Dodge
November 18th, 2010 at 01:43am
Under Dodge+ Menufacturer+ Sedan+ Styles
No other car’s styling says, “Don’t f*&! with me” with such eloquence. There’s menace in the scowling headlights, the shield-like crosshair grille, and the shoebox-sized side windows. Those traits, and its fulsome dimensions, mean the Charger works perfectly as a police cruiser. Cops love the Charger because the car’s mere presence has drivers pulling over immediately, even if the lights aren’t flashing. Civilians love it for those exact same reasons.
But for all of its stylized rage, the outgoing Charger never really looked like a Charger. “It could have been an Intrepid, or even a Gran Fury, but we went with ‘Charger’ as it had the best name ?recognition,” president and Dodge-car brand CEO and senior vice-president of product design Ralph Gilles tells us.
The 2011 Charger is designed to be a Charger this time, but not just any one. “Forget the Chargers of the Eighties,” says Gilles. Dodge looked to the ?second-generation Charger (1968–’70) for the new body’s defining characteristics. “We went a little nostalgic in the look,” Gilles tells us. The most obvious throwbacks are the scooped-out hood and doors that recall the Gen-2 model. But those flourishes run deeper into the metal and are exaggerated here. Along the doors, the top of the punched-in crease becomes the shoulder line that broadens outward like a Coke bottle and defines the rear fender, another late-’60s Charger trait. The taillights, made up of 162 glowing LEDs, are a modern tip of the hat to the ’70 Charger. But aside from these design cues, the overall look avoids slavishly copying the past. If you want retro, buy a ?Challenger. The new car wears just enough vintage armor to satisfy the Charger gods, even if it still has two extra doors.
To make customers happy, all versions of the Charger get dual exhaust tips and the option of up to 20-inch wheels (17-inch aluminum wheels are standard). Choose the right options, and the V-6 Charger can look just like the Hemi V-8 version, spoiler and all. For those who can’t resist the lure of the Hemi engine, the 5.7-liter V-8 carries over from last year with an expected 370 horsepower. That engine has no trouble fulfilling the Charger’s muscle-car contract. But the V-6 isn’t the rental-fleet special any more. The corporate 250-hp, 3.5-liter V-6 and the 178-hp, 2.7-liter V-6 are dead, replaced by a new 3.6-liter V-6 that will make an estimated 292 horsepower. Both the V-6 and V-8 use a carry-over five-speed automatic; more gears are rumored for the future. While the six lacks the deep rumble and torque of the V-8, it can accelerate the Charger with plenty of thrust (we estimate 0 to 60 in 6.5 seconds). Despite the added V-6 power, the new engine should achieve fuel economy in the neighborhood of 18 city and 26 highway, numbers that would match the far less powerful 2.7-liter V-6, thanks to the five-speed transmission (up from four) and the new, more slippery body.
Via aerodynamic tweaks, Dodge has attempted to address the No. 1 reason buyers reject the Charger: fuel economy. A lower nose, a deeper chin spoiler, wheels pushed out toward the fenders, hidden wipers, restyled exterior mirrors, and a raked-back windshield all contribute to a reduced drag coefficient. The V-8 Charger probably won’t enjoy improved fuel economy, but the drag reduction should allow it to maintain the previous ratings of 16 city and 25 highway, despite a slightly heavier curb weight. (Its compliance with stricter crash regulations should increase mass by at least 100 pounds, to about 4250.) The new windshield angle also helped resolve the second-most-common complaint: outward visibility. With glass now closer to the driver’s head, pilots no longer have to peep like a Tom to see hanging stoplights. Larger side glass, the small sail windows in front of the C-pillars, and the slightly lower beltline increase the glazed area by 15 percent and remove the previous car’s high-waisted, tank-like cabin ambience, especially in the back seat.
Dodge also addressed our primary gripe with the previous ?Charger: its Chinese-car interior quality. Dashboard plastics now have leathery graining, seat fabrics have moved out of the econobox realm, and all the pillars are now covered in headliner fabric instead of plastic. Plus, there’s real aluminum trim on the dashboard, and soft surfaces welcome resting elbows. A 4.3-inch touch screen is standard and controls the radio, climate, and vehicle settings. Opt for navigation, and the display grows to 8.6 inches of ?big-screen glory. There’s noise-absorbing laminated glass in the windshield, and the front side windows are double-paned to further quiet the cabin. The last hints that Daimler once owned Dodge—the Mercedes turn-signal, wiper, and cruise-control stalks—are all gone, replaced by Dodge’s own parts. A new smaller-diameter steering wheel, wrapped in soft leather, hosts buttons for radio tuning, volume, cruise control, and the trip computer.
