HOLY %&^* look out Vette

First Drive: 2008 Dodge Viper SRT10 ACR

Posted Aug 8th 2008 7:55PM by Drew PhillipsFiled under: Supercars, Dodge, First Drive


I have to admit that I'm biased when it comes to the Dodge Viper. I've had a soft spot for the venomous snake since the GTS coupe hit the streets in 1996. The aggressive design, powerful 8.0-liter V10 with 450 horsepower (doesn't sound like much now, but it sure seemed like a lot then), and the blue paint scheme with white racing stripes were the ideal combination for my dream sports car. I'm going to be that guy at the 2030 Barrett-Jackson purchasing a mint, low-mileage, numbers-matching 1996 or 1997 Dodge Viper GTS, and, of course, you'll be the one watching on SPEED commenting how I'm paying way too much for a classic American muscle car.
My personal fantasy aside, the Viper has made a lot of progress since then. Some of its raw, uncivilized nature had been removed when a more refined suspension and modern features like ABS brakes were added in 2003. The V10 engine was updated, getting a bump in displacement to 8.3 liters and an increase of 50 horsepower. Its redesign in 2003 also saw the Viper's aggressive look somewhat tamed, with less curves and the absence of a coupe. My obsession with the Viper waned, even with the re-introduction of the coupe in 2006 and the upgrade to 600 horsepower in 2008. The current SRT10 will outperform the old GTS any day, but there is a pure aggressiveness and brutality about the original Viper that the newer versions just don't have.

That is, of course, until the introduction of the ACR (American Club Racer) version at last year's LA Auto Show. It's by far the most potent production Viper ever built, and for me it was love at first sight. The front splitter, asymmetrical stripe, and massive rear wing make the ACR the most aggressive looking Viper by far. In fact, it makes the previous generation ACR that was built from 1999-2002 look downright civilized.
So what makes the new ACR so special? Even the slightest glance will tell you this is no ordinary Viper. This particular car came in Viper Black with the unique two-tone paint scheme. The ACR can also be ordered in Viper Red, Viper Violet, Viper Bright Blue Metallic and Viper Very Orange, with only the Black and Red having the option of the two-tone paint. I haven't seen the ACR in anything but Red or Black, and can't imagine ordering it any color combo besides the one seen here.

But enough about paint schemes; the ACR is about one thing and one thing only: functionality. More specifically, putting down all that power from the 8.4-liter V10 to the pavement. To do this, the SRT team focused on aerodynamics, the result of which can be seen at both ends of the car. Up front is a carbon fiber splitter and dive planes that have been specially designed to increase downforce and reduce drag. An extension for the front splitter can also be added for increased aerodynamics at the racetrack. At the rear is an adjustable wing also made of carbon fiber that was specially formed using Computational Fluid Dynamics. So just how much downforce does the ACR produce? Try 1,000 pounds at 150 mph. That's ten times what the standard Viper coupe produces.
Additional traction is provided by massive Michelin Pilot Sport Cup tires (295/35ZR/18 front, 345/30ZR/19 rear) that are just barely approved for street use. The ACR also benefits from a track-tuned suspension consisting of KW adjustable coilovers and a stiffer front stabilizer bar. The coilovers can be adjusted without removing the wheels, which means that making the switch between street and track settings is an easy task.

In addition to the fine-tuned suspension and aerodynamics, the ACR also benefits from lightweight components, particularly in the all-important area of rotating mass. Lightweight forged aluminum wheels knock off a few pounds, as do the two-piece Stoptech brakes for a total savings of 40 pounds. An optional hard-core package doubles that amount with the removal of the audio system, underhood silencer pad, trunk carpet, and tire inflator.
With so many go-fast goodies on board, I was dying to get behind the wheel of the ACR. Unfortunately, none of us Autobloggers have been able to convince Dodge to hand over a Viper to review, so our chances of nabbing an ACR were slim to none. While we haven't stopped pestering Dodge, we decided to try and find an owner who might let us get behind the wheel, and our search led us to the ViperAlley.com web site and forums. Fortunately, a member in Southern California had recently taken delivery of a brand new ACR and was willing to let us use the car for a photoshoot and get some driving impressions.

