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Dodge Challenger SRT10 Concept

In a combination of Tornado Red and raw carbon-fibre, the Challenger SRT10 Concept boasts an 8.4-litre all-aluminium V10 engine with 447kW and 758Nm lifted straight from the Dodge Viper.

The Challenger SRT10 also adds upgraded brakes, Bilstein shocks and a nostalgic ’shaker’ hood which pays homage to the 1970 HEMI Cuda as well as feeding the V10 engine with fresh air.

The interior boasts sports seats and carbon-fibre accents and a red engine start push-button in the dash.

Whilst only officially a concept, it takes no stretch of the mind to see Dodge putting this model into limited production.

Dodge Challenger Blacktop

The menacing Challenger Blacktop began life as a regular Challenger R/T equipped with a 5.7-litre HEMI V8 engine mated to a 6-speed manual transmission.

Mopar Underground has added unique spoilers and front diffuser along with a striking black-on-black colour scheme and massive 22-inch Dodge Viper wheels.

The engine has been improved with several Mopar additions including a cat back dual-exhaust and cold air intake to help the HEMI breathe.

Mopar coil-overs and a strut tower brace sharpen the handling which complements the under hood performance enhancements.

The interior features Katzkin leather seating finished in bright red plus a Mopar Kicker audio system for premium sound.

Dodge Challenger Targa

This full blown competition car started life as a Mopar Challenger drag race package car, with even more enhancements added from the Dodge Viper - most notably the snakeskin green paint scheme.

A Mopar chin spoiler keeps the front end planted while the bonnet scoop feeds the 402kW and 663Nm 392 HEMI V8 crate motor which is mated to a modified version of the factory six-speed manual gearbox.

The Stop-Tech brake package consists of six-piston callipers up front and four-pot callipers down back clamping onto 380mm and 355mm rotors respectively.

The race suspension developed by KW has been lifted from Dodge’s fastest production model, the Viper ACR.

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Elshoff also said that although construction work was continuing on the plant today, he could not speculate as to whether any further work would continue in to the future.

Under the partnership, Chrysler would have seen 700,000 transmissions build in the Indiana plant annually with some 1,200 staff employed at the $350 million dollar factory.

The lawsuit indicated that Getrag had sought to secure the money required to build the plant from German banks on the proviso that the money was guaranteed by the German government. Chrysler argues that it should have been informed of that condition before it signed off on the definitive agreement.

As it turned out the German government would only guarantee the debt if Chrysler set up a $300 million escrow account to assure repayment. It is alleged Chrysler was awarded favour as Getrag “did not make a good faith effort to get the money”.

There is no word on how this will effect supply of the transmission in Australian Chrysler Group vehicles at this stage. We’ll endeavour to keep you posted.

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By doing away with the torque converter and using two submersed multi-plate clutches (launch and shift) the lay shafts are allowed to operate simultaneously which translates to faster, smoother shifts. Simply put the gears are pre-selected and by opening one clutch and closing the other, there’s no interruption in torque delivery.

The Avenger will be the next in line to receive the dual clutch treatment and is available from $26,990 to $37,990 for the range topping SXT turbo diesel.

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It said that it is well into the development of advanced, production-intent electric vehicles, and that it will apply electric-drive technology to its front-wheel-drive, rear-wheel-drive and body-on-frame four-wheel-drive platforms in the next several years.

At its World Headquarters today, Chrysler revealed its electric-drive prototypes – Dodge EV, Jeep EV and Chrysler EV – and demonstrated the driving performance and capability of each.

“We have a social responsibility to our consumers to deliver environmentally friendly, fuel-efficient, advanced electric vehicles, and our intention is to meet that responsibility quickly and more broadly than any other automobile manufacturer,” said Bob Nardelli, Chairman and CEO – Chrysler LLC.

“The introduction of the Chrysler, Jeep and Dodge electric vehicles provides a glimpse of the very near future, and demonstrates that we are serious and well along in the development of bringing electric vehicles to market.”

The development of Chrysler’s electric vehicles and range-extended electric vehicles is led by ENVI – representing the first four letters of “environmental” – the company’s in-house organisation that was formed to focus on electric-drive production vehicles and related advanced technologies.

The company said the development of electric-drive systems for future Chrysler, Jeep and Dodge vehicles is maturing quickly.

