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Tested: 2015 Dodge Challenger SRT Hellcat

2015 Dodge Challenger SRT Hellcat Unless you’ve been living under a rock for the last few weeks, you probably know there’s a new, heavily revised 2015 Dodge Challenger on the horizon. And for the last week or so, there’s been an inundation of media about the fastest, most powerful iteration of said new Challenger (actually, make that any muscle car, ever) known as the Hellcat. I went to the press introduction to spend a day with the Challenger, in the hopes of getting past the hype and finding out what this new Hellcat is really all about. Read on to find out. SAMSUNG CSC SAMSUNG CSC To start off with, this 2015 Challenger isn't just comprised of a few new trim packages - it's the most thorough revision the big Dodge coupe has seen since its intro back in 2008. The modern Challenger has always been a great looking car, combining its retro charm and modern touches more successfully than either of its Motown rivals. The 2015 revisions go just that little bit further toward evoking the spirit of the 1971 model, with modestly revised front and rear fascias that mimic the styling of that model year but also bring the Challenger into more modern territory with LED corona-ring headlights and LED taillights, plus a variety of functionally vented and scooped hood designs. It’s a great looking package, from V6 SXT to the halo Hellcat, and the extensive variety of paint and trim combinations accurately recalls the era of the 1970s original. 2015 Dodge Challenger SRT with the HEMI® Hellcat engine - Sepia 2015 Dodge Challenger SRT with the HEMI® Hellcat engine - tacho Clearly, Dodge spent a lot of the revised Challenger’s budget on the interior – it’s a massive leap forward. The previous Challenger always looked the business on the outside, but right from the get-go, it was apparent the DaimlerChrysler bean counters had stripped all the fun out of the cabin. This new interior makes up for that in spades, sporting a pleasantly driver-centric dashboard, throwback styling, far better materials, and enough tech to shame the rest of the segment. In fact, while the Challenger was always a comfortable coupe, it’s now actually got an interior that will make you want to spend time in it – turning it into quite the American GT car. The seats are still big-boy tailored – the bolsters look heavy-duty in photos, but the thinner of frame may find that they hug a little too lightly in hard cornering. The alcantara center fabric helps keep you from being flung out the side window, at least. 2015 Dodge Challenger SRT with the HEMI® Hellcat engine - Ruby 2015 Dodge Challenger SRT with the HEMI® Hellcat engine - 8.4 i The fully baked uConnect touchscreen system finally appears here as it does elsewhere in the Dodge lineup, controlling just about everything in the car but augmented by a helpful arrangement of buttons and knobs just below. Using the controls at knee level but looking up for the screen felt a little unnatural at first, but you quickly get used to it, and the rest of the cabin’s ergonomics are spot on. Also new is an in-depth suite of performance apps that let you easily tailor steering weight, damper firmness, automatic transmission response and traction/stability control settings completely independently of one another. 2015 Dodge Challenger SRT Hellcat integrated climate and functio 2015 Dodge Challenger SRT Hellcat 8.4 inch U-Connect Drive Modes   But let’s get to the real meat of this sandwich – the motor. The Hellcat engine is the revised Challenger SRT’s raison d’etre, so I’ll spend a bit more time dwelling on this 707-horsepower, 650 lb-ft behemoth than I otherwise might. SAMSUNG CSC   As you would expect, it’s the power that dominates the Hellcat driving experience. It’s simply omnipresent in a way that few other cars currently on sale can match, and none at a similar price point. Even toeing lightly into the gas sends shivers through the rear tires, such that you’d probably find it tough to drive a lesser car immediately after hopping out of the Hellcat, because it forces you to re-calibrate your right leg muscles. From idle to redline, there’s thrust everywhere, and the psychotic bellow that comes from the exhaust pipes is rivaled for sound quality only by the supercharger’s dominant whine. SAMSUNG CSC So how fast is it? Damn fast. Really, really damn fast. I can count the number of high-10/low-11 second cars I've driven on one hand, so for me, the experience was certainly eye-opening. You feel as if you can almost extract all the performance it’s capable of on a race track. But on the road, forget it – you’ll constantly be managing speed and acceleration in the back of your mind, knowing a ticket or jail time is close at hand. The transmissions tasked with getting all that power and torque to the ground have a lot on their plate, but perform admirably. The new 8-speed TorqueFlite automatic (an across-the-board addition, but beefed up for the Hellcat) quickly and reliably cracks off firm upshifts and rev-matched downshifts through the standard-issue paddles. It also helps free up processing power in your brain for dealing with blurring scenery and fast-approaching corners, which would otherwise be used to manage shifting the manual. The six-speed Tremec ‘box, tapped for duty from the Viper, operates smoothly as well, and would probably be my choice for street driving – shift action is tight and well-defined, the clutch is heavy enough - but in no way overpowering - and easily modulated. IMG_5477-3 Track Impressions: So here’s what we know so far: The Challenger SRT Hellcat is completely bonkers from a power delivery and noise perspective; simply on another level. As such, I was initially tentative in the car around the track, what with our day in Portland getting off to a very wet start and standing water crowding the straights in many places. But the Hellcat is very trustworthy in the rain - it'll let you play as loose or as tight as you want to, with enough grip if you can tailor your throttle inputs, or controllable sideways antics virtually anywhere, at any speed, if you so desire. Steering response is moderately weighted and decently quick, but while the Hellcat turns-in fairly well, this is nevertheless a car that carries 2,500 pounds or so of forward bias, and you can feel it in slower corners. Of course, oversteer is never more than a quick jab of the throttle away. The 15.4”, two-piece front steel rotors and 6-piston Brembo calipers do an admirable job of slowing the Hellcat on track from a decent clip, though with only two flying hot laps per session available during my time with the car, I probably wasn't even starting to push their heat management limits. Still, for those intent on tracking their Hellcats, I’m sure a set of steel braided lines, high-temp fluid and pads would be enough to shore up braking for just about any situation. SAMSUNG CSC Portland International Raceway, where a portion of the Challenger media release was held,  is a relatively small, straightforward track, with the "back straight" (the area between turns 8 and 10 on the map below) being the best place to gain a good bit of speed. As the day went on and the rain abated, a mostly dry line started to form around the track, though this curved back straight remained damp due to it being in the shade all afternoon. I was hitting about 120 mph in the 485-horsepower SRT 392 in the first (very) wet sessions of the day back here, and 128 or so in the Hellcat. On my last and driest lapping session of the day, I managed 134 mph along the back straight - still slightly damp, mind you, but nearly dry elsewhere. My instructor was saying the Hellcats were good for about 140 or so on a bone dry back straight in professional hands, so at my more novice skill level, the fact that the car created such a high level of comfort in just a handful of laps (I probably had 8 total laps in Hellcats by the end of the day, maybe 20 total in all Challengers) really speaks to the car's setup - Dodge got it dead on, making the car playful and oversteery enough to feel "untamed" to most mortals, but being fully planted and trustworthy enough to really lean on the car in the dry when properly driven. It's an amazing machine to experience fully uncorked – and an experience that’ll stick with you for some time. 1280px-Portland_international_raceway.svg

