Protect Your Auto Investment

If you've ever wondered what it takes to be an ASE-certified automotive technician, consider this: In the span of one career, automotive engine technology alone has advanced from purely mechanical devices that need periodic adjustments to sophisticated, computer-controlled systems that can actually compensate for normal wear.

The same can be said for virtually every major system on today’s vehicles, from brakes to transmissions. And the technicians who service and maintain our vehicle fleet have had to learn it all. In fact, to be an ASE-certified automotive technician today is to commit to a lifetime of training just to keep abreast of changing technology.

Maintenance more necessary than ever before

Modern vehicles are wonders of engineering. In just the past decade, maintenance intervals for things like spark plugs, emissions and cooling systems have been stretched out to 100,000 miles in some vehicles.

But the need for periodic maintenance hasn't changed. In fact, given the longer life expectancy of today’s vehicles, the need for periodic maintenance has never been greater if you expect to get the most from what has become the second biggest investment most individuals will ever make.

To protect this investment and to get the maximum reliability and safety from the vehicle you depend upon daily, you need to establish and follow a maintenance plan. The best place to start a maintenance program is by reading your owner's manual. In it you will find the manufacturer's recommended maintenance schedule.

This schedule is based on "normal" driving, but remember that very few of us drive "normally." The roads are typically dusty and strewn with potholes and speed bumps. Look at the manufacturer's recommended maintenance schedule as a starting point for your vehicle maintenance plan, not the final authority.

The National Institute for Automotive Service Excellence (ASE), the non-profit organization that tests and certifies the competence of individual automotive repair technicians, knows a few things about vehicle maintenance too. ASE offers some general recommendations, which apply to all types of cars and trucks, to help you build a comprehensive vehicle maintenance plan.

Lube for life

The engine is the heart of your vehicle and probably the most costly to repair when something goes wrong. Modern electronic controls have eliminated a lot of adjustments, and what we used to call a “tune-up” has evolved into something akin to a complete physical, where most of the work involved is designed to verify proper operation of computer control systems.

While it's true that new cars and trucks run cleaner than ever before, the engine and all its related control systems must be kept operating exactly as designed to prevent increased engine emissions and a host of driveability problems.

The one thing experts agree on that you can do to add many miles to your engine is regular oil and filter changes. Most auto manufacturers recommend oil and filter changes every 7,500 miles or six months under "normal" conditions, but repair experts believe a better interval is every 3,000 miles or three months. By changing the oil regularly, the inside of your engine will stay clean, and you'll avoid damaging sludge buildup.

Keeping cool

Today's cars also tend to run hotter than previous models. With the trend to downsize vehicle components to save space and weight, cooling system components are being asked to do more than their older counterparts.

The best thing you can do to maintain the cooling system at peak efficiency during the life of your car is to replace the coolant according to the manufacturer's recommendations. Although some of the newer coolants last longer, antifreeze does wear out. By replacing the coolant periodically, you insure that the corrosion inhibitors are fresh and are helping to eliminate the scale and corrosion that builds up inside the cooling system.

Fluid facts

Probably the most ignored fluid in the car — and the most important — is the brake fluid. Brake fluid is not a petroleum-based product, so it does absorb moisture from the air. This hygroscopic quality diminishes its effectiveness and lowers braking performance.

Sludge will also build up over a period of time, blocking the valves inside antilock brake (ABS) units and resulting in costly repairs or replacement. In addition, this sludge may cause calipers and wheel cylinders to leak, also resulting in repairs or replacement. Experts recommend having the brake fluid flushed and refilled periodically, although manufacturer recommendations vary as to how often.

The transmission fluid also needs to be changed on a regular basis to help keep the transmission in tip-top shape. Here again, some manufacturers have increased maintenance intervals to 100,000 miles for transmission fluid changes, but these systems still need periodic maintenance. Most transmission failures can be directly traced to a lack of maintenance. When planning your maintenance schedule, consider that even one transmission replacement will probably greatly exceed the cost of all the fluid and filter changes for the entire life of the car.

Power steering is another fluid that is often ignored. It is recommended that it be flushed and refilled at least as often as you replace the brake fluid.

Replacing the differential fluid is something that is most often overlooked. A regular fluid change will help the differential last the life of the vehicle. If your vehicle is four-wheel drive or all-wheel drive, change the transfer case fluid as well.

Get out the grit

Filters play a critical part of a regular vehicle maintenance plan. Air and fuel filters keep dirt and abrasive grit out of the engine. Problems arise when these filters get dirty and start to clog up. Many driveability problems, such as hesitation and rough idle, can stem from dirty air and fuel filters. For maximum effectiveness, they should be replaced about every 15,000 miles, but driving in dusty conditions can require more frequent air filter changes.

A filter that is often overlooked is the carbon canister filter. It is an important part of the emission control system and filters the incoming air that this system uses. The canister is an integral part of today's engine management system, and a clogged canister filter can also result in driveability or emissions problems.

Some cars still have a positive crankcase ventilation (PCV) filter, also called a breather element. This filters the air for the PCV system to ensure clean air enters the engine crankcase. Most cars today draw air for the PCV system from the air cleaner housing so this filter is not needed, but if your engine has one, replace it at 15,000 mile intervals as well.

Speaking of the PCV system, the PCV valve (if equipped) should be replaced on a regular basis, too. When you put the new PCV filter in, replace the PCV valve as well. Many cars now use a metered orifice instead of a PCV valve and this should be checked periodically for free flow.

Today's ‘tune-up’

Ignition systems have become much more reliable over the years. Many engines don't even have distributors anymore; they use a DIS or Direct Ignition System. These systems can either mount one ignition coil on each spark plug, or share one coil for two plugs, thus eliminating the need of a distributor.

On engines that still use a distributor, it is a good idea to replace the distributor cap, distributor rotor and ignition wires according to the manufacturer's recommendations.

The spark plugs need to be replaced on a regular basis as well. Even though some manufacturers have extended those intervals to 100,000 miles, this doesn't apply to all engines. The best plug to use is the one the manufacturer recommends. This information is usually found on an engine decal located under the hood.

Belt basics

Perhaps the most critical engine component these days is the timing belt. Most manufacturers suggest replacing the timing belt every 60,000 miles.

Not all engines use a timing belt, but on those that do, it's critical that it be replaced before it breaks. If your car has an interference engine where the valves and pistons occupy the same place in the combustion chamber at different times, serious engine damage can occur if the belt breaks while operating. If your car has a non-interference engine, the worst that will happen is you get stranded somewhere.

Other engine drive belts should be checked on a regular basis — about as often as you change oil. In general, you should look for excessively cracked, glazed or frayed belts. Many accessories — including the alternator, power steering pump and coolant pump — are operated by drive belts. If these belts break or slip, the components they drive will fail to work, leaving you stranded.

One more thing to check while you're looking at the belts is the battery. Virtually all batteries are maintenance-free these days, except for a periodic terminal cleaning and inspection for cracks or leaks. In addition, ensure the battery is mounted securely.

Tire tips

Tires are one of the most important maintenance items under your car. The best way to get the most out of your tires is by having them rotated and balanced on a regular basis, about every 7,500 miles. This ensures they wear evenly and last as long as possible.

Balancing is important to eliminate vibration at road speeds, and a properly balanced tire reduces the stress and strain on shocks, struts and steering parts. Keeping the tire pressures set to specification will also go a long way in extending tire life and fuel economy.

Seeing clearly

Finally, you should get in the habit of replacing your wiper blades once a year. The Car Care Council recommends replacing them each spring, when you set your clocks forward for Daylight Savings Time.

Wiper refills are the most inexpensive safety feature on your vehicle. And if you doubt having good wipers is a safety feature, try driving with bad ones in a downpour at night.

If you live in an area that suffers cold and snowy winters, you may want to change to winter blades in the fall and go back to regular blades in the spring.

Following a regular vehicle maintenance program is the best insurance you have against unexpected breakdowns and expensive repairs. It also pays dividends by allowing you to get the most out of your transportation investment.

With a little forethought and TLC, that family chariot can reliably deliver a couple of hundred thousand miles of service.