“ENVI was created just over one year ago with the strategic intent to develop electric-drive vehicles quickly for Chrysler, and it is surpassing expectations,” said Tom LaSorda, Vice Chairman and President – Chrysler LLC.

“With ENVI, Chrysler is developing technology to bring electric vehicles and extremely fuel-efficient range-extended electric vehicles to market.”

The Dodge EV development electric vehicle is a two-passenger, rear-wheel-drive sports car that marries high performance with zero tailpipe emissions.

“The Dodge EV sets a new standard for what can be expected in electric-drive vehicles,” said Lou Rhodes, Vice President – Advance Vehicle Engineering, and President – ENVI.

“The electric-vehicle technology enables a fun-to-drive performance sports car and helps redefine the vision of an environmentally responsible vehicle for the Dodge brand.”

The electric-drive system consists of three primary components: a 200kW electric motor, an advanced lithium-ion battery and an integrated power controller.

The 200kW electric-drive motor generates 650 Nm of torque. The instant high torque of the electric-drive motor delivers outstanding performance, accelerating the Dodge EV to 100km/h in less than five seconds, with 400 metre times of 13 seconds.

The Dodge EV has a top speed of more than 210km/h.

The Jeep EV development vehicle is a range-extended electric vehicle that provides a glimpse into the future of a “Go Anywhere, Do Anything” vehicle with renowned Jeep Wrangler capability.

The Jeep EV combines Wrangler’s unmatched off-road capability with the ultimate “Tread Lightly” mindset by providing nature ambassadors with the ability to roam the planet and take care of it at the same time.

The Jeep EV range-extended electric vehicle uses an electric motor, an advanced lithium-ion battery system, and a small petrol engine with an integrated electric generator to produce additional energy to power the electric-drive system when needed.

The 200kW electric motor generates 400Nm of torque. With approximately 36 litres of petrol, the Jeep EV has a range of 644 kilometres, including 64 kilometres of zero fuel-consumption, zero-emissions, all-electric operation.

“We are also exploring four-wheel-drive, in-wheel electric motors to demonstrate the full reach of ENVI’s advanced electric-drive technologies,” said Mr Rhodes.

The Chrysler EV development vehicle is a range-extended electric vehicle that demonstrates another possible application of ENVI electric-drive technology in the segment-leading Chrysler Town & Country, known in Australia as Chrysler Grand Voyager.

“With the Chrysler EV, we are able to blend seven-passenger capability and the luxury of the Chrysler Town & Country minivan with electric-drive technology, demonstrating family practicality with zero compromise,” said Mr Rhodes.

“ENVI’s electric-drive development vehicles showcase our accelerated application of electric-drive systems into a wide range of vehicles in Chrysler’s future product portfolio.”

The Chrysler EV combines the electric-drive components of an electric vehicle with an integrated small-displacement engine and generator to produce additional electricity to power the electric-drive system when needed.

This provides all of the positive attributes of an electric vehicle and extends the driving range to be equivalent to today’s petrol-powered vehicles – without compromises.

The Chrysler EV uses a 190kW motor, producing 350Nm of torque, providing 0-to-100km/h acceleration in approximately nine seconds. The Chrysler EV range-extended electric vehicle can drive 64 kilometres on all-electric power, and boasts a range of 644 kilometres on approximately 36 litres of petrol.

Chrysler says this makes the Chrysler EV the perfect fuel-efficient family vehicle.

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Chrysler Australia Managing Director, Gerry Jenkins, was being a bit coy about sales numbers at today’s launch but admitted he expect at least 100 a month from the seven-seater that will be classified as a People Mover in Australia.

The Journey is called a crossover-SUV in other countries, including its home in the USA, but that’s because those markets also get a four-wheel drive version.

In Australia the Journey will be restricted to just two-wheel drive, but to be frank that’s no great concern as most people who buy it will never take it anywhere they are likely to need more than two driven wheels.

Mr Jenkins said the all-new Dodge Journey was engineered to meet life’s changing demands by offering a unique combination of versatility and flexibility in a sporty design package.

He added that it took on the practicality of a people mover, the flexibility of an SUV and the overall efficiency of a passenger car.

“Active life styler’s expectations will be exceeded with so many user friendly amenities on the all-new Dodge Journey.”

“This is a unique vehicle that will appeal to a crowd of consumers who want a reasonably priced, fuel efficient vehicle with seven seats today - not tomorrow.”

