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In a recent post about the 2009 Dodge Challenger SE, KickingTires quotes director of Dodge brand marketing, Mike Accavitti, saying that there will be no convertible version of the reborn muscle car in Dodge showrooms. Apparently the platform would require too much additional hardware to handle the extra flex from cutting the roof off, and the added weight would push the car too far into the Sumo class. And that would be with just a simple manual soft-top, not one of them there new-fangled retractable hardtops that are the top du jour for convertible buyers. There’s also the issue of cost and the fact that Dodge’s market analysis seems to indicate there isn’t a huge market for them. We understand the reasoning and know that even the coupes are going to be low-volume, but we would humbly like to suggest a limited run of SRT-8 convertibles at double the coupe’s asking price. Say 20 or so. Buyers will pay twice the sticker price at least and mothball them immediately so they can be exhumed in 2050 and be the ‘71 Hemi ‘Cuda convertible equivalents of their day.

Not long after we learned that the famous Top Gear trio was in the U.S., a fan managed to snap some shots of Clarkson, Hammond and Mays testing their favorite examples of American muscle at the Bonneville Salt Flats in Utah. The hosts made their way to salt flats by way of Reno, Nevada where they had a few modifications done to each vehicle in the name of high speed safety, namely driveshaft loops and fire extinguishers. If you saw our previous post on the subject, you already know that Clarkson is driving a Corvette ZR1, Hamster a Challenger SRT8 and May the super-fast but still luxurious Cadillac CTS-V, a car that shares much of its supercharged V8 architecture with the new force-fed mill in the ‘Vette. We can already surmise that the ZR1 easily took top honors at Bonneville thanks to its slippery shape and abundance of power. Now, which car wins the comparison test? We look forward to next season to find out. Check out the gallery below for more pics of the action going down, or click here and follow the photostream.

As we learned this morning from Bob Nardelli’s appearance on CNBC, Chrysler LLC is getting into the electric vehicle game and plans to have something on the market by the end of 2010 – the same time GM plans to start selling the 2011 Chevy Volt. The vehicle in question will be one of these three EVs, all of which are powered fully or in part by electrons.

The first and perhaps most exciting is the Dodge EV, which is an all-electric sports car like the Tesla Roadster. In fact, Chrysler seems to have taken a few pages from Tesla’s playbook, which is evident by the fact that its EV is wearing the body of a Lotus Europa at the moment. Lotus also worked with Tesla on the development of its Roadster and is probably offering its expertise in electronics and lightweight vehicle design to any automaker willing to pay for it.

Chrysler says the Dodge EV uses a 200kW or 268 equivalent horsepower electric motor mated to an “advanced lithium-ion battery pack and an integrated power control module”. Peak torque is 480 lb-ft, which helps propel the lightweight Europ… Dodge EV to 60 mph in less than five seconds and a 120 mph top speed. Its range is pegged at between 150 to 200 miles with recharge times of 8 hours for 110-volt outlets and four hours using a 220-volt.

The Jeep EV and Chrysler EV, meanwhile, are both series hybrids like the Chevy Volt, which means they have an electric motor/generator that drives the wheels for distances up to 40 miles before an on-board small displacement engine kicks in to recharge the lithium-ion batteries or provide power directly to the electric motor.

Both vehicles feature an approximate 400-mile range on just 8 gallons of gas, which equates to 50 mpg. The Jeep EV uses an electric motor making 200kW (268 hp) and 295 lb-ft of torque, while the Chrysler EV uses a 190kW (255-hp) motor making 258 lb-ft of torque. However, Chrysler has not mentioned what range-extending gas engines will be used in either vehicle. Its engineers are also exploring in-wheel electric motors for the Jeep EV, which would benefit from being able to control power delivery to each wheel separately while off-roading.

