What is it?
2008 Dodge Viper SRT10 ACR
What's special about it?
With its optional "Hard Core" package, it's pretty easy to figure out the idea behind the 2008 Dodge Viper SRT10 ACR. This is one for the serious knuckle-draggers, the guys who somehow feel like a standard Viper with its 600-horsepower V10 engine just isn't extreme enough. They want more, although in this case they actually get less, as the ACR is essentially a lightweight, track-ready version of the standard car.
We're only talking about a 40-pound weight reduction here, so the changes aren't dramatic. Forged-aluminum Sidewinder wheels are one of the more noticeable upgrades. Dodge says it used finite element analysis to optimize the design of the wheels to achieve a lower unsprung weight, so if you curb one it will be a very expensive mistake.
Michelin Pilot Sport Cup tires remain the rubber of choice, although the cross-section width in front is up 20mm to 295/30R18. The rears are still 345/30R19s; it's not like you need a bigger contact patch in back.
Suspension upgrades include new KW Suspension coil-over dampers that are adjustable for both rebound and compression. There's also a new front antiroll bar for increased stiffness. StopTech brake rotors are another significant upgrade. The two-piece slotted discs are not only lighter but also feature curved fins for better cooling than the stock units.
If the 40 pounds Dodge shaved here for the ACR doesn't sound like enough, you can always opt for the appropriately named Hard Core package. It reduces the ACR's weight by another 40 pounds by eliminating pansy stuff like the underhood silencer pad and carpeting in the trunk. The radio gets pulled as well, replaced by a cover where you can mount the lap timer that comes with the package.
Since there is the possibility that buyers of the Viper SRT10 ACR might not actually take their cars to the track, there are several exterior changes to let the world know that this is no ordinary $80,000 Viper. There's a new variable-geometry front aero splitter complete with removable wear strips that are sure to get a workout with every handoff to the local valet. Also included is a removable central extension piece for track days only. Once in place, the piece reduces drag and increases downforce by a third. Gone are the standard foglights, replaced by lightweight filler panels.
Then there's that rear spoiler. It's adjustable, made of carbon fiber and astonishingly large. And if that's not attention-grabbing enough, there's the optional two-tone paint scheme that features a full-length, driver-side stripe and unfinished carbon-fiber pieces. There are also the traditional dual Viper stripes with a fully painted body if you want a more subtle 600-hp supercar.
Yes, just 600 hp in play here, as there are no mechanical modifications to the standard drivetrain.
What's Edmunds' take?
We picked the Viper SRT10 over the Corvette Z06 in a recent comparison test because it had a few rough edges that made it a true supercar. This ACR version takes this idea one step further, and we like it. — Ed Hellwig, Senior Editor
2008 Dodge Viper SRT10 ACR
What's special about it?
With its optional "Hard Core" package, it's pretty easy to figure out the idea behind the 2008 Dodge Viper SRT10 ACR. This is one for the serious knuckle-draggers, the guys who somehow feel like a standard Viper with its 600-horsepower V10 engine just isn't extreme enough. They want more, although in this case they actually get less, as the ACR is essentially a lightweight, track-ready version of the standard car.
We're only talking about a 40-pound weight reduction here, so the changes aren't dramatic. Forged-aluminum Sidewinder wheels are one of the more noticeable upgrades. Dodge says it used finite element analysis to optimize the design of the wheels to achieve a lower unsprung weight, so if you curb one it will be a very expensive mistake.
Michelin Pilot Sport Cup tires remain the rubber of choice, although the cross-section width in front is up 20mm to 295/30R18. The rears are still 345/30R19s; it's not like you need a bigger contact patch in back.
Suspension upgrades include new KW Suspension coil-over dampers that are adjustable for both rebound and compression. There's also a new front antiroll bar for increased stiffness. StopTech brake rotors are another significant upgrade. The two-piece slotted discs are not only lighter but also feature curved fins for better cooling than the stock units.
If the 40 pounds Dodge shaved here for the ACR doesn't sound like enough, you can always opt for the appropriately named Hard Core package. It reduces the ACR's weight by another 40 pounds by eliminating pansy stuff like the underhood silencer pad and carpeting in the trunk. The radio gets pulled as well, replaced by a cover where you can mount the lap timer that comes with the package.
Since there is the possibility that buyers of the Viper SRT10 ACR might not actually take their cars to the track, there are several exterior changes to let the world know that this is no ordinary $80,000 Viper. There's a new variable-geometry front aero splitter complete with removable wear strips that are sure to get a workout with every handoff to the local valet. Also included is a removable central extension piece for track days only. Once in place, the piece reduces drag and increases downforce by a third. Gone are the standard foglights, replaced by lightweight filler panels.
Then there's that rear spoiler. It's adjustable, made of carbon fiber and astonishingly large. And if that's not attention-grabbing enough, there's the optional two-tone paint scheme that features a full-length, driver-side stripe and unfinished carbon-fiber pieces. There are also the traditional dual Viper stripes with a fully painted body if you want a more subtle 600-hp supercar.
Yes, just 600 hp in play here, as there are no mechanical modifications to the standard drivetrain.
What's Edmunds' take?
We picked the Viper SRT10 over the Corvette Z06 in a recent comparison test because it had a few rough edges that made it a true supercar. This ACR version takes this idea one step further, and we like it. — Ed Hellwig, Senior Editor
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