Tag - HEMI
Buy Flexeril Without Prescription, Resto-modders, listen up: stop tearing apart perfectly salvageable classic muscle cars, fitting them with wide wheels and tubbed fenders, and instead go straight to your nearest Dodge dealer. There, Where can i cheapest Flexeril online, you’ll find the Challenger SRT8 392, a classic 70s muscle car disguised as a brand new, modern five-seat coupe with a warranty, Flexeril long term. The Challenger looks as tough as those resto-modded vintage rides, Flexeril without a prescription, hunkered down the way it is on its 20” 5-spoke wheels, a deep chin spoiler splitting the flies up front and a pair of over-the-roof vinyl stripes the only decoration on what is otherwise a totally throwback body.
The Challenger has been my favorite looker of the current batch of American muscle cars since its debut, buy Flexeril no prescription, and that’s coming from a Ford man. Flexeril photos, “Muscle car” is a title really only befitting the Challenger, anyway – the current Mustang and Camaro are much closer to their pony car forebears in both size and sporting intent, so neither comes close to offering the Challenger’s interior volume – in fact, Flexeril brand name, the SRT8 has a backseat that is downright livable. There’s an expansive view from the driver’s seat both over the vented hood and out to the sides – the Camaro interior’s sensation of sitting in a bathtub has no place here, Buy Flexeril Without Prescription. Purchase Flexeril online, Instead, you feel like you could – and should – immediately tackle a cross-country trek, burning Kowalski-style toward some unknown destination, Flexeril duration.
If the Challenger has me waxing nostalgic, Taking Flexeril, it’s because there are few cars on the market today that so directly embody our American motoring roots – the sense of driving not only for necessity, but for recreation. And if you were going to choose a Challenger for recreation, order Flexeril from United States pharmacy, you’d be remiss not to pick the SRT8 392. Flexeril from mexico, Sporting a punched-out 6.4-liter version of the HEMI V8, the SRT8 has 470 horsepower and 470 lb-ft of torque. Buy Flexeril Without Prescription, Not inconsequential numbers, those. But while the numbers might suggest the driver needs to be a lion tamer, purchase Flexeril for sale, the 392 is really a pussy cat. Flexeril forum, It builds power smoothly, and the long gearing that enables its stratospheric 180 mph top speed also allows you to loaf away from stoplights without roasting the rear tires, if you so desire, after Flexeril.
There’s also a launch control feature buried among the gauge cluster’s various performance submenus, Online buying Flexeril hcl, allowing you to set a rev limiter, mash the throttle and dump the clutch fuss-free as the traction control limits wheel spin to your accelerative benefit. Get everything right, buy generic Flexeril, and you’ll arrive at 60 in the low-four second range. The clutch is heavy but take-up is fairly progressive, and the pistol grip shifter is canted toward the driver for an easy reach, Buy Flexeril Without Prescription. Flexeril canada, mexico, india, The Tremec TR6060 gearbox used here and in various other high-torque applications is a sturdy unit, but hardly a rock-crusher when it comes to shift feel. In fact, Flexeril used for, I preferred it to the much-maligned Getrag 6-speed I used to row in my Mustang. Flexeril schedule,
When you’re not intent on exploring the outer edges of the performance envelope, the SRT8 makes a nice driver. Bumps and road noise are both well-isolated, kjøpe Flexeril på nett, köpa Flexeril online, the steering is fairly accurate and makes tracking straight on the highway an easy task despite the wide Goodyears under foot. Buy Flexeril Without Prescription, For being 20”s, they display little of the slap over expansion joints that smaller cars with large-diameter wheels and tires often do. Flexeril steet value, Turn up the wick a little bit, and the 392 hauls, in a classic car kind of way – it relishes long straights and wide sweepers, order Flexeril no prescription, but it certainly doesn’t embarrass itself in the tighter stuff – it’s just that its size only truly becomes apparent when you have to crank the flat-bottomed steering wheel from one lock to another. Buy Flexeril from mexico,
The future of the current Challenger is uncertain at best. Reports from Detroit peg the return of the Barracuda nameplate and the smaller, lighter car it will be attached to as the possible death knell for the SRT8 version of the Challenger at the very least, Flexeril for sale. If the Challenger does stick around, Flexeril without prescription, it’ll be up for a major refresh. On the bright side, there are also rumors of a 6.2-liter supercharged HEMI V8 slated for the top dog Barracuda – with enough firepower to really take the fight to the ZL1 and Shelby GT500, Buy Flexeril Without Prescription. Think 600 horsepower and you won’t be far off. We hope Dodge sees fit to let the current big-body Challenger stick around for at least another generation, buy no prescription Flexeril online, and while they’re at it, Where can i buy Flexeril online, slide that supercharged HEMI under the hood as well. But the current Challenger, especially in SRT8 392 guise, online buying Flexeril, is a piece of rolling nostalgia we’re happy still exists in a marketplace rife with downsizing, Flexeril no prescription, turbocharging and efficiency-chasing.
