We’ve known all along that the All-New 2015 Chrysler 200 is a great vehicle. Now we have the independent ratings to prove that it’s among the safest on the road.
The Insurance Institute for Highway Safety (IIHS) has named the All-New 2015 Chrysler 200 a 2014 Top Safety Pick+, its highest rating. “The 200 aced the challenging small overlap front test with a good rating in every measurement category,” said IIHS President Adrian Lund. “Chrysler should also be commended for offering forward collision warning with autonomous braking on this mainstream midsize car. Our research shows that these systems are effective in preventing some kinds of crashes from happening altogether.”
IIHS testing simulates a number of potential collisions, including a side impact with a large SUV or pickup truck, front moderate-offset impact, roof-crush consistent with a rollover, a rear collision capable of inducing whiplash, a new small-offset frontal impact and new crash prevention evaluation. In the small overlap test, IIHS notes that “the driver’s space was maintained well, and injury measures recorded on the dummy indicated a low risk of any significant injuries in a real-world crash of this severity.”
The All-New 2015 Chrysler 200 is a showcase of advanced safety and security technology, offering a comprehensive array of driver warning and assist systems and state-of-the-art occupant restraints, and that’s not all: “With a standard nine-speed transmission, innovative available all-wheel-drive system and 60 safety and security features, the IIHS Top Safety Pick+ rating for the new 200 is the icing on the cake for customers, giving them added peace of mind,” said Al Gardner, President and CEO — Chrysler Brand, Chrysler Group LLC.
Experience the All-New 2015 Chrysler 200 in person by visiting Dick Scott Chrysler Dodge Jeep Ram or Dick Scott Motor Mall.
As read on: http://blog.chrysler.com/vehicles/200/new-2015-chrysler-200-named-top-safety-pick-iihs/?utm_medium=social&utm_source=facebook&utm_campaign=KMAug2614facebook1&ism=KMAug2614facebook1
Thursday, August 28, 2014
All-New 2015 Chrysler 200 | Named Top Safety Pick+ by IIHS
Wednesday, August 27, 2014
Stop, Start, Save - Fuel-Saving Technology Standard on Jeep Cherokee
Chrysler Group is offering fuel-saving Engine Stop-Start (ESS)
technology as standard equipment on certain models of the award-winning
2015 Jeep Cherokee mid-size SUV and all-new 2015 Chrysler 200 mid-size
sedan.
Jeep Cherokee customers who choose the available 3.2-liter Pentastar
V-6, and Chrysler 200 customers who opt for the 2.4-liter Tigershark
I-4, and will experience estimated fuel-economy improvements of up to
three percent, compared with the conventional vehicle-engine pairings.
“We’re taking highly efficient engines and upping the ante to further
benefit our customers,” said Mike Duhaime, Global Director-Electrified
Powertrain Propulsion Systems. “ESS leverages intricate control
strategies to deliver a superior driving experience, as well as the
expected fuel-savings and emissions-reduction.”
ESS applications in the Jeep Cherokee and Chrysler 200 and will
account for an estimated C02 emissions-reduction of up to three percent.
Availability in the popular Jeep Cherokee is scheduled for third
quarter. ESS arrives the following quarter in the all-new Chrysler 200.
ESS works this way:
- Engine controls constantly monitor vehicle speed
- When the vehicle brakes to a stop, fuel flow is cut and engine turns off – events that save gas and reduce emissions
- Beefier batteries maintain other vehicle systems so in-cabin comfort is unaffected
- When the brake pedal is released, the engine automatically restarts and the nine-speed automatic transmission, the segment-exclusive
nine-speed automatic transmission is engaged – all within 0.3 seconds
If a driver chooses to forgo the benefits of ESS, the feature can be
deactivated with the push of a button, and then reactivated.
Efficiency and refinement are hallmarks of the Tigershark and Pentastar engine families. ESS just complements these attributes.
The Cherokee’s available 271-hp 3.2-liter Pentastar V-6 is derived
from the acclaimed 3.6-liter Pentastar V-6, named three times one of
Ward’s 10 Best Engines. The smaller-displacement V-6 helps the Cherokee
deliver fuel-economy improvements of up to 30 percent, compared with the
model it replaces.
Individual exhaust-manifold runners are integrated into the aluminum
cylinder-head casting, a key Pentastar-family differentiator. This
design feature reduces weight and affords packaging benefits.
The 24-valve engine’s 10.7:1 compression ratio aids in lowering fuel
consumption and improves performance while its variable-displacement oil
pump further reduces parasitic losses to maximize fuel economy. The
pump is programmed to operate as needed, staying in low-pressure mode
below 3,500 rpm, and then bumping up pressure as demand follows
engine-speed.
The high-tech transmission – which also comes standard in the Jeep
Cherokee – dispenses power smoothly for elevated refinement. Such
performance is made possible because the ratio steps between its gears
are smaller than those of other transmissions.
The Jeep Cherokee has earned multiple media accolades, from Rocky
Mountain Automotive Press Association’s SUV of the Year to 2014 Canadian
Utility Vehicle of the Year, courtesy of the Automobile Journalists
Association of Canada (AJAC).
As read on: http://www.chryslergroup360.com/featured_news/stop-start-save/
Tuesday, August 26, 2014
Ram Snatches Truck Torque Crown with 865-lb-ft Cummins Diesel for 2015
As read on: http://blog.caranddriver.com/do-all-of-the-twist-ram-snatches-truck-torque-crown-with-865-lb-ft-cummins-diesel-for-2015/
Monday, August 25, 2014
2015 Caravan: most affordable 3-row
The Dodge Caravan will remain the most affordable three-row minivan in America for 2015, with a starting price of $21,890 (including destination charge). That’s for the American Value Package, a setup derived from the popular Canadian Value Package.
The “normal base” SE starts at around $3,000 more, with the well-equipped SXT coming in at $27,990. The sport Dodge Caravan R/T, set up for better cornering and a snazzier look, tops the charts at $30,990.