Read more at: http://www.ase.com/News-Events/Publications/Car-Care-Articles/Protect-Your-Auto-Investment.aspx

The 2015 Nissan Murano goes head-to-head with the Ford Edge

If you decide that you want a stylish, roomy mid-size utility vehicle—one that drives like a car—and you don’t need a third row, or any rugged pretense, then the Ford Edge and Nissan Murano are two of the better picks on the market. And if you narrow your priorities to vehicles that look conceived for adults—not just as rolling cribs and diaper bins—then the Murano and Edge stand atop an even smaller list.

Both models are indeed stylish, mature, and sophisticated, but in very different ways. The Murano wears an especially bold face, with the new corporate ‘V-motion’ grille and boomerang headlights and taillights that frame some especially handsome contouring. Inside, the Murano has a swoopy, V-shaped design that’s equally radical, and distinct trims verge away from the woodgrain, piano-black plastic, and excessive brightwork that’s so common in premium interiors. The Edge, on the other side, looks sporty and athletic, with its contours and details feeling carefully calculated to fit right in with Ford’s existing lineup. On the inside, the Ford hits all the right cues for sporty and premium, although we think the Murano’s distinct look inside and out gives it a solid advantage in styling.

Performance-wise, these two models are polar opposites as well. While the Ford Edge now relies mostly on turbocharged, so-called EcoBoost engines and six-speed automatic transmissions—a non-turbo V-6 is there as more of a token offering—the Murano goes a more traditional route underhood, with a naturally aspirated V-6 the sole engine for the lineup. In the Murano, it’s paired with a continuously variable automatic transmission (CVT) that does its job in keeping engine revs under control while all you notice is plenty of acceleration on tap when you need it—with little of the rubber-band responses that plagued former CVTs. On the other hand, you’re much more aware of the powertrain in the Edge, as it has crisp, well-coordinated shifts. And hold on before you think you’re getting a much more fuel-efficient vehicle with the EcoBoost Edge; it’s a virtual tie against the V-6 Murano.

Ride and handling is very different between these two, with the Edge offering a rather firm but muted feel—more in line with German luxury crossovers, really—while the Murano has an equally quiet yet more plush ride that makes it a closer counterpoint to the Lexus RX. The Edge has a serious edge in handling, we think, as its precise steering and well-tuned suspension allow it to feel like a lower vehicle than it is when the road gets twisty. But considering the Murano’s strong, unobtrusive powertrain, we give the Edge only a slight edge here.

One note: The Ford Edge is offered in a performance-oriented Edge Sport model, which adds a twin-turbo, 2.7-liter V-6, making 315 horsepower and 375 lb-ft of torque. With suspension and steering changes that bring a firmer, more communicated, plus serious appearance changes on the outside—most notably, brightwork replaced with a blacked-out look.

Inside is where the Edge and Murano compare most easily in an A-to-B sense. While the two feel (and are) a virtual tie when it comes to cargo space, versatility, and general usability, we have to give the Edge demerits here for its flat, unsupportive seats. The Murano’s back seats especially shame those in the Edge, with their excellent contouring in outboard positions, while in the Ford the frame of the Vista Roof can interfere with headroom for taller occupants.

Full crash-test results aren’t yet available for either of these recently redesigned models. Both of these models save some of their best active-safety technology—like Predictive Forward Collision Warning on the Pathfinder, or Lane Keep Assist and inflatable rear seatbelts on the Edge—for option packages on top-of-the-line models.

Feature-wise, both of these models are presented with a sort of two-pronged approach: with tantalizing value-oriented base models that offer an interesting alternative to smaller, more mass-market models, as well as fully-kitted-out top-trim models that match up against luxury-brand models in all but the badge. At the base level, the base Murano S comes with a bit more than the Edge—with dual-zone climate control and a decent apps-compatible infotainment system standard—but at the top end we’ll call the Edge the winner in the features race by a slight bit, as it can be equipped with things like an Active Park Assist system that will let the Edge park itself, even into a perpendicular spot, as you manage the accelerator and brake pedals.

Who’s the winner here? The Edge only has it if you place more weight on handling, and a more European feel (especially with the Edge Sport), or if you really must have the edge on technology features. Otherwise it’s the Murano, as its like-no-other styling, plush ride, confident performance, and very comfortable seating add up to something that’s quite compelling.

As read on: http://www.thecarconnection.com/news/1097256_nissan-murano-vs-ford-edge-compare-cars

Durango R/T gets optional red Nappa seats

Two years after they were shown in a concept car, Dodge is providing optional “Radar Red” Nappa leather seats on the Dodge Durango R/T. They were previously only put into the Dodge Charger and Challenger, and are now an $1,195 option (black Nappa leather, already available at this price, will continue).

The 2015 Dodge Durango R/T also adds a new standard glossy “Granite Crystal” (gray) set of 20-inch wheels. It continues to be differentiated from other Durangos by a sport-tuned suspension with a 20mm lower ride height, black headlamp bezels and LED daytime running lamps, embroidered leather seating with contrasting red or black stitching, 8.4-inch touchscreen telematics with nine speakers, power liftgate, and HID low-beam headlamps.

The R/T’s 5.7-liter HEMI V-8 engine produces a best-in-class 360 horsepower and 390 lb.-ft. of torque with a best-in-class tow rating of 7,400 pounds.

As read on: http://allparnews.com/index.php/2015/03/durango-rt-gets-optional-red-nappa-seats-28180

Nearly Half Of All U.S. Drivers Are Over 50: Is That Good News Or Bad?

If you like statistics and factoids, you're going to love the ones that the U.S. Department of Transportation has uncovered regarding American drivers. They're being used as part of something called Beyond Traffic (PDF) -- a strategic plan that makes projections about transportation in the year 2045 and discusses ways to nip anticipated problems in the bud.

The DOT's statistics are based on data from 2013 (the most recent year for which complete figures are available), and include these tidbits:

- The U.S. had a whopping 212.2 million licensed drivers in 2013.
- Nearly half of that number -- 93.5 million, to be precise -- were over 50 years old.
- The number of older drivers is rapidly increasing due to the surge of aging Baby Boomers, the last of whom earned their AARP cards in 2014.
- In fact, the number of drivers over 50 grew a staggering 22 percent in the decade between 2003 and 2013.
- But that's not all: the fastest-growing demographic of drivers is those over 85. Their numbers nearly doubled from 1.76 million in 1998 to 3.48 million in 2013.
- By the time we reach 2045, the number of drivers older than 65 is likely to have grown 77 percent.

But what about younger drivers? Where do they fit in?

As we've reported time and again, a significant number of younger Americans simply aren't interested in getting behind the wheel. Many will change their minds, of course, once they get a bit older, begin earning reasonable salaries, and start families. However, increasing urbanization, the growth of car-sharing, and a host of other factors could put a long-term dent in the number of Millennials (and their children) who want to drive.

What does that mean in practical terms? According to Transportation Secretary Anthony Foxx, it means that we need to start preparing now for the needs (and safety) of mature motorists:

"Knowing that older drivers are one of our fastest-growing populations helps us realize the importance of transportation investment – especially for research. In the decades ahead, our roads will serve even more older drivers – making it critical that we invest in our nation's infrastructure and use state-of-the-art research to ensure the road system is ready to meet their needs."

Proposed improvements include basic things like better, brighter roadway markings, as well as high-tech tools that will allow cars to drive themselves, taking the onus off aging drivers.

Of course, it's no coincidence that this report -- and the accompanying plea for funding of transportation projects -- comes at the exact moment that the U.S. Congress is engaged in serious budget debates, which naturally include the funding of agencies like the DOT. Foxx and his friends know that they need all the statistics they can muster to keep their budget high.

Then again, the DOT's ask isn't unreasonable. Infrastructure in the U.S. has been underfunded for years, and our roads, bridges, and tunnels are crumbling. Foxx isn't the only one in D.C. who understands that infrastructure isn't just about safety, it's about economic stability, too.

Read more at: http://www.thecarconnection.com/news/1097411_nearly-half-of-all-u-s-drivers-are-over-50-is-that-good-news-or-bad?fbfanpage

2015 Nissan Murano Test Drive

I’m technically old enough to be an empty nester, but I got started with the family thing a little late in life and still have a good 12 years to go before I officially qualify.