One question you may have is where did Chrysler come up with these three vehicles? The automaker’s in-house ENVI division is responsible for having developed all three under a veil of secrecy for over a year. Today’s announcement, however, was light on details, so it remains to be seen if Chrysler can accomplish its goal of bringing one of these EVs to market by 2011. We see no reason to bet against them, however, as GM has proven what’s possible when a big fire’s been lit under your company’s collective ass.

[Source: Chrysler]

The Dodge Challenger SE is a good-looking coupe that dealers say is selling very well. We liked the base Challenger SE because it carried most of the styling cues of its far more expensive and fast SRT8 sibling at a reasonable price, and we can’t wait to try out the mid-level HEMI-powered R/T. Chrysler is now looking to add still more visual bark for its bite-less V6 Challenger with an SXT trim package. Chrysler of Canada is researching what the SXT Challenger should look like, and the Pentastar recently displayed a mock-up of the coupe at the Georgian College Autoshow in Barrie, Ontario, Canada to gauge interest. Chrysler surveyed Canadians regarding whether the SXT Challenger should receive a racing stripe, and also gave onlookers a choice of an 18-inch Mopar rim, or some played-out chrome rims. Chrysler also asked how much the SXT package should cost, and we’re hoping our northern neighbors checked the “Less than $500″ box, if only because the other choices were more expensive. The Cheers and Gears forums suggest that the SXT model may be for Canada only, but we have no information either way.

Next January’s Detroit Auto Show will mark the 20th anniversary of the Viper’s debut as a concept. Back then, every car in Chrysler’s lineup was still derived from the K-Car. The K-cars saved Chrysler from the jaws of bankruptcy, but an executive named Lutz decided the automaker needed a new halo car to generate some excitement as a new decade dawned. Another old guy named Carroll Shelby was sprucing up Daytonas and Omnis at the time, so they decided to revive an idea from earlier in his career. Together they created a minimalistic two-seater with a humongous engine that became an instant American classic. That basic premise lives on today in the 2008 Dodge Viper SRT-10 with only slightly less minimalism. Read on to find out what it’s like to live with a snake for a week.

Chrysler gave us the keys to a convertible Viper SRT-10 in what is arguably the best color ever applied to the V10 sports car. Snakeskin Green was a new color added for the 2008 model year update and our tester also had the optional painted-on bumper to bumper black stripes. Everyone who laid eyes on it loved the green and it literally shimmered in sunlight. Since we had the convertible instead of the coupe and it wasn’t raining, the first thing to do was drop the top. Aside from having to open the trunk, lowering the top of a Viper is nearly as simple as that of a Miata.

A single latch in the middle of the windshield header releases the roof and it drops down in one smooth motion. Close the the trunk and you’re done. There are no motors or actuators involved, and the top stows and raises without having to press anything down or snap anything in place. It’s very simple, just like everything else about the Viper.

This iteration of the Viper was developed when Chrysler was owned by Daimler, and in many ways it’s the polar opposite of a Mercedes-Benz. While cars like the AMG S63 and the SL550 are both ridiculously fast, they are also enormously complex. Even with all the power they possess, stability control systems tend to sap away their liveliness and, with everything actuated electronically, the cars feel synthetic.

There is nothing synthetic about a Viper. It is one of the loudest, most raucous cars in the world. With the top up, you have to duck down to get in as you step over the wide sill. With the top down, you just step over and fall into the seat. The Corvette ZR1 we recently drove has one serious flaw: its seats. Here the Viper wins hands down. These SRT seats are well bolstered and hold you firmly in position. Unfortunately, the Viper’s packaging means the position of the steering wheel and pedals relative to that amazing seat is slightly less than ideal.

The Viper’s 600-hp 8.4L V10 is set well back in the chassis with its 6-speed gear box directly behind it. That means there’s a wide tunnel that offsets the pedals slightly to the left. The steering wheel, however, is offset slightly to the right of the seat’s center line. None of the offsets are enough to detract from operating the car, but they are noticeable. The Viper was one of the first cars offered with adjustable pedals and they are fortunately retained on the current model. The shift lever, meanwhile, sits directly atop the gearbox and works best with deliberate but not forced manipulation. Like the ZR1, the Viper has a twin disc clutch that provides the necessary torque transmission capacity without requiring excessive force on the clutch pedal.

