Those looking for maximum performance will want to spring for the available track package, which adds two-piece StopTech slotted lightweight brake rotors, lighter wheels finished in black and Pirelli P Zero Corsa tires. The track package is offered on both the SRT and GTS models--it cuts 57 pounds from the car's curb weight.

Based on brief drives of development vehicles around GingerMan Raceway in South Haven, Mich., we can say that the 2013 SRT Viper is an easier snake to tame.

With its electronic controls, the new Viper is less-likely to bite back in hard cornering maneuvers.(Photo: SRT)

Before going out in the 2013 Viper, we got a refresher session in the old car, and we were quickly reminded of that car's brutal nature. Under hard braking, the back end dances around, while in corners you could feel the car just waiting for a chance to bite if you made any bonehead mistakes. But once you got the weight shifted there's gobs of grip available.

From there we moved to the 2013 Viper SRT with the track package. This car felt more forgiving and the rear better planted under braking, but you can still feel it get slightly skittish. Turn-in is sharper and weight transfer from side-to-side is more controlled, which boosts your confidence through corners.

The hydraulic steering system keeps its weighty feel and good feedback comes through the thick-rim, flat-bottom steering wheel. The V10 roared down the back straight on GingerMan's shortened track configuration, with thrust available anywhere in the rev band and excellent throttle response.

Finally, we saddled up in the GTS and took a lap with the adjustable suspension in street mode. We immediately noticed more body roll in turns, which didn't feel great on the track. However, we are certain that on the street the extra give in the suspension would be welcome.

In track mode, the GTS tightens up with essentially no body roll in the curves. (Photo: SRT)

Then we set the dampers to track to experience the most-planted setup of the afternoon. Body roll in the corners was essentially nonexistent. The stability control was a nice safety net, though you can switch it off if you feel like wrestling the snake without any help.

In both base and GTS Vipers, we liked the nicer interior surroundings, although SRT representatives were quick to point out that they weren't production spec and didn't allow photos. Even so, what we saw is a heck of a start with nice touch points all over and comfortable Sabelt seats that offered plenty of support. We're also happy with the shift action on the six-speed manual that requires more of a flick of the wrist to change gears.

What would we change? The brakes don't offer the initial bite that we like; there's a bit of travel in the pedal before the Brembos really start to clamp down. It's an unsettling feeling in this car when you go to the brakes and don't get instant grab.

Then there was the jumpy tach needle on the central LCD gauge cluster that bugged us. It's a known problem and is supposed to be fixed by the time production begins in November.