Nevertheless, I’ve got plenty of physical ailments, I wake up in the middle of every night and I love few things more than whining about how hard easy chairs are these days. So I think I’m more than qualified to evaluate the 2015 Nissan Murano.

I’m serious. Nissan has gone out of its way to point out that its all-new midsize crossover is a semi-premium play for folks who are dancing into their golden years footloose and kid-free, who don’t need a big SUV anymore but just can’t give up the comfort and commanding view that one provides.

As far as views are concerned, the Murano delivers them inside and out. Its body is abstract art, and as polarizing as that usually is. It’s a collection of voluptuous curves, origami creases, boomerang-shaped lights and a grille that appears to be a doorway to infinity (the unattainable destination, not Nissan’s upscale brand.)

An optical illusion makes it appear that its roof is supported by the blackness of space, but there’s more chrome than you’ve seen since the 1950s, too. If you showed up at an auto show in this thing, I’m pretty sure they’d let you drive right through the front door and onto the stand.

Slip through the Murano’s door and you’re surrounded by a paradise of plushness not typically available for a starting price of $30,455. If this actually were an Infiniti, you’d never be the wiser. It’s lavished in soft touch surfaces and modern lines, and it’s trimmed with a material called Jasper Pearlescent, which I’m pretty sure is named after the stone, not Abe Simpson’s best friend at the Springfield Retirement Castle.

So, what about the chairs? No complaints here. The Murano’s “zero gravity” seats are constructed using a NASA-inspired design and purport to promote a neutral posture while reducing pressure points and complaints. As much as I’d like to discount that backstory as marketing mumbo jumbo, they feel … different, and a painless five-hour drive into the frozen wasteland that is upstate New York circa 2015 proved their worth. Adaptive radar cruise control, collision avoidance and lane departure warning systems also helped reduce stress along the way.

The rear seats are similarly comfy, and there’s so much legroom back there that your friends might think they’re in a limo the next time you all go to a nostalgia rock concert at the local outdoor performing arts center. The cargo bay floor is a little high, but a week’s worth of luggage for four fits fine. The only thing missing is a pass-through down the center for skis, but there’s space for those newfangled snowboards. Better still, if you’re lazy like me, the rear seatbacks can be folded and restored to their upright position remotely.

The Murano shares its platform and drivetrain with the larger but less expensive and less impressive Pathfinder. Nissan’s familiar 260 hp 3.5-liter V6 moves things along through a continuously variable transmission and a choice of front-wheel or all-wheel-drive. Both versions have a highway fuel economy rating of 28 mpg, which is stellar for the class and achievable in the real world, even in the loaded, all-wheel-drive Platinum model I tested that was fitted with mud and snow tires and priced at $43,955.

The Murano isn’t a sporty car, but it feels strong when you stomp on the throttle. It sounds good, too. There’s a nice growl from the engine bay that’s missing in many cars today. It gets along fine on a twisty road, but the steering is a little limp and the suspension is too soft to encourage you to push it.

It’s a champ on snow, however. I spent a week driving around the very white roads of Lake Placid in stormy, sub-zero temps, and it never put a foot wrong, despite my best attempt to do a four-wheel Eric Heiden impression in an empty, icy parking lot.

One feature that should satisfy children of all ages is the available NissanConnect infotainment system, which represents the company’s latest tech and is a snap to use. It has large icons, a quick-reacting touchscreen and plenty of redundant buttons and knobs if you prefer old-school inputs. An expanding collection of web-enabled apps will eventually offer Facebook and Twitter. For now, it includes Google search, which can be used to find destinations, among other things, using voice commands.

With its original style and move in an upmarket direction, the Murano now honestly competes against both the Ford Edge and Lincoln MKZ, and it even makes a strong run at the Lexus RX -- the reigning king of luxury crossovers. It’s working so far, with sales up over the last-generation model.

Those darn whippersnappers may think they’re all that, but sometimes they are.

As read on: http://www.foxnews.com/leisure/2015/03/06/2015-nissan-murano-test-drive/

How to Store Your Vehicle Long Term

If you are headed out for a long trip away from home or need to put your car away in safe storage for an extended amount of time, you’ll need to know that you cannot just park it and walk away. Beyond security concerns, there are several things that need to be taken care of so that your car will run properly when you come back.

Note that it’s possible to park your vehicle for a couple of months at a time without serious consequences, but beyond that, batteries begin to drain, fuel begins to separate and other issues can begin to wreak havoc on your car. From paint to motor oil, here are the things you need to know when storing your car for the long term.

The longer you store your vehicle, the more you’ll need to pay attention to the details in our list. For storage beyond a year, you will need to do a lot more preparation than we’ve given here. It’s best you consult a professional in those cases and consider either selling the vehicle or finding someone who can care for it while you’re away.

To begin with, do the following to ensure that your vehicle is ready for storage, no matter the length:

     - Change the oil and filter. Use a good oil at the viscosity recommended for your vehicle or a synthetic of the same caliber.
     - Top off the engine coolant. Make sure the coolant mixture is the recommended antifreeze to water ratio.
     - Wash the car well, including the undercarriage, and give it a good triple-coat (heavy coating) of wax. This protects the finish and gets rid of the grime and potential road salt that can cause havoc over time.
     - Buy a thick, sturdy car cover that will fit your car well.
     - Add fuel stabilizer to the tank to keep it from separating.
     - Fill the fuel tank (doing this after adding stabilizer better mixes the stabilizer).
     - Drive the car for a few miles to circulate the new oil, protected fuel, etc.
     - Inflate tires to the proper, recommended pressure.
     - Park it under cover, preferably in a garage or storage facility, and use your car cover to completely protect the car’s exterior. A car cover helps keeps dust off of the paint and makes it difficult for thieves to see what is being stored.
     - Chock the tires in both directions to prevent movement. The longer the storage term, the more preparation you should put into protecting your car while you’re away. The above list is good for a 2-3 month storage period where the weather will not fluctuate much (day and evening temperatures remain above freezing). After about six months, though, things get a little more complicated. For very long-term storage, remember that bushings, tie-rod covers and other rubber parts begin to break down from disuse over time. Engine seals can also dry out, eventually leading to serious repairs.

For a three- to 12-month storage period, you’ll need to do a lot more to preserve your vehicle. Start by doing all of the above items. Then add the following before putting the cover on:

     - Consider adding a gasket sealer or keeper and circulating it through your engine (by running it) to help prevent gaskets from drying out. This is usually added to the engine oil.
     - Remove the battery and store in a safe place away from the car, preferably a temperature-controlled location. Consider selling the battery and just buying a new one when you return. Over time, batteries lose their charge and if the weather becomes very cold, they can freeze or corrode.
     - Lift the car and set it on jack stands so that the tires are just off the ground. This keeps the tires from warping and takes pressure off of the suspension system.
     - Plug the exhaust with a rag to keep debris from blowing in or rodents from taking up residence.
     - Remove the windshield wipers and store indoors or give them away. These will likely become brittle over a long period without use. Carefully wrap the wiper arms in small towels before placing them against the windshield. This keeps them from scratching the windscreen and helps absorb moisture so that the hinges and springs in the arms don’t rust. Alternatively, you can remove the wiper arms themselves and store them inside the car.
    - Do not set the parking brake. The brake pads/shoes can stick to the rotors and cause problems when you attempt to drive again.

Storing your car for the long term can be a chore, but coming home to your well-preserved car makes it worth it. If you can, have a trusted friend or relative check on the vehicle once in a while to make sure it hasn’t been broken into, stolen, or otherwise bothered. You may also consider loaning it to a friend or relative you trust while you’re away so that they can maintain it for you and keep it running while you’re gone.

Whatever you do, don’t just park your car and forget it until you return. A little bit of preventative maintenance will go a long way when you get back behind the wheel.