(Photo courtesy of Wikipedia)


Dodge has served up perhaps the biggest reason yet to believe that we’re living through an amazing time to be an car enthusiast. Performance and power at this heightened level would have been unthinkable just a few short years ago, but the fact that you can walk down to the Dodge dealer, plunk down $60 grand – roughly double the average new car transaction price but far from exorbitant – and walk away with a 707-horsepower missile with a full warranty is nearly unfathomable. Oh, and owners lucky enough to do so will also be treated to a day-long, on-track SRT driving experience similar to the one journalists received, so they can hopefully get beneath the surface of what the Hellcat is capable of.

Of course, on the other hand, using all that power on a daily basis is going to be pretty tough. It’s hilarious driving around in a car that will happily spin its tires at a 40 mph roll in third gear, all day long. But it’s also a bit of a chore, because you've got to give serious consideration to what will happen any time you brush the right throttle. Literally 10% throttle application had the rear tires chattering in the rain. In conditions other than a pelting Pacific Northwest rain, it’s probably more manageable. But nevertheless, you really need to take the Hellcat to a drag strip or a road coarse to do anything but scratch the surface of its abilities and accumulate speeding tickets. So, therein lies the rub. As a car lover, I’m thankful Dodge had the guts to engineer and build such a vehicle, and I’m even more thankful that they let me drive it on a race track. For most buyers, the sheer level of performance and character on offer will be more than enough to justify the $14,000 premium over an already-belting SRT 392. It’s also reasonable to expect that anyone not ponying up the extra cash for the Hellcat might have regrets later on that they didn't take the jump. Still, for my money, I might consider saving the dough and going with a SRT 392 or even the Hemi Scat Pack, both with a 6.4L, and putting the money saved toward spare rear tires. Ah, scratch that – gimme the Hellcat. IMG_5463   2015 Dodge Challenger SRT w/ Hellcat Engine Base price: $60,990 Powertrain: 6.2-liter supercharged V8, 8-speed automatic or 6-speed manual transmission, rear-wheel drive – 707 horsepower, 650 lb-ft. torque S:S:L-observed fuel economy: N/A Dodge provided travel to Portland, meals and accommodations for two days. They also provided the vehicles for street and on-track testing purposes and all gas. Photos by the author (interior and burnout shots – Dodge).

