2013 SRT Viper

2013 SRT Viper

Episode 3224 , Episode 3241
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

By now you’ve heard that the Viper sports car has been reincarnated; this time wearing SRT badging rather than Dodge. Early reports are that this is a kinder and gentler Viper, to which die hards respond, “Say it isn’t so!”  Well has the snake truly been charmed? Well we’ll be the judge of that. And, we here at our favorite road course to find out!

Yes, the 2013 SRT Viper may no longer be a Dodge, but no matter what you call it, the only place to really experience a Viper is at the track, and while we’ve applied rubber to just about every major road course in the country, it’s our annual winter trek to Savannah’s two-mile Roebling Road Raceway that we look forward to the most.

We’ve driven every previous generation Viper here and they didn’t as much slither through these 9 high speed turns as pulverize them into submission. Well, is this new Viper indeed a kinder and gentler reptile?

Well, yes and no. It certainly felt a lot more unwavering on our initial laps and it had no problem holding a line. But, it’s not exactly sedate either, there’s still plenty of naughtiness to go around. 

It really all depends on what traction control mode you’re operating with… …wait, traction what? Yes, the new Viper has an electronic nanny. I guess it was inevitable. But, you can totally disable it for the true Viper experience. And if you plan on taking in lots of track days, we’d suggest stepping up to the GTS, as it offers additional modes for the Stability Control and a 2-mode suspension system with Bilstein DampTronic Select shock absorbers.  

The suspension design is thoroughly revised and lightened with a wider front track and stiffer frame to support it. We immediately noticed a much improved eagerness to turn in; though steering with the throttle is still where the fun’s at! You can further the insanity by opting for the SRT Track Package which shaves weight further and increases grip with race compound Pirelli P Zero Corsa tires on ultra-lightweight wheels, 18’s in the front, 19’s in the rear. 

There’s still a nasty amount of power, but it does feel better mannered than before. And there’s still 8.4-liters worth of V10 under the hood, although it’s also gotten lighter as well as stronger. Horsepower is up to 640, with torque coming in at 600 lb-ft. It’s one of our all-time favorite rhythm sections and we’re glad to hear it rocking out once again. Transmission remains Tremec 6-speed manual only, but it likewise is improved, working far more smoothly than before. 

Combined, they spring the Viper to 60 in just 3.5-seconds! And things have gotten a lot easier off the line thanks to standard Launch Control. Once you get rolling though, it’s down the quarter mile with a smile and a prayer as you struggle for traction on the way to hitting 128 miles-per-hour in 11.5-seconds. The brakes, which didn’t feel that impressive on the street, came alive at the track and showed no signs of fading.

If you spent any time in previous Vipers, unless you were on the track, the experience just wasn’t that pleasant. Jarring is a good word. Well that’s no longer the case. The new Viper is much more enjoyable to drive than before, though never use the word soft. You’ll definitely want to spend more time behind the wheel. So, you may want to keep a lawyer on retainer just in case. 

And realizing that people who want to shell out six figures for a car with a barebones interior are few, Chrysler made the biggest changes of all inside the new Viper’s cabin. There’s more sound-deadening, nicer leather, and a much better audio system. Plus cruise control, available touch screen navigation, and even 14.7 cubic-ft. of cargo space to store your extra testosterone under the rear hatch.

Exterior design is a modern version of the original, a little more serious and a little less cartoonish, with every scoop and vent having a real purpose. Here too weight reduction was a goal, thanks to aluminum and even some carbon fiber body panels.

With all of those upgrades, an upgrade in price was expected, but we still think the Viper is well worth its $99,390 price tag. Jump to the GTS for just $23,000 more. 

Quite simply, the 2013 SRT Viper delivers, and we want one bad. That’s why it a Drivers’ Choice Dream Machine. Indeed, it’s now refined interior and huge improvement in everyday livability might be just be what it takes to convince your spouse on buying one too. We mean it when we say Best! Viper! Ever!

 

Specifications

  • Engine: 8.4-liters
  • Horsepower: 640
  • Torque: 600 lb-ft.
  • 0-60 mph: 3.5 seconds
  • 1/4 mile: 11.5 seconds @ 128 mph
2024 Lexus TX 2

2024 Lexus TX

Built To Please Luxury-Minded American Families On The Move

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Lexus sells SUVs in just about every shape and size, but until now has never had a true large three-row family-style crossover in their lineup. Well, the new TX is just that. So, let’s find out if the seventh SUV to enter the Lexus brand is also able to usher in a new era of big-family luxury.

Lexus has been in the SUV game longer than most luxury brands, but the all-new 2024 Lexus TX is their first purpose-built, large three-row crossover utility. Looking equal parts enormous and luxurious outside, it’s a big jump up from the no longer available RX350L, as far as space inside front to back, but especially in the third row when it comes to legroom, but also in flexibility and ease of use compared to their other current three-row offering, the truck-based LX600.

The TX’s 20.2 cubic-feet of space behind that third row is a real bonus too. That space expands to 57.4 cubic-feet when you fold the second-row seatbacks, with a 97.0 cubic-foot max with all seats stored and folded. And of course, there are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable. And it is a very comfortable family hauler with seating arrangements for either six or seven passengers.

