Part Two: A Closer Look at Indian Motorcycles

As part of our ongoing automotive and motorcycle coverage, we’re taking a couple days to take a close up look at Indian Motorcycles and the business of challenging an industry giant like Harley-Davidson. Today, we check in with an industry expert for an objective look at Indian’s operations.

Basem Wasef, motorcycle journalist, author and industry expert explained that Polaris’s resuscitation of the Indian brand has been both “brilliant and painfully obvious.”

“Polaris has applied considerable financial investment toward bringing back a legendary nameplate, creating relatively reliable modern motorcycles that pay homage to bikes which were arguably better in nostalgic retrospect than they were in reality,” Wasef said. “But at its core, Indian is less about the motorcycles themselves, and more about the power of a brand.”

Menneto evidently agrees: “We can’t build to match Harley’s capacity, but we can build a brand that’s popular as an alternative — that’s popular with a dedicated customer base with which we can build a relationship. Rather that match the size and capacity of Harley-Davidson, we’d rather compare with premium brands like BMW or Ducati.”

Wasef stressed that challenging Harley-Davidson’s market share would have been unthinkable if Polaris had created a new brand altogether.


“When it comes to brand perception, established Japanese manufactures like Suzuki, Yamaha, and Honda still can’t touch Harley-Davidson in the areas of authenticity and that inscrutable sense of cool,” Wasef added. “But by adopting a nameplate that’s older than H-D and happens to be associated with larger-than-life personalities like Steve McQueen and Burt Munro, Polaris has taken on a serious challenge and dipped their toe into a potentially lucrative business.”

Indian’s slow build is still in effect. For three years, all Indian Motorcycles built were the Chief and Chieftain models — ranging in price from about $19,000 to $23,000. For the first time since the company made its return to business, it introduced new bikes this year — expanding its line at the top and bottom with the $27,000 Roadmaster and the $10.000 Scout.

The latter is especially important as it reaches out to less affluent buyers with its smaller price tag. If Indian wants to compete with H-D, they’re now trying to get to riders when they’re young and equipped with less disposable income.

Steven D. Menneto, Vice President for Motorcycles at Indian, admitted that Indian is still not building to full capacity as that all-important five year business plan unfolds. The next phase for Indian looks to be expanding to more international markets in Europe and South Africa to diversify that brand loyalty. Only time will tell if this classic American make will stand the test of time in a new business era of high-tech and international competition.

Wasef insisted it will still take significant amounts of time to make a dent against the Harley-Davidson juggernaut.

“But, considering the aggressive product development that has occurred since the new Indian models were revealed one year ago, Indian looks like it will be a serious force to be reckoned with moving forward.”

As read on: http://www.craveonline.com/lifestyle/cars-auto-motorcyles/781713-part-two-closer-look-indian-motorcycles

Part One: A Closer Look at Indian Motorcycles

Recently, a rival of Harley-Davidson – a Japanese motorcycle company that builds multiple cruising and touring motorcycles – held a recent full-line press event at a rural Georgia country club.

On the first morning of the media gathering, that bike maker lined all of its models up in a shiny row, with the company’s name and logo prominently displayed on large banners posted all around the motorcycles.

As a visiting couple strolled by the display on their morning constitutional, one said to the other, “Wow, honey. Look at all the Harleys.”

That’s the problem a competitor of the Milwaukee-based motorcycle giant faces. In the world of two-wheeled iron, Harley-Davidson is synonymous with big cruiser and touring bikes. Even if a rival makes better machines in the same class, they’re always looked on by anyone outside the enthusiast commune ant as a Harley.

Indian Motorcycles, the Minneapolis based manufacturer is taking on that identity challenge while trying to reestablish itself as a prominent part of global automotive culture. Indian is actually the oldest American builder of motorcycles — beating Harley-Davidson to the market by two years in 1901. But, while Harley survived highs and lows through the years, Indian faded from the business world in 1953.

Harley-Davidson used the rock n’ roll era of the 1950s and the counterculture of the 1960s and 1970s to build its brand identity as the chosen ride of rebels. Indian missed all of that, finally returning to the American market in 2011 as a smaller division of Polaris – a builder of everything from snowmobiles to ATVs.

In the past three years, Polaris’ branding plan focused on one primary goal — letting the world know its back in business and an All-American alternative to Harley-Davidson.

According to Steven D. Menneto, Vice President for Motorcycles at Indian, the company’s plan for the first 18 months of its existence was “to let them know Indian is back.”

“We knew we first needed to establish what we’d build and what styling cues we needed to make our motorcycles distinctly Indian,” Menneto said. “We knew our motorcycles wouldn’t be small. That’s not our brand. We’d make 100 horsepower, liquid cooled engines powering big motorcycles.”

Of course, by 2011 everyone except dedicated riders identifies such bikes with that H-D Bar and Shield Logo.

Menneto, a veteran Polaris executive before taking on Indian, realized ownership by Polaris offered structural support and financial stability. But, the company needed to look beyond the need for that kind of capital buttressing.

“We had and continue to operate with a five year plan,” Menneto explained. “Gradual, planed growth is key to that plan. We could’ve had 1,000 dealers coast to coast, and we could be building at full Polaris capacity. But, we knew it was better to build the brand first.”

Check back in tomorrow for our continued up close look at Indian Motorcycles.

As read on: http://www.craveonline.com/lifestyle/cars-auto-motorcyles/781711-part-one-closer-look-indian-motorcycles

2015 Dodge Charger SRT Hellcat First Drive Review

There’s an insuppressible sense of buoyancy among Dodge folks of late. Certainly, it can’t be attributed to the Dart compact or the complete lack of a Dodge-brand entry in the hugely popular mid-size-sedan segment. It’s not even that the Viper sports car has been newly re-Dodged after wearing only an SRT badge in 2013–14. No, the smiles on the faces of the Dodge Boys folks are on account of one special thing, and its name is Hellcat.

By now, you’ve surely heard about Dodge’s prodigious supercharged Hellcat V-8—that it takes 80 horsepower just to run its supercharger, which can suck the air from a 10-by-13-foot room in one minute, and that its fuel injectors can fill a pint glass in six seconds. Oh, and that it produces 707 horsepower and 650 lb-ft of torque, which turn the Dodge Challenger SRT Hellcat from a mere muscle car into a ballistic, five-seat supercar capable of hitting 60 mph in 3.6 seconds and passing the quarter-mile in 11.7 seconds at 126 mph, according to our first test, with a claimed top speed of 199 mph.

Now Dodge plunks that angry mill into the 2015 Charger SRT Hellcat to create the world’s most powerful production sedan. Dodge says it can rocket to 60 mph in 3.7 seconds on its way to an NHRA-certified quarter-mile at 11 seconds flat (on street tires), with a top speed of 204 mph. We have not yet tested those claims with our own equipment, but after our first stint behind the wheel in rural Virginia and West Virginia, including a few hours on-track at Summit Point Motorsports Park, we will verify its ability to create huge grins.

Big, fat, shit-eating grins. While the Charger may be the more, ahem, mature Hellcat, it created the same fits of uncontrollable gasping, giggling, and cursing every time we stabbed the go pedal. Like its two-door sibling, the Charger Hellcat is seriously fast, is no joke at the track, and makes sounds best described as NSFW. Yet the Charger is a friendlier, more approachable creature, thanks in large part to a suspension tuned more for street performance—“touring,” in car speak—than for track-day or drag-strip craziness.