Driven: 2014 Fiat 500C Abarth Cabrio

SAMSUNG CSC Since its introduction, the Fiat 500 has had an uncanny ability to appeal to shoppers from all socioeconomic classes. It’s a bit classless, in the way it’ll fit right in whether it’s parked in a high-end valet lot, or the parking lot of the value club. The 500C droptop version ratchets up that appeal even further, with the Abarth adding a bit of cheeky high-performance flair to the equation. So how does the mightiest-mite 500C Abarth measure up as a driver’s car? SAMSUNG CSC From a purely sporting standpoint, first impressions are a bit mixed. Starting off with the cockpit, you’re perched very high in your seat, and without a telescoping steering wheel, tall drivers like myself end up sitting a bit bow-legged and arms-out in that storied Italian tradition. Drivers from Europe’s boot must be especially long-armed and short-legged. Otherwise, cabin space up front is actually quite decent and materials, while never approaching the touchy-feely quality of something like a Golf GTI, do at least seem to be hard-wearing. SAMSUNG CSC SAMSUNG CSC A few ergonomic foibles aside, like the vision-obstructing placement of the (optional) TomTom navigation system and a trip computer button that took a visit to the owner’s manual to find, the 500 Abarth’s cabin is generally an upbeat and pleasant place to reside, eschewing the black coalbin nature of some of its competitors for more colorful bits of “flair”. SAMSUNG CSC SAMSUNG CSC Outside, our tester certainly looks the part, with black mirror caps, body side stripes and pretty, forged 17” gunmetal wheels amping up the 500’s egg-like looks with a suitably Mille Miglia bravado. It could be labelled “cute” and “scappy” in equal measure, and a guy who’s comfortable enough in his own skin (and doesn’t take himself too seriously) could drive one as proudly as any girl – in fact, he’ll probably get plenty of compliments from the ladies, if my week in the car was any indication. SAMSUNG CSC Once on the move, the 500C Abarth bears that “scrappy” descriptor front and center; the suspension is firm, reactions quick and exhaust note booming. Around town, the Fiat draws constant attention, buoyed by that retractable cloth roof, which peels open the cabin like a sardine can lid to anyone willing to look. That top can be motored into any of three positions, including a shortened “sunroof”-like setting that lets in the sky only above the front two occupants’ heads, and proves remarkably draft-free even at highway speeds. The second position opens the roof fully but keeps the backlight and rear spoiler in place and the final “fully open” position folds the whole shebang into a sort of rumpled-up sack. The top can be closed at speeds up to 60, so sudden rainstorms (a now-daily occurrence in my neck of the woods) aren’t a worry. SAMSUNG CSC SAMSUNG CSC It’s not a highway cruiser, the 500 – the abbreviated wheelbase and firm springs make it readily apparent that the Fiat’s place is in town. And there, it’s in its element – the turbocharged engine and smooth, springy 5-speed shifter make quick work of acceleration runs, but the open exhaust makes the Abarth feel and sound quicker than it is. No worry, though – the Abarth is all about character, and there’s no shortage of that on offer. SAMSUNG CSC     2014 Fiat 500C Abarth Cabrio Base price: $26,995 Price as tested: $30,595 Options on test car: Comfort/Convenience Group ($900), Black trimmed lights ($250), Black mirror caps and body stripes ($450), TomTom Navigation ($600), 17x7” forged wheels ($1,400) Powertrain: 1.4-liter turbocharged and intercooled four cylinder engine, five-speed manual transmission, front-wheel drive – 160 horsepower, 170 lb-ft torque S:S:L-observed fuel economy: 25.0 mpg Fiat provided the vehicle for testing purposes and one tank of gas. Photos by the author.