After meeting up with the owner and taking a few hours to get all the necessary photos, it was time to take the Snake for a ride. Despite my previous knowledge of the hot sidepipes and the large warning on the door sill, I still managed to singe the hair on my legs while entering the car. Once inside, the ACR is quite comfortable. It doesn't look too different than a normal Viper, especially since this owner decided to retain the sound system. The only difference is the strip of red leather on the steering wheel that is a continuation of the red stripe on the outside of the car. My only wish is that Dodge would have included 5-point harnesses like they did on the previous ACR. There's more than enough room for my 5'8" frame, and although the seats are fixed, taller drivers can easily fit due to the adjustable pedals.
The red start button behind the shifter brings the V10 to life. There's enough torque at idle to get the car going without even touching the throttle, and I'm not about to put the car sideways so I take off with minimal throttle. As I get up to speed I'm pleasantly surprised that the ACR is quite streetable. I was expecting to feel every pebble in the road, but the suspension is relatively compliant. The clutch is lighter than expected, and not much effort is required to move the shifter that changes gears smoothly and precisely. While I probably wouldn't recommend the ACR for a road trip, the owner picked up the car at a dealership in Blair, Nebraska and drove it all the way home to Southern California with no complaints. That should tell you something.

But that doesn't mean the Viper is tame by any means. Dip into the throttle and the ACR roars to life. The exhaust emits a wonderful, deep sound that could only come from a Viper V10. This car eats up the road both deceptively quick and with a brutality that borders on being vicious. I know the car is amazingly capable, but it still manages to exceed my expectations. The tires provide limitless grip, although I freely admit I wasn't close to discovering the ACR's full handling potential. The steering also proved to be responsive and direct with plenty of feedback.

While my short drive gave me just a hint of the ACR's performance, it would take a full day at the track to explore its limits. What I do know is that the Viper has returned to its glory days of being the biggest and baddest street machine on the road. Dodge has created something special with the ACR, and it's a steal at under $100,000. I can't imagine a car that would provide more thrills at anything close to this price tag. But then again, I'm biased.
Tags: 2008, 2008 Dodge Viper ACR, 2008 Dodge Viper SRT10, 2008 Dodge Viper SRT10 ACR, 2008DodgeViperAcr, 2008DodgeViperSrt10, 2008DodgeViperSrt10Acr, ACR, Dodge, Dodge Viper, Dodge Viper ACR, DodgeViper, DodgeViperAcr, featured, Viper
Harold Zeigler
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"Confessions of an Auto Finance Manager"

Dealership Finance Secrets Revealed by Edmunds.com

“Confessions of an Auto Finance Manager” Guides Consumers Through Hazardous Last Step in the Purchase Process. SANTA MONICA, Calif.--(BUSINESS WIRE)--The auto finance manager’s office, where most vehicle purchases are finalized at dealerships, is a treacherous place for consumers. Many enter with a great deal only to end up getting fleeced. Edmunds.com, the premier online resource for automotive information, has followed up on the success of “Confessions of a Car Salesman” with “Confessions of an Auto Finance Manager.” The new exposé reveals numerous auto finance strategies that can rob consumers and drive up dealership profits.
“The auto finance process is extremely complicated and foreign to most consumers,” said Philip Reed, Senior Consumer Advice Editor for Edmunds.com, and co-author of the new series. “After negotiating a fair price with a salesperson, consumers are forced to face the auto finance manager who presents an array of confusing options and financing choices. It’s no surprise consumers often make poor decisions in this environment.”
Packed with real life-stories and back room secrets, “Confessions of an Auto Finance Manager” reads like a novel while providing vital self-defense strategies for consumers.
“Confessions of an Auto Finance Manager” advises consumers to do the following:
Get a pre-approved loan before entering a dealership or, at the minimum, know your credit score and interest rates you qualify for.
Finance managers have access to wholesale lending rates but often present a higher interest rate to consumers in order to increase dealership profits.
Don't buy unnecessary and overpriced add-ons and avoid falling for "menu selling."
Finance managers may only offer consumers financing in a package with other add-ons, including extended warranties and paint protection. Consumers are often tempted to select an entire package even though they may not want or need any of the add-ons.
Know the market value for the vehicle you are interested in purchasing.
Consumers can protect themselves from overpaying by knowing a reasonable purchase price for the vehicle. Edmunds.com's True Market Value(R) is a resource for this information.
“Auto finance managers generate enormous profits for a dealership and are some of the highest paid employees,” said Reed. “They profit directly from consumers’ lack of knowledge.”
More detailed guidelines for successful navigating the auto finance process are available in “Confessions of an Auto Finance Manager,” located at http://www.edmunds.com/advice/buying/articles/125308/article.html

