REVIEWS AND ROAD TESTS

No Weaklings!

Young people drool over the Viper, but the men who buy it are usually graying at the temples. Those who feel nostalgic for American sports driving will feel comforted at the wheel of this fireball, a real caricature of the wild ride. We understand them: according to the USAC, the Viper is still the car that can go from 0 to 160 kph (100 mph) the fastest without making you take out a mortgage rather than a car loan to buy it.For a contortionist, sliding into a roadster is still the best way to keep in shape. For that matter, the search for an ideal driving position can require almost as much elasticity. The pedal mechanism shifted over to the left (now adjustable), the limited adjustability of the seat, and the lack of a foot rest all contribute to the pilot ’ s discomfort. However, in other ways the roadster has made good progress since its debut. For example, for the sake of economy and flexibility (the roadster and the coupe share the same assembly line), the side door panels on the RT/10 are those of the GTS Coupe: they already included a worthy door handle and electric window controls. On the other hand, we ’ re still waiting for improvements to the terrible soft top, which is still maddeningly complicated. Those who don ’ t like to run topless will be happier, since the GTS Coupe exists with its very generous headroom. As a bonus, the coupe also offers some storage space behind the two seats, just large enough for one or two briefcases. The RT/10 and the GTS each have the original interior. The bucket seats are wrapped - for a price - in a rich Conolly leather (appointed supplier to the Jaguar) whereas the dashboard can be tattooed with brushed aluminum appliquйs.Underneath an exterior that makes one imagine obsolete technology, the Viper turns out to be more evolved than it looks. It is technically advanced under the hood, and let ’ s not forget that its big V10 engine nonetheless bears the mark of Lamborghini ’ s motor mechanics. The twisted little track in Chelsea, Michigan doesn ’ t really allow one to appreciate the Viper ’ s full dynamic. On the other hand, however, it does allow one to get a good feel for the potential of this V10. Its incredible torque catapults you around the tight curves of this track, and unless you ’ re ready to fly off in a tailspin you had better tread very, very lightly on the gas pedal (especially on damp pavement).

For its part, the acceleration is very impressive, if not even violent. Handling the clutch and stick shift with the six speed manual transmission (for those who care, the knob is now more ergonomically designed) demands such firmness that it makes you fear the smallest traffic jam. Finally, the steering and suspension work together to let you feel every little imperfection in the pavement with extraordinary accuracy. To ensure more secure stopping, the Viper has added an antilock brake system this year. Instrument of torture, or true sports car? The Viper is a little of both. It ’ s hard to resist this seductive little reptile, though, time to have a chat with Eve!

PROS
Breath-taking performance;
Sporty road handling;
Price/performance/exclusiveness ratio.

CONS
Siff clutch and shifter
Handling on damp pavement
Wooden suspension.

REVIEWS AND ROAD TESTS

No Weaklings!

Young people drool over the Viper, but the men who buy it are usually graying at the temples. Those who feel nostalgic for American sports driving will feel comforted at the wheel of this fireball, a real caricature of the wild ride. We understand them: according to the USAC, the Viper is still the car that can go from 0 to 160 kph (100 mph) the fastest without making you take out a mortgage rather than a car loan to buy it.For a contortionist, sliding into a roadster is still the best way to keep in shape. For that matter, the search for an ideal driving position can require almost as much elasticity. The pedal mechanism shifted over to the left (now adjustable), the limited adjustability of the seat, and the lack of a foot rest all contribute to the pilot ’ s discomfort. However, in other ways the roadster has made good progress since its debut. For example, for the sake of economy and flexibility (the roadster and the coupe share the same assembly line), the side door panels on the RT/10 are those of the GTS Coupe: they already included a worthy door handle and electric window controls. On the other hand, we ’ re still waiting for improvements to the terrible soft top, which is still maddeningly complicated. Those who don ’ t like to run topless will be happier, since the GTS Coupe exists with its very generous headroom. As a bonus, the coupe also offers some storage space behind the two seats, just large enough for one or two briefcases. The RT/10 and the GTS each have the original interior. The bucket seats are wrapped - for a price - in a rich Conolly leather (appointed supplier to the Jaguar) whereas the dashboard can be tattooed with brushed aluminum appliquйs.Underneath an exterior that makes one imagine obsolete technology, the Viper turns out to be more evolved than it looks. It is technically advanced under the hood, and let ’ s not forget that its big V10 engine nonetheless bears the mark of Lamborghini ’ s motor mechanics. The twisted little track in Chelsea, Michigan doesn ’ t really allow one to appreciate the Viper ’ s full dynamic. On the other hand, however, it does allow one to get a good feel for the potential of this V10. Its incredible torque catapults you around the tight curves of this track, and unless you ’ re ready to fly off in a tailspin you had better tread very, very lightly on the gas pedal (especially on damp pavement).