Although it rides on the same basic platform as before, the car has new roof pillars and uses additional high-strength steel to pass future side-impact crash regulations. Dodge left the brakes, the chassis layout, and the 120-inch wheelbase alone, which is fine by us. The multilink front and rear suspensions remain, but the Charger has been retuned to feel smaller, more agile, and sportier despite its full size and expected weight increase. Dodge will offer three suspension packages; the most basic Touring suspension will have more roll stiffness than before and will come with 17- or 18-inch wheels. Moving up to the Performance package further stiffens the Charger, adds heft to the steering, and brings 20-inch wheels. A Super Track package offers even more roll resistance and, as before, comes with Goodyear Eagle F1 Supercar tires.
A big part of ?the Charger’s sportier feel is a new, quicker steering rack (2.5 turns lock-to-lock versus 2.8 turns in the old car) that now features electrohydraulic assistance to save fuel. Effort remains on the light side, but the prompt steering makes the Charger feel more manageable and smaller than it used to. Turn-in is more immediate, and the wheel loads up slightly in response to cornering loads. Pointed straight, the precision of the new steering makes the previous car feel as if it had a vintage, recirculating-ball system. All-wheel drive remains available, but the feature is now a stand-alone option. Previously, all-wheel drive meant a raised ride height that would elicit the question, “Where’s the flood?” For 2011, Dodge has lowered the AWD model’s suspension by one inch, bringing its stance nearly in line with that of other Chargers.
A careful mining of ?Dodge’s past gives the new car enough retro touches to tie it to the Chargers of ?yore. But Dodge didn’t throw out what so many people loved about the previous generation. Though they’ve been tweaked a bit, the forward-canted crosshair grille, the glaring headlights, and the fighting-bull stance remain. Yes, the Charger’s still a bad-ass, but it’s now a better car to live with. In other words, it is managing its anger quite well.
From : http://www.caranddriver.com/reviews/car/10q4/2011_dodge_charger-first_drive_review
By admin
July 9th, 2010 at 07:50am
Under Dodge+ Menufacturer+ Styles+ Supercar
The Dodge Viper has been with us for nearly 20 years and will go out of production—at least for now—this summer. We’ve driven almost every variant of the car in that time, our reports often contributing to its reputation as a hairy-chested, have-your-affairs-in-order road weapon. Pity the fool who doesn’t respect 511 cubic inches of V-10 and rear-wheel drive without any electronic oversight save ABS.
In saying goodbye to the Viper, Chrysler invited us to GingerMan Raceway in South Haven, Michigan, for a turn in what will be one of the last iterations of the current car: the 2010 SRT10 ACR-X. Another street-legal, sticker-job special, you say, like the recent ACR Voodoo and 1.33 editions? No, the ACR-X is a proper fire-and-brimstone race car, devoid of the regulatory compromises that, er, water down lesser Vipers for street use.
Pumped Up and Stripped Out
A Viper race car is nothing new. The car has competed in pro-level racing since the mid-’90s and has graced the podiums of both Le Mans and Daytona. The top-rung Competition coupe currently battles in various GT classes around the world. But what sets the X apart is its more direct ties to the ACR street car and how clearly it demonstrates the potency of a civilian Viper configured solely for the track.
As with all 2010 Vipers, the X is powered by an 8.4-liter V-10 that spins the rear wheels via a six-speed manual gearbox. The X’s engine, however, has been uncorked by way of headers and a low-restriction exhaust system, which add 40 additional ponies for a total of 640. Torque is up 45 lb-ft to 605. The suspension is fully adjustable and sports higher spring rates that allow the chassis to maximize grip from the special 18-inch-front and 19-inch-rear Michelin slicks. Various aero tweaks, such as additional dive planes on the front fascia, provide up to 1100 pounds of downforce at 150 mph, or about 100 more than on the regular ACR.
Chrysler claims to have reduced the X’s curb weight by 120 pounds compared with the roadgoing ACR’s weight. The new total—about 3200 pounds—was mostly realized by thoroughly gutting the interior. The dash and the center console remain and an eight-point, SCCA-certified roll cage and fuel cell have been fitted, but the cabin is definitely sparse, with no side windows to roll down, a single racing seat and harness, and a removable Momo steering wheel. Other racing add-ons include a fire-suppression system, transmission and differential coolers, and larger front brake rotors fed by ducting that is more efficient than the street car’s.