About Edmunds Inc. (http://www.edmunds.com/help/about/)
Edmunds Inc. publishes four Web sites that empower, engage and educate automotive consumers, enthusiasts and insiders. Edmunds.com, the premier online resource for automotive consumer information, launched in 1995 as the first automotive information Web site. Its most popular feature, the Edmunds.com True Market Value®, is relied upon by millions of people seeking current transaction prices for new and used vehicles. Edmunds.com was named "Best Car Research Site" by Forbes ASAP, has been selected by consumers as the "Most Useful Web Site" according to every J.D. Power and Associates New Autoshopper.com Study(SM), was ranked first in the Survey of Car-Shopping Web Sites by The Wall Street Journal and was rated "#1" in Keynote's study of third-party automotive Web sites. Inside Line launched in 2005 and is the most-read automotive enthusiast Web site. CarSpace launched in 2006 and is an automotive social networking Web site and home to the oldest and most established automotive community. AutoObserver.com launched in 2007 and provides insightful automotive industry commentary and analysis. Edmunds Inc. is headquartered in Santa Monica, California, and maintains a satellite office in suburban Detroit.

JEEP without Dana

Chrysler May Risk Shutdowns

Without Dana Parts Accord

By Mike Ramsey and Alex Ortolani

Aug. 7 (Bloomberg) -- Chrysler LLC, the third-largest U.S. automaker, risks a possible production shutdown should supplier Dana Holdings Inc. win a lawsuit to end a money-losing contract.

Chrysler would have few options to replace Dana's axles and driveshafts, said James Gillette, a consultant with CSM Worldwide Inc. in Grand Rapids, Michigan.
``It puts an enormous amount of pressure on Chrysler,'' Gillette said in an interview today, a day after Dana asked a bankruptcy judge to let it halt its parts accord on Dec. 31. ``It's not like there are 200 other suppliers they could go to. Dana does have some level of bargaining power.''
The dispute is at least Chrysler's third this year as the automaker tries to shrink spending amid a 23 percent drop in U.S. sales. Chrysler rebuffed a bid for higher prices from Plastech Engineered Products Inc. in February and is tangling with Germany's Continental AG over a parts contract.
Dana, based in Toledo, Ohio, said rising steel prices mean it's losing $75 million annually on its parts agreement for six Chrysler models.
``We're not out here to pick a fight with Chrysler,'' Dana Chairman John Devine said today on a conference call with analysts. The Chrysler business has ``a significant loss and we need to address that,'' he said.
Chrysler's view is that ``while the agreement may end on Jan. 1, 2009, the underlying purchase orders were intended to continue in accordance with their terms,'' said Kevin Frazier, a spokesman for the Auburn Hills, Michigan-based automaker.
Dana Alternatives?

