Let's get one thing straight at the outset: Few cars could be less practical than a Viper for everyday driving. Needless to say, it's not for everyone. Its purpose was simple: to remind people of the Shelby Cobra of the 1960s, and to stir up some showroom excitement. With that disclaimer out of the way, Viper quite simply defines brutal performance. Dodge's two-seater ranks among the fastest and best-handling cars available, bar none. Armed with colossal torque, a Viper catapults ahead from any speed with little regard for what gear it happens to be in. Clutch effort isn't unduly heavy, and shift action is quick and direct. Ultra-wide tires trammel along pavement grooves, but they also furnish astonishing grip in turns. They work with a suspension that virtually eliminates body lean in corners or floatiness over highway dips. Though the ride gets stiff over low-speed bumps, it isn't really harsh. Steering response is immediate and the big 4-wheel disc brakes are extraordinarily strong. On the other hand, this is an extremely noisy car. Big exhaust pipes on early models exit just below your elbow, and wind buffeting at highway speeds with the top off is intense. Tiring to drive, a Viper also offers minimal luggage space and dismal fuel economy--affirmed by the fact that they've been subject to the federal gas guzzler tax. Erecting the removable fabric top on an early model was no easy chore, and snapping on side curtains as the weather turned inclement could be a pain. The folding top also takes up much of the Viper's small trunk, and interior stowage space is minimal. Visibility is less than ideal, due to the low seating position, but mirrors are nicely-placed. Seats are supportive, analog gauges are simple, and the dashboard layout is elemental. Shoulder room is abundant, but footwells are narrow. Worse yet, engine heat turns them into veritable ovens on early models (air conditioning was an option in the early years, not standard fare). A sticker warned occupants to avoid contact with door sills because the side exhaust pipes heat them up so much. Viper's steel skeleton is extremely rigid, so the car does not suffer the structural flexing over pavement irregularities that plagues so many convertibles. Still, the huge hood shudders over bumps and the plastic panels behind the cabin squeak. Driving feel is the big difference between the roadster and the GTS coupe. While the roadster has the feel of a kit car, with body panels shaking and quivering over bumps, the coupe is as solid as most production cars. This solid sensation produces more confidence to enjoy the Viper's raw power. Though still loud during acceleration, the V10 was quieter at highway speeds in the coupe. Tire noise remained a problem, but less so than in the roadster, making long highway trips less punishing. Because Vipers are virtually hand-built, fit, finish, and workmanship tend to vary. Interior materials are solid but not fancy.

Value for the Money
Each year, Dodge has built just enough Vipers to keep demand ahead of supply, selling them with little discounting. Some of the early crudities were improved over the years, but Viper remains a back-to-basics, less-than-civilized machine. If you're a likely prospect for a secondhand model, you probably know it already. Better make sure that checkbook is full, though, as Vipers have held their value pretty well over the years.