Outward visibility is not as good as the old car, however. The new Viper's roof is slightly taller, yet lanky drivers still peer into the top of the windshield frame. The top corner of the driver's side A-pillar is just two hand-widths from your forehead. Looking rearward is more difficult because the height of the trunklid blocks some view. The roll hoops over the seats, however, don't get in the way, we noticed. Chrysler says the new tail is higher to promote more downforce on the rear wheels at speed, which is estimated to be 190 mph (the speedo goes to 220). The shape of the tail creates less drag, too, according to the company. There is also a bellypan under the car to cut drag, although its final shape hadn't been determined at the time of our test drives.

The pedals are closely spaced like the previous car's, enough that we could heel-and-toe without effort, but they are centered in front of the driver, instead of being offset to the left side of the cockpit. A new addition is a real dead pedal for your left foot, which we used to hold us into the seats during our drive on a twisty test track. You won't be moving your legs around while you're driving, since the extra three inches of wheelbase adds room primarily to the trunk, which now holds enough for two pack rats for a long weekend.

Mash the long-travel throttle pedal and the reason for the Dodge Viper is clear: monster acceleration. The big aluminum V10 can spin the large rear tires without being revved very high, and the new viscous limited-slip differential means both wheels leave rubber. Acceleration while underway is equally exciting, and the engine pulls from almost any rpm in any gear.
We found the 2003 Dodge Viper to be as blunt in its behavior at speed as its predecessor. It can still surprise, as we found out watching the Viper project boss gracefully spin our Dodge Viper in a corner on the test track. Up to that moment as we rode with the Chrysler group engineer, the car felt uncannily smooth, as if the big, loud creature had been domesticated.

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If you can discipline yourself to drive the new Dodge Viper like a commuter, it treats you nicely, much more nicely than the previous car. Wind buffeting with the top off is greatly reduced. Seats are more supportive and the crazy bump-steer of the '90's Dodge Viper is almost all gone. Famed car guy Bob Lutz claimed during the introduction of the original that, "This is not a car that you can drive with your arm around a girl." But such a posture is easily accomplished in the new car, at least while cruising slowly on a boulevard. On the twisty test track we found the steering had much more feeling, but was heavy enough to require both hands. The steering gear is no longer related to the Grand Cherokee unit pulled off the parts shelf for use in the original Viper. It remains as heavy as the previous car's, but it also feels more calm, less likely to dart you into the wrong lane if you sneeze.
In corners the car sticks like a racecar, and if there's any body roll, we couldn't feel it. Front tires are a monstrous 275/35ZR18 size, and the rears are up to 345/30ZR19. Wider rear fenders were necessary to cover the enormous rear tires, and are responsible for the car's nearly 85-inch width. The rear wheels are a whopping 13 inches wide. Tires are run-flat Michelins, so a spare is unnecessary.

The brakes feel overqualified for their job, which adds confidence when you drive the new Dodge Viper quickly. They are upgraded to a new Brembo system with twin opposing pistons on the front calipers, which clamp 14-inch discs. These brake rotors are as big as Honda Civic wheels, so we're not surprised that we never felt them falter. The only transmission available is the Tremec 6-speed, also used in the Corvette, Aston Martin, and Ford's Mustang Cobra. We think it felt a bit lighter while shifting, although little has changed in the linkage design.