“The philosophy is a little bit different,” said Russ Ruedisueli, head of engineering for SRT. “On the Challenger, we wanted the car to be sprung a little bit stiffer, there to be a little less roll. On the Charger, there’s more of an emphasis on ride. It’s not to say that you’ll be embarrassed out on the track, you know, but it’s not a ‘track car.’ ” Specifically, the springs and shocks are softer, the anti-roll bars aren’t quite as thick, and the amount of slip allowed by the traction and stability control is recalibrated. These changes make allowance for the four-door’s longer wheelbase, stated 4575-pound curb weight (probably close to accurate; our scales said the Challenger weighs 4488 while Dodge claimed 4439), and its 56/44 versus 57/43 weight distribution.

Yet it hardly embarrasses itself on a circuit. After switching all chassis and powertrain settings to “Track,” we tackled Summit Point and immediately got comfortable with the car’s sharp turn-in and tidy, predictable body motions. It always drives big (because, with a wheelbase of 120.4 inches, it is big), but the steering—hydraulically assisted for the Hellcat, versus electric for other Chargers—is talkative and ultimate grip is quite high. Powering hard out of the curves, the rear end breaks away gradually and predictably yet is easily catchable with a bit of opposite lock. Driven smoothly, this is not a scary cat.

Read more at: http://www.caranddriver.com/reviews/2015-dodge-charger-srt-hellcat-first-drive-review

Dodge Dart R/T Concept: The High-Performance Compact Dodge Needs to Build

Dodge has a fascinating history of building hot compacts, one prominent example being the Omni GLHS by Shelby, while the Caliber SRT4 marked a low point in terms of style and refinement. For the 2014 SEMA show in Las Vegas, the carmaker has taken its sensible Dart and tweaked it significantly to make it digestible to more discerning enthusiasts.

Painted in bright orange with matte black as a contrast color, and fitted with a prominent rear spoiler and diffuser, this Dart R/T concept looks pleasantly aggressive. But it also looks rather refined, thanks to a revised front fascia that turns the grille into a slit, while creating a large lower air intake visually separated by a body-colored strip. This feeds more air to the intercooler, Dodge says. We say it just looks cool.

The flat-black aluminum hood incorporates a large duct that not only appears awesome, but also feeds extra air to the unspecified engine’s intake box (the hood will be available as a Mopar add-on beginning early next year). Fiat-Chrysler claims the Dart R/T concept seems “poised to strike fear in the competition.” We wouldn’t go that far, but we will say that the package is an impressive improvement over the already sleek-looking Dart. With 18-inch lightweight wheels, a big-brake kit, and adjustable coil-over suspension from the Mopar catalog, it promises better road manners, too.

Who knows—this concept may actually inspire a series-production variant and add another chapter to Dodge’s remarkable history of compact high-performance beasts. Given the Dart’s general “meh”-ness, we think such a car can’t arrive quickly enough.


As read on: http://blog.caranddriver.com/dodge-dart-rt-concept-the-high-performance-compact-dodge-needs-to-build/

Chrysler 200 safety: five stars

The 2015 Chrysler 200 has earned a five-star (the highest possible) overall safety rating  from the U.S. National Highway Traffic Safety Administration (NHTSA).  It scored five stars in frontal collisions, two-vehicle side-impacts, and single-vehicle-with-pole side impacts. It got four stars for rollover resistance.

The 2015 200 had already earned a Top Safety Pick Plus rating from the Insurance Institute for Highway Safety (IIHS).


The car’s many optional active safety systems do not factor into the ratings, though NHTSA provides recognition on their safety-ratings page for them. Collision-warning systems are required for IIHS Top Safety Pick+ status.

One segment-exclusive feature is the standard Electronic Park Brake (EPB) with SafeHold. This automatically activates the parking brake if the driver’s seatbelt is unlatched and their door is opened while in Drive or Reverse, to prevent rollaways.

Other standard and available features include Electronic Stability Control (ESC), electronic roll mitigation, four-wheel anti-lock disc brakes, ParkSense rear backup sensors, ParkView rear backup camera, blind-spot monitoring, Rear Cross Path Detection and LATCH child seat anchors.

The 2015 Chrysler 200 is built in Sterling Heights, Michigan, a short drive north from Detroit.

As read on: http://www.allpar.com/news/index.php/2014/10/chrysler-200-safety-five-stars

Get a Jeep Grand Cherokee SRT Before it’s too Late

Back in May Chrysler made some announcements about their enthusiast-focused SRT brand. They had spun it off as a separate division but that didn’t work out so well so they decided to reconsolidate it as part of Dodge.

But this move resulted in a lot of questions, chiefly what would happen to other high-performance vehicles in the company’s portfolio including SRT versions of the Jeep Grand Cherokee and Chrysler 300 sedan? Answering part of this query, it appears as though the big, bad Jeep is sticking around, for the time being at least.


Model year 2015 Grand Cherokee SRTs can be ordered by dealers, but for how long is anyone’s guess. A few months back the company filed to trademark the name “Trackhawk,” which is rumored to replace the SRT version and go on sale in 2016.

The introduction of this and other special-edition models could coincide with the Jeep brand’s 75th anniversary, which takes place in the same year. The SRT Jeep Grand Cherokee starts at around $65,000 and features a 475-hp, 6.4-liter V8 engine.

Read more at: http://www.autoguide.com/auto-news/2014/10/get-a-jeep-grand-cherokee-srt-before-its-too-late.html

Jeep Grand Cherokee SRT Review

Classification of vehicles in the auto industry has become a messy business. All sorts of new products blur the lines between SUVs and crossovers, compacts and mid-sizers and so on. But the SRT Grand Cherokee stretches into two categories that rarely cross, SUVs and sports cars.

This is the only domestic vehicle of its kind, and the only real competitors in this tiny niche segment come from Germany. Trying to wear many hats all at once, the SRT-tuned Jeep Grand Cherokee makes very few compromises in its goal of delivering tight-track handling along with the typical duties of an SUV, namely towing and hauling people and cargo.

STRAIGHT LINE SPEED

Powered by a 6.4-liter HEMI V8 that makes 470 hp at 6,000 rpm and 465 lb-ft of torque at 4,300 rpm, the SRT Grand Cherokee is capable of a 0-60 mph sprint in 4.8 seconds according to the brand, though our time with GC SRT at a drag strip elicited times just north of 5 seconds. The powertrain is responsive, and matched to an eight-speed transmission that doesn’t miss a beat. Downshifts come quickly, and hammering the throttle from a stand still is met with fast upshifts that are nicely timed, after the initial blast of torque rips you off the line.

The immense powertrain combines to make this Grand Cherokee feel much lighter than it actually is, carrying a 5,150 pound curb weight. Just because you don’t feel it, doesn’t mean it’s not there however, and all those extra pounds being carried around prods the powerplant to drink an excessive amount of gas. 

GAS HOG

Officially rated at 19 mpg on the highway and 15 mpg combined, we averaged 13 mpg, which is also the SUV’s city mpg rating. Now, if a fuel efficient SUV is what you are after, the Grand Cherokee can be had with a 3.0-liter diesel. If, however, you want the ludicrous speed of the SRT, dismiss all notions of saving fuel. Not that you can’t drive slow, of course, but the burst of speed and agility that comes when the throttle is depressed is so addictive that it is hard to keep out of it.

It seems that the folks at SRT were also having so much fun hammering the throttle, that they installed a feature specifically designed for straight line speed. A button located beside the gear shift initiates launch control, a system that optimizes the SRT’s all-wheel setup along with the powertrain to deliver the fastest 0-60 mph sprint possible and it couldn’t be easier to use. Simply hit the button, and the information screen  provides step-by-step directions on what to do. Step 1: fully depress brake. Step 2: fully depress throttle. Step 3: release the brake, and try not to soil yourself when this mammoth jumps off the line like a jackrabbit.

