World Cars Motor Show

I am blazing into Willow Springs Raceway’s turn 1 at almost 150 mph. I have 600 docile horsepower under my right foot, and I’m driving a well-balanced, flagship sports car the size of a school bus. And for as much sweat and talent as I expended to get here - which is to say, not much - I might as well be dead. Quite frankly, it’s amazing.

The Dodge Viper SRT10 ACR (the second acronym is short for American Club Racer) was developed by Chrysler’s Street and Racing Technology skunk works, the same division that gave the world such luminaries as the Neon SRT4 (and the dead-on-arrival disappointment, the Caliber SRT4). At its core, the SRT development team consists of a host of former racers and race engineers - men whose sums include everything from SCCA competition to the 24 Hours of Le Mans - and, with the exception of the occasional Caliber, nearly every car they’ve touched has been a boon to the enthusiast driver.

The Viper ACR is no exception. Happily, at just $12,050 more than the standard Viper, it’s also something of a bargain. Although SRT’s modifications were handicapped by retail-price goals and by a desire to avoid costly government recertification - the ACR’s powertrain is shared with the base Viper for those reasons - the end result of their efforts is still a formidable offering. New hardware includes a hefty bump in both spring rate and suspension adjustability; German-made, double-adjustable dampers at all four corners; forged aluminum wheels; and various aerodynamic devices claimed to add roughly 900 pounds of additional downforce at high speeds (see sidebar). Two-piece, aluminum-centered StopTech brake rotors mate with the base Viper’s Brembo calipers; combined with the aluminum wheels, they help reduce unsprung mass by sixty pounds. (Overall, the ACR weighs forty pounds less than the stock SRT10 coupe, according to Chrysler.) Michelin Pilot Sport Cup tires - essentially track-only rubber, although still DOT-approved - are standard, and the whole package is street-legal.

All of that hardware adds up to one thing: the Viper ACR is fast. Damn fast. It’s also remarkably controllable and the single most cost-effective way to shred racetrack asphalt this side of a six-man crew and a bulldozer. As with all Vipers, spine-flattening thrust is available anywhere on the tach; that monstrous V-10 simply pulls, no matter what you ask of it. Thanks to the enormous increase in grip, underwear-curdling cornering speeds come up without even trying. Oddly enough, the base Viper’s relatively quiet exhaust is retained, and ride quality is fairly respectable. As a result, you’re initially a little confused - the ACR is balanced like a race car, it sucks up pavement like a race car, and it generates high-speed aerodynamic grip like a race car, but it’s also as submissive and coddling as your grandmother’s Buick. (Not to mention just as large.) It’s odd, but ultimately comforting.

Dodge sees the ACR as the ultimate in bang-for-the-buck apex carving, and it’s difficult to argue with that: finding this much practical, streetable track speed for less cash isn’t easy. And what few faults exist - numb, slightly slow steering is our only real complaint - are easily outweighed by Look-Ma-I’m-doing-a-buck-eighty glee and gobs of triple-digit grip. Does this much easy closed-course speed in the hands of Joe Public make us a little nervous? Does it prompt questions about social responsibility? Of course it does. But when you’re grinning from ear to ear in a bewinged, 180-mph school bus, who cares?

Click to the next page for a sidebar explaining what makes an ACR Viper an ACR Viper. There’s also a link to our high-resolution gallery of this mean snake.

Aerodynamics: The Viper ACR’s aero modifications include a two-piece carbon-fiber front splitter, twin carbon-fiber dive planes, and a seven-position carbon-fiber rear wing. The front splitter resides mostly under the car; it’s supported by stainless-steel cables and features a removable center section that provides roughly one-third of the available front downforce. Chrysler claims that maximum downforce at speed is ten times that of a standard Viper, or roughly 1000 pounds. It also states that the ACR’s aero add-ons produce a favorable seven pounds of downforce for every pound of drag they create.

Chassis: The ACR’s spring rates are double that of the base Viper. Ride height is adjustable, and adjustable KW shocks are fitted. Forged aluminum wheels cover Brembo calipers and StopTech rotors. Wider front tires-the rears are already the widest that Michelin makes-are standard, as is an enlarged front antiroll bar.

Trim: The ACR is available in five colors with a dizzying array of striping options (including a color-matched steering wheel band). The optional Hard Core package saves forty extra pounds by losing the radio, trunk carpeting, tire inflator, and underhood mat. It also includes a USB-compatible lap timer with its own beacon.