For its part, the acceleration is very impressive, if not even violent. Handling the clutch and stick shift with the six speed manual transmission (for those who care, the knob is now more ergonomically designed) demands such firmness that it makes you fear the smallest traffic jam. Finally, the steering and suspension work together to let you feel every little imperfection in the pavement with extraordinary accuracy. To ensure more secure stopping, the Viper has added an antilock brake system this year. Instrument of torture, or true sports car? The Viper is a little of both. It ’ s hard to resist this seductive little reptile, though, time to have a chat with Eve!

PROS
Breath-taking performance;
Sporty road handling;
Price/performance/exclusiveness ratio.

CONS
Siff clutch and shifter
Handling on damp pavement
Wooden suspension.

REVIEWS AND ROAD TESTS

An Old Friend

You certainly could never accuse Dodge of fussing over the Ram Wagon. Since its 1971 launch, the Ram has only been treated to a new radiator grille, set of bumpers and redesigned rear lights. That was back in 1994, the year that Chrysler also yanked the manual transmission from its catalogue. As the competition started to heat up in recent years, Dodge was forced to pay more attention to the Ram but that phenomenon was short- lived.If it ’ s been a few years since you stepped inside the Ram Van, you ’ re in for a surprise. The dashboard, instrument panels and controls have been completely redesigned, and a new pair of airbags has even been installed. There ’ s also much more space between the front and second row of seats, as the large floor hump at the middle of the dash has been minimised and the spare wheel has been removed and tucked away underneath the vehicle. Unfortunately, the front seats don ’ t provide quite enough support, the rear bench seats are heavy and unwieldy, and the visibility is mediocre, thanks to its excessively low and narrow windshield and side windows. Still, the quality of the assembly has definitely improved.Technically, Dodge has done wonders to modernise a 30- year-old van. The chassis is stronger, the brakes are more powerful, and the suspension is more finely tuned.

But even these improvements can ’ t compensate for an imprecise handling ability that gets worse in windy conditions. Still, the Ram Van has long been known for its powertrain, and its new technology doesn ’ t disappoint. With its modern transmission, this van is capable of decent acceleration and speed recovery—as long as you don ’ t sign on for the V6 engine. Either of the two V8s would be a far better choice, provided you can turn a blind eye to the massive quantity of fuel they consume. The 5,9 litre V8 stands out for its ease of acceleration and impressive ability to tow heavy trailer loads.

PROS
More modern interior
Choice of models
Responsive V8 engines

CONS
Poor visibility
Dated chassis
Heavy drinker

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: no data

REVIEWS AND ROAD TESTS

Feeling its age

Everyone knows that the Dodge Ram could never hope to beat its GM or Ford rivals in terms of numbers. But if it canґt outsell them, over the past five years it has come up with several trendsetting ideas that have been a breath of fresh air to a sometimes stagnant market segment. Now the competition has pulled up its socks, and the Ram has had to concede defeat in several contested areas while awaiting its soon-to-be-unveiled next model.The Ram will undoubtedly go down in history as being the first standard mini-van to embrace ergonomics, a concept initially rejected by certain narrow-minded people who perceived it as a threat to their machinesґ powerful appearance. The overall impression created by the Ram is one of novelty and ingenuity, viz. the multi-use armrest in the middle-still as practical as ever. However, the materials are not great and the seats offer just as little support.

The seat belts in the Quad Cab versions are built right into the seats to make it easier for passengers to get into and out of the back seats.Whichever one of its five engines Chrysler installed under the hood, the Ram manages just fine. But the really good news concerns the V-10 option for Quad Cab models and the 2500 shorter-wheelbase series. The diesel engines have recently been given a power-boost but unfortunately theyґre as noisy as ever, and the road grip - previously one of the Ramґs strong points-is not as impressive as it used to be.