2024 Lexus TX 3/4 Front
2024 Lexus TX Dead Front
2024 Lexus TX Profile
2024 Lexus TX Taillight
2024 Lexus TX Dead Rear
2024 Lexus TX Grille
2024 Lexus TX Wheel
2024 Lexus TX Gas Engine
2024 Lexus TX 3/4 Front2024 Lexus TX Dead Front2024 Lexus TX Profile2024 Lexus TX Taillight2024 Lexus TX Dead Rear2024 Lexus TX Grille2024 Lexus TX Wheel2024 Lexus TX Gas Engine

It’s easy to make things bigger inside, much more difficult if you’re Lexus to make them vastly better. And while the TX interior is very nice, it’s not as big of an upgrade from platform mate Toyota Grand Highlander as we expected. Though considering our Premium trim tester is just one step up from base, there’s lots of standard content, but also a lot going on when it comes to controls and touch-sensitive surfaces. It did take some getting used to, with many dash controls looking very similar, and the steering wheel controls being somewhat temperamental.

There are plenty of choices when it comes to the powertrain. Standard is this 2.4-liter I4 turbo in the TX350 rated at 275 horsepower and 317 lb-ft of torque. It works with an eight-speed automatic transmission and comes in front- or all-wheel drive. An available 500h adds hybrid assistance to that 2.4-liter, and at the top of the lineup is Lexus’ first-ever V6-based plug-in hybrid, the 550h+, which packs 301-total horsepower and delivers 33-miles of EV range. Both hybrids are all-wheel drive, and all TXs are rated to tow 5,000-lbs.

There are charging ports just about everywhere you look inside, ensuring families are as connected as they are comfortable.

Our all-wheel drive 350 had a nice little jolt of power for getting a nice little jump off the line at our Mason Dixon test track, and then after a slight pause, power began pouring on in full force, ushering us to 60 in 7.5 seconds. The engine was plenty willing to keep dealing out the power, but the ultra-smooth automatic shifts were a tad sluggish, creating a noticeable drop-off in momentum as we worked our way down the track. Still, a 15.6-second 92 miles-per-hour quarter-mile is quite acceptable for a family hauler.

The TX is almost 17-feet long, but it sure doesn’t feel that big when you’re driving it around, and it scooted thorough our slalom course with the ease of a vehicle half that size. Its predictable nature allowed us to easily manage its luxury-minded steering feel and carry quite a bit of speed through the cones. While the TX shares the same basic suspension design as the Grand Highlander, tuning is unique.

2024 Lexus TX Dashboard
2024 Lexus TX Shifter
2024 Lexus TX Front Seats
2024 Lexus TX Second Row Seats
2024 Lexus TX Third Row Seats
2024 Lexus TX Cargo Area Behind Third Row
2024 Lexus TX Full Cargo
2024 Lexus TX Door Handle
2024 Lexus TX Sunroof
2024 Lexus TX Dashboard2024 Lexus TX Shifter2024 Lexus TX Front Seats2024 Lexus TX Second Row Seats2024 Lexus TX Third Row Seats2024 Lexus TX Cargo Area Behind Third Row2024 Lexus TX Full Cargo2024 Lexus TX Door Handle2024 Lexus TX Sunroof

Government Fuel Economy Ratings are 20-City, 26-Highway and 23-Combined; we averaged a great 25.3 miles-per-gallon of Premium, and it only goes up from there with either of the two available hybrids.

Pricing starts reasonably for a luxury SUV with the TX350 beginning at $55,050 and all-wheel drive a $1,600 option, but things can escalate quickly from there.

While not their first three-row utility, the 2024 Lexus TX is their first dedicated three-row platform aimed squarely at the heart of the American market. Clearly, they’ve hit a bullseye, as it makes us want to pack up the family and hit the road. But this is also the first Lexus to be built in Indiana.

While most of the car business seems to revolve around novelty, wow-factor, and gadgetry these days, Lexus continues to deliver quality, calm, and comfort, all while keeping the luxury experience remarkably attainable.

Specifications

As Tested

  • Engine: 2.4-liter I4 turbo
  • Horsepower: 275
  • 0-60 mph: 7.5 seconds
  • EPA: 20 City | 26 Highway | 23 Combined
  • Transmission: 8-speed automatic
  • Torque: 317 lb-ft
  • 1/4 Mile: 15.6 seconds at 92 mph
  • MW Fuel Economy: 25.3 mpg (Premium)
2024 Subaru BRZ tS

2024 Subaru BRZ tS

The Light Way Is The Right Way

Episode 4327
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in 2013, Subaru, the long-time purveyor of all-wheel drive wagons and utilities, shocked us all when they unleashed the lightweight, rear-wheel drive BRZ sport coupe into this SUV-crazy world. It was like a fantastic breath of sports car nostalgia that we just couldn’t get enough of. And Subaru has only made it better since then, finally giving it an STI-like treatments. So, let’s hit the track in the new BRZ tS!

