Dodge SRT-10 (2004 - To Date)
BY ANDY ENRIGHT
The Dodge Vi hold on. You know this car is a Viper, I know its a Viper but because of some tedious copyright infraction in this country, were not allowed to call it a Viper, the rights to that name being held by a kit car maker. So instead of one of the most evocative names in motoring, we instead get the rather antiseptic sounding SRT-10. Some would argue that this dilution of charisma is reflected in the latest car but, if were honest, perhaps the old Viper had a little too much personality.
Although the SRT-10 turns the extroversion down a notch or two, its still not for the shy or retiring. As a used buy it has a certain appeal.
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The SRT-10s cabin has been fully reworked with a big centrally mounted tachometer and a 220mph speedometer as clear statements of intent. Rather than the low-grade plastics of the original car, theres a sheen to the current SRT-10 fascia although its still only qualified praise. Good for an American car is about as good as it gets. The hood is a manually folding soft-top affair thats workmanlike at best.
Dodge owners specifically requested that there be no cupholders and the manufacturers have acceded to their application. The other demands were bigger brakes and more power and the SRT-10 scores well on both counts. Fourteen inch discs front and rear with monster Brembo calipers take care of stopping duties, and the braking system features anti-lock and improved feel compared to the rather agricultural Viper set up. The 60mph to 0 stopping distance of less than 100 feet is exceptional for such a big heavy car.
The immense contact patches of the tyres are a big boon when it comes to outright braking power. If you thought the eighteen-inch wheels at the front were impressive, wait until you clock the nineteen-inch alloys at the back, shod with 345/30ZR19 rubberwear.
Most SRT-10s will have led relatively pampered lives and almost all will have very low mileages. They still fetch significant sums but the pricing of these specialist vehicles is best done on an individual basis. The going rate for a typical 2005 model year car is around £52,000 but this will naturally fluctuate according to mileage, condition and optioning. Insurance for all models is Group 20, but it will be worthwhile spending some time on the telephone, as quotes will vary massively.
As with most American engines, the SRT-10s V10 powerplant is, despite generating 500bhp, not a highly stressed unit. Its been around for a very long time in various forms and as such, is very reliable. With maximum torque generated at just 3700rpm, theres little benefit in thrashing the engine. Youll need to look for parking scrapes to the splitter mounted on the underside of the SRTs front spoiler.
This will come into contact with things like speed humps and multi-storey car park ramps, so it may well be damaged. Look out for crash damage. These cars have no traction control or anti-lock brakes and the first SRT-10 press car in the country was promptly written off by an overexcited journo. One potential safety issue you need to be aware of concerns the drivers sun visor.
When the visor is in the lowered position, taller drivers will not be able to see through the windscreen at all. Pop it into a raised position and the airflow at around 80mph will fire it all the way down, resulting in a heart-in-mouth, blind scrabble. The only solution is to place it in a horizontal position, whereupon the rather sharp leading edge sits about two inches in front of your scalp. Not ideal.
(approx based on a 2005 SRT-10) Parts arent cheap. A new clutch weighs in at £400 while an exhaust is £1,250. A pair of front brake pads are £180, with rears even dearer at £200. A new radiator is around £500 and an alternator £300.
A starter motor wont leave much change from £300.
Dodge claim that the SRT-10 is 100lbs lighter than its predecessor and with 40bhp extra powering it, youd expect it to feel quick. No surprise for guessing that it does. Better traction off the line and 525lb/ft of torque help it hit 60mph in 3.8 seconds and keep going to 185mph.
The Tremec six-speed gearbox still feels a little unwieldy but the internals have been strengthened and the shift action finessed ever so slightly. Its still not what youd describe as wristy, requiring more of a pool hall break off to smash it between ratios. The handling feels benign and planted, as if there is an inordinate amount of gravity working upon the cars massive body. Get a bit more confident with the right hand pedal and that impression rapidly vanishes as the back end becomes extremely lively.
On a wet and twisty road, a hard-driven SRT-10 will only do vague approximations of straight ahead, its driver having to constantly correct and counter steer the car like a recalcitrant hovercraft. The left-hand drive layout, huge width and curves that swoop out of sight make piloting an SRT-10 around town a nerve-shredding experience.
Does paying the thick end of £50k for a used SRT-10 make any sense whatsoever? In truth, no. There are many quicker and more characterful cars but what youre paying the premium for in this instance is provenance and a certain sense of occasion that no German performance car could ever match.
