The diesel-powered Dodge Ram 1500

I bought a new test truck, and there was much rejoicing. Celebration for the Ram 1500 EcoDiesel, the first half-ton diesel truck in more than 25 years, goes far beyond the yard work needs of the Consumer Reports auto test staff.

Evidence of this came from very strong initial orders from dealers, with customers practically lining up to buy. We saw this firsthand as we tried to buy our diesel Ram. Getting our hands on a truck took several weeks, and it was a challenge to find one that wasn’t super-loaded with options.

Even taking that into account, our Ram wasn’t cheap. Not even close. We opted for a midevel Big Horn Crew Cab 4x4 with the shorter of the two bed length choices. Adding the diesel ramps upped the price by a cool $4,000.

After that, our truck is packed with many nice options—$6,000 of them. A $410 integrated trailer brake controller and towing mirrors seem to be a natural match for the diesel’s talents. We’re also big fans of the $505 Uconnect 8.4 touch-screen infotainment system. Once you have experienced heated front seats and a heated steering wheel, it’s hard living without them here in New England. There goes another $395. We regretted not getting a $595 backup camera with park assist on our last Ram, so this one has it.

Added all up, our truck was sticker priced at $49,155. That seems like a lot for a truck with cloth seats. Most trucks seem to be priced to reflect the inevitable thousands of dollars in incentives as manufacturers fight for dominance in truck sales wars. Even though we still got some money off, buying the first one on the block that wasn’t presold didn’t help bargaining.

We’ve called the Ram 1500 “the luxury truck” among its peers, and the diesel makes it even more civilized. Compared to the Hemi’s roar and burble, the diesel goes about its business unobtrusively. The torquey powerplant sounds quieter here than in our tested 2014 Jeep Grand Cherokee EcoDiesel. Power flows out smoothly, thanks to the eight-speed automatic transmission, but the 240-horsepower EcoDiesel lacks the acceleration of the Hemi. It will be curious to see how the diesel does when towing; we were impressed by how the Jeep pulls a load.

The biggest question: how good is the fuel economy? According to the trip computer, I got 25 mpg overall on my commute. I’ve never broken 20 mpg on the same route with a Hemi-powered truck or SUV. Instrumented testing will come after the truck gets break-in miles; it had less than 100 miles on it when I drove it. It also had a bed full of brush—like I said, all of us at the track have a lot of yard work to do—but it’s unlikely those picked up sticks mattered here.

I also found some surprises. Despite all of those options, including various “comfort” and “luxury” packages, our truck lacks automatic climate control. Also, since it’s quite a stretch to jump up into the bed to unload yard debris, I was surprised there’s no step or ladder. Our truck was certainly shiny at delivery, but the dealer didn’t fill up either the diesel tank or the diesel emissions fluid tank. (We do like the analog gauge that shows the fluid level.)

Maybe the biggest surprise: Our truck’s 1,233 pound payload rating is pretty modest. With its 3.55 rear axle ratio, the truck can tow 7,750 pounds. Say you tow a 6,500-pound camper; it will probably have 650 pounds of tongue weight, leaving you with less than 600 pounds of capacity for your kids and stuff in the truck.

Still, this is a rather impressive and quite refined machine. Of course, many of the Ram 1500’s attributes remain intact here, such as best-in-class ride from the rear coil spring suspension, comfortable front seats, and a roomy cab. In the weeks ahead, we’ll see if this diesel-burning Ram can outscore the Chevrolet Silverado/GMC Sierra at the top of our truck ratings.

Read more at: http://www.consumerreports.org/cro/news/2014/05/dodge-ram-1500-ecodiesel-first-drive-review/index.htm

Toledo’s tribute to vets, Jeeps

On Memorial Day, Jeep’s Toledo Assembly Complex (TAC) unveiled its own tribute to veterans. Vice President of Assembly Operations Zach Leroux, Toledo Plant Manager Chuck Padden, UAW Local 12 Chairman Mark Epley, employees, and five veterans with ties to the plants, including three retirees who served in World War II, dedicated a permanent veteran’s memorial in the shadow of the giant Jeep® sign at the intersection of I-75 and I-280.

 

Incorporating a restored 1942 Willys Military Jeep, the memorial recognizes  the service of those in uniform and the city’s nearly 75-year history of building Jeep vehicles. Mr. Padden said, “Like all Americans, we owe our freedom to the sacrifices made by the men and women who serve in the military, but at Jeep, we owe our very existence to our WWII veterans. When they returned home from the war, they purchased civilian versions of the Jeep vehicles they learned to depend upon in the war.  These heroes became our first Jeep enthusiasts.  Without them, we would not be here today. … Some of the people who currently work in this plant and some who helped refurbish this 1942 Jeep are descendants of those who possibly built this very vehicle.”

Plant management and the local UAW leadership agreed that the best way to honor veterans and the plant’s Jeep history was to find a military Jeep to restore and put on permanent display. With the help of former Toledo plant manager Jerry Huber and a Craig’s List ad, the 1942 Willys was found in Wimberley, Texas. When the owner heard that the Jeep plant in Toledo wanted the vehicle to put on display, he immediately pulled the ad, sold it to the plant for $950, and volunteered to transport the non-running vehicle to Toledo in exchange for a tour.

The Willys returned home on May 9, and restoration work began on May 12. A team of about 15 Toledo employees worked for a week and a half, replacing parts, refurbishing body panels, and painting. Because all of the vehicle identification plates and hood graphics had been removed, its exact history can’t be determined, but it was probably built in mid-1942.

The memorial also includes silhouettes of soldiers, created by volunteers from the plant. An assembly employee drew up the soldier outlines and body shop employees cut out the figures, ground the edges, and finished them.

Mr. Epley said, “With nearly 10 percent of our workforce with military experience, plus all of our team members with family members having served or still serving, this memorial is very personal for all of us.”

The number of Toledo employees with a military background has grown by 25% with the launch of the Jeep Cherokee and the recent hiring.

Toledo veterans

Twins Lewis and Leroy Woggon, 87, were hired by the Jeep plant in 1943. Three months later, they were drafted into the Army, and eventually served as combat engineers for three years, returning to work at the Jeep plant after they were discharged. Leroy retired in 1989 after 45 years with Jeep, but brother Lewis stayed on five more years, retiring in 1994. Leroy’s son Gary has been working at Jeep since 1983; Lewis’s son and grandson both retired from the Jeep plant.

John Smith served in the Army Infantry from 1945-1946. He was hired by Jeep in 1947 and spent the next 40 years building Jeep vehicles before retiring in 1985.

Ron Szymanski retired from the Jeep plant in 1998 following 35 years working in body, paint, and assembly, and acting as the Jeep museum curator. Szymanski served in the Army National Guard from 1950-1955, then went to Officer Candidate School, and was honorably discharged in 1960 as a first Lieutenant Army Reserve Officer.

