The M1 Evo speeds onto the track with far less bravado than the Viper, which is fine, since I'm pretty much over that by now. With 385 wheel-hp and four sticky driven wheels, it claws its way from point to point around the choppy Streets of Willow. A little more rotation would be nice, but with a little trailbraking, the understeer can be eliminated in all but the three longest corners. Even then, the front wheels will pull the nose out of the bends quicker than the Viper.
Consistent steering geometry, grippy rubber and a lack of weight all aid stability through transitions and braking zones. The track has a number of sections where speed needs to be scrubbed through a series of corners and the Evo can charge in really deep. The telemetry graph clearly shows where the Evo is besting the Viper. Every time the MPH traces drop, the Evo carries quite a bit more speed. They also show that while the Viper accelerates at a steeper angle, the Evo usually gets on the gas sooner and stays in it later.
Overall, the JIC suspension feels great. It's only in the really bumpy parts of the course that any type of reactive driving is necessary. There's a bump at the bottom of the off-camber, turn-four sweeper that makes the car hop. At full throttle, the motor breaks all four tires loose here-a quick lift gets them back, though. The car also skips around a little through the esses, causing me to back off just a little earlier than I'd like while approaching section nine.
The final drive doesn't quite match this track. It's caught between gears at most of the apexes, but digging into the gearbox would be going way too far. The Forced Performance Green turbo spools plenty quick for short shifts. And the beauty of the car is how competent it is without going to extreme measures. With simple bolt-ons, the Evo beats the Viper by three and a half seconds.
Had we known the Viper would be this slow, we might have done things differently. There's a chance that, on the right day, a stock Evo might take this thing down. But you're not getting me back in that pig. I'd much rather see a proper Viper next time. There are plenty of talented tuners capable of curing the Viper's shortcomings. I used to think that aftermarket reinforcements for steering components were a joke. But maybe they're just the start. If we've offended any Viper owners, hey, the truth hurts. If any muscle car mags want a rematch, let us know. We'll find something stock to race you with. Well, pretty stock, anyway.
2008 Dodge Viper SRT10
Engine
MSRP: $88,210
Engine Code: A356
Type: 8383cc 90-degree V10, aluminum block and heads, OHV, two valves per cylinder, Mechadyne cam-in-cam variable exhaust valve timing
Drivetrain
Layout: Longitudinal front-engine, rear-wheel drive, six-speed manual
Chassis
Curb Weight: 3431 lb
Suspension
Front: Independent cast aluminum double wishbone
Rear: Independent cast aluminum control arms
Brakes
Front: Brembo four-piston fixed calipers, 14-in. vented rotors
Rear: Brembo two-piston fixed calipers, 14-in. vented rotors
External
Wheels: 18x10(F) 19x13(R) forged aluminumTires: Michelin PS2, 275/35ZR18(F) 345/30ZR19(R)
The Price Of Victory
There are a few unnecessary modifications missing from this list, such as an oil filler cap and taillights, but any part that added power, cut weight or otherwise made an impact has been accounted for. This is the real recipe for V10 defeat. The street price column denotes the real-world prices vendors are likely to sell the parts for. The street price for the Evo is the current (as of our printing date) private-party evaluation for a 2005 Evolution VIII with 35,000 miles.