2015 Jeep Renegade: New Vehicle Expected To Be Compact But Still Powerful As A Truck

A Closer Look At The Newest SUV To Hit The Market

 

By Nate Mardukas | September 12, 2014 08:00 AM EDT

The 2015 Jeep Renegade is and is available in two sub-models, the Trailhawk and the Lattitude. One with a 4x4 capability and the other with its all-around performance capability.

With Jeep’s creed of having the best in class vehicles, off-rod capability, convenience and efficiency, the 2015 Jeep Renegade has it all that will surely knock consumer’s feet of the ground with its all-around performance.

In the recently held New York International Auto Show, Mike Manley, President and CEO of Jeep talked how the new 2015 Jeep Renegade would hit and conquer the SUV market – at the same time introducing the new vehicle. Watch the video below.

For the basic specs, the 2015 Jeep Renegade comes with a simple and efficient 1.4L Turbo MultiAir engine or a 2.4L TigerShark MultiAir I-4 engines, which has been a signature for Jeep. It can go up to 2,000 lbs of towing capability with its 4x4 towing equipped DriveTM.

These Jeeps are also equipped with a rock solid full suspension that would definitely give users a smooth ride on the road or even off road.

The inside, meanwhile, packs a punch with its technology driven design that provides a hand-free communication and navigational system equipped with a 7-inch full-color Multiview Display for all your navigation and even entertainment needs. These SUVs have two 12-volt power outlets and one USB port to power up your devices, making it a very modern car that caters to the users’ everyday needs.

Jeep also will make sure that not only the interior and everything under the hood would stand out, but also the exterior and design of the new Jeeps are well taken care of. From the signature Jeep seven slot grille, to the new Renegade glowing colors and signature taillights, Jeep ensures that not only will it outperform competitors but would also turn people’s heads towards the new 2015 Jeep Renegade.

2015 Dodge Challenger SXT Review

2015 Dodge Challenger SXT
SRT Hellcat’s Little Brother

  

By Larry Nutson

Senior Editor, Chicago Bureau Chief

The Auto Channel 

The slightest mention of Dodge Challenger will have anyone who is even loosely connected to the automotive scene think of the supercharged 707HP Challenger SRT Hemi Hellcat.
Well, not every Challenger can be an SRT Hellcat and not every Challenger buyer can step up to the $59,995 price nor can they use the Hellcat’s astonishing performance. The most powerful U.S. car of all time has its rightful place.


Dodge offers eight different Challenger models, three different engines along with two different transmissions to choose from. Additionally, there’s a Challenger SRT available with the aforementioned Hemi Hellcat or a 392 Hemi. The 2015 Challenger is available in eight trim levels (see all specs below review): SXT, SXT Plus, R/T, R/T Plus, R/T Shaker, R/T Plus Shaker, R/T Scat Pack and 392 HEMI Scat Pack Shaker.
SXT and SXT Plus models come with the 305HP 3.6-liter Pentastar V-6 mated to a TorqueFlite eight-speed automatic.

R/T, R/T Plus, R/T Shaker and R/T Plus Shaker get the 375 HP 5.7-liter HEMI V-8 that develops 410 lb.-ft. torque and is mated to either a Tremec six-speed manual or the eight-speed automatic.

The two Scat Pack models have a new 485 HP 6.4-liter HEMI V-8 that develops 475 lb.-ft. torque and can be mated with the Tremec six-speed manual or the eight-speed automatic. These Challenger models can do 0-60 mph in the mid-4 second range with the new TorqueFlite eight-speed automatic transmission and cover the quarter mile in the low-12 second range. Top speed is a very fast 182 miles per hour (mph).

Adding to this model range, the 2015 Dodge Challenger SRT Hellcat features the all-new supercharged 707HP 6.2-liter HEMI. Challenger SRT’s standard 392 HEMI V-8 delivers 485 horsepower and 475 lb.-ft. of peak torque. The TorqueFlite eight-speed automatic transmission is equipped on both new Dodge Challenger SRT models.


   I spent a week driving the little brother in the Challenger family; the V6 powered Challenger SXT. Priced at $26,995 to start, my SXT was also equipped with a $495 Sound Group which begat more watts and more speakers. A $1400 Super Sport Group gave this car 20-inch wheels, 245/45 tires, paddle shifters, performance brakes and a trunk lid spoiler. Throw on a body side stripe for $395 and the $995 8.4 inch touch screen media center with Uconnect access, HD radio and a navigation system, add in the no-choice $995 destination charge and we end up totaled at $31,275.

