Of the many hurtful similes one can hurl at a vehicle, few are more insidious than drawing design or driving parallels to the oft-maligned American sedan. Thanks to the dark days of the ’70s and ’80s, once proud nameplates like Imperial, Impala and Galaxie were either completely forgotten or bastardized into models with about as much personality as a tube sock. Whether you blame it on oil prices, safety standards or the popularity of disco and cocaine, there’s no denying that the domestic four-door suffered a major fall from grace.
Now, General Motors, Ford and Chrysler are all fighting tooth and nail to establish their products as capable of besting metal from Japan, Germany and Korea. While that’s largely translated into a fleet of mid-sized sedans with soap-bar aesthetics and front-wheel-drive architectures, the 2011 Chrysler 300 is hell-bent on continuing to buck that trend.
With its rear-wheel-drive configuration and stylish lines, the four-door strives to draw connections to the Pentastar’s more successful past – to an era long before corporate take-overs and the K-car. Is it successful?
When the 300 first bowed in 2005, it brought a new-found element of menacing appeal to the full-size segment thanks to its high shoulder line, chopped roof and vertical grille. The design may have borrowed more than a few cues from the Bentley stable, but buyers were more than happy to embrace the high-dollar association. For 2011, Chrysler insists the 300 is all-new from tires to taillights, though much of that same look has held on for the new generation. The company’s designers have given the big beast a more mature nose with LED-trimmed projection headlamps, touches of chrome and a more subdued grille.
From the profile view, it’s difficult to discern the new-generation 300 from its predecessor, though careful examination will reveal more pronounced fender arches fore and aft, as well as new detailing behind the rear wheel. The tail of the sedan has received much more aggressive updating, with a new valance that integrates smoothly into the upper and lower portions of the 300’s posterior, allowing for muscular-looking exhaust outlets – even on our V6 tester. The LED taillights are both bright and beautiful at night, and although we don’t mind the chrome detailing on the lamps themselves, the shiny trim along the trunk sill is a bit much.
While the 2011 Chrysler 300 may still wear its older sibling’s hand-me-down skirt outside, its cockpit has benefited fully from the Pentastar’s interior renaissance. A single piece, soft-touch dash stretches between both A-pillars and integrates flawlessly with the front door panels. Compared to the clunky center stack and cheap plastics of the old machine, the new cabin has been improved by several orders of magnitude. The centerpiece of the dash is the same 8.4-inch LCD touchscreen interface found elsewhere in the Chrysler lineup. As massive as it is quick, the new piece of kit puts most other infotainment systems to shame, at least in the graphics department.
The interface is a little cumbersome when it comes to actually managing mobile media players, but climate, radio and navigation settings are intuitive and blisteringly quick.
In addition, the driver is treated to attractive and easy-to-read gauges highlighted by bright blue accent lighting. These pieces do much to give the cabin a much classier look compared to the white-faced gauges found on the previous generation. A new, well-sculpted leather-wrapped steering wheel has has replaced the chunky tiller of old.
Our tester arrived with black cloth seats that must have been lifted straight from the Lay-Z-Boy factory. The front buckets are ludicrously huge and envelop passengers in a loving embrace of foam and high-quality cloth that’s perfect for a vehicle of this size. The rear seats afford the kind of space that only a full-size sedan can deliver, too. For quick trips, there’s ample room for three full-grown adults on the back bench.
The trunk offers up a cavernous 16.3 cubic feet of cargo room, which means that there’s enough storage area for everyone’s luggage should you decide to pack the family in for a trip cross-country.
We were fortunate enough to sample the 2011 Chrysler 300 with the base 3.6-liter Pentastar V6 behind its headlights. In this application, the engine delivers 292 horsepower and 260 pound-feet of torque and is mated to the same old five-speed automatic transmission found in the previous-generation model. According to the EPA, the 300 should see 18 miles per gallon in the city and 27 mpg highway, which fits pretty closely with the 23 mpg we saw over five days of mixed driving.
