2015 Viper SRT Coupe

Despite its base model’s greater performance potential, the 2015 Viper SRT Coupe is thought of as the “other” American sports car. While there’s no denying the Corvette’s higher profile is what causes people to envision the Sting Ray when you say “American sports car”, the realities of the Viper SRT and Corvette are as dissimilar as night and day.
Yes, both are lightweight two-seat sports cars with hugely powerful engines. But the philosophy behind each is completely different. Corvette is sophisticated in a manner approaching Europe’s finest GT cars, while the 2015 SRT Viper is…
Well, let’s put it this way; if Corvette and Viper were to co-star in a movie, Corvette’s personality would mirror Sandra Bullock’s while Viper’s would reflect Melissa McCarthy’s. Viper is definitely capable of rocking your world, but Corvette has more of a lock on the sheer sex appeal thing.
Big and brassy, Viper epitomizes the stereotypical brash and crass blue-collar American. In fact, even its engine is derived from that of the most American of automobiles—a pickup truck. Nothing looks like it; nothing sounds like it, and nothing else goes like it either.

Models & Prices

For the 2015 model year, the base price of the Viper has been cut by $15,000, and it is being offered in three basic states of trim. These are SRT Coupe, GT Coupe, and GTS Coupe. Within the GT range there is also the GTC Coupe, which is essentially a customization package for the GT.
Standard equipment on the $84,995 2015 Viper SRT Coupe includes 18-inch front wheels, 19-inch rear wheels, summer tires, automatic bi-xenon headlights, LED daytime running lights and taillights, keyless ignition/entry, full power accessories, cruise control, a tilt-only leather-wrapped steering wheel, auto-dimming mirrors, and an automatic climate control system. Electronic features include an 8.4-inch touchscreen, Bluetooth phone and audio connectivity, and a nine-speaker sound system with satellite radio, an auxiliary audio input, a USB interface, and an SD card reader.
Stepping up to the $94,995 Viper GT Coupe fits different front and rear styling treatments – including a different hood. Adjustable suspension and stability control systems, as well as Brembo brakes with two-piece slotted rotors are added. The interior treatment gets simulated suede and leather upholstery for the seats, and a power-adjustable one for the driver.
With a starting price of $107,995, Viper GTS Coupe offers a unique alloy wheel design, full leather upholstery with contrasting stitching, a simulated suede headliner and accents for the seats, a power adjustable passenger seat, and an 18-speaker Harman Kardon surround audio system.
Optional packages include the aforementioned GTC package, two Time Attack packages, and the Ceramic Blue package. Among the changes are (depending upon the package) revised suspension tuning, different aero kits, a X-brace for the engine compartment to improve chassis rigidity, and carbon fiber trim pieces.

Design

The exterior design of the Viper goes into 2015 pretty much unchanged after being reworked for 2014. It remains immediately recognizable as a Viper, with cues going all the way back to the original 1989 concept car, (which ultimately became the very first Viper production model introduced in 1992). Since then, there have been three other generations of the Viper, each one more aggressive than its predecessor.
The Viper’s design language is chiefly characterized by a low stance and an extremely rearward cab position, which in turn necessitates a very long hood. Another cue going all the way back to the first car is the gills in the fenders, needed to extract the tremendous amount of heat the Viper’s massive engine produces. Speaking of those gills, the one on the left side of the car houses the release for the front-hinged hood. (You’d go crazy trying to find it if nobody ever told you where it was—trust us.)
If you look closely, you’ll note the roof of the coupe contains a slight indentation, creating a double-bubble design. This enhances interior headroom and allows for the use of helmets as well. The detail-oriented observer will also note the front of the car has a definite serpent-like appearance to it, all the way down to a pair of fangs in the lower front grille.
Other interesting detailing includes the snakeskin pattern in the taillights, the grille covers for the side gill openings, and in the vents in the hood. As has been the case on every Viper model since the car was introduced, the exhaust outlets are on the sides of the car, just forward of the rear wheels.

