2014 SRT Viper GTS Arrives at Peters Dodge in Longview, TX

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2014 SRT Viper GTS

“It’s A Viper. It Should Scare Some People.”

I cannot explain the excitement that is felt when the truck rolled into the dealership with this new 2014 SRT Viper GTS. Everything about this car is beautiful and screams PERFORMANCE.

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For more information and to check availability please contact:

Lonnie Newbury
Sales & Leasing Consultant
Peters Chevrolet ● Chrysler ● Jeep ● Dodge ● Ram
Cell: 903-571-1800
Web: www.EastTXCarGuy.com

    

Check out this full review on the Viper courtesy of AutoBlog. HERE I have included some of the highlights below.

After skipping a few model years, the fifth-generation Viper returned at the 2012 New York Auto Show. It debuted not wearing its traditional Dodge badges, instead arriving as part of Chrysler Group’s new performance-oriented SRT (Street and Racing Technology) brand. Previously, the latter was an in-house performance skunkworks for Chrysler products, but the Viper marked SRT’s debut as a standalone marque. And while the new car wasn’t a complete clean-sheet design, it had received major upgrades and lots of lightweight materials, including a cast-magnesium firewall, an aluminum cross-brace under the hood, aluminum doors, and plenty of carbon fiber, including its clamshell hood, roof and decklid. The lighter materials not only made the revised vehicle stronger, it cut nearly 100 pounds off its weight.

Returning under the hood, of course, is the Viper’s signature V10. The all-aluminum, naturally aspirated 8.4-liter engine still features only two valves-per-cylinder and sequential fuel injection – old school – but it uses race-bred forged aluminum pistons, a forged steel crankshaft and a lightweight composite intake. To preserve its on-track performance, engineers fitted it with a swinging pickup in the oil sump to ensure lubrication under racing conditions. Feasting on premium unleaded, the 90-degree engine is now rated at 640 horsepower at 6,200 rpm and 600 pound-feet of torque at 5,000 rpm. An improved Tremec TR6060 six-speed manual gearbox and a GKN ViscoLok speed-sensing limited-slip rear differential sends the power the rear wheels.

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The balance of the Viper’s mechanical specifications includes a suspension setup with cast-aluminum, unequal-length upper and lower control A-arms fitted front and rear, with fixed damping on the standard model. Premium GTS models, however, come fitted with two-mode Bilstein DampTronic shock absorbers as standard equipment. The rack-and-pinion steering continues to use traditional hydraulic assist for maximum feel. Standard brakes include oversized 14-inch ventilated iron brake rotors with four-piston monobloc calipers, but an optional SRT Track Package offers upgraded brakes with lighter StopTech two-piece slotted rotors (iron friction surfaces with aluminum hats). The anti-lock braking system has also been upgraded to utilize four channels, instead of the previous car’s three channels.

As before, the Viper returns with big shoes. The standard wheel/tire package fits five-spoke Rattler 18-inch alloys up front (wearing 295/30ZR18 summer-compound Pirelli P Zero tires) and 19-inch alloys (355/30ZR19 tires) in the rear. Ultra-lightweight multi-spoke Venom-Hyper wheels with sticky race-ready Pirelli P Zero or Corsa tires are on the options list.

 

EastTXCarGuy — 2015 Chevrolet Tahoe Review — Longview, TX

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Chevrolet has introduced its latest full-size Tahoe SUV, and it remains a proper body-on-frame, V-8–powered beast built to handle everything from a rocky trail to towing a large boat, and everything in between. Just like previous Tahoes, the 2015 model rides on a chassis shared with the larger Suburban, as well as the Silverado pickup. Also like the Tahoe that came before it, the new rig’s styling deviates from the Silverado’s, with a sleek new look that conceals an all-new engine, chassis, and up-market cabin.

The Tahoe might seem like a dinosaur in these fuel-conscious days, but it has almost no competition, and thus is quite the profit center for GM. Ford’s slow-selling Expedition, as well as the equally customer-proof Toyota Sequoia and Nissan Armada are its closest threats—and those trucks are only considered “close threats” because they’re roughly the same size as the Tahoe. Last year, the Chevy outsold its next-best-selling competitor, the Expedition, by a margin of nearly two to one. More than five Tahoes were sold last year for every Sequoia Toyota moved, and Chevy cashiered nearly four of the SUVs for every Armada Nissan managed to get rid of. Besides its usefulness as a tool for towing and hauling, the Tahoe also happens to be a popular people shuffler for Americans who like riding tall in the saddle.