The Grand Caravan is both the best selling minivan in America so far this year, and the fastest-growing, with sales up by 12%. For 2015, the R/T will get standard 17-inch polished aluminum wheels with gloss black pockets, all minivans will have standard daytime running lights, and there will be two new packages on SE and SXT. Both include Blacktop and UConnect Hands-Free; one adds a power driver’s seat ($995) and the other, the power window group ($1,195).
Timing for the new “RU” series minivans is uncertain, with a factory closure late in 2014 indicating an early 2015 launch, but Sergio Marchionne most recently projecting new minivans for early 2016. Some sources have said that the current Caravan will continue for one or two years afterwards, while a full-size crossover is being designed and tested.
Chrysler Town & Country starts where Dodge Caravan ends, with the base LX at $30,990.
Read more at: http://www.allpar.com/news/index.php/2014/08/2015-caravan-most-affordable-3-row
Friday, August 22, 2014
New Platinum, LX minivans
For 2015, Chrysler will add new minivans to both the top and the bottom of the price charts.
A new Limited Platinum actually lowers the top starting price of Chrysler minivans to $40,990, including destination. It includes everything in the 2014 Chrysler Town & Country Limited, but adds a power folding third row seat and the power sunroof — at less than the price of the 2014 Limited.
At the bottom end, the LX (late availability) will match the Caravan R/T’s starting price of $30,990. The Touring, S, and Touring-L continue essentially unchanged, at $31,760, $33,990, and $35,460, respectively (including destination).
Dodge Caravan starts at $21,890. The Chrysler models come with many features standard, and more elaborate interior and exterior styling. Both share a six-speed automatic and 3.6 liter V6 gasoline engine.
Read more at: http://www.allpar.com/news/index.php/2014/08/new-platinum-lx-minivans
Thursday, August 21, 2014
2015 Jeep changes: power boost, more
The 2015 Jeep Grand Cherokee SRT will get a minor power boost to match the Challenger and Charger — going up to 475 hp. So far, there is no Hellcat, and while it was reportedly considered, Allpar finds it unlikely that the 707 horsepower beast will make it into the luxoJeep.
All prices in this article including a $995 destination charge. Hawaii residents have a $1,045 destination charge.
In addition to the power boost, a new Red Vapor Special will be available to Grand Cherokee SRT buyers (and, despite some odd speculation by other publications, yes, the name will remain Grand Cherokee SRT.) Grand Cherokee Summit buyers will also find un-named “enhancements” to the top of the line model, which will start at $49,590 without all wheel drive. (The base Laredo runs $30,590, in rear wheel drive form. The SRT makes even Summit look inexpensive, with a price tag of $65,390.)
Wrangler has stereo improvements and a new, optional “black steel” 31 inch wheel setup. It starts at $23,590 for Sport (two-door), and runs up to $36,190 for Rubicon Unlimited. Generally, moving from the two-door to the extended-wheelbase four-door Unlimited adds $4,000 to the price.
All Wranglers now have a 4×4 setup, and mail carriers (and presumably anyone else who likes the steering wheel on the “wrong” side) can opt for a right-hand-drive Sport Unlimited at $36,190. That’s around $5,000 more than the usual Sport Unlimited.
Cherokee adds a backup camera and automatic headlights to Latitude and Trailhawk models. It will start at $23,990 for the Sport FWD and run up to $31,190 for the Limited AWD; AWD adds $2,000 to the price. Trailhawk is the only model with skid plates and is the base model for those who really intend to go off-road, beyond gravel and dirt roads.
Compass and Patriot Latitude gain a navigation system option, but remain otherwise unchanged as they soldier on. The little Jeeps, made in the same plant as the Dodge Dart, start at $17,490 for the Patriot Sport FWD and end at $28,990 for the Compass Limited AWD. Generally, AWD adds $2,000 to the price, and Patriot is $1,500 to $2,300 cheaper than equivalent-level Compass, though it has more space and looks “more like a Jeep.”
Read more at: http://www.allpar.com/news/index.php/2014/08/2015-jeep-changes-power-boost-more
Wednesday, August 20, 2014
THIS WEEKEND Join us for our Indian Motorcycle Demo Event - Friday & Saturday, August 22nd & 23rd
THIS Friday and Saturday,
August 22nd and 23rd for our Indian Motorcycle Demo Ride Event!
including the New Indian Roadmaster and Indian Scout!
own with these exclusive offers only available with Scout's First Run Program.
**Saturday Rides will take place from 11am - 4pm**
Tuesday, August 19, 2014
They’re here! Nissan previews two of its sportiest 2015 vehicles, and offers some blasts from the past
What do a classic roadster, diesel-powered crossover, and electric utility van have in common? In this instance, they all have a Nissan badge on their nose – Datsun makes a cameo appearance, too. The NY Daily News Autos drives two of Nissan’s hottest 2015 models, a few tempting European-market cars and trucks, and even classics like the original 240Z.
Nissan has one of the fastest-evolving and diverse lineups in the auto world, with most products in showrooms having been redesigned or updated within the last five years. We recently tried out the most recent additions to the Nissan lineup, and had the rare opportunity to spend time with prototypes, classic cars, and products sold in markets outside the United States.
We were among the first to officially drive the 2015 370Z Nismo, a track-oriented 370Z that unofficially debuted at an owners gathering in May. The ’15 model makes a 7-speed automatic available for the first time on a Z Nismo, and adds Recaro seats and some changes to the chassis tuning.
We drove a Z Nismo equipped with a 6-speed manual and liked the balance of performance enhancements and drivability. (A GT-R, which we drove directly afterward, still felt like a mental, hair-raising machine by comparison.) It may not rival a classic Z car for future desirability, but the Nissan Z remains a great – and sometimes overlooked – choice in the sports car world.
This was also our first drive of the Juke Nismo RS, a fantastic, performance-oriented treatment of the cheeky Juke crossover SUV. A 6-speed manual transmission, on-point steering feel, superb seats, and a surprising amount of turbo oomph make it as fun to drive as it is polarizing to view. Even if you think it looks like a giant frog, the Juke is still fantastically fun to drive.