The X’s improved power-to-weight ratio should be good for taking a 10th or two off the ACR’s 3.4-second 0-to-60-mph time and 11.8-second quarter-mile pass at 126 mph. The slicks will help the race car obliterate the street car’s 1.08 g of skidpad grip, but thanks to the extreme drag of all that downforce-generating aero, expect the top speed to stand fast at about 185 mph.
In Its Element
Chrysler wisely chose to warm us up to the new car by having us work through the Viper ranks on the track, from SRT10 roadster, to the ACR coupe, and then finally to the ACR-X. Although a racetrack is a controlled environment, these cars require your full respect and concentration. The ACR’s considerable downforce and Michelin Pilot Sport Cup tires plant you to the road and quell much of the nervousness of the base car, but it’s not until after you drive the X that you realize how much has been improved on.
Inside, you sit much lower than in the street car, and it feels much less cramped overall, particularly with the small, airbagless racing wheel offering a clear view of the gauges. The regular car’s slightly offset driving position is less noticeable, as well. Once the sticky Michelins get some heat in them and you get used to the raw, odd-firing bellow of the V-10, a transformation occurs as the car seemingly shrinks around you the harder you push it. Gone is the feeling of potential peril, replaced by the confidence that can only come from a set of grippy, race-spec gumballs. Sure, careless prods of the throttle will have you exiting corners tailfirst, but the chassis responds so quickly to inputs that you can catch all but the most serious twitches with little fuss.
Once comfortable enough to charge the car through corners, we were able to brake later, turn in harder, and power through kinks that we second-guessed in the ACR. Braking hard from speed feels as if it might damage internal organs, and with so much torque on hand—along with less weight and more grip—shifting was more of an option than a necessity. Even on the relatively tight GingerMan circuit, which has only a couple fast bends and moderate straights, the stability from the external aero appendages inspired great confidence, provided we had the courage to corner fast enough for them to work.
We, however, didn’t have the stones to push the ACR-X all the way to its screaming limits, which is why Dodge brought along Kuno Wittmer, an SCCA Pro Racing World Challenge driver who regularly runs a Viper Competition coupe. Being comfortable with racing Vipers and the speeds they’re capable of, he quickly humbled us with his pace. At the end of the day, Wittmer’s lap times around GingerMan’s 1.9-mile short configuration dropped to 1 minute 22.7 seconds in the ACR-X, some four seconds quicker than his time in the ACR.
Gentlemen, Start Your Engines!
Currently, only 25 examples of the ACR-X are scheduled to be built before the Viper’s Connor Avenue plant closes this summer (the vehicles go down the same line as other Vipers but are finished off at Roush Racing in Livonia, Michigan). All those cars are spoken for, but Dodge officials say an additional batch of 25 will be produced if demand is high enough. Being a race car, part of that demand depends on how well the racing action is received. Dodge and the Viper Racing League have organized the Dodge Viper Cup, a 10-event, spec-racing series for ACR-X owners. The series will visit several U.S. venues throughout the summer and fall. Cash will be awarded—$6500 for race wins, $25,000 for the championship. The cars will be eligible to compete in various other events sanctioned by the Viper Racing League, the SCCA, and NASA. Now, how about a guest media driver in one of the events so we can wrap up our impressions?
Fortunately, the price of entry into this club is not as significant as you might think and shows how much development has been put into the ACR street car. Whereas the ACR starts at $108,785, the ACR-X stickers at $110,000. The car is sold directly to owners sans warranty, but Dodge says it will offer an “attractively priced” package of spare parts for racing. Compared with the current Competition coupe, which costs closer to $200,000, that figure sounds like a bargain.
What’s Next?
What lies ahead for the next generation of Chrysler’s sports car is still a mystery, but we were assured that the company’s new Italian owners have enthusiastically embraced the Viper and support its continued development. Fiat CEO Sergio Marchionne is a devout motorhead, and the Italians have requested that several Vipers be shipped to the homeland for “study.” Electronic stability control will be reluctantly added due to new safety regulations, and a drop in overall weight is possible given concerns about fuel economy. But regardless of whether or not the next model is based on Maserati underpinnings or shares some engineering tech with Ferrari, as we’ve speculated in the past, we hope the company doesn’t file away all the car’s rough edges. It simply wouldn’t be a Viper if it didn’t have an attitude.
