2014 North American International Auto Show - 2015 Chrysler 200

Let's face it, the current Chrysler 200 (and by extension the Dodge Avenger) only exists to fill your need for an affordable rental vehicle at the Hertz counter. What was the Sebring in 2007 and substantially refreshed for 2010, gaining the 200 moniker, was already a bad car to begin with. That refresh amounted to nothing more than applying lipstick to a pig. Despite this (and largely to Chrysler using the car to debut its "Imported from Detroit" marketing pitch), the 200 saw quite an uptick in sales. Driving one briefly a few years ago led me to believe this car wasn't bought because it had a good ride, fancy electronics or a huge cabin (although that powerful Pentastar 3.6L V6 did wonders for it). You got one because either Hertz didn't have anything else available or because the dealer was practically giving you one for free.

The new Fiat-owned Chrysler would rather you forget about that dud of a car and feast your eyes on the brand-spanking new 2015 Chrysler 200, a car that Chrysler hopes will do for its fortunes what the 300C did way back in 2005: put it back on the map.

The 2015 200 doesn't just premiere Chrysler's new assault on the mid-sized car segment, it also previews a new design language for Chrysler's future products moving forward. Quite unlike the previous 200's bulbous, shrunken look, the new model embraces the sleek, 4-door coupe look that seems to be all the rage today. It sits long and low on a stretched and widened version of Chrysler/Fiat's CUSW (Compact U.S. Wide) platform (also underpinning the Dodge Dart and Jeep Cherokee) which should thoroughly advance the 200's ride/handling qualities. The slim headlights now flow into the grille and are accented by LED light pipes with a slightly revised version of Chrysler's winged emblem smack between the headlight clusters. It is elegant and fetching. The rear features dual exhaust outlets on higher trim 200s and the LED tail lights will remind you of those on a Maserati. If you've seen a Dodge Dart, the new 200's stance will be familiar but the design is an entirely more cohesive and classy take with more than a touch of Italian flair.

Power will come from your choice of two engines. Base 200s will be equipped with Chrysler's 2.4L 'Tigershark' inline four cylinder, fitted with Fiat's Multiair 2 valve-lift technology. Rated at 184hp and 173lb-ft of torque it is essentially the same engine fitted to uplevel Dodge Darts and is competitive with other base midsize car engines. The optional engine will be the 3.6L Pentastar V6, one that has been proliferating throughout the Chrysler empire, here making a stout 296hp and 262lb-ft of torque. Both engines will spin through a brand new ZF-designed, nine speed automatic transmission, higher trim models offering the option of paddle shifters on the steering wheel. Front wheel drive will be standard and, a rarity in this segment, all wheel drive will be option. Based on the same system in the new-for-2014 Jeep Cherokee, the 200's will have the ability to completely decouple the rear axle when power to rear wheels isn't needed, improving fuel economy. When situations deem four driven wheels are necessary however, the system can send as much as 60% of the engine's power rearward. Even when equipped with AWD, the 2015 Chrysler 200 will boast fuel economy either matching or exceeding those of its competitors. Figure high 20s around the city at least 35mpg highway for front wheel drive models.

It is the 200's interior which will perhaps be the biggest sign that Chrysler has sweated the details. Carrying over nothing from its predecessor, the 200 will boast a cabin that approaches top of the class. Quality craftsmanship in the materials and textures seem to abound everywhere, the seats look substantial and comfortable and the center console design appears thoughtful and logical. Chrysler's outstanding UConnect infotainment system will be front and center, housed in an 8.4 inch touchscreen while below sits a floating console which houses a new rotary shifter for the nine speed automatic as well as climate system controls and storage for smartphones and other portables. The driver will face a 7 inch information screen between the standard circular gauges that offers customization touches through buttons on the steering wheel. The infotainment system will feature voice control operation, the ability to read text messages out loud and SiriusXM Traffic Link which can build a weather map around any route and will even display fuel prices at nearby fuel stations.

A host of high tech devices abound on the safety front also. Adaptive cruise control, a forward collision warning system, lane departure warning system and selectable driving modes which can not only influence throttle response, steering and driveline behavior but also invites the all wheel drive system and adaptive cruise control to the party are all available.

Pricing for the 2015 Chrysler 200 will start at a competitive $22,000 with higher trim 200 Limited, 200S and 200C variants available. Dealer shipments will begin later in the spring but start fiddling with Chrysler's online build-and-price tool right now. With a beautiful exterior, a host of whizbang tech, fuel efficient engines and an enhanced look to quality, the 2015 Chrysler 200 looks well equipped to permanently erase the mistakes of its former self and take the fight to the midsized segment. From all indications, this will be the 200 you'll actually WANT to buy.