Lupe Flores, the 90-year-old cousin of Jeep retiree Hector Flores who serves on the Jeep Veterans Committee, served with the Army 101st Airborne from 1943-1946. He was involved in the D-Day Invasion in Normandy, and took part in two combat jumps during his time with the Army.

Jeep in Toledo

In 1940, officers in the United States Army, realizing the need for a new type of fast, lightweight, all-terrain reconnaissance vehicle, put out bids for a design. They selected Toledo-based Willys-Overland’s design (based heavily on American Bantam’s original prototypes), and production began in late 1941; 363,000 were built in Toledo through the end of the war in 1945. Officially known as the Willys MA (followed by a revision called the MB), the name “Jeep” is a source of some debate; the term was apparently Army slang as far back as World War I.

The Jeep was an all-purpose vehicle and served in every theater of the war. It was used as a staff car, pickup truck, ambulance, reconnaissance vehicle, machine gun mount, ammunition bearer and a troop carrier.

After the war, Willys-Overland introduced a version for the general public, adding refined features such as windshield wipers, a tailgate and an outside gas cap. It was called the CJ-2A, with the “CJ” standing for “Civilian Jeep.”  Other Jeep models followed, such as the Wagoneer, a pioneering sport-utility vehicle introduced in 1963. They were also built in Toledo. Jeep’s ownership changed hands several times, with  Chrysler acquiring the brand as part of AMC in 1987.

The Toledo Assembly Complex builds the Jeep Wrangler, Jeep Wrangler Unlimited, and the Jeep Cherokee, with nearly 4,200 employees.

Read more at:http://www.allpar.com/news/index.php/2014/05/toledos-tribute-to-vets-jeeps

Chrysler Commercial Vehicle Heritage | Dodge Brothers Inc. Joins the Chrysler Group Family

May 28 marks an important milestone in our history here at Chrysler Commercial Vehicles.  It was on this day in 1928 that Dodge Brothers Inc. — a pioneer in utility and work vehicles — became a part of the Chrysler family.

The official history of the Dodge automobile begins in 1914, but the story of the Dodge brothers in the automobile business reaches back even further. Brothers John and Horace Dodge, talented machinists and ambitious businessmen, rose from humble beginnings to become giants in the early American automobile industry.

In 1901, after several years of building bicycles and piecework components for the budding auto industry, the brothers founded a machine shop in Detroit and began producing transmissions.

In 1914, the brothers formed a new company, Dodge Brothers, Inc., capitalized with $5 million in common stock, and began building their own vehicles — the world’s first mass-produced all-steel touring cars. In 1915, more than 45,000 Dodge cars were built and sold, the best first-year sales record for a new car in the industry at the time.

With their early passenger cars earning recognition for durability and value, the Dodge brothers soon began considering ways to convert their successful car platform to truck applications. During 1917, their firm began producing “commercial cars,” including military ambulances and screen-sided business trucks. Panel delivery trucks, fire trucks, pickups, chassis-cabs and other models were soon offered.

1924 Dodge Brothers Screenside truck

During 1920, the company lost its founding fathers. John Dodge died in January, and his younger brother Horace succumbed the following December.

A New York investment banking firm paid the brothers’ widows, in a single cash payment, $146 million for the Dodge Brothers firm. Within three years, the bankers initiated negotiations, and on May 28, 1928, Walter P. Chrysler purchased Dodge Brothers, Inc. for $170 million, making it, at the time, the largest business transaction in history.

When the transaction was complete, the Chrysler Corporation had grown fivefold overnight to become the third of Detroit’s “Big Three” automakers.

Read more at: http://blog.chryslercommercialvehicles.com/2014/05/22/dodge-brothers-inc/?utm_medium=social&utm_source=Facebook&utm_campaign=THMay2814Facebook6&ism=THMay2814Facebook6

Secondary Drowning: What Every Parent Needs to Know

With warmer weather here and swimming a favorite past time of most kids, here is an article every parent should read and be aware of when taking children around water...


The weekend of May 17, writer Lindsay Kujawa and her toddler son Ronin were at a family pool party. Kujawa sat at the edge of the pool while Ronin played on the top step of the spa, and for five seconds she shifted her position to say something to a relative. Suddenly, she noticed Ronin wasn't on the step and was instead being whirled around by the jets in the whirlpool, frantically trying to get his head above water. She pulled him out immediately and other than him coughing and being very upset, he seemed totally fine after a few minutes and they went on with the rest of the party.

When they got home later on that day, Kujawa noticed that Ronin was acting a little odd—he seemed extremely tired and had a weird cough. To be on the safe side, she put a call into his pediatrician, and was surprised to get an immediate call back. The usually calm pediatrician was emphatic that they go to the ER immediately, because she thought Ronin may have been experiencing secondary drowning. 

At this point, Ronin was almost unresponsive.

Many parents have never heard of secondary drowning, but it can happen in a pool, in the ocean, and even in a bathtub. "It occurs when a small amount of inhaled fluid acts as an irritant, causing inflammation and leakage of liquid into the lung," says Michael Roizen, MD, chief welness officer at the Cleveland Clinic and co-founder of YouBeauty. "In some cases, the body may respond by pushing even more liquid into the lungs (this is called pulmonary edema) over the following hours, reducing the ability to breathe and leading a person to drown in their own body fluids." The reaction can take place up to 72 hours after a near drowning incident.

Luckily for Kujawa and Ronin, the ER doctor saw them right away and quickly ordered a round of blood tests and x-rays. His chest x-rays were not good: The doctor said his lungs were aspirated, which could be very serious, and he immediately ordered an ambulance to transport them to Children's Hospital in San Diego to see a pediatric specialist.

Ronin turned out to be OK—the water in his lungs began to clear out after treatment and close monitoring. One doctor told Kujawa that this freak accident happens more often than you'd think—there were two other cases on the same floor with secondary drowning symptoms that very day! She also said it was right to bring Ronin in and that many times it goes terribly wrong for children in similar situations (as in, their parents put their kids down to sleep and they never wake up again.)

We'd never heard of secondary drowning until reading Lindsay's story—and we just had to pass it on to our readers. It turns out that the World Health Organization has tried to limit use of the term "secondary drowning" since it issued a 2005 report aimed at improving reporting and prevention around the world. The paper called for secondary drowing (along with five other types) to all be considered the same thing—drowning—whether or not the incidents are fatal or the effects immediate.

Regardless if what you call it, as we can learn from Ronin, it's still very much a threat to small children. "If your child breathes in water or comes out of the pool coughing or sputtering, monitor them closely, keeping an eye out for difficulties in breathing, extreme tiredness or behavioral changes, says Roizen. "All of these are signs that your little swimmer may have inhaled too much fluid."