Quick Spin: 2014 Chrysler Town & Country S

2014 Chrysler Town & Country 30th Anniversary Edition If you can believe it, we’re no strangers to the charms of the minivan here at Speed:Sport:Life. Sure, our interests might lean heavily toward the performance end of the automotive scale, but that’s not to say we can’t see the value presented by a wholly functional vehicle. The right tool for the job, you could say. And if hauling five or more humans in comfort is a challenge that’s regularly presented to you (and you’re unwilling to part with the $50k+ often required by a top-of-the-line 7-seat SUV) then there’s little reason to look elsewhere: a minivan is what you need. If Chrysler’s recently unveiled 5-year product plans are to be believed, fans of the current Dodge Caravan will need to snap one up quick, because it’s the Town & Country seen here that will solely carry the torch for Chrysler Group minivans moving forward. And though this platform has a good number of years under its belt, it still feels fresh enough. 2014 Chrysler Town & Country 30th Anniversary Edition We drove one of the ChryCo vans not so long ago - a Grand Caravan SXT Blacktop edition - and the equipment and driving characteristics are mirrored here almost exactly. Thanks to the installation of the 283-hp PentaStar V6 and six-speed automatic transmission a few years ago, it can still hang with the best in the class when it comes to power. It’ll also return 22.3 miles per gallon of regular for your troubles, even in mostly city conditions. Expect solid mid-20s on the highway. 2014 Chrysler Town & Country 30th Anniversary Edition 2014 Chrysler Town & Country 30th Anniversary Edition It’s neither glamorous nor sexy, but for the duty with which it’s tasked, it performs admirably every single time. A comfortable interstate cruiser with the passenger and cargo space of a Nimitz-class supercarrier, the Town & Country looks set to solider on happily for the company that invented the modern minivan, hopefully for model years to come. 2014 Chrysler Town & Country 30th Anniversary Edition 2014 Chrysler Town & Country S Base price: $33,390 Price as tested: $35,235 Options on test car: SafetyTec Group (blind spot monitoring, rear park assist, rain-sensing wipers) - $1,845 Powertrain: 3.6-liter V6 engine, six-speed automatic transmission, front-wheel drive – 283 horsepower, 260 lb-ft torque S:S:L-observed fuel economy: 22.3 mpg    

Seroquel For Sale

2013 Dodge Dart Rallye Seroquel For Sale, Dodge’s Dart takes a rare position in the small car marketplace in which it plays – it seeks to win its customer’s hearts rather than their minds. It’d be easy for your head to dismiss the Dart based purely on its on-paper specs – particularly the trim level we’re driving, which is saddled with the smallest-displacement engine in its class (1.4L) and the highest curb weight – nearly 3, Seroquel coupon,300 pounds on our tester. Seroquel wiki, Hardly the combination car guy dreams are made of. Although Dodge couldn’t return the bundle parent company Fiat left on their doorstep – the chassis and turbo powertrain are hand-me-downs from the Alfa Giulietta–they decided to imbue the Dart with enough personality to overcome its spec sheet deficiencies instead.

2013 Dodge Dart RallyeThat personality makes itself known the moment you toggle the optional remote start key fob, Seroquel class. Walking around the Dart’s rump, the rorty exhaust bark greeting pedestrians bears more than a passing resemblance to the Fiat 500 Abarth that shares its turbocharged engine with the Dodge, Seroquel For Sale. Once the idle settles, Seroquel duration, a faint spooling from the pint-sized pressurizer under the hood leaves no question as to the method of the Dart’s aspiration – it sounds as if Dodge’s engineers decided to fit an external turbo wastegate and then not recirculate it. They also saved the few keen customers so inclined a trip to the exhaust shop, much like the SRT-4 variation of the Neon did years ago, Seroquel cost.

The Dart makes a good curbside impression. Seroquel without prescription, Sharp body creases, a rising beltline, cross-hair grille and dark graphite aluminum wheels spice up what could otherwise be another vanilla compact sedan, Seroquel from mexico. Seroquel For Sale, The long LED light bar stretching across the back end doesn’t hurt, drawing visual comparisons to the bad-boy Charger. Inside, Seroquel pics, things really get bold. A buttonless 8.4” panel dominates the upper half of the dashboard on our test car, comprising the stereo, buy cheap Seroquel, navigation, Seroquel dose, climate and vehicle setup controls. Dodge brands its touch screen system as Uconnect, and this high-feature version used in the Dart is among the best this author has ever used, comprar en línea Seroquel, comprar Seroquel baratos, in any car at any price. Where can i cheapest Seroquel online, Damning with faint praise, you say. Doubt away – I was in the skeptic camp, too, Seroquel For Sale. After all, about Seroquel, what’s the point of these often frustratingly complex systems that demand more of a driver’s attention than a simple array of buttons would. Where can i find Seroquel online, 2013 Dodge Dart RallyeThe fact of the matter is, new car buyers demand modern features, and the only hope of housing those features in a rational manner is to develop tablet-like systems that replace hard buttons with reconfigurable displays capable of performing a myriad of functions, online buying Seroquel. Chrysler’s new system stands head and shoulders against the other players in this segment, Seroquel no prescription, let alone some of those further up the automotive food chain. One such system that starts with a C and ends with a –you shall remain unnamed. Seroquel For Sale, The rest of the interior confirms the suspicion that the Dodge team put serious thought into the Dart’s design. Everything is rationally laid out and honestly assembled, japan, craiglist, ebay, overseas, paypal, and while the materials might not approach Audi levels of opulence, Doses Seroquel work, there’s enough soft touch plastic and leather coverings to keep from offending.