Despite the fact that the new six-cylinder weighs in with 70 fewer ponies and 134 fewer pound-feet of torque than the optional 5.7-liter V8, the V6-equipped 300 never really seems out of breath. In fact, the V6 feels pretty quick on the way to 60 miles per hour, though its torque deficit is readily apparent. As we’ve found in other applications, this Pentastar engine is happy to rev, making the majority of its power at a high 6,350 rpm. For buyers used to the early-pull of the big V8, the V6 may take some getting used to. Even so, after a week with the vehicle, we’d have a hard time paying more for the bigger displacement mill.
Unfortunately, the 3.6-liter engine is handicapped by its aging five-speed automatic transmission. We’ve rarely taken issue with the gearbox when paired with the larger 5.7-liter V8, but in this application, the automatic seemed easily confused. That was especially true under hard-acceleration passes as it struggled to drop a gear or two to put the engine in its lofty power sweet spot. We can’t wait for Chrysler to grace this engine with its upcoming new generation of eight-speed transmissions.
Chrysler describes the redesigned suspension at work in the 300 as built for grand touring duty, which is surprisingly accurate for PR-speak. While clearly engineered to consume mile after mile of interstate asphalt, the springs and dampers do a stand-up job under more athletic driving circumstances. There is some body roll, to be sure, but it doesn’t translate into traditional understeer as readily. Really get the V6 singing in its upper octaves and saw on the wheel, and you’ll actually be rewarded with some rotation before the traction control quietly steps in to contain the chaos. This beast drives incredibly well for its size.
Unfortunately, the 2011 300 is cursed with comically light steering. That beautiful leather-wrapped wheel seems to be only casually associated with hardworking hardware out front, and as a result, piloting the vehicle takes some adjustment. Trying to command the big sedan through aggressive maneuvers is like attempting to pluck a stuffed animal from one of those infuriating claw games. Despite being able to see what needs to happen, you’re constantly flummoxed by a layer of machinery seemingly designed to misinterpret your every input.
The good news is that the vehicle’s brakes don’t suffer from the same impotence. Despite the fact that the 300 weighs in at 3,961 pounds, its 12.6-inch vented rotors up front and 12.6-inch solid rotors out back do an outstanding job of bringing the beast down from speed.
Chrysler has really done its homework in the noise, vibration and harshness department, too. The 2011 300 is quiet at most sane speeds and there’s very little engine vibration at idle. The single-piece piece dash has done away with any squeaks and rattles that could arise from plastic-on-plastic action, and the result is a cabin that could allow eight hours of driving in a day to be comfortably covered without making you want to guillotine yourself with the auto-up driver’s window.
But there are still a few ghosts of Chrysler past bumping around the big sedan. While the interior fit and finish is top notch, it’s apparent that the company could still use some work in the detail department outside. Our tester wore an excess of structural adhesive along the trunk rail (see it here) that looks to have been haphazardly slathered on. To us, it’s the kind of “good enough” thinking that got Chrysler into its most recent Chapter 11 mess.
At the end of the day, the 2011 Chrysler 300 is a vehicle you can’t help but want to drive. It looks as good as it feels, offers decent fuel economy for a full-size and won’t break the bank. Prices get going at $27,170, not including the $825 destination fee. That figure is fairly close to what our tester commanded, and includes niceties like the big LCD screen and Uconnect telematics system.
Unfortunately, nearly $28,000 is a lot of money to pay for a thirsty sedan these days. As vehicles like the Honda Accord and Volkswagen Passat grow to full-size territory, buyers may be less inclined to shop bigger. That’s especially true as fuel prices continue to creep up. While the ballyhooed eight-speed automatic transmission that’s coming to Chrysler will likely increase the Pentastar’s fuel economy, the engine will never be able to effectively lock horns with the four-cylinder, diesel and hybrid options available in the mid-size segment.
Still, as with most of the vehicles crafted from the Chrysler renaissance, the 2011 300 is yet another big step in the right direction. It ought to be a giant leap when we can finally get our hands on the SRT8 version.
[Source: autoblog]
The 2013 Chevrolet Malibu will be unveiled on Monday at the Shanghai Motor Show. General Motors is expectedly making a big deal of the event, and started dropping teasers a couple weeks back. Those were followed by a full-on, high-resolution pic of the Malibu in red on Thursday. And now? Another picture of the China-spec car in blue. Since it’s static, we get a clean look at the new Malibu’s wheels and a better idea of the car’s profile
If you feel like you’re already overstuffed on the 2013 Malibu, try to save some room for the main course, which comes in the form of the sedan’s official debut in Shanghai.