Magna International Inc., American Axle & Manufacturing Holdings Inc. (great Hummer parts in my Wranglers) and Tower Automotive LLC are among a handful of companies capable of stepping in for Dana as a Chrysler supplier, Gillette said. It's unlikely those partsmakers would take a money-losing contract, he said. Chrysler and Tower are both owned by Cerberus Capital Management LP.
Chrysler purchasing chief John Campi told suppliers on May 15 that Chrysler set a goal of reducing parts-production costs by 25 percent over a three-year period.
Dana, which left bankruptcy protection in February, asked U.S. Bankruptcy Judge Burton Lifland yesterday to confirm that its supply agreement ends Dec. 31. Chrysler told Dana it doesn't have the right to end the supply agreement, according to the complaint.
The 2007 accord made Dana the exclusive supplier of driveshafts, axles and other parts to Chrysler until the end of this year, according to the partsmaker. Because Chrysler refused to extend the deal into 2009, Dana said, any orders beyond 2008 are ``unenforceable.''
SUV, Pickup Parts
Dana said it supplies parts to Chrysler's Jeep Liberty, Wrangler and some Grand Cherokee sport-utility vehicles, as well the Dodge Nitro SUV, Viper sports car and some Dodge Ram pickups.
Citing lower U.S. sales and rising costs for steel, Dana announced plans today to cut 3,000 jobs and said it lost $140 million in the second quarter. Dana fell 15 cents, or 2.5 percent, to $5.84 at 4:15 p.m. in New York Stock Exchange composite trading.
Chrysler canceled a contract with Plastech in February and demanded the return of tooling after the closely held supplier requested a price increase as raw-material costs rose.
The move forced Plastech into bankruptcy protection and caused four Chrysler plants to be shut down for several days. Plastech has been partially sold off to supplier Johnson Controls Inc. and remains in bankruptcy.
Chrysler also owes money to Continental, which makes engine-control electronics, for failing to buy as many parts as promised from a plant in Huntsville, Alabama, Continental Chief Financial Officer Alan Hippe said on July 31.
The amount is ``much less'' than $100 million, Hippe said without elaborating.
Continental spokeswoman Michele Tinson declined to comment immediately today on the Hanover, Germany-based company's efforts to collect the money. Frazier, the Chrysler spokesman, declined to comment on the case.

harold zeigler

TEST DRIVE: ASPEN HYBRID

I have been waiting and waiting for this new Road Warrior to hit the lot, so as I read this review I found myself not so excited anymore reading things like "this SUV handles like a bowl full of Jello" or "second ugliest" ...Then I read the last few lines and now I am excited again....


Test Drive: Chrysler's green Aspen offers room, vroom and decent gas mileage
By Scott BurgessDetroit News
Article Launched: 08/06/2008 09:47:20 AM PDT

2009 CHRYSLER ASPEN HYBRID

At first, "Hemi hybrid" sounds like an oxymoron in a George Carlin bit, falling between "military intelligence" and "jumbo shrimp."
But this word combo is no laughing matter for Chrysler LLC, which is trying to show that its legendary engine - known for burning tires in the past - can efficiently push eight people around town in the future.
EPA's assessment says the 5.7-liter Hemi delivers 19 miles per gallon in the city and 20 mpg on the highway. Not spectacular numbers, but certainly better than the 13 mpg in the city the 2008 Aspen reached with a 4.7-liter V-8. During my week of testing this large SUV, I was able to hit 26 mpg at times; other times, 18 mpg. Admittedly, on the high mileage days, the roads were flat and my right foot was in eco-drive mode - though I never acted like those 55-mph imbeciles on a 70-mph highway.
The 2009 Chrysler Aspen Limited hybrid is not a vehicle without flaws. The interior still has a heavy plastic feel, especially the doors and dash, and comes with the second ugliest hood on a Chrysler vehicle. But it serves a purpose, and not every vehicle on the road today can say that. Some people do need a truck and the Aspen is exactly that: a big hulking truck. After a few days behind the wheel, I started to remember how nice SUVs can be.
So before every hemp-wearing nut spills his green ice tea lemonade (no syrup) while in a hurry to send me a terse e-mail over his iPhone 3G about the evils of SUVs, let me tell you something:
You're wrong.
Americans may switch to smaller cars, but it's only because they have to; not because they want to.
We've all heard the trend: Consumers are migrating away from trucks - and I am by no means making excuses for Detroit's quiet.
The 5.7-liter Hemi hums along on the highway on four cylinders and keeps a low idle during moderate acceleration. (The electric motors assist the engine when cruising at highway speeds, which is why the highway mileage numbers are slightly improved.) Press the accelerator hard and you can feel the combined 385-horsepower engine lurch the vehicle forward.
However, drive fast at your own peril. This SUV handles like a bowl of Jello when going fast. The electric power steering is a little loose and the body rolls through turns heavily. I said it before: it's a big truck. The braking (which also helps recharge the batteries) is excellent, so I never found myself in too much trouble.
There may be people who need this kind of vehicle, but the real problem is there are just not that many.
This is a fine SUV. And those last three letters may be its downfall.
Automotive consumers are begging for high-mileage cars and crossovers, not better-performing large SUVs. There is a market for this vehicle, and those few customers will be pleased with it. But it's not going to be enough to pull Chrysler out of its current tailspin. The sooner Chrysler adopts its hybrid technology into Dodge Chargers, Avengers and Calibers, the better.
When you consider price, performance and capabilities, this is the best large hybrid SUV on the road. But for most people, who really needs it?

