With its press embargo popping 13 days premature by Road & Track, we can reveal that Dodge's new devil whip is in receipt of an extra 90 horses. With 600 hp, this ram-snake hybrid will slither around the 2007 model year and straight into 2008. The upward revision in horsepower is via a displacement increase of the V10 (from 8.3 to 8.4 liters), higher compression, variable valve timing and a slightly larger air intake (check out those hood gills). The old-school T56 manual's been upgraded to a new six-speed Tremec TR6060 gearbox, which can withstand greater amounts of torque than its predecessor, according to Chrysler. Feel free to peruse the gallery and press release, courtesy of R&T's gun-jumping ways. We'll be listening for the sweet notes of the Viper's truckish powerplant and waiting for an answer from Chevy. – Ray Wert

Even More Venom: Dodge Unleashes New 600-horsepower 2008 Viper SRT10

-Additional 90 horsepower on tap from new 8.4-liter Viper SRT10 V-10 engine
-Dramatic new hood features restyled, functional air extractors
-0-60 mph in under four seconds, 0-100-0 mph in just over 12 seconds, braking in under 100 feet
-New exterior, interior colors provide customers with increased customization options

The new 2008 Dodge Viper SRT10 boasts more of what performance aficionados crave: kick-in-the-pants, throw-back-in-the-seat power, combined with benchmark braking, world-class ride and handling, a race-inspired interior and bold exterior styling.

While every SRT vehicle offers balanced, overall performance, the heart and soul of the new 2008 Dodge Viper SRT10 is its standout powertrain. For 2008, SRT ups the ante with a new, 8.4-liter aluminum V-10 engine that produces an astounding 600 horsepower and 560 lb.-ft. of torque.

"A legendary big-game hunter once said, 'Bring enough gun!' - and with the new 2008 Dodge Viper SRT10, we've created some very powerful artillery for sports-car enthusiasts," said Kipp Owen, Director - Street and Racing Technology (SRT) Engineering, Chrysler Group. "With 600 horsepower - 90 more than before - and 0-to-60 performance in less than four seconds, the 2008 Dodge Viper SRT10 sets a new benchmark for the ultimate American sports car."

The new 2008 Dodge Viper SRT10 will arrive in Dodge showrooms in North America this summer with a new level of customization options, including five new exterior colors, four new interior color combinations and a new wheel design.

Standout Powertrain
When SRT powertrain engineers set out to get more venom from the 2008 Dodge Viper SRT10's powerplant, their objectives included not only increasing performance, but also complying with stringent regulatory requirements, such as federal Tier 2, Bin 5 and California's Low Emissions Vehicle (LEV) 2 mandates.

Working with specialists from McLaren Performance Technologies and Ricardo, Inc., SRT engineers began by following the racer's basic formula for more power: bigger displacement, more efficient breathing and higher engine speed.

The new Dodge Viper SRT10's deep-skirted V-10 aluminum engine block was revised for a 1-millimeter larger bore, raising the displacement to 8.4 liters from 8.3 liters. With strengthened bulkheads and improved water jackets for better cooling, the block includes pressed-in iron cylinder liners and cross-bolted main bearing caps for strength and durability.

The Viper SRT10's 8.4-liter engine breathes through new cylinder heads equipped with Computer Numerically Controlled (CNC)-shaped combustion chambers, larger valves and Variable Valve Timing (VVT). VVT electronically adjusts when the exhaust valves are open and closed according to engine speed and load, allowing the engine to "breathe" cleaner and more efficiently.

The 2008 Dodge Viper SRT10 V-10's two-piece intake manifold combines a cast aluminum lower with smooth runners for better air flow, bolted to a die-cast aluminum upper plenum. A revised air-cleaner box with a low-restriction filter sends air through a dual electronic throttle control into the intake module.

The air-fuel mixture in the cylinders is ignited by platinum-tip spark plugs fired by new individual plug coils mounted on the cylinder-head covers.

Within the cylinders, pistons are equipped with larger-diameter floating pins with bronze bushings for high-load capability. Forged powder-metal connecting rods are secured with aircraft-quality fasteners for increased fatigue strength.

Engine lubrication is managed by a larger oil pump and a swinging oil pickup adapted from Viper competition engines, to improve oil pressure in high-rpm and hard-cornering conditions.

Spent gases exit through tubular air-gap headers, which not only improve exhaust flow, but also ensure quick catalyst light-off for improved emission control. The headers' stamped stainless-steel outer shell acts as a thermal heat shield for the individual stainless-steel runners that contribute to better flow separation and exhaust tuning.