STICKS LIKE GLUE

But that’s enough about speed because frankly, sticking a massive engine in an SUV isn’t this SRT’s greatest feat. That would be its handling. Coil springs along with a Bilstein adaptive damping suspension is found all the way around, along with front and rear stabilizer bars. Cornering is flat and planted while understeer is suprisingly minimal.

On the race track when speeds are higher, you can feel this sports SUV start to push a bit in the corners, but the speeds at which it can be flung around a track are mind bending compared to its heavy set nature.



Thanks to the Bilstein adaptive suspension setup, the Grand Cherokee SRT offers five different drive modes: auto, sport, tow, track and snow. Track mode, being the most hardcore, offers optimized performance for racetracks, but we found that the stability control system was still a little too intrusive.

LUXURY INTERIOR

Despite us gushing about performance, the SRT Grand Cherokee isn’t only about asinine speed. The insides of this beast are stylish and comfortable. Real carbon fiber accents along with soft-touch materials and real chrome adorn the dashboard and center stack, building on the already lush Grand Cherokee interior. The SRT model has a bit more of a business feel to it than some of the wood-trimmed cabins offered in the line. Importantly though, the sort of feeling you want from something that costs over 60 grand is well represented here.


One point of contention for us is the gear-shifter found down to the right of the driver, which can be finicky to operate. Attempts to go straight from drive to reverse almost always ended up with the SRT in park, as the motions used to control the gears must be precise.

Another complaint, albeit more of a personal gripe, has to do with the steering wheel. The button and paddle layout is well done, but the overall girth of the wheel is a little too chunky for our tastes.

GERMAN COMPETITION

As mentioned above, the only true competition for the SRT Grand Cherokee comes from German brands, specifically Mercedes-Benz and Audi. From Benz, we have the ML63 AMG with a starting price of $97,250, which makes 557 hp.  Audi brings us the S Q5, which undercuts the SRT with a starting price of $51,900, but performance lacks with only 354 hp.


The SRT Grand Cherokee starts at $64,990, which actually makes it a fairly good value when you put it next to its competition. The interior is nice enough to make even Mercedes-Benz loyalists smitten, and the performance is not lacking in any area, with the ML63 and the SRT Grand Cherokee even sharing the same 4.8 second 0-60 mph rating.

THE VERDICT

While still expensive, the SRT Grand Cherokee offers good value in its segment and it is absolutely riotous to drive. It is truly a statement to what can be achieved against the odds. A small, sleek sports car already has a lot going for it when engineers set out to make it handle well, but a 5,000-lb goliath of an SUV has all of the traits that sports car buyers hate. And yet somehow, SRT merges two worlds that never should have met, defying convention to bring us a great product.

Read more at: http://www.autoguide.com/manufacturer/jeep/2014-jeep-grand-cherokee-srt-3753.html

Willys Wheeler a highlight at the Texas Truck Rodeo

Having two days to sample 75 different trucks, SUVs and crossovers sounds like being handed the keys to the candy store. But the old admonition about being careful what you wish for is is very appropriate: it’s a lot of candy, you get only a little taste of each kind and you have to eat very fast.

The reality is that you get about 12-13 hours of total driving time to sample as many of those vehicles as possible; you have to share those vehicles with 60 other people that have the same requirement and you have to be able to compare those vehicles in a large number of categories.

In spite of all of that, it’s a great opportunity to test a variety of vehicles side-by-side as well as drive some trucks that don’t routinely appear in media review fleets.

One of the most memorable vehicles at the event was a Hydro Blue 2015 Jeep Wrangler Willys Wheeler which, along with a 2015 Jeep Wrangler Unlimited Rubicon Hard Rock Edition, nailed down the Off-Road Utility of Texas title for the second year running.

Like almost all the vehicles at the Rodeo, the Willys was very well-equipped with options like automatic transmission, air-conditioning and hard top. They took the price from around $27,000, including destination charges, to about $32,000.

At most media events like this, the automakers send a team of managers, engineers and marketing people. These folks ride with you, filling you in on all the nifty stuff about the truck you’re driving and making sure you don’t do anything too weird, like taking off to Guadalajara for an extended test drive or testing the rock-climbing capabilities of vehicles that were never intended to climb rocks bigger than gravel.

However, on the afternoon of the second driving day, a lot of those company folks had to leave in order to make flights back to Detroit or wherever they called home.

While a desire to see events like this continue prevented anything too outlandish, the journalists had an opportunity to drive by themselves. This is a time to be cherished as you can focus on the vehicle instead carrying on a conversation.

The blue Willys Wheeler, which had been pretty busy since the driving began, was available so a drive was in order, especially since I had never driven a Wrangler with an automatic transmission.

Jeep-Willys-2-Web

There are two courses at the Knibbe Ranch. One is a road course that includes a few miles of country roads and a short stretch of highway. The other is an off-road course. The off-road trail isn’t like traversing the Rubicon Trail or mastering Moab but it does offer the chance to try out real four-wheel drive, hill descent control and other features. There are rocks to climb, creeks to ford and what many would consider moderately rough terrain to conquer.

My first time on the course, there were other drivers. As each challenge was approached, our parade would stop as we engaged the four-wheel drive or switched on the hill descent system and then each in turn made the crossing.

The Willys Wheeler handled it all with aplomb and the automatic transmission made shifting in and out of 4 Low a breeze.

As we circled back to the staging area, I noticed that no one was on the course, so I opted for a second pass, this time in two-wheel mode, and left the transmission in drive.

With no other vehicles ahead of me, I was able to open it up a bit. The ride was bouncy in places and the Willys and I may have been momentarily airborne a time or two, but it was a hoot: I grinned the whole time.

The Jeep never missed a beat, whether it was descending a rocky stair-step track or climbing a muddy incline. It was in its element.

All too quickly it was over and time to return and let another writer have a chance to enjoy the Willys Wheeler.

But it sure was fun while it lasted.

Read more at:http://www.allpar.com/news/index.php/2014/10/willys-wheeler-a-highlight-at-the-texas-truck-rodeo

2015 Dodge Challenger R/T Scat Pack 6.4L Manual

There are two things we need to get straight before we embark on this review of the 2015 Dodge Challenger R/T Scat Pack.

1. No, this is not the Hellcat, as half of the people we encountered thought (or hoped) it was. No, it is not the supercharged one. No, it doesn’t have 700 horsepower. 

2. Mopar fans are not like the rest of us. That might just be because Mopars aren’t like other cars. A few bits of evidence: The Mod Top; the “meep, meep” horn on the Road Runner; and a general obsession with cartoon characters. Also, Dodge briefly produced a pickup named the Warlock.

It’s certainly not news that the Challenger is unlike its presumed competition, the Ford Mustang and Chevrolet’s Camaro. It’s a monstrous thing with a buns-up wide rear end; in the tested R/T Scat Pack form, it weighs 416 pounds more than a new Mustang GT. Get out of your head the idea that the Challenger should be as satisfying a sports coupe as the Mustang or Camaro, though, and there is much joy to be had within its outsized dimensions. That’s particularly true in the R/T Scat Pack version, which borrows its rip-snorting 485-hp 6.4-liter V-8 from the pricier Challenger SRT 392. Classic muscle-car strategy there. Bolt it to a firm-shifting Tremec TR-6060 six-speed manual and you have a vehicle capable of matching its lighter competitors at the drag strip (or test track, in this case). 