The Juke Nismo RS is proof that great things can come in small, strange-looking packages.
It was surprising to see Nissan’s first electric van for mass production, the e-NV200, at this event. Based on the vehicle you know better as the Taxi of Tomorrow, the e-NV200 sources its batteries and motor from the Leaf hatchback, resulting in a silent delivery van with a range of about 100 miles.
Its driving position and road manners are van-like, sure, but it accelerates well, and is much quieter than its gas-powered counterpart. The e-NV200 is currently being tested by FedEx, and any future commercial sales are likely to be limited to work fleets.
The teeny-but-not-too-tiny Micra is sold in Canada and Mexico, where it competes with the Mitsubishi Mirage and Fiat 500 as basic urban transportation. It impressed us with its solid fit and finish, punchy 109-horsepower 4-cylinder engine, and high level of equipment. This is no GT-R – or even a Juke, for that matter – but there is merit in its small dimensions, frugal nature, and able chassis.
More forbidden fruit materialized in the form of the Qashqai crossover SUV. Underneath the Qashqai (say cash-kie) is a U.S.-market Rogue, but this particular SUV was equipped with a torquey turbodiesel engine. Don’t hold your breath for that motor to make it here, however. We still like the Qashqai’s elegance, both in and out, and would forgive its slightly louder engine note for the greater returns in efficiency.
Nissan fastidiously keeps running examples of its historic past, including the 1600 Fairlady Roadster seen here. Don’t be fooled by the Broadway-worthy name, because this little car is an absolute driving delight – Julie and Rex would almost definitely give it a standing ovation, in our opinion.
The Fairlady is a light, tossable roadster that does a great impression of similarly small and charming British sports cars. Except unlike the British cars in the 1960s, the Nissan was absolutely reliable (sorry MG and Triumph fans). The Fairlady’s agility is impressive, even though it does without power steering. Once the exhaust’s overrun kicks in around 3000 rpm, you have no choice but to fall in love with this tiny Nissan roadster.
The Fairlady got things rolling, but the original 240Z defined Nissan’s balance of style, performance, and budget-friendly pricing in the ‘70s. This particular 240Z was rehabbed by Nissan in 1996, as part of an official effort to breathe life into the Z brand, despite the temporary discontinuation of the car. That pricey restoration paid off, because this car is sublime to drive!
The wooden steering wheel, slick shifter, light clutch action, and limber chassis make the 240Z as compelling to drive as many modern sports cars. In time, the Z packed on more luxury features, additional power, and extra pounds. The original is the best, and probably the Nissan we’d most like to take back home.
Read more: http://www.nydailynews.com/autos/latest-reviews/nissan-taste-2015-models-back-article-1.1878555#ixzz3ArFWsw9R
Monday, August 18, 2014
2015 Chrysler 200 Earns 2014 Top Safety Pick+ Award
Friday, August 15, 2014
Join us tomorrow at Plymouth High School for our Dodge Booster Club Fundraiser
Thursday, August 14, 2014
No 2015 Super Bee
Allpar member “redriderbob” wrote that he spoke with Tim Kuniskis at the Dodge Charger SRT Hellcat launch; Mr. Kiniskis, who heads Dodge, said that the SRT brand structure is too confusing with SRT Core models, Super Bees, special edition packages on Charger, and such; it is difficult for the customer to know what kind of models they are looking at, and it is hard for sales staff at dealerships to learn the chaos. According to the member, the Super Bee’s last year will be 2014, and he is “aligning the Charger and Challenger options to be identical.” The Super Bee and Core will be replaced by the Scat Pack 392, which “adds more content at a lower, more affordable price for the customer. It will be the best value four-door muscle car on the market.” When asked if the days of the 392 were limited, he stated, “Absolutely not! People that don’t have the need for the extreme power of the Hellcat, but want a great handling muscle car with great power will be able to have the regular SRT392 model. There will be enough content in both Charger and Challenger SRT 392 models to keep them very separate and desirable for the customer who wants it.” When asked why Dodge had not said much about 2015 Chargers other than the R/T and police pursuit editions, Mr. Kuniskis said they wanted to fully focus on the launch of the 2015 Dodge Challenger, and that the rest of the Charger lineup would be unveiled in the next month or so. All Chargers other than Hellcat (slated for January production) will be available by the end of the year. As read on: http://www.allpar.com/news/index.php/2014/08/no-2015-super-bee
Wednesday, August 13, 2014
Five Tips for Off-roading on Sand in your Jeep
To many Jeep® brand fans, the summer season means one thing: finally taking a long-awaited off-roading trip to a sandy spot.
Whether you’re taking your Jeep brand vehicle to the beach for the day or attempting to climb to the top of a sand dune along the shoreline, it’s important to understand how your vehicle performs in sand. For all the beginners out there, we’ve come up with a few tips to help you prepare for your next sand-filled excursion. As always, remember to drive consistent with your experience level and the conditions.
1. Make sure your vehicle is properly equipped.
Before your vehicle’s tires even touch the sand, it’s important to make sure you have all the proper equipment. When driving on sand dunes, this may include a tall antenna with an attached flag to help make your vehicle more visible to others in the area. Make sure to check with the park’s guidelines before heading out for a full list of requirements.
2. Drop your tire pressure.
Dropping your tire pressure 10-12 pounds below normal can help maintain traction in sandy conditions. Just don’t forget to air up before you hit the pavement again.
3. Understand the consistency of the sand.
The consistency of the sand can affect how you drive your vehicle. You may need to alternate between high (for softer sand) and low (for harder, wetter sand) four-wheel-drive settings, depending on the consistency of the sand.
4. Keep up your vehicle’s momentum.
Maintaining momentum while driving on sand can help prevent your Jeep brand vehicle from losing traction. Try to keep a forward movement going, especially when climbing up large dunes.