Mr Jenkins said the power-train choices for Dodge Journey have Australian customers in mind - a 2.7-litre V6 petrol engine linked to a six-speed automatic transmission, which is standard across the range.

Also on offer is a 2.0-litre turbo diesel engine, sourced from Volkswagen, that’s matched to a Chrysler-Getrag produced six-speed, dual-clutch automatic transmission.

“Offering Journey to the Australian market was an easy decision - seven seats, six airbags, ESP, automatic transmission and Dodge good looks are all standard across the range,” said Mr Jenkins.

Clever, flexible seating and storage combinations include standard seven-passenger seating with spacious cargo room and all the safety equipment consumers expect from Dodge. Spacious storage bins, hidden in the floor and under the front passenger seat cushion, combined with two fuel-efficient power-train options, make Dodge Journey flexible and functional.

The Journey features two engine and transaxle combinations that are aimed at meeting the needs of a diverse group of buyers. These include a quite fuel -efficient and powerful 2.0-litre turbo diesel engine – sourced from VW, plus Chrysler’s 2.7-litre V6 engine, coupled to a six-speed automatic transaxle.

The 2.0-litre turbo diesel engine is available on the range-topping Journey R/T and Chrysler Australia says it positions the Journey competitively in its class for power, torque, acceleration and fuel economy.

Maximum power is 103kW and peak torque is 310Nm. The 2.0-litre engine achieves fuel consumption ratings of 7.0 L/100km with the all-new six-speed dual-clutch automatic transaxle.

It’s certainly the engine of choice in the Journey and on our 300+ kilometre launch drive we averaged a credible 8.4L/100km.

The diesel engine and dual-clutch gearbox combination could become available in the entry level SXT if there is sufficient demand, according to Chrysler Australia MD, Gerry Jenkins.

Currently the Journey SXT and R/T arrive with a 2.7-litre, V6 engine as standard. The 2.7-litre engine comes coupled with a six-speed automatic transaxle, and produces 136kW and 256Nm of torque.

The 2.7-litre petrol engine delivers useful performance and a fuel consumption rating of 10.3 L/100km (combined), which was close to what we achieved on our introductory drive.

Storing things “under the front seat” takes on an entirely new meaning thanks to the Dodge’s innovative Flip ’N Stow in-seat storage. The front-passenger seat cushion is hinged and, when flipped forward, reveals a bin that is large enough to store a purse, umbrella, PDA or MP3 Player when the seat cushion is down.

The Dodge Journey rear doors open 90 degrees, making it easier for people to get in and out of the second row and gain access to the available third-row seat.

The Journey also features stadium seating, which gives passengers in the second and third row the ability to see outside the vehicle, which is especially helpful for keeping young passengers entertained on long drives. The second-row is 40 millimetres higher than the first row. The available third row sits another 17 millimetres higher than the second row and 57 millimetres higher than the first-row seats.

Located in the floor behind the front-row seats are two standard under-floor storage bins that are designed to hold drinks plus ice or other items, conveniently out of sight.

For added convenience, the bins feature latching lids and removable, washable liners, so they are easy to clean. The second row also slides rearward 60 millimetres, for 120 millimetres of total seat travel, providing extra legroom for taller passengers.

The available third-row seat is easy to operate and get into thanks to Dodge’s Tilt ’N Slide second-row seats.

With the push of a single lever on the side of the seat back, seat cushions easily fold upward and the seat slides forward. The 50/50-split-folding third-row seat provides enough room for two passengers on an as-needed basis and the seatback reclines six degrees to make the ride even more comfortable.

A rear in-floor hidden storage bin located behind the third-row seat is standard on all models.

The Dodge Journey also features two types of seat upholstery, Chrysler’s ‘YES essentials’ stain-resistant, odour-resistant, anti-static seat fabric is standard on the SXT, while leather trim is standard on R/T models.

At the media launch Chrysler made much of the fact that it was the first non-European carmaker to offer dual-clutch technology, which it sees as providing much improved fuel efficiency and light overall weight, both commendable features in any vehicle, and especially one that weighs in at over 1700kgs.

Interestingly the Journey is larger than both the Ford Territory and the Toyota Kluger and is just a little shorter than Holden’s new Commodore Sportwagon.

Chrysler Australia definitely sees the Journey as a competitor to both the Territory and the Kluger.

So what’s it like? Well there’s still that impression that the American’s have yet to discover the tactile interior finishes that the rest of the world has known for a long time but the improvement is very noticeable.