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2013 Dodge Challenger SRT8 392
Base price: $44,770
Price as tested: $49, Flexeril from canada,205
Options on test car: Redline 3-coat pearl paint ($500), Flexeril images, Harman Kardon 18-speaker sound system ($1,995), Uconnect 730N Nav/DVD/CD stereo with 40GB hard drive ($790), ordering Flexeril online, Goodyear F1 Supercar summer tires ($150), Gas Guzzler Tax ($1,000)
Powertrain: 6.4-liter V8 HEMI engine, 6-speed manual transmission – 470 horsepower, 470 lb-ft torque
Dodge provided the vehicle for testing purposes and one tank of gas..
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Ray Wert, the Jalop of Jalops over at www.jalopnik.com, recently wrote a piece about the HEMI brand and the upcoming 2011 Jeep Grand Cherokee. For those who aren't scrutinizing the JGC's launch on the same level as us know-it-alls, let me catch you up. Essentially, the 2011 Jeep Grand Cherokee will no longer have a 5.7L HEMI engine. Instead, it will have a 5.7L OHV MDS V8 with Variable-valve Timing... and an engine cover emblazoned with enormous, embossed "HEMI" branding.
It's okay if you're confused, but it boils down to this: Jeep will no longer feature the HEMI branding within its vehicle lineup. The same engine will be branded as a HEMI in other Chrysler Group LLC products (as Jeep Brand Marketing Head Honcho Jim Morrison put it, they'll be leaving it to "the Dodge and truck guys"), but not in a Jeep.
But why? Mr. Wert proposes that this is green-washing--an effort by Chrysler to minimize the enthusiast value of their vehicles in front of an ever-more-environmentally-focused media. It's not a poor argument. Just look around at the rest of the industry. Ford's twin-turbo, 350+ horsepower V6 monster is dubbed "EcoBoost," for crying out loud. If that's not green marketing, I don't know what is. But in the context of Chrysler, I think Wert's assessment, while not unreasonable, isn't quite on the mark.
When I attended the 2011 JGC launch event in D.C., the real theme that jumped out at me was luxury. Morrison made it a point to use that word and other terms that evoked the idea as often as grammatically feasible, even setting aside product information momentarily to emphatically remind everybody that Jeep essentially invented the premium SUV with the Wagoneer in the 1960s (before the Range Rover was even a blip on the Brits' radar) and brought about the modern incarnation of it with the original Grand Cherokee in 1992.
So how, as a brand marketing manager, could Morrison possibly reconcile that theme with the branding that put Jon Reep on our T.V. screens, screaming, "That thing got a HEMI?" at us for the better part of two years? Obviously, he didn't want to.
And when you look at Chrysler Group as a whole, the divorcing of brands makes more sense. One of the primary goals of the Fiat-Chrysler merger is to differentiate the various brands under the corporate umbrella and play to their strengths. Dodge is the sporty brand. Ram is the truck brand. Chrysler is the luxury brand. And Jeep is the 4x4 brand. Can there be some spill-over? Of course. There have been no announced plans to curtail future SRT development, and with unconfirmed shots of 2012 Grand Cherokee SRT-8 models rolling around, it's clear that the HEMI (Ahem... MDS V8 with Variable-valve Timing) itself isn't going to leave the lineup any time soon.
The homogenization of brand identities has been a disaster for domestic car manufacturers (see Pontiac, Mercury and Saturn). Chrysler was well on its way down this particular road too. Chrysler and Dodge were essentially indistinguishable, and Jeep and Dodge also had heavy overlap in product, if not necessarily in mission.
Remember, marketing isn't simply how a company presents itself to its audience; it's also how a company defines that audience. If your branding is muddled and mired, your brand strategy will follow suit.
And just who is Jeep targeting with the Grand Cherokee? Here's what they had to say about it in their press kit:
"Jeep Grand Cherokee buyers are 55 percent male and 45 percent female. They are affluent and educated with active, outdoor lifestyles and interests and have an income of $95,000. Nearly half have children. More than 60 percent have a college degree and 80 percent are professionals."
Not exactly the sort of people to be chasing a car-carrier down a dirt road in a rustbucket Challenger.
Let's face it. At the end of the day, the last thing a Chrysler Group brand manager wants to hear from his marketing team is, "**** it, let's just tell 'em we have HEMIs. Everybody likes HEMIs!" In fact, I bet Jim Morrison hates HEMIs. I'm certain that if he had his way, every one of those engine covers would be sanded down and painted matte black as part of the initial dealer prep, if not removed entirely. Every time he sets eyes on it, I bet it reminds him of every column inch spent discussing the merits of Jeep's HEMI-free brand strategy instead of their new (and very cool) Selec-Terrain system or the leather-wrapped dash available as an option on Overland models.