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Even though large-pickup-truck sales have been falling of late, due mainly to relatively high gas prices, they are still hugely important cash cows to the Detroit automakers. The 2009 model year is going to be vital to Ford and Dodge, as both companies are introducing new versions of their pickups, the F-150 and the Ram, at the North American International Auto Show in Detroit.

The new Ram is, as expected, a monster, with the kind of grille that can take on full-grown steers. And the Dodge folks are very proud that its hood is adorned with the largest ram??™s head to date. The 2009 Ram is even more aggressive than the current model, with a huge forward-leaning grille akin to that on the Dodge Charger and a more exaggerated hood dome. The beltline has been raised a half-inch, but the results of market research warned the truck??™s designers away from increasing the box height. A spoiler has been built into the tailgate. The Sport and Laramie models get 20-inch wheels, which are good for the trucks??™ manly stance; the Sport model features a body-color grille and mirrors.

The aerodynamics have been improved as well, with Dodge claiming a 0.42 coefficient of drag for crew-cab models riding on 20-inch wheels (compared with 0.46 for a 2008 Quad Cab).

As before, there are three cabs: standard, extended cab (Quad Cab), and a new-for-2009 true-four-door crew cab that replaces the gargantuan Mega Cab. Bed lengths vary from six feet three inches and eight feet long on the standard and Quad Cab, and a new five-foot, seven-inch bed on the crew cab to ???maintain garageability.??? The Ram will be offered in ST, SLT, Sport, TRX (off-road version), and Laramie (upscale) trim levels.

Dodge is proud of its so-called Ram Boxes, which are dry, lockable stowage spaces on each side of the bed. These pockets are available on crew cabs only and run the length of the bed over the wheel wells. Combined, they have nine cubic feet of capacity, enough to fit 10 cases of pop, Chrysler says. This means a narrower bed, but it will still take a four-by-eight-foot sheet of plywood. Although these storage additions are useful, bulky items such as a toolbox still won??™t fit as easily as they do in the Honda Ridgeline??™s in-bed trunk.
Upgraded Interior, Standard Stability Control, Lots of Options

The most important design news (leading the design effort was Chrysler??™s guru Ralph Gilles) concerns the interior. There are three different ones, and they show a dramatic improvement over the cheap-looking interior of the current model. This is the first Chrysler product designed under a new corporate scheme whereby a lump of money is allocated up front to the interior, and it is locked in place so it can??™t be sacrificed to save other parts of the program that overspend during the development process. In the Ram??™s case, there??™s even a stitched dash top.

As on the latest generation of Chrysler minivans (which Gilles also oversaw), the designers spent a lot of time looking at stowage. The six-passenger Laramie has??”yowie!??”10 cup holders. There??™s storage under the seat in the back, and there are bins on each side under the floor with drains designed to keep drinks on ice.

The new Ram can be made into a luxurious beastie, with available comfort and convenience features that include dual-zone climate control; heated and cooled front seats and heated rear seats and steering wheel; memory seats with power lumbar; ventilated front seats; the MyGIG infotainment system; satellite TV; and a 10-speaker surround-sound audio system.

On the safety side, anti-lock brakes and a stability-control system with trailer-sway control and a hill-hold function are standard, along with side airbags for the front and rear. A rear park assist is available so you don??™t run over the Chevy Aveo hiding in the blind spot.
Engine Choices Galore: More Power for the Hemi, Hybrid and Diesel Models on the Way

Towing is estimated at 9100 pounds, thanks to a revised 5.7-liter Hemi V-8, now with 380 horsepower and 404 pound-feet on tap, up from 345 horsepower and 375 pound-feet. Its cylinder-deactivation capability remains (called MDS), while significant changes include variable valve timing, a bump in compression ratio, and a two-stage intake system that switches between long and short runners for power or torque.

The Hemi??™s claimed extra refinement comes from better airflow management in the enhanced intake and a first-ever factory dual-exhaust system. The upshot is a four-percent improvement in gas mileage, partly from the ability to use the cylinder deactivation more often, partly from the variable valve timing and improved aerodynamics.

The 215-hp, 3.7-liter V-6 and the 310-hp, 4.7-liter V-8 carry over from last year??™s Ram. The V-6 is available with a six-speed manual or a four-speed automatic, and both V-8s come with only a five-speed auto. Two four-wheel-drive systems are available.