Like A Rock Chiseled By the Wind

Not to lean too heavily on Chevrolet’s old “Like a Rock” ad slogan, but the automaker clearly tried to instill the same basic idea in the new Tahoe. A strengthened, fully boxed ladder frame sits beneath a smoother-looking body. The Tahoe still looks chiseled and tough, but the front end is a little rounder for better aerodynamics. The styling is a departure for Chevrolet, with barbed projector-beam headlights reaching into each front fender; overall, the front graphic matches the brand’s corporate look, but it certainly doesn’t mimic the Silverado.

 

The suspension was tuned for a quieter and better-controlled ride, and Chevy claims it delivers better steering and braking feel. If the base setup is anything like the sweet-driving 2014 Silverado’s, we’re inclined to predict Chevy’s claims might just turn out to be true. For the first time, GM’s magnetic ride control adaptive dampers make an appearance on the Tahoe’s options list. An aluminum hood and liftgate are utilized to save weight, but the truck is still quite heavy: Chevrolet quotes the two-wheel-drive Tahoe’s curb weight at 5349 pounds. Adding four-wheel drive tacks a little more than 200 pounds to that figure.

Step inside the Tahoe, and you’re greeted by an all-new interior that’s less trucky than before. The dashboard is far less upright than the Silverado’s (until the most recent-generation Tahoe, the dashboards in both were similar), and features lots of soft contours, stitched leather and vinyl, and flashes of metallic-looking trim. The doors are now inlaid into the bodysides and should result in a quieter interior at speed—the design element was employed on the new Silverado, to good effect. Chevrolet’s latest MyLink infotainment setup, paired with an eight-inch touch screen, is available, as are up to six USB ports and six power outlets (including one 110-volt household-spec outlet) and keyless entry with pushbutton starting. The Tahoe features fold-flat second- and third-row seats, along with an available power-folding feature, for generous cargo space.

A suite of new safety gear also is available, including a front-seat center airbag, forward collision alert, lane-departure warning, lane-change assist, rear cross-traffic alert, and adaptive cruise control. GM’s unique vibrating seat, which works with several of the aforementioned safety-net systems to provide the driver with alerts, also makes an appearance in the new Tahoe. Glass-break, vertical movement, and interior-movement sensors comprise the SUV’s bundle of available anti-theft gear, and, when tripped, some of the sensors can even shut down several control systems to make it “almost impossible” to start or move the truck.

 

EcoTahoe 3

The 2015 Tahoe borrows its new 5.3-liter small-block V-8 engine from the same Ecotec3 family that powers the Silverado. Like Chevy’s full-size pickup equipped with the 5.3, the Tahoe is imbued with 355 horsepower and 383 lb-ft of torque. Power is routed through a six-speed automatic transmission to either the rear wheels or all four with the available four-wheel-drive system.

We’re pretty sure that red-meat-loving Americans who hunt, fish, and tow boats up and down mountains (as well as suburban family shufflers) who want large, capable SUVs also care about fuel economy. To that end, the V-8 also features the same efficiency-boosting technologies, such as direct fuel injection, Active Fuel Management cylinder deactivation, and variable valve timing. Fuel-economy figures have yet to be revealed by the EPA, but they likely will improve over the outgoing model’s (powered by a previous-generation 5.3-liter V-8) 15 mpg in the city and 21 on the highway. No word on whether Chevrolet plans to introduce theSilverado’s base, 4.3-liter V-6 (which shares its basic architecture with the 5.3-liter V-8) to the Tahoe’s engine roster, but the move would presumably offer buyers a more fuel-efficient option than the eight. In the two-wheel-drive Silverado (and GMC Sierra), it boosts fuel economy by 2 mpg in the city and 1 mpg on the highway over the 5.3-liter V-8. Four-wheel-drive models only see a 1-mpg improvement in the city with the six.

Regardless, you won’t have to wait long to evaluate Chevrolet’s changes— The ALL-NEW 2015 Chevrolet Tahoe has started to arrive at Peters Chevrolet in Longview, TX.  Contact Lonnie Newbury to schedule your VIP Test Drive @ 903-291-3361.  

Lonnie Newbury —  Sales & Leasing Consultant —  Peters Chevrolet Chrysler Jeep Dodge Ram —  Longview, TX 

     

Driving Safety Tips: Driving on Snow & Ice

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Driving Safety Tips:  Driving on Snow & Ice        

The best advice for driving in bad winter weather is not to drive at all, if you can avoid it.

