Archive for the ‘v-6’ Tag

2017 Chrysler Town & Country Spy Shots

The current Chrysler Town & Country has been with us since the 2008 model year but a successor, the nameplate’s sixth generation, is in the works and has been spotted again, this time with the least camouflage gear we’ve seen yet. The new minivan is due on the market next year, as a 2017 model, and will make its debut at next month’s 2016 Detroit Auto Show.

2017 town and country

Not much is known about the new Town & Country except its aforementioned arrival date, plus rumors it will offer a plug-in hybrid option. Though it’s not common for multiple powertrains to be offered in the minivan segment, it’s likely a non-hybrid option will be available as well, either a four-cylinder or V-6. The transmission is expected to be a nine-speed auto and buyers should be able to choose from front- or all-wheel-drive configurations.

As for styling, Chrysler’s 700C concept from 2012 hints at what’s to come. The new Town & Country looks to be a bit wider and more planted than the model it replaces. We can also see the new front end which has a similar design to the Chrysler 200.

Inside, look for a number of tech goodies including the popular Uconnect interface with an 8.4-inch screen in the dash. It appears that Chrysler may even add a digital screen in the instrument cluster.

This time around, the Town & Country won’t spawn a Dodge Grand Caravan twin. Fiat Chrysler Automobiles [NYSE:FCAU] has confirmed that the Grand Caravan will be phased out as part of Dodge’s transformation into a performance brand. However, the Detroit Free Press reports that the existing Dodge Grand Caravan will continue to be sold for some years still.

Key rivals for the new Town & Country will remain the Honda Odyssey, Kia Sedona, Nissan Quest and Toyota Sienna. You can see that FCA engineers are using some of these rivals for benchmarking.

Stay tuned for the debut at the 2016 Detroit Auto Show, which gets underway January 13. In the meantime, see what else will be appearing at the via our dedicated hub.

Read more at: http://www.motorauthority.com/news/1017648_2017-chrysler-town-country-spy-shots?fbfanpage#image=100538875

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New Jeep Grand Wagoneer To Be Shown To Dealers This Summer

Fiat Chrysler Automobiles [NYSE:FCAU] confirmed in its five-year strategy announcement made last year that it will launch a new Grand Wagoneer on the market in 2018. The vehicle, to be based on a heavily-updated version of the current Grand Cherokee platform, will be Jeep’s most expensive model, with high-end variants aimed at full-size luxury SUVs like the Cadillac Escalade, Land Rover Range Rover and Mercedes-Benz GL-Class.

While the vehicle is unlikely to be shown publicly for some time still, FCA is tipped to present the car at its biennial dealer meeting taking place in Las Vegas this August. Automotive News (subscription required) is reporting that FCA is teasing the new Grand Wagoneer to get more of its dealers to attend the meeting.

Work on the new Grand Wagoneer has actually been going on for several years already. FCA CEO Sergio Marchionne first confirmed plans for the vehicle as far back as 2011, although at the time he said it will launch in 2013. The last Grand Wagoneer bowed out of the market in 1991. Expect the new one to be a large, fully-capable SUV with third-row seats. Powertrains should include V-6 and V-8 options, with a diesel unit thrown in for some markets.

Stay tuned for an update.

Read more at: https://www.yahoo.com/autos/s/jeep-grand-wagoneer-shown-dealers-summer-170000984.html

The 2015 Nissan Murano goes head-to-head with the Ford Edge

If you decide that you want a stylish, roomy mid-size utility vehicle—one that drives like a car—and you don’t need a third row, or any rugged pretense, then the Ford Edge and Nissan Murano are two of the better picks on the market. And if you narrow your priorities to vehicles that look conceived for adults—not just as rolling cribs and diaper bins—then the Murano and Edge stand atop an even smaller list.

Both models are indeed stylish, mature, and sophisticated, but in very different ways. The Murano wears an especially bold face, with the new corporate ‘V-motion’ grille and boomerang headlights and taillights that frame some especially handsome contouring. Inside, the Murano has a swoopy, V-shaped design that’s equally radical, and distinct trims verge away from the woodgrain, piano-black plastic, and excessive brightwork that’s so common in premium interiors. The Edge, on the other side, looks sporty and athletic, with its contours and details feeling carefully calculated to fit right in with Ford’s existing lineup. On the inside, the Ford hits all the right cues for sporty and premium, although we think the Murano’s distinct look inside and out gives it a solid advantage in styling.