Read more at: http://www.carfax.com/blog/store-your-vehicle?utm_source=Facebook&utm_medium=Social&utm_campaign=Storage

Original Jeep to appear at 75th Anniversary Bash

While the original Bantam Reconnaissance Car (BRC), known as the Pilot, was destroyed during Army testing, a painstaking 3,500-hour recreation of the Pilot was built by Duncan Rolls of Longview, Texas, between 2004 and 2008 and it will be on display during the Fifth Annual Bantam Jeep Heritage Festival from June 12-14.

The BRC will be joined by the Bantam BRC-40, Willys MA and Ford GP, early jeep (actually “truck, 1/4 ton, reconnaissance”) models along with a Willys CJ-2A fire truck and Ford’s amphibious GPA, sometimes called a “seep.”

The Bantam Jeep Heritage Festival is organized by the Butler County Tourism & Convention Bureau and a group of Jeep enthusiasts. It celebrates Butler’s role as the birthplace of the jeep. (See Curtis Redgap’s Bantam Jeep article)

The Festival will take place in Downtown Butler and at the Butler County Fairgrounds along Route 422, just west of Butler. Organizers hope is to create a premier annual event that attracts Jeep enthusiasts from more than 25 states and Canada.

On Friday, June 12, festival organizers are hoping to beat their own Guinness World Record for the largest parade of Jeeps. In honor of the 75th anniversary, plans call for the first 75 Jeeps in the parade to each represent one of the 75 years of production.

For more information about the Bantam Jeep Heritage Festival, visit the event’s website http://www.bantamjeepfestival.com.


As read on: http://allparnews.com/index.php/2015/03/original-jeep-to-appear-at-75th-anniversary-bash-28124

Compass: “Honey, I shrunk the Grand Cherokee!”

Today, artist SuzyQ044 provided a rendering of the coming Jeep Compass, following Allpar sources’ claims that it will look like a 2015 Jeep Grand Cherokee shrunk down to Jeep Renegade size.

We have been told by insiders that the coming “MP” Compass will share its underpinnings and drivetrain with the just-released Renegade. The cars are so close that Compass mules are reportedly out and about, except that you cannot tell that is what they are as they are all cleverly disguised as Renegades.

One insider said the rendering was close, but to make it even more Grand Cherokee-like.

The Compass name itself has not been confirmed, but does not appear to carry enough baggage (or connotations that could be an issue in a worldwide car) to justify a name change.

Theoretically, it could be built at any of the three Renegade/500x plants in the world (Italy, Brazil and China), but it could make more sense for to be domestically produced. If that happens, could the Renegade also find a domestic production line? There is room at the old 200 plant at Sterling Heights, at Toluca in Mexico, and, once the current Compass and Patriot stop, at Belvedere. The question is, which cars can be built on the same lines as each other — and which plants are ready for it?

Read more at: http://allparnews.com/index.php/2015/03/compass-honey-i-shrunk-the-grand-cherokee-28086

Hellcat Challenger picks up 34whp with only a tune (video)

The 2015 Dodge Challenger SRT Hellcat is the most powerful muscle car of all time, with a supercharged 6.2L Hellcat Hemi producing a bone chilling 707 horsepower and 650 lb-ft of torque, according to the official marketing materials.

From the time that the first media outlets got hold of the Hellcat Challenger, it looked as though the 707/650 figures were a bit underrated; and the owner of the 2015 Challenger SRT Hellcat in the video below wanted to see just how much power his new Mopar muscle car made in stock form, so he took it to a dyno shop for a baseline dyno run and for tuning – tuning which turned out some incredible numbers.

The 2015 Dodge Challenger SRT Hellcat shown below in Sublime Green is owned by Ohio resident John Michael Hansen. Mr. Hansen is no stranger to high performance vehicles; his current garage is occupied by a Jeep Grand Cherokee SRT, a built Lancer Evolution X, a built Nissan GTR, a built MKIV Toyota Supra, and a supercharged Ram 1500 SRT10.

Aside from the Jeep, all of John’s cars are modified and all of them are supercharged, so it should come as no surprise that this horsepower junkie was one of the first people in line when the 2015 Challenger Hellcat went on sale.

Once Mr. Hansen took delivery of his 2015 Dodge Challenger SRT Hellcat, he took it to Accelerated Performance to see just how much power it made in factory stock form. The 2015 Hellcat Challenger in the video below made 646 horsepower and 585lb-ft of torque at the rear wheels; considering the official power numbers of 707hp and 650lb-ft of torque at the crankshaft, Hansen’s Hellcat is losing only about 9% of the power between the engine and the wheels, which is a clear indication that the car is indeed underrated or that the Hellcat Challenger has an extremely efficient automatic transmission, as most self-shifting cars lose at least 12% of their power at the wheels.

After getting a baseline dyno reading on his 2015 Dodge Challenger SRT Hellcat, John Michael Hansen had Torrie McPhail of Unleashed Tuning see how much extra power they could squeeze from the stock Hellcat. Using an HPTuners tuning tool, McPhail was able to increase the output at the wheels from 646hp and 585lb-ft of torque to 680 horsepower and 616 torque.

With no other modifications, simply tuning the stock computer to optimize performance allowed Mr. Hansen’s Hellcat Challenger to pick up 34 horsepower and 31 lb-ft of torque at the rear wheels. Provided that we use the somewhat comical 9% drivetrain loss that we calculated above, this Challenger is making no less than 740 horsepower and 671 lb-ft of torque at the motor…from a car with no modifications and a simple engine computer tune.

Those are high stock numbers to begin with, and amazing tuned numbers for the 2015 Dodge Challenger SRT Hellcat; and with Mr. Hansen planning to do more to his new Mopar muscle car, we could see even bigger numbers from this Sublime beast in the coming months. In the meantime, crank up your speakers and fall in love with the roar of this tuned Hellcat on the dyno.

Read more at: http://allparnews.com/index.php/2015/03/hellcat-challenger-picks-up-34whp-with-only-a-tune-video-28067

2015 Ram 1500, 2500, and 3500 SAE Tow Ratings

The 2015 Ram pickup trucks now have new tow ratings that were certified under the stricter demanding SAE J2807 regulation. Impressively, not a single model sees its ratings decline under the new certification process -- and some even see ratings increase slightly. All versions of the 2015 Ram 1500, 2500 HD, and 3500 HD will henceforth have towing figures that meet the stricter tow ratings.

For light-duty pickup trucks, the 2015 Ram 1500 has SAE J2807 tow ratings as follows. Models with the 3.0-liter turbodiesel V-6 engine and eight-speed automatic transmission can tow up to 9200 pounds, trucks with the 3.6-liter gasoline V-6 can manage up to 7600 pounds, and Ram 1500 models equipped with the 5.7-liter V-8 engine can tow as much as 10,650 pounds. For the 3.6-liter V-6, that's an increase of 150 pounds compared to 2014 ratings, while the 5.7-liter V-8 see its maximum rating rise 200 pounds.

The 2015 Ram 2500 and 3500 are also subject to the new SAE J2807 ratings. With a 6.4-liter gasoline V-8, the 2500's max tow rating is 16,300 pounds, or 17,970 pounds with the 6.7-liter Cummins diesel inline-six. Those figures are unchanged from last year. As for the 2015 Ram 3500, trucks with the 6.4-liter engine can tow as much as 16,420 pounds, while models with the 6.7-liter mill boast maximum tow ratings of 30,000 pounds.

Earlier this year, General Motors, Ford, and Ram all confirmed plans to adopt the SAE J2807 ratings. The new certification process is more rigorous and is designed to test the real-world towing abilities and safety of the trucks. It includes tests for the vehicles' acceleration, braking, and cooling-system performance, as well as things like understeer and double-lane-change handling tests.

GM already confirmed the 2015 Chevrolet Silverado 1500's ratings under the SAE J2807 standards. The pickup truck saw some of its models' ratings decline by 300-400 pounds, depending on engine and configuration, when switching to the new rules.

Source: Chrysler

Read more at: http://www.msn.com/en-us/autos/autostrucks/2015-ram-1500-2500-and-3500-sae-tow-ratings-announced/ar-AA2T4pr

AAA gives advice on how to avoid pothole damage

It's that time of year again! Most of the snow has melted but with temperatures still dropping below freezing most nights, above-freezing temperatures during the day, the melting ice or left over snow expands and constricts the asphalt, creating potholes.