Images courtesy of Chrysler.

Review - 2013 Chrysler 300C

2013 Chrysler 300C

"Is it the car or the road?"

"I think it's the road."

"Yeah, I figured. That Fiesta over there is jumping all over the place."

Heading south on Washington's I5 down to Bremerton and the U.S. Naval town of Kitsap, my Dad was pointing out how badly a Ford Fiesta was handling the ice-ravaged highway in the adjacent lane. While the driver was doing his best to not be skipped out of his lane by the hilariously pock-marked road imperfections, the 2013 Chrysler 300C we're driving registered the constant "thumpety thumps" as minor longitudinal hops in the suspension. Sure we noticed them but we fared far better than the occupants in the tiny, bucking Ford. Neither was tracking dead straight an issue. The steering wheel never jumped out of my hand and the ride remained somewhat relaxed. Such is the big car luxury that the 2013 Chrysler 300C affords its occupants..

Rear is more chiseled and sculpted

First introduced in 2005, the 300C has been no less than a smash hit for Chrysler which, at the time, was married to Daimler-Benz in a tumultuous relationship. Riding on the large LX RWD platform (itself derived from the W211 Mercedes E-Class of 2003-2009), the 300C signaled a huge 'about-face' for a company that drove itself on large, FWD cars that were sleek and featured 'cab forward' design. In contrast, the 300 was large and blocky with a cabin that was not unlike driving a tank. Looking at one instantly evoked images of 1930s chopped-top mobster cars that gangsters such as Al Capone and Frank Costello might have driven. It was instantly a classic. Now in the hands of the Italy-based Fiat Group, Chrysler has sought to update its products and pull itself from bankruptcy after being divorced by Daimler and abused by Cerberus Capital Management Group, then saved by the U.S. Government. The new 300 was unveiled in 2011 and featuring crisper, more contoured lines while riding on a revised platform still bearing the LX codename. The cabin was subtly enlarged, sightlines were enhanced and quality was improved thanks to the high standards that Fiat's CEO, Sergio Marchionne is known for. Where the old 300 could be described as 'art-deco', the new model sports a very upscale, Armani look.

LED Daytime lamps offer upscale appearance

LED accents on the rear brake lamps

My tester, finished in Billet Silver Metallic, was a 2013 300C model with just over 2000 miles on the odometer. Walking up the car, it definitely exudes a cool presence, sitting low on its long 120 inch wheelbase, long hood and short deck betraying its RWD chassis. The belt line sits lower than the previous model and the windshield has a sharper rake, a nod to complaints of the last 300's poor outward visibility due to its chopped-roof appearance. This gives the 300 great exterior proportions, making look like its moving rather than sitting still. Perhaps the most changed part of the car is the schnoz. Gone are the quad element headlights and egg crate Rolls Royce-like grille, replaced by more angular HID lighting bezels, set off by C-shaped LED daytime running accent lights and a slightly smaller, trapezoidal shaped grille with lateral slats surrounded by a film of chrome sporting the winged Chrysler emblem on the top part. Three lower vents are set below the grille and headlights with fog lights placed at the corners of the outer vents. The entire front is contoured back in a nod to improve aerodynamics and improve fuel economy over the 300's blunt nosed predecessor. Around back, the rump has a subtle spoiler built in to the rear edge of the trunk lid and the tail lights are more angular and stylized. All models, whether V6 or V8, have dual exhausts the expel through oval chrome finishers. Sitting on base 18" wheels (19s and 20s are optional), the 300 sports a good upscale and purposeful stance (the DUB crowd will be pleased to know that, yes, you can still stuff 24s in those wells).

The upgrades extend inside with a much airier cabin, thanks to the lower belt line and larger glass area. The steering wheel of previous 300s (indeed most of Chrysler's cars pre-2010) always appeared truck-like and out of place to me. The new four-spoke design is much more appealing with nice surfacing and a thicker rim. The driver's binnacle boasts impressive lighting and a three dimensional look for the gauges with large speedometer and tachometer to the right and left respectively while in a row below are the fuel gauge, coolant temperature and oil pressure. Located between the speedometer and tach is a 4 inch TFT multifunction screen that, by using a small controller on the left steering wheel spoke, can call up various parameters about either the car's vitals, entertainment, trip or fuel mileage. With navigation engaged, it also displays prominent warnings regarding upcoming directional changes. It one ups other systems by actually displaying an image of what the highway exits or merges look like, I found this quite helpful in getting around the Seattle area.