Performance-wise, these two models are polar opposites as well. While the Ford Edge now relies mostly on turbocharged, so-called EcoBoost engines and six-speed automatic transmissions—a non-turbo V-6 is there as more of a token offering—the Murano goes a more traditional route underhood, with a naturally aspirated V-6 the sole engine for the lineup. In the Murano, it’s paired with a continuously variable automatic transmission (CVT) that does its job in keeping engine revs under control while all you notice is plenty of acceleration on tap when you need it—with little of the rubber-band responses that plagued former CVTs. On the other hand, you’re much more aware of the powertrain in the Edge, as it has crisp, well-coordinated shifts. And hold on before you think you’re getting a much more fuel-efficient vehicle with the EcoBoost Edge; it’s a virtual tie against the V-6 Murano.

Ride and handling is very different between these two, with the Edge offering a rather firm but muted feel—more in line with German luxury crossovers, really—while the Murano has an equally quiet yet more plush ride that makes it a closer counterpoint to the Lexus RX. The Edge has a serious edge in handling, we think, as its precise steering and well-tuned suspension allow it to feel like a lower vehicle than it is when the road gets twisty. But considering the Murano’s strong, unobtrusive powertrain, we give the Edge only a slight edge here.

One note: The Ford Edge is offered in a performance-oriented Edge Sport model, which adds a twin-turbo, 2.7-liter V-6, making 315 horsepower and 375 lb-ft of torque. With suspension and steering changes that bring a firmer, more communicated, plus serious appearance changes on the outside—most notably, brightwork replaced with a blacked-out look.

Inside is where the Edge and Murano compare most easily in an A-to-B sense. While the two feel (and are) a virtual tie when it comes to cargo space, versatility, and general usability, we have to give the Edge demerits here for its flat, unsupportive seats. The Murano’s back seats especially shame those in the Edge, with their excellent contouring in outboard positions, while in the Ford the frame of the Vista Roof can interfere with headroom for taller occupants.

Full crash-test results aren’t yet available for either of these recently redesigned models. Both of these models save some of their best active-safety technology—like Predictive Forward Collision Warning on the Pathfinder, or Lane Keep Assist and inflatable rear seatbelts on the Edge—for option packages on top-of-the-line models.

Feature-wise, both of these models are presented with a sort of two-pronged approach: with tantalizing value-oriented base models that offer an interesting alternative to smaller, more mass-market models, as well as fully-kitted-out top-trim models that match up against luxury-brand models in all but the badge. At the base level, the base Murano S comes with a bit more than the Edge—with dual-zone climate control and a decent apps-compatible infotainment system standard—but at the top end we’ll call the Edge the winner in the features race by a slight bit, as it can be equipped with things like an Active Park Assist system that will let the Edge park itself, even into a perpendicular spot, as you manage the accelerator and brake pedals.

Who’s the winner here? The Edge only has it if you place more weight on handling, and a more European feel (especially with the Edge Sport), or if you really must have the edge on technology features. Otherwise it’s the Murano, as its like-no-other styling, plush ride, confident performance, and very comfortable seating add up to something that’s quite compelling.

As read on: http://www.thecarconnection.com/news/1097256_nissan-murano-vs-ford-edge-compare-cars

2015 Chrysler 300 V-8

Quick! Name an American, rear-drive, V-8–powered, full-size sedan. If you said, “Chrysler 300,” you’re only 15 percent right, because that’s the proportion of 300 buyers who actually opt for the V-8. The rest decide that the V-6 will suffice, a strong indicator that while the model name may be rooted in a high-performance heritage, the car sells mostly on its styling, size, and value. All the same, the V-8 is key to the car’s image so that’s the version we sought out first—in both the 300C and sportier 300S trims—to sample on roads in and around Austin, Texas.