harold zeigler

IT'S BEEN A RIDE

Key dates in Chrysler's transition under Cerberus

2007:
Feb. 14: DaimlerChrysler AG announces a restructuring plan that includes cutting 13,000 Chrysler workers and says it won't rule out "any option," including Chrysler's sale.
April 5: Billionaire investor Kirk Kerkorian's Tracinda Corp. makes a $4.5 billion cash offer for Chrysler.
May 14: DaimlerChrysler announces the end of nine-year partnership with Chrysler and agrees to sell 80.1 percent of Chrysler to private equity firm Cerberus Capital Management LP for $7.4 billion.
July 20: The United Auto Workers union and Chrysler officially begin negotiations on a new four-year contract.
Aug. 3: Cerberus takes over a majority share of Chrysler.
Aug. 6: Chrysler officially begins its life as a private company. Bob Nardelli, former chief executive of The Home Depot Inc., becomes chairman and CEO. Tom LaSorda, Chrysler's former CEO, takes the No. 2 spot under Nardelli.
Oct. 10: The UAW reaches a tentative agreement with Chrysler after a six-hour nationwide strike. Later, 56 percent of Chrysler production workers vote in favor of the four-year deal.
Nov. 1: Chrysler says it will cut 8,500 to 10,000 hourly jobs and 2,100 salaried jobs through 2008, or about 15 percent of its work force, in addition to the 13,000 layoffs announced in February.
Early December: Nardelli tells employees that the company is "operationally" bankrupt and expects to lose $1.6 billion for the year.

2008:
Jan. 11: Chrysler and Nissan Motor Co. agree to have Nissan supply a subcompact car to Chrysler that will go on sale in South America in 2009.
Jan. 22: Cerberus founder Stephen Feinberg writes a letter to investors saying Chrysler is beating its earnings estimates but the "investment is by no means without serious risks."
Jan. 28: Chrysler begins offering buyouts of up to $100,000 to hourly workers as part of its goal of cut up to half its hourly work force.
Feb. 8: Chrysler says it plans to reduce its product lineup by as much as half and cut dealerships.
April 15: Chrysler says it will make a new full-size pickup for Nissan Motor Co. and Nissan will make a new small car for Chrysler. The small car is scheduled to go on sale in 2010, the pickup in 2011.
June 10: Nardelli says he expects Chrysler will be an independent company three years from now, and that Cerberus isn't second-guessing its investment.
June 26: Chrysler denies it plans to file for bankruptcy protection after Chrysler exercises a $2 billion line of credit from Cerberus and Daimler.
June 30: Chrysler says it will close a minivan plant in St. Louis and cut a shift from a nearby plant because of declining U.S. sales, affecting 2,400 jobs.
July 4: Chrysler announces a deal with China's Great Wall Motor Co. to study sharing technology, components and distribution.
July 23: Chrysler says it will cut 1,000 salaried jobs by Sept. 30 because of the industry slump.
July 25: Chrysler announces that its financial arm will get out of the auto leasing business because economic conditions have made it more expensive than buying vehicles.
harold zeigler

Brett

Latest and Greatest from HZ Grandville

"You really have to want to do business with us for so many reasons", this is just one of them, "we are a lot of fun."

harold zeigler