Extended Cab to Extend Ram's Reach

PONTIAC, MI – Dodge dealers can’t seem to agree on the ’09 Ram pickup’s strongest selling feature, but Chrysler LLC is pointing to first-time extended-cab availability as the truck’s prime attraction.
“We’re playing in a space where we’ve never played before,” says Frederic DePerez, senior manager-sales and product training for Chrysler Academy, the auto maker’s in-house dealer-education organization. “That’s market share for us.”
How so? Even though the fullsize pickup market is sagging under the weight of volatile gasoline prices, demand for “crew-cab” models as Chrysler calls them, remains strong, DePerez says.
Through first quarter, extended-cab models, as defined by Ward’s segmentation, accounted for about one-third of fullsize pickup production. Among Chevrolet Silverados, nearly 40% of the builds were extended cabs. Toyota Tundra take-rates approached 68%.
See related content: ’08 Model U.S. Domestic Light Truck Production by Body Style
Without an extended-cab offering, the current Ram maintained its long-standing third-place sales ranking among fullsize pickups through July, according to Ward’s.
“A lot of (Ram sales) are going to be conquest,” DePerez says.
Styling is key selling feature of ’09 Dodge Ram, some dealers say.
The Silverado appears to be Dodge’s prime target. At a dealer-training event here, Chrysler reminds that the Chevy, redesigned for 2006, is the “oldest” truck in the segment.
And it doesn’t hurt that Ford Motor Co. has delayed the launch of its redesigned-for-’09 F-150 in a bid to whittle down ’08-model inventories.
“We’re shooting for ‘Truck of the Year,’” DePerez adds. “We want this truck to win every single award out there. (Ford) might be out of the running.”
Don’t count on it.
“You bet we will be out in time for (awards) consideration,” says Ford spokesman Said Deep.
Related Stories
’09 Ram Lacks New Feature Out of the Box; Management, Dealers Unfazed
Dodge Turns Over New Leaf With ’09 Ram
Other Ram upgrades include a new version of Chrysler’s iconic Hemi V-8 engine, beefed up to the tune of 390-hp; a breakthrough coil-spring rear suspension; aggressive styling with deceptively slippery drag coefficient of 0.42; a stylishly appointed interior; and unique storage solutions capable of accommodating everything from beverages to golf bags without comprising passenger comfort or conventional cargo-carrying.
What will resonate best with consumers?
“Besides the motor being jumped up? The interior,” says Chad Waters, sales representative at Charlie’s Dodge in Toledo, OH.
Al Johns of Dick Scott Dodge in Plymouth, MI, disagrees. Johns cites the new sheet metal. “As well as Rambox in the back,” he adds.
Available on up-trim levels, Rambox is a lockable dry-storage system built into the side rails of the truck’s cargo bed. Never mind that it won’t be available at launch.
“I can deal with anything,” Johns says. “You have to.”
Rams equipped with Rambox will be built at Chrysler’s pickup plant in St. Louis, which begins production 20 days after the lead plant in Warren, MI.
DePerez admits dealers would prefer to see such a unique feature arrive with the first transport, but there’s been no significant backlash. “I haven’t heard anything,” he says.
DePerez is unfazed by the flight of personal-use buyers who, stung by high pump prices, have traded down for smaller, more fuel-efficient vehicles.
“(They) won’t come back because of high gas prices, the economy,” he says. “But many people are true truckers. (Pickup ownership) is a lifestyle for them.”
Such core customers will have something special awaiting them in the Dodge showroom, DePerez claims.
Meanwhile, Johns discourages the notion that a more refined Ram will somehow alienate the buyer who needs a work truck.
“I did construction for 20 years,” he says. “(The new Ram is) going to pull everything I’d ever need. And I used to pull about eight grand around in tools and equipment.”
The new truck’s maximum payload is estimated at 1,850 lbs. (839 kg), while its tow rating is set at 9,100 lbs. (4,128 kg).
The work-truck buyer “wants payload, wants seating for four,” Johns says, adding the comfort afforded by interior and suspension upgrades is more than welcome.
“He’s in (the truck) all day,” Johns says. “Do you want to get beat up while you’re working all day?”