The Dart’s on-road demeanor maintains the rest of its “big car” rouse. The ride and handling tradeoff is extremely well-judged, get Seroquel. No fake sportiness or cheap car crashing over bumps. Just unruffled composure, flat cornering and precise steering, Seroquel For Sale. Fast shipping Seroquel, There isn’t much in the way of feedback or entertainment value, but until Dodge tries to slap an R/T (or SRT) badge on it, we’ll give them a pass, Seroquel trusted pharmacy reviews.

Things are sounding pretty positive so far, Seroquel recreational, but I’d be remiss if I didn’t mention the Dart’s one true shortcoming, and it’s a kind of a biggie: the powertrain. As previously noted, is Seroquel safe, the lump under our tester’s hood is the Fiat-sourced turbocharged 1.4L four-cylinder, Seroquel online cod, in this instance paired with a six-speed dual dry clutch transmission. Said four-cylinder gives a rousing performance in the 500 Abarth, delivering 0-60 times in the high 6s, buy no prescription Seroquel online. Seroquel For Sale, Saddling a car with an extra 800 pounds tends to be detrimental to acceleration though, and nowhere is this better exhibited than in the Dart. With only 1.4 liters of displacement to motivate this mill’s turbocharger, Seroquel without a prescription, lag is shall we say “noticeable”. And even with six gears in its arsenal, the dual-clutch auto can’t keep the engine in the meat of its powerband, canada, mexico, india, which really only starts around 2700 rpm, Seroquel description, during the times you really need it. Stepping off from a traffic light or pulling out to pass become tests of bravery. The only solution is to mash the accelerator, kjøpe Seroquel på nett, köpa Seroquel online, totally defeating any fuel-saving benefit that ticking the option box for the 1.4L might have netted in the first place. From its EPA estimates of 27 city and 37 highway, we averaged around 26 mpg – hardly atrocious, but certainly below what would be possible with a lighter platform or better gearing.2013 Dodge Dart Rallye

There’s hope on the horizon for the turbocharged version of the Dart, though, and it comes in the form of a 9-speed automatic transmission, Seroquel For Sale. Seroquel schedule, Chrysler CEO Sergio Marchionne has said publicly that he wishes it was available in the Dart from the get-go, but as of this writing exact timing for the 9-speed to land in the Dart hasn’t been nailed down. Rest assured, Seroquel blogs, with Dart sales starting to pick up and many reviews of the 1.4T/DCCT echoing similar sentiments about its laggy performance, Purchase Seroquel online no prescription, we should see a 9-speed Dart on the market sooner rather than later. Until then, I’d recommend skipping the 1.4L turbo setup for either the 2.0-liter base or 2.4-liter optional Tigershark engines, where can i order Seroquel without prescription, both of which can be optioned with six-speed manuals (also available with the 1.4L turbo engine) or conventional 6-speed torque converter automatics. Online Seroquel without a prescription, That’s a good thing, because aside from its turbo powertrain deficiencies, the Dart is a standout in the compact arena – a car “right-sized” enough to provide a happy medium for a small family or couple, Seroquel steet value, yet with enough style and feature content to appease even midsize shoppers. Seroquel For Sale, 2013 Dodge Dart Rallye
Base price: $18,790
Price as tested: $24,685
Options on test car: Customer Preferred Package 22T ($1,000), Popular Equipment Group ($295), 8.4-inch Uconnect® Touch Screen Group ($595), 6-speed Dual Dry Clutch Auto Trans ($1,100), 1.4L Turbo MultiAir engine ($1,300), LED “Racetrack” Tail Lamps ($225), Uconnect AM/FM/SAT/NAV ($495), SiriusXM radio ($195), Uconnect voice command with Bluetooth ($295), 17x7.5” Hyper Black Aluminum Wheels ($395). Seroquel over the counter, Powertrain: 1.4L 4-cylinder turbocharged and intercooled; 160hp, 184lb-ft torque.
Dodge provided the vehicle for testing purposes and one tank of gas, Seroquel photos. Photos by the author. Seroquel images,


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2013 Dodge Blacktop Editions

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Dodge will be ringing in the New Year with a host of new Blacktop packages to complete its lineup of factory-customized family vehicles at a great value. For the 2013 calendar year, the Dodge Grand Caravan minivan, where to buy Proscar, Durango seven-seat SUV and Journey mid-size crossover join the Challenger, Cheap Proscar, Charger and Avenger to complete the Dodge brand’s offering of sinister-looking Blacktop packages.