It bludgeoned its way to 60 mph in 4.4 seconds and through the quarter-mile in 12.9 seconds at 113 mph. That’s a tenth of a second quicker than the 2015 Mustang GT in both measures. Sure, it takes the additional 1466 cubic centimeters of engine displacement to get it done. While there are replacements for displacement, a stonking 6.4-liter V-8 is still a pretty effective means to the end. And it sounds positively feral doing the deed. It’s musical enough that we routinely gave it one last throttle pump immediately before shutting it down as a sort of coda to every trip in the car. 

Okay, so a monster engine in a big, heavy car can still be a fast thing. But surely that 4226-pound curb weight makes the Challenger a pig, right? Well, yeah, sort of. But it’s a well-mannered pig, anyway. Hop out of a Mustang or a Camaro and directly into the Challenger Scat Pack and you will feel as if you’ve just swapped your pony car/sports coupe for a pickup truck. The perceived size and weight of the Challenger is even greater than the reality.

But, hang on. What’s this? The Challenger’s body, updated for 2015with a few design cues from the 1971 model, is surprisingly well controlled. This pig does not wallow. Instead, it responds promptly to inputs from its big-diameter steering wheel (through a new rack-mounted electric-assist system with a tune specifically for the Scat Pack).

Credit the good manners to the Super Track Pak (no “c” in this Pak, because Mopar heritage) suspension tune. It comes standard on the Scat Pack car (with lowered ride height, Bilstein dampers, and larger front and rear antiroll bars), so this Challenger doesn’t heel over or push excessively. It squats a bit on hard acceleration in time-honored muscle-car tradition. Nothing untoward. Push it to the limit—imagine trying to keep up with a well-driven Mustang GT on a back road—and things start to get sloppy, with the suspension bottoming out on sharp heaves. Cool it a bit, and all is well. 

Despite the performance-oriented 20-inch Goodyear Eagle F1 Supercar tires that come with the Scat Pack, the Challenger doesn’t have the ultimate grip of a Mustang GT. At 0.91 g, though, it’s pretty impressive. And the Scat Pack also brings upgraded brakes with larger rotors and Brembo four-piston calipers at all corners. That part is not so old-school. They allow the Challenger to stop from 70 mph in a scant 151 feet, with zero fade over repeated tests. 

The point of all of this data recitation is that the driver of a Challenger R/T Scat Pack need not make excuses for its performance. It’s a more capable machine than most will assume.

For 2015, Dodge redesigned all Challenger interiors. It’s now a pleasant enough place to be on long drives, surrounded as you are by softly bulbous black plastic. Unlike the exterior, the inside of the Challenger is modern in appearance, save for the handsomely retro-inflected gauges. And unlike the Mustang and Camaro, you can actually fit adults in the back seat, should that matter. 

The information and entertainment interface, consisting largely of a bright 8.4-inch center-mounted touch screen, is intuitive. Our test car came with zero options. Only a $1000 gas-guzzler tax and the $995 destination charge are added to the $37,495 base price, for a total of $39,490. We had no navigation or heated leather seats or any other extraneous frippery to distract us. A base-level Mustang GT with the ($2495) Performance package will undercut the Scat Pack’s price by a few thousand dollars. But there we go again, comparing the Challenger to the Mustang

Hellcat Watch

Dodge Challenger Hellcat and Charger Hellcat buyers may want to supplement their powerful new car with a stylish new watch, sold by the Bozeman Watch Company and named after the same American naval fighter plane as the new supercharged Hemi engines. The watch costs around 10% of the car’s price — $6,125 (the price is slated to go up after production begins).

The Hellcat, whose engines were made by Nash, brought down 5,271 enemy fighters during the second half of World War II. Bozeman Watch’s web site claims the watch “pays homage to its namesake with its clean lines and a dial inspired by aviation instrumentation, highlighted by sleek skeletonized hands and crisp markings.”

The first edition will include two hundred watches, individually numbered, followed by “limited annual releases.”

Bozeman Watch Company, LLC is, not surprisingly, based in Bozeman, Montana.  The company has associates in Detroit, Michigan, Bozeman, Montana, and Europe.  A series of Montana-themed watches are sold as well as Hellcat; the showrooms are in Bozeman and Whitefish, Montana, and Birmingham, Michigan.    Each showroom has all of the mechanical watch models.

According to the company, each piece is developed first as a pencil illustration, then progresses to three-dimensional images, ready for part prototyping and tooling.  Mechanical movements are built to specification during the design process, and the whole process takes 18-39 months. All are certified Chronometers by the Controle Officiel Suisse des Chronometres; each movement (built by suppliers) undergoes 15 days of accuracy testing, to allow a guarantee of being in the top 3% for accuracy.  Final assembly is done in the United States.

The company also makes “dry goods” — computer cases (inlcuding the “Mac Bag” at $500) and other luggage items — in Montana.

Read more at: http://www.allpar.com/news/index.php/2014/10/hellcat-watch

Safe Tires Equal a Safe Family How to Test and Maintain Your Tires

You know when you have a flat tire, but do you notice when your tires aren’t in their best condition? Knowing how to check your tires for signs of deterioration can help to prevent accidents as a result of tire failure, and keep you and your family safe on the road.

Under-inflation is the number-one cause of tire failure, which can lead to dangerous driving conditions. Another more surprising side effect of under-inflated tires is reduced fuel economy. But it makes perfect sense when you consider how much harder your vehicle has to work with even one under-inflated tire. Use our tire inflation guide as a reference to determine the optimal inflation point for your vehicle’s tires.

Weather plays a major role in the deterioration of tires, and is also the most important reason to keep your tires in good shape. If your tire treads are worn down, your vehicle will be less-equipped to handle rainy and snowy driving conditions. Take the quarter and penny tests to determine the depth of your tires; this is a great indicator of whether they need to be replaced!

Safety is the best reason to keep your tires up to date, but the financial benefits of tire maintenance are undeniable, and hey, that’s important too! Make tire checks a regular part of your vehicle maintenance starting today.

 

As read on: http://www.fix.com/blog/how-to-maintain-your-tires/

8 Things You Need To Know About Back-Up Cameras

On the evening of October 19, 2002, pediatrician Greg Gulbransen walked out his front door to move the family's sport-utility vehicle into the driveway. Unbeknownst to him, his 2-year-old son Cameron followed. Gulbransen was backing up when he felt a small bump, discovering only after it was too late that he'd accidentally run over and killed the boy.

Back-up accidents involving a small child inadvertently hurt or killed by a family member driving away from home happen all too frequently. Driving safety advocate Janette Fennell even has a name for them: the bye-bye syndrome.

On March 31, 2014, the National Highway Transportation Safety Administration (NHTSA) finalized a long-delayed regulation meant to reduce back-overs, a key part of a 2007 driving safety act named for Cameron Gulbransen. According to the federal agency, the U.S. needs such a rule to curb the accidents, which result in 15,000 injuries a year and 210 deaths. Of those, 31 percent involve children under the age of 5.

The regulation sets a 2018 deadline for rearview monitoring technology to be standard on passenger vehicles sold or leased in the United States. In most vehicles, the technology will consist of a back-up camera.

Drivers don't have to wait until 2018, though, to get a car with a camera that shows them what's behind their back bumper. Ever since Nissan's 2002 Infiniti Q45 became the first car in the United States to include a rearview camera, more manufacturers offer the gear as a standard or optional feature, for safety as well as convenience and better maneuverability.

For the 2014 model year, 46 percent of vehicles sold in the United States include a back-up camera as standard equipment, according to separate estimates from Edmunds.com and the Insurance Institute of Highway Safety.

People don't buy a new car for the back-up camera, but if they've driven one with the device, it's hard to go back to doing without, says Fennell, founder and president of KidsandCars.org, which lobbied extensively for mandatory rearview technology. "I flip out if I have to get a rental car without it," she says.