The trim and quality of fit and finish is a major step up for a US product, although the Journey is actually built in Mexico, and the R/T in particular looks very stylish with attractive chrome bezels on the audio and air-conditioning elements of the centre console.

The R/T we drove also featured the latest version of Chrysler’s MyGIG entertainment system, which now features a 30-gigabyte hard-drive plus Bluetooth phone connectivity, IPod integration and 360-watt Infinity audio system.

On the road the petrol-engine SXT we drove was quiet and refined in its ride and handling, which unfortunately only served to highlight the slightly thrashy nature of the V6 engine’s operation.

It struggles when presented with hills and immediately wants to drop down a gear and start revving to keep the Journey up to speed.

In the diesel engine R/T there was no such problem and the additional torque of the engine meant it cruised along happily in top gear, without the need to hunt for lower ratios unless the inclines were substantial.

Even then it was a strong pull from the diesel that meant the overall progress was a much quieter affair and we’d have to say that this combination is the preferred option.

The dual-clutch gearbox is a very smooth operator that gives the feel of an automatic, rather than the automated-manual feel that Australia’s have become accustomed to from the likes of VW’s similar DSG gearbox.

That said it is refined and pleasant to use and works well.

Overall the Dodge Journey is a well priced and well presented addition to the family vehicle market in Australia and we would think it should be on the shopping list of anyone looking for a multi-purpose family orientated mode of transport.

Model line-up
Dodge Journey SXT - 2.7L petrol V6 and six-speed automatic
Dodge Journey R/T - 2.7L petrol V6 and six-speed automatic
Dodge Journey R/T CRD - 2.0L turbo diesel and DCT six-speed auto-manual

Options
MyGIG Entertainment system $3250
Power sunroof $2000
Second row video screen $1500
Rear park assist $400
Premium paint $300
Sunscreen glass (SXT only) $300

Pricing
Dodge Journey SXT $36,990
Dodge Journey R/T $41,990
Dodge Journey R/T CRD $46,990

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The first drag-race, factory-prepped package car built in 40 years by Dodge, will only be available in limited production numbers of 100, but before you reach for your cheque book and plastic car bubble, Dodge/Mopar have specified that buyers have “a current Competition Licence or sanctioning body affiliation prior to ordering their vehicle”. If that’s not hard enough “the buyer is encouraged to have the Challenger Drag Pak vehicle in competition within a reasonable amount of time.”

If only HSV had a similar stipulation that ensured the W427’s weren’t all locked away!

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The Viper ACR used in the record breaking lap was completely standard except for a Racetech seat with a six-point race harness for added safety.

However those familiar with the Viper ACR will know ’stock’ is a term used very loosely when associated with this absolute weapon which treats the phrase “road-going” as a challenge in engineering limits.

Especially when the box marked ‘Hard Core Package’ is ticked - a no cost option which cuts almost 20kg off the curb weight.

Only about 10 percent of ACR buyers are insane enough to tick this box, blatantly boasting they think the car isn’t fast enough. It deletes the audio system, trunk carpet, rear cabin sound insulation, tire inflator kit, hood insulator, and steel battery cover.

Coronel’s first two laps were far from promising - a 7:42 and 7:35, until you realise it was his first time behind the wheel of the Viper ACR.

Coronel’s feedback from his first two laps led engineers to stiffen the front dampers for both compression and rebound and the rear dampers for compression.

The adjustable rear wing was also slightly revised while the front splitter stayed at its initial setting as did the ride height - told you this was no ordinary car.

Source: MotorTrend Photography: Charlie Magee

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CGA says the dual-clutch transmission, developed in conjunction with gearbox maker Getrag, will provide consumers a fuel economy improvement and CO2 emissions reduction of six percent.
Frank Klegon, Executive Vice President – Product Development, said: “Chrysler’s new dual-clutch transmission is the next step in transmission technology, offering consumers improved fuel economy along with smoother and quicker shifting.”
“This important technology is one of several initiatives we have in place to directly focus on improving fuel efficiency across our vehicle line-up.
Chrysler says its dual-clutch transmission technology improves fuel economy and CO2 emissions by reducing parasitic losses—first, by eliminating the torque converter, and second, through the use of synchronizers instead of shift clutches.
In its first Chrysler LLC vehicle applications, the new dual-clutch transmission will debut in international markets on the all-new 2008 Dodge Journey when mated to the turbo diesel variant.