5. Avoid tight turns.
Along with maintaining forward momentum, it’s important that you make large, wide turns in your vehicle while on sand. This will help prevent your vehicle from slowing down and getting stuck.
Read more at: http://blog.jeep.com/adventures/five-tips-roading-sand-jeep-reg-brand-vehicle/
Tuesday, August 12, 2014
Flood Safety Tips
Floods can occur anywhere, with floodwaters rising gradually or flash floods striking suddenly. Flash floods are the number one weather-related killer in the United States — most flood fatalities happen because people try to drive through deadly waters rather than avoid them. (Source: Federal Emergency Management Agency, 2005)
Water's powerful force can easily overtake vehicles caught in a flood. Follow these tips to stay safe in your car during a flood.
How to Drive in a Flood
Pay attention to barricades.
Don't ignore them by driving past them.
Do not drive through standing water on roads or in parking lots.
The average automobile can be swept off the road in 12 inches of moving water, and roads covered by water are prone to collapse. Attempting to drive through water also may stall your engine, with the potential to cause irreparable damage if you try to restart the engine. If you come upon a flooded street, take an alternate route.
Take extra precautions if you're forced to drive through water.
If no alternate route exists and you have no other reasonable alternative but to drive through standing water.
- Do your best to estimate the depth of the water (if other cars are driving through, take note of how deep the water is).
- Drive slowly and steadily through the water.
- Avoid driving in water that downed electrical or power lines have fallen in — electric current passes through water easily.
- Watch for items traveling downstream — they can trap or crush you if you're in their path.
- If you have driven through water up to the wheel rims or higher, test your brakes on a clear patch of road at low speed. If they are wet and not stopping the vehicle as they should, dry them by pressing gently on the brake pedal with your left foot while maintaining speed with your right foot.
- Stay off the telephone unless you must report severe injuries.
- If your vehicle stalls in the deep water, you may need to restart the engine to make it to safety. Keep in mind that restarting may cause irreparable damage to the engine.
- If you can't restart your vehicle and you become trapped in rising water, immediately abandon it for higher ground. Try to open the door or roll down the window to get out of the vehicle. If you are unable to get out safely, call 911 or get the attention of a passerby or someone standing on higher ground so that they may call for help.
Read more at: http://www.progressive.com/vehicle-resources/flood-safety/
Monday, August 11, 2014
Ultimate Three-Quarter-Ton HD Challenge: And the Winner Is …
To determine the winner of our 2014 Ultimate Three-Quarter-Ton Heavy-Duty Challenge, we considered all the test data we had gathered over the full two weeks of testing, as well as our scoring and notes from our judges, who drove these trucks across thousands of miles and in various weather and terrain conditions.
Our charts report all the data we collected and the point totals that those results translate to. The judged section of our test was done by three automotive experts: Aaron Bragman, Cars.com Detroit bureau chief; Kent Sundling, operator of MrTruck.com; and Mark Williams, PickupTrucks.com editor. They scored each truck in six categories on a 100-point scale. Those categories were: engine performance, seating comfort and ergonomics, technology and entertainment, ride quality, visibility and value. For this comparison test, our experts' totals represent about 40 percent of the overall points awarded to each vehicle.
Interestingly, of the 16 empirical tests we conducted, the 2014 Ram 2500 won the most events with 10; the 2015 Chevrolet Silverado 2500 won three and the 2015 Ford F-250 won three. However, the Ram did not collect the most points in the empirical section. That happened because we allocate points equally in each event based on the percentage difference from the winning time, speed or distance. In several cases the winning and second-place scores were separated only by fractions, so many scores were very close. The Ford F-250 finished ahead in data points by a very small number, winning just three of 16 events but placing very close to the winner in many others.
Where the Ram 2500 did much better than either of the other two competitors was in our qualitative scoring, impressing each judge enough to get a unanimous first-place finish.
First Place: 2014 Ram 2500 HD
Empirical score, 1,553 points; judges' score, 1,515 points; total, 3,068 points
The Ram HD 2500 is our pick for best overall three-quarter-ton pickup equipped with a gas engine.
It dominated our test events, winning 10 of 16 events and scoring a first-place finish with each of our judges. The Ram definitely offered the best interior and had the best ride of the three, comfortably traversing just about every smooth and broken tarmac surface. Even though it sat below our $50,000 price cap, it still provided a lot of technology and features that the other two players could not match: the RamBox, adaptable rear coils, hidden storage, a top-notch information center and more. Our biggest complaint about this truck was that it didn't have side steps, which is practically a requirement unless you are 6 feet 5 inches or taller. Other nitpicks had to do with the fact that Ram tried to pack too many features into the truck; having the Tow/Haul and trailer brake controller relatively low in the center stack makes both a challenge to find in a hurry. Still, if we were going to choose the best all-around three-quarter-ton player in the field today, the Ram 2500 would be at the top of our list.
Second Place: 2015 Chevrolet Silverado 2500 HD
Empirical score, 1,539 points; judges' score, 1,445 points; total, 2,984 points
The Chevy Silverado won three different empirical events, two in our level-ground brake testing and one in the loaded fuel-economy test. If the Chevy is a good example of anything, it's a testament to how much you can do with a smaller pile of cash. It's difficult not to look at the recent 2015 upgrades as a compromise decision in which someone up the chain of GM command decided to focus on improving the interior and exterior look without fully addressing substantive issues with the HDs' conventional front short- and long-arm independent front suspension and old-as-dirt leaf spring setup. Despite those shortcomings, the judges consistently scored the Chevy better than the Ford; the Chevy provided a confident look and controlled feel when running in transport or on test tracks. If there was a glaring weakness, we couldn't find it, but these new powertrains did expose a few vulnerabilities during our most punishing and heaviest test events.
