In contrast to the gee-whiz exterior, the Viper's passenger bay is businesslike to the edge of starkness.
All basic instruments are supplied in an array facing the driver, basic heater/vent controls and an entry-level radio are situated in the center console, and a stubby shift lever sprouts from the center of the transmission tunnel. The rest of the inside is all seat and leg space.
Door-mounted passive seat belts take the place of airbags. Though inconvenient when left buckled during entry and exit (as passive belts are supposed to be), they are excellent otherwise, holding both driver and passenger snugly in place.
The spartan interior of the Viper may not be to everyone's liking. There are no extraneous toys to play with, and little to look at except that expanse of gray plastic sweeping across the car from door to door.
Sighting over the wide fenders can be difficult for shorter drivers, too, and rearward vision makes backing up a chancy proposition.
Worse, perhaps, are some errors and omissions that detract from the driver's pleasure. There's no place for the left foot to rest except on the clutch pedal, the instruments' red lighting makes them difficult to read at night and taller drivers will wish a little more room had been provided for seatback adjustment.
Also, everyone will find the constant wind buffeting in the cockpit tiresome during long trips.
Do any of these little complaints detract from the fun of owning or driving a Viper in any serious way? Not at all.
Despite power assists for both steering and brakes, driving a Viper is far from being a no-effort experience. In fact, every move the driver must make involves more muscles than most of us couch potatoes can muster, from turning those huge front tires to shifting the 6-speed manual transmission to clamping down on the four 13-in. brake discs.
But oh, the rewards. Getting away from the stoplight was no problem for us; in less than 5 seconds after a full stop, we were past 60 mph and covering ground in a hurry.
Keep in mind, though, that a top-speed check is good for a day in court. A very long day, for that matter.
Acceleration isn't the whole story when it comes to the Viper. The vehicle's chassis is superb, displaying race-car manners around corners. And precise steering, responsive brakes (no anti-lock brakes, but you'll have to push awfully hard to lock a wheel) and sticky tires all contributed to our enjoyment of this car.
Do pay attention, though, because the Viper tends to follow its driver's commands with a directness that those coming out of more conventional vehicles may find a little disconcerting.
Although it isn't absolutely necessary to drive a Viper at high speed to enjoy it, a few of the car's systems aren't on their best behavior during slower, around-town cruising.
The brakes, for example, seem to be actuated not by how far the pedal is pushed, but by how much pressure the driver can exert. As a result, you should practice before you really need to use them. Also, the stiff clutch isn't much fun in city traffic.
By contrast, the V10 engine will operate at low speeds forever, but it also has enough torque to zoom away from the crowd in an instant. At freeway speeds, our model turned over at a lazy 1200 rpm.
Ride quality is another matter entirely. The Viper has no problem with smooth pavement, but bad surfaces are definitely to be avoided. As a rule, stiff springing and potholes just do not mix.