Now there’s a couple interesting facts to point out on this pony car compared to the other two, namely Mustang and Camaro. The Challenger is a bit larger, built on the same platform as the Charger, and that helps with space. It’s a five-seater, has a large 16.2 cuft trunk, and the rear seat is 60/40 split fold down to make even more cargo room.


The SXT V6 Challenger is by no means a slouch with its 305HP. Chrysler says it does zero to 60 mph in the low 6 seconds. Conveniently, Chrysler provides an on-board performance indicator that saves you from holding a stopwatch and trying to be accurate. Simply scroll the IP display to the 0 to 60 mph timer, come to a stop, wait a bit and then ram the throttle to the floor and the tenths of a second tick off until you hit 60mph. I did a few runs and managed a 6.4 second 0 to 60 time. It’s not an easy and slightly risky feat to pull this off on the expressways of a crowded city, but I will say had I
done a couple more runs I believe I could have knocked off a tenth or two.

On the other end of the spectrum is fuel economy performance. The EPA test ratings for the V6 Challenger SXT are 23 mpg combined, with 19 mpg city and 30 mpg highway. Fill the 18.5 gallon fuel tank and a road trip can be non-stop for 550 miles or so. That is, if you take it easy on the throttle applications. But you will find the throaty exhaust tempting you to be heavy on the gas pedal.

Handling is quite nice on the Challenger with its independent front suspension with high upper “A” arms, coil spring over gas-charged monotube shock absorbers and stabilizer bar, and lateral and diagonal lower links with dual ball joint knuckles. In the rear is a five-link independent with coil springs, gas-charged monotube shock absorbers, stabilizer bar and isolated suspension cradle.



The optional performance brakes on this SXT have 13.6 inch vented rotors and dual piston calipers, which is enough to handle the 3834 pound SXT. Steering is electric powered and I thought feedback to be good and nicely weighted coming back through the well designed sport steering wheel.


 Even though the Challenger has been around since its revival in 2009,
Dodge went more-retro this year with a 1971-inspired design, both inside and out. There’s a new split grille, more pronounced and functional power bulge hood, LED halo headlamps and LED tail lamps. On the inside the all-new interior with 1971-inspired high-sill center console and driver-focused instrument panel is now available in 14 different color and trim selections, including throwback Houndstooth cloth to Ruby Red, Tungsten or Pearl with Black leather performance seats. Houndstooth or hound dog, whatever.

Outward visibility and sight lines are quite good on the Challenger and the interior fit, finish and quality of material is pleasing to both the eye and to the touch. The infotainment and nav systems performed well and were easy to operate.

Dodge didn’t leave out safety on the Challenger. A rear view camera is available as is a new Adaptive cruise control, Blind-spot Monitoring and Rear Cross Path detection as well as Forward Collision Warning.

Dodge says the Challenger is “built by car guys for car guys.” But we know that “guys” is really not gender specific in today’s world and female as well as male car guys will really have fun with a 2015 Challenger.

© Larry Nutson

2014 Ram 1500 EcoDiesel Review - Diesel Makes a Comeback

Stephen Elmer Sep. 04, 2014 www.autoguide.com Photos by Chris Blanchette. Video by Chris Blanchette
 

Conversations over cups of coffee at the local garage have no doubt been dominated by talk of the new Ram EcoDiesel for the past few months. 

 

The return of diesel power to the half-ton pickup truck comes at a time in the truck industry when it seems like if you're not innovating, you are losing sales. Look at the GM half-tons, which have been widely criticized for being too conservative. They have been giving up market share ever since their arrival and Ram has been waiting in the wings to pickup its competitors losses and rightfully so.

Innovation Breeds Success

The Ram 1500 was the first modern half-ton to come with an eight-speed automatic (GM is now following suit and Ford likely isn't far behind), four-corner air suspension and of course, diesel power.

The motor in this truck is a turbocharged 3.0-liter diesel sourced from Italian company VM Motori and the numbers it puts up are exactly what you would expect from a small diesel. It makes just 240 hp at 3,600 RPM, but the real meat is the 420 lb-ft of torque that is accessible at 2,000 RPM. This engine is tied with the Ford 3.5-liter EcoBoost for the title of most powerful V6 engine found in any pickup truck today, at least when it comes to torque. And like the EcoBoost, this is a straight up V8 competitor despite its lack of two cylinders.