Third Place: 2015 Ford F-250 Super Duty
Empirical score, 1,560 points; judges' score, 1,395 points; total, 2,955 points
The Ford was the least changed truck since our last HD test; each of its competitors have undergone significant interior, exterior and, in some cases, mechanical upgrades. We like the 6.2-liter V-8 engine; it's a strong performer and it did very well in just about all of our contests. However, we found the most problems surrounding the truck were underneath in the form of the suspension's challenged ride quality, both when loaded or empty. None of the other trucks sagged as much as the F-250, which showed a pronounced droop in the rear end when loaded. Likewise, when loaded, the ride was floaty and wobbly — especially when taking corners. Additionally, the look of the factory trailer hitch is bulky and ugly, and not nearly as integrated and well-designed as its competitors. Yes, the Ford F-250 did come out on top during our 16-event empirical portion, but fell a healthy distance short of the competition (we can't help but wonder what would have happened with 4.30:1 gears) in ride quality and overall interior design and quality.
Editor's note: We'd like to thank RaceLogic for collecting much of our test data, to GM for the use of its proving grounds, to Roush and Load Trail for the use of its heavy-duty trailers and to the editorial staff at Cars.com who helped and supported PickupTrucks.com in putting together this monster comparison test.
Read more at: http://special-reports.pickuptrucks.com/2014/08/ultimate-three-quarter-ton-hd-challenge-and-the-winner-is.html?ism=WPAug1114Facebook8
Friday, August 8, 2014
Enjoy Perseid meteor shower at state parks Aug. 9-16
Some state parks in Michigan are staying open late and offering “Meteors & S’mores” events in honor of this natural light show. Many of these events feature astronomy presentations, as well as – you guessed it – s’mores. A few participating parks also will offer free movies to complement this natural light show.
Meteors & S’mores events are scheduled at the following state parks (counties). Parks with an asterisk next to the name will offer a free movie before the meteor shower:
Saturday, Aug. 9
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Fort Wilkins Historic State Park (Keweenaw), 10 p.m. (parade grounds) This program features guest speaker Joel Kimball, professor at the South Dakota School of Mining and Technology
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Leelanau State Park (Leelanau), 8:30 p.m. (day-use picnic shelter)
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Van Riper State Park (Marquette), 10 p.m. (campground shelter building)
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Brimley State Park (Chippewa), 7 p.m. (visitor beach playground)
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Muskallonge Lake State Park (Luce), 9 p.m. (community fire pit in the day-use area)
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Silver Lake State Park (Oceana), 9 p.m. (dune pedestrian lot)
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Hoeft State Park (Presque Isle), 9 p.m. (hospitality site)
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Wilderness State Park (Emmet), 9 p.m. (amphitheater)
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Rifle River Recreation Area (Ogemaw), 10 p.m. (ranch ball field)
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Porcupine Mountains Wilderness State Park (Ontonagon), 9 p.m. (Union Bay campground)
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North Higgins Lake State Park (Crawford), 9 p.m. (park beach pavilion)
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Port Crescent State Park (Huron), 8:30 p.m. (day-use area)
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Young State Park (Charlevoix), 10 p.m. (park baseball field across from loop 4)
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Van Buren State Park (Van Buren), 9 p.m. (southern side of the beach parking lot)
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Baraga State Park (Baraga), 10 p.m. (park picnic area)
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Aloha State Park (Cheboygan), 8:30 p.m. (camp host site no. 47)
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Burt Lake State Park (Cheboygan), 9 p.m. (fire pit on the west side of the interpretive building)
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Brighton Recreation Area (Livingston), 9 p.m. (Chilson Pond behind the park headquarters). This program features guest speakers from University Lowbrow Astronomers.
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Hartwick Pines State Park (Crawford), 8 p.m. (campground amphitheater)
There is no charge to attend Meteors & S’mores, but a Recreation Passport is required for any vehicle entering a Michigan state park.
The Recreation Passport is an easy, affordable way for residents to enjoy and support outdoor recreation opportunities in Michigan. By checking “YES” for the $11 Recreation Passport ($5 for motorcycles) when renewing a license plate through the Secretary of State (by mail, kiosk, online at www.expresssos.com or at branch offices), Michigan motorists get access to state parks, recreation areas, state forest campgrounds, non-motorized state trailhead parking and state boat launches. In addition, Recreation Passport holders can experience real savings at businesses and retailers that participate in the Passport Perks discount program.
The Recreation Passport is valid until the next license plate renewal date. Nonresidents can purchase the Recreation Passport ($31 annual; $9 daily) at any state park or recreation area or (annual passes only) through the Michigan e-Store at www.michigan.gov/estore.
Learn more about this creative way of sustaining Michigan's outdoor recreation and natural resources at www.michigan.gov/recreationpassport. For information on Passport Perks shopping discounts or how businesses and retailers can enroll in the program, visit www.michigan.gov/passportperks.
Thursday, August 7, 2014
Nissan Frontier Prototype Powered by Cummins Diesel
When Nissan dropped the Frontier Diesel Runner Concept with a 2.8-liter Cummins diesel four-cylinder under its transparent hood at the 2014 Chicago auto show, it was like a bomb had exploded at McCormick Place. A diesel engine in a compact pickup! (Or something like that, given the Windy City show’s sleepy reputation.) Where have you been all of our lives? Besides every other country, of course.
Indeed, as with driver-side sliding doors on minivans and express-open windows, a diesel-powered compact seemed (and still seems) like a why-haven’t-we-had-this-all-along kind of idea. After all, with prodigious torque and considerable fuel economy advantages over large-displacement gasoline-powered engines, diesels are natural fits for larger pickups, so why not small trucks?
So we were first in line to sample a modestly equipped, Cummins-powered Frontier Crew Cab prototype that Nissan provided for evaluation. And while the powertrain itself was rough and in need of a heavy dose of refinement, what we experienced made us that much more convinced that the diesel compact truck has a future here.