Of course the best thing to do is to avoid hitting potholes in the first place, however that is not always possible when the pothole is too big to avoid or hidden beneath a puddle of water. Increasing following distance and looking at the road ahead for potholes can help in avoiding them in some circumstances. If a pothole cannot be avoided, reduce speed safely and check the rear view mirror before any abrupt braking.

Potholes cause a variety of woes: lost hubcaps, warped wheel alignment, damaged tires, fractured undercarriages, bent axles, smashed mufflers, out-of-shape shocks and rattled nerves. Hitting a pothole at a high speed increases the chance of damage to tires, wheels, shocks, struts or springs.

To report potholes on local or county roads, call your town or county's Highway Department.

AAA has the following tips to avoid damage to your car from potholes:

    - Keep an eye on traffic patterns. Cars that slow down or move quickly to other lanes may be a sign of major potholes or road damage ahead.
    - Beware of snow, ice or water that may be concealing a deep pothole.
   -  Avoid swerving. Swerving can cause a loss of vehicle control.
   - Slow down. Carefully avoid sharp impact with potholes.
   -  Roll through. Rolling through the pothole is better than braking rapidly.
    - Inflate tires properly. Over inflated and under inflated tires increase risk of tire and wheel damage.

Potholes also drain the pocketbooks and wallets of the vehicle owner. Costs for repairing damage caused by potholes can range from $50 for a simple wheel alignment to $500 or more for replacing a top-of-the-line alloy wheel. In some cases, damage for poor road conditions can add up to $2,000 or more in repair costs over the life of a car, insurance agents say. Compounding matters, vehicle suspension and steering components may also be affected.

Motorists file about 500,000 auto insurance claims each year for pothole damage, according to the Independent Insurance Agents and Brokers of America. The group estimates nearly $4.8 billion is spent each year to repair damage to Americans’ cars resulting from run-ins with potholes, utility cuts and other dangerous road conditions.

Motorists in pothole-prone areas should understand the need for proper collision coverage to avoid costly repairs, some insurance agents contend.

Read more at: http://www.pottsmerc.com/general-news/20140122/aaa-gives-advice-on-how-to-avoid-pothole-damage

Everything You Want To Know About The 2016 Nissan Titan XD

It’s not easy to classify the all-new ’16 Nissan Titan XD, but that could end up being its best selling point. Technically, it’s a ¾-ton truck (if you go by the expected GVWR), but Nissan is positioning it in the ½-ton space. With a 5.0L V-8 Cummins engine making 310 hp and 555 lb-ft of torque and a frame that’s stronger than the conventional ½-ton Titan models, the XD seems to straddle the ½-ton and ¾-ton designations. With the power to tow more than 12,000 pounds along with the efficiency of a diesel engine, this could end up being the ’tweener model that customers who are torn between a V-8 gas-powered ½-ton or a diesel-powered ¾-ton have been waiting for. Nissan says it noticed a hole in the market with 150,000 truck buyers each year who are forced to decide between one or the other.

Back in the mid-’00s when the first-generation Titan came out, ½-ton crew cab 4x4 trucks had maximum tow ratings of less than 10,000 pounds, while the tow rating for ¾-ton diesel trucks could start as low as 12,000 pounds. In 2015, it’s not uncommon for ½-ton gasoline-powered trucks to tow a lot more than 10,000 pounds and ¾-ton diesel trucks to have ratings that start around 16,000 pounds. That leaves a lot of room for the Nissan Titan XD to play the spoiler and disrupt the new pickup market by providing a “just right” diesel powered option for customers who want to tow more than 10,000 pounds with confidence but don’t need 16,000-plus pounds of towing capability.

The long-awaited 5.0L V-8 Cummins engine is finally here, and it arrives with 310 hp and 555 lb-ft of torque. It’s hooked to a heavy-duty Aisin AS69RC six-speed automatic (similar to the one used behind the high-output version of the Cummins 6.7L). The powerplant has roots that trace back to a Department of Energy project with Cummins that started in 1998, and it debuts exclusively in the brand-new ’16 Nissan Titan XD (plans with Ram fell through after the acquisition by Fiat). The new 5.0L features 70 percent parts compatibility with the Cummins ISV5.0 commercial diesel engine, and Nissan says this unique version for the XD is designed to be “fuel-efficient while capable of doing ‘real work.’”

One of the main differences between the ISV5.0 and this engine is the new Holset M2 Two-Stage Turbo system by Cummins Turbo Technologies, which was developed in the U.S. and U.K. specifically for Titan XD. The compound turbocharger setup is mounted in the valley of the engine and utilizes one small turbo and another larger unit in series. Helping them work in tandem is a wastegate system with a patented “Rotary Turbine Control” valve that operates the opening of ports during four main operating modes:

1. Low-Pressure Single-Stage Turbo Mode
2. High-Pressure Two-Stage Turbo Mode
3. Wastegate Mode (maximum engine power output)
4. Regeneration Mode

This system is designed to provide minimal turbo lag in all driving situations while maximizing the effectiveness of the emissions controls for clean operation along with good fuel economy.

As for construction, the Nissan Cummins 5.0L V-8 uses a block made from compacted graphite iron (CGI) with a forged-steel crankshaft and aluminum pistons. The heads are made from aluminum alloy and have composite valve covers to keep weight low and reduce noise. The dual overhead camshafts that rest inside the covers actuate four valves per cylinder. Ceramic glow plugs by Bosch are designed for quick start times and to last the lifetime of the engine without any maintenance. Bosch also provides the CP4.2 high-pressure common-rail fuel system with piezo-controlled injectors. A two-stage fuel flter system uses NanoNet media by Cummins Filtration to provide high fow rates while filtering out 99 percent of particles 4 microns and larger. All of this technology, along with the M2 turbo system, combines to give the diesel-powered Nissan Titan XD a towing capacity of more than 12,000 pounds and a maximum payload rating of greater than 2,000 pounds.

All New Chassis

The original Nissan Titan debuted way back in 2004; it was always gas-powered, and it has never been fully redesigned—until now. The second-generation Titan XD is a completely different creature with a uniquely beefed-up chassis with components based on the proven NV2500 HD cargo van that was introduced for the ’12 model year. The XD crew cab frame is a fully boxed, 151.6-inch wheelbase full-length ladder design that’s heavily reinforced for added stiffness and torsional rigidity to handle the towing and payload power of the diesel V-8.

Suspension, Axles, Wheels, Tires, and Brakes

The Titan XD’s front suspension is fully independent, with upper and lower A-arms, coilover shocks, and a large stabilizer bar for a controlled ride. The truck’s rear suspension uses leaf springs with leaf bushings and shock absorbers over a solid live axle by American Axle Manufacturing (AAM). Its rear end has a 10.5-inch differential, 3.5-inch axle tubes, and an optional rear electronic locker by Nissan (4x4 models have a 9.5-inch AAM differential in the front.) The XD uses four-wheel ventilated disc brakes measuring 14.2x1.5 inches in front and 14.4x1.2 inches in the rear, which are hydraulically assisted and designed to reduce shudder and improve braking feel. Available wheel sizes include 17, 18, or 20 inches with LT245/75R17, LT275/65R18, or LT265/60R20 tires. The high-capacity steering system is a recirculating ball design with parallel rod steering links optimized for when the truck is fully loaded or towing.

Truck Tech

The Titan XD’s all-new body sits on top of hydraulic cab mounts to isolate it from vibrations and road noise. It also features a flush-mounted front bumper, spoilers integrated into the roof and tailgate, a seal between the cab and bed, laminated front and rear side glass, and hidden windshield washer arms and spray nozzles to help aid in aerodynamics and noise reduction. The Titan XD’s rear doors have a wide-opening design and the tailgate is lightweight for easy lifting and damped for smooth lowering. The bed features a fully integrated frame-mounted gooseneck hitch, LED bedrail lights, a 120-volt outlet, a sprayed-on bedliner, Nissan’s Utili-track Bed Channel system, and optional dual waterproof lockable storage boxes that can be used with a camper shell or tonneau cover. The headlamps and taillights use LEDs (except on the base S and SL trim levels), side mirrors with turn signal indicators, puddle lamps, and an available Blind Spot Warning system; and there are available front and rear parking sensors. A class-frst Around View Monitor provides a bird’s-eye view using front, rear, and side cameras and has Moving Object Detection, which alerts drivers to obstacles via on-screen notifications and warning chimes. Towing aids include an integrated trailer brake controller, Trailer Sway Control, tow/haul mode, manual gear shifting, Downhill SpeedControl, and a Trailer Light Check system that allows drivers to check turn signals, brake lights, and running lights from inside the cab.