Features & Controls

Facing the Viper’s steering wheel, you’re confronted with a huge analog tachometer. However, all of the other instrumentation is digital and displayed courtesy of the seven-inch full color instrument panel, which can be customized to a number of different configurations—depending upon the information you value most.
The tachometer is set up to glow red when the engine is nearing redline, so the driver doesn’t have to focus on the needle to know when an upshift is required. The tach can also be set up to recall shift points and peak rpm attained. The SRT performance pages, offered in all SRT models, will recount 0-60, 0-100, eighth- and quarter-mile ETs, braking distances, G-forces, and top speed.
An 8.4-inch monitor dominates the center stack to contain the audio system, navigation system, climate control system, and communications system. It can also be configured to show the SRT data. Chrysler’s Uconnect Access in-vehicle connectivity system is also fitted. Additionally, there are secondary knobs for the radio, climate controls, navigation system, and phone. If your smartphone and carrier are supported, you can dictate your text messages to the car. The car will also read incoming text messages back to you.

Comfort & Cargo

Very few production cars are as performance focused as the Viper. Anyone settling behind the wheel and expecting to experience the comfort of a more conventional automobile will be disappointed. But don’t be put off by that statement, as this version of the Viper is more comfort-oriented than any previous version of the car. The seats are narrow, firm, and use very deep bolstering in their quest to keep you in place—should you decide to exercise the Viper SRT’s full potential.
That said, the interior design of the fifth generation Viper exhibits the most significant attention to style and workmanship ever offered with the model. All of the major interior surfaces are sewn and wrapped. Further, additional padding is applied in comfort areas in an effort to further civilize the car.
Of course, the Viper is still far from being practical as a daily driver, but the time you do spend in the car will be more comfortable than in previous versions of the Chrysler Group’s supercar. Particular attention has been paid to the fit and finish of the interior components, lending the interior an air of quality heretofore overlooked.
Occupants will also find the interior of the current Viper more spacious than any before it. According to SRT spokespeople, this is the most spacious Viper in the history of the model. What’s more, while interior storage space is at a premium, the Viper does boast a reasonably capacious cargo area. You’ll find just over 14 cubic feet of readily accessible storage space behind the seats. Also, the rear hatch, while a bit on the heavy side, does open wide enough to make placing overnight bags back there a reasonable proposition.

Safety & Ratings

The standard suite of safety kit includes ABS, stability control, traction control, driver and front passenger airbags, a rearview camera, Uconnect roadside assistance, collision notification, and emergency services. On the GT and GTS trimmed cars, you’ll also get a multi-mode stability control system.
Other than that, you’re on your own.
That said, we strongly, no, emphatically recommend you liberally exercise common sense in copious quantities. If you have your heart set on a Viper, definitely take advantage of the high performance driver training offered with the car.
Please know, Vipers do not suffer fools; they bite the living crap out of them.

Engines & Fuel Economy

Just as it has been from the very beginning, the key feature of the Viper is its hand-built, 8.4-liter aluminum V10 engine. Mounted so it sits behind the centerline of the front wheels, the V10 delivers 645-horsepower and 600 ft-lbs of torque (this is up a full five horsepower over the 640-horsepower 2014 model).
Details of the massive engine include an ultra-high-flow lightweight composite intake manifold; high-strength forged pistons; sodium-filled exhaust valves; free-flowing catalysts to ease backpressure; and an aluminum flywheel to reduce reciprocating losses. In addition to making the V10 wind more freely, these efforts have also resulted in shaving approximately 25 pounds from previous iterations of Viper’s engine.
Power is transmitted to the rear wheels by way of a Tremec TR6060 six-speed manual transmission with significantly closer gear ratios than previous versions of the Viper. The final drive ratio was also shortened for this iteration from 3.07 to 3.55. To improve drivability, the shifter’s throw is shortened over that of its predecessors as well. The Viper’s 206 mph top speed is attained in sixth gear at the 6,200 rpm redline.
As you might imagine, the Viper SRT Coupe is definitely more about smiles per gallon than miles per gallon. With a zero to 60 of 3.7-seconds, it comes as no surprise to find the EPA says to expect 12 mpg in the city, 21 on the highway, and 15 overall.