A decade after Ralph Gilles’s design for the 2005 model caused an industry sensation, the 300 has been revamped a second time, with new nose and tail treatments featuring redesigned lights and a 32-percent larger grille, a fresh interior, and an eight-speed automatic operated by a rotary dial on the console. The EPA combined fuel-economy rating goes up 1 mpg to 19 (16/25 mpg city/highway) with the new transmission, the quicker shifting of which Chrysler says will also improve performance even though the engine is unchanged.

The 300 got a thorough redo in 2011, but for 2015 it gets no new sheetmetal, unlike its platform-mate, the Dodge Charger. It does add another trim level, the 300C Platinum. The C, S, and C Platinum all offer the V-8 as an option but the engine is not available on the base Limited, adding a perhaps-unintended layer of meaning to that version’s name.

Checking the option box for the 5.7-liter V-8 costs $3000, which gets you not only the 363-hp Hemi, but also bigger brakes (with dual- rather than single-piston calipers up front and ventilated rather than solid rotors in back) and a 160-mph speedometer. The 300S also gains a decklid spoiler, while C and Platinum trim levels get the paddle shifters that come standard on any S. This year, the V-8 can no longer be paired with all-wheel drive, owing to that combo’s abysmal take rate; evidently, people who already commit $2500 extra for AWD are disinclined to throw another three grand at the lump under the hood.

DIAL A GEAR

Brand president and CEO Al Gardner’s marching orders for Chrysler are to square up more directly against the industry’s volume-sales leaders, including Ford, Chevrolet, and Toyota. As Chrysler’s flagship, the 300 still has some near-luxury pretensions, but the sharpened focus gives Dodge precedence as the “performance” brand. This goes some way toward explaining the lack of a U.S.-market SRT8 version. The SRT8 will survive in some foreign markets, but its price point exceeds (and its sales volumes fall far short of) Chrysler’s targets for North America.

A pity perhaps, but mainstream buyers in search of a V-8’s bellowing torque still have the 5.7-liter and its 394 lb-ft to lust after. New mechanical elements are the eight-speed gearbox, electric-assist power steering, and a retuned suspension using aluminum components. Aside from the rotary-dial gear selector much like the one on the Chrysler 200, prominent changes inside include a handsome new steering wheel, a new instrument cluster, and a redesigned center stack. There’s a good division of labor between the 8.4-inch UConnect touch screen and the button interfaces, although we grew frustrated by a radio we couldn’t turn off—the volume can be muted, but it repeatedly reactivated itself without our bidding. Also, the heated-seat controls are buried in the touch-screen menu rather than given dedicated buttons; partially offsetting that annoyance, a seat-heat icon appears on-screen when you first start the car, so you can avoid the irritation if you’re quick.

Supplementing that screen is a new 7.0-inch driver-information display nestled between the tach and speedometer. As long as you’re okay with the dial-a-gear setup, the controls are all easier to figure out and use than in the previous model, even with the added indicators and buttons for the new electronic driver aids, which include adaptive cruise control with full-stop ability, lane-departure warning, lane-keeping assist, forward-collision warning, and brake assist. These are contained in the SafetyTec 2 package, a $1695 option; SafetyTec 1, also at $1695 and required to get SafetyTec 2, brings parking assist, blind-spot and cross-traffic alerts, as well as forward-collision and adaptive cruise.

WHERE THE HEMI MEETS THE ROAD

The first V-8 we drove was a 300C optioned up to $47,170 with all the electronic assists, Touring suspension, and 20-inch wheels wearing 245/45 all-season performance tires. It’s a handsome car in the more traditional Detroit mold with plenty of chrome trim and, as configured, most of the driver-oriented hardware that comes on a 300S, excluding only that version’s tauter suspension. The 300C proved to be a comfortable, relaxed commuter through Austin’s dense urban traffic despite a bit of road noise from the performance-grade rubber; standard 18-inch wheels with touring-grade tires are a better choice for the comfort-seeker.

Once we got out into Texas Hill Country and the winding two-lane roads that make the region a driver’s delight, the latest 300 was eager to demonstrate that, like its predecessors, it can handle much better than you’d ever expect of a 4350-pound four-door. To get the best out of it, turn the gear selector to “S,” which delivers crisper shifts and allows the driver to take full control of the eight gears via the paddles—it lets you bump against the rev limiter rather than shifting itself at redline.

