While the
LRT was built at the end of an era at Dodge performance, the SRT is just
the third offering from Performance Vehicle Operations. PVO is a direct
response to the success Ford enjoys with its Special Vehicle Team (SVT),
and especially the Lightning pickup. With a supercharged, 380-horsepower
V8 under the hood, the 4700-pound SVT Lightning was the considered the
world’s fastest pickup before the Ram SRT-10. The mission for all
three vehicles—the LRT, SRT and Lightning—was the same: let
real car enthusiasts and engineers have a free hand at building the ultimate
performance truck—the best of its day. (We won’t consider
the Silverado SS because that appears to be more of a marketing gimmick
trading on a great name than a true push-the-envelope-with-all-you-got
performance exercise. Then again, maybe that is the best Chevy can do!)
The first sign that I’m driving a true performance truck comes
quickly in Paso Robles where I pick up US Highway 101. I have to find
a gas station. Just like my LRT got about 12mpg, the SRT-10 drank 20.2
gallons after 271 miles for an average of 13.4 mpg. All but 45 miles were
logged on the highway. Another sign I’m in a performance vehicle
came just a few miles driving north: A California Highway Patrol cruiser
draws a bead on the Flame Red paint and holds position for about 20 miles
before finding other prey. I reach Monterey on schedule but had black
& white company all the way on the 101.
The SRT is
meant to be conspicuous. With a massive hood scoop, 22-inch wheels, aero
tricks like a rear spoiler and rocker skirts, snarling stance, and bold
monochromatic colors, the SRT demands attention. My LRT didn’t have
to beg but certainly asked for attention. Remember, the ’78 Dodge
pickup was a couple of generations behind Ford and Chevy in styling. Sporting
round headlights and bulbous rear pontoon fenders, the Dodge looks like
an aging farm truck. The LRT’s flame-belching exhaust stacks, gleaming
chrome and oak wood trim seems cartoonish to truck enthusiasts who are
more comfortable with the refined lines of other 1/2-ton pickups. But
I love the look and character of the LRT. Dodge designers rarely apologize
for taking a chances, and LRT—and now SRT—owners never say
they’re sorry, either.
Following
a sunset photo session near a seaside lagoon and my morning meetings the
next day, I head south on Hwy. 1—better known as the Big Sur Highway.
Tight and winding, it hugs the rugged California coastline and provides
spectacular whitewater views around every turn. There’s no room
for speed but plenty of opportunities to test the steering and handling.
Dodge lowered the SRT 1 inch in the front and 2.5 inches in the rear,
added a rear sway bar, modified the rack-and-pinion steering, installed
tuned Bilstein shocks and popped in stiffer springs. The result is hardly
any body roll. Add 15-inch brakes up front and 14s in the rear, and SRT
easily tames twisty canyon roads.
While cornering is precise, the SRT suffers from overly stiff ride over
unfriendly road surfaces. Although the SRT rides on luxurious 305/40 Pirelli
Scorpion tires, road impacts border on harsh and freeway expansion joints
play unbearable paint-shaker tunes on the cabin’s occupants. The
6-speed CD changer in our test vehicle turned off or started switching
CDs every time the truck went over a speed bump, manhole cover or slightest
imperfection in the road. Otherwise, the 500-watt Infinity sound system
pounded out the desired tunes with authority and crispness.