Secondary drowing is something every parent needs to know about, so please read this if you're a parent or share it if you're a friend of a parent!

Read more at: http://www.youbeauty.com/health/secondary-drowning

2014 Nissan Altima named "Most Affordable Midsize Sedan" by Cars.com

NASHVILLE, Tenn. – As Nissan celebrates record-breaking Altima sales in April, potential buyers have another great reason to consider Nissan's top-selling vehicle. Citing its "great" gas mileage and "very good" crash test results, Cars.com has named the 2014 Nissan Altima the "Most Affordable Midsize Sedan."

To be considered for the Cars.com's most affordable midsize sedan challenge, contending vehicles were required to have an automatic transmission, cruise control, a USB connection, Bluetooth®, power windows, power driver's seat and a backup camera. These features, coupled with a favorable five-year estimated fuel cost, resulted in the 2014 Altima's top ranking in the popular online shopping website's annual survey of midsize sedans.

"The 2014 Nissan Altima is equipped with an abundance of features that meet the growing expectations of our consumers, while still remaining a cost-effective vehicle to own," said Fred Diaz, senior vice president, Nissan Sales & Marketing and Operations. "Year-over-year sales growth and an expanding list of accolades like this recognition from Cars.com demonstrate why Altima continues to be a leader in the midsize segment."

The 2014 Nissan Altima, a Nissan core model and one of the top selling cars in the U.S., offers a premium exterior and interior and driver-focused technology. Its many attributes include outstanding fuel economy of 38 mpg highway (2.5-liter engine only) and an excellent balance of ride comfort and stability with a fun-to-drive demeanor. Altima is offered in seven well-equipped models to meet a range of needs and budgets – and with a choice of a 182-horsepower 2.5-liter DOHC inline 4-cylinder engine or a 270-horsepower 3.5-liter V6. Both engines are matched with a smooth, efficient Xtronic transmission.

Read more at: http://nissannews.com/en-US/nissan/usa/releases/2014-nissan-altima-named-most-affordable-midsize-sedan-by-cars-com?linkId=8338336

Is Your Car Road Ready?

If your vacation plans include a road trip, the last thing you want is to have unexpected car trouble to leave you stranded at the side of the road, ruining all the fun. A pre-trip vehicle check is the best way to be car care aware and ensure that your car is ready to get you to your destination, says the non-profit Car Care Council.

The Car Care Council recommends the following pre-trip checklist before hitting the road this summer:

-         Check the brake system and make sure the battery connection is clean, tight and corrosion-free.

-         Check filters and fluids, including engine oil, power steering and brake and transmission, as well as windshield washer solvent and antifreeze/coolant. Dirty air filters can waste gas and cause the engine to lose power.

-         Check the hoses and belts that can become cracked, brittle, frayed, loose or show signs of excessive wear. These are critical to the proper functioning of the electrical system, air conditioning, power steering and the cooling system.

-         Check the tires, including tire pressure and tread. Underinflated tires reduce a vehicle’s fuel economy and uneven wear indicates a need for wheel alignment. Tires should also be checked for bulges and bald spots.

-         Check that the gas cap is not damaged, loose or missing to prevent gas from spilling or evaporating.

Read more at: http://www.carcare.org/2014/05/is-your-car-road-ready-for-summer/

The NEW 2015 Dodge Challenger SRT Hellcat Officially Unveiled

Dodge has officially unveiled the most powerful vehicle to ever wear the Challenger name – the SRT Hellcat – complete with over 600 horsepower courtesy of a supercharged, 6.2-liter Hemi V8. It will be offered alongside the 485-hp Challenger SRT.

The new, force-induced V8 isn't just the most powerful ever fitted to the Challenger, it's the most powerful eight-cylinder Chrysler Group has ever built. Power figures aren't finalized, so expect to see "over 600 hp" bandied about quite a lot. That fury will be channeled through either a six-speed manual or eight-speed automatic. Yes, over 600 ponies through an eight-speed auto. So far, the only vehicle we know of that delivers more output through that many gears is the as-yet untested Chevrolet Corvette Z06. Sadly, we don't have performance metrics just yet, although if this thing can't crack four seconds to 60 miles per hour, we'll be pretty surprised.

As is the theme nowadays, the 2015 Challenger SRT features a number of driving modes, governing power output, shift speeds for the 8AT, steering effort, traction control settings and suspension settings. There are three pre-programmed options – Default, Sport and Track – and a Custom mode that allows drivers to mix and match to their heart's content.

Like the Ford Mustang Boss 302, the SRT Hellcat will arrive with two keys, one red and one black. The red key is the one we want, as it unlocks the car's full potential, while the black key is more or less a valet key, limiting output of that supercharged beast under the hood.

Both the SRT Hellcat and the lesser SRT model will ride on unique 20-inch alloys. An eight-spoke design, wrapped in either Goodyear Eagle RSA2 all-seasons or Goodyear Eagle F1 Supercar tires, will be offered on the naturally aspirated model. The Hellcat and Track Pack-equipped SRT will get wider 20s and Y-plus-rated Pirelli PZero Nero tires. Corralling the SRT Hellcat's 600 ponies will be the task of a set of 15.4-inch, two-piece Brembo brakes with six-piston calipers.

Finally, the SRT Hellcat's extra oomph certainly demands some aesthetic tweaks. On the exterior, a Viper-like hood scoop dominates the head-on appearance of the 600-hp Challenger. That functional scoop is flanked by an equally functional set of air extractors, while the new vertical-split grille is a styling item borrowed from the 1971 Challenger. And in case all this visual aggression isn't enough, Dodge has added a very, very conspicuous "SUPERCHARGED" badge to the Challenger Hellcat's fenders.

Production of the most powerful Challenger will kick off during the third quarter of 2014 at Chrysler's Brampton, Ontario factory. Expect pricing information to be released closer to launch. Take a look below for a video and the full press release on both the Challenger SRT and SRT Hellcat, and then hop up top for a gallery of images of the new tire-shredder.

As read on: http://www.autoblog.com/2014/05/20/2015-dodge-challenger-srt-hellcat-official/

Be Safe, Ride Smart: May is Motorcycle Safety Awareness Month

Spring is in full swing and around the country, motorcyclists are returning to the road after a long winter. But with a sudden spike in the number of motorcycles on the road, it’s a good time to remind all motorists, whether on two wheels or four, to keep a special lookout for motorcyclists.

That’s why May is recognized as National Motorcycle Safety Awareness Month, a time for drivers to be reminded to share the road with motorcycles, and riders to be reminded to make themselves more visible to others.