2009 Jeep Patriot

The Jeep Patriot, like the Compass, brings Jeep styling to the Caliber platform — but, unlike the Compass, it also brings Jeep capabilities. With styling similar to the 2008 Liberty, the Jeep Patriot is close in specs (save for the approach angle) but has far better gas mileage and a lower price. Testers have been surprised by its rock-climbing, trail-traversing, and stream-crossing abilities. The body is sized very closely to the Jeep Cherokee.

Numerous changes have been made to the Patriot’s interior, with new chrome accents, a carpeted load floor, illuminated cupholders, new MyGIG radios, soft-touch armrests, a new instrument panel, new door trim, and a new center console; the 2.4 PZEV engine is now on all front wheel drive models with the customer-preferred option packages. This addresses the major shortfalls of the Patriot and should make it much more popular if the word goes out. We only released these images because 2009 Jeep Patriots started showing up on dealer lots and other outlets have already released images. We may have more detail and photos after September 1.

Numerous package changes were also made, mainly taking free-standing options and putting them into groups to dramatically cut the number of possible unique combinations. This should lower costs and raise quality as building Patriots becomes somewhat simpler. The only shortfall as a result is a group of features being moved from standard equipment on the Limited to a convenience group — the computer display, garage door opener, and auto-dimming rear-view mirror. This should affect a fairly small number of people, because most buyers went with the Sport, and very few got the Limited without the options package.

Ezra Dyer Quote

I just returned from the ride and drive introducing me to the new 2009 Dodge Ram. Wow, while I was trying to put into words what a KICK-ASS truck this is going to be I came across an article in Esquire Magazine and I can't put it in any better terms.

"BUT A KICK-ASS TRUCK ASIDE

HERE'S THE THING

I LIKE ABOUT THE DODGE:

THE WORLD NEEDS BAD GUYS.

SURE EVERYONE CAN SING A CHEERY CHORUS ABOUT A ROSY FUTURE, IN WHICH CARS RUN ON JOY AND GOODWILL AND MILEAGE IS MEASURED IN SMILES PER GALLON. BUT

WHEN THE APOCALYPSE COMES,

I WANT A DODGE."

HOLY %&^* look out Vette

First Drive: 2008 Dodge Viper SRT10 ACR

Posted Aug 8th 2008 7:55PM by Drew PhillipsFiled under: Supercars, Dodge, First Drive


I have to admit that I'm biased when it comes to the Dodge Viper. I've had a soft spot for the venomous snake since the GTS coupe hit the streets in 1996. The aggressive design, powerful 8.0-liter V10 with 450 horsepower (doesn't sound like much now, but it sure seemed like a lot then), and the blue paint scheme with white racing stripes were the ideal combination for my dream sports car. I'm going to be that guy at the 2030 Barrett-Jackson purchasing a mint, low-mileage, numbers-matching 1996 or 1997 Dodge Viper GTS, and, of course, you'll be the one watching on SPEED commenting how I'm paying way too much for a classic American muscle car.
My personal fantasy aside, the Viper has made a lot of progress since then. Some of its raw, uncivilized nature had been removed when a more refined suspension and modern features like ABS brakes were added in 2003. The V10 engine was updated, getting a bump in displacement to 8.3 liters and an increase of 50 horsepower. Its redesign in 2003 also saw the Viper's aggressive look somewhat tamed, with less curves and the absence of a coupe. My obsession with the Viper waned, even with the re-introduction of the coupe in 2006 and the upgrade to 600 horsepower in 2008. The current SRT10 will outperform the old GTS any day, but there is a pure aggressiveness and brutality about the original Viper that the newer versions just don't have.