Driving Impressions

Before we go any farther, if you haven’t figured it out, this is a car you drive with a healthy sense of respect. Yes, new driver aids have been added to help keep the Viper under control, but this is a car you drive, you don’t let the Viper drive you—because in most cases you will NOT be able to keep up.
The capabilities of this car are so far beyond the skills of the average driver, we highly recommend you avail yourself of the one-day SRT track experience, which is included in the purchase price. This is an incredibly powerful car, with extremely high limits. Thing is, when you overstep those limits, the car gives you very little warning, and if you’re all the way out on the ragged edge of its potential and lose it, the result will very closely resemble the aftermath of a thermonuclear incident.
The good news is the car warns you what it’s about from the moment you try to set it into motion. Its controls are very heavy at low speeds. The clutch pedal is stiff, the brake pedal is hard, and you feel every bump in the road because the suspension system is so taut. The shift lever even resists shifting when the car is moving slowly.
Of course, those of us who have a deep and abiding appreciation for fast cars know this means the Viper will let you perform some absolutely incredible maneuvers when at speed. Once it is running free, all of those detriments drop away and you very quickly come to understand the Viper is calibrated for fast running—not trundling around town at parade speeds.
The 2015 SRT Viper is a car you’ll quickly tire of driving slowly, but slowly tire of driving quickly. Once it’s warmed up, loose, and at velocity; the Viper’s steering feel is incredible, its braking response is instantaneous, and the throttle response is sublime. What’s more, the Viper exhibits incredible grip in the corners. Give it what it wants, you'll find one of the most satisfying driving partners you've ever had.

Final Thoughts

This pretty much says it all:

• Top speed = 206 mph
• 0-60 mph = low 3-second range
• Quarter-mile E/T = mid 11-second range
• 0-100-0 mph E/T = less than 12 seconds
• Braking distance from 60 mph = 106 feet
• Coefficient of drag (Cd) = .369 

Pros & Cons

Pros: All the performance you’ll ever need, interior more civilized than previous models…
Cons: Low fuel economy, outward visibility limited in some circumstances…

Source: autobytel

2007 Nissan Quest Review

What We Drove

Nissan Quest: Review – The setup was perfect. Three members of our CarTV crew needed a rig to transport themselves and their gear from Orange County to Las Vegas for the SEMA show. Turns out Nissan had a 2007 Quest 3.5 SE available, complete with leather seats, a navigation system, a fold-flat third-row seat, and a dual-screen DVD system. Plus, the EPA-rated 25 mpg on the highway would leave more in the budget for Vegas-style entertainment.
Unfortunately, the mileage never hit much above 18 mpg, so what didn't go toward gas bought burgers in the hotel diner with an "Elvis" show. And after a 500-mile journey, the "uncomfortable" Quest failed to win any fans. Overall, our editors agreed.
Why We Drove It

Since it was completely redesigned a few years back, the Nissan Quest has been a love-it-or-hate-it minivan (our staff is currently about evenly split). The interior layout, with its center dash pillar and oddly-placed gauges, has been a little wacky, and the exterior design features more than its share of unique styling cues. Plus, quality has been a nagging issue. So, when Nissan announced that the 2007 model would address all of these issues, we wanted to determine that statement's accuracy and, of course, pass our findings on to you. What we discovered was a more agreeable interior and hit-or-miss quality, including a door that didn't fit correctly, a door that didn't always work, and discolored paint.

Performance

Under the Quest's hood is a 3.5-liter V6, a similar yet detuned version of the engine Nissan uses in several other models. With 235 horses on tap, there's plenty of power for confident highway passes, though the throttle can be touchy and the Quest feels less energetic than the relatively sporty Honda Odyssey. After a week of driving, including more than 500 miles to and from Las Vegas, we recorded 17.8 mpg (the EPA estimates 21 mpg in mixed driving). Some drivers complained about occasional hard shifts from the five-speed transmission – others never experienced any issues, and except for a few instances of hunting for the appropriate gear, found the tranny's operation to be smooth and seamless.

Handling

When considering Japan's Big 3 (Honda, Nissan, Toyota), Nissan is generally viewed as the performance-oriented brand. However, thinking back on the Odyssey and Sienna minivans we drove last year, the 2007 Quest seems to fall mid-pack in terms of handling. In contrast to the fairly responsive Honda, the Quest is too soft on those exit ramps taken a little too fast, it's steering offers road feel but feels vague, and the hard run-flat tires add an odd harshness to the ride. Collectively, it feels as though engineers coupled overly stiff shocks with soft springs, resulting in neither a completely sporty nor comfortable experience. Braking, on the other hand, was free of fault thanks to four-wheel vented discs' effectiveness and instinctive modulation.

Visibility

Look at the Quest's expansive wrap-around greenhouse and you'll think that visibility is terrific. Indeed, the side glass is long, side mirrors appear ample, and the windshield is enormous. However, when the driver looks over her right shoulder, the second row headrests block the view, and the rear headrests eat up a big chunk of the rear window. Thankfully, a pull of the strap on the back of the third-row bench folds those noggin supports easily. Outside, the beltline gradually rides, making it hard to see cars traveling next to the rear passenger side, while the driver's mirror allows for a blind spot when cars are close on the left. The optional rearview camera is a huge help when backing up.