Most motorcyclists are fully aware of the risks they undertake when riding, but a look at the statistics will still open a lot of eyes and stress how serious an issue motorcycle safety is.

According to the National Highway Traffic Safety Administration, motorcycles account for just 3% of all registered vehicles in the United States in 2011, yet motorcyclists account for 14% of all traffic fatalities. Looking at accident rates per vehicle mile travelled, NHTSA estimates motorcyclists are 30 times more likely than car passengers to die in a crash and five times more likely to be injured.

A separate report by the Governors Highway Safety Association estimates a total of 5,027 motorcycle fatalities from traffic accidents in 2012, a 9% increase from the year before. Many of those deaths could have been prevented if motorists were more mindful of safety.

Be motorcycle aware!

Read more at: http://www.motorcycle.com/rider-safety/may-is-motorcycle-safety-awareness-month-91599.html

Dodge and SRT belong together!

Among the moves unveiled during the recent Investor Day program for Fiat Chrysler Automobiles, shifting the Street and Racing Technology (SRT) group into the Dodge brand perked up the ears of driving enthusiasts.

The change means the Viper high-performance sports car returns to the brand where it was born in 1993. Also, throughout SRT's history the majority of its products have come from the Dodge stable.

With Dodge now positioned as the Chrysler Group's performance brand, bringing SRT into the fold is a natural move, says Sergio Marchionne, Chrysler Group CEO.

"Dodge is a performance brand, it needs to have SRT attached to it," Marchionne said on May 13 while attending a transmission plant opening event in Indiana.

He added: "So in the next five years you will see the portfolio purified and strengthened by removing the minivan, the Avenger, the replacement of the Journey with something else that matches the DNA of Dodge. But that needs the completion at the top end with SRT. And SRT will complete Dodge. It will make it the specialist performance piece of the performance brand."

SRT will maintain its current momentum under the leadership of Dodge Brand President and CEO Tim Kuniskis. The passionate and popular Ralph Gilles, who served as SRT brand chief, continues in his roles as Chrysler Group design chief and head of motorsports.

"He's still going to be leading the design of the cars," Marchionne said. "That's a huge strength in that field."

Asked about the Viper, Marchionne said: "It's going to be the top end of the extended Dodge family. It will be a Viper but managed by Dodge. The fangs will always be unique."

As read on: http://blog.chryslerllc.com/blog.do?id=2264&p=entry

Safe Riding Tips for Motorcycle Safety Month

Though we Indian Motorcycle riders like to stand out from the crowd, we do so with the utmost respect for others and for ourselves. During Motorcycle Safety Awareness Month, Indian Motorcycle reminds you to ride safe with the following tips.

Never operate a vehicle if you have been using alcohol or are otherwise impaired.

Wear proper safety gear. Indian Motorcycle recommends DOT approved helmet, closed-toe shoes, eye protection, long pants, jacket, and riding gloves.

Ride within your limits. Safely operate the vehicle with respect for the conditions and within your abilities.

Keep your machine well-maintained.

Follow all traffic laws and posted signs and markers.

Anticipate the unexpected.

Promote a safe riding culture with your friends, family and community.

As read on: http://www.indianmotorcycle.com/en-us/stories/ride-safe?wt.mc_id=C8974218-8EDB-E311-BA99-0050569A00BC&wt.mc_ev=email&WT.mc_id=

Coolant: classic, modern, and water-free

One may easily ask why we need to use something other than water for coolant. One reason is given by the common name given to modern coolants: “antifreeze.” Some agent has to be put into the water to prevent it from freezing in the cold, and destroying the engine (because water expands when it freezes). Over time, other factors became important even in areas where the temperature is always warm, including resistance to boiling (because engine temperatures are often over 212°), and rust and aluminum corrosion protection.

It used to be easy to pick coolant, because there was only one kind: the green ethylene glycol-based mix with silicate- and phosphate-based corrosion inhibitors, usually mixed 50/50 with water (and sometimes sold pre-mixed for nearly the same price). Then, through the 1990s and 2000s, many different coolants appeared under hoods and on store shelves.

Dex-Cool

The first departure was GM’s Dex-Cool, a red-orange supposedly long-life coolant using organic acids instead of silicates and phosphates for corrosion inhibition. This stuff didn’t work as advertised in the GM vehicles it came in; there were lawsuits, which GM lost, and it is known as “death cool” by those of us who have seen what it does to systems not even nominally designed for it.

One of the organic-acid corrosion inhibitors in Dex-Cool also acts as a plasticizer, which softens or dissolves rubber and plastic and attacks gasket materials not designed to resist it. Dex-Cool also does not prevent corrosion in systems containing particular combinations of metals, and it fails to prevent solder from corroding. Dex-Cool is definitely not a wise choice for any cooling system not specifically designed for it.

G-05

The proliferation of different coolant chemistries continued. The next big industry-wide consensus came in the late 1990s, with “G-05.” This formula based on hybrid organic acid chemistry, and used organic acid corrosion inhibitors that do not attack plastic, rubber, or gaskets; it also uses some phosphate-type corrosion inhibitors.

Dyed bright orange, this was factory-fill in Chrysler products starting around 2000, and is now widespread throughout the auto industry. At least in North America, the industry seems to have standardized on dying it yellow. It is easy to get and affordable; even in older cars designed for the green stuff, my long experience with many years and many cars is that G-05 seems to give better corrosion protection over a longer period of time—and without damage to gaskets, seals, hoses, or other system components. So G-05 is definitely a sound choice for any Mopar cooling system (editor’s note: proceed at your own risk when using non-specified coolant.)

Waterless coolant

evans coolantThere is an even better option, which costs more but brings big benefits: Evans waterless coolant. That is what it sounds like: a coolant containing no water at all, really clever stuff based on propylene glycol. Jay Leno uses it in his fleet of sky-high-dollar vehicles. I have done a good bit of research and experimentation with it, and I now run it in all my cars.

Corrosion is not a problem, because there is no water; corrosion is an electrochemical process and this coolant does not conduct electricity. Because there is no corrosion possible, there is no sacrificial corrosion-inhibiting chemistry required, so this coolant does not grow dirty or chemically exhausted and so does not require periodic replacement. The cooling system and the coolant remain spotlessly clean (editor’s inevitable legal note: proceed at your own risk when using non-specified coolant.)

The waterless coolant operates at atmospheric pressure, thanks to its high boiling point. There is no water in it to generate steam, and its expansion with heat is slight, so almost no pressure develops in the system (steam, not the water pump, is what pressurizes a cooling system). Low-pressure operation causes almost no stress on radiator seams, water pump seals, gasket junctions, hoses, heater core, etc., (go back to the radiator cap discussion) so coolant leaks are much less likely.

