2014 Chrysler 300c Base on 2040-cars

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Fiat Chrysler posts record Q3 profit thanks to U.S. trucks and Jeep

MILAN — A rebound in car production in Fiat Chrysler on Wednesday reported record third-quarter earnings as production returned to nearly pre-pandemic levels. The Italian-American automaker, which is finalizing its full merger with French rival PSA Peugeot, reported a net profit in the three months ending Sept. 30 of $1.4 billion (1.2 billion euros). That compares with a loss of 179 million euros a year earlier. The carmaker reported adjusted earnings before tax and interest in North America of 2.5 billion euros. That offset deepening losses in Europe, Asia and at its Maserati luxury marquee. Latin America, the only other region to post a profit, saw it narrow by two-thirds to 46 million euros. “Our record results were driven by our teamÂ’s tremendous performance in North America,” CEO Mike Manley said in a statement. Overall, the carmaker said global earnings before tax and interest were a record 2.3 billion euros despite a 6% fall in revenues to 26 billion euros. Global shipments were down 3%, due largely to plant retooling in North American to produce the new Jeep Grand Wagoneer in the luxury SUV segment and the discontinuation of the Dodge Grand Caravan classic minivan. Fiat Chrysler announced earlier Wednesday that its merger with PSA Peugeot is on track to be finalized by the end of the first quarter of 2021, as planned. To meet regulatory concerns, the French carmaker is selling a small stake in a components maker to get below 40% ownership. The new automaker, to be called Stellantis, will be the fourth biggest producer in the world. Earnings/Financials Chrysler Dodge Fiat Jeep RAM Citroen Peugeot

2020 Chrysler Pacifica AWD Launch Edition: When it's coming, what it costs

Back when the 2021 Chrysler Pacifica was revealed with new styling, infotainment and all-wheel drive, the company also announced that it would have a limited run of 2020 models with four driven wheels. Those vans are now available for ordering by dealers, and they're only available in one trim, the AWD Launch Edition, priced at $41,735. This is because it's only available on the Touring L trim, which starts at $38,640. This 2020 Pacifica is a sort of blend of the 2020 and 2021 model years. On the outside, it retains the outgoing styling, augmented by the S Appearance package with black grilles, trim and 18-inch alloy wheels. Underneath, it has the 2021 all-wheel drive system, which shuffles torque to wheels with traction, and can disconnect the rear drive axles for efficiency. And it still includes the Stow 'N' Go hideaway seating with the all-wheel drive. The interior is still the same as the outgoing model, continuing to use the 8.4-inch screen with the previous-generation Uconnect 4 rather than the new Uconnect 5. This model gets black leather upholstery with grey contrast stitching. If you're interested in ordering one of these all-wheel-drive 2020 Pacificas or you're just waiting for them to reach dealer lots, they will be delivered in the third quarter of this year. If you're looking for an all-wheel-drive Pacifica with either a lower price or more features, the 2021 model year will offer the drivetrain on more trim levels. Pricing and availability for the 2021 model year has not yet been announced. Related Video:    

Is it time for American carmakers to give up on dual-clutch transmissions? [w/poll]

Last week, in the midst of Detroit's first days seeking relief in Chapter 9 of the bankruptcy code, Automotive News contributor Larry P. Vellequette penned an editorial suggesting that American car companies raise the white flag on dual clutch transmissions and give up on trying to persuade Americans to buy cars fitted with them. Why? Because, Vellequette says, like CVT transmissions, they "just don't sound right or feel right to American drivers." (Note: In the article, it's not clear if Vellequette is arguing against wet-clutch and dry-clutch DCTs or just dry-clutch DCTs, which is what Ford and Chrysler use.) The article goes on to state that Ford and Chrysler have experimented with DCTs and that both consumers and the automotive press haven't exactly given them glowing reviews, despite their quicker shifts and increased fuel efficiency potential compared to torque-converter automatic transmissions.
Autoblog staffers who weighed in on the relevance of DCTs in American cars generally disagreed with the blanket nature of Vellequette's statement that they don't sound or feel right, but admit that their lack of refinement compared to traditional automatics can be an issue for consumers. That's particularly true in workaday cars like the Ford Focus and Dodge Dart, both of which have come in for criticism in reviews and owner surveys. From where we sit, the higher-performance orientation of such transmissions doesn't always meld as well with the marching orders of everyday commuters (particularly if drivers haven't been educated as to the transmission's benefits and tradeoffs), and in models not fitted with paddle shifters, it's particularly hard for drivers to use a DCT to its best advantage.
Finally, we also note that DCT tuning is very much an evolving science. For instance, Autoblog editors who objected to dual-clutch tuning in the Dart have more recently found the technology agreeable in the Fiat 500L. Practice makes perfect - or at least more acceptable.