The diesel engine itself is a new, 2.8-liter mill that produces approximately 200 horsepower and a hearty 350 lb-ft of torque, according to Nissan. Being careful not to overstate its claims about the diesel’s capability, Nissan instead is emphasizing the mill’s fuel efficiency, which it says should increase by about 35 percent compared with the gas-powered V-6 in the 2014 Frontier. It will do so while also roughly matching the six-holer’s towing and payload capacities (which can reach up to 6500 and 1480 pounds, respectively). So you don’t have to look it up, the Frontier Crew Cab V-6 achieves an EPA estimated 16 mpg city/22 mpg highway, so we figure that a diesel-powered version would jump into the 22-mpg city/30-mpg highway neighborhood. But compare the power figures to the 261 horsepower and 281 lb-ft produced by the V-6 and the 152 horses and 171 lb-ft of the inline-four in the current Frontier, and one can see how anybody who regularly tows a trailer or fills the bed might be attracted to such a machine.
How’s it drive? Well, without balance shafts, optimized engine mounts, and other refinements, the Cummins engine’s current state means it isn’t close to ready for production, even mated as it is to ZF’s versatile 8HP70 eight-speed automatic transmission. The engine vibrates considerably, and is none too discreet with its industrial-sounding, spoon-in-a-blender diesel clatter. And there is “intentional” turbo lag, according to Cummins marketing communications manager Steve Sanders, who rode along with us for the test drive. “You’ll see why.”
Alas, we did, upon our first full-throttle start. The engine roared and we traveled a sluggish initial 30 to 40 feet, then the rear wheels began to spin wildly, prompting us to back off the throttle to regain our grip. Of course, we repeated this procedure at every subsequent opportunity—delayed-reaction burnouts are fun, don’t ya know. Yet, the diesel is eminently drivable when operated with some judiciousness. It’s hardly quick off the line, but the copious reserves of grunt are truly satisfying. We would have loved to load up the bed with a half-ton of stuff and see how it performed, but that will have to wait for another time.
So it works. We had no doubts that it would. Moving forward, we will be interested to see how refined this powertrain becomes as it nudges toward something salable. Truck diesels don’t need to be as whisper-quiet and smooth as those found in modern luxury sedans, but the shaking and valvetrain noise will nonetheless have to be tamed, and the turbo lag will need to be smoothed out before anyone would choose it over a gas V-6. Anything is possible, said Sanders, but to what extent that will happen “depends on how much Nissan wants to spend.” ZF, at least, is a willing partner, although the eight-speed’s electronic shifter design will likely change from the prototype’s current T-shaped handle lifted from the Jeep Grand Cherokee.
So, what are its chances for production? Quite good, at least for the next-generation Frontier, which is still two or three years away. By then, the Chevy Colorado and GMC Canyon mid-size pickups will be on the streets with their own 2.8-liter four-cylinder diesel. This Frontier would give Nissan a compression-ignition answer to those trucks, one brandishing the Cummins name, no less. Hey, it worked wonders for Dodge and Ram trucks.
It’s too early to nail down a price for the Cummins-powered Frontier, but expect to pay a decent premium over a comparably equipped gas V-6 version. Based on the $25K currently charged for a Frontier S 2WD short-wheelbase Crew Cab V-6 automatic, the Cummins diesel version would likely push $30,000.
Certainly, if enthusiasm among the Nissan and Cummins people dictated the decision, a production Frontier diesel would be here tomorrow. “I hope Nissan goes for it,” said Sanders. “At this point, it would almost be cruel if it didn’t.” We agree.
As read on: http://www.caranddriver.com/reviews/nissan-frontier-cummins-diesel-prototype-drive-review
Wednesday, August 6, 2014
First look: 2015 Nissan Murano keeps concept car lines
Third-gen crossover will have 20 percent better mpg, tuned CVT, lower drag
When Nissan introduced the production version of the third-generation Murano at the New York auto show this year, the crowds were somewhere between surprised and shocked that the undulatory exterior and wacky roof pillars of the concept hadn’t been dulled down in production trim the way most concepts are. The wavy forms down the side and the sloping roof were still there, no doubt terrifying the metal stamping machines at the beast’s Canton, Miss. production plant.
But that exterior contributes as much to the vehicle’s significant improvements as anything else. When it arrives in showrooms in December the Murano will be 130 pounds lighter, 20 percent more fuel efficient and its cd will have dropped by .06 to 0.31. All of those improvements are interrelated.
Nissan said it was able to lower the curb weight through design efficiencies and with the selective use of high-strength steel, particularly in areas beefed up for better side-impact protection. While no 2015 specifictions were released, if you knock off 130 pounds from the current Murano’s heft you get curb weights for the 2015 model that will range from 3693 to 4025 pounds. That’s less than V6-powered competitors like the Ford Edge and Toyota Venza but a little more than four-cylinder competitors like the Hyundai Santa Fe and Ford Escape.
Turns out that sculpted exterior is functional, too. While the basic shape and proportions haven’t changed compared to the Resonance concept that debuted at the 2013 Detroit show, the surface of it has, up to an inch and a half here and there as needed for better laminar airflow. The new head- and taillights, as extreme as the rest of the shapes, help reduce drag, as well. The production model spent three times the number of hours in the wind tunnel compared to the 2014 Murano. That’s what it takes to get from 0.37 to 0.31 cd.
The standard Xtronic CVT transmission – the only one that will be offered - is more efficient, with reduced internal friction, Nissan says. As with the four-cylinder Altima and Rogue, the 2015 Murano CVT will get D-Step Shift logic to provide the illusion that it is a traditional automatic transmission. Faking shifts appears to reassure customers that there is nothing wrong with their trannies, and gives enthusiast drivers something to do going around corners. The D-Step shift algorithms come next to the Versa, Versa Note, Sentra, Altima V6, Pathfinder and Quest. It seems like there’s no going away from CVTs at Nissan.
All the above increases the 2015 Murano’s fuel economy from 20 EPA combined in the current vehicle to an estimated 24 in the coming ride.
That will be with virtually the same 260-hp, 240-lb-ft 3.5-liter V6 engine as before. That front- or all wheel-drive powertrain will provide 0-60 acceleration “in the sixes,” according to Nissan, though specific times have not been released.
Product planners described the new Murano’s interior as “premium social lounge” meant to “enhance the togetherness of front and rear passengers.”