Our complaints of lazy shifting in previous 300s have been addressed, especially with the dial in S. Whether the driver calls for them or lets the transmission think for itself, gearchanges are crisp, taking only 250 microseconds, according to Chrysler, versus 400 for the previous model with its five-speed automatic. The only flaw is that Chrysler’s paddles are small, sharing back-of-the-wheel space with audio-system buttons, making it too easy to change radio stations rather than gears. There’s also a Sport button on the center stack that calls up more-aggressive programs for the throttle and steering response.

Speaking of the latter, Chrysler seems to have done its sums right with the electric-assist steering. You wouldn’t call it communicative, but at its worst the feel is as good as that delivered by the previous hydraulic unit, and sometimes it’s better as full electronic control allows for sharper reflexes when you’re going hard without imposing any burden in parking maneuvers. It’s also adjustable through three settings via the center screen.

PLENTY OF GOODS TO BACK UP THE GOODNESS

While the Platinum layers on more luxury, the driver’s choice remains the 300S with the V-8. Our test example had the 300S Premium Group option pack ($3295), including a dual-pane panoramic sunroof, navigation, the big UConnect screen, the SafetyTec 1 features, satellite radio, and so on. Other notable options included a $895 Light Group with self-leveling HID headlamps, SafetyTec 2, and a roof painted black to contrast with the Redline red paint ($1500). Not all of that is essential gear, so it’s clear you can get the driving goodness of the 300S without spending the full $46,275 on this car’s sticker. That’s worth considering because at that price, you’re head-to-head with the Chevrolet SS, which comes fully loaded at its base price and now offers your choice of manual or automatic transmission. Also important, the Chevy is several hundred pounds lighter and a better performer overall.

The Chevy might not interest those into the 300 look and the Hemi heritage, but the keen drivers for whom that car might be an option should know that the tighter suspension in the 300S is worth having—with it, the car took a quicker set into a corner and was less inclined to pitch or roll than was the otherwise similar 300C when the back roads took on the contours of a stormy sea. The 300S’s attendant blacked-out trim and unique grille texture are more matters of taste.

Chrysler kept reminding us that the 300 model name turns 60 years old in 2015, harking back to the original C-300 of 1955. Sixty years ago, its 300 (gross) horsepower was a bunch of power and the C-300 was a bunch of car. It was also an early exemplar of a car company mating luxury and style with performance.

Even with the SRT8 version gone, the 2015 model combines respectable performance, elegant styling, useful technology, and surprising agility at a reasonable price. If it’s the V-8 configuration you want, this may be the time to step up. When FCA finally gets around to a clean-sheet redesign—expected for 2018—the V-8 will probably be even more rare, and more expensive, than it is now.

As read on: http://www.caranddriver.com/reviews/2015-chrysler-300-v-8-first-drive-review

Esquire: Ram top truck

Esquire magazine has named the Ram 1500 EcoDiesel, America’s most fuel-efficient pickup, its Truck of the Year, considering efficiency, functionality, versatility, safety, value, and style.

The Ram 1500 diesel earned a 28 mpg rating from the U.S. Environmental Protection Agency (EPA), the best highway-cycle test result ever achieved by a full-size, half-ton pickup — and exceeded the highway rating for the top-ranked small pickup. The previous half-ton fuel efficiency record had been set by the Ram 1500 V-6, at 25 mpg highway.

“This is where the truck tide turns: a full-sized American pickup with a just-big-enough diesel V-6—the only one of its kind,” Esquire magazine noted. “You get the fuel economy of a small engine, the pulling power of a larger one and the grumble of a working-class diesel.”

As read on: http://www.allpar.com/news/index.php/2014/12/esquire-ram-top-truck

2015 Dodge Challenger V-6 8-Speed Automatic

With a turbo four-cylinder Ford Mustang now a real thing, we’re moved to reexamine the genre of the entry-level muscle car, long associated with secretarial pools and rental-car lots. Under discussion today: the V-6–powered Dodge Challenger SXT, sporting a new eight-speed transmission and a redesigned interior. Is it still more show than go?