Torque Mania

Power from this engine, whether un-laden or under load feels authoritative. Dragging a 6,000-lb trailer feels great with all of the low-end grunt providing ample pulling power. This truck is rated to tow a maximum of 9,200 lbs and it feels like even loaded up to max weight, the motor will be up to the task. Really, only Toyota's 5.7-liter V8 and the 6.2-liter from GM feel as strong as this truck and that makes it a very compelling purchase in the half-ton market because the fuel economy of this engine is far ahead of those two competitors.

Official ratings put the EcoDiesel at 19 MPG in the city, 27 on the highway and 22 MPG combined, and our week with the truck affirmed these numbers, averaging 21 MPG. That is including pulling a trailer and many slogs through city traffic. Unlike some other pickups out there right now, the Ram Ecodiesel promises good fuel economy and actually delivers without needing the driver to stay out of the throttle.
  
It isn't just the engine at work making the Ram EcoDiesel pull weight so well though.The four-corner air suspension helps a great deal with an excellent auto leveling feature that ensures the truck sits as flat as possible, helping to spread the weight around to four corners like an equalizing hitch would. Having eight speeds doesn't hurt either, allowing the low gears to be nice and short, so that the torque is put to the best use possible. The best aspect of this motor also contributes to one of its few low points. It always feels as though there is a tremendous amount of backpressure coming from the engine, which doesn't love to rev very freely. This, of course, is expected of a diesel, but it is so evident in this truck that it might turn you off. If you are looking to conquer on-ramps with quick jumps to highway speeds, get a gas-powered truck.

 

Power and Practicality

Hard work isn't the only area where the Ram excels. Move inside and you find one of the nicest interiors anywhere on the market today. Outfitted in Laramie trim, the cabin is loaded with soft touch materials that give it a sophisticated look. But it isn't just fashion that makes this a great interior, it’s also function.

Just about everywhere there could be a storage spot, Ram found a way to manufacture one. Both the driver and passenger have small cubbies by their air vents for storage and the center console is massive. It’s also separated into two different compartments to help keep your things organized along with a double glove box setup and a small area on the dash for storage as well. As an office, this Ram EcoDiesel functions exceptionally well.

Infotainment is also top notch in this truck. Chrysler's UConnect unit works seamlessly without lag and is easy to understand and operate. Beyond that, the eight-inch screen in the info cluster fitted between the tach and speedo delivers all of the crucial info clearly. There is a simple black background, making it easy to gather all of the info offered with a quick glance.

Noise, vibration and harshness are other concerns with a diesel engine, but the folks at Ram do a splendid job of covering it. At start-up, especially in the cold, the engine can be a bit raucous sounding. Once you get up to speed, it’s hard to notice that this isn't a gas engine. You do lose the 5.7-liter Hemi’s great rumble, but the 3.0-liter diesel sounds good in its own way with bass filled grunts.

Pricing

One of the most important aspects of this truck is the price. To upgrade to the diesel over the base Pentastar V6, you'll have to part ways with $4,500 (including the mandatory transmission upgrade), while a $2,850 premium is needed to get the engine over the V8.

Using official estimates and an average of 15,000 miles driven every year, the EcoDiesel will save its owner $600 a year in fuel over the HEMI, meaning that six years will see this engine pay itself off, at least compared to the big V8. Now, that is using that 22 MPG number on the dot, and often on long stretches of highway, it isn't uncommon to rake in between 25 and 27 mpg, which means that for the driver doing lots of long freeway stretches, this engine is for you.

The Pentastar V6 is also a fuel miser, but doesn't offer anywhere near the torque levels of this truck. The base price of entry for a Diesel Ram is $32,935, not only making it a clear choice in the Ram lineup, but also against the competition.

The Verdict

The return of the diesel engine to the half-ton pickup truck could have been a failure if it wasn't implemented properly, but Ram did it so well that it pushes the bar for the entire segment even higher. With a new Ford F-150 on the way, Ram will be tasked with pushing its innovations further to try and keep on growing its market share and if the current upswing in sales predicts the future, the number three truck brand may not stay in that trailing position for long.