Even with a leak, there is a much greater safety margin, a leak without pressure goes drip…drip…drip rather than FSSSHHHHHSHSHSHSHHHHH. In a catastrophic emergency you just top up with water and get where you’re going. This doesn’t ruin the Evans coolant, you just collect it in a clean catch bin and heat it to just over 212°F ’til the water’s done boiling off, then pour it back into the system. At the time of writing, this coolant ran around $42 per gallon, including shipping; a prep flush product added around $34 per gallon.

Evans says this coolant suppresses ping (preignition, detonation, spark knock) by controlling localized boiling in the cylinder heads, on the coolant side of the combustion chambers. The idea is that once boiling occurs, no further heat transfer is possible at the boiling location because of the vapor layer between the metal and the liquid; the metal continues to heat up and so you get ping, which heats up the metal even more, and it becomes a vicious cycle. There’s detailed discussion on the Evans site. If you can keep the metal surfaces wetted with coolant rather than blanketed with vapor, the metal temperature can be controlled and ping can be avoided.

The idea passed my common-sense test, so I did a practical test in my 1989 Dodge Ram pickup. With ordinary coolant, I ran a factory-spec 195° thermostat and, with the EGR disabled for diagnostics, I had to be very conservative with ignition timing or ping was significant and uncontrollable. With the waterless coolant, I went to a 205° thermostat, and even with no EGR I could no longer seem to make the engine ping. I gave it 2° more spark advance and still no ping, running on regular gasoline. I am sold on this stuff and now use it in all my cars; it really does every part of a coolant’s job better—these are genuine and large improvements with no drawbacks except higher initial cost of the coolant, but that gets paid back (and then some) over time.

As read on: http://www.allpar.com/fix/engines/coolant.html

2014 Jeep Grand Cherokee SRT

Let's talk asses for a moment. What do they have to do with the 2014 Jeep Grand Cherokee SRT, you ask?

Well, we're here to tell you that this SRT can haul some. Lots of them, as a matter of fact: Jeep has increased the towing capacity of its most powerful SUV to 7,200 pounds. Assuming the average donkey weighs about 400 pounds, the Grand Cherokee SRT can haul ass to the tune of 18 burros, give or take a covered trailer or so, which is significantly more than it could in previous years. In 2013, the machine could manage 5,000 pounds, while the first generation was rated at just 3,500. The increase is mostly attributable to a new eight-speed automatic transmission and beefier rear axle, and it's a welcome update for those who'd like to use their SUV as, well, an SUV with an emphasis on utility.

You'll be pleased to know that this isn't the only kind of ass hauling the 2014 Grand Cherokee SRT is capable ? it can also accelerate really, really quickly ? 0-60 in 4.8 seconds to go along with quarter mile times in the low 13-second range and a top speed of 160 miles per hour. That's extraordinary for a vehicle of this ilk ? and the run to 60 matches that of the last-gen model despite an extra shift taking place due to the new gearbox. Passing performance is even more impressive, as evidenced by a 35-75 mph sprint that's almost four seconds quicker than it was last year, again, thanks to the extra three gears in the transmission. It goes without saying that the 470 horses grazing on premium unleaded and spitting out 465 pound-feet of torque are also responsible for these accelerative antics, along with the full-time four-wheel-drive system called Selec-Track, which provides more traction than the most stubborn mule in the animal kingdom.

We've been rather fond of previous versions of this menacing machine, and with a slew of meaningful enhancements on the menu for the 2014 model year, we took to the track at the brand-new and most excellent Circuit of the Americas in Austin, Texas at the invitation of Jeep to find out just how Grand the iconic Cherokee nameplate has become.


We'll start with the styling. "Aggressive" is the word that best describes the 2014 Jeep Grand Cherokee SRT, from its massive 20-inch wheels ? a different pattern than last year's controversial "Spider Monkey" alloys is now available ? wrapped in Pirelli P-Zero P295/45/ZR20 tires (Pirelli Scorpion Verde all-seasons are also available) to the unique blacked-out front fascia dominated by Jeep's traditional seven-slat grille. Viewed in profile, there aren't too many clues to the casual onlooker, besides the massive wheels, of course, that this isn't your average SUV. But look a little closer and you'll see details like blacked-out headlight clusters with LED surrounds and a deeply scooped hood with functional heat extractors ? telltale signs that this mule is built to haul.

Even if you happen to be behind this brutish 'ute, it will be impossible to miss Jeep's SRT ? if the unique rear fascia doesn't tip you off, the rumble emanating from the dual exhaust tips is sure to seal the deal. The soundtrack belted out by the massive 6.4-liter Hemi V8 will stir the souls of all those enamored with big displacement and natural aspiration ? you can count us among that group ? just as surely as it will irritate your grandparents on long highway slogs.

If nothing else, looking at and listening to the Jeep Grand Cherokee SRT proves that SRT CEO Ralph Gilles isn't just blowing smoke when he says that the brand is "Unapologetically selling high performance."

It's also worth noting that the rear glass is no longer separate from the rest of the tailgate. Jeep says the change makes the piece lighter while improving rear visibility. That's all true, but the ability to stick long objects out the back without a fully erect lid is now lost, though that may at least partially be forgiven since the tailgate is now power operated.

The look inside the cabin has also been fine-tuned for performance drivers. Carbon fiber trim replaces the wood accents found in less powerful Grand Cherokee models, and the so-called Laguna leather and suede seating surfaces are nice and grippy. New for the model year is a dual-pane panoramic sunroof option. Oh, don't forget the bright red engine start/stop button. Racy!

SRT's new-for-2014 steering wheel deserves mention. According to Gilles, the automaker purchased wheels of high-performance models hailing from the likes of Audi, BMW and Porsche to make sure its wheel, one of the most tactile parts of the driving experience, is truly world class. As far as we're concerned, SRT has nailed it ? the wheel is nice and meaty where your hands want to rest, and the buttons and controls don't get in the way while driving. Similarly, the big metal paddle shifters on either side of the wheel are easy to locate and feel good to the touch.



Along with the new transmission comes a new shifter. Shaped like a traditional T, the lever is now fully electronic, with separate detents when moving from Park to Reverse, Neutral or Drive. As with all such doohickeys, this one takes some time getting comfortable with, but it eventually becomes a non-issue. Directly behind the shifter is a rotating knob with settings labeled Track, Sport, Auto, Snow and Tow, and just to the right of that is a button labeled Launch. We'll talk more about these bits and pieces later.

The biggest changes to the interior are the new 8.4-inch Uconnect central infotainment system, of which many Autoblog staffers voted tops in its category when it won the AOL Technology of the Year Award for 2012, and the seven-inch customizable display in the gauge cluster.