Fun to Drive

There's really only one minivan on the market that teases its driver with a slight fun-to-drive demeanor, and that's the Honda Odyssey. The Toyota Sienna falls short, as do vans from Chrysler, General Motors, Hyundai/Kia, and Nissan. The 2007 Quest is fine for covering the daily commute or running errands, as it offers enough power, a decent ride, and fuel economy that's acceptable (though not great) for such a large and heavy vehicle. That being said, there's nothing fun about it, including the vague steering, adequate but hardly scorching horsepower, and soft suspension that interestingly takes on speed bumps with harshness. But, come on – it's a minivan – fun is a possible by-product, not a crucial ingredient.

Front Comfort

Flat. We're betting that will be the first impression of the majority of drivers who slide onto the 2007 Nissan Quest's front chair. No, the drive and passenger don't get buckets (that would connote luxuries like contours and shape) – they get chairs, albeit spacious and well-padded chairs. Seat bottoms are wide, somewhat firm, and did we mention utterly devoid of bolstering? Add in optional leather upholstery and you've got yourself a great little slip-and-slide game. The seat back is slightly curved, though what's there doesn't truly qualify as bolsters. We found the comfort level to be acceptable for short trips, but our video crew returned from a 500-mile trip complaining about the seats' lack of comfort and support.

Rear Comfort


We didn't like the 2007 Nissan Quest's front seats – we liked the rear seats even less. The second row chairs were even flatter than the front, though they did recline. The Quest lacks operable second row windows found on competitors, and the power sliding doors were at times unwilling to work as promised. Large grab handles on the front pillars assist with entry and once seated second-row passengers will enjoy lots of head and leg room, as well as folding armrests. The third-row bench is flat and stiff, with enough room for children or adults under six feet tall. It sits higher than the second row, allowing for a better view to the front.

Interior Noise

With a winder sticker topping $40,000, we expected less noise from the 2007 Nissan Quest. There was noticeable road and tire noise, and a fair amount of wind noise around the windshield and door seams at high speeds. Hard Michelin run-flat tires exacerbated the problem. Most of the staff found it to be less than bothersome, though staffers who drove the Quest round-trip to Vegas would hardly concur. The 3.5-liter V6, which does not include silent operation among its many accolades, sounds and feels somewhat unrefined when pushed for power, but it's not raucous. One could compare the Quest's engine to a Ford V6, which has a similar grainy sensation, though the Nissan's six is more refined overall.

Loading Cargo

Cumbersome is an accurate way to describe the Quest's third-row bench seat. It's a process of pulling straps, pulling on handles, and leaning your pant legs against a possibly dirty rear bumper to get enough leverage to pull the whole unit back into the floor's deep cargo hold. There's some spring-loaded assist in there to help, but the exercise remains awkward and more complex than with competitors. Second row seats can be folded nearly flat, though not quite, and they are not easily removed. Sliding items onto a completely flat load floor from the side doors is not possible. The power tailgate button on the rear inside pillar is easy to reach but requires standing or reaching under the gate to close it.

Build Quality

Upon close visual inspection, the interior of our 2007 Nissan Quest tester appeared to be well-constructed, and when we started tugging on parts to uncover any problems, the only complaint revolved around a loose wardrobe hook over the second row seats. Seams around the instrument panel and glovebox could've been more consistent, and we could've done without the tinny sound when shutting the door, but otherwise we had little to criticize. The exterior, on the other hand, exhibited more than its share of issues, including a driver's door that was about ¼ inch from being flush near the roofline, a discolored front fascia, a loose grille, irregular gaps around the headlights, and a misaligned tailgate – a bit much for more than $40,000.

Materials Quality

Materials used to construct the 2007 Nissan Quest are generally of high quality, with a few exceptions. We liked the matte, padded plastic on the dash and upper doors, and complimented the mesh headliner with matching fabric on the visors and front sunshade. Leather on the steering wheel and seats felt durable, and thoughtful touches, such as felt lining in the driver's side dash pocket, are found when inspecting the details. Rubberized grips on the main control dials were an added plus. What we didn't like were the low-budget vinyl sunshades on the overhead glass roof panels, and a rubberized gear shift knob that should've been leather.