As rearview cameras become ubiquitous, here's what you need to know about how they work, how effective they are, what car companies offer them and more:

1. Back-up camera systems will have to meet federal standards, but how they operate varies.
The button-size devices are positioned so drivers can see people or objects that are otherwise undetectable using a side or rearview mirror or by glancing over their shoulder. When NHTSA's rear visibility regulation takes effect, it will require rearview technology to display a 10-by-20-foot area directly behind the vehicle. The rule also requires systems to show the driver an image of the area no more than 2 seconds after they put the vehicle into reverse. According to the rule, 10 percent of automakers' new vehicles must have the equipment by May 1, 2016, 40 percent by May 1, 2017 and all models by May 1, 2018.

Back-up cameras send images to a display through wires inside the car, or in the case of some aftermarket equipment, wirelessly, using radio waves or a Bluetooth connection. Automakers configure back-up cameras to transmit images to a vehicle's built-in dashboard display or rearview mirror. For add-on cameras, the images go to a monitor mounted to the dashboard and a receiver plugged into the auxiliary power. Current rearview cameras have either narrow or wide, fish-eye-style lenses, for capturing images of a larger area.

Some automakers tuck the cameras out of the way until they're needed, with an eye toward improving aerodynamics and design or to keep the lens clean. The Volkswagen CC , for example, houses a back-up camera behind the VW badge on the car's trunk, just above the license plate. When the driver starts the car or puts it in reverse, the emblem flips open and the camera appears, like a cuckoo popping out of a clock. It retracts when the driver switches out of reverse or drives over 10 mph, says Thomas Zorn, Volkswagen Group of America's general manager of safety affairs.

2. By several estimates, back-up cameras can help prevent accidents.
In one recent study, close to 57 percent of drivers in vehicles equipped with back-up cameras avoided backing over a stationary object that had been placed behind the vehicle when they weren't looking. The March 2014 research report from the Insurance Institute for Highway Safety (IIHS) also found that three-quarters of drivers in vehicles with both rearview cameras and audible sensors avoided a back-over accident.

By contrast, 100 percent of drivers in the IIHS study who were operating vehicles without back-up cameras or audible sensors ran over a child-size stationary object that had been surreptitiously placed behind them, according to David Zuby, chief research officer at the IIHS vehicle research center in Ruckersville, Virginia. "Our study adds to the body of evidence that's been building over several years that cameras will help avoid some of these crashes," Zuby says.

NHTSA expects rearview visibility systems that meet the final regulations' standards to be 28-33 percent more effective at avoiding back-over accidents than existing sensor-only systems.

By 2054, when most U.S. vehicles on the road will have rearview systems, the technology should save 58-69 lives a year, according to data NHTSA released with the final rule. By that time, the agency estimates the total benefit from rearview technology to preventing injuries, saving lives and avoiding property should be $265 million to $396 million a year.

3. Cameras can add big costs to new cars. But it's not really their fault.
Initially, rearview cameras were part of optional bundles on vehicles' costlier trim levels. One reason was that systems needed an in-dash display to work, and those screens only came on the most expensive models. Another reason, according to Fennell with KidsandCars.org, is that automakers know people like cameras, and so manufacturers have been attaching them to the highest trim levels.

To get a camera, "you have to pay $2,000 because it's stuck with the leather seats and wood-grain steering wheel and heated and chilled cupholders," she says. "It's become a huge money maker."

Adding an options package that includes rearview technology can indeed tack on several thousand dollars to the sticker price. For example, the starting price for the base trim level 2014 Volkswagen Passat 1.8T S, which doesn't include a rearview camera, is $20,995. That compares to the starting price of $25,875 for the higher-end trim level 2014 Passat 1.8T SE, which includes a rearview camera, multifunction in-dash display, leather-wrapped steering wheel, aluminum-alloy wheels and all-weather tires and other upgrades.

Ford's suggested retail price for the base trim level 2105 Ford Fiesta S hatchback (1.6-liter, four-cylinder engine and five-speed manual transmission), which comes without a rearview camera system, is $15,680, compared with a $19,630 sticker price for the higher trim level 2014 Ford Fiesta Titanium hatchback, which bundles the camera system with such features as leather seats, heated mirrors and premium speakers.

4. Cameras are migrating to less expensive models and trim levels.
Once they're separated from other features, rearview camera systems aren't that expensive. NHTSA estimates that adding back-up cameras and displays that comply with the new regulations will cost manufacturers $132-$142 more per vehicle, or $43-$45 for vehicles with an existing screen that can display the required image field.

Perhaps in anticipation of the mandatory-equipment regulation, rearview systems are migrating down from manufacturers' top models and trim levels. Close to half of all 2014 model-year cars include back-up cameras as standard equipment. Of 2,359 styles included in Edmunds.com's database of 2014 vehicles, 1,007 have back-up cameras as standard equipment.

Here is a complete list of 2014 model-year cars that have rearview cameras as standard equipment. It also shows the camera-equipped 2015 models on the market now.

Shoppers will find cameras as standard equipment in such moderately priced top sellers as the 2014 Honda Civic, including base LX trim level, and the base L trim level of the 2014 Toyota Camry.

So far, though, they haven't found their way to several of the least expensive vehicles on the market, or the lowest trim levels of some popular cars. For example, you can find rearview cameras on some trim levels of the 2014 Toyota Corolla, but not on any 2014 Toyota Yaris. The thrifty 2014 Kia Rio has a rearview camera as standard equipment in the top-of-the-line SX trim level, but it's not available (even as an option) on the base LX trim level. The 2014 Chevrolet Sonic LTZ, the model's top trim level, has a rearview camera as standard equipment. But don't look for it in the base LS trim level. You won't find a camera in the diminutive 2014 Chevrolet Spark. Ditto for the budget-friendly 2014 Nissan Versa.

5. Adding a back-up camera is fairly easily.
You don't need to buy a new car to get a back-up camera, though, or spend a lot to add one to an existing vehicle. Retailers such as CarToys, Best Buy and Amazon.com sell aftermarket systems for less than $15 for a bottom-of-the-line stand-alone camera for vehicles that have existing in-dash displays. A complete setup with a camera, transmitter and display can run up to $300.

One aftermarket system is the QuickVu, a $259 system with a rearview camera that mounts to the license plate holder and uses radio signals to transmit images from up to 50-60 feet in back of a vehicle to a 3.5-inch monitor mounted on the dash, and digital signals to turn the system on and off.

Installing a back-up camera on an existing car isn't difficult. Some require only a screwdriver, while others require a drill to mount the camera into a rear bumper cover. Some aftermarket camera makers post videos on their Web sites to help DIYers with step-by-step set up instructions, and many auto parts retailers do installations.

6. Grime, weather and time of day can affect how a camera functions.
Whether they're factory installed or aftermarket equipment, rearview cameras don't need much more maintenance than a periodic wipe-down to clear away accumulated grime from the camera lens. In heavy rain or snow, auto company representatives and aftermarket camera sellers suggest checking before you drive off to make sure the lens isn't obscured.

Some automakers have come up with clever ways to keep rearview cameras clean. Select 2014 Nissan Altima, 2014 Nissan Rogue and 2014 Nissan Murano models have a built-in rearview camera cleaning system that sprays water from a small tank to clean the lens, and then squirts a puff of air to dry it.

Even though back-up cameras can help prevent accidents, automakers and retailers warn drivers not to rely on them completely. Drivers should continue checking side and rearview mirrors, and look over their shoulder to see what's in back of them. "There are certainly sometimes conditions where performance of the system might be not as optimal as in other conditions. That's one reason we've had our systems focused on being an aid," says Tony Baehner, Nissan's chief spokesman on back-up camera technology. "If visibility is limited and it's dark and you can't see, a camera of any system is going to be sensitive to some of those."