SRT engineers didn't stop there. Upgrades were developed to handle the 8.4-liter V-10's increased horsepower and torque levels, while improving traction, driveability - and durability.

The 2008 Dodge Viper SRT10's V-10 channels its power through a new, smaller-diameter, twin-disc clutch (a change from the previous larger-diameter, single-disc setup). The new clutch reduces rotating inertia by 18 percent, resulting in reduced clutch-pedal effort and improved engagement feel.

The transmission is the latest evolution of the Tremec T56 six-speed manual, known as the TR6060. It features 10 percent wider gears for higher torque capacity and a new synchronizer package. A new shifter system results in reduced shifter travel. Club racers will applaud a new provision for adding an external transmission cooler.

Benchmark Braking
Stopping power is another key attribute of the Dodge Viper SRT10 formula, with 14-inch brake rotors gripped by Brembo 44/40 dual opposing piston calipers in the front and Brembo 42/38 dual opposing calipers in the rear. An anti-lock braking system (ABS) prevents lockup during hard braking. This system results in a benchmark braking performance of 60-to-0 mph in less than 100 feet.

World-class Ride and Handling
The ride and handling of the 2008 Dodge Viper SRT10 is defined by a race-bred, fully independent, four-wheel suspension featuring lightweight, high-performance aluminum control arms and knuckles, damped by lightweight coil-over shock absorbers.

Where the power goes right to the road, SRT engineers retained the tried-and-true Dana M44-4 rear axle and outfitted it with a new GKN Visco-Lok speed-sensing limited-slip differential for improved traction.

The Dodge Viper SRT10 rides on polished, forged aluminum, 18 x 10-inch front and 19 x 13-inch rear wheels now available in three styles: the five-spoke, the H-spoke and the all-new Razor wheel with five U-shaped spokes. The wheels are clad in Michelin Pilot Sport PS2 tires. The four-groove tread-design tires provide maximum grip, reduced road noise and superior handling in both wet and dry conditions.

Bold Exterior Styling
The 2008 Dodge Viper SRT10 remains available in two body styles - Roadster and Coupe. Both feature a dramatic new hood with a larger, more efficient hood scoop for air induction and larger, functional hood louvers to facilitate a greater cooling effect for the more powerful 8.4-liter, 600-horsepower V-10 engine underneath.

Eight exterior colors will be introduced throughout the model year - five of which are all-new including Venom Red, Snakeskin Green, Viper Violet, Viper Orange and Bright Blue. Racing stripes continue to be an option with six dual painted stripe colors available: white, black, silver, graphite, blue and red.

Several exterior differences exist between the 2008 Dodge Viper SRT10 Roadster and Coupe. In fact, the only body panels they share are front fascia and fenders, hood and doors. However, all of the iconic Viper SRT10 design cues have been maintained including the signature crosshair grille, deep-cut side scallops, swept-back fenders and lowered hood lines.

The Dodge Viper SRT10 Coupe's hard top with its "double bubble" styling makes it even more torsionally stiff than the Roadster. The 2008 Dodge Viper SRT10 Coupe offers increased downforce and high-speed stability with its sloping roofline and deck-lid spoiler. Plus, the Dodge Viper SRT10 Coupe has an additional 6.25 cubic feet of trunk space than the Viper SRT10 Roadster, for a total of 14.65 cubic feet. The roof and headliner structure offer more room to accommodate a safety cage, while maintaining as much headroom as possible.

Race-inspired Interior Design
The 2008 Dodge Viper SRT10 Roadster and Coupe cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel with center-mounted tachometer and 220-mph speedometer.

Five interior colors will be available in 2008: black, and four new color combinations in black/red, black/blue, black/slate or black/natural tan. A choice of bezel finishes on the center instrument panel and console adds to the increased level of customization.

"The 2008 Dodge Viper SRT10 delivers die-hard performance enthusiasts a perfect combination of outrageous power, exceptional performance and stunning good looks," said Mike Accavitti, Director - Dodge Motorsports and SRT Marketing and Product Planning. "And now with a whole new range of interior and exterior colors and options to choose from, the 2008 Dodge Viper SRT10 redefines how a customer can personalize their Viper."