The over-active suspension makes a point of communicating every bump and hollow in the road to the driver via the steering column, while remaining heavy at low speeds. As for cornering ability, the Ram still hasnґt got it right, and this makes it difficult to perform certain parking maneuvers. The brake system isnґt much to cheer about either: the calibration is finicky, especially when the box is empty. Considering the results of this test-run, itґs hard to believe that anyone whoґs a confirmed F Series and GM fan could be lured away by the Ram.

PROS
Range of model and engine options
Easy entry to Quad Cab models
Attractive exterior lines

CONS
Final model year
Vibrating suspension
Wide turning circle

REVIEWS AND ROAD TESTS

Feeling its age

Everyone knows that the Dodge Ram could never hope to beat its GM or Ford rivals in terms of numbers. But if it canґt outsell them, over the past five years it has come up with several trendsetting ideas that have been a breath of fresh air to a sometimes stagnant market segment. Now the competition has pulled up its socks, and the Ram has had to concede defeat in several contested areas while awaiting its soon-to-be-unveiled next model.The Ram will undoubtedly go down in history as being the first standard mini-van to embrace ergonomics, a concept initially rejected by certain narrow-minded people who perceived it as a threat to their machinesґ powerful appearance. The overall impression created by the Ram is one of novelty and ingenuity, viz. the multi-use armrest in the middle-still as practical as ever. However, the materials are not great and the seats offer just as little support.

The seat belts in the Quad Cab versions are built right into the seats to make it easier for passengers to get into and out of the back seats.Whichever one of its five engines Chrysler installed under the hood, the Ram manages just fine. But the really good news concerns the V-10 option for Quad Cab models and the 2500 shorter-wheelbase series. The diesel engines have recently been given a power-boost but unfortunately theyґre as noisy as ever, and the road grip - previously one of the Ramґs strong points-is not as impressive as it used to be.

The over-active suspension makes a point of communicating every bump and hollow in the road to the driver via the steering column, while remaining heavy at low speeds. As for cornering ability, the Ram still hasnґt got it right, and this makes it difficult to perform certain parking maneuvers. The brake system isnґt much to cheer about either: the calibration is finicky, especially when the box is empty. Considering the results of this test-run, itґs hard to believe that anyone whoґs a confirmed F Series and GM fan could be lured away by the Ram.

PROS
Range of model and engine options
Easy entry to Quad Cab models
Attractive exterior lines

CONS
Final model year
Vibrating suspension
Wide turning circle

REVIEWS AND ROAD TESTS

Feeling its age

Everyone knows that the Dodge Ram could never hope to beat its GM or Ford rivals in terms of numbers. But if it canґt outsell them, over the past five years it has come up with several trendsetting ideas that have been a breath of fresh air to a sometimes stagnant market segment. Now the competition has pulled up its socks, and the Ram has had to concede defeat in several contested areas while awaiting its soon-to-be-unveiled next model.The Ram will undoubtedly go down in history as being the first standard mini-van to embrace ergonomics, a concept initially rejected by certain narrow-minded people who perceived it as a threat to their machinesґ powerful appearance. The overall impression created by the Ram is one of novelty and ingenuity, viz. the multi-use armrest in the middle-still as practical as ever. However, the materials are not great and the seats offer just as little support.

The seat belts in the Quad Cab versions are built right into the seats to make it easier for passengers to get into and out of the back seats.Whichever one of its five engines Chrysler installed under the hood, the Ram manages just fine. But the really good news concerns the V-10 option for Quad Cab models and the 2500 shorter-wheelbase series. The diesel engines have recently been given a power-boost but unfortunately theyґre as noisy as ever, and the road grip - previously one of the Ramґs strong points-is not as impressive as it used to be.

The over-active suspension makes a point of communicating every bump and hollow in the road to the driver via the steering column, while remaining heavy at low speeds. As for cornering ability, the Ram still hasnґt got it right, and this makes it difficult to perform certain parking maneuvers. The brake system isnґt much to cheer about either: the calibration is finicky, especially when the box is empty. Considering the results of this test-run, itґs hard to believe that anyone whoґs a confirmed F Series and GM fan could be lured away by the Ram.