Manufacturers also instruct auto dealers to give anyone buying a new or used car with a back-up camera system a walkthrough of the system before they drive off the lot so they understand how it works.

7. Back-up cameras may prevent accidents, but they might not lead to lower insurance rates.
NHTSA and IIHS may be convinced that rearview systems save lives, but auto insurers could take decades to adjust rates for customers who use them, and one insurance industry representative says even if rates drop, the decrease could be tiny.

For insurers to give discounts, insurance actuaries would have to compare data from sufficiently large pools of vehicles with and without the systems to determine whether the cameras make a difference. That won't happen any time soon, since NHTSA predicts it will be 2054 before all U.S. cars on the road have back-up systems, says Loretta Worters, vice president of the Insurance Information Institute, an industry trade group.

In addition, once all U.S. vehicles have rearview systems, the equipment is expected to save a relatively small number of lives — fewer than 70 a year — compared with tens of thousands of people killed in traffic accidents. As a result, any rate decrease could amount to "well under $1 per policy," Worters says.

But, she says, "there may be fewer accidents because people back into less stuff, which could justify a discount on bodily injury, property damage and collision."

Instead, technologies such as collision avoidance systems and telematics show more promise for providing trackable data that could lead to lower insurance rates, she says.

At least one insurer sees things a little differently. According to State Farm spokesman Sevag Sarkissian, back-up cameras could lead to lower car insurance rates if makes and models that have them wind up in fewer accidents. State Farm doesn't provide discounts for specific vehicle safety equipment, but does collect claims information for specific makes and models, Sarkissian says. "To the extent a specific type of vehicle safety technology that is standard on a particular make and model of vehicle is effective in reducing the frequency and severity of crashes, it will be reflected in our claims data," he says. As a result, particular makes and models may have lower insurance premiums, he says.

8. Back-up cameras are helpful for more than avoiding accidents. Wait until you see the camera technology that's coming next.
Though intended to serve as safety devices, back-up cameras also can be used to help drivers do a better job of backing into a parking spot or hitching a trailer.

Nissan offers an around-view monitoring system on certain 2014 Pathfinder, Quest, Rogue and Versa Note models that comprises four cameras mounted on the license plate holder, front grille and side mirrors. The setup is designed to be a parking aid and has become a big selling point, according to Nissan. Customers "are typically wowed by the feature," says Baehner, the Nissan manager. "Most of our research shows they are highly desired features." Once you have them, they want them, he says.

Ford's highly touted all-aluminum 2015 F-150 truck will also feature four cameras — on the front grille, rear bumper and side mirrors — for better maneuverability, with images transmitted to an 8-inch touchscreen in-dash display.

Aftermarket camera manufacturer Trail Ridge Technologies LLC, in Fort Collins, Colorado, is working on an upgraded, all-digital version of the company's QuickVu device that will work over Bluetooth. The company is also developing an all-digital back-up camera system for trucks and RVs that will show more than 50 feet behind a vehicle, and can be used for hitching a trailer. Trail Ridge owner Bob Morain expects the updated systems to be out in summer 2014.

In coming model years, expect to see automakers adding other types of cameras to cars, SUVs and trucks for maneuverability, better aerodynamics and fun. At 2014 auto shows, Land Rover made a splash with a concept off-road vehicle with a hood-mounted camera that captures pictures of upcoming terrain and feeds them to a head-up display at the bottom of the windshield to create a 3-D map.

Also at 2014 auto shows, Nissan showed a concept version of the Rogue with a rearview "smart" mirror, an LCD display that doubles as a back-up camera. The company plans to offer the smart rearview mirror in Japan later in 2014, and in other markets at an as-yet-undisclosed date, according to company officials.

Tesla is experimenting with replacing sideview mirrors with cameras to improve vehicles' aerodynamics and fuel efficiency. The company and the Alliance of Automobile Manufacturers have filed petitions with NHTSA seeking permission to use cameras in place of sideview mirrors, which are required under U.S. auto safety laws. Volkswagen recently got an exemption from European auto safety rules to road test 200 XL1 concept cars that have cameras instead of sideview mirrors. The goal: to see how sideview cameras work, and whether drivers like them, says Zorn, the company's safety affairs general manager.

Read more on: http://www.edmunds.com/car-technology/8-things-you-need-to-know-about-back-up-cameras.html

Nissan Group becomes No. 1 full-line manufacturer in EPA’s annual fuel economy review

     - Nissan Group takes lead as most fuel efficient full-line automaker with largest year-over-year improvement among any automotive manufacturer

     - Lightweight engineering strategy, improved aerodynamics and efficient transmissions drive fuel economy improvements

NASHVILLE, Tenn. – Nissan Group is the most fuel efficient full-line automaker in the United States, according to the 2014 Environmental Protection Agency (EPA) "Trends" Report. Nissan’s fleet-wide fuel economy rating of 26.2 combined1 mpg was highest among all full-line automakers in the annual report, which is the authoritative reference on new light-duty vehicle carbon dioxide emissions, fuel economy and powertrain technology trends in the United States.

Nissan’s 26.2 combined mpg rating, based on 2013 model-year Nissan and Infiniti vehicles, marks a 2.1 combined mpg (8.7 percent) improvement over 2012 model-year Nissan and Infiniti vehicles, the largest year-over-year gain among all manufacturers. The 26.2 combined mpg mark is 4.4 percent more efficient than the No. 2 spot and exceeds the full-line automaker industry average (manufacturers offering vehicles for sale in every product segment) of 23.3 combined mpg by 12.4 percent.

As a full-line automobile manufacturer, Nissan sells passenger cars, SUVs, CUVs, mid-size and full-size pickup trucks, compact and full-size vans, a taxi, vehicles with V-8 engines, a 545-horsepower supercar, luxury hybrid vehicles, and a zero-emissions plug-in battery electric vehicle – a range of products to meet consumer needs across the full spectrum of product segments.2

"Reaching this point is a direct result of a dedicated company-wide effort to scrutinize every aspect of each new model to extract the most fuel efficiency possible," said Pierre Loing, vice president, Product Planning, Nissan North America. "Our engineers and designers have worked hard to get us here, and we look to continuously improve fuel efficiency of our models to face the challenges of future regulations while surpassing customer expectations."

The realization of this accomplishment came in part due to the introduction of three all-new fuel-efficient models for the 2013 model year - Altima, Pathfinder and Sentra.  These models each brought a significant improvement in fuel efficiency to the marketplace compared to their predecessors. Average combined fuel economy for the 2013 Altima sedan improved 4 mpg or 14.8 percent. The most fuel-efficient 2013 Sentra model improved from 30 mpg to 34 mpg combined, or just over 13 percent compared to the model it replaced. The 2013 Pathfinder SUV saw the largest gains, with an almost 30-percent year-over-year improvement and a combined fuel economy of 22 mpg4.

Fuel economy improvements are attributed to several key engineering advancements such as reduced powertrain friction, improved aerodynamics and the use of efficient Xtronic transmissions. Nissan also employs an engineering lightweight strategy to all new models to significantly reduce vehicle curb weight – a key factor to improving fleet fuel economy. Nissan reduced the weight of the 2013 Nissan Pathfinder by 500 pounds, the 2013 Nissan Sentra by 150 pounds and 80 pounds for the 2013 Nissan Altima.