For nearly 100 years, Dodge has been synonymous with innovation, buy Proscar without a prescription, style and value, Proscar for sale, and now they are all perfectly merged together on the brand’s highly versatile, stylish and affordable vehicles. Built to give customers a sporty, Proscar schedule, distinct look customized by the factory at a tremendous value, Proscar no prescription, the Dodge Blacktop vehicles add unique Gloss Black wheels, select exterior paint colors, Gloss Black-painted “split-crosshair” grilles with Gloss Black matching grille surround, Proscar gel, ointment, cream, pill, spray, continuous-release, extended-release, darkened headlamp bezels, Generic Proscar, as well as some unique Blacktop interior touches.

“Our Blacktop packages have been so well received on Charger, Challenger and Avenger that we’re expanding it to our innovative Grand Caravan, order Proscar from mexican pharmacy, Journey and Durango, About Proscar, ” said Reid Bigland, President and CEO – Dodge Brand. “All three of these Blacktop vehicles offer class-leading attributes with seating for up to seven and a customized one-of-a-kind appearance package starting at just $295 MSRP.”

Dodge Durango Blacktop will start arriving at dealers in the first quarter of 2013, Proscar For Sale. The Journey and Grand Caravan Blacktop editions arrive in the second quarter of 2013, Proscar maximum dosage.

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Available with four-cylinder or V-6 engines, five- or seven-passenger seating, Proscar over the counter, and front-wheel or all-wheel drive, Proscar no prescription, and a color palette consisting of Bright Silver, Bright Red, Brilliant Black, Brilliant Red Tri-Coat, White, Pearl White Tri-Coat and Storm Grey, customers are offered a lot of choices on Journey SXT Blacktop editions.

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2012 NAIAS – Chrysler 700C Concept

The Chrysler 700C made its way to the NAIAS show floor with no fanfare at all.  We don't know anything about this concept other than it shows that Chrysler is testing the design waters for the future of the Caravan and Town and Country.  There are no radiator vents in the front which indicates that the 700C was designed to be an electrified vehicle.  Other than that, there wasn't much information available.  It is a pretty radical styling departure from the current lineup of minivans but we're not sure yet if that's a good thing.