Front seats are supple and comfortable

Good space in the rear

Gauges are bright and clearly legible

Phone pairing a no-brainer

The rest of the interior was rich in its ambiance. Unlike the flat look of its predecessor, the 2013 300C has an artful look to its center console with quality dash trimming and subtle chrome accent surrounds (a dark charcoal wood finish adorned parts of the new one-piece dashboard). The console's centerpiece has to be the fantastic looking 8.4 inch LED touch screen that handles virtually all communications, climate control, navigation and entertainment functions of the car. Response time sifting through the various menis is brilliant with the use of hard drive technology (as opposed to the old DVD-based interface) and the UConnect Bluetooth voice system is easily the best of the business when it comes to handling voice commands. Pairing my phone was never an issue and the system understands a variety of voice inputs, even my Jamaican patois never seemed to faze the system. USB and AUX capability are standard as well as SiriusXM satellite radio with Travel Link and the Garmin-based navigation system (which also has SiriusXM live Traffic Link service) , while kiddie-like compared to other German or American systems, was simple and easy to operate. Whether speaking an address or typing it on screen, the system is brilliant in its execution and operation. A ParkView rear back-up camera with distance marking is also standard (a good thing since visibility out the slim rear window is still not ideal). Front and rear seat warmers (and cooling on the front thrones) are also standard (and a Godsend in Seattle's freezing climate this time of year) as well as a heated steering wheel and remote starting which quickly heats up the interior of the car. The standard 276 watt, Alpine six speaker audio system is powerful and clear (a Beats By Dre 552 watt system can be optioned as well as a 19 speaker Harman Kardon system). The seats are supremely comfortable, offering good long distance cruising comfort and good space, even in the rear for large passengers. Another cool feature are the cupholders which are illuminated and can keep beverages warm or cold.

Navigation is bright and easy to use

For 2013, the 300C can be equipped with either the new 292hp Pentastar 3.6L V6 hooked an equally brand new ZF 8-speed automatic transmission or the previously standard 363hp 5.7L HEMI V8, which soldiers on with a 5 speed automatic (the 8 speed arrives for the HEMI later in the model year). Now I should state that 2013 V6 300s also sport a different electronic shifter that is T-shaped like the throttle of a luxury yacht (have a look at the shifter in an Audi A8 to see what I mean) and having taken delivery of this particular 300C, the absence of this shifter led me to believe that this was a 2012 V6 model still sporting the now ancient 5 speed. Ambling around SeaTac Airport I was quite surprised at how unusually unstrained the supposed Pentastar V6 as it pulled the big 300 around (is this really 260lb-ft of torque at work?) and how it sounded, this being a rental, I had no other immediate cues to go by (plus it was wet and I had no intention of playing with the throttle, especially loaded with family). The characteristic V8 rumble was muted from the inside and it wasn't until I took the 300C solo for an hour to take some photos that I popped the hood and was quite pleasantly greeted by the words 'HEMI' on the engine cover. Another tip to what's underhood can be taken from the driver's central display where, under light engine load conditions such as on level roads and descents,  the word 'ECO' illuminates. This indicates that the V8 has deactivated four of its eight cylinders as a fuel saving measure in a system Chrysler has dubbs 'Fuel-Saver Technology'. The V6 isn't equipped with this technology and, in conjunction with the 8 speed auto, earns EPA mpg ratings of 19 city/31 highway. Pretty good for a 4000lb full sized luxury car. The HEMI also gets decent ratings of 15/23 but should improve once it chucks the 5 speed for the newer 8 cogger.

5.7L HEMI V8 - 363hp/394lb-ft of torque

Complete with Fuel-Saver Technology

5 speed automatic

Around town, it's easy to be addicted to the 394lb-ft of torque that's just a throttle press away. Prod the gas pedal enough and the tires can easily break free, even more so now on Seattle's wet roads. Traction and stability control are there to save the unruly driver from any childish antics but it can be disabled just enough to allow the kid in him to play a bit. Out on the highway when merging and all eight cylinders are on full boil, the HEMI pulls like a diesel. Unrelenting in its build up of speed, it is only then, in the upper reaches of the rpm range that the full roar of the engine invades the relative quiet of the cabin. The 5 speed allows the driver to manually swap gears using Chrysler's AutoStick feature. With the shifter in D, all the driver does is slap the stick left for upshifts, right for downshifts. I found it somewhat useful negotiating Washington's mountainous roads but the response to my commands were slow and dimwitted so it 90% of its time was spent in full automatic mode. On a particularly curvy, two lane section of road just outside Gig Harbor, I was behind a late model Toyota Avalon that was moving at a pretty good clip. Despite the driver's best efforts, he couldn't get away from the big Chrysler, even where the 300's burly power might have been an issue on the wet and slick surface. The fully independent suspension handled the 300's size superbly and, as big as it is, it drives like a much smaller car in the twisty stuff. Body lean was muted and the German roots of the chassis are apparent in the 300's no-brainer attitude when hustling along. The tuning of the electrically powered assist steering (EPAS) is also a positive note as the amount of heft and assist strike a good balance though, like most of these systems, feel and communication are notably absent. Large vented brakes at all four corners can haul the beast down with authority and were constantly exercised on a particularly grueling downhill section. Never once did the brake pedal go soft (and the car was pretty loaded). This may be a big car, almost Crown Victoria sized, but it's no slouch when the highway ends and country roads beckon. A buffalo in dancing shoes...go figure.