Modern Interior

Interior features include a bench or bucket front seats with Nissan’s Zero Gravity technology for comfort during long-distance driving, with available heated and cooled front seats and heated rear seats. A heated steering wheel is also optional. Incorporating the shifter in the tilt/telescopic steering column makes room for a center console that’s designed to accommodate a 15-inch laptop, while the rear underseat storage uses a locking lid and includes a fold-out floor. There are seven assist grips around the cabin, and all the control switches are grouped by function types, with locations based on their frequency of use. The instrument panel includes a 5-inch display and an optional 7-inch NissanConnect system with navigation and mobile apps that’s connected to a 12-speaker Rockford Fosgate audio system. There is also an optional remote-start system with a climate-control function and 12-volt USB, and 120-volt outlets inside the cabin.

Coming Soon

The ’16 Nissan Titan XD is made in the U.S.A., with a design from La Jolla, California, engineering in Michigan and Tennessee, validation in Arizona, truck assembly in Canton, Mississippi, and a 5.0L Cummins V-8 engine built in Columbus, Indiana. The XD will be the first version of the Titan at dealerships, and it will eventually be available in standard cab, King Cab, and crew cab configurations with 6.5- or 8-foot bed lengths, with S (base), SV, SL, PRO4X, and Platinum Reserve trim levels. The final payload and tow ratings (currently described by Nissan as 2,000-plus pounds and an SAE J2807-compliant 12,000-plus pounds), fuel economy figures, and pricing will be announced later this year.

The Cummins V-8 shares 70 percent parts compatibility with the single-turbo ISV5.0 commercial version of the engine that’s installed in medium-duty trucks and school buses.Along with a unique compound-turbocharger system designed specifically for the Titan XD, the engine features dual overhead cams and 32 valves under composite valve covers.Cylinder heads and pistons are made from aluminum alloy, and the block is made from compacted graphite iron (CGI). The exhaust manifolds and up-pipes feature heat shielding to maximize the turbo system’s efficiency and response. A Bosch CP4.2 high-pressure common-rail fuel system feeds piezo-actuated injectors, and ceramic glow plugs are used for quick startup and are designed to last the lifetime of the engine.

Our First Look

Nissan Delivered a PRO4X edition of the Titan XD to our office in Los Angeles, California, for an up-close first look (and listen). We invited the entire company to come and inspect the truck and take photos and videos. At one time during the visit, the entire editorial staffs of Diesel Power, Truck Trend, Work Truck Review, 8-Lug, Hot Rod, and Motor Trend could be found underneath the truck after it was lifted into the air by the manager of our tech center, Calin Head. Tape measures and calipers were busted out as eager editors tried to reverse engineer the truck and determine exactly which parts are being used (such as the 10.5-inch AAM rear ring gear that was confirmed by Nissan just minutes after our measurements). An informal poll of our office-mates revealed that only a couple of folks disliked the exterior styling, but everyone raved about the design and quality of the interior inside the pre-production truck. The Titan XD was barely above idle while it was with us but seemed quiet for a large-displacement diesel V-8.

Read more at: http://www.msn.com/en-us/autos/autos-trucks/everything-you-want-to-know-about-the-2016-nissan-titan-xd/ar-AA9zuPB#page=1

Official: New Ram Sports

Today, Ram confirmed the launch of two “buzz trucks” based on the Ram 1500 Sport pickup. Both share the Sport’s normal Hemi V8 engine and eight-speed automatic transmission and are sold as crew cabs only, in rear wheel drive and 4×4 forms. They have a 3.92:1 axle ratio, dual exhaust, vented hood, and 20-inch wheels. Canadian versions are similar, but, even accounting for exchange rates, have different pricing (see the Canadian Ignition Orange and Black Sport, announced by Allpar over the last two days).

The packages include the 8.4-inch Uconnect phone-stereo-navigation systems and rear-view cameras.

The Ignition Orange Sport has body-color accent stitching through the cabin, embroidery on the seat-backs, accent-color Ram’s heads on the headrests, and colored accent sport mesh on the seat inserts, along with hood stripes and headlight blackouts.

The Black Sport is nearly all black inside, with leather and “light black” chrome accents.

Ordering opens this week, and production starts in April. In the U.S., the Ram 1500 Ignition Orange package and the Ram 1500 Black Sport package are both $1,595.

The Ram 1500 Sport Crew Cab 4×2 starts at $42,215, including destination. All Rams with the eight-speed automatic and Hemi include a thermal management system, pulse-width modulation, and active aerodynamics, including grille shutters and air suspension, for best-in-class fuel efficiency, unsurpassed torque, and high towing capability. The Sports also have stop-start systems (which can be shut off by the driver if desired) to boost real-world city/suburb mileage.

Earlier this year, Ram announced a diesel version of the Ram 1500 HFE, boosting both city and highway mileage by 1 mpg (to 21/29).

Read more at: http://allparnews.com/index.php/2015/03/new-ram-sports-confirmed-27975

Ram’s Black Sport / Black Ram 1500 Express

Ram Man tipped us off to the 2015 Black Ram 1500 Express (in Canada, Ram 1500 Black Sport), a pickup truck with blackened headlights, badging, wheels, mirror cases, and paint. Builds on the Ram 1500 Sport package, which includes a Hemi V8 and eight-speed automatic, it also has a “sport performance” hood, unique 20-inch wheels, dual-zone automatic temperature control (except regular cab), and nine amplified speakers.

The Ram 1500 Black Sport package (26L) is only available in “Brilliant Black Crystal Pearl” but comes in regular, quad, and crew cab formats. The normal price for Ram 1500 Sport is $36,150 (regular cab, short bed, rear wheel drive). Ram Man wrote that the package price was C$1,795 in Canada, which equates to around US$1,415 given an unusually strong U.S. dollar; chances are it will run at least $1,495 in the US to account for short-term currency changes.

The truck is now shown in preproduction form on Ram’s web site, with the slogan, “black on black on black.” The dual exhaust tips are chrome, but little else deviates from the black theme.

Read more at: http://allparnews.com/index.php/2015/03/ram-launches-black-sport-black-ram-1500-express

5 spring cleaning tips for your car

Winter can do a number on your car.

Slush, salt and cold temperatures take a toll on everything from the tires to the wiper blades. So, with spring around the corner, it's a good idea to give your car a thorough once-over to undo winter's damage.

It won't cost a lot. You can do the work yourself or visit a car wash and service department to get all these services permormed.

Here are five things you can do to shake off winter and get your car in shape for spring:

1. Wash the underbody

Wintertime driving will coat the bottom of your car with salt, sand and other grime that can cause corrosion. Corrosion can lead to rust problems, which can make your car much harder to resell or even dangerous to drive.

Spend a few extra dollars for the undercarriage power wash at the local car wash or spray the car's bottom with your own hose. There's no need to use soap or any other cleaner.

While you're at it, open the hood and wipe down the engine with a soft mitt and soapy water. And remove all the leaves and debris that can find their way into the car. And remove any crusty white residue off the battery with a toothbrush, baking soda and water. The residue — caused by corrosion — can eventually prevent your car from starting. The cleaning also helps prepare the battery for the stress of warmer temperatures.

2. Scrub inside and out

Salt can damage the car's paint. Give your car a thorough cleaning and wax it.

Scrub the bottoms of doors, which can get coated with grime. Clean the window channels, also apply a silicone spray, which repels dirt and lubricates the surfaces so the windows will operate smoothly.