PROS
Range of model and engine options
Easy entry to Quad Cab models
Attractive exterior lines

CONS
Final model year
Vibrating suspension
Wide turning circle

REVIEWS AND ROAD TESTS

Feeling its age

Everyone knows that the Dodge Ram could never hope to beat its GM or Ford rivals in terms of numbers. But if it canґt outsell them, over the past five years it has come up with several trendsetting ideas that have been a breath of fresh air to a sometimes stagnant market segment. Now the competition has pulled up its socks, and the Ram has had to concede defeat in several contested areas while awaiting its soon-to-be-unveiled next model.The Ram will undoubtedly go down in history as being the first standard mini-van to embrace ergonomics, a concept initially rejected by certain narrow-minded people who perceived it as a threat to their machinesґ powerful appearance. The overall impression created by the Ram is one of novelty and ingenuity, viz. the multi-use armrest in the middle-still as practical as ever. However, the materials are not great and the seats offer just as little support.

The seat belts in the Quad Cab versions are built right into the seats to make it easier for passengers to get into and out of the back seats.Whichever one of its five engines Chrysler installed under the hood, the Ram manages just fine. But the really good news concerns the V-10 option for Quad Cab models and the 2500 shorter-wheelbase series. The diesel engines have recently been given a power-boost but unfortunately theyґre as noisy as ever, and the road grip - previously one of the Ramґs strong points-is not as impressive as it used to be.

The over-active suspension makes a point of communicating every bump and hollow in the road to the driver via the steering column, while remaining heavy at low speeds. As for cornering ability, the Ram still hasnґt got it right, and this makes it difficult to perform certain parking maneuvers. The brake system isnґt much to cheer about either: the calibration is finicky, especially when the box is empty. Considering the results of this test-run, itґs hard to believe that anyone whoґs a confirmed F Series and GM fan could be lured away by the Ram.

PROS
Range of model and engine options
Easy entry to Quad Cab models
Attractive exterior lines

CONS
Final model year
Vibrating suspension
Wide turning circle

REVIEWS AND ROAD TESTS

The styling leader

Only 8 years after its stunning 1994 revamp, the Dodge Ram pick-up is getting new clothes. Truck make-over cycle used to be longer, the Dodge D/W trucks lasted 22 years ! But since 1994, Ford ( 1997 ), GM ( 1999 ) and Toyota ( 2000 ) all unveiled their bold new grille. It ’ s a sign of the vitality of the full-size light truck market.New for this edition is a power rack-and-pinion steering ( no more recirculating ball steering box ), a modern 4.7 liter V8 ( the very one from the Jeep Grand Cherokee ) and 4-wheels disc brakes. But the most visible sign of where those trucks are heading is the 20 inches chromed-aluminum wheel package; yes, 20 inches ! This truck is far from the vinyl-benched, plain-steel-wheel ancestor of not-so-long-ago !Two configurations are proposed, a regular cab and a Quad Cab ( with 4 forward-hinged doors, a premiere ). This Ram is the son of the MAXXcab concept-truck of 2000.

EPA cycle fuel economy is lower than last year ’ s, 14.7 liter/100km instead of 15.7 liter/100km for the 2001 model.

PROS
Not tested yet

CONS
Not tested yet

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *

REVIEWS AND ROAD TESTS

The styling leader

Only 8 years after its stunning 1994 revamp, the Dodge Ram pick-up is getting new clothes. Truck make-over cycle used to be longer, the Dodge D/W trucks lasted 22 years ! But since 1994, Ford ( 1997 ), GM ( 1999 ) and Toyota ( 2000 ) all unveiled their bold new grille. It ’ s a sign of the vitality of the full-size light truck market.New for this edition is a power rack-and-pinion steering ( no more recirculating ball steering box ), a modern 4.7 liter V8 ( the very one from the Jeep Grand Cherokee ) and 4-wheels disc brakes. But the most visible sign of where those trucks are heading is the 20 inches chromed-aluminum wheel package; yes, 20 inches ! This truck is far from the vinyl-benched, plain-steel-wheel ancestor of not-so-long-ago !Two configurations are proposed, a regular cab and a Quad Cab ( with 4 forward-hinged doors, a premiere ). This Ram is the son of the MAXXcab concept-truck of 2000.

EPA cycle fuel economy is lower than last year ’ s, 14.7 liter/100km instead of 15.7 liter/100km for the 2001 model.