One of the characteristics we mentioned recently about the Porsche Carrera was how small it felt in comparison to other cars. Precisely the opposite is true of the Viper. The Dodge and Porsche only differ in overall length by 1.3 inches yet the Viper feels huge in comparison. Its hood stretches way out in front while the Porsche seems to disappear around you. The feeling of driving these two sports cars couldn’t be more different.


Besides smoke, the Viper also generates a lot of heat. The massive hood vents that were added for 2008 are definitely functional. You can see heat waves emanating from the engine compartment while sitting at a red light. When a redesigned Viper debuted in 2003, Dodge reverted back to side exhausts like on the early cars. Along with those came a large warning sticker on the rear of the door openings that cautions occupants to take care when exiting so as not to burn their legs on the hot sill.

Fortunately, the huge Michelin Pilot Sport tires provide grip commensurate with their size. Compared to the new Pilot Sport 2s on the ZR1, the Viper tires don’t break away quite as progressively, but they are still fairly manageable. Even without fancy stuff like magneto-rheological shocks or active steering, the Viper’s suspension is remarkably well sorted. The chassis feels stiff and solid and never exhibits signs of flexibility. Cowl shake was non-existent even on what they claim is a “road” in front of my son’s middle school. Speaking of which, dropping off your 13-year-old son at school in a Snakeskin Green Viper is just the way to get on his good side.

No one driving a Viper will ever confuse it for a luxury car. You feel every interaction between the road and the rubber, and that’s a good thing for a car like this. The ride is fairly stiff, more so than a new ZR1 with its MR damping system in Comfort mode. The Viper is not a car that should be chosen for daily driving duties, but it does a decent enough job that you won’t mind taking it out to for errands when the mood strikes you.

The Viper is a toy, and in many ways it is the anti-Tesla Roadster. Like the Roadster (at least when the updated Drivetrain 1.5 is installed), the Viper is absurdly fast and has limited utility. But where the Tesla is whisper quiet, the Viper is constantly rumbling along. At low speeds and part throttle it doesn’t sound particularly impressive, but it absolutely roars when opened up. Visibility is mediocre with the top up, and even with the top down the windshield header is rather low and makes it difficult to see traffic lights. Without any wind blocker available, there is plenty of buffeting in the cockpit even with the side windows up.

But none of this matters much because the Viper is about the open road where such mundane concerns are meaningless. Put on a ball cap, or better yet a helmet, and take the Viper out to play. At $93,000 including a gas guzzler tax and those $3,000 stripes, you won’t really care about its thirst for premium gasoline anyway.

With gas prices still leaving people numb, the Dodge Ram R/T probably won’t get the reception Chrysler wants – but that doesn’t mean the automaker won’t give it some good car show loving: Mopar is bringing a ‘roided up version of the truck to this year’s SEMA Show in Las Vegas. The blue bruiser gets the 5.7-liter HEMI with 390 horsepower, good for enough giddy up to shoot to the truck to 60 mph in under six seconds. The body gets more of the Mr. Olympia treatment: a bulging hood with dual intakes over a deep air dam, a bed cover with a spoiler, a lowered suspension over 22-inch wheels for that “Don’t mess!” aggression, and obligatory racing stripes. We like the sound of all that. Come November 4, let the posedown begin.

Chrysler pays the bills with big sellers like the Dodge Ram and Caravan, but when it comes to passion and excitement, the 2009 Dodge Challenger sits with the Viper atop the Pentastar throne. The new Dodge Challenger is retro done right, with the wide stance and long hood of the original mixed with the clean lines and aggressive dimensions of a modern pony car. For the 2008 model year, Chrysler introduced only the SRT version of the Challenger. The first production model sold for $400,000 at auction, and the entire stock of HEMI-packing, Mopar goodness was history faster than it takes to hit 125 mph on a barren back road.