From : http://www.caranddriver.com/reviews/car/10q2/2010_dodge_viper_srt10_acr-x-first_drive_review
By admin
June 3rd, 2010 at 08:30am
Under Dodge+ Menufacturer+ Styles+ Truck
For most people, the initials “HD” have everything to do with the fidelity of their television sets and nothing to do with automobiles. But to any Texas rancher—and a huge portion of full-size-pickup buyers elsewhere in the country—those two letters represent a term that separates the men from the boys in the pickup world: heavy duty. The HD pickup game has stepped up in might and intensity during the past decade, with a three-way race between the Dodge Ram HD and its only rivals, the Ford F-series Super Duty and the Chevrolet Silverado/GMC Sierra HD twins. Fittingly, Dodge lured us into the heart of the Lone Star state—San Antonio, specifically—to sample its new Ram 2500 and 3500 Heavy Duty trucks where they’re appreciated most.
When it lands in dealerships early next year, the big Ram Heavy Duty will be Chrysler’s first official new product launch in a year—the last one being the light-duty Ram, incidentally—and the first since Fiat took the helm earlier in 2009. What we found was not just the Heaviest Dutiest Rammiest Ram ever, but also the quietest and most comfortable HD truck we can remember.
Ingredients of the “Ultimate Tow Vehicle”
The primary goal of the HD this go-round, according to Chrysler, was to become the “ultimate tow vehicle.” Thus, it is built on a de rigueur fully boxed ladder frame with coil springs up front, but in place of the coil-spring rear end found on the light-duty Ram 1500 are heartier, more conventional leaf springs. Engines are none too wimpy. A 5.7-liter Hemi V-8 with 383 hp and 400 lb-ft of torque is standard, and for the truly serious, the Cummins 6.7-liter inline-six turbo-diesel returns with 350 hp and a monstrous 650 lb-ft of torque, the latter being offered with the choice of a six-speed automatic or manual transmission. Axle ratios come in 3.42:1, 3.73:1, and 4.10:1 flavors to make the most of all that torque. The results are payload capacities of 1890 pounds to 5110 pounds, depending on engine and body style; towing capacity ranges from 8150 pounds to a houselike 18,500 pounds.
There are literally hundreds of different cab, wheelbase, powertrain, and drivetrain configurations offered on the Ram Heavy Duty; alas, we were only able to sample four of them, or five if you count the 3500 diesel dualie that was saddled with 16,000 pounds’ worth of farm equipment on a dual-axle trailer. Predictably, that one required patience up the inclines but didn’t want to quit. With nearly a ton of trailer-tongue weight pressing down on its rear, steering precision more or less dropped off a cliff, and the brakes were rather taxed by the load, which brought the rig to within a few pounds of its 25,400-pound gross vehicle weight limit (up from 24,000 for 2009). In that instance, however, the new exhaust-brake system helped tremendously, preventing us from gaining speed even on serious descents so as to preserve our brake power for when we truly needed it.
The other Rams we drove were empty, so we could pay particular attention to how closely the stiffer-sprung HDs resemble their light-duty counterparts, which we have praised for their favorable ride quality and response, mostly due to their coil-spring suspensions. How’d the new HDs do? For the most part, quite well. There was indeed more bouncing, but Chrysler’s efforts to quell the skateboardlike unladen ride of the HD paid off. Credit new C-pillar hydromounts that help mitigate cab shaking. The steering, however, is just as dull and unresponsive right off-center as in the 1500, requiring up to 15 degrees of steering-wheel rotation to get those front wheels to bite into a turn (at which point they do abruptly). The brakes are respectable in feel and response, though, considering the mass they are charged with halting.
The engines are predictably gutsy yet remarkably quiet. The 2500’s Hemi V-8 is downright silent in operation when you’re not mashing the gas, and it emits a delicious but still-subdued growl when floored. The Cummins-sourced turbo-diesel that comes with all Ram 3500s, on the other hand, is less than silent, yet is one of the quietest diesels we’ve ever heard from behind the wheel of a pickup.
Credit should go to the interior team, which not only paid the Ram Heavy Duty the same sort of attention it paid to the 1500 in terms of sound insulation but also gave it all the upscale storage and comfort amenities, including an options list as long as a freight train. Two-tone leather seats, top-stitched dash and seat trim, and faux wood dress up the interior in a way that few hard-working HD drivers have ever experienced. A stylish center display conveys comprehensive trip and vehicle-related information.