[Source: GM via EGM Car Tech]
The Stage 3 has always been the flagship of Roush’s modified Ford Mustang stable, and the supercharged pony car is making a return for 2012 with a new RS3 moniker. With 540 horsepower and 465 pound-feet of torque on tap, the Stage 3 replaces the 5XR as Roush’s most powerful offering.
Along with the extra power, the RS3 comes with a new graphics package that is available in six stripe colors and six accent colors, making for 288 color combinations. You can use Roush’s new online configurator to see what colors like Luminescent Lime and Red-Blooded American look on the car and add optional items like the 20-inch Hyper Black wheels and rear three-quarter window louvers. The 2012 RS3 Mustang starts at $59,945 and comes standard with a 3-year/36,000 mile warranty.
[Source: Roush]
PRESS RELEASE:
Livonia, Mich. (April 14th, 2011) – DETROIT MUSCLE | REDEFINED is the vision that sets the direction for the design team at ROUSH® Performance this year. The ROUSH brand has long been synonymous with high horsepower, performance handling and an aggressive body style. And, for the 2012 Mustang model year, ROUSH is introducing some game-changing enhancements that will “Redefine” their heritage of high performance and stylish appearance.
ROUSH Performance proudly introduces the new 2012 ROUSH Stage 3™ performance Mustang. The 5.0L 4-valve DOHC TiVCT power-plant has received clearance for takeoff with the addition of the R2300 ROUSHcharger, forcefeeding up to 12psi of inter-cooled energy to the already robust Coyote engine. The ROUSHcharger® supercharger induction system increases the base horsepower from 412HP to an impressive 540HP and 465 ft/lbs of torque. To enjoy the ride, ROUSH Stage 3 (RS3) vehicle owners enjoy peace of mind with ROUSH’s 3 year/36,000 mile power train warranty.
The 2012 RS3 takes to the streets with an all new graphics and appearance package. ROUSH Performance is now offering a wide palette of color options for the RS3’s appearance and curb appeal. This allows for personal customization of three different aesthetic elements of the car 8 choices for the base vehicle color, 6 stripe colors, and 6 stripe accent colors. Together, these options offer an impressive 288 unique color combinations.
“In addition to the powerful ROUSH power train and tuned suspension, we’re really excited about the new graphics and design options,” says Gary Jurick, VP/GM of ROUSH Performance. “The ‘Redefined’ graphics introduce new metallic colors utilizing automotive paint-grade materials. The result is a breathtakingly deep tone to the RS3’s graphics. We’re now providing our ROUSH consumers a very broad spectrum of graphics and color combinations to consider for their 2012 RS3 Mustang.”
To view and interact with the new RS3 paint colors, graphic striping and accent combinations, painted calipers and wheel options visit the all new ROUSH Vehicle Configurator at: http://www.roushperformance.com/2012-stage3-mustang-configurator.shtml
The ROUSHcharged® 2012 RS3 vehicle is currently not available for sale into California and other states requiring CARB emissions standards.
The estimated retail price for the typically equipped 2012 ROUSH Stage 3 Mustang is around $59,945. Actual final retail pricing will vary based on options selected. The RS3 is backed by a 3-year/36,000-mile warranty and is currently available with a 6-speed manual transmission only. The 2012 ROUSH Stage 3 is expected to start appearing on ROUSH Authorized Ford Dealer lots by the end of April 2011.
For more information on the 2012 ROUSH Stage 1, Stage 2 and RS3 vehicles, upgrades and options, retail pricing, and downloadable Hero Cards, please visit: http://www.roushperformance.com/vehicles.shtml
Nobody remembers the 2010 Kia Optima, but just like that, the 2011 model may be the mainstream sedan to beat. While some consumers – the uninformed and brand-bigoted – might remain skeptical, the 2011 Kia Optima is the new benchmark. How could the Optima go from warmed-over also-ran to the segment’s latest front-runner?