The reality of today’s high gas prices combined with strict new fuel economy standards means that, unfortunately, it’s unreasonable for every Challenger to pack a fire-breathing, neck snapping 425-hp, 6.1L V8. So for 2009, Chrysler added the R/T Challenger with an extremely competitive 375-hp 5.7L Hemi and a less expensive Challenger SE with a corporate 3.5L V6 engine pumping out 250 ponies. We wanted to see if the SE model could satisfy our hunger for rear drive performance and classic muscle car looks, so we took in the entry level Challenger for a stay in the Autoblog Garage.
Our Dark Titanium Metallic Clear Coat Challenger SE review vehicle came only with the $2,795 group G package, which includes stability control, Sirius satellite radio, anti-lock brakes, and 18-inch aluminum wheels. This gave the SE an MSRP of $25,140, which puts it in line with similarly equipped competition from the Ford Mustang.

When an automaker introduces a vehicle with sporty pretenses, there is usually a vast difference in the appearance of the base model and the snorty, rip-roaring high performance model. This isn’t the case with the Challenger. While the SE didn’t have 20-inch rims or stick-on stripes, its basic shape is still very much a head turner. Carried over from the $40,000 SRT model are the front chin spoiler and aggressive-looking but non-functional hood vents. Those attributes and the Challenger’s classic muscle car dimensions make Chrysler’s bargain basement muscle car look more expensive than it really is.

The Challenger is a big vehicle, sharing its platform and powertrain with the full-sized Dodge Charger and Chrysler 300. But when you’re standing next to it, the Challenger appears relatively compact. The larger than expected 18-inch rims fill the wheel wells, which gives the sheet metal around them better proportions. Having only two doors also helps, as the coupe shape allowed Chrysler designers to create a compact greenhouse with an abrupt C-Pillar. The front chin spoiler also gives the Challenger a nice ground-hugging look.

We had the Challenger SE during this year’s Woodward Dream Cruise, and when we drove it down the famous four-lane avenue, we received thumbs-up from several onlookers. With the windows down, we heard one young man turn to his father and say “Hey Dad, it’s the SRT Challenger”. What the kid don’t know won’t hurt him. At one point we were taking pictures of the Challenger next to the Mustang Bullitt, and a passing spectator ogled the base Challenger while completely ignoring Ford’s coolest Mustang. If anything, the reactions of others proves beyond a shadow of a doubt that the Challenger SE looks the part of muscle car, but how does it drive?

In a word, slow. We got the the impression we were driving a Chrysler 300 Touring instead of anything from the era of modern muscle. We expected a bass-filled growl when turning the key, but instead were treated to the whimper of a V6. After slapping the truly retro four-speed automatic into Drive, we experienced a smooth yet unsatisfying engine; long, infrequent shifts; and family sedan acceleration.

Don’t get us wrong, the engine is just fine. The transmission, while only sporting four cogs, is perfectly average and acceleration is acceptable – just not for something that looks as fast as the Challenger. We noticed plenty of body roll and steering calibrated for minimal feedback when we hit the twisties. This definitely isn’t the ass-kicking SRT8 Challenger we drove at Chrysler’s proving grounds over the summer, but then again this model doesn’t cost $40,000. The SE model, with options, falls some $15,000 short of that amount. There is no gas guzzler tax we actually averaged a respectable 24 mpg.

We certainly didn’t feel like stunt drivers for a Vanishing Point sequel behind the wheel of the Challenger SE, but at least we were comfortable. Clearly the budget ran out before Chrysler designers were able to fit the Challenger with a retro interior, but the familiar layout works well just like it does in the Charger. The seats were large and comfy, the buttons well laid out and easy to reach, and the materials were of a higher quality than we’ve experienced in recent Chrysler products. Our only major gripe is that Chrysler insists on using an antiquated cruise control stalk instead of more modern and easier to use steering wheel button controls. The cruise stalk is unlit and in the dark we had absolutely no idea how to set speed, no matter how many times we used it.