Even more useful for working types are the gabillions of storage cubbies found throughout the huge cabin, including a two-tier glove box and center console, as well as bins under the rear-seat floor. A crew cab replaces last year’s shorter Quad Cab, finally giving Dodge a four-door truck with real rear legroom in addition to the still-available and even-larger Mega Cab. Unfortunately, the Ram Heavy Duty is not available with the Ram 1500’s nifty Ram Box bedside storage areas.
Power Wagon Returns
On the outside, of course, the Ram Heavy Duty serves up a pile of bad-ass. The hood is some four inches higher than those of non-HD Rams, and the front bumper is a bit more chiseled. The body is otherwise unchanged, save for clear-lens clearance lights and the rear fenders of dualie models, which now encase the extra wheels in pontoonlike, full-height fender swells.
For those who just can’t get enough machismo (or for nostalgic Simon and Simon fans), the 2500-based Power Wagon returns for 2010, with a graphics package, a two-inch lift, 32-inch BFGoodrich off-road tires, Bilstein shocks, electronically locking front and rear differentials and disconnecting anti-roll bars, underbody skid protection, and a 4.56:1 axle ratio for improved off-road capability.
Fuel Economy? Who Knows, Who Cares?
Due to the high gross vehicle weight of heavy-duty pickups, fuel-economy figures are not required by the EPA and almost never released. But we can report that during our first 100-plus-mile leg in a diesel-equipped, single-rear-wheel 3500 crew cab, the trip computer displayed an average of 14.1 mpg.
Given the 2010 Ram Heavy Duty’s three cab styles (regular, crew, and Mega), two cargo boxes (six feet four and eight feet), single- and dual-rear-wheel configurations, and five trim levels (ST, SLT, TRX, Power Wagon, and Laramie), there is a plethora of build combinations, and prices will therefore vary wildly. The base price of a stripped 2500 work truck is $28,165, with 3500s starting at just over $35,000. However, 3500 Mega Cab dualies in Laramie trim with the Cummins turbo-diesel start at more than $51,000, making it possible to crest $60,000 with all the bells and whistles. For buyers who need the capability, such a truck could pay back that investment in relatively short order. We don’t fall into the category, but maybe we need to find ourselves a car hauler and road-test a new Ram Heavy Duty on the way to the racetrack. With half our long-term fleet in tow.
From : http://www.caranddriver.com/reviews/car/09q4/2010_dodge_ram_2500_3500_heavy_duty-first_drive_review
By admin
May 4th, 2010 at 01:37pm
Under Dodge+ Menufacturer+ Sedan+ Styles
If you are in the market for a brand new 2010 Dodge Charger you will have a select of 6 different trims. Each 2010 Dodge Charger trim offers a different set of features, which changes its price. Some 2010 Dodge Charger trims come with different engines so the gas mileage will also vary. Of the 6 different trims, the 2010 Dodge Charger least expensive is the Base that has an MSRP of $24,390, and an invoice price of $23,690. This trim comes with a 2.7L 178 hp V6 engine, and has an EPA rated 18/26 miles per gallon fuel economy. The top of the line 2010 Dodge Charger is the SRT8, and it has an MSRP of $38,180, and an invoice price of $36,239. This model comes with a 6.1L 425 hp V8 engine, and has an EPA rated 13/19 miles per gallon fuel economy.
For each different trim we have pictures that show you the various angles of the car. Our 2010 Dodge Charger interior pictures show you the steering wheel, dashboard, stereo and various other components. Our exterior shots show you what the car looks like in various trims, as some trims have different wheels or body molding that sets itself apart from other 2010 Dodge Charger trims.
For those of you who have experience with the 2010 Dodge Charger, we encourage you to submit a review so that other AutoUSA visitors can better understand your thoughts and experience with the car. If you are looking for a review, we encourage you to read reviews that have been posted by other visitors.
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2010 Dodge Charger
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If you are in the market for a brand new 2010 Dodge Charger you will have a select of 6 different trims. Each 2010 Dodge Charger trim offers a different set of features, which changes its price. Some 2010 Dodge Charger trims come with different engines so the gas mileage will also vary. Of the 6 different trims, the 2010 Dodge Charger least expensive is the Base that has an MSRP of $24,390, and an invoice price of $23,690. This trim comes with a 2.7L 178 hp V6 engine, and has an EPA rated 18/26 miles per gallon fuel economy. The top of the line 2010 Dodge Charger is the SRT8, and it has an MSRP of $38,180, and an invoice price of $36,239. This model comes with a 6.1L 425 hp V8 engine, and has an EPA rated 13/19 miles per gallon fuel economy.
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By admin
