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"Through every corner, the ACR carries more speed than the stock SRT10. Through the long right-hander of Turn 2, the ACR confidently grips the track and behaves consistently neutral with no surprises. This allows Millen to pick up the throttle earlier. There is almost a 10-mph advantage here. Down the hill through Turn 5 and over a slight crest through Turn 6, Millen barely breathes the throttle because of the ACR&amp;#039;s tremendous grip and confidence-inspiring stability. In Turn 9, Millen comments that the stock Viper &amp;quot;has quite a bit of commotion over the bumps and undulations on the track.&amp;quot; In contrast, the ACR &amp;quot;has less jiggle in the steering wheel because it drives smoother and you don&amp;#039;t have to adjust as much. After the apex coming onto the straight, it feels neutral. And as soon as you get on the throttle, it just drives off, while drifting off the exit.&amp;quot;   Overall, Millen says the ACR &amp;quot;works like a race car. It is balanced and well-planted through fast corners. The steering has terrific feedback. Once you get it turned, you know exactly where it is and where it is going to go and what it is going to do.&amp;quot; Referring to the SRT10, Millen notes that you have to adjust the steering more and it takes longer to find the car&amp;#039;s limit. Through fast corners &amp;quot;you are modulating the throttle more to make sure you know the rear is gonna come with you.&amp;quot;   On the street, the stock Viper makes no pretensions of being a grand tourer. Of course, there are a few comfort amenities such as leather trim, power windows and locks, air conditioning, even a radio with a CD player. But the rumble from the V-10, the noise from the tires and the bumpy ride from the firm suspension will probably drown out any high-fidelity music or spoil a relaxing cruise. The seating position is a bit awkward for folks who are height-challenged and need to find the best compromise between reaching the pedals and not sitting too close to the steering wheel. Feature Editor Mike Monticello comments: &amp;quot;As a road car, the Viper suffers. The suspension is jouncy over bumps, and the footwell will roast your feet if you get stuck in traffic.   If the stock Viper is hard to handle on the road, then the ACR notches up the impracticality rating at least 10 times. It doesn&amp;#039;t help that our ACR is a durability test car from Dodge. It has a racing seat installed for testing (production versions will have standard SRT10 seats) and a welded-in rollcage for track exercises. And there is some rear jitter under hard braking \u2014 Dodge tells us that the pads are due for replacement after extended testing just a few days before. The car is rough-riding and noisy. And it rides low enough that you have to inch your way up any driveway because of the front splitter. Fortunately, its front section can be removed for easier everyday driveability.   With the ACR, you gain a lot more performance on the track for a premium of only about $5600 (as tested). What you lose is questionable. It all depends on your tolerance for the already noisy and firm-riding character of the standard SRT10. For those who seek a Viper purely because of its track prowess, go for the ACR, because what you gain in sheer speed more than outweighs the price you pay for the road-going impracticality. "^^<http://www.w3.org/2001/XMLSchema#string>
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