PROS
Not tested yet

CONS
Not tested yet

CRASH TEST (five stars indicate the best protection)
Driver: * * * * *

REVIEWS AND ROAD TESTS

Still On Top

It ’ s now up to the fourth generation of this popular minivan to secure the next mandate. Its election promises include improved functionality, a roomier interior, and nearly the same degree of innovation as found in each of its illustrious predecessors. The question is, will it deliver the goods?For DaimlerChrysler, the minivan represents eight million units sold, three factories churning them out as quickly as possible, and some 135 accolades from a specialized critical audience, each of which acclaiming the vehicle as the best of its class. The credit goes to its German-American manufacturers, who stopped at nothing to keep the Caravan in top form. Their efforts have clearly paid off, as the Caravan continues to maintain a comfortable lead on the competition, with only the Ford Windstar maintaining a presence in the rear-view mirror.

Whether the brass at DaimlerChrysler likes it or not, this fourth-generation Caravan will not take the competition by surprise. While the new minivan does sport new features, the transformations are limited to a redesigned silhouette, revamped mechanics and a hodgepodge of new accessories, some much more noteworthy than others.

The new Caravan is certainly not short on good ideas. Its long list of innovative features starts off with a power rear liftgate (the trunk opens and shuts automatically). There ’ s also a centre console, that can be moved from the front to the middle row of seats as desired, a TV entertainment unit (expensive, but the kids love it), and side air bags for the front-seat passengers.

Problem is, many of these accessories are only available with the most expensive packages or, in some cases, as a supplement to the basic package. No matter what package a buyer chooses, however, they can count on a lighting system that has been improved by 80 percent but that is a pretty good indication of how poor it used to be.

This minivan has always prided itself on a superior interior, and it ’ s even more ergonomically designed this time around. All dashboard commands are located within easy reach for the driver, and the roller tracks for the seats have been extended for added comfort. Details like this make the minivan a true pleasure to drive. Drivers may be put off, however, by the bargain- basement appearance of some of the plastics and other details of its assembly. Still, this vehicle remains one of its manufacturer ’ s best creations.

Despite the fact that its rear-view mirrors are surprisingly small, the Caravan affords excellent panoramic visibility, due in no small measure to its discreet, out-of-the-way hood. As a result, it inspires a greater degree of confidence than the Grand Caravan version, which has a larger, more cumbersome wheelbase. It goes without saying, however, that the Caravan has a much less spacious interior, which can make it difficult to find room for luggage with all the seats in place. What ’ s more, the designers at DaimlerChrysler bucked a current trend by neglecting to include the magic seat, one that can be tucked away beneath the floor when not in use. Too noisy, says one of the engineers. Instead, they have replaced one heavy bench seat with a pair of lightweight bucket seats, equipped as always with rollers to make them a little easier to handle. The result? A supremely adaptable interior that is even, in some respects, even more practical than before.First, let ’ s be clear about one thing: the Caravan as we know it is nothing to sneeze at. But that ’ s not to say there isn ’ t room for improvement.

The already solid chassi has been reinforced, not only to improve its roadholding but also to handle the additional power produced by both engines presently on the market. Of all the currently available engine choices, the 3,8 litre V6 offers the best performance under the hood. The other V6, a 3,3 litre engine, is not too shabby, either.

All Caravans have a four-speed automatic transmission that is said to be more reliable, if less speedy, than in previous models. To make the most from the available power, the ES package comes with a semiautomatic transmission (AutoStick), which allows you to select the gears manually. But you might as well save your money, as the novelty of flicking the cursor mounted on the gear shift soon wears thin.

The Caravan still offers impressive roadholding, particularly when mounted on 17-inch wheels, which are unfortunately only available for the top-of-the-line model, the ES, which also holds exclusive rights to the antiskid braking system which, while not one of the most sophisticated on the market, is still crucial for slippery conditions. For all intents and purposes, the new braking system is where Caravan has made the most progress. It is still a relatively classic, disc/drum system reinforced with ABS, but now has impressive heat- resistance and a pedal that is easier to manipulate. Despite its small imperfections, the Caravan still has what it takes to maintain its place at the top of the heap. But as a talented opposition prepares its strongest election campaign to date, one wonders how long Caravan will be able to stay in power.

 -30-

PROS
Many innovations
Improved braking and lighting systems
Good choice of models

CONS
Useless Autostick transmission
Small exterior rear-view mirrors

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *