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Dodge engineers trying to shoehorn Pentastar into Dart?

The fact that the Dart's launch has been a pretty dismal affair isn't what we'd call secret. Judging by its mounting inventories and poor critical reception, Dodge's successor to its unloved Caliber has struggled since it hit the market. And while both of those are difficult problems to address, at least their cause is well known - the powertrain.
Even Fiat-Chrysler CEO Sergio Marchionne has acknowledged that the powertrain options in the Dart are substandard, admitting at January's Detroit Auto Show that the powertrains are "less than ideal." Leading with the 1.4-liter turbocharged four-cylinder found in the Fiat 500 Abarth left a bad taste in the mouths of consumers thanks to the laggy engine and dead throttle response (to say nothing of the manual and dual-clutch gearboxes that needed more refinement). The addition of the 184-horsepower 2.4-liter Tigershark in the Dart GT has helped matters some, but apparently Auburn Hills doesn't think it's quite enough.
If rumors are to be believed - get that salt ready - a possible solution may be in the works. A report from Allpar is claiming that Dodge is considering fitting a Pentastar V6 into the Dart's engine bay. As the Mopar-obsessed website points out, the critically acclaimed Pentastar is available in three different sizes - 3.0 liters, 3.2 liters and the original 3.6 liters. We don't get the 3.0 here in the US, but the 3.2 can be found in the new Jeep Cherokee and the 3.6 has been seemingly fitted to every model Chrysler can shoehorn it into.

Consumer Reports says Ram 1500 tops fuel economy fight [w/video]

Consumer Reports takes its independent vehicle testing procedures seriously. In an era when we have to question the EPA's official ratings thanks to recent re-evaluations from Ford and Hyundai, an independent voice is important. So, when CR says something is the best, it's worth paying attention to. The Ram 1500 EcoDiesel has "about the same fuel-economy numbers that we typically see in a midsized SUV." – Jake Fisher In this case, CR took a look at the fuel economy of the 2014 Ram 1500 EcoDiesel and found that it came out on top of the fullsize pickup truck pack. The Ram did so with 20 miles per gallon overall and 27 mpg on the highway. CR gave the truck a total road test score of 82. The EPA says that the EcoDiesel 1500 gets 28 mpg on the highway, 20 mpg city and 23 mpg combined. Comparing official EPA numbers, the Ram is also the best among trucks in its class. It's nice when people agree on something. As we know from first-hand, long-distance experience, you can push the 1500 EcoDiesel to 38 mpg. CR found in its own testing that the truck had, "about the same fuel-economy numbers that we typically see in a midsized SUV," said Jake Fisher, CR's director of automotive testing, in a statement. Speaking of midsized SUVs, CR also announced this week that the new Toyota Highlander Hybrid got the top spot in CR's ratings in that category. CR liked pretty much everything about the SUV, saying that the "transitions between electric power and the gas engine are seamless" and that, "the new Highlander also handles better, with a steadier ride and reduced body lean in corners." You can find more at the CR website, in the October print issue of Consumer Reports or in the video and press release below. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. RAM ECODIESEL 1500 TOPS CONSUMER REPORTS FULL-SIZE PICKUP TRUCK RATINGS Redesigned Toyota Highlander Hybrid Climbs to Top of Midsized SUV List Yonkers, N.Y.- The Ram 1500 EcoDiesel climbed to the top of Consumer Reports' full-size pickup truck ratings with an impressive performance in the organization's fuel economy tests. The EcoDiesel (82 point overall road test score) turned in a best-in-class fuel economy of 20 mpg overall and 27 mpg on the highway, to help it score better than the previously tested Ram 1500 V8 (81) regular gas version and Chevrolet Silverado 1500 LT (80).

The Dodge Demon isn't the only way to a 10-second quarter mile

The Demon's rear tires smoke, the front tires lift – and in under ten seconds (after having spent $85,000) you've covered a quarter mile. In short, we fully get the attention shown Dodge's SRT Demonstrator. With disruption the operative word of the times, it's good to see a representative of the movement coming from Detroit. The SRT Demon delivers disruption in spades. There is, however, a viable alternative – and it doesn't require getting on the list at your Dodge dealer. If you want to do 0-60 in under three seconds or the quarter mile in around 10, the folks at Honda, Kawasaki, Suzuki and Yamaha – with any of their one-liter superbikes – have you covered. The gestation of what we now know as the superbike came roughly a decade after the debut of the muscle car. It was in the early '70s, as emission and safety regulations – along with rising insurance premiums – decimated the ranks of Detroit's fastest that motorcycle makers found their magical, almost mystical momentum. Honda's CB750 four was arguably the first, followed soon by Kawasaki's Mach III and Z-1. After that, it was Katie-bar-the-door, with more horsepower offered by Japanese OEMs until, invariably, insurance premiums went higher and, during the last recession, 20-somethings couldn't get affordable loans or insurance. Today, Japan's Big Four are once again engaged in a horsepower war, fueled by the rising interest in MotoGP, along with the rising profits available when selling a $20,000 motorcycle. And if that $20,000 - $10K per wheel – seems high, simple math tells you it's less than half of what you'll spend per corner if buying Dodge's Demon. The specs tell the tale. The Demon, fattened by both its flared fenders and a platform dating from the George Bush administration, supports its 4,200+ pounds on a wheelbase of 116 inches. That's in contrast to Suzuki's GSX-R1000 – redesigned for 2017 – which puts its 443 pounds atop a wheelbase of just 56 inches. To maximize its Hemi-supplied 800+ horsepower, Dodge diverts the air conditioning from the Demon's interior to the engine, which makes racing on a summer evening (you guessed it) devilishly hot. On Suzuki's GSX-R1000 – or similarly-equipped superbikes – almost all of the air at 100+ miles per hour is directed at you. To further underscore the differences, know that the GSX-R1000 and its like-minded competition can turn a quick corner, while the Demon is hard-pressed to execute a U-turn at the end of a quarter-mile straightaway.