Styling

For 2007, there are a few notable changes to the Quest's design, most significantly to the interior. The 2006 Quest housed its gauge cluster atop the center dash rather than behind the steering wheel, a move that, despite being attempted by other manufacturers, has failed to gain approval from U.S. buyers. That Quest also featured a distinct vertical dash column with a near-horizontal instrument panel. For 2007, the gauges are behind the steering wheel and that center stack has been better integrated into the dash design. Exterior updates include new wheels, a more attractive grille design, and slightly revamped lenses. The result? It looks much like the same ol' Quest, unless you're intimately aware of the previous dash layout.

Storage

Minivans typically transport people, and with those people comes their stuff. The 2007 Nissan Quest is ready for the challenge, offering average pockets on the side doors, seatback pockets, a large glovebox, two big cubbies on the center dash and console, a deep front center armrest with a removable liner and retractable cover, as well as a few lined slots for holding parking cards or coins. The lined pocket next to the driver's left knee on the dash is quite large. Third row passengers get a large cubby on the left side, and the whole crew is treated to ten cupholders (based on our seven-passenger test vehicle). When the third row seat is raised, a deep cargo well is also available.

Infotainment Controls

Audio controls on our 2007 Nissan Quest 3.5 SE tester included clearly labeled buttons for seek, tune, mode, and presets on the instrument panels. A center dial with a rubber grip controls volume and power, though a few times we grabbed the heat control dial, which is positioned closer to the driver, when trying to play with the radio. Steering wheel audio buttons – including volume, mode, and tune – are great for big-thumbed fumblers. The CD and DVD players are placed below the radio. For the sake of simplicity and clean design, we wish the radio and CD player were one unit. The optional navigation system features thoughtful dash buttons, but uses a small and finicky joystick rather than the preferred touch screen.

Climate Controls

Except for occasionally turning up the heat when we meant to crank up the tunes, our experience with the Quest 3.5 SE's triple-zone climate control system was issue free. Front passengers enjoy individual temperature control dials with rubber grips, while rear occupants get their own system. Buttons on the dash include mode, fan speed, and bless those Nissan designers – a simple off button (you might be surprised by how many systems lack such a seemingly obvious feature). Readouts for temperature and fan speed are presented on the bottom of the navigation screen, which sits atop the center dash. Rear climate controls are located overhead.

Secondary Controls

All of the controls for the stuff we all use most (power windows, power locks, power mirrors) are just where you'd expect – on the door panels. Buttons for the power doors and sunroof are operated by controls placed overhead. Nothing too unusual so far. However, try finding the heated seat buttons and you might be in for a hunt (we were, and just to prevent ourselves from feeling stupid, we'll assume you would be, too). Those buttons are a bit out of reach on the lower seats, separate from the recline and slide buttons. Also unusual is the power tailgate button mounted on the D-pillar, which requires standing below or reaching in the path of the tailgate when you want it closed.

Specifications

Test Vehicle: 2007 Nissan Quest 3.5 SE
Price of Test Vehicle: $40,865 (including a $605 destination charge)
Engine Size and Type: 3.5-liter V6
Engine Horsepower: 235 at 5,800 rpm
Engine Torque: 242 lb.-ft. at 4,400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy (city/highway): 18/25 mpg
Observed Fuel Economy: 17.8 mpg
Competitors:
Dodge Grand Caravan
Honda Odyssey
Toyota Sienna

2nd Opinion – Fabin

Nissan Quest – James Fabin's Opinion:
When it comes to minivans, there are a lot of expectations. You expect comfort, plenty of storage, lots of cupholders, and a great overall value. The Nissan Quest appears to not have been designed to meet those typical expectations, instead focusing on qualities not normally associated with a minivan. While its seats are very uncomfortable, its cupholders and storage bins limited, and high sticker price erases any value, it does offer a slightly sporty driving experience. The brakes are strong, the steering well weighted, and the engine relatively responsive, though our test car's transmission was not always smooth. My recommendation is to consider the Hyundai Entourage or Kia Sedona, both offering a much greater value at a far lower price.
2nd Opinion – Sullivan

Nissan Quest – Mike Sullivan's Opinion:
For a minivan, the Quest is powerful, nimble, and features precise steering and braking, but if you are considering a minivan for more traditional reasons - like comfort, convenience, and value - it's not up to par with the competition. The driving position is awkward, the front and second row passenger seats are both stiff and uncomfortable, and family necessities like cupholders and storage compartments are scarce. In terms of performance and cargo room, the Quest does the job, but if you buy one, you'll probably have to deal with some cranky passengers.
Photos courtesy of Ron Perry