For the 2014 model year, Chrysler is introducing Uconnect Access Via Mobile, which includes navigation and apps like Aha Radio, Pandora, iHeart Radio and Slacker, plus safety features that include an embedded cellular chip that can contact emergency services; remotely lock, unlock or start the car; and alert the owner of a possible theft.

The entire Uconnect system can now be activated using voice commands, from switching radio stations, changing climate settings, answering or making phone calls or calling upon the cloud using Bing search for directions, places of interest or phone numbers. Drivers can also send and receive text messages if they have connected their phone via Bluetooth.



Since this is an SRT model, the center screen also displays performance data. For instance, the driver can call upon a series of gauges to monitor the vehicle's vital signs, a graphic display of the car showing the g-forces from every direction, lap times or current and best acceleration and braking figures.

Directly in front of the driver is a new seven-inch instrument cluster screen that can electronically display things like the car's speed, current powertrain and suspension settings, trip information, fuel economy, radio settings and plenty more.

Now that we're familiar with our surroundings, it's finally time to hit that big red button to start the engine.

You might think that driving the 2014 Grand Cherokee SRT is all about the engine... and you wouldn't necessarily be wrong.

The grunt underhood does indeed dominate the driving experience, and we mean that in the best way possible. Acceleration from a dead stop is effortless up to freeway speeds and beyond, though you won't be lighting up the rear tires as with other products from SRT. Instead, instant all-wheel-drive traction is the name of the game, and holeshot starts are as easy as touching the Launch button we mentioned earlier.



One press puts the car into a predetermined mode that optimizes everything for straight-line acceleration. The suspension hunkers down, the transmission goes into its sportiest programming mode and the engine settles into a 2,000-rpm hum. Let your foot off the brake while mashing the throttle, and you'll be to 60 mph in well under five seconds, each and every time, so long as you're not driving on something as slick as snow, mud, snot or marbles.

Assuming you're interested in more than just pin-your-passengers-back antics, we suggest you investigate the dial to the right of the Launch button. If you're driving at a track, there's a dedicated mode that takes as many of the electronic nannies away as Jeep's engineers felt was safe, including the removal of anything that would take full power away from the engine, along with a torque split that sends 70 percent to the rear tires. There's still roll mitigation and some small level of traction control, however, and that's likely a good thing for everyone but professional race car drivers.

Sport mode adds some of those failsafe features back into the mix, but still allows enough wheelspin to make an aggressive driver feel fast while still being under control with a 65-percent rearward torque bias. This is probably where you'll want to keep the knob pointed on the street. Auto mode is self explanatory, as are Snow and Tow, but you may be interested to know that Auto provides the cushiest ride while Snow and Tow modes lock the torque distribution at 50/50 front to rear.



We already talked a bit about how the eight-speed transmission improves performance, but it's also worth mentioning that the gearbox now includes rev matching, meaning the throttle is automatically blipped when downshifting for smoother and quicker shifting. All in, Jeep says its test drivers shaved six-tenths of a second off their lap times due to the upgraded transmission at Nelson Ledges Road Course in Ohio. That's a massive improvement when talking all-out hot laps.

Braking performance is also very good. Jeep quotes a stopping distance of 116 feet from 60 mph along with a 0-100-0 time of 16.3 seconds. We were only given the opportunity to take the SRT around COTA for two laps at a time, so we can't say if brake fade will be a significant issue. We can say, though, that the 15-inch rotors with six-piston Brembo calipers at the front and 13.78-inch rotors with four-piston Brembo calipers stopped the heavy SUV with authority over the course of our track time, limited as it was.

Steering the Grand Cherokee SRT, we were reminded how polished the final generation of hydraulic power steering systems have been... because this Jeep is still fitted with one in lieu of the electronic units that are becoming commonplace. As such, you won't find driver adjustable steering feel or any changes in ratio, which is locked in at 17.5:1. That's just fine and dandy, though, because the settings chosen by SRT's engineers for the rack-and-pinion work perfectly well.



Throwing the 2014 SRT into a corner demonstrates a few interesting points. First, there's hardly any body roll when the vehicle is in Track mode, and second, there's quite a bit of grip available to be exploited by the driver. It's easy enough to set the car into a controllable four-wheel drift around sweeping corners, and it's just as easy to scrub a bit more speed for the sake of quicker exits and lap times. Pick your poison ? either way, you'll be having way more fun than should be lawful in a block-shaped vehicle weighing 5,150 pounds.

On COTA's long back straight, the Jeep's heft and general lack of aerodynamic efficiency becomes apparent as acceleration slows once into triple-digit speeds. That's not to say it's actually slow, it's just not accelerating as fiercely as it does at lower velocities. In any case, we'd wager a paycheck or two that high-speed acceleration significantly improved with the three additional ratios for 2014 compared to previous years, saddled as it was with an aging five-speed unit.

Fuel mileage is not going to be at the top of the target buyer's list of concerns, but we're happy to report that the 2014's estimated ratings of 13 miles per gallon in the city and 19 on the highway are each one mpg better than before. Click the car into Eco mode and those figures improve, according to Jeep, by around six percent. Fear not, hot shoes, full throttle in either Eco or normal modes is the same.



Interior dimensions mirror those of other Grand Cherokee models, with 40.3 inches of legroom up front and 38.6 in the rear. Cargo capacity maxes out at 68.7 cubic feet, or at 35.1 with the rear seats in their full upright and locked positions. You'll be able to fit four adults inside comfortably, or five if you have to, and they will all enjoy heated seats (cooled up front, too), an attractive and airy cockpit with reasonable visibility and even an optional rear-seat Blu-ray/DVD entertainment system with monitors that swing up from the front seatbacks.

Put another way, strip all the go-fast goodies from the SRT and you're left with a highly competitive sport utility vehicle. But why in the world would you want to do that? If you're in the market for a super 'ute, put your local Jeep dealer on your must-visit list, and make sure you bring at least $62,995 (plus $995 for that pesky destination charge) along with you.

By choosing the Jeep, you'll be saving more than $20,000 off the price of anything else that might be called competition, vehicles including the BMW X5M or Porsche Cayenne Turbo, and the European contenders boast option prices that will easily put you into a second mortgage if you're not careful. Yes, those vehicles, along with the Mercedes-Benz ML63 AMG and Land Rover Range Rover Sport Supercharged, may be a little quicker, faster or more powerful. They might boast more brand cachet and they may be more refined than the beast from Jeep. But they won't be any more practical, and we're not sure they're that much more fun, either. Besides, when the automotive discussion turns toward track-biased super-performance sport utility vehicles, fun thrown in the face of conventional wisdom really is the name of the game, don't you think?