Originally developed by Volkswagen, which calls its DSG, the dual-clutch transmission is an automatic transmission which utilises dual launch and shift clutches with a manual transmission style lay-shaft gear arrangement, instead of a conventional torque converter and planetary gears.
During shifts, the next gear is anticipated and pre-selected. Then one clutch is opened while the other is closed, allowing shifting without torque interruption. The result is quicker acceleration and refined shift quality. Further, with the lay-shaft arrangement of gears, there is increased flexibility to optimise gear ratio selection for performance and fuel economy.
The Chrysler/Getrag version of the dual-clutch transmission does not require a torque converter to transfer engine torque to the transmission. Instead, it uses two wet multi-plate clutches. With the wet multi-plate clutch system, the clutch components are bathed in lubricating/cooling fluid in order to provide adequate thermal capacity.
The wet multi-plate clutch system uses hydraulic pressure to actuate the clutches and provide for gear selection.
With this system, the power flow from the engine to the transmission is not interrupted during a shift, resulting in a power-on shift.
This means that there is less torque disturbance than a conventional planetary automatic transmission with torque converter.
Also, by eliminating the torque converter and reducing the number of shift clutches, parasitic losses are reduced leading to improved fuel economy.

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Upon first glance it could be mistaken for a piece of military equipment capable of running over small houses. On second glance though, rubber tyres and a chrome grille slot it into the category of SUV.

There is literally a large step to get to the driver’s seat, where a commanding position is then taken. The bonnet seems like it goes on forever, making the front corners of the bonnet easy to see. The driver’s seat is comfortable and offers a relaxing position for long drives.

The interior – much like most American cars – is seemingly made entirely of plastic. I couldn’t believe the degree of plastics used in the Dodge Caliber I drove last year. Although the Nitro has a lot of plastic in use too, it’s not as bad as the Caliber, but on the same token, is not at a level I would call acceptable for a ~$40,000 car.

I test drove the Nitro SXT CRD, under the bonnet a Mercedes-Benz sourced diesel motor and gearbox powers the Nitro. Nail the throttle and after a short stint of turbo lag, a torrent of torque hits, propelling the military vehicle lookalike with pace. The diesel motor produces 130kW and a massive 460Nm of torque, sipping through just 9.4l/100km, not bad for such a big car. Power is sent through a 5-speed automatic gearbox.

Although the acceleration on tap is plenty, the Nitro doesn’t handle – at all. Throw the Nitro around a bit and a feeling of insecurity is instantly felt. Body roll, a lack of steering response and spongy brakes culminate to a less than pleasing driving experience. Although the body roll is acceptable for an SUV, it doesn’t make the Nitro a car that can be used in all situations, which is the purpose of an SUV.

In terms of 4WD equipment, the Nitro has a switchable 4WD mode which has the ability to redirect power from the rear wheels when it senses slippage. With the massive plastic overhangs both front and rear, I didn’t bother trying the Nitro in any off-road situations, due to the fear of breaking off bumper bars and the like.

The passenger cabin is well equipped. A big sound system with auxiliary input and MP3 compatibility, along with full electrics (windows and mirrors) headline the features list. Rear leg room is acceptable, but adults may find room width-wise somewhat limited. The window size is quite rectangular and small, some passengers complained of a sense of claustrophobia.

Priced from $36,990, the Nitro is available in both petrol and diesel models, the latter of which is more expensive. The range includes the SX and SXT. The SXT CRD being test driven is available from $43,490. Safety features include: ESP (Electronic Stability Control) with ABS; tyre pressure monitoring; driver and passenger airbags and side airbags with roll sensing technology.

Despite the masses of plastic in the cabin and the questionable handling, the Dodge Nitro is a decent addition to the SUV market. The boxy American styling is appealing to some and certainly gets the attention of most. The impressive fuel consumption places the diesel model as my pick of the Nitros, and if the styling is something that tickles your fancy, the Nitro is a good purchase option.

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2008 Dodge Nitro SXT CRD Specifications

Engine: 2.8-litre
Power: 130kW
Torque: 460Nm
Top speed: 182km/h
Safety: Electronic stability control- front air bags - side airbags - front seatbelt pre-tensioners and load limiters.
0-100km/h: 10.8-seconds
EuroNCAP rating: N/A
Turning circle: 11.1m
Fuel tank: 70 litres
Fuel consumption : 9.4-litres/100km
Fuel type: Diesel

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