The Dodge Challenger is our favorite vehicle in Chrysler’s lineup right now. It looks terrific in any trim and you can get one that fits most any need, desire or budget. The SE model is a sheep in wolf’s clothing, but if you want the muscle car look without the gas guzzling, performance and sheer driving joy of the SRT8 or R/T models, it’s worth considering. And that’s not a knock on the Challenger SE. As Ford has proven with its V6 Mustang, there are a lot more people who want a car that looks cool than there are those who want a fast car that’s fun to drive. Just don’t think you can blow away that Nissan Altima 3.5 sitting next to you at the stop light, because you’ll get your ass kicked.

Reader Joe Donaldson was out taking photos over the weekend when he happened upon a more-interesting-than-normal Dodge Caravan parked outside a Best Buy. While we generally find the terms “interesting” and “Dodge Caravan” to be mutually exclusive, we’ll grant an exception here, because what Don stumbled upon was none other than a Caravan R/T sporting manufacturer tags. Is it the very same Caravan R/T that we saw in Detroit back in January? Who knows, but from the looks of things, it’s identically equipped, with the hood scoop, darkened grille area, big wheels, Brembos, dual exhaust, and the requisite badging. We’re not particularly big on minivans, but we thought that the Caravan R/T show car was pretty cool, and seeing it in the wild does nothing to change that opinion.

The 2009 Dodge Journey carries the size and shape of a typical crossover, and it has seating for seven and all the amenities you could possibly ask for at $30,000. On paper, the Journey has a plenty of things in its favor, yet we had our doubts.

First off, it looks a lot like the Dodge Caravan, which works against the Journey when considering that many crossover buyers want to avoid the minivan stigma. It’s also based on the less than impressive Chrysler Sebring platform, which we have found to be just awful. Then there is Chrysler’s corporate 3.5L engine, which is less powerful, refined and efficient than similarly sized engines from its competition. Chrysler’s recent track record for vehicles that are less than class competitive also lent support to our notion that the Journey might be a letdown. Regardless, we tried to clear our minds of these things when the Journey arrived for a week-long stay in the Autoblog Garage. Hit the jump to see how Chrysler’s new crossover fared.

Our well equipped Journey R/T FWD finished in Inferno Red Crystal Pearl Coat Dodge came equipped with a sunroof, leather seating surfaces, a navigation system, second row DVD screen, and MyGig multimedia system among its many options. We basically got the “works” package, which tipped the price up considerably from the $26,785 base price of the Journey R/T to $32,375.

On the outside, the Journey has clean, straight lines and an athletic stance. The design also holds true to the main design themes of Chrysler’s crosshair division. Our R/T model came equipped with large 19-inch chrome wheels that are shaded by the vehicle’s bulging wheel arches. The minimalist corporate crosshair grille helps keep things simple up front, yet doesn’t help the Journey make a memorable impression in the very crowded CUV segment. True story: on two occasions we walked right by the Journey while trying to find it in a parking lot. That doesn’t happen when you’re driving Nissan’s new Murano, for instance.

Chrysler has struggled with interiors over the past several years, and the Auburn Hills-based automaker worked hard to get things right with the Journey. Materials are considerably better than they are in the Dodge Avenger, for example, with soft-touch surfaces on the dash and a more comfortable center console. Unfortunately, the improvements over other Chrysler interiors just aren’t enough. For instance, while designers provided a flat surface for the driver’s left arm to rest on the window sill, it’s made of hard plastic and made our arm sore. The arm right below that’s built into the door has a little give to it, but it’s too low for a short arm to reach. The Journey’s seats are also stiff and lacking in proper thigh support for long drives.