That is, of course, until the introduction of the ACR (American Club Racer) version at last year's LA Auto Show. It's by far the most potent production Viper ever built, and for me it was love at first sight. The front splitter, asymmetrical stripe, and massive rear wing make the ACR the most aggressive looking Viper by far. In fact, it makes the previous generation ACR that was built from 1999-2002 look downright civilized.
So what makes the new ACR so special? Even the slightest glance will tell you this is no ordinary Viper. This particular car came in Viper Black with the unique two-tone paint scheme. The ACR can also be ordered in Viper Red, Viper Violet, Viper Bright Blue Metallic and Viper Very Orange, with only the Black and Red having the option of the two-tone paint. I haven't seen the ACR in anything but Red or Black, and can't imagine ordering it any color combo besides the one seen here.

But enough about paint schemes; the ACR is about one thing and one thing only: functionality. More specifically, putting down all that power from the 8.4-liter V10 to the pavement. To do this, the SRT team focused on aerodynamics, the result of which can be seen at both ends of the car. Up front is a carbon fiber splitter and dive planes that have been specially designed to increase downforce and reduce drag. An extension for the front splitter can also be added for increased aerodynamics at the racetrack. At the rear is an adjustable wing also made of carbon fiber that was specially formed using Computational Fluid Dynamics. So just how much downforce does the ACR produce? Try 1,000 pounds at 150 mph. That's ten times what the standard Viper coupe produces.
Additional traction is provided by massive Michelin Pilot Sport Cup tires (295/35ZR/18 front, 345/30ZR/19 rear) that are just barely approved for street use. The ACR also benefits from a track-tuned suspension consisting of KW adjustable coilovers and a stiffer front stabilizer bar. The coilovers can be adjusted without removing the wheels, which means that making the switch between street and track settings is an easy task.

In addition to the fine-tuned suspension and aerodynamics, the ACR also benefits from lightweight components, particularly in the all-important area of rotating mass. Lightweight forged aluminum wheels knock off a few pounds, as do the two-piece Stoptech brakes for a total savings of 40 pounds. An optional hard-core package doubles that amount with the removal of the audio system, underhood silencer pad, trunk carpet, and tire inflator.
With so many go-fast goodies on board, I was dying to get behind the wheel of the ACR. Unfortunately, none of us Autobloggers have been able to convince Dodge to hand over a Viper to review, so our chances of nabbing an ACR were slim to none. While we haven't stopped pestering Dodge, we decided to try and find an owner who might let us get behind the wheel, and our search led us to the ViperAlley.com web site and forums. Fortunately, a member in Southern California had recently taken delivery of a brand new ACR and was willing to let us use the car for a photoshoot and get some driving impressions.

After meeting up with the owner and taking a few hours to get all the necessary photos, it was time to take the Snake for a ride. Despite my previous knowledge of the hot sidepipes and the large warning on the door sill, I still managed to singe the hair on my legs while entering the car. Once inside, the ACR is quite comfortable. It doesn't look too different than a normal Viper, especially since this owner decided to retain the sound system. The only difference is the strip of red leather on the steering wheel that is a continuation of the red stripe on the outside of the car. My only wish is that Dodge would have included 5-point harnesses like they did on the previous ACR. There's more than enough room for my 5'8" frame, and although the seats are fixed, taller drivers can easily fit due to the adjustable pedals.
The red start button behind the shifter brings the V10 to life. There's enough torque at idle to get the car going without even touching the throttle, and I'm not about to put the car sideways so I take off with minimal throttle. As I get up to speed I'm pleasantly surprised that the ACR is quite streetable. I was expecting to feel every pebble in the road, but the suspension is relatively compliant. The clutch is lighter than expected, and not much effort is required to move the shifter that changes gears smoothly and precisely. While I probably wouldn't recommend the ACR for a road trip, the owner picked up the car at a dealership in Blair, Nebraska and drove it all the way home to Southern California with no complaints. That should tell you something.

