Explosive is the word for Viper acceleration, even at part-throttle and from modest rpm. Dodge said the Viper's target was 0-60 mph acceleration in under 4 seconds, with a top speed above 190 mph. Few testers would doubt those figures. The Viper clutch and gearshift demand deliberate action, but are not taxing. Fuel economy has averaged 10.6 mpg in mixed city/highway driving, so Viper isn't the car for keeping gasoline costs down. Premium fuel is required. Never full-out brutal, the Viper's ride is always firm and frequently choppy. This car can jar if tar strips or pavement seams are wide enough to simultaneously hit both front tires or both rear tires, but there's an impressive absence of structural flex. Viper's extraordinary width, low center of gravity, and steamroller tires provide uncanny grip, plus race-car response in changes of direction. Unless speed is excessive, the suspension is pliant enough to keep Viper on course through bumpy corners. Faithful, nicely weighted steering adds to the Viper experience. Resolute stopping power can be expected, with fine brake modulation and little discernible nosedive. Because the big V10 engine turns only 1400 rpm at 70 mph, in sixth gear, it's quiet while cruising. Still, even mild throttle input triggers an intrusive ear-level roar from the side exhaust outlets. Wind and road noise are always present, but no more meddlesome than in other high-performance convertibles, top-up or top-down. Self-evident controls include generic Dodge audio and climate systems. Instruments have trendy black markings and white faces. The tachometer identifies rev limit by a mere change in hashmark color rather than a bold redline, which seems odd for a sports car in this league. Also, the speedometer and fuel gauge suffer sunlight reflections. Rich upholstery is pleasing, but the cabin's only relief from common matte plastic and textured vinyl are some metal trim pieces. Firm, form-hugging seats are supportive in turns, but a chore to climb into and out of. Lack of a tilt steering wheel may annoy some drivers, too. Seats have only manual fore/aft and backrake adjustments (no height adjustment). Close-set pedals are skewed far to the left, but power pedals are a plus. Engine heat turns footwells into virtual ovens--and doorsills are hot to the touch from the exhaust pipes within. Intrusive angles jut into the trunk walls and floor, but a few soft bags will fit. The heavy trunklid must be opened for clearance to raise or lower the convertible top. In-cabin storage is limited to a small center console and a dashboard glovebox.

Value for the Money
Simply put, Viper is an emotional statement that makes little sense for daily transportation--rendered only slightly rational by the improved 2003 version. A Chevrolet Corvette, base Porsche 911, or even a Mustang Cobra, can match the Viper's usable street performance at lower cost and with much more refinement.