Don’t go out until the snow plows and sanding trucks have had a chance to do their work, and allow yourself extra time to reach your destination.

If you must drive in snowy conditions, make sure your car is prepared, and that you know how to handle road conditions.

It’s helpful to practice winter driving techniques in a snowy, open parking lot, so you’re familiar with how your car handles. Consult your owner’s manual for tips specific to your vehicle.

Driving safely on icy roads

  1. Decrease your speed and leave yourself plenty of room to stop. You should allow at least three times more space than usual between you and the car in front of you.
  2. Brake gently to avoid skidding. If your wheels start to lock up, ease off the brake.
  3. Turn on your lights to increase your visibility to other motorists.
  4. Keep your lights and windshield clean.
  5. Use low gears to keep traction, especially on hills.
  6. Don’t use cruise control or overdrive on icy roads.
  7. Be especially careful on bridges, overpasses and infrequently traveled roads, which will freeze first. Even at temperatures above freezing, if the conditions are wet, you might encounter ice in shady areas or on exposed roadways like bridges.
  8. Don’t pass snow plows and sanding trucks. The drivers have limited visibility, and you’re likely to find the road in front of them worse than the road behind.
  9. Don’t assume your vehicle can handle all conditions. Even four-wheel and front-wheel drive vehicles can encounter trouble on winter roads.

If your rear wheels skid…

  1. Take your foot off the accelerator.
  2. Steer in the direction you want the front wheels to go. If your rear wheels are sliding left, steer left. If they’re sliding right, steer right.
  3. If your rear wheels start sliding the other way as you recover, ease the steering wheel toward that side. You might have to steer left and right a few times to get your vehicle completely under control.
  4. If you have standard brakes, pump them gently.
  5. If you have anti-lock brakes (ABS), do not pump the brakes. Apply steady pressure to the brakes. You will feel the brakes pulse — this is normal.

If your front wheels skid…

  1. Take your foot off the gas and shift to neutral, but don’t try to steer immediately.
  2. As the wheels skid sideways, they will slow the vehicle and traction will return. As it does, steer in the direction you want to go. Then put the transmission in “drive” or release the clutch, and accelerate gently.

If you get stuck…

  1. Do not spin your wheels. This will only dig you in deeper.
  2. Turn your wheels from side to side a few times to push snow out of the way.
  3. Use a light touch on the gas, to ease your car out.
  4. Use a shovel to clear snow away from the wheels and the underside of the car.
  5. Pour sand, kitty litter, gravel or salt in the path of the wheels, to help get traction.
  6. Try rocking the vehicle. (Check your owner’s manual first — it can damage the transmission on some vehicles.) Shift from forward to reverse, and back again. Each time you’re in gear, give a light touch on the gas until the vehicle gets going.

Sources: National Safety Council

Have a Great Day & Be Safe!

Lonnie Newbury
Sales & Leasing Consultant
Peters Chevrolet – Chrysler – Jeep – Dodge – Ram
Longivew, TX
(903)291-3361
http://www.easttxcarguy.com/

2014 Ward’s Auto 10-Best Engines Winner: General Motors 2.0L Turbodiesel DOHC I-4

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“There is a myth that Americans never will accept diesels, yet Volkswagen has found fans in the U.S. for decades. GM is aiming to attract this audience with the Cruze turbodiesel. We think it will succeed.”  – | WardsAuto

If there is one thing we’ve learned in 20 years of Ward’s 10 Best Engines testing, it’s that diesels usually meet or exceed their official fuel-economy ratings while hybrid-electric vehicles typically do not.

That was the case last August when we drove the Chevy Cruze turbodiesel 253 miles (407 km) and averaged 46.7 mpg (50 L/100 km) in mostly highway driving. The car’s official highway rating is 46 mpg (5.1 L/100 km).  

The theory was confirmed when seven editors saw an average of 36.5 mpg (6.4 L/100 km) in mixed driving over 446 miles (718 km) during our official testing. Combined fuel economy is rated at 33 mpg (7.1 L/100 km), and even our biggest leadfoot never got below the EPA city rating of 27 mpg (8.7 L/100 km).

And, with 264 lb.-ft. (358 Nm) of torque available at 1,750 rpm and an overboost feature providing 280 lb.-ft. (380 Nm) for short 10-second bursts when needed, the turbodiesel adds an important fun-to-drive factor to the car’s overall likeability. A range of more than 700 miles (1,127 km) per tank is icing on the cake.