Nissan expects continued improvements in future model years. Next year’s report will include the Rogue, which was completely redesigned for model year 2014 and achieves a capable combined average of 28 mpg – 3 mpg better than the model it replaced5. The trend will continue with future models like the all-new 2015 Murano and next-generation Maxima, as well as the upcoming all-new Titan full-size pickup truck. Murano features an ultra-low, sports-car-like .31 coefficient of drag, lower curb weight and efficiency improvements in its powertrain. Maxima and Titan will also feature improved efficiency without compromise to the customer.

For more on Nissan’s fuel efficient vehicle line-up, visit NissanNews.com/FuelEconomy. To view the entire EPA Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends Report, please visit http://www.epa.gov/fueleconomy/fetrends/1975-2014/420s14001.pdf.

When Should I Change My Oil?

An engine oil change is a relatively simple service. It’s widely touted as the single most important part of your car’s maintenance schedule. There is a good reason for this. Nothing will shorten engine life faster than missed oil changes. But how can you tell when you should change your oil?  Advances in technology and increased consumer awareness have created some confusion to how often this needs to happen.

The Easy Answer

For most of us, all we need to do is follow the manufacturer’s recommended maintenance schedule for oil change intervals. Their guidelines are designed to keep your car in good running condition for a long time. Where can you find your car’s service schedule for oil changes and other recommended maintenance? You can check the owner’s manual that hopefully you have kept in a handy place like your car’s glove box. You might also visit the manufacturer’s website and do a search to download it.

Quick lube shops have their own recommendations. One thing to remember is that these shops are speaking to a wide audience, addressing cars of every age, every mileage, and some with different needs. While there is no harm done by too frequent oil changes, if your car doesn’t need them, that money could be better spent on other maintenance needs.

Don’t Put It Off

If you have ever put off a trip to the grocery store or waited a couple of weeks longer between haircuts, don’t do that with oil changes. Never put it off.  Your oil’s primary function is to cut friction. Over time, oil accumulates contaminants and loses viscosity (the ability to flow into every nook and cranny). Contaminants cause friction as parts rub together. Friction wears out those parts faster. The damage caused by these conditions is largely irreversible without an engine overhaul or replacement.

Waiting for the low oil light to come on can be the worst thing you can do to your engine. You shouldn’t see that light unless your oil level is low. So you don’t want to see it. Whatever amount of oil you do have left almost certainly has lost its ability to function properly. The good news is that your service schedule is written to have this service done long before disaster is on the horizon.

Cars are Smarter Now

For a very long time the gold standard for oil changes was 3,000 to 3,500 miles. There are still many adherents to this philosophy, but it may not be necessary. Advances in engineering to both engine mechanical parts and especially to oil itself have extended the oil life cycle by more than double the old number.

Do you use synthetic oil?  Automakers recommend it for some models. It cost a little more than regular oil, but it has had the biggest impact on oil life. The life cycle for synthetics is typically 7,000 to 10,000 miles, a big change from conventional oil. The type of driving we do also affects our oil change needs. Frequent cold starts, extreme heat, and towing, are all examples of types of driving that can shorten our oil life. Also, repeated short trips (under 4 miles) is one of the most overlooked enemies of oil life. Any of these driving conditions can create the need to shorten your service interval by 25-40 percent depending on the severity.

If your car is equipped with a maintenance reminder on the dash some the guesswork is eliminated for you. Can you trust it? For the most part, yes. In the early days of automobiles the only way we had to track our vehicle’s aging was the odometer. But miles traveled is not always a good indicator of actual use for many urban environments. With the inclusion of computers in the modern automobile we now have a way for the car to track time AND mileage. Time is important to this discussion because running time affects oil life.

But not all maintenance indicators work the same way. Some use an electronic sensor to measure the oil quality, while others use an algorithm based on driving metrics to determine life expectancy. If your car is not equipped with maintenance light or gauge, the owner’s manual should still be your guide.

Don’t Buy Cheap Oil

All of these scenarios assume you are using the factory-recommended lubricant. If you have opted for something inferior you may be adversely affecting the recommendation. It’s not worth a few dollars to shortcut on the oil.

Track Your Maintenance

Because time is important as well as mileage, it’s nice to try and plan our service visits. The little sticker in the corner of the windshield was a small, important innovation to help us plan. Before that, many people kept a paper record in their glove box as well. But now, with many of us carrying smart phones and having home computers, it’s gotten even easier. MyCarfax is a website and a free smart phone app that will track all of your car’s maintenance needs, making it even easier to keep track of, and plan, your next service.

Read more at: http://www.carfax.com/blog/when-to-change-oil/

Michigan gas prices tumble to 10-month low

Gasoline prices in Michigan tumbled to their lowest point in about 10 months, and analysts expect prices to keep falling.

The average price of an unleaded gallon of gasoline fell to $3.27, down 13 cents from a week ago, according to AAA.

In metro Detroit, it was a similar story. The average price dropped 10 cents to $3.31 per gallon.

"Decreased demand, relatively lower crude prices and the cost savings associated with producing winter-blend fuel will likely keep dovGasoline prices in Michigan tumbled to their lowest point in about 10 months, and analysts expect prices to keep falling.

The average price of an unleaded gallon of gasoline fell to $3.27, down 13 cents from a week ago, according to AAA.

In metro Detroit, it was a similar story. The average price dropped 10 cents to $3.31 per gallon.

"Decreased demand, relatively lower crude prices and the cost savings associated with producing winter-blend fuel will likely keep downward pressure on the price for retail gasoline," AAA Michigan said in a statement. "Barring any major disruptions in supply, drivers are expected to see some of the lowest autumn prices since 2010."

Tom Kloza, chief oil analyst of GasBuddy.com, said prices are heading below the $3 mark.

"We're really looking at wholesale prices that point to not just lower, but they're dramatically lower," Kloza said in an interview. "It's coming fairly soon."

In fact, stations in Greenville and Ionia have already reduced prices to below the $3 mark.

The lowest average price for a Michigan region is $3.14 in the Grand Rapids-Muskegon-Holland region. Marquette has the highest price at $3.49.

More than a dozen gas stations in metro Detroit are charging $3.07 or less, though most of those prices are cash only, according to GasBuddy.com.

Kloza said a confluence of factors are driving prices down.

The price of crude oil has been falling, hitting the $90 mark, and Bloomberg reported Thursday that betting on the future price of oil hit a 17-month low last week.

Refineries in the Midwest have also ended maintenance initiatives in recent weeks, increasing supplies and lowering prices further.

Political turmoil in the Middle East has had little effect on gas prices, economists noted.

"Geopolitical events remain front of mind for market watchers, but in recent months have not translated into upward pressure on global oil markets," AAA said.

Kloza said the price of crude oil has fallen despite ISIS violence in Iraq and Syria, indicating that the market is not concerned that continued fighting will disrupt the flow of oil.

Still, he cautioned that $3 gasoline isn't necessarily here to stay.

"I don't think that becomes the new normal," he said. "I do think that becomes a level that people will get used to in the offseason."

Read more at: http://www.freep.com/story/money/business/michigan/2014/10/06/gasoline-prices-metro-detroit/16796443/wnward pressure on the price for retail gasoline," AAA Michigan said in a statement. "Barring any major disruptions in supply, drivers are expected to see some of the lowest autumn prices since 2010."

Tom Kloza, chief oil analyst of GasBuddy.com, said prices are heading below the $3 mark.

"We're really looking at wholesale prices that point to not just lower, but they're dramatically lower," Kloza said in an interview. "It's coming fairly soon."

In fact, stations in Greenville and Ionia have already reduced prices to below the $3 mark.

The lowest average price for a Michigan region is $3.14 in the Grand Rapids-Muskegon-Holland region. Marquette has the highest price at $3.49.