2011 Dodge Grand Caravan — “Brother, can you spare a double class upgrade?”

"I see we've got you booked for a minivan today- how many people will there be in your party?." As I thought about explaining to the attendant at the Alamo desk that I'd be the only one using the van, and that I'd basically be living out of it for the next 24 hours, better judgment prevailed: “Four. Thanks.” This whole crackpot scheme of assessing the livability of a rented minivan was born while perusing a travel site a few days earlier. A small ad offered a $45 a day minivan rental deal to usher in the end of summer in my tourist-centric city. Given the planet's current economic woes, the thought of living in one's car has probably crossed a few too many minds lately, especially those staring down the barrel of unemployment. After all, as wise car enthusiast code dictates, you can't drive a house. A quick crunch of the numbers revealed that, for a month, this rented van would run $1,350- a figure not out of line with the typical rent for a nice place in most US cities. Unlike with an apartment, your Alamo landlord will also throw in electricity gratis, courtesy of your van-abode's 12-volt charging system and multiple power outlets- what a perk! Water and sewer, well, that's up to you. We suggest looking outside the van for those facilities. With a 10% coupon available online applied to our daily rate, the weekly charge for our 2011 Dodge studio-apartment-on-wheels runs close to the average unemployment insurance payment of $295/week last year. Throw in a panhandling bonus for gas, food and Pabst Blue Ribbon tall boys, and the essentials are more or less covered. So how does a modern minivan fare as a house? We at S:S:L were determined to find out. One of the bonuses of Alamo/National's renting system is that you're free to choose whichever model strikes your fancy (within your reserved size class) on the lot when you arrive. For us that meant either a 2010 Dodge Grand Caravan or a 2011 Dodge Grand Caravan. Newer obviously equals better, especially in this case, as the Caravan's 2011 refresh saw the installation of Chrysler's 3.6L Pentastar V6 paired to a 6-speed automatic as the standard powertrain. With 283 horsepower, highest among current minivan offerings, the choice was basically made for us. The acrid smell greeting us upon entry of our tester almost resulted in a last minute play change- turns out the previous renter saw fit to leave a rotting bottle of formula, a spilled full box of cheerios and a bottle of Motrin in the middle-row storage binnacle. Although all staples of parenthood, and a potential meal-on-the-go for cash-strapped van residents, the purely temporary nature of our poverty ensured all of this stuff was jettisoned at the first pit stop. As transportation, the Grand Caravan fares pretty well. That V6 rips through the rev range, at least in sound if not forward progress. In fairness, it's got more than two tons of chrome, 'soft-touch' plastics  and folding seats to haul around, so its stately pace can be somewhat forgiven. What can't be overlooked, though, is the symphony of creaks, groans and rattles this example with a mere 13,000 miles had already accumulated. The sheer space inside this rolling echo chamber only amplifies the cacophony. This doesn't bode especially well for the new fleet of Chryslers, especially given how much touting of improved build quality the company has done in recent years. Luckily, the standard sound system is loud enough to drown much of it out, perhaps engineered to help silence the screaming infants that typically occupy rearward rows. As a residence, however, the Grand Caravan excels. The Stow-N-Go system gives you the ability to fold the second- and third-row seats flat into the floor, and the spaces they occupy become valuable storage bins when the seats are in use. Think of each one as a built-in drawer, together encompassing a full wardrobe. Coat hooks abound, perfect for keeping those interview shirts wrinkle-free. 14 separate storage cubbies are placed scatter shot throughout the cabin, great for organizing dry goods like Top Ramen packages and unemployment checks. Another 14 cup holders wait ready for Steel Reserve and Schlitz cans. The rear privacy glass keeps out prying hobo eyes, and the low load floor makes for cavernous quarters. Comfortably sleeping two (three in a pinch), the 45 square feet under roof feature door-to-door carpeting at a price lower than a similarly sized Manhattan studio. Cats and small dogs are welcome, although you may want to situate Fido's quarters in the front passenger foot well for sanity's sake. Obviously, living in a van (down by the river) entails certain compromises. The lack of running water, for one. Operating any of the accessories draws electrical power that will eventually necessitate a fill-up to recharge, costly by any standards in a vehicle with a 20 gallon tank which got just 17 mpg in our hands. You'll also need to be very selective when it comes to choosing what possessions you want to bring aboard. Microwave or space heater? Shoes or belts? Significant other or air conditioner? The more well-heeled among this nation's unemployed might be able to spend their evenings in a Red Roof Inn or Candlewood Suites. But when they wake up in the morning to head off to that interview, they'll need to either hail a cab or thumb it to get there. Our Grand Caravan resident can simply wake up, find the nearest public park facilities and arrive in style in a new, shiny vehicle that screams middle-class prosperity. Better yet, you'll look like a family man. And who wouldn't give a family man a job?  

May/June preview: SSL hits the road and track.

SSL and TTAC will be at Summit Point Motorsports Park this weekend with a Lexus IS-F and an Ford Mustang V6 Allstate Edition. Look for some track test results in the coming weeks, along with a road test of the slightly warmed over 2011 Nissan 370Z, a look at Chrysler's refreshed Jeep Wrangler, and some comparison tests featuring the latest cross-overs from Ford and Chrysler. Happy spring, everybody.

Greatest Hits (Demolition Derby Style)

KriderRacing38s 2010 Acura CL Check out this destructive video from Speed:Sport:Life's “RacerBoy” as a 1976 Chrysler Cordoba ends its life at a Destruction Derby

SSL First Drive: 2011 Chrysler 300


I'm looking out the passenger window, taking in the beautiful Southern California landscape. It's going by rather quickly, as it happens, but that's not unusual for today. "That's a hundred..." We're on an arrow-straight stretch of desert mountain road, climbing toward the next of what feel like endless rocky peaks. The last car we saw was an overburdened Civic, and we weren't with them long. Everything's brown and rocky; abrupt, but beautiful, at least in the eyes of a man who spent a good bit of his life in the desert southwest. I nod absently at his latest update. "One-ten..." We're getting a bit short on straight road and the upcoming crest is obscuring my view of the scenery. My attention shifts back to the car and the journey at hand. We have a driver change coming up, then a lunch stop in--wait, what was that last bit he said? "One hundred and tweennnnntyyy... that's the limiter." I shrug slightly, taking in the sensation. Feels like seventy, I think, giving a half-nod of approval. "Not bad." Everywhere we've turned this show season, Chrysler has been reminding us that the 2005 300 was the most-awarded new car ever. That's a lofty claim, but one I don't have much trouble believing. Its Art Deco-inspired exterior just oozed attitude and presence. The 300 was distinctly American--distinctly Chrysler. It was as if somebody had bolted running gear and a pair of headlights to the Manhattan skyscraper and rolled it onto the show floor. It was stunning. And it didn't hurt that it was a decent place to be. Sure, the base V6 was rather uninspiring and the interior was ready for a refresh from the get-go, but it was still a pleasant cruiser. The "C" and SRT-8 variants were particularly delicious when hustled down a freeway. But that was nearly six years ago. Since then, Chrysler has been through two significant corporate crises, significant restructuring and a complete reboot of executive management. Daimler is out. Cerebrus is out. Fiat is in. And it's clearly for the better. When introducing the 300 and 200 Convertible, Chrysler Brand President and CEO Olivier Francois started off by reminding the assembled journalists that these two cars represented the final two pieces of the 2011 refresh puzzle. As of that moment, every car in the Chrysler Group portfolio was either all-new or significantly revised. That's impressive in and of itself, but it's even more remarkable when you consider that they unveiled every one of these revised vehicles in the space of a year, from Detroit 2010 to Detroit 2011. Every. Car.