The 2011 Kia Optima is at once classy and striking. There’s just enough detailing to keep it interesting without looking gaudy. Kia sent us an Optima EX with standard 17-inch alloy wheels, chrome accents on the door handles, body color mirrors and chrome exhaust tips added to the crisp bodywork. The windshield header’s echo of the “tabbed” grille is the designer’s way of saying “Hey, we thought about this.” Clean and inoffensive, there’s virtually nothing to criticize about the 2011 Optima’s styling.
The nuts and bolts of body assembly appear carefully attended to with tight panel gaps and good fit and finish all around. A stretched-out, long-wheelbase look underscores the increased size over the old Optima, and passenger volume is boosted to 102 cubic feet, near the top of its class. A 15.4-cubic-foot trunk is also larger than several of the Optima’s peers.
On the inside, there’s not as much flair as the outside, perhaps, but the dashboard has a whiff of Saab-ness to it. French stitching, the latest way to say “I’m upscale!” appears on the padded material ringing the instrument panel and center stack. The EX trim level we tested carried the $2,000 Technology Package, which also rolls in the $2,500 Premium Package. All of this translates to a panoramic moonroof and heated and cooled power-adjustable front seats with memory for the driver’s side and heated rear seats. A metal bezel around the shifter and wood trim on the center console and door panels is there to reinforce the message of fancy tailoring. Materials, design and quality are as good or better than anyone else. You’ll have to step up to a luxury brand to find anything better.
Knobs and stalks also feel tight and precise. The big LCD screen, automobiledom’s equivalent of the ostentatious flat screen, is clear and easy to use, but we found it too bright for night driving, even at its minimum illumination setting. Fortunately, the screen is easily switched off to minimize nighttime distraction. We did occasionally hunt for buttons, and even though Bluetooth is standard, there’s no voice command system for anything other than paired phones. Uvo, developed with Microsoft, does offer some voice recognition control and communication and device integration, but it’s rolling out gradually and not offered on Optimas that have navigation like our EX.
The Optima is a mainstream sedan, so ease-of-use is a priority. The chunky leather-wrapped steering wheel is sporty-feeling, even if the electrically-assisted rack and pinion is too light and not much of a talker. With a roomy cabin, the Optima is comfortable front and rear, though the class-leading 44.5 inches of front leg room comes at the expense of rear legroom – at just 34.6 inches, it’s about three inches shy of its segment peers. Rear seat passengers are also shortchanged on shoulder room relative to the rest of the class, though rear headroom isn’t bitten by the raked C pillar like you might expect.
Kia says the 2011 Optima rides on an all-new platform. That’s true, and the underpinnings were co-developed with the all-new Hyundai Sonata. The Optima’s suspension is firmer, giving sharp responses at the expense of some ride comfort. Kia’s modus operandi of stiffly tuned standard suspensions makes even the basic 2011 Optima stern enough over bumps. It’s more supple than some of its overly-harsh siblings that bounce and clunk over bad pavement, capable of tight body control and impact absorption. The multi-link rear and MacPherson strut front setups allow the Optima to corner with discipline. Brakes are firm and easily modulated, as well. The bottom line for drivers is that the 2011 Optima follows orders eagerly and can actually be fun to drive.
The 2.4-liter four-cylinder engine that our EX carried is among the smoothest engines of its type. Its 200 horsepower is made possible by direct injection that also boosts efficiency. A six-speed manual transmission is available in the entry Optima LX trim and a 2.0-liter turbocharged engine can also be had, but not together. Optional turbo aside, the 2.4-liter’s no slouch on its own. Teamed with a smooth-shifting six-speed automatic, this powertrain is quiet and refined, capable of great fuel economy. The EPA estimates you’ll get 24 mpg city and 34 mpg highway. We scored a solid 27 combined.
Perhaps it’s not much of a surprise that the newest mainstream sedan appears to trump all the established players. After all, competitors like the Nissan Altima, Toyota’s evergreen Camry, Ford’s lauded Fusion and the Chevrolet Malibu that debuted to much fanfare are all years-old veterans by now. Refreshes are coming and this battle will wear on. Soon, we’ll know if the 2011 Kia Optima is forged from the right stuff to continue proving the company’s “The Power to Surprise” tagline. For the moment, it’s got what it takes, but our advice would be to not rest on its newfound success. It’s brutal out there.
[Source: autoblog]