But that doesn't mean the Viper is tame by any means. Dip into the throttle and the ACR roars to life. The exhaust emits a wonderful, deep sound that could only come from a Viper V10. This car eats up the road both deceptively quick and with a brutality that borders on being vicious. I know the car is amazingly capable, but it still manages to exceed my expectations. The tires provide limitless grip, although I freely admit I wasn't close to discovering the ACR's full handling potential. The steering also proved to be responsive and direct with plenty of feedback.

While my short drive gave me just a hint of the ACR's performance, it would take a full day at the track to explore its limits. What I do know is that the Viper has returned to its glory days of being the biggest and baddest street machine on the road. Dodge has created something special with the ACR, and it's a steal at under $100,000. I can't imagine a car that would provide more thrills at anything close to this price tag. But then again, I'm biased.
Tags: 2008, 2008 Dodge Viper ACR, 2008 Dodge Viper SRT10, 2008 Dodge Viper SRT10 ACR, 2008DodgeViperAcr, 2008DodgeViperSrt10, 2008DodgeViperSrt10Acr, ACR, Dodge, Dodge Viper, Dodge Viper ACR, DodgeViper, DodgeViperAcr, featured, Viper
Harold Zeigler
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"Confessions of an Auto Finance Manager"

Dealership Finance Secrets Revealed by Edmunds.com

“Confessions of an Auto Finance Manager” Guides Consumers Through Hazardous Last Step in the Purchase Process. SANTA MONICA, Calif.--(BUSINESS WIRE)--The auto finance manager’s office, where most vehicle purchases are finalized at dealerships, is a treacherous place for consumers. Many enter with a great deal only to end up getting fleeced. Edmunds.com, the premier online resource for automotive information, has followed up on the success of “Confessions of a Car Salesman” with “Confessions of an Auto Finance Manager.” The new exposé reveals numerous auto finance strategies that can rob consumers and drive up dealership profits.
“The auto finance process is extremely complicated and foreign to most consumers,” said Philip Reed, Senior Consumer Advice Editor for Edmunds.com, and co-author of the new series. “After negotiating a fair price with a salesperson, consumers are forced to face the auto finance manager who presents an array of confusing options and financing choices. It’s no surprise consumers often make poor decisions in this environment.”
Packed with real life-stories and back room secrets, “Confessions of an Auto Finance Manager” reads like a novel while providing vital self-defense strategies for consumers.
“Confessions of an Auto Finance Manager” advises consumers to do the following:
Get a pre-approved loan before entering a dealership or, at the minimum, know your credit score and interest rates you qualify for.
Finance managers have access to wholesale lending rates but often present a higher interest rate to consumers in order to increase dealership profits.
Don't buy unnecessary and overpriced add-ons and avoid falling for "menu selling."
Finance managers may only offer consumers financing in a package with other add-ons, including extended warranties and paint protection. Consumers are often tempted to select an entire package even though they may not want or need any of the add-ons.
Know the market value for the vehicle you are interested in purchasing.
Consumers can protect themselves from overpaying by knowing a reasonable purchase price for the vehicle. Edmunds.com's True Market Value(R) is a resource for this information.
“Auto finance managers generate enormous profits for a dealership and are some of the highest paid employees,” said Reed. “They profit directly from consumers’ lack of knowledge.”
More detailed guidelines for successful navigating the auto finance process are available in “Confessions of an Auto Finance Manager,” located at http://www.edmunds.com/advice/buying/articles/125308/article.html