Base price for a 2013 Chrysler 300 with the Pentastar V6 is around $30000 while the base 300C stickers for $35490. Those thirsting for more power can chuck the V6 for the HEMI for an additional $2200 (though as for right now, the 5 speed will have to do) like our tester. The few power junkies can skip the 300C altogether in favor of the 470hp 300 SRT-8 for $48995. Chrysler has done a very effective job with recreating the 300 and it shows in the level of attention to detail paid to virtually every surface of the car. Having shed the feel of a 1950's chopped-top, mobster-ride look, the 300 now evokes a rich, upscale ambiance that perfectly fits Chrysler's aspirations as an upscale brand. On a wider note, it also shows that America can build a car that is every bit as opulent and luxurious as the import brands. Having survived a tumultuous decade, Chrysler is finally on the right path to relevance and with notable products like the Jeep Grand Cherokee already winning awards for quality and this latest 300, the future can only get brighter.

Imported from Detroit has never sounder cooler.


Special thanks to the good folks at Enterprise at SeaTac Airport for helping to facilitate this review.

First Impressions - 2013 Dodge Dart

2013 Dodge Dart


I never really was a fan of the Dodge Caliber (the raucous Caliber SRT4 being somewhat of an exception). Meant to compete with Civics and Corollas, the Caliber never made much of a dent in the segment due to its uninspiring driving dynamics, cheap interior and overall oddness. The introduction of the new 2013 Dodge Dart aims to right the Caliber's flaws.

2013 Dodge Dart rear

Look closely at the Dart's profile and hints of its Neon predecessor can be seen. The car's greenhouse, low nose and upwardly angled belt line are clear indications that Dodge took a page out of the Neon's book as far as aggressiveness is concerned. The Dart appears to be what the Neon would look like had Dodge not stopped the car's development. The exterior design is overall handsome, especially in R/T guise with the blackened signature Dodge crosshair grille front and center framed by a gaping lower opening and flared headlight clusters. Want to know how you can tell you're approaching a Dart at night? the racetrack-designed rear lighting system is a dead giveaway (though it could be mistaken for a Charger at a distance).

Alfa Romeo Giulietta

The Dart chucks the Caliber's flaccid platform in favor of the Fiat-designed underpinnings used by the Alfa Romeo Giulietta's, although stretched in all directions and strengthened for American standards. The Guiletta is a great starting point as it offer's Italian levels of strength, stiffness and rigidity. Thus the Dart should compete very well in the compact segment, equaling or besting interior dimensions of competitors like the Hyundai Elantra and Ford Focus.

Inside, the Dart reflects Chrysler's new level of interior quality. The instrument cluster presents a seven inch TFT (thin film transistor) screen that is customizable by the driver and in the center is a huge 8.4 inch screen that serves as the interface for Chrysler's UConnect infotainment system. Material quality should match those offered by the peers of the segment.

2013 Dodge Dart Interior

Power for the 2013 Dodge Dart comes from a new range of 4 cylinder engines dubbed 'Tigershark' (!!??) by Chrysler. Anchoring base models is a 2.0 rated at 160hp and 148 lb-ft of torque while mid-levels carry an optional 2.4 Tigershark equipped with Fiat's Multiair variable intake valve system rated at 184hp and 171lb-ft of torque. The headline engine however is Fiat's turbocharged Multiair 1.4 producing 160hp and 184lb-ft of torque, aiding the Dart to achieve its 40mpg combined rating. Manual and automatic six speed transmissions will be available with a six speed dual clutch automatic expected to be paired exclusively with the 1.6. A nine speed (!) automatic will be introduced for calendar year 2013.

From an initial standpoint, the 2013 Dodge Dart looks to make a serious presence in the compact segment and finally offers Chrysler a substantial product miles ahead of the dowdy Caliber.

Stay tuned for my test drive later in the spring.

