CHICAGO (Tribune Media) - For 2003, Dodge will introduce the first all-new Viper in the car's 12-year history. The model, though it has a 500-horsepower engine, is a kinder, gentler version than the Vipers that came before it.

The current Viper, by any measure, is a beast. On a racetrack, less-than-precise driving is rewarded by a big, lurid, embarrassing, often expensive spin. Anti-lock brakes are only a recent addition. Air conditioning is available, but it pumps cool air into the cockpit where, and when, it sees fit. The largest vent, which can't be adjusted, is right under the steering wheel, pointed at the driver's lower extremities. You can't get side air bags or traction control.

Mostly, though, there's that styling -- a front end with a sinister snarl, a profile that countless prepubescent males have spent endless hours sketching in study hall, a "See ya later, wuss!" rear.

Dodge stylists kept the V-10 engine for 2003, even increasing it from 8.0 to 8.3 liters. Held over is the six-speed Tremec manual transmission. But although the 2003 Viper is striking, it seems watered down, as if the government, or at least Tipper Gore, intervened.

Handling is described as "predictable," the interior "refined." In most circumstances, these are good adjectives; when applied to the Viper - well, maybe not so good. The 2003 Viper is Dodge's version of the Chevrolet Corvette. The Corvette is a wonderful car, but we already have a Corvette. The Viper was its blue-collar, slightly dangerous cousin from the wrong side of the tracks. Now, both cars play polo and wear letter jackets.

I'll have a full test of the 2003 Viper pretty soon, but for now, let's take one last, very long spin in what is inarguably the best first-generation Viper, the GTS ACR.

Which means: GTS is the hardtop version of the Viper, and the RT/10 is the convertible. ACR stands for "American Club Racing," a moniker Dodge uses to describe speeded-up versions of existing vehicles. ACR models are not quite ready for the racetrack but very nearly so.

A regular 2002 GTS starts at $72,225 ($500 more than the RT/10 roadster, which can't be had with the ACR package). The $10,000 ACR package adds aluminum wheels, a stiffer suspension and 10 horsepower, and removes the air conditioner and stereo. Then you have to pay $1,100 to get the air and stereo back, if you want them. Don't ask.

Add $3,000 for painted stripes, a $3,000 gas guzzler tax and $775 for shipping, and the bottom line is $90,100. Ow!

The GTS ACR deserves its beastly reputation at maximum velocity, but around town, it's a sweetheart, once you get used to the long, low-hanging nose. The six-speed manual transmission is much improved. With no traction control, though, 460 horses can be a handful on wet pavement.

The ride isn't bad, comfort for the driver and passenger is quite good, and while you get plenty of attention, the vast majority of it is positive. When I drive a Viper, I am at least a foot taller.

I'll learn to love the 2003 Viper, I'm sure. But it will take some time to forget this bad, bad boy.