As read on: http://m.autoblog.com/2013/02/25/2014-jeep-grand-cherokee-srt-first-drive-review/?p=1&icid=art_prev

Jeep's upcoming 5 year plan

Fiat Chrysler CEO Sergio Machionne presented a five-year plan for the company brands this morning, with Jeep first up on a long day of presentation. Jeep's head honcho Michael Manley wasted no time in laying out what the foreseeable future will look like for what he calls the "lead global brand" of the company.

Big goals for the next half-decade will include expanding the lineup from five nameplates built in one country, to six nameplates build in six countries. That expansion of models will include both a three-row competitor, and, of course, a small vehicle to slot below Cherokee. The company is also seeking to add a whopping 1,300 dealers over the next few years, to sell all this new metal, and has an aggressive goal of doubling Jeep sales by the time 2018 rolls around.

As expected, that first salvo from the off-road brand will be the debut of the much ballyhooed Renegade small crossover in the third quarter of this year. Jeep has already designated that Renegade will get refreshed for the 2017 model year, as well.

The three-row vehicle in question will be a redux of the Grand Wagoneer nameplate, slated to come to market in the second half of 2018. Manley called the upcoming product the "most premium Jeep we will have ever made," which sounds promising considering recent product offerings.

2016 will be an unusually important year for Jeep; fitting as it will also mark the company's 75-year anniversary. An as-yet unnamed C-segment SUV will make its debut in '16, and the current Cherokee will be due for its mid-cycle refresh as well while both the Patriot and the Compass lines will meet their maker by 2016.

Finally, on to brand cornerstones Wrangler and Grand Cherokee. According to the company, we should expect a completely new Wrangler in the second quarter of 2017, though there is, as of yet, little to no detail on what we should expect. The current Grand Cherokee is slated to get a refresh in the fourth quarter of 2015, before the next generation debuts in the third quarter of 2017.

As read on: http://www.autoblog.com/2014/05/06/jeep-5-year-plan-grand-wagoneer-new-models/?ncid=edlinkusauto00000016

May is Motorcycle Awareness Month

Help reduce the number of motorcycle and scooter accidents by raising awareness this month.

May is Motorcycle Safety Awareness Month. This is the perfect opportunity to brush up on your road safety knowledge, and discover some of the things that you can do to reduce the number of car-vs-motorcycle accidents. In 2012, more than 4500 motorcyclists lost their lives on American roads. This number represented 15 percent of all people killed as a result of auto accidents that year.

Motorcycle accidents often happen because drivers simply aren't paying attention. Many car-vs-motorcycle collisions occur because motorcycles are small, and can easily disappear in a car or truck's blind spot.

Motorcyclists can also play an important role in ensuring their safety by ensuring that they're highly visible at all times. Wearing reflecting clothing, signaling when overtaking or making a turn, as well as wearing a helmet can reduce the chances of an accident/ serious injury.

That being said, motorists can also play their part when it comes to protecting motorcyclists on the road.

Tips for car drivers:

- Always be aware of your surroundings. Keep your attention on the road and don't use your mobile phone while driving. Refrain from applying makeup, reading, drinking, eating, or engaging in any activity that takes your attention off of the road. Engaging in these activities will limit your concentration leading to distracted driving and a possible car accident.

- Always signal when you're changing lanes or merging with traffic.

- Even more importantly, always check your blind spots and mirrors extensively before merging or changing lanes. This is something that not enough drivers do, and can easily lead to a tragic accident.

- Give motorcyclists a full lane while driving, regardless of the size of their vehicle.

- Don't follow too closely to a motorcycle. Ideally, you should give motorcyclists a following distance of more than 4 seconds. This will give the both of you enough time to react in case of anything unexpected. It's important to realize that a 2-3 ton car will take much longer to stop than a 400 lb motorcycle.

As read on: http://www.prweb.com/releases/motorcycle/safety/prweb11820691.htm3

Spring is finally here: Now is the time to learn How to fix the 5 most common lawn problems

It looks like Spring has finally Sprung! Now is the time you are probably thinking about getting your lawn in shape!

If the lawn outside your window is giving you the blues, join the club. After a brutal winter walloped much of the country, our Facebook and Twitter feeds have been buzzing with lawn care woes from exasperated homeowners (#moles #barespots, anyone?). Fortunately, many of the most common problems have fairly straightforward fixes, as you’re about to read. And just in case your yard is already the envy of the block, our experts have advice on money-saving tips, the right and wrong ways to fertilize, plus results from our latest tests of mowers, tractors, and more.


Problem: Lack of sunlight
Solution: Look for lawn alternatives

Even so-called shade-tolerant varieties of turfgrass won’t do well in dark corners of the yard. And pruning trees too aggressively to create sunlight can end up harming the tree. You’re better off cutting your losses and replacing the sun-starved patch of grass with a shade-tolerant ground cover, such as bishop’s hat or sweet woodruff. Or you might convert that part of the lawn with gravel or a perennial bed.



Problem: Crabgrass invasion
Solution: A multi-pronged defense

You’re smart to tackle this pesky weed. Besides being an eyesore, crabgrass typically dies off at the first frost, promoting soil erosion. Applying corn gluten meal, a natural alternative to chemical herbicide, in early spring can help contain the problem. Follow with a spring fertilizer. As the mowing season begins, don’t cut the grass too short, since this can open the door again for crabgrass. Set the deck on your mower or tractor to around 3½ inches. Most decks have notches, not inches, so getting the height just right can take some trial and error.



Problem: Persistently thin, patchy grass
Solution: Get a soil test

Chronic lawn problems are often about the soil, not the actual grass. Having a soil test done is the best $10 to $15 you can spend. Home and garden centers sell DIY kits, but we recommend working with your local cooperative extension (use the national directory listed at www.csrees.usda.gov/extension), whose experts will pinpoint your soil’s pH level and identify any missing nutrients. They’ll also prescribe the best course of treatment, for example spreading limestone if the soil is acidic or sulfur if it’s overly alkaline. It’s prudent to do a soil test every few years, though if you just moved into a new home, you may want to do one annually, at least until the desired results start to show.



Problem: Grub sightings
Solution: First assess, then address

These milky-white beetle larvae feed on grass roots, which can lead to dead spots in the lawn. Grubs also attract moles and raccoons. But a few here or there might not be a problem, says Kyle Wickings, a turfgrass entomologist at Cornell University. Ten larvae per square foot is a common threshold for treatment, however, this can vary by species. A very healthy lawn can tolerate higher densities.

If there are signs of damage, say dead or wilting turf, ask your cooperative extension for the best treatment, which will depend on the species of grub. Preventive insecticides are applied in spring, and curative measures are done in the fall. In some regions, chemicals are illegal or must be applied by a certified pro. Organic alternatives, such as Heterorhabditis nematodes, are often effective.