The Subaru BRZ indeed seemed to come out of nowhere when it arrived 11 years ago, and we’ve been loving every chance we’ve had behind the wheel of this throwback rear-drive sport coupe ever since. Now, there’s a new BRZ for us to enjoy, this 2024 Subaru BRZ tS.

The phrase “sport-tuned” is vague and often over-used, so what does that really mean for the BRZ? And how does that translate to performance at Savannah, GA’s Roebling Road Raceway?

2024 Subaru BRZ tS 3/4 Front
2024 Subaru BRZ tS Grill Closeup
2024 Subaru BRZ tS Front
2024 Subaru BRZ Profile
2024 Subaru BRZ tS Dead Rear
2024 Subaru BRZ tS 3/4 Rear
2024 Subaru BRZ tS Badge
2024 Subaru BRZ tS Engine
2024 Subaru BRZ tS Wheel
2024 Subaru BRZ tS 3/4 Front2024 Subaru BRZ tS Grill Closeup2024 Subaru BRZ tS Front2024 Subaru BRZ Profile2024 Subaru BRZ tS Dead Rear2024 Subaru BRZ tS 3/4 Rear2024 Subaru BRZ tS Badge2024 Subaru BRZ tS Engine2024 Subaru BRZ tS Wheel

Well, what Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall. The big additions here are suspension and brakes, replacing the standard shocks and struts with Hitachi Sensitive Frequency Response Dampers, and upgrading the brakes to Brembos with gold calipers that clamp down on larger 12.8-inch discs up front and 12.4-inch discs in the rear. Unique 18-inch alloy wheels with Michelin Pilot Sport 4 performance tires complete the package.

Subaru falls short of calling it a full-on STi model, but does claim it has been tuned by STi, and there are prominently displayed STi logos on the start button and in the gauge display, along with unique trim and leather covered sport seats with Ultrasuede inserts, and lots of blue stitching on the seats and elsewhere in the cabin.

Outside, it’s mostly just the same tidy, low, wide, and lightweight aluminized BRZ we’ve come to love, with new logos, and black painted mirror caps. What there isn’t is any additional power, as the tS soldiers on with the standard BRZ’s naturally aspirated 2.4-liter flat-four rated at 228 horsepower and 184 lb-ft of torque. Now, those numbers don’t exactly scream track performance, but the fact that the tS is only available with a six-speed manual transmission does reveal what this particular BRZ is all about.

What Subaru has done with the tS, is indeed made the BRZ more capable on track and thus even more fun to drive overall.

And it was pure joy working that shifter in and out of the turns here at Roebling; the BRZ was already so well-balanced to begin with that it took a few laps of really pushing to feel the increased firmness and more settled nature on turn-ins of the new suspension setup. The better brakes addition was more easily noticed, and much appreciated, as we were able to dive into corners just a bit deeper than before.

Surprisingly, even on this big, fast track, the BRZ still doesn’t feel underpowered, just fun, as it and its platform-mate Toyota GR86 have from the very beginning. And 6.1 seconds to 60 is still plenty quick for anyone, and that’s actually a bit slower than we’ve gotten typically in the BRZ. Under more ideal conditions than this unusually cold winter’s day in coastal Georgia, mid fives shouldn’t be a problem.

Good clutch feel and decent grip from the 215 rear tires allowed for surprisingly high rpm launches. Short throws and positive action to the shifter meant we had no problem maintaining momentum through the 14.5-second quarter-mile which we finished at 99 mph.

2024 Subaru BRZ Dashboard
2024 Subaru BRZ tS Front Seat
2024 Subaru BRZ tS Shifter
2024 Subaru BRZ tS Instrument Cluster
2024 Subaru BRZ Climate Controls
2024 Subaru BRZ tS Ignition
2024 Subaru BRZ Dashboard2024 Subaru BRZ tS Front Seat2024 Subaru BRZ tS Shifter2024 Subaru BRZ tS Instrument Cluster2024 Subaru BRZ Climate Controls2024 Subaru BRZ tS Ignition

Would we love to see and feel more horsepower coming from under the hood, a high-output turbo from the Toyota stable perhaps? Absolutely, but truth be told, it doesn’t really need it, as it puts the power that it has to use better than most cars on the road.

So, it may not be the full STi model that people have been clamoring for, but it’s not priced like one either, essentially tacking just $2,650 onto the price of a top Limited BRZ. It’s also worth noting, that while previous tS models were limited production, there are no such limits this time around, and this tS is the first manual transmission Subaru to come equipped with their EyeSight Driver Assist Technology.

So, if you want a BRZ that’s noticeably better for your track days, or just cars and coffee bragging rights, here it is. And everything that went into making the 2024 Subaru BRZ tS a more potent performer on the track, also makes it a better street car. That’s the kind of no compromise performance enhancement we can all get behind, and what continues to make the BRZ a winner no matter where the pavement takes you.

Specifications

As Tested

  • Engine: 2.4-liter flat-4
  • Horsepower: 228
  • 0-60 mph: 6.1 seconds
  • Starting Price: $36,465
  • Transmission: 6-speed manual
  • Torque: 184 lb-ft.
  • 1/4 Mile: 14.5 seconds at 99 mph