such accessories.

Once inside, you are treated with a pair of Sabelt seats – the same brand found in Ferrari cabins. These feature a Kevlar / fiberglass shell and while they're not exactly generous on the padding, you can live with them.

The driving position is certainly one of performance dedication. The pedals are adjustable, while you are treated with a nice, meaty gear shifter, which is wearing leather all over it. As for the steering wheel, this is a manly as they get, but it does mix its flat bottom with a nice set of controls. The best examples are the stability control and launch control buttons – didn't we mention this? The Viper now comes with such conveniences.

Visibility is now seriously improved, but before we look outside the car, let's take a moment to talk about all the technology adorning the dashboard. Like the 2014 Chevrolet Corvette Stingray, the Viper possesses two large, highly configurable displays.

The first is a seven-inch unit acting as dashboard instruments. Aside from the speedometer and rev counter, there's a whole range of parameters you can monitor here. These vary from oil pressure to tire pressure and fuel level. The driver can even choose what info gets prime-time display.

The center console holds the second unit, an 8.4-inch touchscreen featuring Chrysler's Uconnect Media Center. Offered in two flavors (RA3 and RA4), the infotainment system also offers ergonomically-placed physical controls for the most frequently used functions. Speaking of goodies, there’s navigation, phone connection, various apps (including performance monitors), as well as SiriusXM satellite radio.

The music is played via a nine-speaker system on the base model, or a 12-speaker one signed by Harman Kardon for the Viper GTS. Both models also get an optional 18-speaker system from the aforementioned producer.

As far as the materials are concerned, entering the new Viper after the old ones is like watching one of those wonder makeover shows. Even in the base version, everything is nice to touch and look at. The Viper GTS tops that with Nappa leather for the whole cabin. There's also an optional Laguna leather package, which brings superior cow works inside the car, as well as an Alcantara headliner.

Despite the suite of technology present inside the SRT Viper, the most important feature remains its big, red button. Press it while flooring the clutch and you will awaken the 8.4-liter V10.

Everybody around will know you've brought the engine to life, even those who missed the starting battle cry will be drawn in by the oval track-worthy idle soundtrack. Oh and any touch of the throttle causes a mechanical stir ranging from pure rage to machine gun impersonations on the overrun.

The engine has its own story to tell, having been upgraded for the SRT Viper. A wonderfully atypical powerplant, this is what we have here. No direct injection, no dry-sump lubrication, not even four valves per cylinder. Before you start protesting, hear engineering’s case out.

The 8.4-liter V10 now features variable valve timing, an optimized intake manifold, new forged pistons, sodium-cooled exhaust valves, as well as an aluminum flywheel. Moreover, there's a swinging arm oil pickup, making sure the engine is lubed even during the most intense of track days.

As a result, the Viper now delivers a boost of 40 extra HP and just as many extra lb-ft. In total, your right foot gets to play with 640 HP at 6,150 rpm and 600 lb-ft (813 Nm), arriving at 4,950 rpm. As far as the torque is concerned, this is the most badass naturally aspirated powerplant in the world.

The muscle’s not too shabby either – SRT's Viper comes with a power to weight ratio that tops that of the Lamborghini Aventador or Porsche 911 Turbo S.

Going past the aforementioned aluminum flywheel, we find the Tremec TR6060 six-speed manual has also been subjected to engineering play. Here’s some music for your ears: the gear ratios are tighter, while the final drive was shortened from 3.55 to 3.07. As a result, the 206 mph (331.7 km/h) top speed is now achieved in sixth gear.

Moreover, there's a short-throw shifter, which not only makes gear changes faster, but also more pleasant. In theory, the Tremec TR6060 is America's on-duty torque officer when it comes to go-fast vehicles, but the implementation variation can change its feeling altogether. For instance, the 2014 Shelby GT500 spec sheet shows the same transmission.

Nevertheless, the Viper's version is more pleasant to use – where the Viper seems to suck the next gear in, the Mustang asks you to arm wrestle it a bit.

The 13/22 mpg (18/10.7 L/100km) figures are now transformed into 12/19 (19.6/12.4 L/100km). During our drive, we averaged 11.2 mpg (21 L/100Km). This bothers us just as much as finding that toy car we've lost in first grade – there's no need for it anymore, the SRT Viper can more than make up for that.

Making sure the rear wheels don't argue over power is a GKN ViscoLok speed-sensing limited slip differential. As for the wheels themselves, the Viper didn't follow the usual "larger rims" trend, with the engineers choosing to add some extra sidewall instead. Thus, the standard package includes 18-inch alloys with 295/30 ZR19 summer rubber up front and 19-inch rims with 355/30 ZR19 tires at the rear. The latter are fat and delicious, like many of the dishes we're not allowed to have.

What we can have though is a drive through the city. Let's not get fooled here – Yes, you can now use the Viper on the road without feeling you're going through a fitness program including workout and sauna. Still, this isn't a car to drive everyday.

As if willing to remind us of the fact that Chrysler once owned Lamborghini, the Viper resembles the Aventador when being driven inside the city. It feels heavier than it is and the visibility, even though better than before, still isn't a strong point.

This is the point where a Chevrolet Corvette or a Ferrari F12 get by much easier.