2008 Dodge Viper SRT10 Safety and Security
The following safety and security technologies are featured on the 2008 Dodge Viper SRT10:
Adjustable Pedals: Allow brake and accelerator pedals to move toward or away from the driver to help driver achieve a safe and comfortable seating position for improved control

Advanced Multistage Front Air Bags with Occupant Classification System (OCS): Inflates with a force appropriate to the severity of the impact. The OCS measures the conditions for activation or deactivation of the passenger side front air bag based upon the weight of the occupant
Anti-lock Brake System (ABS): Senses and prevents wheel lockup, offering improved steering control under extreme braking or slippery conditions
BeltAlert: Periodically activates a chime and illuminates an icon in the instrument cluster to remind the driver and front passenger to buckle up if a vehicle is driven without the driver being properly belted
Center High-mounted Stop Lamp (CHMSL): The shelf-mounted center high mounted stop lamp uses light emitting diodes (LEDs) for longer life

Constant Force Retractors (CFR): Distribute force or load exerted on a seat belt, and then gradually release the seat belt webbing in a controlled manner

Crumple Zones: Designed to compress during an accident to absorb energy, decreasing transfer of that energy to the occupants
Energy-absorbing Steering Column: The manual-adjust steering column uses two hydroformed coaxial tubes that can move relative to each other to allow the column to move forward for enhanced energy absorption during a crash. The power-adjust steering column employs a calibrated bending element that deforms during column stroke for optimal energy management
Interior Head-impact Protection: Interior pillars above the beltline and instrument panel - including areas around windshield and rear window headers, roof and side rail structures, and shoulder-belt turning loops - specifically designed to limit head-impact force
Knee Bolsters: The lower instrument panel and the glove-box door are designed to properly position the occupant, enabling the air bags to work effectively
Remote Keyless Entry (RKE): System enhances personal security by locking and unlocking doors and turning on interior lamps. The system also arms and disarms the Vehicle Theft Security Alarm
Three-point Seat Belts with Pretensioners: Three-point lap and shoulder belt retractors incorporate a pretensioning feature to enhance occupant protection in an impact by managing occupant energy
Tire-pressure Monitoring (TPM): Pressure-sensor modules within the valve stems of all four wheels send continuous radio-frequency signals to a receiver, and the system informs occupants when the pressure is too low

Manufacturing
The 2008 Dodge Viper SRT10 will be hand-built at the Conner Avenue Assembly Plant in Detroit.

Street and Racing Technology
SRT creates some of the Chrysler Group's boldest, most distinctive products by single-mindedly following its core vision: Deliver benchmark performance at the lowest price, and deliver it with absolute integrity and credibility.

Every SRT vehicle showcases five key aspects: Exterior styling that resonates with the brand image; race-inspired interiors; world-class ride and handling characteristics across a dynamic range; benchmark braking; and standout powertrain.

Dodge Barrage Continues
With 1.4 million vehicles sold globally in 2006, Dodge, the Chrysler Group's best-selling brand, continues its product offensive for the 2008 model year with the all-new Dodge Avenger, and the new Dodge Viper SRT10, Dodge Magnum and Dodge Magnum SRT8.

Dodge is the No. 5 nameplate in the U. S. automotive market. Overall, Dodge has a 7 percent market share in the United States. In the minivan market, Dodge has a 19 percent market share; in the truck market, 16 percent; and 4 percent of the car market.

Related:
An Update of Rumors: 2008 Dodge Viper [internal]

It s Road and Track s turn to test drive the Bugatti Veyron 16.4. Reflecting the impact of a two-month lead time on its vehicular priorities, Hachette Filipacchi Medias car mag consigns the world s fastest production automobile to a corner of their front cover (in favor of the slightly more accessible Shelby GT500). At least R&T s brought/bought a big gun for their shot at the top dawg: car designer Gordon Murray. Mr. McLaren F1 inaugurates his contract with R&T with a seven-page analysis of Veyron s mechanical challenges and charms. Meanwhile, helmsmanship falls to Patrick Hong, who demonstrates a fondness for figures that puts Don Eppes to shame.

Hong s lead hangs fire on the numerophilia — just. After two bizarre paragraphs that ask us to pretend that reading about a fast car endangers our driving privileges (a truly horrifying thought), Hong plays it by the numbers.

CASTELBUONO, SICILY - WARNING! DO NOT read on if: 1) Your right foot is heavier than your left foot, and 2) Your driver s license is one ticket away from being revoked.