No one disputed the engine’s ability to deliver power and economy under all kinds of driving conditions, but some judges were critical of the engine’s inherent vibration and diesel grunt during low-speed driving. However, after experiencing similar noise, vibration and harshness issues with several diesel-powered luxury vehicles costing twice as much as the Cruze, they reevaluated their scores.

The fact is, if you want to enjoy the benefits of diesels, including efficiency and long range coupled with unparalleled low-end torque, you have to accept a bit of vibration and diesel rumble at low speeds, whether you are driving a Chevy Cruze or top-of-the-line German luxury car.

Hundreds of millions of Europeans have grown to prefer diesels over gasoline engines. They can’t all be wrong. GM engineers in Germany led development of this engine, which is shared with Opel vehicles, but it was modified substantially for the U.S.

Besides being fun to drive and offering the best highway fuel economy of any non-hybrid vehicle in the U.S., the Cruze turbodiesel also features the most advanced emissions control system of any diesel in its competitive set.

That includes exhaust gas recirculation, selective catalytic reduction and a particulate filter that enables it to generate at least 90% less smog-causing oxides of nitrogen than previous-generation diesels and minimal particulate emissions. The use of an SCR system also positions it for applications on other, larger platforms.     

“This is an excellent diesel engine and it stands toe-to-toe with the best from Germany,” says one editor on his score sheet. And that is true whether you are stomping on the accelerator, cruising on the expressway or sniffing the tailpipe.

There is a myth in the U.S. that Americans never will accept diesels in light vehicles, yet Volkswagen has found diesel fans in the U.S. for decades. GM is aiming to attract this audience with the Cruze turbodiesel. We think it will succeed.

For More Information about the Chevrolet Cruze Diesel please contact:

Lonnie Newbury
Sales & Leasing Consultant
Peters Chevrolet Chrysler Jeep Dodge Ram in Longview, TX
(903)291-3361
Lonnie@EastTXCarGuy.com
www.EastTXCarGuy.com 

 

*View the original article online at Wards Auto.

 

Chevy Spark Only tiny car to get acceptable rating in new IIHS crash tests

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Chevy Spark Only tiny car to get acceptable rating in new IIHS crash tests

The Spark was the only tiny car to earn a top safety pick award in small-overlap front crash testing conducted by the group. Introduced in 2012, the small-overlap test re-creates conditions in which the front corner of a vehicle strikes another vehicle or object. During the test, the front quarter of the driver side of the vehicle collides with a barrier at 40 mph.

The test is more difficult than a head-on collision because the front-end crush zone is bypassed, directing energy through the vehicle differently than intended, which can result in the passenger compartment collapsing.

“Small, lightweight vehicles have an inherent safety disadvantage. That’s why it’s even more important to choose one with the best occupant protection,” Joe Nolan, IIHS vice president, said in a statement. “Unfortunately, as a group, minicars aren’t performing as well as other vehicle categories in the small-overlap crash.”

Tougher tests, such as the small-overlap front crash test, have thinned the ranks of IIHS top safety picks for 2014 — with 70 percent fewer vehicles earning the honor than last year. The IIHS started requiring vehicles to ace the new small-overlap test this year to receive the award.

Because of the revised testing, and increased importance of the small-overlap test, the Fiat 500, Ford Fiesta, Honda Fit, Nissan Versa, Toyota Prius C and Toyota Yaris lost top safety pick status from last year.

The worst performing vehicles in the group were the Honda Fit and Fiat 500 — with both having the structure of the vehicle “seriously compromise” the passenger compartment. According to the IIHS report, the driver door of the Fiat 500 tore open at the hinges during the test, which creates the risk of the driver being ejected.

Most injuries to the crash dummies in the vehicles involved the left leg, but the Fit, 500 and Hyundai Accent were downgraded because injuries also affected the left thigh or hip. The Fit and 500 were the only vehicles that recorded elevated risk to the right leg as well as the left.

While the structure of the Spark did intrude into the passenger compartment, it was limited to the upper area of the compartment and it was the only vehicle to achieve good injury measurements for all body regions during the tests.

The vehicles tested were the Chevrolet Spark, Mazda2, Kia Rio, Toyota Yaris, 2014 Ford Fiesta, 2014 Mitsubishi Mirage, Nissan Versa, Toyota Prius C, Hyundai Accent, Fiat 500 and Honda Fit.

Fit no longer recommended

In a related development, Consumer Reports revoked its recommended status from the Honda Fit following the latest IIHS tests.