It’s certainly still got “show.” For 2015, Dodge adds 1971 cues to the basic 1970 styling theme, including its split-port grille inserts and quad taillamp treatment. Other updates include headlamps with stern-looking LED halo rings and smoother front and rear fascias.

If the Challenger’s body changes only a little, an utter transformation occurs inside. Stylists placed a 1971 Challenger dashboard in the studio during the design process, and its influence can be found in the sweet, conical gauges with hidden needles and classic fonts. But, overall, this is a modern space, with strong forms, soft-touch panels, and real aluminum trim.

The 3.6-liter V-6 is unchanged, but the new ZF eight-speed automatic is a massive improvement, exploiting all of the engine’s 305 horsepower and 268 pound-feet of torque while helping to raise fuel economy from 18 mpg city/27 mpg highway to 19/30. Zero-to-60 acceleration drops a bit from 6.4 seconds to a respectable, if not-quite-muscle-car-worthy 6.2. The weighty Challenger trails its V-6–powered competitors by about a second.

So the eight-speed auto doesn’t bring much in the way of performance improvements, but it is a nice piece with smooth, decisive shifts and predictive downshifting in sport mode. Steering-wheel paddles come with the Super Track Pak option ($695), which also brings 20-inch wheels, a more buttoned-down suspension, revised steering, dual-piston front brake calipers around larger 13.6-inch front rotors, and Dodge Performance apps.

Hustling around Portland International Raceway, the SXT with the Super Track Pak could easily hang with the 485-hp Challenger SRT 392 in the kinkier sections thanks to communicative steering, Goodyear summer tires, strong brakes, and roughly 300 less pounds, most of them coming off the front axle. With the power­train settings in sport, the eight-speed always found the power band’s sweet spot, allowing us to simply leave it in drive and still post impressive lap times.

On the road, the V-6 proves competent and unobtrusive, though the handling never lets you forget that the Challenger is essentially a Charger sedan with a few less inches in the middle. Dive into a tight corner and the car lists at turn-in, finds its legs, then stabilizes with some throttle. The grip is there, but it drives big. Classic muscle-car stuff.

And yet, the Challenger SXT needs to be a bit quicker—and sound meaner—for us to consider it a true muscle car. That would help justify our loaded SXT Plus test car’s $37,255 price tag. But, especially with the Super Track Pak option, the V-6 Challenger is getting closer.

As read on: http://www.caranddriver.com/reviews/2015-dodge-challenger-v-6-8-speed-test-review

Introducing the 2014 Chrysler 300S

The sophisticated look that you have come to expect from the Chrysler 300 takes smooth style to a whole new level in the 2014 Chrysler 300S. The 2014 “S” model, which debuted this month at the L.A. International Auto Show, exudes street credibility coupled with elegant design, premium features and world-class performance.

Proving it’s more premium than its price may suggest, the well-appointed Chrysler 300S comes outfitted with:

– 20″ Polished Black Painted Aluminum Wheels
– Performance Tires
– Four-Wheel Independent Touring Suspension
– Sport Mode
– Black Chrome Grille and Exterior Accents
– Dark Headlamp Bezels
– Fog Lamps
– Remote Start
– Heated Front Seats
– Steering Wheel-Mounted Paddle Shift Control
– Beats Audio
– Piano Black Trim with Hydro Carbon Speakers
– “S” Logo on Cluster and Seats

Performance enthusiasts will appreciate the award-winning 3.6L V-6 Pentastar engine that comes equipped with eight-speed transmission, a cold-air induction system and sport-tuned exhaust system, which produces 300 horsepower and 264 ft.-lb. of torque. For drivers who seek even more horsepower, the Chrysler 300S is available with the 5.7L HEMI V-8 engine, featuring a four-cylinder Fuel Saver Technology mode and 370 horsepower; a firmer, performance-tuned suspension; and larger disc brake system.

For more information on the 2014 Chrysler 300S and the rest of the 2014 Chrysler lineup, visit Chrysler.com.

As read on: http://blog.chrysler.com/vehicles/2014-chrysler-300s/