So is green-washing involved? Maybe a little, but I don't think that's the focus here. While Morrison did place great emphasis on the Pentastar V6's 23mpg highway rating, the story wasn't just about mileage and emissions. The story was about evolving the premium/luxury SUV segment and demonstrating Chrysler's new corporate image.
And once this HEMI din subsides, I think they have a great shot at doing just that.
Photography by Byron Hurd. Price as tested: $44,365 (Incl. $950 destination charge) Major equipment: Crew Cab SLT (Base Price: $38,480). 5.7L HEMI Gasoline V8, Preferred Package 25T ($1,030), Premium Cloth Seats ($900), Media Center ($1,565), Luxury Group ($680), Technology Group ($495), Roof-Mounted Lamps ($80), Remote Start ($185). In the fleet: April 2010 B. HURD: Narrow streets. Traffic lights. Pavement. Parking lots. Trees surrounded by neatly-manicured grass and concrete curbing. This is home. So what do you do when you have a week to play with Chrysler's highly-praised new Ram 2500 in Suburban Maryland? Well, as it turns out, you do exactly what 90% of the area's truck-driving population does: go from stoplight to stoplight at full throttle in smug, satisfied comfort. Really? Yep, really. Make no mistake; the Ram 2500 is a lot of truck--enough so that it gets looks of approval from my go-big-or-go-home neighbors. Suburban cowboys aren't strictly a Texas phenomenon. There's no shortage of lifted HD variants around Annapolis or "Cowboy Up!" vinyls on the back of chicken-farm 4x4s on Maryland's Eastern Shore. Are these trucks used? That's another debate entirely, but they are undoubtedly capable. So in as much as I'm driving a capable truck in an area that requires no such capability, I fit right in. Imagine my relief. Now that's not to say that the Ram's utility was entirely lost on us, but an evening trip to the barn, while more comfortable in the truck, is easily within the skill set of any of the more down-to-earth (or pavement, in this case) vehicles in our collection. We don't need a truck much more so than the hundreds of thousands of buyers who pick one up each year, but that doesn't mean we can't enjoy it just as much as they do. With 383 horsepower and 400lb-ft on tap, the Ram is a stoplight surprise. And why not, right? Well, I suppose there's one reason: 383 horsepower from 5.7L in a ~5800lb doesn't exactly return Prius-like gas mileage. Given the 2500's commercial-grade classification, Chrysler isn't even required to publish EPA estimates. Suffice it to say that the gas mileage isn't fantastic. But the rest of the driving experience really is. Surprisingly so, in fact. Interior materials have improved drastically across the entire Ram lineup. Even in our mid-spec SLT model, there was no shortage of comfort or convenience. The cloth seats were supple and supportive and had excellent adjustment. The unladen ride was fantastic, with just a hint of feedback from the rear axle over particularly nasty surface imperfections. It's pretty safe to say that this is a truck that rides like an SUV. A compliment, to be sure. For die-hard car aficionados, the ergonomics of a truck interior are often puzzling, but it takes only a slightly open mind to appreciate the differences. On the whole, everything is bigger. Why? Because if you're using a truck to work, you need bigger. You need bigger buttons with more space between them because with your work attire on, you'll fat-finger your way into a Taylor Swift marathon when you really wanted weather and traffic. Try working the cruise control system on a typical steering wheel or column interface while wearing oversize winter or work gloves. Makes sense, right? And regardless, you'll need to get used to this front-and-back button placement on the wheel spokes if you plan on buying a current Chrysler product, as this seems to be the norm for their newer interfaces. [caption id="attachment_3264" align="aligncenter" width="322" caption="Large wheel control buttons are unusual compared to most, but everything you need is still there."][/caption]
To boot, the result is also far less cluttered than a lot of smaller cars' multimedia/multifunction interfaces. And, as usual, Chrysler's Multimedia Center/MyGig integration is top-notch, boasting one of the most attractive GUIs in the industry. The tech goodies don't end there, however. Our tester also came equipped with a back-up camera and parking assistant. While handy, we only found it useful in situations where surrounding obstacles were significantly shorter than the edge of the bed, as most snags were readily apparent thanks to predictably excellent outward visibility. Mind you, it still feels huge. The sum of these parts is a solid, comfortable truck with excellent, go-anywhere road manners that just barely fits into the daily grind. It's no wonder Chrysler's latest heavy duty entry is so widely-praised, and we won't hesitate to throw our recommendation on the pile. Look for Part 2 of this Supersized Speed Read in the coming weeks. Zerin Dube takes a 2010 Ram 2500 Cummins for a back country romp in the great state of Texas.