The two-mode hybrid powertrain from the Durango/Aspen will be added in 2010, and Dodge is promising a 50-state-legal Cummins diesel for the light-duty Ram. The diesel will improve fuel economy by as much as 30 percent, but Dodge will only give a vague ???after 2009??? time frame for its availability.

Mechanically, the most significant change is a new rear suspension that controls the solid rear axle with a coil spring and five-link setup instead of the previous leaf springs, supposedly in the name of improved ride comfort, but this setup also saved 40 pounds. To effect this change, the rear part of the frame was redesigned and the front half was retained to keep the crash structure (thus reducing engineering cost), but it now features upgraded high-strength steel.

All the Rams will be slightly lighter, thanks to aluminum hoods, knuckles, lower control arms, and hollow anti-roll bars. Dodge claims the Quad Cab model is about 100 pounds lighter than the current one.

The new Ram goes on sale this fall as a 2009 model. Pricing should remain similar, starting in the low $20,000s and stretching well past $40,000 for a loaded Hemi crew cab. Expect new heavy duty 2500/3500/4500/5500 models about a year later, likely as 2010s.

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Filed under: Dodge

Due to unprecedented demand, Dodge dealers begun taking orders on Dec. 3, 2007, for the limited-edition 2008 Dodge Challenger SRT8 models. More than 4,300 2008 Dodge Challenger SRT8 vehicles were ordered by customers the first day. Each will feature a numbered dash plaque and a 6.1-liter HEMI V-8 engine. 2008 Challenger SRT8 models will be available in Black, Silver and HEMI Orange. All will feature dual ???carbon-fiber??? hood stripes, harkening back to the original Dodge Challenger.

???The 2008 Dodge Challenger SRT8 offers pure American pony-car muscle,??? said James Press, Vice Chairman & President ??“ Chrysler LLC. ???With styling that stays true to Challenger??™s original heritage, an abundance of modern amenities and cutting-edge technology, the 2008 Dodge Challenger SRT8 will deliver the SRT credo of benchmark performance at a tremendous value.

???The Challenger SRT8 is only the beginning of the story, as we??™ll soon follow with a complete lineup of Challenger models that will offer a wide array of features and deliver outstanding value for our customers,??? Press added.

The all-new 2008 Dodge Challenger SRT8 will be built at the Chrysler Canada Assembly Plant in Brampton, Ontario, on the same assembly line with the Dodge Charger, Charger SRT8, Magnum, Magnum SRT8, Chrysler 300 and Chrysler 300 SRT8 vehicles.

Pricing for the complete all-new Dodge Challenger lineup will be announced at a later date.

The all-new 2008 Dodge Challenger SRT8 showcases the renowned, five key aspects of every SRT vehicle: exterior styling that resonates with the brand image; race-inspired interiors; world-class ride and handling characteristics across a broad range; benchmark braking; and standout powertrain. The all-new 2008 Dodge Challenger SRT8 will unquestionably deliver in all five areas.

The 2008 Dodge Challenger SRT8?® will arrive in showrooms next spring at a Manufacturer??™s Suggested Retail Price (MSRP) of $37,995 (which includes $675 destination).

All-new Challenger SRT8 to be shown publicly for the first time on Feb. 6, 2008, at the Chicago Auto Show.

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The old Chrysler insisted it was all-in when it comes to the popular crossover market, fighting rumors it was killing off the Chrysler Pacifica while its other car-based SUV, the Chrysler PT Cruiser grows long in the tooth.

So in Frankfurt next month, at its first auto show as the new Chrysler, the automaker will show the world an all-new offering, the Dodge Journey. This SUV hails from the same D-segment platform as the mid-size Dodge Avenger and Chrysler Sebring sedans and is the crossover that had been initially referred to as the Dodge Crew in recent rounds of spy shots.

The Journey is a global SUV, crucial to the continued rollout of the Dodge brand in Europe that began in 2006??”hence, the choice of Frankfurt for its world debut.

The five-passenger Journey has available five-plus-two seating, expected to be a draw in Europe where vehicles of this size essentially serve as the family minivan. To make it possible, the Journey??™s 113.8-inch wheelbase is 4.9 inches longer than the Avenger??™s (overall length grew less than two inches).

And although there are no sliding doors, the rear doors do open 90 degrees for easy access to the available third row, especially when the front passenger seat is folded flat.

A further nod to its family-vehicle status is the ???child presenter seat??? in the second row that allows the 60-percent part of the 60/40 fold-flat, reclining seat to move forward two inches to be within arm??™s reach of Mom or Dad. And Dodge says the Journey is the first in the segment to offer an integrated child booster seat in the second row??”a claim the Volvo XC70 might want to dispute.