Images courtesy of www.insideline.com

Short Test - 2011 Dodge Challenger SRT8

2011 Dodge Challenger SRT8 tester


Base Price - $43780
Price as Tested - $47140
Basic Specs
Engine - 6.4 OHV V8 470hp, 470lb-ft of torque
Transmission - 5 speed automatic
Rear Wheel Drive
4 wheel independent suspension


You can hear it from down the street. I'm talking about the 6.4 liter beast of a HEMI engine as the vehicle comes into view. A subtle, yet guttural growl that announces its presence in a way that takes you back to the golden age of muscle cars (yes, yes, I wasn't born in time to partake of that era but I've watched enough videos and been around enough vintage cars to know that sound). The car in question is the 2011 Dodge Challenger SRT8 392 (392 for the engine size in cubic inches if you're from that era) and it sounds mean. Dodge's modern take on the muscle car has been around since 2006 when it debuted in concept form at the North American International Auto Show to much acclaim from the public. Despite being modernized, it was obvious that the Challenger took its design cues from its 1960s predecessor. Based on a shortened version of Chrysler's LX platform (Chrysler 300 and Dodge Charger/Magnum) the Challenger has low and mean look to it, that definitely exudes presence and aggression, something the Chevy Camaro and Ford Mustang lack.

SRT8 = Street & Racing Technology via 8 cylinders

My test vehicle was a Challenger SRT8 equipped with the aforementioned 6.4 HEMI V8, putting out 470hp and 470 lb-ft of torque through the rear wheels via a 5 speed automatic with a manual shift mode. The 6.4 is a revamped version of the 6.1 liter that debuted in the original 2008 SRT8 version with 45 more horses and with the addition of Chrysler's cylinder deactivation system in an effort to enhance fuel economy. The pre-2011 models had an interior directly transplanted from their 4 door brethren i.e. cheap, thin and plastic looking surfaces that were as dull to look at as they were atrocious to touch. Now under Fiat ownership, Chrysler has done a substantial redesign of the Challenger's interior, opting for high quality materials, a new three spoke steering wheel (a vast improvement over the previous truck-like version) and soft touch surfaces. The suspension also had a thorough revision, lowered with stiffer springs, dampers and a change in wheel camber to enhance stability and improve cornering. Despite all this, the Challenger is a heavy vehicle weighing north of 4100lbs and as such, doesn't change direction as eagerly as the smaller Mustang.


Upgraded Interior


Settling into the comfortable, leather clad driver seat, I felt at once enclosed and at one with the car. The cockpit is roomy but still had an enveloped feeling to it. The ground was still wet with the recent rain and the route (see previous Dodge Durango review) was not conducive to any sort of high speed hijinks or handling tests. Despite it's firmed up suspension, the SRT8 still had enough give to absorb the rough edges as we motored around the streets of Miami Beach. Turning onto a long straight, which was unusually devoid of traffic, my Dodge rep flicked the transmission into Sport, engaged first gear and uttered two of the loveliest words one can hear when driving this sort of car: "Floor it".

And I did.

20" wheels with Brembo brakes

What resulted was a melodious few seconds of V8 roar, the rear wheels instantly breaking traction and the rear end stepping out slightly but not to the extent that I couldn't catch it. Traction control quickly intervened, hooking up the rear tires and the Challenger simply bolted to the next traffic light with a speed and ferocity perfectly suited to this kind of car. The brakes, large dinner plate sized Brembos, were firm and powerful, bringing everything to a halt at the next traffic light. I looked in the rear view mirror to see both my father and nephew grinning wildly. The Dodge rep smiled and said, "That my friend is what this car is all about."

No doubt.

Short as it was, driving the Challenger SRT8 is an aural as well as visual treat. The HEMI constantly reminds of its presence but not to the point of annoyance and exterior look of car drew attention whichever way we turned. The SRT8 version isn't cheap by any means: with a base price of $43780 it hunts in the same class as the smaller and more powerful 550hp Mustang GT500 as well as the upcoming 580hp Chevy Camaro ZL1. However, if you just want the looks (and don't mind the smaller fuel bill...who doesn't want that?) a base Challenger with Chrysler's much improved 305hp 3.6 Pentastar V6 can be had for a base of $24895. If you just gotta have a V8, then the R/T version with the "base" 390hp 5.7 HEMI stickers for $29895.

Dodge has done an outstanding job with the Challenger, imbuing it with classic muscle car styling and the engine power (and sound) that will give any driver a taste of what it was like to live life a 1/4 mile at a time.

2011 Dodge Challenger SRT8 392

stock photo courtesy of www.egmcartech.com