One thing Chrysler excels at is adding nifty features that make life easier for both the driver and passengers, and the Journey excels in this area. There is a storage area under the front passenger seat, a place above the glove box to keep your beverage cool, and gaming ports for the LCD screen. Oour personal favorite is the integrated child safety seats, which can be accessed by simply pulling a cord. As the father of two five year-olds, it’s nice not switching car seats between my wife’s car and mine. The integrated safety seats also mean I don’t have to haul around two thoroughly stained pink booster seats that just get in the way when the kids aren’t in the car.

We were left scratching our heads, however, with Dodge’s decision to put seven seats in a space that can only comfortably fit five. The third row is so small that my 12-year-old and her friend had their knees up to their chests because there was no leg room. To make room for the ill-fitting third row, Chrysler also had to move the second row forward, which has far from class-leading leg room as it is.

While the crossover segment isn’t where you’d expect to find a well-heeled, athletic chassis, the segment overall has improved greatly in this area over the past couple years. Given that the Journey is based on the floating, ponderous Sebring platform, we didn’t have high hopes for it. Fortunately, our bias was easily stripped as the Journey was surprisingly capable on the open road. A trip to Chrysler’s Chelsea proving grounds showed that the Journey could take hard cornering with relative ease and not a scary amount of body roll, and the Journey felt solid and in control on rough pavement.

Steering was another area where the Journey surprised us based on our exposure to the Sebring, as it provides good feedback of the road beneath your feet. While the Sebring’s lifeless steering wheel is downright scary, the Journey’s actually communicates the road to you and isn’t so overly assisted that it feels like a wet noodle in your hand.

Chrysler’s 3.5L V6 is the top shelf engine offered in the Journey, and while it provides adequate grunt to get you going, this ancient mill is still far from similar engine offerings by Toyota, Honda, Nissan, Ford and GM. With 235 horsepower and 232 lb-ft of torque, It’s missing too much twisting force off the line and during highway passing situations. After driving other CUVs with 3.5L and larger V6 engines, the Journey gives the impression that there’s an even smaller engine under hood. The six speed-automatic transmission, however, felt smoother than one we tried in the Sebring, which felt choppy and ill-calibrated. We would have liked the slush box to hold its gears a little longer during spirited driving, but Chrysler did provide a manual shifting mode. The Journey averaged a ho-hum 20.6 mpg during our time behind the wheel, which is almost exactly what we got in the much larger and more powerful Ford Flex.

While our one week with the Dodge Journey R/T was anything but exciting, Chrysler’s newest crossover did perform beyond our expectations. Unfortunately, our expectations for the Journey were low, and this segment is filled with machines that virtues more appealing than the Journey. Chrysler has done a great job differentiating the Journey from its competition with neat features like storage bins and integrated child seats, but the issues we have with it are much more fundamental. While not quite good enough to stack up against the best vehicles in its class, the Dodge Journey R/T should find a few buyers who are enamored by its tricks.

News out of Toledo is that Chrysler plans to drop either the Jeep Liberty or the Dodge Nitro within four years and merge the two vehicles into one. These two ‘utes are built on the same exact platform, use basically the same engines and are built in the same Toledo plant. There is no good reason for both of them to exist, which makes us wonder why they ever did in the first place and why it will take three years to correct. Regardless, considering that Jeep will always be the off-road brand, it would make most sense to keep the Liberty name going. Losing the Nitro, meanwhile, might actually help Dodge improve its image as a volume performance brand.

This convergence of duplicate vehicles is part of Chrysler’s Project Genesis plan. Under the plan, dealers will begin to offer Chrysler, Jeep and Dodge vehicles under the same roof. Other nameplates that are or should be converged include the Jeep Compass/Jeep Patriot and Dodge Durango/Chrysler Aspen, the latter of which could see themselves replaced by a new model with Jeep underpinnings.