Okay, you made it this far, which means you are probably sane enough to consider the following:

Forget the 660-bhp Ferrari Enzo, the 605-bhp Porsche Carrera GT, the 617-bhp Mercedes-Benz SLR McLaren, or even the mighty 627-bhp McLaren F1. These supercars are simply slugs compared with the new 2006 Bugatti Veyron 16.4 (16.4 for 16 cylinders, 4 turbochargers). This $1.2 million hyper-exotic boasts 987 bhp (1001 metric horsepower) and 922 lb.-ft of torque, enough to propel the 4160-lb. beast to a top speed of over 250 mph. And according to the factory, a 0-62 mph acceleration run (0-100 km/h) can be done in 3.7 sec., and 0-186 mph in 16.7 sec., faster than you can re-read and comprehend the astonishing stats.

Even those of us who understand the difference between twist and thrust can only take so many stats before our brain s SAT-trauma emergency math avoidance switch instructs our fingers to turn the page. As we ve stated in previous meta-Veyron reviews, the big Bug is a gift to a reviewer. All the reader wants to know is, what s it like to drive? Screw numbers. You can stick those stats in a sidebar, or give em to Gordon. If ever a car writer had a chance to cut loose from the prosaic bonds inherent to their craft, and soar to literary heights, well, here it is. And there it goes!

Amazing!
Thrilling!
Un-be-liev-able!

In the next paragraph, Hong raises our hopes. He switches to the second person for the much-anticipated, long-awaited driving experience. We learn that forward vision is blocked by the A-pillars, and the Veyron doesn t stall like other high-horsepower supercars (whose brand shall remain Porsche). And then, in paragraph 12, after a quick mechanical refresher, Hong lets slip the DSG of war.

On long stretches of Sicilian highway, the Veyron can get up to speed so fast that the speed dial goes up just as quickly as the rpm dial. Cruising at 140 mph is effortless. Pedal to the metal and the Bugatti charges up to 170 mph in an instant, just as effortlessly. Unfortunately, the continual stream of local Sicilian traffic never allowed for any faster speed runs, as the Veyron s triple-digit closing speeds make even light traffic seem heavy.

After just one graph, Hong s jettisoned You are there! shtick, ignored his chance to provide emotion/drama and returned to the buff book bosom of empirical description. From there, we get another double-triple helping of technorati-pleasing info — from the Veyron's diffuser flap settings to the exact changes in ride height triggered during Top Speed mode. Hong's only subjective insights are offered with terse matter-of-factitude: the ride s harsh, the tires are noisy, steering feel is a bit light and shifting is a breeze.

Hong heads home with not one but two standard closes: I wish I could do it again and I better start saving up. After reading Hong s overly-dry exposition, it s hard to share his enthusiasm for his first aspiration. As for the latter, it would be best if Hong didn't follow Jackie Gleason s advice to Crazy Guggenheim, after hearing his fellow comedian's singing: don t quit your day job.

[Jalopnik s Between the Lines column parses the rhetoric of the automotive industry, and the media that covers it, from the point of view of that kid at the back of the class with ADD, a genius IQ and a thirst for mayhem.]

Related:
Between the Lines: Csaba s Excellent Adventure; Between the Lines: Autocar s Sutcliffe on the Bugatti Veyron [internal]

The Chevrolet Impala embodies everything that s wrong with GM. It s not a bad car; it s just not a great one. The Impala struggles vainly to make a marque in a class filled with deeply-entrenched, top-notch competition. Road & Track s First Drive review of the new Chevrolet Impala embodies everything that s wrong with buff books. It s not an obsequious review; it s just not an honest one. Road & Track struggles vainly to maintain fading street cred in a new media world filled with editorially liberated content. In that sense, it s ironic that Shaun Bailey s apologia begins by harkening back to less demanding times...

Back in the 1960s, Chevrolet s Impala made sales records with sharp-styling, 6-person capacity and V8 power. Today s Impala is linked to the past only by its leaping antelope emblem. Although modern Impalas are completely different animals, Chevrolet s objective to provide classy, spacious and practical transportation has not been lost.

Immediately after this dull, dissonant start, Bailey deploys a familiar trick of the why good reviews happen to bad cars trade: stacking the deck.

The new Impala offers more of what the modern consumer wants: reliability, fuel economy, practicality, passenger space and a good air-conditioning system. Performance and the thrill of tackling a back road are not high on the list. The Impala and its competition are about the Interstate; room for the kids in the back seat and being a responsible adult. And the newest Impala is scads better that the previous-generation car and now a true competitor to the Honda Accord and Chrysler 300.