About Edmunds Inc. (http://www.edmunds.com/help/about/)
Edmunds Inc. publishes four Web sites that empower, engage and educate automotive consumers, enthusiasts and insiders. Edmunds.com, the premier online resource for automotive consumer information, launched in 1995 as the first automotive information Web site. Its most popular feature, the Edmunds.com True Market Value®, is relied upon by millions of people seeking current transaction prices for new and used vehicles. Edmunds.com was named "Best Car Research Site" by Forbes ASAP, has been selected by consumers as the "Most Useful Web Site" according to every J.D. Power and Associates New Autoshopper.com Study(SM), was ranked first in the Survey of Car-Shopping Web Sites by The Wall Street Journal and was rated "#1" in Keynote's study of third-party automotive Web sites. Inside Line launched in 2005 and is the most-read automotive enthusiast Web site. CarSpace launched in 2006 and is an automotive social networking Web site and home to the oldest and most established automotive community. AutoObserver.com launched in 2007 and provides insightful automotive industry commentary and analysis. Edmunds Inc. is headquartered in Santa Monica, California, and maintains a satellite office in suburban Detroit.

JEEP without Dana

Chrysler May Risk Shutdowns

Without Dana Parts Accord

By Mike Ramsey and Alex Ortolani

Aug. 7 (Bloomberg) -- Chrysler LLC, the third-largest U.S. automaker, risks a possible production shutdown should supplier Dana Holdings Inc. win a lawsuit to end a money-losing contract.

Chrysler would have few options to replace Dana's axles and driveshafts, said James Gillette, a consultant with CSM Worldwide Inc. in Grand Rapids, Michigan.
``It puts an enormous amount of pressure on Chrysler,'' Gillette said in an interview today, a day after Dana asked a bankruptcy judge to let it halt its parts accord on Dec. 31. ``It's not like there are 200 other suppliers they could go to. Dana does have some level of bargaining power.''
The dispute is at least Chrysler's third this year as the automaker tries to shrink spending amid a 23 percent drop in U.S. sales. Chrysler rebuffed a bid for higher prices from Plastech Engineered Products Inc. in February and is tangling with Germany's Continental AG over a parts contract.
Dana, based in Toledo, Ohio, said rising steel prices mean it's losing $75 million annually on its parts agreement for six Chrysler models.
``We're not out here to pick a fight with Chrysler,'' Dana Chairman John Devine said today on a conference call with analysts. The Chrysler business has ``a significant loss and we need to address that,'' he said.
Chrysler's view is that ``while the agreement may end on Jan. 1, 2009, the underlying purchase orders were intended to continue in accordance with their terms,'' said Kevin Frazier, a spokesman for the Auburn Hills, Michigan-based automaker.
Dana Alternatives?

Magna International Inc., American Axle & Manufacturing Holdings Inc. (great Hummer parts in my Wranglers) and Tower Automotive LLC are among a handful of companies capable of stepping in for Dana as a Chrysler supplier, Gillette said. It's unlikely those partsmakers would take a money-losing contract, he said. Chrysler and Tower are both owned by Cerberus Capital Management LP.
Chrysler purchasing chief John Campi told suppliers on May 15 that Chrysler set a goal of reducing parts-production costs by 25 percent over a three-year period.
Dana, which left bankruptcy protection in February, asked U.S. Bankruptcy Judge Burton Lifland yesterday to confirm that its supply agreement ends Dec. 31. Chrysler told Dana it doesn't have the right to end the supply agreement, according to the complaint.
The 2007 accord made Dana the exclusive supplier of driveshafts, axles and other parts to Chrysler until the end of this year, according to the partsmaker. Because Chrysler refused to extend the deal into 2009, Dana said, any orders beyond 2008 are ``unenforceable.''
SUV, Pickup Parts
Dana said it supplies parts to Chrysler's Jeep Liberty, Wrangler and some Grand Cherokee sport-utility vehicles, as well the Dodge Nitro SUV, Viper sports car and some Dodge Ram pickups.
Citing lower U.S. sales and rising costs for steel, Dana announced plans today to cut 3,000 jobs and said it lost $140 million in the second quarter. Dana fell 15 cents, or 2.5 percent, to $5.84 at 4:15 p.m. in New York Stock Exchange composite trading.
Chrysler canceled a contract with Plastech in February and demanded the return of tooling after the closely held supplier requested a price increase as raw-material costs rose.
The move forced Plastech into bankruptcy protection and caused four Chrysler plants to be shut down for several days. Plastech has been partially sold off to supplier Johnson Controls Inc. and remains in bankruptcy.
Chrysler also owes money to Continental, which makes engine-control electronics, for failing to buy as many parts as promised from a plant in Huntsville, Alabama, Continental Chief Financial Officer Alan Hippe said on July 31.
The amount is ``much less'' than $100 million, Hippe said without elaborating.
Continental spokeswoman Michele Tinson declined to comment immediately today on the Hanover, Germany-based company's efforts to collect the money. Frazier, the Chrysler spokesman, declined to comment on the case.