More than a dozen gas stations in metro Detroit are charging $3.07 or less, though most of those prices are cash only, according to GasBuddy.com.

Kloza said a confluence of factors are driving prices down.

The price of crude oil has been falling, hitting the $90 mark, and Bloomberg reported Thursday that betting on the future price of oil hit a 17-month low last week.

Refineries in the Midwest have also ended maintenance initiatives in recent weeks, increasing supplies and lowering prices further.

Political turmoil in the Middle East has had little effect on gas prices, economists noted.

"Geopolitical events remain front of mind for market watchers, but in recent months have not translated into upward pressure on global oil markets," AAA said.

Kloza said the price of crude oil has fallen despite ISIS violence in Iraq and Syria, indicating that the market is not concerned that continued fighting will disrupt the flow of oil.

Still, he cautioned that $3 gasoline isn't necessarily here to stay.

"I don't think that becomes the new normal," he said. "I do think that becomes a level that people will get used to in the offseason."

Read more at: http://www.freep.com/story/money/business/michigan/2014/10/06/gasoline-prices-metro-detroit/16796443/

Safe Bowhunting Tips

Michigan's bowhunting season opened, Oct. 1, and the Department of Natural Resources conservation officers are sharing tips for a safe bowhunting experience.

"Bowhunting is a popular pastime in Michigan and we want everyone to have a safe and enjoyable hunting season," said Sgt. Tom Wanless, supervisor of the DNR's hunter education program. "There are some common-sense safety tips every hunter should review before heading to the woods."

The top safety tips for bowhunting are:

- Before you go out, inspect equipment, including your tree stand. If anything is worn, frayed, cracked or peeling, replace it or get it fixed. If using a compound bow or crossbow, make sure the cables and pulleys are in good working order.

- When sharpening broadheads, be careful and take your time.

- Practice tree-stand safety. Nearly every year, a Michigan hunter is killed or seriously injured because he or she fell out of a tree stand. The DNR recommends using a full-body safety harness to get into and out of your tree stand.

- If using a tree stand, always use a haul line to raise and lower your gear.

- Keep arrows in the quiver until you are ready to use them. A common injury is to stab or injure yourself or a hunting companion while carrying arrows in your hand or nocked on your bow.

- Obtain permission from a landowner before hunting on his or her land, or using their land to access public land.

- Never take a shot at a deer that is beyond the maximum effective range at which you are comfortable shooting.

- If you are successful, field dress your deer and cool its meat immediately. Michigan's unpredictable weather means we sometimes have warm October days. Warm temperatures can cause the meat to spoil quickly.

- When heading out to the woods, make sure you tell someone reliable where you are going and what time to expect you back. This information is valuable in helping conservation officers or sheriff's deputies to find you if you are lost.

- Also, think about carrying a cell phone, a compass, a flashlight and other small safety items when in the woods.

For more information about Michigan's conservation officers, go to www.michigan.gov/conservationofficers. For more information about hunting in Michigan, go to www.michigan.gov/hunting.

The Michigan Department of Natural Resources is committed to the conservation, protection, management, use and enjoyment of the state's natural and cultural resources for current and future generations. For more information, go to www.michigan.gov/dnr.

Read more at: http://www.michigan.gov/dnr/0,4570,7-153--338544--rss,00.html

Wrangler may leave frame, factory, steel behind

The 2017 Jeep Wrangler may leave its historic steel body-on-frame construction and Toledo plant behind, according to Chrysler CEO Sergio Marchionne, as quoted by Automotive News’ Larry Vellequette.

The current Wrangler has good mileage for rugged four wheel drive vehicles, but poor economy overall, at around 17/21 mpg (depending on model and transmission).

Mr. Marchionne said the Wrangler will need to lose weight and might need an aluminum unibody setup; previously, he had implied that Wrangler would be Chrysler’s first car to make extensive use of aluminum since the Plymouth Prowler, whose team was largely hired by Ford.

The 3.6 liter V6 would likely be swapped out for either a Hurricane 2.0 turbo and/or the smaller 3.2 V6. Many believe a diesel will be optional.

Mr. Marchionne said that the Toledo South plant could not handle an aluminum body, but that any solution would not affect local employment. This means that a new plant might be built, or that the plant could also be repurposed (or closed) and the Wrangler moved to Toledo North, Sterling Heights, or Belvidere, though this would mean that the aluminum-bodied Wrangler would be made with steel-bodied cars, which seems unlikely.

The current Wrangler plant was created under Daimler and is enclosed by a “supplier park,” making expansion difficult at best and reducing flexibility.

There has also been considerable talk of using an independent suspension. While there has been an innovative long-travel independent-suspension Wrangler prototype, one suspension engineer said he suspected the company would adopt a version of the Ram 4×4’s setup instead.

Mr. Vellequette pointed out that a unibody setup would “effectively be a modern-day version of the popular Cherokee XJ,” and pointed out that the massive changes could be too much for dedicated Jeepers.

As read on: http://www.allpar.com/news/index.php/2014/10/wrangler-may-leave-frame-factory-steel-behind

Ram 1500 relying more on diesels

Dodge’s use of Cummins diesels back  in 1989 succeeded beyond expectations, reviving a nearly dead truck line. When the company added a VM diesel to the Ram 1500, sales were, again, much better than expected. Chrysler had predicted a 10% take rate, perhaps up to 15%; but Allpar reported in August that the line was running up to 25% diesels when the engines were available.

Like the Cummins B-series engines, the VM has been both reputable and technologically advanced; and sales have exceeded expectations.

Ram announced today that 20% of its pickups would be diesel-powered by November, double its original estimates. This strains VM’s ability to make enough engines for North American Rams and Jeep Grand Cherokees, though Ram worked with VM Motori to raise production.

When the Ram 1500 EcoDiesel opened for orders earlier this year, Ram had over 8,000 requests in three days. Some had predicted lower sales, because the diesel is a $4,000 option on the value-priced Tradesman Quad Cab, and requires the $500 eight-speed automatic.

Diesel Ram 1500s are rated at 20 mpg city, 28 highway, which beats the fuel economy of every competing pickup — and some midsized and compact trucks, down to imported four-cylinder manuals. The engine  generates 420 lb-ft of torque and 240 hp and is highly responsive at low revolutions. The peak towing capacity is 9,200 pounds.

Helping to optimize performance, given the limited range of diesel engines, is the wide-range “TorqueFlite Eight” eight-speed automatic.

Dodge had been planning a Ram 1500 with a Cummins V6 diesel as far back as the Daimler days, but no other manufacturer chose to sell a full sized diesel pickup in America.  (Chrysler has worked with VM since 1992.)

“Being first to market with a diesel engine for the half-ton segment was shown to be a great decision for the Ram Brand,” said Ram chief  Robert Hegbloom, adding that nearly 60% of sales were conquests from other brands, unusual in pickups.

Other unique features in the Ram 1500 series (not on all trucks) include a fluid temperature management system, various methods of cutting parasitic losses, and active aerodynamics aids.

The Ram 1500 earned Motor Trend’s Truck of the Year in both 2013 and 2014, the first time a vehicle of any type has taken the award back-to-back. The Ram 1500 also won the Truck of Texas in both 2013 and 2014.

The 2015 Ram 1500 is backed with a five-year /100,000-mile transferable powertrain warranty including free towing, if needed, and a three-year / 36,000-mile “bumper-to-bumper” warranty. The 2015 Ram 1500 is built at the Warren Truck Assembly Plant (Warren, Michigan); Regular Cab models are built at the Saltillo Truck Assembly Plant in Saltillo, Mexico.

As read on: http://www.allpar.com/news/index.php/2014/09/confirmed-ram-1500-diesel-takes-off