“This is for the older empty nester couple and their friends,” explained senior product planning manager Scott Pak.
The Rogue is for young couples with one kid, the Pathfinder’s for families with two children, and when the kids finally leave the parents get a Murano. The lounge aspect of that interior will be centered on what Nissan calls its “zero-gravity” seats. These feature three layers of urethane, grippy side bolsters and three (as opposed to the normal two) points of contact and support for your kiester. The front seats can be ordered as climate controlled meaning heating and cooling is available.
What used to be known as the instrument cluster but which is now known as the “drive assist display” is a seven-inch reconfigurable full-color screen. Over on the center console is an eight-inch capacity touch NAV display that helps reduce the number of so-called hard buttons from 25 to 10. It includes the popular pinch and swipe gestures that the kids love so much on their phones.
Safety features include: blind spot warning, cross-traffic alert, moving object detection, forward emergency braking and forward collision warning. Lane departure warning was not included in the new Murano’s options because Nissan said customers were not wanting it as much. (That’s corporatespeak for, “It drove people crazy!”)
Behind the second row of seats there is 7.8 more cubic feet of cargo space, a huge leap in capacity, especially considering that the new Murano is only 2.5 inches longer than the current one.
So that’s what we learned after we spent a day at Nissan’s Arizona proving grounds with a production prototype. Okay, we learned more than that but we can’t tell you. Driving impressions are under embargo till sometime around December. So despite having negotiated the high-speed oval, various rough-road surfaces and the really fun road course with whoop-dee-doos, expansion joints, frost heaves and manhole covers scattered at all the apexes, we can’t tell you whether the coming Murano crossover is really fun to drive or whether it blows. Sorry.
Look for more info in a few months.
- See more at: http://autoweek.com/article/car-news/2015-nissan-murano-updates#sthash.MeXpVZsF.dpuf
Tuesday, August 5, 2014
2014 Nissan Versa Note named one of the "10 Coolest New Cars Under $18,000" by Kelley Blue Book's KBB.com
Monday, August 4, 2014
The full Dodge Challenger line, on the road and track: SXT to Hellcat
Largely overlooked as the media and public focus on the 707-horespower Hellcat Challenger is the standard 392 car, still a highly respectable package with a great deal of power. This was the first of the 2015 Dodge Challengers I took out on a road course in Portland, with a good mix of curves, straights, streets, and freeways.
With Track mode, at first it felt too heavy, but after driving with it for a while, I decided that I would probably end up using that daily. It was firm, but not too firm. If I lived in a pothole prone area, I might change my tune on that a bit, but with the mostly smooth roads we have out here, it’s just fine, especially if you enjoy “spirited” driving.
I grew to love that car in that trip. If I had my choice, I might well pick an SRT 392 over a Hellcat. The overall look and balance of the car that suits me. Enough power to have a ton of fun, and still be quicker than 99% of the cars on the road, but not so much that you are afraid to drive it at 10/10ths all the time.
At the track, my first car was a Challenger hellcat. Jim, the lead Portland Raceway instructor, said, “This car rewards smooth driving, and patience. If you are a herky jerky driver, and are impatient, you will not be able to drive this car well at all.”
They had the Hellcats all in Street mode for both traction control and suspension to help prevent drivers whose confidence exceeded their ability from destroying one of these cars, and to keep them from hurting themselves or someone else.
If you don’t stay fairly close to the wall, the track will tend to suck you out into the weeds. In the dry, the Hellcats were seeing 140 there. My first time through at speed in the wet, I was at 110. By the last set of laps on the day, I touched 130 there.
About half way through that wall hugging back straight/sweeper, the race surface has some ripples to it that unsettle the chassis. Not so big a deal in the dry, but very unnerving in the wet, especially when you have a car that can break the tires loose at will at anything below 100mph in the wet.
Entering the straight for the first time at speed, I finally rolled into the Hellcat hard in 3rd gear for the first time. We were using the red key, so all 707hp and 650 ft/lbs of torque was available to me. Past 3/4 throttle in 3rd gear I was starting to get tire spin, Jim suggested I short-shift it to keep the torque down and lessen the tire spin potential. Suggestion followed. Dang! It works like a champ.
Up into 5th just before the braking zone. Hard on those superb brakes, 20% to set the car, 80% to slow it, then back to 20% for the corner. Downshifting at the same time as well, from 5th, to 4th, down to 3rd. I could have probably gone to 2nd in the dry, but that would have just been tire spin city in the wet. So, about 2000 rpm in 3rd rounding the sharp left of turn 2, gently rolling into the throttle across the changing track surface, till it smooths, roll on it hard for a second, then on the brakes again to slow for the upcoming right. Still in 3rd gear, you maintain the throttle through the sweeper and through the transition into the off camber left sweeper that makes you wait and wait until you can apply power again.
I found the dry spot on the track, rolled into the power hard till the braking cones ahead. Brake, right, whoa squirrelly, lift gently and wait to apply throttle till the car is pointed straight, dangit! Roll into 4th, 5th right as we cross the bumpy part of the back stretch, braking cones fast approaching, downshift, brake, downshift, turn left, roll into it a bit, brake slightly, turn right on the entrance to the sweeper for the front straight. Rinse and repeat, and learn from your mistakes.
The hardest part about driving that car hard in the wet is the urge to use the throttle while in a turn or turning. All that will do is pivot the car around in the wrong way. So it’s almost a tension, a strain, to not over use the throttle.
I had an interesting conversation with an SRT chassis engineer about the wheel hop. It comes down to tires and bushings. The factory has to use tires that will last a certain number of miles, with bushing material that does both damping of noise and resists displacement. For tires, noise damping usually wins out over displacement; these vehicles are built to the general public’s standard, not the enthusiast’s standard. If you use harder tires, it will lessen the hop, if you use softer tires, it will lessen the hop. If you could get more deflection resistant bushings for the rear suspension pieces it would lessen the hop, but at the factory level, none of that can be done because of the other criteria that those components have to meet. Good enough answer for me, and makes a ton of sense.