Use a steam cleaner — you can rent one for $20 at Home Depot — or apply a rug-cleaning spray to remove all the salt from the car's inside. Salt can break down some fabrics and cause rips or tears when feet grind against them.

And don't forget to take bags of salt and ice scrapers out of the trunk.

3. Replace wiper blades

Wiper blades get a workout during the winter months. Changing them each spring and fall insures you have good working blades when you need them.

4. Check tires

Check your tire pressure and rotate and align them when neccessary based on your maintenace schedule and how hard the roads were on them over the winter. Cold weather can cause tires to be underinflated and the onset of warm weather can overinflate them. Also, visually inspect your tires to make sure they're wearing evenly and have plenty of tread for the rainy spring weather ahead.

Driving on properly inflated tires can save you money. It can cost anywhere from $50 to $250 to replace a blown tire, depending on the kind of tire you need. Your vehicle is also more fuel efficient when you drive on properly inflated tires.

5. Check your fluids

Winter weather can deplete some fluids — especially windshield wiper fluid — more quickly, so top them off yourself if they're too low. A service station can also do the job. You should change your oil around based on your vehicles maintenance schedule regardless of season. Brake and transmission fluids should be checked as well.

2015 Dodge Challenger SRT 392

I've just started reading the third installment in a planned five-book biography of Lyndon Baines Johnson, Master of the Senate, written by the incomparable Robert Caro. Conveniently, a recent trip to drive the BMW X6 M and 228i Convertible was to be staged in Austin, TX, within easy driving distance of LBJ's birthplace, Johnson City. And yes, the city is named for his family.

Having completed my duties with the Bimmers, I borrowed the spangled 2015 Dodge Challenger SRT 392 you see above, to squire me around the Texas capitol for a weekend, and as a lift out to the Hill Country homestead of our 36th President.

Johnson City isn't exactly a road trip mecca, but there's a pretty good brewery, a museum, the reconstructed LBJ house to take snapshots of, and it's a nice drive to get out there if you've got a 485-horsepower muscle car at your disposal.

Driving Notes

- With the heroic Hellcat, this 392 and the R/T Scat Pack (that Brandon Turkus reviewed recently), there are more SRT-treated Challengers to choose from than ever before. There are 707 obvious reasons that the Hellkitty is the top dog (as it were), but there are important difference between this 392 and the Scat Pack, too. Both cars make use of the 6.4-liter Hemi V8 putting out 485 horsepower and 475 pound-feet of torque, but the 392 also gets an adaptive suspension, six-piston Brembo brake calipers (instead of four-piston), wider tires, leather and Alcantara seats, a heated steering wheel, a louder stereo and HID headlights.

- When LBJ was campaigning for his seat in the House of Representatives, he would've loved to have something as potent as this monster of a V8 under the hood of his canvassing car. The 6.4L snorts with authority before it sends the big coupe forward to just about any speed I'd ask of it, and with a quickness. Johnson was known for haranguing drivers to step on it, when all that stood between himself and a few more votes was the ability to fit one more stump speech into the day. The 392 feels as though it could cover a quarter of the state of Texas in a morning if you throttle down deep enough (faster even than the Johnson City Windmill, I'd guess).

- Though there's a six-speed manual available, I'm actually quite fond of the eight-speed automatic in the 392. The two-pedal setup better suits the fast-cruiser attitude of the car, and it never served up any poorly conceived shift logic when I left it in D.

- Of course, the roads are better now than they were in the 1930s and 40s, too. Even on rather remote Farm to Market roads, the Challenger will grip and go around meandering corners, and turn in harder than you'd expect. This iteration of the Dodge doesn't feel any more light on its feet than the others I've driven, but it's capable of fast point-to-point driving once you start to trust the rubber and brakes (which are excellent), and get over the wideness of the track.

- Big guys like LBJ and myself have always fit well in the Challenger, and nothing about that changes with the 392. The seats are thick and well bolstered, with more than enough adjustment for me to find a comfortable position with good visibility. I even had four adults in the car for a few shorter drives around Austin, and only my extreme tallness would stop that from being a good idea for longer journeys.

- I haven't spent as much time on the roadways of the Lone Star State as some of the other Autoblog editors have, but I think I can appreciate that this Dodge is a capable all-around sports car for country like this, if not a knife sharp one. What the Challenger lacks in things like steering response and feedback, it makes up for somewhat in ride quality and refinement. The 392 is even pretty quiet while at speed... unless you poke the thunder with a toe-tap of throttle.

Being honest, everything I like about the Challenger is present in every V8-powered version of the car (and a lot of it even in the base V6). But the 392 does add in enough specialness, enough potential for instant and thrilling drama, and a deep well of power to make it one of the best flavors SRT offers. And, at some $15k cheaper than the SRT Hellcat, it almost feels like a super-muscle car value. At $45,995 to start, it's in the realm of affordability for a variant that you aren't going to see in every other supermarket parking lot.

It may not be exactly Presidential in the total picture, but I think it's a car that the fast-talking-Texan side of ol' Landslide Lyndon would have truly appreciated. And it unquestionably makes for a great ride out to see his birthplace.

As read on: http://www.autoblog.com/2015/03/09/2015-dodge-challenger-srt-392-quick-spin-review/?ncid=edlinkusauto00000016

Nissan Leaf Vs. Ford Focus Electric: Compare Cars

Suppose you want to enjoy all the benefits of a battery-electric car--the smooth, quiet ride, the strong torque from a stop, and the very low cost per mile--but don't necessarily want people to point at your car because it's unusual looking.

That might be enough reason to consider the Ford Focus Electric rather than the Nissan Leaf, which is by far the best-selling battery-electric car sold in North America.

The two cars offer somewhat different answers to the same question: What should a compact electric hatchback look like?

The Ford Focus Electric is all but identical to the conventional Focus five-door hatchback. Even the different frontal appearance it pioneered was adopted for the gasoline models this year, so now you really have to look carefully to tell an electric Focus from the regular one. Exterior differences amount only to a couple of door badges, and a charge-port door on the left-front fender.

The Nissan Leaf, on the other hand, is a dedicated design with distinctive styling--no grille up front and lengthy clear headlight units that stretch far back along the fender line and are are topped with aerodynamic fins. It's an unusual and, to many, polarizing look.

One is a car whose design says, "Hey, I'm electric!" The other hides its plug-in running gear in an utterly conventional body shared with a gasoline compact.

The Leaf was designed from the start as a battery electric car, with its lithium-ion battery designed into the floorpan and the area under the rear seat. The Focus design was retrofitted for battery power, and so it's heavier and less optimized than the Leaf.

Still, the two cars are fairly close EPA ratings for range and efficiency. The Nissan Leaf has been boosted to 84 miles of range, with a rating of 99 MPGe (miles-per-gallon equivalent). Based on the distance it will travel electrically on the amount of energy contained in 1 gallon of gasoline.

The Focus Electric does just slightly better on both counts, with a rated 76 miles of range and a 105 MPGe rating. It also retains the good roadholding and fun driving experience of the stock Focus, and its 107-kilowatt (143-horsepower) motor is more powerful than the Leaf's 80-kW (107-hp)--though the Focus Electric is also heavier. Both cars fit 6.6-kilowatt chargers (the very lowest-end model of the Leaf makes do with a slower 3.3-kW charger).

Ford's electric Focus has a couple of drawbacks compared to the Leaf. First, it has no DC quick-charging ability, unlike the Leaf. At specially equipped charging sites, quick charging brings the battery pack to 80 percent of capacity in about half an hour--against four or five hours on a standard 240-Volt Level 2 charger for each car.

Second, the Focus Electric's battery, charger, and onboard electronics greatly reduce available load space. The first 2011 and 2012 Leafs had chargers that stretched across the cargo bay between the strut towers, but the car was re-engineered for 2013 and ever since, Leafs have had cargo space roughly similar to that of conventional hatchbacks.

The Ford Focus Electric is built in Wayne, Michigan, on the same assembly lines as gasoline Focus models. U.S. Leaf models are produced in Smyrna, Tennessee, and powered by U.S.-fabricated lithium-ion cells as well.