Problem: Ugly bald spots
Solution: Start from scratch

Weeds love bare patches, so if you don’t act quickly, they will. Spring’s cool, wet weather is conducive to growing many types of turfgrass. Start by digging up the damaged section, plus 6 inches of surrounding, healthy lawn, cutting about 2 inches deep. Then level the soil and add a small amount of soil amendment, such as a plant-based compost, and starter fertilizer. If you’re using seed, cover it lightly with straw and keep the ground moist until germination. For sod, which is about 10 times more expensive than seed but tends to work better, cut a section to fit, press it into place, and water frequently until it takes root.



5 ways to save on lawn care

Add compost. This will improve your soil and eliminate pests and diseases, which means less money spent on fertilizer and water. Apply a quarter-inch of top-dressing compost once or twice a year, including right after your lawn has greened up. Going over the lawn with an aerator first will help mix the organic matter into the soil.

Water wisely. An established lawn needs about 1 inch of water per week in the growing season. A light daily watering will encourage shallow root systems. Instead, water thoroughly once a week, using a 1-inch deep empty tuna can as a makeshift measuring device. Early morning is best, say before 8 a.m., when evaporation rates are low and more water is absorbed into the soil. Also, don’t be afraid to let grass turn brown during dry spells. Most species can easily go a month without water. It’s time to water again when the grass goes from tan-brown to straw-colored.

Mulch, don’t bag. Your grass clippings are a free source of slow-release fertilizer, so let the mower discharge the clippings back onto your grass rather than bagging them. This can cut fertilizer costs by up to 30 percent. The only time to bag clippings is when your lawn is having a disease breakout, often signaled by irregular brown patches or rings in the lawn.

Try low-maintenance grass. Slow-growth, drought-resistant grass species save water, fertilizer, and time. Your local cooperative extension can help you find species that are right for your climate, soil, and lifestyle. Tall fescue is a low-maintenance alternative in the Northeast that can withstand heavy foot traffic, good for homes with active kids. Zoysia and seashore paspalum are easygoing newcomers in the South, while buffalo grass is popular west of the Mississippi.

Maintain your mower or tractor. Sharp blades cut cleaner and faster, and along with basic engine maintenance can reduce fuel costs by up to 25 percent. Dull blades also stress grass, making it more susceptible to disease. For best results, sharpen and balance the blade three times during the growing season.



The do's and don'ts of lawn fertilizer
Most lawns need extra nutrients, but there’s a right way to choose and use them, especially when kids and pets are present. Here’s what to avoid, and what to do instead.

What not to do

    Don’t use fast-release chemical fertilizers. Though their high concentration of nutrients will green up your lawn quickly, they’re tough on the environment and putting down too much could actually burn your grass.
    Don’t use bone meal, blood meal, and fish-meal fertilizers if you have pets. Dogs in particular find them very tasty, and ingestion can lead to vomiting and diarrhea. Some are also mixed with highly toxic insecticides.
    Don’t use starter fertilizer with weed control when trying to grow new grass. The seeds will not be able to germinate.
    Don’t ignore the instructions on the label, including the type of drop spreader it stipulates. That will help ensure that the fertilizer is appropriately dispersed over the lawn.

What to do instead

    Do use slow-release fertilizers. They won‘t have an immediate impact, but that’s better for the long-term health of your lawn. And using too much won’t damage your grass. The same goes for organic fertilizers.
    Do check the label. It will likely indicate how much nitrogen, phosphorous, and potassium are contained, in that order. Use fertilizers with a higher nitrogen content in the spring and summer. Use a fall fertilizer that is higher in phosphorous and potassium for better root growth.
    Do limit your fertilizer applications to twice a year. We recommend once around Memorial Day and again after Labor Day.
    Do keep fertilizers off areas where rain might carry them into storm drains and then into rivers and lakes.

As read on: http://www.consumerreports.org/cro/magazine/2014/05/how-to-fix-the-5-most-common-lawn-problems/index.htm

2015 Dodge Challenger Hellcat

What It Is: The long-rumored 2015 Dodge Challenger Hellcat being put through its paces under gloomy skies. Wearing but tiny strips of camo on its front and rear fascias, Chrysler apparently feels that, since the 2015 Challenger update was revealed at the New York auto show, cloaking measures are no longer required for the Hellcat’s nearly identical exterior.

Unfortunately for them, our savvy photogs caught one in the wild, immediately zeroing in on the Hellcat’s telltale center-mounted and front-facing air-intake scoop. Even better, they managed to snag a shot with the Challenger’s hood raised, exposing the massive supercharger that, for those of a certain age, will likely bring to mind the “rat roaster” aftermarket intakes favored by brave Challenger Hemi owners during the pony car’s first go-round some 40 years ago. Sure the technology is completely different (with a distinct lack of carburetion), but evoking the past has been part of the modern Challenger’s appeal since day one. In addition to the Viper-esque hood scoop, it appears the Challenger Hellcat will pack the same revised front fascias, deep air dam, LED headlight halo, and taillamps as the rest of the Challenger lineup.

Why It Matters: The pony-car war is still on full boil, and Dodge needs to keep the Challenger interesting in the face of the redesigned 2015 Mustang and its forthcoming Shelby GT350 variant rumored to be packing a flat-plane “Voodoo” V-8. And then there are the Camaro ZL-1 and the Z/28. Bragging rights mean a lot in this segment, and if it takes forced induction to keep the Challenger relevant, you wont hear a whimper of complaint from us.

Platform: Nothing new here, the Challenger Hellcat is expected to soldier on with the same shortened LX platform as its siblings. We wouldn’t be surprised if Chrysler tweaked spring rates, dampers and bushings for Hellcat duty, and the bright-red Brembo calipers seen in the images appear to be a tad more substantial than those in current use.

Powertrain: Initial rumors pegged the Hellcat’s numbers somewhere just north of 600 horsepower and with 575 lb-ft of torque, but recent remarks made by SRT chief Ralph Gilles insinuated that the final number may top the 640-hp output of the V-10–powered Viper. The current 6.4-liter Hemi generates 470 horsepower and 470 lb-ft, and pushing the horsepower number beyond 600 via forced induction is the easy part; making it tractable and durable is where the work is done. Reports are that the Hemi will back up to a ZF-sourced eight-speed automatic.

Estimated Arrival and Price: Our latest intel has the 2015 Dodge Challenger Hellcat arriving in the third quarter of 2014 as 2015 model. Pricing is up in the air, but with the current Challenger SRT8 ringing in with an MSRP just south of $47,000, you can bet the Hellcat will be north of the $50K mark.

As read on: http://www.caranddriver.com/news/2015-dodge-challenger-hellcat-spy-photos-news