harold zeigler

TEST DRIVE: ASPEN HYBRID

I have been waiting and waiting for this new Road Warrior to hit the lot, so as I read this review I found myself not so excited anymore reading things like "this SUV handles like a bowl full of Jello" or "second ugliest" ...Then I read the last few lines and now I am excited again....


Test Drive: Chrysler's green Aspen offers room, vroom and decent gas mileage
By Scott BurgessDetroit News
Article Launched: 08/06/2008 09:47:20 AM PDT

2009 CHRYSLER ASPEN HYBRID

At first, "Hemi hybrid" sounds like an oxymoron in a George Carlin bit, falling between "military intelligence" and "jumbo shrimp."
But this word combo is no laughing matter for Chrysler LLC, which is trying to show that its legendary engine - known for burning tires in the past - can efficiently push eight people around town in the future.
EPA's assessment says the 5.7-liter Hemi delivers 19 miles per gallon in the city and 20 mpg on the highway. Not spectacular numbers, but certainly better than the 13 mpg in the city the 2008 Aspen reached with a 4.7-liter V-8. During my week of testing this large SUV, I was able to hit 26 mpg at times; other times, 18 mpg. Admittedly, on the high mileage days, the roads were flat and my right foot was in eco-drive mode - though I never acted like those 55-mph imbeciles on a 70-mph highway.
The 2009 Chrysler Aspen Limited hybrid is not a vehicle without flaws. The interior still has a heavy plastic feel, especially the doors and dash, and comes with the second ugliest hood on a Chrysler vehicle. But it serves a purpose, and not every vehicle on the road today can say that. Some people do need a truck and the Aspen is exactly that: a big hulking truck. After a few days behind the wheel, I started to remember how nice SUVs can be.
So before every hemp-wearing nut spills his green ice tea lemonade (no syrup) while in a hurry to send me a terse e-mail over his iPhone 3G about the evils of SUVs, let me tell you something:
You're wrong.
Americans may switch to smaller cars, but it's only because they have to; not because they want to.
We've all heard the trend: Consumers are migrating away from trucks - and I am by no means making excuses for Detroit's quiet.
The 5.7-liter Hemi hums along on the highway on four cylinders and keeps a low idle during moderate acceleration. (The electric motors assist the engine when cruising at highway speeds, which is why the highway mileage numbers are slightly improved.) Press the accelerator hard and you can feel the combined 385-horsepower engine lurch the vehicle forward.
However, drive fast at your own peril. This SUV handles like a bowl of Jello when going fast. The electric power steering is a little loose and the body rolls through turns heavily. I said it before: it's a big truck. The braking (which also helps recharge the batteries) is excellent, so I never found myself in too much trouble.
There may be people who need this kind of vehicle, but the real problem is there are just not that many.
This is a fine SUV. And those last three letters may be its downfall.
Automotive consumers are begging for high-mileage cars and crossovers, not better-performing large SUVs. There is a market for this vehicle, and those few customers will be pleased with it. But it's not going to be enough to pull Chrysler out of its current tailspin. The sooner Chrysler adopts its hybrid technology into Dodge Chargers, Avengers and Calibers, the better.
When you consider price, performance and capabilities, this is the best large hybrid SUV on the road. But for most people, who really needs it?

harold zeigler