If you're considering either car, there's another factor you should know: Nissan sells the Leaf throughout the country, and it has now sold roughly 75,000 of them in the U.S. Ford only sells the Focus Electric in selected states, and anecdotal reports indicate that in some of those locations, buyers will have to work hard even to get one that's theoretically available. Over the last three years, Ford has sold no more than 4,500 Focus Electrics--not even a tenth of the Leaf's total sales.

The base-level Nissan Leaf S model now starts at $29,860, with fully equipped models reaching toward the $40,000 mark. The Focus Electric has had its price cut twice, and now starts at $29,995. Both of those numbers are before any Federal, state, or local incentives, and both cars qualify for a $7,500 Federal income-tax credit and a $2,500 California state purchase rebate. Both Ford and Nissan have also offered $199-a-month lease deals for these models, which take advantage of the Federal credit to lower the monthly payments.

In the end, buyers need to decide if they want a low-volume, pretty-much invisible electric car, or a more distinctive design that's sold in much higher numbers. Thus far, the market seems to prefer the latter--but if Ford ever decides to get serious about battery-powered cars, it's cut its teeth on the Focus Electric and produced a perfectly good electric car in the process.

As Read on: http://www.thecarconnection.com/news/1075247_nissan-leaf-vs-ford-focus-electric-compare-cars?fbfanpage

Michigan Mopar events

The 2015 Chrysler Employee Motorsport Association (CEMA) will present its 26th annual Charity Car Show on Saturday, June 6, on the grounds of the Walter P. Chrysler Museum at 1 Chrysler Drive in Auburn Hills, Michigan.

This year’s theme is “Celebrating the Jet Age of Automotive Design,” and will feature a 1963 Chrysler Turbine Car with periodic start-and-revs.

The show benefits Leader Dogs for the Blind of Rochester, Michigan. Hours are from 9 AM to 4 PM, rain or shine. The show field usually has over 300 cars (it’s open to all makes) with a disc jockey, food, and vendors; it is also a rare opportunity to visit the Walter P. Chrysler Museum.

Cars can be entered online at at http://www.cemaclub.org. Online/advance registration is $15 through May 30th. After that, the fee is $20, including day-of-show. The first 200 paid registrations will get a goody bag and a dash plaque. See the CEMA website or download the show flyer.

The North Oakland Macomb Muscle Car Club’s 18th Annual Car Show and all Mopar Swap Meet will be held on Sunday, April 26, at the Packard Proving Grounds, 49965 Van Dyke Avenue, in Shelby Township, Michigan. The historic site is on the west side of Van Dyke, between 22 and 23 Mile Roads.

There is free parking and food for purchase at the event. Car show entries are $10 per vehicle including owner and spouse, with swap meet spaces at $20. No prepayment or pre-registration is needed. Spectators over 16 pay $7 at the gate. More information will be provided closer to the event.

As read on: http://www.allpar.com/news/index.php/2015/03/michigan-mopar-events

Hellcat Challenger makes its pop culture debut

Opinion. After the 2015 Dodge Charger SRT Hellcat made its music video debut in Eminem’s “Guts Over Fear” video, the two-door Mopar muscle car packing the 707 horsepower Hellcat Hemi has made its own popular culture debut.

Like the Hellcat Charger, the supercharger Challenger has scored a role in a rap video, but where the Charger made a cameo appearance, the Challenger is a main character in this new video. Best of all, joining the Hellcat Challenger in this new rap video is another 2015 Challenger that appears to be a V6 SXT model based on the lack of obvious badging.

I have to say that this isn’t my type of music and, honestly, I’ve never heard of most of the guys rapping in this video, so the Hellcat Challenger doesn’t get the same level of attention that the Charger did with the Eminem video. However, this is an official video from the new The Fast and the Furious series movie Furious 7, so not only will it get lots of attention from the hip-hop community, but it will also get plenty of attention from fans of the FATF movie series — indeed, close involvement with the series has played a part in more than 3 million people watching the “Ride Out” video. All of those people have watched the Hellcat Challenger and the 2015 Challenger SXT tearing it up in the video.

This injection of the 2015 Challenger in both V6 and Hellcat form into the rap world is a big deal, as this type of non-traditional marketing attracts much younger buyers, and while they may not be able to afford a Hellcat, the V6 Challenger shown doing many of the same stunts as the 707hp version should help the SXT model appeal to those who are looking for an affordable muscle car.

So, if you hate rap music, it is probably best to watch the first music video featuring the Hellcat Challenger and the 2015 Challenger SXT with the volume turned down, but it’s still fun to watch the various Mopars in this piece getting down and dirty for the video and for the new Furious 7 movie.

As read on: http://www.allpar.com/news/index.php/2015/03/hellcat-challenger-makes-its-pop-culture-debut

Ram grille change no big deal?

Opinion/Analysis:  it seems to me that the uproar over the new grilles on the Ram Laramie and Rebel is a classic case of making a mountain out of a molehill: a task made more difficult because it starts without a molehill.

Automotive News’ Larry Vellequette and Allpar’s Daniel Bennet have written about the change, saying it’s a sign that the Ram brand is suffering from an identity crisis. Their argument is that Ram trying to further distance itself from Dodge by moving away from the crosshair grille and the ram’s head badge.

The more likely reason for the change is to let buyers know this is a new Ram pickup [as alluded to by designer Greg Howell].

How long has the Ram pickup used the same general grille design with only very small changes that most consumers won’t even notice? Since Ram became a separate brand five years ago? In fact, the same general grille design was used on the last model year of the Dodge Ram pickup.

Maybe it’s time for a change?

The fact the new grille’s first appearance on a regular production truck came on the top-of-the-line Laramie is an indication that Ram is looking to persuade owners of earlier premium Ram pickups to trade their old truck by making the new truck visibly different.

When I was young, grille changes were an annual event, making each new model distinct from those that came before. Automakers don’t do that any more, but a change after six years seems reasonable.

The use of the prominent “RAM” on the Rebel’s grille is similar to what Ford has done on the Raptor, which has a big “FORD” on the grille instead of a blue oval. It sets the special truck apart from other models.

As for the large RAM on the tailgate, name a pickup brand that hasn’t done this at one time or another.

In short, there’s no identity crisis required to explain the change.

As far as establishing a brand identity, I would imagine that if you asked most male consumers to complete the phrase “Guts, Glory…”, most would say “Ram.” They might even try to sound like Sam Elliott. That’s successful branding.

Worries about losing the classic Ram logo would seem to be unfounded. A look at the interior shows the familiar shield is right in  the center of the steering wheel. Considering that it’s much less costly to change a small badge than it is to change a grille and tailgate, one would assume any effort to rebrand would include that change.

Consider the ProMaster City. While the big ProMaster was already in production, it would have been easy to change the small van’s grille and badging. Yet the ProMaster City has Ram shield badges front and rear.

Now consider at the two brands’ product lines: Ram has pickups, chassis-cabs and commercial vans (ProMaster City is clearly targeted at businesses). Dodge has passenger cars, family minivans and SUVs. The only Dodge fleet vehicles are special purpose, such as the Charger Pursuit and the Durango SSV. There isn’t any overlap, even in the same showroom.

It was Chrysler, not Fiat, that originally pushed for a retail network in which as many dealers as possible sold all the Chrysler brands.

If anyone is worried that Ram is phasing out the Ram logo, the first question that comes to mind is “Why would they?” The brand name is Ram; what else are they going to use?

It’s unlikely that Bob Hegbloom, Sergio Marchionne or Olivier Francois lose much sleep over whether dealers or consumers call the truck a Ram or a Dodge Ram. FCA US and people can call it anything they want as long as it changes hands from the first group to the second group in large quantities, and Ram U.S. sales last year were the best since the all-time record year of 2003 and missed setting a new all-time Graham/Dodge/Ram sales record by just 9,583 sales.

In the end, the grille change isn’t a quest for identity or an escape from the shadow of another brand. It is a relatively inexpensive styling change made by a brand that seems comfortable enough in its own skin to try something new.

Read more at: http://www.allpar.com/news/index.php/2015/03/relax-ram-grille-change-no-big-deal