In paragraph three, we learn that the new Impala is based on the old platform. So much for the no link to the past theory. Paragraph five serves-up an entire spinning platter of unintentional yucks, of the piercing-glimpse-into-the-obvious, damned-by-faint-praise variety. Bailey lauds the Impala for having separate knobs for volume and tuning (there s that pesky link to the past again), reveals that leather adds to the interior s appeal and discloses that the audio input jack is convenient for connecting any external audio device such as an MP3 player. So now you know.

Unfortunately, reality bites. When Bailey is forced to confront the Impala s engine issue, he resorts to another trusty avoidance technique: bait and switch. The moment after he mentions the base models ancient, asthmatic pushrod V6, the critic launches a discussion of the Impala SS and its V8. Of course, the leap lands Bailey straight in the front-wheel drive torque steer minefield — which he negotiates with all the blind bravado of a GM PR flack.

Although the Impala SS isn t rear-wheel drive, it s still a sporting sedan. Larger anti-roll bars, 18-inch wheels with 235/50R-18 Goodyear Eagle RS-A tires and stiffer springs see to that. The exhaust burble and rapid rate of acceleration let others know it, too.

Though it s not exactly a competitor to Chrysler s SRT products, it s every bit as sporty as a Honda Accord or Chrysler 300C. Body roll is well controlled and tire noise is kept at bay while cornering hard. Front-wheel-drive burnouts are simple, but, thanks to traction control, not accidental.

In case you think my depiction of Bailey as a fusty, fork-tongued elitist is OTT, check out his conclusion:

While enthusiasts understanding the redeeming qualities of rear-wheel drive, the majority of consumers do not care. Does that mean R&T readers should ignore the Impala? Absolutely not. It s a fine car for your more normal friends and family; you know, the ones who would never consider forgoing the highway for that time-consuming (though much more fun) twisty two-lane stretch. But when you take them to the Chevy dealer to check out the new Impala, make sure you take a test drive of the new SS yourself.

[Jalopnik s Between the Lines column parses the rhetoric of the automotive industry, and the media that covers it, from the point of view of that kid at the back of the class with ADD, a genius IQ and a thirst for mayhem.]

Related:
Between the Lines: Road & Track s Bentley Supplement [internal]

Some subscribers to Road and Track magazine have recently received a freebie publication bundled with their magazine: the Road and Track Guide to the Bentley Continental Flying Spur . Except for its smaller size and better paper quality, the supplement looks exactly like the main mag: typeface, layout and structure. It s written by Road and Track staffers and it contains the official Road and Track spec sheet. The supplement is, of course, an advertisement, bought and paid for by Bentley. This fact is not mentioned anywhere in the publication.

According to Richard T. Bisbee, Road and Track s Midwestern Advertising Director, the magazine s Custom Publishing division creates at least one such automotive supplement per year. Companies like Subaru, Saab and Chrysler have availed themselves of the service, shelling-out $1 to $3 per copy. When it comes to editorial, Bisbee makes no bones about who calls the shots: All the copy is approved by the advertiser.

As you d expect, the Bentley supplement s editorial is more fawning than a forest full of deer in spring. The majority of R&T s glossy paean to VW s Phaeton in tweeds was written by their Editor-At-Large John Lamm. Although it would be an exaggeration to say Lamm never met a car he didn t like, let s just say he produces terrific coffee table car books. That said, the supplement s text is well-written and low profile; the author lets the car s creators do all the spinning. Lamm s personality only intrudes once, when he takes a muffled pot shot at, of all things, Dr. Ing. Ulrich Eichorn s speech patterns:

Running Bentley engineering is something you dream of when you study automotive engineering. An interesting comment, given his German accent.

The most important issue raised by the Bentley supplement is why Road and Track s editorial department would allow their style to be hijacked by its advertisers, without any obvious visual or editorial separation between the main mag and the supplement. We contacted Managing Editor Ellida Maki, who was not what you d call forthcoming on the topic: I m not going to answer that. I don t want to speak for this magazine on this subject. I m busy.

Ms. Maki promised someone would get back to us with a proper response to our inquiry. We look forward to providing an update.

[Jalopnik s Between the Lines column parses the rhetoric of the automotive industry, from the point of view of that kid at the back of the class with ADD, a genius IQ and a thirst for mayhem.]

Related:
Jalopnik Reviews: 2006 Bentley Continental Flying Spur, Part 1 [internal]