And since they covered the 200 Convertible first, they even saved the best for last. Five minutes with the new 300 will make you forget that the first generation car even existed. This, right here, is the 300 that Chrysler should have built from day one. The exterior attitude is an evolution of the bravado of its predecessor, continuing the upright grille and high belt line, but with a more aggressively-raked windshield and body lines that appear as though they were set when the designers simply took the first-gen car and sanded down all of the sharper edges. Forget the pre-show pictures that were leaked. They don't do the car justice from any angle. It's still distinctly a 300; Chrysler made sure of that. But step inside, and you're in a completely different world. I can count on one finger the obvious carry-over from the first gen car--the shift gate for the ancient (and soon to be replaced) five-speed automatic transmission. Everything else is new--the dash, the navigation system, the seats, the wheel, the cluster, the entertainment and HVAC switches, every single surface. You name it, it has been improved. Gone are the barely-grey, shoddily-fitted interior plastics and obvious plasti-chrome trim. In their place, you'll find jet-black, soft-touch plastics in the lower trims, and real wood and leather in the upper end. Options like a hand-sanded wood steering wheel and four-way front seat back lumbar adjustment--stuff that wouldn't be found within a mile of the previous 300--now dot the available features list.  This is a car that went from having a borderline-taxi-spec interior (Even in the $40k + C and SRT models) to being a genuine LaCrosse/TL/MKS competitor practically overnight.

Downsides? There are a few. The aforementioned transmission may be smooth, but it's not as quick or crisp as most modern units. Until the new 8-Speed unit arrives, it will have to do.  As for the interior, well, it was a struggle to find something I didn't like, but I suppose the memory buttons for the seat/wheel position on the door look slightly out of place. In addition, the chassis hasn't shed any weight in the revamp, so a loaded-up 300C is still a 4,000lb proposition. Even so, the car is surprisingly agile and transitions predictably between neutral, understeer and oversteer. Overcook it into a hairpin and the front end washes wide; lift slightly and the tail end comes around. The tires tell you what's coming and the chassis keeps you apprised of every change until you're back pointing the direction you had intended before things went sour. There's a noticeable difference in tactile feedback between the 18" and 20" wheel options, the latter being far more communicative, but it'll be up to the buyer to decide whether isolation or information is more important. For the time being, only two engines have been announced to shove that 4,000lb chassis down the road, the 5.7L Hemi V8, the veteran of the group, and the rookie 3.6L Pentastar V6. The former gets a slight adjustment in power for the new model, putting down 363 horsepower and 394 pound feet of twist. The latter brings to the table 292hp and 260lb-ft, and while it's definitely not as authoritative as the Hemi, this is the first time the V6-powered 300 hasn't felt dreadfully under-motivated. It was the Pentastar-equipped Limited model, not the V8-powered C, that took us to a cool, collected buck-twenty in the anecdote featured in the lead. It never even broke a sweat. And while we haven't yet heard an official announcement regarding a SRT-8 variant, it's safe to assume that a ~465-horse, 392-powered model isn't too far away. Let's hope, anyway. A car this satisfying deserves the treatment. What I really can't get over though is that despite building a significantly more convincing premium car, Chrysler hasn't seen fit to bump the price up. The base 300 still starts around $27k, with the Limited following at $31k and the C model topping it off at $38k, so if you just bought a 2010 model anywhere near sticker, I apologize. I once wrote on this site that it takes a particularly jaded individual to find no redeeming qualities in the first-generation LX cars. A year later, I can confidently say that it now takes a particularly jaded individual to find any noteworthy faults. The new 300 isn't just good enough. It's good, period.