I then drove an SRT 392. The Hellcats I had been driving were stick cars (the autos were hard to get a ride in) so I was also very keen to try the ZF 8 speed out as well. I set everything to track mode in the SRT Performance Pages, got myself settled, and waited.
Here is the car that can be driven at 10/10ths at all times. I only had one guy in front of me, he was in a Scat Pack. I had caught up to him on the warmup lap, and passed him on the front straight at the beginning of lap 2. The ZF automatic is great for braking, as you can just pop the left lever to get engine braking downshifts while climbing all over those same brakes that the Hellcat wears. And then roll hard back into the throttle, and pop the right lever to upshift when you want, or just leave it be and the computer get it done.
The computer is pretty spot on. Half the time I was getting it just before it would do it on its own, the other half of the time it was just getting there as I was ready to bump it myself. By the end of the 4th lap, I was only a straightaway behind the last car behind. I don’t know how much time I made up on them, but I was flying in comparison. I got out with a huge grin on my face and a spring to my step. That was a great feeling.
I had an absolute blast with that one. The Hellcat was hard work to drive fast. The SRT 392 was just a hoot to drive fast. I am not sure that the Hellcat would have been any quicker on this day. I know I had a huge grin when I got out of the SRT 392, whereas getting out of the Hellcats it was more akin to relief at not dying this time out.
I did have a chance to take each of the “lesser” cars out:
The SXT felt nice. It was pretty Spartan, and honestly, I can agree with the complaints about the small face radio. The 5” thing has no place in the middle of that big opening. The V6, while not a powerhouse, is certainly adequate for moving the Challenger around. The shifts seemed kind of mushy to me, but on reflecting back, I had just gotten out of a SRT392 in track mode shifting, and that’s so crisp and quick, that it would make a light switch seem mushy. So for the average commuter, that is just looking for a dang good looking car, with enough power to be enjoyable, and still return good mileage, the SXT is your car. I would however recommend stepping up to the Track Pack package on the car. It lowers the ride height by 1/2”, and gives you the paddle shifters that are fun to use. I believe it also gives rev matching downshifts.
Next up was the 5.7 R/T. I have spent many thousands of miles driving an 2009 R/T Challenger; it feels pretty much the same as far as power goes, though the 8 speed does, along with the revised suspension bits, make the car seem more connected than the previous generation. Again, I would recommend the Track Pack for added driving enjoyment. This is a perfect car for someone who wants a middle of the road solution. More power and options than the SXT level, but still wants to maintain a modicum of mileage capability.
R/T Scat Pack 392. This is basically the old SRT Core model, but for less money, and more content. This is your bang for the buck car, the truest muscle car of the bunch frankly. Big engine, few options, brash looks. Same power as the SRT 392, but with the last generation brakes, a two mode suspension, and not all the trick toys. It does however share the exhaust system so you get that same rock band soundtrack. The Shaker version is the sharpest looking in my opinion, and you can at least option the Scat Pack cars with the red suede inserts.
If you want to go fast in a relatively straight line for as budget minded as you can be, this is your ride. This is today’s 383 Road Runner/ Super Bee. It is entirely possible that this car could be quicker on a drag strip than the SRT 392. Not by much, but by some. The added options and such in the SRT392 will tend to slow it down some in comparison to the more Spartan Scat Pack car.
SRT 392. The SRT 392 strikes such a balance of power, poise and overall performance, that it really is a shame that it is being so overshadowed by its belligerent big brother. The Hellcat is phenomenal, but this SRT 392 is something else altogether. It benefits from the Hellcat suspension and brakes, while not gaining the weight of all the supercharger bits and supporting pieces. It has its own, unique hood, that SRT claims was based off of the Viper GTS hood, but all I see is AAR ’Cuda when I see that hood on an E-body shape.
Where the Hellcat is Thor’s hammer, ready to decimate small villages with a single blow, the SRT 392 could be likened more to a jeweler’s hammer. Just the right size, not to heavy, not too light, with the ability to craft such beautiful works that it dazzles the mind. Is it so terrible that we have this and the monster that is the Hellcat to choose from? Please do not overlook this car if you are shopping in this price range.
Hellcat. That word alone has already made such a huge impression on the automotive world, that by itself, the word evokes thoughts of brutal power, unyielding force, and a general toughness that so eloquently describe this car. Pick your poison, stick shift for those that want to truly master and tame the beast, or a superb automatic, for those that want to get every last bit out of this monster that can be extracted.
If you want the baddest of the bad, the best of the best, and are unafraid to have your lion taming chair and whip at the ready every time to start this ’Cat, then this is your calling. This car is not for the faint of heart. While it can be driven civilly, and can be civil, it is in no way shape or form tame. It really is akin to someone taking a baby wild tiger cub into their home. Yes, they can train it to be nice, yes it will socialize, and yes, it will most likely never be an issue. But, after it’s fully grown, at its heart, and always within a microsecond of reaction or a mistake on your part, it is a wild, untamed beast that with one swipe or bite can kill you. This car should come with a manual that on the outside has a wrapper, which says “Handle with Caution!”
I might be slightly overstating it to get a point across, but I want to leave the impression that this car is too much for most people to handle. Chrysler has done a phenomenal job in taming this beast. But even they admit (Tim Kusinikis) that this car is for the 5%. Not the 5% that can afford it though, the 5% that knows how to responsibly use the power. Because, there will always be that temptation to use the red key and find out what it will do. Regrettably, I think that possibly, not many Hellcats will make it to their tenth birthday.
The car is an absolute wonder, it can do amazing things, is more exciting to drive than a box full of fireworks that has caught on fire, and, in the right hands, will be an absolutely brutal opponent in the car wars that are the drag strip and the standing mile, and even on Road Race courses. If you relish a challenge, then the Dodge SRT Hellcat Challenger has growled its response to that challenge.
As read on: https://www.allpar.com/reviews/15/SRT-track.html