As for Chrysler??™s minivan family, there are hidden storage areas in the floor (Dodge suggests cans and lots of ice, especially since the liners can be removed for cleaning). And under the front-passenger seat cushion is a new system known as Flip ??™N Stow, where the hinged seat cushion flips forward to reveal the bin inside the seat.

In the U.S., the Journey will be available in three trim levels: SE, SXT, and R/T in early 2008. Other parts of the world will get their versions??”left- and right-hand drive??”starting in mid-2008.

Design-wise, the ??™09 SUV is clearly a Dodge, with the signature crosshair chrome grille with a Ram head stamped in the center. Quad halogen headlamps can be augmented with fascia-mounted fog lamps, and the trucklet rides on optional 19-inch wheels. An aluminum hood, sculpted wheel arches, and an angled beltline so kids can better see out the rear windows suggest a mix of bold and practical.

Those wanting to complete the look can opt for the high-contrast black roof rack with buffed stainless steel rails. The single-piece, lightweight liftgate has an integrated spoiler and complements the glint of chrome-tipped dual exhausts, standard with the 3.5-liter V-6 that is available for North American buyers. The 235-hp V-6 is matched to a six-speed automatic transmission with AutoStick for North America, for an estimated 16 city and 23 highway mpg. This engine is standard on the R/T and R/T AWD models??”and AWD is only available with that mill.

Other powertrain options include Chrysler??™s 173-hp, 2.4-liter four-cylinder ???world engine??? rated at 19 city and 25 highway mpg with a four-speed automatic transmission in North America and a five-speed manual in other markets.

The flexible-fuel 186-hp, 2.7-liter V-6 that can run on an E85 ethanol-gasoline blend delivers 17/23 mpg, with a four-speed automatic for North America and a six-speed automatic elsewhere??”yes, second-class citizens that we are over here.

The rest of the world also gets a 2.0-liter turbo-diesel that delivers 140 horsepower and 229 pound-feet of torque. Outside North America, customers get a six-speed manual or a new dual-clutch six-speed automatic from Getrag. Something for us to aspire for here, as well?

The Journey rides on a four-wheel independent strut-front and multilink-rear suspension. Customers in the U.S. and Canada can add all-wheel drive to models with the 3.5-liter V-6.

In keeping with other models Chrysler offers, the Journey offers such things as YES Essentials seat fabric, which wards off stains and odors, and the MyGIG multimedia audio and entertainment system for escape between cries of ???Are we there yet???? Other options include a DVD entertainment system, navigation, and rear backup cameras, as well as a cooler in the glove box, a rechargeable flashlight in the rear cargo area, and a trifold load floor behind the second row for more hidden storage.

Pricing has not yet been announced for the SUV that will be built at Chrysler??™s plant in Toluca, Mexico, but we expect it to range from $22,000 to $32,000. Toluca is also the production home of the PT Cruiser, which apparently still has a little longevity in its current guise??”as does the Pacifica??”which leaves us still guessing as to whether the Journey ultimately replaces either of those.

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Twenty-four years and twelve million units after changing family travel forever, Dodge introduces its fifth generation minivan at the Detroit show. The van gets boxier new duds, with slab sides and a square-ish snout finished with a Dodge corporate face like that of the Nitro.

Perhaps the exterior fails to prompt any huzzahs from the peanut gallery, but people looking for an exciting family hauler ought to check out the Magnum. Those who need uncompromised room for seven or eight people and all the accoutrements of suburban life can do no better than a minivan, especially if that minivan has not one, but two DVD entertainment systems, allowing the middle and back seat occupants to watch different movies. Pimp that, Xzibit. Or, if all the kids are watching the same movie, when it??™s over, the middle seats swivel 180 degrees, allowing everyone a nice face-to-face discussion of the subtleties of plot and theme.

Power will come from either a 3.3-liter flex-fuel V-6 chained to a four-speed automatic or a choice of 3.8- or 4.0-liter sixes coupled with a minivan-first six-speed auto. The top-of-the-line, 240-hp V-6 should be a good match for the Honda Odyssey??™s six. However, the Odyssey can??™t match the entertainment power of dual DVD screens and players. Expect pricing for base models to remain the same??”around $20k??”and stretch to about $40k, like other company??™s premium minivans, when these vans go on sale in the fall of 2007 as ???08 models.

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Filed under: Dodge