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
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

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

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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2024 Ford Mustang Dark Horse Badge
2024 Ford Mustang Dark Horse Splitter
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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080